nuclear-news

Nuclear-Powered Cargo Ships Are Trying to Stage a Comeback

Faced with the difficult task of decarbonizing, some shipping companies are taking another look at a polarizing solution—nuclear fission.

Wired, CHRIS BARANIUK, JUN 9, 2023

“………………………………………..Eisenhower agreed to authorize a nuclear-powered merchant ship that would carry both cargo and passengers. As well as goodwill, naturally.

The nuclear ship Savannah, capable of hauling 14,000 tons of cargo, entered service in 1962. Its reactor was encased behind 4 feet of concrete, as well as thick layers of steel and lead. In the glitzy passenger lounge stood an 8-foot-long table topped with white marble—and an early CCTV system so passengers could keep an eye on the reactor while sipping martinis.

…………….. heed this cautionary tale of nuclear hubris. The NS Savannah was a failure. During its first year at sea, the ship dumped 115,000 gallons of radioactive waste into the ocean. It had inadequate cranes and poorly designed cargo hatches. Egregiously expensive to run, the vessel carried passengers for a mere three years, and cargo alone for another five, before retiring.

Other countries also tried—and struggled—to make nuclear merchant ships work during the 20th century. West Germany’s demonstration nuclear cargo ship, the Otto Hahn, was refused entry to some ports and the Suez Canal on safety grounds. The Mutsu, a Japanese vessel, suffered a minor failure in its reactor’s radiation shielding in 1974, causing outcry. Indignant fishers blocked the ship’s return to port for several weeks.

As of 2023, there is only one active nuclear-powered merchant ship in the world, the Russian-built container-carrying NS Sevmorput. It is tiny compared to most fossil-fuel-powered container ships and has been plagued by breakdowns.

…………………………In February, a gaggle of organizations based in South Korea, including those behind multiple shipping lines, signed a memorandum of understanding. The group aims to develop nuclear-powered merchant ships equipped with small modular reactors. But they won’t say much else about the project.

“We believe it is too early to mention details on the tangible results of this partnership,” Hojoon Lee, a spokesperson for HMM, one of the shipping lines involved, tells WIRED. “We still have a long way to go to achieve the commercial viability of nuclear energy sources.”

There is another project afoot, in Norway, called NuProShip (Nuclear Propulsion of Merchant Ships). The team behind it has come up with a short list of six possible reactor designs that could work in a demonstrator vessel, says project manager Jan Emblemsvåg of the Norwegian University of Science and Technology. “The progress is quite OK,” he adds, via email. He and colleagues plan to convert a liquefied natural gas tanker called the Cadiz Knutsen to run on nuclear power.

Both the South Korean and Norwegian efforts are considering molten salt reactors. Instead of solid fuel rods, the nuclear fuel in these devices is dissolved into, for example, molten fluoride salts. Such reactors first operated in the 1960s and are nothing new, but technical issues, including corrosion occurring inside the reactors, have hampered their widespread rollout. Despite concerns from some over the viability of this technology, multiple countries are pursuing it.

………………………………………. while there are lots of nuclear reactors operating at sea right now, they tend to be on vessels with some of the highest security in the world. Commercial ships are occasionally subject to piracy and accidents, including large fires and explosions—the thought of adding nuclear fuel to such scenarios is unlikely to be met with enthusiasm.

The task of switching to a world in which nuclear-powered vessels are commonly welcomed at commercial ports is “not trivial,” says Stephen Turnock, professor of maritime fluid dynamics at the University of Southampton. “You have to have protocols in place to say what would happen in the event of an emergency associated with a nuclear-powered vessel,” he explains.

Simon Bullock, a shipping researcher at the University of Manchester, says that there is not enough of a regulatory framework to define how nuclear ships would operate globally in the commercial sector, including detail on who would bear responsibility for any mishaps. Would it be the ship owner, the ship operator, the manufacturer of the nuclear reactor, or the country where the ship is registered, known as the flag state? There are six “decade-long problems” of this kind regarding nuclear vessels that the International Maritime Organization (IMO) and other agencies would have to sort out if nuclear-powered commercial ships were ever to become widespread, he says……………………….

The crews on nuclear ships would also require special training and expertise, which raises the cost of running such vessels. Is it worth dealing with all these challenges, given the need to decarbonize right now? Probably not, says Bullock. “The critical thing here is the next 10 years,” he says, referring to the urgency of tackling emissions and climate change right now. “Nuclear can do nothing about that.”

Even the Norwegian NuProShip project won’t convert its first demonstrator ship until at least 2035. Meanwhile, there are other low- or zero-emissions fuels already being deployed in vessels—from methanol to ammonia, electric batteries, and hydrogen. None of these is perfect, and all will jostle for supremacy in the coming years. Nuclear, with its many complications, is “possibly a dangerous distraction” from the main horse race, says Bullock………………..  https://www.wired.com/story/nuclear-cargo-ships/

June 11, 2023 - Posted by Christina Macpherson | 2 WORLD, technology