Page 182 - ΝΑΥΤΙΚΑ ΧΡΟΝΙΚΑ - SEPT 2025

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especially where nuclear propulsion
alone may not be practical. Lessons
from nuclear submarines show that
hybrid mechanical/electric drives can
enhance efficiency and operational flex-
ibility. Such systems enable smoother
power transitions and redundancy,
which are crucial for commercial ves-
sels with varying speed profiles. Nuclear
power has zero operational emissions,
while batteries or alternative fuels can
cover scenarios where nuclear use is
limited or less efficient.

What are your thoughts on floating
nuclear power plants (FNPPs) as
a potential shore power solution
for energy-intensive ports or ship-
yards?
FNPPs can provide substantial clean
electricity to power port operations and
supply shoreside power (“cold ironing”)
Credit: EPA/KIMMO BRANDT ously, drastically reducing local air pol-
for multiple docked vessels simultane-
lution and carbon emissions. Barge- or
ship-based FNPPs can be transported
to different ports or coastal facilities
as needed, enabling deployment in
locations lacking land-based nuclear
infrastructure or where grid capacity is
What types of ships or operational pro- than 24,000 TEUs) due to its minimal limited. Small Modular Reactors (SMRs)
files (e.g., tankers, LNG carriers, impact on cargo volume. Nuclear power used in FNPPs can be built to standard
bulkers, container ships) would enables higher design speeds at mar- designs, allowing economies of scale,
you consider most suitable for ginal fuel cost price jumps, improving easier licensing, and adaptable power
nuclear propulsion in the first wave logistics efficiency. Large container outputs tailored to the port demands.
of adoption? ships benefit from the compactness and FNPPs reduce the need for large land-
The most suitable ship types and oper- lighter weight of nuclear power plants based power plants and associated
ational profiles for the first wave of compared to conventional engines. infrastructure, easing siting challenges
nuclear propulsion adoption are large and potentially lowering capital costs.
ocean-going vessels that benefit from Could nuclear propulsion be combined The IMO and the IAEA, together with
long endurance, high power demand, with other technologies for hybrid classification societies, with Bureau
and infrequent refuelling needs. Very solutions? Veritas in a pole position, are develop-
Large Crude Carriers (VLCCs) and Ultra A nuclear primary power source is espe- ing comprehensive safety, design, and
Large Crude Carriers (ULCCs) stand out. cially suited for large vessels on long operational requirements for FNPPs.
These tankers operate on long-haul voyages. Hybrid solutions may combine Modern designs incorporate advanced
routes with minimal port calls, making nuclear power with electric propulsion safety systems, such as high-tempera-
their need for long intervals between systems and battery storage. Batteries ture gas-cooled reactors with passive
refuelling ideal for nuclear propulsion. can assist during low-speed operations shutdown capabilities, containment
Nuclear reactors’ long core life (5–15 (e.g., manoeuvring in ports) or peak of heat and radiation, and rapid emer-
years) aligns well with VLCC/ULCC power demands, reducing wear on the gency shutdown mechanisms to miti-
operational patterns, reducing down- reactor and improving fuel efficiency. gate accident risks. Despite its techni-
time and bunker dependency. The heavy Nuclear power could also be paired with cal feasibility, FNPP deployment faces
shielding and reactor weight are offset green synthetic fuels, hydrogen, or LNG challenges related to public perception,
by the large vessel size, minimising in dual-fuel or hybrid configurations, environmental concerns, and liability
cargo capacity loss. As a second choice, thus allowing flexibility in switching frameworks that must be addressed
nuclear propulsion is also feasible for power sources depending on the route, through transparent risk management
large bulkers and containerships (more port regulations, or operational needs, and international cooperation.

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