Today, 200 nuclear reactors are operating on 160 vessels, mostly naval ships and submarines, but soon they could run on cargo ships, too:
Four nuclear-powered merchant ships have been built so far, all of them government-led projects begun mostly for developmental and testing reasons rather than purely commercial ones. The first was the American NS Savannah, built in the late 1950s at a cost of $46.9 million (an eye-popping $495 million today). It was in service from 1962 to 1972, but its pressurized light-water reactor (LWR) proved too complex and expensive for the ship to operate profitably. The Russian cargo vessel Sevmorput, commissioned in 1988, is the only nuclear-powered merchant ship still in operation as of early 2024. The other two ships, the Japanese Mutsu (1970) and the German Otto Hahn (1968), were both refitted with diesel engines partway through their service lives.
Nuclear power has been more successfully applied on submarines and ice-breaking vessels. The very first nuclear-powered vessel was the attack submarine USS Nautilus, in 1954, amid the 1950s heyday of nuclear-power research. Hundreds of nuclear reactors have since been used on ships and submarines. Russia currently operates seven nuclear-powered icebreakers.
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“Engines in ordinary ships are the size of houses,” says Emblemsvåg, who is leading NuProShip. And a great deal of space is taken up by fuel: “A container vessel going from Amsterdam to Shanghai requires roughly 4,000 tonnes of fuel.”
An SMR would be much more compact and lightweight. According to Emblemsvåg, a molten-salt reactor — which uses a mixture of thorium and hot liquid salts as both fuel and coolant — would also save about $70 million over the lifetime of a ship, compared with a similar vessel powered by engines that burn diesel fuel (or, more precisely, heavy fuel oil). Another plus for nuclear-propelled ships is easy access to an endless supply of cooling water.
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For ship propulsion, engineers have used pressurized-water reactors because they can produce higher power for a given mass compared with the other kind of light-water reactor, the boiling-water reactor. However, the technology comes with major challenges. They depend on complex control systems that need a technically trained operating crew, and they run on solid fuel rods that need to be replaced every 18 months. There’s also a risk, however slight, that the pressure vessel could explode.
Fourth-generation SMRs avoid all that. Emblemsvåg and the NuProShip team picked three reactor designs after analyzing 93 concepts in the International Atomic Energy Agency’s SMR handbook. One is a thorium-fueled molten-salt reactor. The second is a lead-cooled fast reactor, which replaces the water coolant of traditional reactors with molten lead. The third option, likely closest to market, is a helium gas-cooled reactor that uses a type of fuel called tristructural isotropic (TRISO), consisting of uranium particles encased in ultratough carbide and carbon layers that can handle temperatures above 2,000 °C.



