Ammonia’s potential as an alternative to hydrogen has catalyzed a partnership between Baker Hughes, Hanwha Power Systems, and Hanwha Ocean to create a new turbine for ammonia applications. The Baker Hughes NovaLT16 gas turbine will be paired with an ammonia combustion system under development.
Goal is to create a dual-fuel turbine capable of 100% ammonia combustion with efficiency comparable to reciprocating engines while reducing carbon emissions. The initial market will be the shipping industry. Specifically, Hanwha Ocean. who will deploy it in a propulsion system for future vessels as part of its maritime decarbonization plans.
Based pn a turbine feasibility study Baker Hughes completed in 2024, Hanwha has successfully tested a proof-of-concept (POC) combustor with 100% ammonia as the fuel gas. The two companies target a full engine test with ammonia by the end of 2027, after which the turbine should be commercially available to order.
Jeff Benoit, Vice President of Clean Energy Solutions for PSM. a Hanwha company, says the ammonia combustion system will harness technology developed by PSM. The company has more than 20 years of experience in developing combustors.
After successfully completing a POC on the ammonia combustor last year, PSM sent the unit to German Aeronautical Research Center for thermal barrier coating materials and cooling test.
The first production ammonia combustor is due to be delivered in 2027 after which the combustor and turbine will undergo further testing at the Baker Hughes testing facility in Italy. “Ammonia is completely different to natural gas and hydrogen,” says Jeff Benoit, “but we have the internal capabilities to develop an effective combustor.”
“A new Hanwha LNG tanker is to be equipped with a combined cycle gas turbine plant able to operate on natural gas or ammonia. Also will be capable of operating on natural gas and ammonia blended fuel.”
It turns out that PSM’s “FlameSheet’ lean premix combustion approach is not as suitable for ammonia as it is for gas and hydrogen. Because ammonia has a lazier flame and oxidizes differently due to nitrogen, notes Benoit. What is emerging is a dual-state combustor consisting of a high flame temperature zone to convert ammonia to hydrogen and then a lean burn zone to prevent excessive oxides of nitrogen.
When ammonia is traditionally burned, it generates an excess of NOx. Typically, this is mitigated by using selective catalytic reduction (SCR) which adds to costs and equipment footprint. The new combustor must also meet new International Maritime Organization emissions standards.
“We will meet IMO Tier 3 standards without SCR, which reduces both cost and complexity,” says Benoit, “thus giving us a competitive advantage over reciprocating engines that generally utilize SCR technology.”
