CMB: Retrofit of ammonia-ready CMA CGM Masai Mara will be easy

The world’s first ammonia-ready containership CMA CGM Masai Mara, which was recently delivered from Chinese shipbuilder Qingdao Shipyard, promises to revolutionize the container shipping industry as the vessel readies to use ammonia as a viable fuel source.

The 5,900 TEU engineering marvel sets a transformative precedent with its entire architecture, including the cutting-edge MAN ES marine engine which allows for ammonia/diesel dual-fuel propulsion.

The FS Ice Class 1A vessel has a length overall (LOA) of 240 meters and maximum width of 43 meters. The eco-vessel is classed by Lloyd’s Register, it is IMO Tier III compliant and is a holder of an IHM Green Passport to ensure the safe management and disposal of hazardous materials throughout the ship’s life cycle.

The Belgium-flagged vessel belongs to a new generation of medium-sized containerships optimized for regional container transportation and can be deployed on various non-polar global routes. It is part of a deal for a batch of six ships inked in 2020.

The boxship was built for Belgian shipowner Compagnie Maritime Belge (CMB). CMA CGM Masai Mara was chartered by the French liner major CMA CGM and deployed on their West Africa Rotation.

The deployment is not directly linked to ammonia availability, but on this route, the vessel passes Namibia where CMB.TECH, a cleantech arm of CMB, is working on a green ammonia plant.

Namely, following the successful Hydrogen demonstration hub project, CMB.TECH is building a green ammonia factory in the region with the aim of ensuring sufficient amounts of ammonia for CMB’s ammonia-powered bulkers under construction.

The project involves upscaling the hydrogen production installations from Megawatt to Gigawatt-scale, with the produced green hydrogen being utilized for the creation of green ammonia.

The move marks a significant shift from green hydrogen production for local consumption to large-scale ammonia production for export and bunkering purposes.

In the port of Walvis Bay, 116 hectares of land have already been secured for the factory, taking advantage of Namport’s well-established infrastructure, which is conducive to the development of ammonia export and bunker facilities. Currently, an EPC-contractor has been appointed, working in tandem with the selected technology licenser to oversee the plant’s engineering. The anticipated start-up of the facility is slated for the end of 2026.

The availability of ammonia for bunkering is likely to bring other vessels to the hub including CMA CGM Masai Mara.

A CMB spokesperson told Offshore Energy that the entire design of the vessel has been adapted to enable for the future conversion of the vessel to ammonia including the engine, which was provided by German engine manufacturer MAN Energy Solutions.

As such, ‘the retrofit can be done easily’, the company is confident. In preparation for the retrofit, CMB has ongoing discussions with different partners, including MAN ES, Volvo Penta, and WinGD.

MAN Energy Solutions aims to have a commercially available two-stroke ammonia engine by as early as 2024, followed by a retrofit package for the gradual rebuild of existing maritime vessels by 2025.

The engine is currently undergoing one cylinder test to burn ammonia at the company’s test bed facility in Copenhagen.

WinGD is also keeping busy with the development of ammonia-powered low-speed two-stroke marine engines, known as type “X-DF-A”. The engine developer has teamed up with Mitsubishi Shipbuilding Co. on the development of ammonia-powered vessels with Mitsubishi both designing the vessels and completing the fuel chain with its ammonia fuel supply system (AFSS).

Commenting on what might the retrofit entail with respect to potential engine replacement and design features as well as the ammonia supply system and fuel tanks, and how this will be incorporated into the vessel with respect to the ship’s cargo space, the CMB spokesperson told Offshore Energy that it was still too early to discuss these details, promising to reveal more details at a later stage once these get sorted out.

In general, a retrofit project of a ship to utilize ammonia as fuel would require several key engineering modifications to be made. Fuel storage and handling of ammonia which has different properties compared to traditional marine fuels, including lower power density, means that the ship would need to be equipped with ammonia storage tanks that can safely contain and handle the fuel. The existing fuel storage systems may need to be modified or replaced to accommodate ammonia.

The ship’s fuel delivery system, including pumps, pipes, and valves, would need to be adapted to handle the unique properties of ammonia by using corrosion-resistant materials.

The ship’s engine would need to be retrofitted or replaced with an engine capable of efficiently burning ammonia, which is not yet commercially available. This may involve modifying the combustion chambers, fuel injectors, and control systems to optimize the combustion process and ensure compatibility with ammonia as a fuel source.

Ammonia combustion can produce nitrogen oxide (NOx) emissions. To comply with environmental regulations, the retrofit may involve installing exhaust gas treatment systems, such as selective catalytic reduction (SCR) or other technologies, to minimize NOx emissions and ensure compliance with emission standards.

Ammonia is a hazardous substance, so retrofitting a ship to use ammonia would require additional safety measures. This might include implementing leak detection and emergency shutdown systems, improving ventilation systems, and providing adequate personal protective equipment for crew members.

What is more, retrofitting a ship to ammonia fuel would necessitate the integration of advanced control and monitoring systems to ensure safe and efficient operation. This would include monitoring fuel quality, pressure, temperature, and other parameters critical to the proper functioning of the ammonia fuel system.

Last but not least, crew members would require specialized training to operate and handle ammonia safely. Training programs and certifications would need to be developed to ensure that the crew is well-versed in the handling, storage, and combustion of ammonia fuel.