Report on the Viability of Nuclear Propulsion in Maritime Shipping and its Alignment with Sustainable Development Goals

The international maritime shipping industry, responsible for transporting approximately 80% of global trade, faces a critical challenge in aligning its operations with global sustainability targets. The sector’s heavy reliance on carbon-intensive bunker fuel contributes significantly to greenhouse gas emissions, posing a direct challenge to Sustainable Development Goal 13 (Climate Action). In response, the International Maritime Organization (IMO) has set a target of achieving net-zero emissions by circa 2050. This report examines the renewed interest in nuclear propulsion as a long-term solution to decarbonize the shipping industry, analyzing its potential contributions to the Sustainable Development Goals (SDGs) alongside the significant challenges to its implementation.

Historical Precedent: The NS Savannah

The concept of civilian nuclear-powered merchant vessels is not new. The NS Savannah, launched in 1959, was a demonstration project to showcase the peaceful application of nuclear energy, in line with the pursuit of innovative energy solutions. Powered by a pressurized water reactor (PWR), the vessel could circumnavigate the globe multiple times without refueling. However, its operational life was short-lived, ceasing in 1970 due to several factors:

• Economic Unsustainability: High construction and operational costs, requiring significant government subsidies, made it commercially unviable compared to conventional vessels, particularly during periods of low oil prices.
• Operational Limitations: The vessel had limited cargo capacity, required a highly specialized crew, and faced restricted access to global ports due to widespread safety concerns.
• Public and Regulatory Hurdles: Concerns over nuclear safety created significant barriers to port entry and public acceptance, hindering its integration into global trade infrastructure.

Following the NS Savannah, only a few other nuclear cargo ships were built, with most being decommissioned or converted, leaving the technology largely confined to military and specialized state-run applications, such as Russia’s Arctic icebreaker fleet.

Nuclear Propulsion’s Potential Contribution to the SDGs

The contemporary case for nuclear shipping is primarily driven by the urgent need for climate action and technological innovation. Its adoption could directly support several key SDGs.

H3: Advancing SDG 13 (Climate Action) and SDG 14 (Life Below Water)

The most significant advantage of nuclear propulsion is the complete elimination of greenhouse gas emissions during operation. This offers a direct pathway for the shipping industry to meet its net-zero targets and contribute substantially to global climate mitigation efforts under SDG 13. Furthermore, by replacing toxic bunker fuel, it would eliminate the emission of sulfur oxides, nitrogen oxides, and particulate matter, improving air quality in coastal communities and reducing pollutants that harm marine ecosystems, thereby supporting SDG 14 (Life Below Water).

H3: Fostering SDG 7 (Affordable and Clean Energy) and SDG 9 (Industry, Innovation, and Infrastructure)

Nuclear energy represents a dense and powerful source of clean energy, aligning with the objectives of SDG 7. For the maritime sector, this translates into significant operational benefits that foster innovation under SDG 9.

1. Energy Independence and Efficiency: Vessels could operate for years without refueling, eliminating dependency on volatile fossil fuel markets and the need for frequent refueling stops.
2. Enhanced Operational Capability: The consistent and powerful energy supply allows for higher sustained speeds, potentially reducing transit times and increasing the efficiency of global supply chains.
3. Cost Competitiveness: Initial cost analyses of next-generation reactors suggest that fuel costs could be up to 40% lower than heavy fuel oil, presenting a long-term economic incentive for transitioning to cleaner technology.

Challenges to Sustainable Implementation

Despite its potential, the path to adopting nuclear propulsion is fraught with technical, regulatory, and societal challenges that must be addressed to ensure its deployment is safe and sustainable.

H3: Safety, Security, and Environmental Risks (SDG 11 and SDG 14)

The paramount concern remains nuclear safety. A robust framework is required to mitigate risks that could impact SDG 11 (Sustainable Cities and Communities) and SDG 14 (Life Below Water).

• Accident Prevention: Protocols must be developed to prevent nuclear material leakage in the event of a vessel sinking or collision.
• Nuclear Security: Measures are needed to prevent nuclear fuel or technology from falling into the hands of non-state actors or being used for malicious purposes.
• Waste Management: A comprehensive, cradle-to-grave plan for the management and disposal of spent nuclear fuel is essential.

H3: Regulatory and Infrastructure Readiness (SDG 9)

The existing international regulatory framework is outdated. The IMO’s current code for nuclear merchant ships, dating to 1981, is based on older PWR technology and requires a complete overhaul. A multi-year effort is needed to develop new international codes, which must then be adopted by classification societies, insurers, and national port authorities before nuclear-powered ships can be integrated into the global fleet. This represents a significant hurdle for building the resilient and sustainable infrastructure envisioned in SDG 9.

The Path Forward: Next-Generation Technology and Governance

The revival of interest in nuclear shipping is largely predicated on advances in reactor technology. So-called “Generation IV” reactors promise enhanced safety features, such as passive safety systems that do not require human intervention to manage emergencies. These designs aim to be “failsafe,” which could help convince port authorities and the public of their viability.

Research consortia, such as Norway’s NuProShip, are actively evaluating new, smaller, and potentially mass-producible reactor designs to improve commercial feasibility. However, none of these advanced reactors have been built and tested in a maritime environment. The timeline for bringing these vessels to sea, projected by some for the early 2030s, remains ambitious given the extensive legal, regulatory, and technical groundwork that is still required.

Analysis of Sustainable Development Goals in the Article

1. Which SDGs are addressed or connected to the issues highlighted in the article?

• SDG 7: Affordable and Clean Energy

  The article focuses on nuclear power as an alternative energy source for the shipping industry, moving away from conventional fossil fuels like bunker oil. It discusses the potential of nuclear reactors to provide a high-density, long-lasting energy source, which aligns with the goal of ensuring access to clean and modern energy.

• SDG 9: Industry, Innovation, and Infrastructure

  The core of the article is about technological innovation within the shipping industry. It highlights the development of “Generation IV” reactors, which are described as safer and more efficient than previous models. This push for advanced, cleaner technology to upgrade a major global industry is directly related to this goal.

• SDG 13: Climate Action

  The primary motivation for exploring nuclear-powered ships, as presented in the article, is the shipping industry’s significant carbon footprint. The article states that the industry emits “as much climate-changing CO2 as the entire country of Japan” and that the International Maritime Organization (IMO) aims for “net zero emissions by around 2050.” Nuclear power is proposed as a solution because nuclear-powered ships “would have no emissions.”

• SDG 14: Life Below Water

  The article mentions that current ships running on bunker oil have “smokestacks that spew toxic pollutants into their air.” Reducing these pollutants would lessen air and subsequent water pollution, benefiting marine ecosystems. While the main focus is on CO2, the elimination of these other pollutants is a direct benefit to life below water.

• SDG 17: Partnerships for the Goals

  The article illustrates the need for collaboration among various entities to make nuclear shipping a reality. It mentions the roles of the International Maritime Organization (IMO) in setting regulations, research consortiums like NuProShip, classification societies such as Lloyd’s Register, and port authorities. This multi-stakeholder approach is essential for achieving the technological and regulatory shifts discussed.

2. What specific targets under those SDGs can be identified based on the article’s content?

1. Under SDG 7 (Affordable and Clean Energy):
   • Target 7.2: By 2030, increase substantially the share of renewable energy in the global energy mix. While nuclear is not renewable, it is a clean, non-fossil fuel energy source. The article’s discussion of replacing bunker oil with nuclear power in a major global industry directly supports the shift away from carbon-intensive fuels.
   • Target 7.3: By 2030, double the global rate of improvement in energy efficiency. The article implies a significant increase in energy efficiency, noting that the NS Savannah “could make 14 trips around the world on a single fuel load, while current container ships typically running on oil don’t even manage one.”
2. Under SDG 9 (Industry, Innovation, and Infrastructure):
   • Target 9.4: By 2030, upgrade infrastructure and retrofit industries to make them sustainable, with increased resource-use efficiency and greater adoption of clean and environmentally sound technologies. The entire article is a case study for this target, proposing the adoption of advanced nuclear reactor technology to make the shipping industry sustainable and eliminate emissions.
   • Target 9.5: Enhance scientific research, upgrade the technological capabilities of industrial sectors. The article explicitly discusses this by mentioning the development of “Generation IV” reactors and the work of the “Norwegian research consortium NuProShip,” which “looked into 80 different new reactor designs.”
3. Under SDG 13 (Climate Action):
   • Target 13.2: Integrate climate change measures into national policies, strategies and planning. The article highlights this through the International Maritime Organization’s (IMO) sector-wide strategy “to reach net zero emissions by around 2050,” which is a clear integration of climate action into industry planning.
4. Under SDG 14 (Life Below Water):
   • Target 14.1: By 2025, prevent and significantly reduce marine pollution of all kinds. The article notes that current ships “spew toxic pollutants into their air.” A transition to nuclear power would eliminate this source of pollution, contributing directly to this target.
5. Under SDG 17 (Partnerships for the Goals):
   • Target 17.16: Enhance the global partnership for sustainable development, complemented by multi-stakeholder partnerships. The article describes the collaborative efforts needed between the IMO, “research consortiums,” “classification societies, like Lloyd’s Register,” “port authorities,” and “ship insurers” to develop and implement the technology and regulations for nuclear shipping.

3. Are there any indicators mentioned or implied in the article that can be used to measure progress towards the identified targets?

• Greenhouse Gas (GHG) Emissions: This is the most direct indicator. The article quantifies the problem by stating the shipping industry emits “as much climate-changing CO2 as the entire country of Japan.” The goal is to achieve “net zero emissions,” making the reduction of CO2 emissions a key metric for progress.
• Fuel/Energy Efficiency: An implied indicator is the efficiency of the power source. The article provides a clear comparison: the NS Savannah’s ability to circle the globe 14 times on one fuel load versus a conventional ship not managing even one trip. This “tremendous range” is a measure of efficiency.
• Level of Air Pollutants: The article mentions that current ships “spew toxic pollutants into their air.” A measurable indicator would be the quantity of these pollutants (like sulfur oxides and nitrogen oxides) emitted by the shipping fleet. The goal of nuclear power is to reduce this to zero.
• Economic Cost/Viability: The article uses cost as a key indicator for success. The failure of the NS Savannah was partly due to high operating costs (“$2 million” in annual subsidies). The potential success of new reactors is measured by their projected cost-effectiveness, with claims that “fuel costs will be roughly 40% cheaper than heavy fuel oil.”
• Investment in Research and Development (R&D): The article implies this indicator by discussing the work of the NuProShip consortium, which is “looking into 80 different new reactor designs.” The amount of funding and research dedicated to developing “Generation IV” reactors can be used to measure progress in innovation.

4. Table of SDGs, Targets, and Indicators

Source: dw.com