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海運における原子力推進：海運脱炭素化の文脈における技術的・環境的評価

Nuclear Propulsion in Maritime Transport: Technical and Environmental Assessment in the Context of Maritime Decarbonization (原題)

Valerian Novac, Eugen Rusu, Vladimir Ablai, Valentin NAE

ジャーナル2026-09-16#エネルギー転換Origin: EU経営インパクト: コスト削減対象セクター: transport
DOI: 10.3390/engproc2026152012
原典: https://doi.org/10.3390/engproc2026152012

🤖 gxceed AI 要約

日本語

本研究は、15,000TEUコンテナ船を対象に、小型モジュール炉（SMR）推進と従来の重油（HFO）推進を技術・環境・経済面で比較評価した。HFO船は年間約50,400トンの燃料を消費し、約156,940トンのCO2を排出するのに対し、70MWeのSMR設計は推進要求を満たし余剰電力を供給可能。25年間の総コストはSMRが約3億7,670万ドル、HFOが約4億5,200万ドルと試算され、SMRの経済的優位性は燃料価格や資本コスト等に依存する。

English

This study assesses SMR nuclear propulsion for a 15,000-TEU container ship versus heavy fuel oil (HFO), covering power, emissions, and 25-year costs. HFO consumes ~50,400 t fuel/year emitting ~156,940 t CO2, while a 70 MWe SMR meets propulsion needs with surplus electricity. Estimated 25-year costs are USD 376.7M (SMR) vs USD 452.0M (HFO), with sensitivity to fuel prices, capital costs, discount rate, and operating life.

Unofficial AI-generated summary based on the public title and abstract. Not an official translation.

📝 gxceed 編集解説 — Why this matters

日本のGX文脈において

日本は海運大国であり、国際海運の脱炭素化は重要課題。本論文はSMRという長期的選択肢の経済性を示し、日本の海運会社や造船業の戦略検討に資する。

In the global GX context

Global shipping decarbonization is driven by IMO targets; this paper adds a quantitative comparison of SMR versus HFO for large container ships, informing long-term technology choices and regulatory discussions.

👥 読者別の含意

🔬研究者:SMR推進の技術・経済評価手法と感度分析の枠組みを提供。

🏢実務担当者:大型船の脱炭素化オプションとしてSMRのコスト競争力を示唆。

🏛政策担当者:海運脱炭素政策において原子力推進の規制・安全基準整備の必要性を示す。

📄 Abstract（原文）

Decarbonizing shipping requires reducing emissions without compromising the performance of large commercial vessels. Nuclear propulsion using small modular reactors (SMRs) has recently attracted renewed interest as a long-term alternative to fossil-fuel engines for large container ships. This study provides a technical, environmental, and economic assessment of SMR propulsion for a typical 15,000-TEU container ship, compared to conventional heavy fuel oil (HFO) propulsion. The analysis covers propulsion power requirements, energy conversion efficiency, additional electrical power needs, operational emissions, and total costs over 25 years. Under the study’s assumptions, the conventional system consumes about 50,400 tonnes of HFO annually, resulting in approximately 156,940 tonnes of CO2 emissions per year, along with significant NOx, SOx, particulate, and CO emissions. A 70 MWe SMR-based propulsion design is then evaluated, considering energy conversion losses and the ship’s auxiliary power needs. The power balance indicates that the proposed SMR system can meet propulsion demands and provide surplus electrical capacity. Economically, the estimated 25-year total cost for the SMR option is about USD 376.7 million, compared to USD 452.0 million for the HFO case. Sensitivity analysis shows that this economic advantage depends on HFO prices, SMR capital costs, the discount rate, and operating life. Overall, SMR propulsion appears to be a technically and economically viable option for large container ships, though its adoption will depend on regulatory requirements, safety standards, infrastructure, and further advancements in marine nuclear technology.

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