Reactors to return to commercial shipping

While nuclear-powered commercial vessels haven’t been commissioned in nearly four decades, the technology is experiencing a significant revival as a long-term maritime decarbonisation solution. JACO DE KLERK reports.

Work on nuclear marine propulsion started in the 1940s and the first test reactor started up in the US in 1953, explains the World Nuclear Association (WNA) in its piece, “Nuclear-Powered Ships”. These vessels were, however, designated for naval service. The last commercial nuclear vessel – the Russian cargo ship Sevmorput – was commissioned in 1988. Specialised vessels sporting these power plants still roam northern waters. 

“Nuclear propulsion has proven technically and economically essential in the Russian Arctic, where operating conditions are beyond the capability of conventional icebreakers. The power levels required for breaking ice up to three metres thick, coupled with refuelling difficulties for other types of vessels, are significant factors,” notes the WNA. 

“The nuclear fleet, with six nuclear icebreakers and a nuclear freighter, has increased Arctic navigation from two to 10 months per year, and in the western Arctic, to year-round. In 2020, Rosatom said it had accumulated 400 reactor-years of operating experience with icebreakers,”the association continues.

These vessels might soon move away from the Arctic and make a global debut. DNV’s latest white paper, “Maritime nuclear propulsion: Technologies, commercial viability, and regulatory challenges for nuclear-powered vessels”, addresses the main elements of maritime’s future fuel cycle. These include fuel management, waste handling and vessel construction, as well as operation and oversight of nuclear supply chains.

DNV adds that advances in automation, digitalisation and modular design are identified as critical enablers of safety, security and non-proliferation of future nuclear fuels and reactors, thereby paving the way for public acceptance. 

Lloyd’s Register’s (LR’s) article “Nuclear energy moves closer to the commercial fleet” adds to the compelling reasons for this renewed interest. “Nuclear is growing in appeal in the commercial shipping sector because of its applications in zero-emission propulsion and in the production of zero-emission e-fuels,” it says. “LR’s global power to X director and nuclear energy in maritime organisation director Mark Tipping reflected that two years ago, the subject was barely on the agenda amongst the regulatory, legal and insurance stakeholders represented at the event. Now it is a significant action item for them all, he said.”

The article further reports on LR’s Fuel for Thought briefing, which gathered experts to debate the path to reactor-powered commercial shipping during September.

A lot still has to be addressed before these fission farers can set sail. Knut Ørbeck-Nilssen, maritime CEO at DNV, explains: “Nuclear energy has the potential to play a role in the maritime energy transition. However, much work still needs to be done to overcome technical, regulatory and societal challenges, including public perception. This will require coordinated global action, technological innovation and closely aligned regulatory frameworks.”

The DNV white paper stresses that regulators such as the International Maritime Organization (IMO) – the UN’s agency responsible for shipping safety and security – and the International Atomic Energy Agency must play a coordinated role, along with flag states (the country in which a ship is registered), national authorities and classification societies.

LR’s piece explains that these hurdles won’t take the wind out of the industry’s sails. “Several speakers noted that the absence of regulation would not deter first movers, which would also contribute to regulatory development, but a framework was needed to encourage wider uptake,” it says. “One such early adopter, Dutch offshore and heavy lift operator Allseas, is in the process of developing its own technology – a 25MW electric reactor for large vessels that will be built and tested for land applications first, ahead of marine deployment from 2032.”

It adds that beyond regulation, the real challenge lies not in producing civil nuclear ships, which we can do, but in moving to mass adoption in an economically viable way: “(This) means aligning the supply chain, regulatory pathways, international legislation and decommissioning, while addressing insurance, liabilities and public perception.”

Ole Christen Reistad, senior principal researcher at DNV and lead author of the company’s paper, breaks it down. “For nuclear propulsion to become commercially viable in shipping, the business case must account for the full lifecycle costs, including fuel supply, reactor maintenance and waste management,” he emphasises. “Modular and standardised reactor designs can significantly reduce capital and operational expenditures, while robust regulatory frameworks and predictable supply chains are essential for investor confidence and long-term competitiveness.”

This competitiveness could also be used to sway the minds of the masses. “Part of the public perception will be dependent on its economic benefits,” notes LR. “The maritime sector will need to train a generation of engineers with specialised nuclear qualifications – this presents challenges to both the maritime and nuclear industries. The UK has recently launched ‘Destination Nuclear’ to highlight new roles and get more people into the industry.”

So yes, nuclear propulsion for commercial shipping is technically feasible – we’ve known that for decades. The question now is whether the industry can align the regulatory frameworks, supply chains and business models fast enough to make it commercially viable.

With the first commercial nuclear ships anticipated by 2032, we’re about to find out if this is a genuine solution or just another expensive detour in shipping’s decarbonisation journey.