Korea Shipbuilding & Offshore Engineering Co., Ltd. (KSOE) - Experts & Thought Leaders

Classification society - DNV has awarded HD Korea Shipbuilding & Offshore Engineering (HD KSOE) an Approval in Principle (AiP) for a new 15,000 TEU container vessel design powered by Small Modular Reactor (SMR) technology at the KORMARINE trade fair this week. The presentation was attended by Sungkon Han, Executive Vice President of the Green Energy Research Lab at HD KSOE, Geir Dugstad, Technical Director at DNV, and Ole Christen Reistad, Senior Principal Researcher and nuclear research lead at DNV, who discussed the outcome of the project and the potential for nuclear-powered shipping at DNV’s Busan offices. Application of SMR technology The design demonstrates the application of SMR technology in a 15,000 TEU container vessel, capable of operating at 24 knots. The vessel concept incorporates a supercritical CO₂-based power generation system, which can provide higher thermal efficiency and a reduced equipment footprint compared to conventional steam-based systems. DNV has reviewed the conceptual design of the nuclear-powered ship in line with the relevant rules and regulations and the safety levels as outlined in SOLAS Ch. VIII and the IMO Code of Safety for Nuclear Merchant Ships. Alternative fuels for decarbonising shipping Dr. Kwangpil Chang, CTO of HD KSOE, commented on the project: "This SMR-powered container vessel concept represents a key milestone in our efforts to explore alternative fuels for decarbonising shipping. The design focuses intensely on the safety of the vessel and advancing the propulsion system in the application of SMR technology." "In addition, we have developed a novel shielding and containment system, which is designed to maintain reactor safety and vessel survivability even in the event of collisions, groundings, or sinking accidents. We will continue to collaborate with global partners to advance marine nuclear technologies." Development of the ship design concept During the development of the ship design concept, the DNV team worked closely with HD KSOE to assess the vessel’s overall safety and the design of the advanced power generation system. This review includes the vessel’s main functions, power supply and overall approach to safety. In May 2025, HD KSOE and DNV also conducted a HAZID (Hazard Identification) workshop at DNV’s headquarters in Oslo to identify potential risks and accident scenarios for nuclear-powered vessels and to guide improvements in the design. Technical verification process Geir Dugstad, Technical Director at DNV, commented: "Shifting environmental requirements and advances in technology are reigniting interest in nuclear propulsion as a potential solution for maritime decarbonisation. But with little recent experience in utilising nuclear power for cargo vessels, this AiP represents an important first step in building the technical verification process for nuclear-powered vessels." "We are very pleased to award KSOE this new AiP, which is the well-deserved result of an intensive and productive cooperation, which we look forward to continuing as this exciting technology continues to develop.” Nuclear vessels for commercial shipping DNV recently released a new white paper on the potential of nuclear vessels for commercial shipping. It examines the reactor technologies, vessel construction and operation, fuel management, waste handling, and the oversight of nuclear supply chains. An Approval in Principle (AiP) is an independent assessment of a concept within a defined framework of requirements. It confirms the feasibility of the design and verifies that no significant technical barriers exist to its implementation.

ABS granted approval in principle (AIP) for VesselWise, a next-generation autonomous technology for optimising propulsion to improve fuel efficiency and enhance operational stability.  The technology was developed by HD Korea Shipbuilding & Offshore Engineering (HD KSOE), HD Hyundai Heavy Industries (HD HHI) and HD Hyundai Marine Solution (HD HMS) for LNG carriers. The technology was reviewed by ABS for compliance in accordance with the ABS Requirements for Autonomous and Remote-Control Functions, recognising its semi-autonomous capabilities to integrate and coordinate autonomous functions for propulsion and auxiliary machinery as an autonomous platform. Fully autonomous vessel VesselWise aims to optimise the performance of critical machinery, including air lubrication systems “In the journey to a fully autonomous vessel, ABS is working with HD Hyundai as they work to autonomise functions onboard vessels step-by-step, starting with navigation systems and moving on to the engine room.” “This AIP is a significant step toward more autonomous operations, contributing to a safer and more efficient industry,” said Joshua Divin, ABS Senior Vice President, Marine Business Development. HD Hyundai Group says VesselWise aims to optimise the performance of critical machinery, including air lubrication systems, wind propulsion technology, generator engines and more. By leveraging real-time data from each component, the technology promises to create optimal control scenarios that could maximise fuel efficiency and improve overall operational stability. Control authority management module Byounghun Kwon, Executive Vice President and Research Director of Digital Research Lab, said: “VesselWise is an innovative control authority management module designed to optimise operations across ALS, WAPS, PTO, and GE systems on LNG carriers. Following this AiP certification, we are preparing for real-ship demonstrations in 2026, marking an important milestone toward autonomous operations.” “Building on existing smart ship technologies, this advancement enables true self-control without crew intervention, laying the foundation for remote operation in the era of autonomous shipping.”

ABS granted approval in principle (AIP) for VesselWise, a next-generation autonomous technology for optimising propulsion to improve fuel efficiency and enhance operational stability. The technology was developed by HD Korea Shipbuilding & Offshore Engineering (HD KSOE), HD Hyundai Heavy Industries (HD HHI) and HD Hyundai Marine Solution (HD HMS) for LNG carriers. ABS grants AIP for VesselWise The technology was reviewed by ABS for compliance in accordance with the ABS Requirements for Autonomous and Remote-Control Functions, recognising its semi-autonomous capabilities to integrate and coordinate autonomous functions for propulsion and auxiliary machinery as an autonomous platform. “In the journey to a fully autonomous vessel, ABS is working with HD Hyundai as they work to autonomise functions onboard vessels step-by-step, starting with navigation systems and moving on to the engine room. This AIP is a significant step toward more autonomous operations, contributing to a safer and more efficient industry,” said Joshua Divin, ABS Senior Vice President, Marine Business Development. Leveraging real-time data from each component HD Hyundai Group says VesselWise aims to optimise the performance of critical machinery HD Hyundai Group says VesselWise aims to optimise the performance of critical machinery, including air lubrication systems, wind propulsion technology, generator engines and more. By leveraging real-time data from each component, the technology promises to create optimal control scenarios that could maximise fuel efficiency and improve overall operational stability. VesselWise Byounghun Kwon, Executive Vice President and Research Director of Digital Research Lab, said: “VesselWise is an innovative control authority management module designed to optimise operations across ALS, WAPS, PTO, and GE systems on LNG carriers.” Byounghun Kwon adds, “Following this AiP certification, we are preparing for real-ship demonstrations in 2026, marking an important milestone toward autonomous operations. Building on existing smart ship technologies, this advancement enables true self-control without crew intervention, laying the foundation for remote operation in the era of autonomous shipping.” ABS ABS is the major provider of technical support for groundbreaking autonomous and remote-controlled technologies for the marine and offshore industries.

Ammonia is gaining traction as a future fuel in the maritime industry, primarily due to its potential to significantly reduce greenhouse gas emissions. A key driver for ammonia's interest is that it can be carbon-free when combusted, which aligns with the maritime industry's increasing pressure to meet emissions regulations. However, most ammonia production currently relies on fossil fuels. Transitioning to "green ammonia" production is crucial for sustainability. If "green ammonia" is produced using renewable energy sources, it offers a pathway to near-zero emissions shipping. Safety measures and regulations Ammonia’s volumetric energy density – higher than hydrogen – makes it more practical for onboard storage. However, ammonia is toxic, which requires stringent safety measures and regulations for handling and storage. The combustion of ammonia can produce nitrous oxide (N2O), a potent greenhouse gas. Therefore, mitigation technologies are needed. Building the necessary infrastructure for ammonia bunkering and supply will be a significant undertaking. Developing guidelines for safe use Ammonia is poised to play a significant role in the maritime industry's transition to a future The International Maritime Organization (IMO) is developing guidelines for the safe use of ammonia as a marine fuel. Increasing numbers of companies are investing in the development of ammonia-fueled vessels and technologies.   European Union (EU) legislation, such as the EU Emissions Trading System (ETS) and the FuelEU initiative to support decarbonisation, are pushing the maritime industry towards the use of alternative fuels, which is increasing the potential of ammonia. While challenges remain, ammonia is poised to play a significant role in the maritime industry's transition to a more sustainable future. Ongoing research and development   Ongoing research and development are focused on improving safety, reducing emissions, and scaling up production. In essence, ammonia offers a promising pathway for the maritime industry to reduce its carbon footprint, but its widespread adoption depends on overcoming technical and logistical challenges. Working toward the future of ammonia Progress is already happening as the maritime industry works toward a future that includes the use of ammonia as a fuel. For example, one project underway aims to be a pioneer in establishing a comprehensive and competitive supply chain to provide clean ammonia ship-to-ship bunkering in the U.S. West Coast. Progress is already occurring as the maritime industry works toward a future A feasibility study is being conducted at the Port of Oakland, Benicia, and nearby major ports on the U.S. West Coast. A Memorandum of Understanding (MOU) between American Bureau of Shipping, CALAMCO, Fleet Management Limited, Sumitomo Corp. and TOTE Services LLC is jointly conducting the feasibility study. "We are proud to share our industry-pioneering expertise in ammonia as a marine fuel to support this study on the U.S. West Coast,” said Panos Koutsourakis, Vice President of Global Sustainability at the American Bureau of Shipping. “Our expertise in developing safety guidelines will support the consortium to address the ammonia-specific set of safety and technology challenges.” More global ammonia developments In another development, three LPG/ammonia carrier ships have been ordered at the South Korean shipyard HD Hyundai Heavy Industries (HD HHI). Danish investment fund European Maritime Finance (EMF) and international shipping company Atlas Maritime have confirmed the order. HD HHI’s parent company, HD Korea Shipbuilding & Offshore Engineering (HD KSOE), revealed the order for $372 million in March 2024. The three 88,000 cubic-metre LPG dual-fuel carriers, capable of carrying and running on ammonia, are scheduled for delivery in December 2027. The vessels will be named EMF Viking I, II, and III. Also, Lloyd’s Register (LR) and Guangzhou Shipyard International have signed a joint development project to design the world’s largest very large ammonia carrier (VLAC). The design of the 100,000-cubic-metre vessel has been assessed in line with LR’s Structural Design Assessment and prescriptive analysis. The gas carrier will have an independent IMO Type B tank for safe carriage of the chemical. Zero-emissions operations The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe “As major economies look to co-fire ammonia in their coal power stations to reduce the CO2 footprint of their national energy mix, shipping will play a key role in distributing clean hydrogen-based commodities such as ammonia, thereby supporting nations to meet their Paris Agreement commitments," says LR's Chief Executive Nick Brown. Furthermore, a partnership of companies from Norway has ordered a pioneering short-sea cargo ship that will advance the industry’s ability to provide zero-emissions operations. The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe and will be the first to operate on ammonia and electricity. Amogy’s ammonia-to-electrical power system A start-up company focusing on ammonia-to-power technology, Amogy, demonstrated the first tugboat powered by its cracking technology just short of the fourth anniversary of the company’s launch. The trip of a 67-year-old tug along a tributary of New York State’s Hudson River is part of the company’s works to develop and commercialise its technology to decarbonise the most difficult industries. Amogy’s ammonia-to-electrical power system splits, or “cracks,” liquid ammonia into its base elements of hydrogen and nitrogen. The hydrogen is then funnelled into a fuel cell, generating the power for the vessel. Research points to the risks of ammonia The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel Today and in the future, ammonia, a main component of many fertilisers, can play a key role in a carbon-free fuel system as a convenient way to transport and store clean hydrogen. The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel. However, new research led by Princeton University scientists illustrates that even though it may not be a source of carbon pollution, ammonia's widespread use in the energy sector could pose a grave risk to the nitrogen cycle and climate without proper engineering precautions. Use of ammonia U.S. National Science Foundation (NSF)-supported research found that a mismanaged ammonia economy could ramp up emissions of nitrous oxide, a long-lived greenhouse gas around 300 times more potent than carbon dioxide and a major contributor to the thinning of the stratospheric ozone layer. The use of ammonia could lead to substantial emissions of nitrogen oxides, a class of pollutants that contribute to the formation of smog and acid rain. And it could directly leak fugitive ammonia emissions into the environment, forming air pollutants, impacting water quality and stressing ecosystems by disturbing the global nitrogen cycle. Negative impacts of an ammonia economy The researchers found that the potential negative impacts of an ammonia economy "We have great hope that ingenuity and engineering can help reduce our use of carbon-based energy sources," said Richard Yuretich, a program director in NSF's Division of Earth Sciences. "But caution is advised because of unintended environmental spillover effects that may result from new technology." The researchers found that the potential negative impacts of an ammonia economy may be minimised with proactive engineering practices, but the possibility of risks should not be taken lightly. Addressing an inconvenient reality As interest in hydrogen as a zero-carbon fuel has grown, so too has an inconvenient reality: It is notoriously difficult to store and transport over long distances, requiring storage at either temperatures below -253 degrees Celsius or at pressures as high as 700 times atmospheric pressure. Ammonia, on the other hand, is much easier to liquify, transport and store, and capable of being moved around similarly to tanks of propane. Nonetheless, the cycle of nitrogen is delicately balanced in Earth's critical zone, and extensive research must be undertaken to investigate the repercussions of ammonia combustion and to develop new methods to minimise the risks. Challenges of ammonia as a maritime fuel Here's a breakdown of the key challenges of using ammonia for maritime fuel:   Toxicity and Safety: For human health, ammonia is highly toxic, posing a serious risk to human health through inhalation or skin contact. This necessitates stringent safety protocols, advanced leak detection systems, and thorough crew training. Relating to the environment, leaks can also harm aquatic ecosystems, requiring robust containment and mitigation measures. Combustion Challenges: Ammonia's combustion characteristics are less favourable than traditional fuels, requiring modifications to engine design and potentially the use of pilot fuels. Emissions: Combustion can produce nitrogen oxides (NOx) and nitrous oxide (N2O), both of which are harmful pollutants. Mitigating these emissions is crucial. "Ammonia slip" is also a concern, in which unburnt ammonia is released. Infrastructure and Supply Chain: Establishing a global network of ammonia bunkering infrastructure is a massive undertaking, requiring significant investment and coordination. Scaling up "green ammonia" production, using renewable energy, is essential for its sustainability. This requires a robust and reliable supply chain. Storage: Ammonia has specific storage requirements, and onboard storage systems must be designed for safety and efficiency. International Standards Needed: Consistent and comprehensive international regulations and standards are needed for the safe handling, transportation, and use of ammonia as a marine fuel. While the IMO is developing Guidelines, complete and ratified rules are still needed. Economic challenges: "Green ammonia" is currently more expensive than traditional fuels, although costs are expected to decrease as production scales up. Significant investments are needed in research, development, and infrastructure to make ammonia a viable maritime fuel. Also, dedicated ammonia-fueled engines are still under heavy development, and do not have widespread availability. The path to commercialisation Overcoming the variety of technical and other obstacles will require collaboration among governments, industry stakeholders, and research institutions. The timeline for ammonia deployment in maritime applications is actively unfolding, with key milestones happening now and soon. 2025 marks the first trials of two-stroke, ammonia dual-fuel engines on oceangoing ships. Engine manufacturers like MAN Energy Solutions and WinGD are progressing with their engine development, with initial deliveries soon. These pilot projects are crucial for gathering real-world data and building confidence in ammonia as a marine fuel.   Development of comprehensive regulations As the maritime industry faces, ammonia is hoped to play a growing role in the fuel mix Gradual commercialisation will follow in the late-2020s as the technology matures and the infrastructure develops. The focus will be on refining engine technology, improving safety protocols, and establishing bunkering facilities in key ports. Wider adoption will likely follow in the 2030s, depending on factors such as the cost of green ammonia, the development of comprehensive regulations, and the expansion of the global supply chain. As the maritime industry faces increasing pressure to decarbonise, ammonia is expected to play a growing role in the fuel mix. Future of maritime It's likely that a combination of ammonia and other alternative fuels and technologies will be used in the future of maritime. Alternatives include methanol, liquid natural gas (LNG), hydrogen, biofuels, electric propulsion, and even nuclear power.  Ammonia is a strong contender, bit it faces stiff competition from other promising technologies. The maritime industry's transition to a sustainable future will likely involve a diverse mix of fuel solutions.