The International Chamber of Shipping (ICS) held a webinar on 26 February examining the regulatory framework needed for nuclear-powered merchant ships and floating nuclear power stations, bringing together experts from maritime, nuclear and legal sectors.

The event marked the first instalment in a new ICS webinar series for 2026 focused on alternative technologies. The discussion addressed the complex legislative environment surrounding potential revisions to international rules governing nuclear propulsion and nuclear-powered installations at sea. The session was moderated by ICS Principal Marine Director John Stawpert.

Chris Waddington, Technical Director, ICS, opened the discussion by highlighting the potential role of nuclear energy in supplying clean electricity and supporting the future production of marine fuels. Tobi Menzies, Secretary at the Nuclear Energy Maritime Organization (NEMO), noted that a regulatory framework for nuclear vessels already exists but requires updating to accommodate modern reactor designs. He said progress will require revisions to the International Maritime Organization’s (IMO) International Convention for the Safety of Life at Sea (SOLAS), alongside broader legal and liability reforms.

Mark Tipping, Global Power-to-X Director for Marine and Offshore, Lloyd’s Register, outlined the potential role of nuclear energy in shipping decarbonisation strategies. He said nuclear fuel already has an established presence in the maritime sector and could offer greater energy security than some alternative fuels. However, he suggested that widespread adoption in commercial shipping is unlikely before around 2035, as the maritime industry will largely rely on developments from the wider nuclear sector rather than developing the technology independently.

Kirsti Massie, Partner at Stephenson Harwood LLP, addressed legal and liability considerations, stating that current nuclear regulatory frameworks are outdated and do not cover nuclear propulsion for merchant ships. She said a regulatory gap exists, particularly regarding liability provisions such as strict operator liability, which could be more complex in a maritime environment than on land. Massie also emphasised the need for collaboration among regulators, clear government backing, and the development of insurance arrangements that draw on existing nuclear insurance systems and P&I club structures.

During the question-and-answer session, Waddington suggested that progress on international regulations could emerge in the early 2030s. He noted that the topic was discussed at the IMO Sub-Committee on Ship Design and Construction (SDC 12) in January and that proposals relating to SOLAS amendments and a potential Nuclear Code are expected to be considered at the IMO’s Maritime Safety Committee (MSC 118) in 2030.

Shahen Poghosyan, Technical Lead on Safety Assessment, International Atomic Energy Agency (IAEA), said that although the IAEA and IMO already have defined roles through long-standing cooperation, closer collaboration will be required to accelerate progress. He referred to the Atomic Technologies Licensed for Applications at Sea (ATLAS) framework, which aims to support the development of nuclear-powered vessels.

The panel also discussed potential changes to port state control procedures. Tipping said nuclear-powered merchant ships will likely require new regulatory frameworks at the port level. Menzies suggested that ports may rely on pre-approved access packages issued through the IAEA and verification from the vessel’s flag state, allowing port state control authorities to review certifications rather than conduct specialised nuclear inspections.

The discussion also touched on the full lifecycle of nuclear fuel. Tipping noted that any energy system must be designed with its entire lifecycle in mind, including waste management and disposal. Waddington highlighted financial considerations, noting that merchant vessels often change ownership and decline in value over time, which means adequate financial arrangements would be required to ensure the responsible recycling of nuclear-powered ships.

In closing remarks, Tipping described nuclear maritime development as “evolution, not revolution,” noting that nuclear technology is already established in certain maritime contexts but would need to be adapted for wider commercial shipping use.