It’s safe to say that readers of Nuclear News are familiar with decommissioning. It’s even safe to assume that experienced decommissioning practitioners are familiar with the National Historic Preservation Act (NHPA) and how it applies to typical projects. What’s different about the N.S. Savannah is that the entire project site is a historic property—and in fact, is a federally owned National Historic Landmark (NHL), a status that confers the highest level of protection under law. Federal owners of NHLs are obligated to minimize harm in both planning and actions. Distilled to its salient point, no federal owner of an NHL should destroy it if there’s a reasonable alternative. That level of preservation is not what we normally associate with nuclear decommissioning. This perfectly summarizes the challenges, and opportunities, that decommissioning Savannah offered. The story of how the Maritime Administration (MARAD) managed these two otherwise contradictory processes showcases how historic preservation and decommissioning can positively intersect, provides a pathway for other historic facilities, and further adds to the already illustrious history of one of our nation’s significant 20th century landmarks.

Julie and Jim Byrne on their wedding day, May 22, 1976.

As I was finishing my studies at the University of Pittsburgh and about to graduate with a degree in civil engineering, I talked to a local navy recruiter about a position with the Seabees. He told me there were no Seabee billets, but that the navy had a nuclear power program that might interest me. When I said yes, it wasn’t long before I was whisked off to Washington, D.C., to interview with someone named Admiral Hyman Rickover. The one thing they told me was to stand up to “the kindly old gentleman.”

The day started with technical interviews and then I was ushered into the admiral’s office. I was a typical college student, and I spent my money on food and beer and not on haircuts. On seeing me, Admiral Rickover told me that I looked like a girl. After a bit of back-and-forth, he asked me a couple of other questions. His last comment to me was that I must know something and to get out of his office.

The American Nuclear Society was formed in 1954 in the wake of President Eisenhower’s seminal Atoms for Peace speech. Around the same time that Congress was debating the Atomic Energy Act and John Landis was helping establish ANS, the National Security Council began deliberating about adding a nuclear-­powered merchant ship to the nascent Atoms for Peace program. We like to imagine that the idea germinated after Mamie Eisenhower christened the U.S.S. Nautilus, but the truth seems much drier. Regardless, Ike championed the project and announced it to a surprised crowd in an April 1955 speech in New York City at the Waldorf Astoria Hotel. Landis would become the principal architect of the ship’s nuclear power plant. Although Savannah’s reactor now rests in the low-level radwaste repository in Clive, Utah, the ship’s prospects are as bright as the future of ANS itself.

The Nuclear Regulatory Commission will hold a public meeting on May 8 to discuss the license termination process for the retired nuclear-powered merchant ship, the NS Savannah. During the meeting, NRC staff will discuss the license termination process and receive public comments on the remaining cleanup activities described in the license termination plan for the historic ship, which may see a second life as a floating museum.

What will happen to the retired nuclear-powered merchant ship, the N.S. Savannah? The Maritime Administration (MARAD) of the Department of Transportation is investigating possibilities for the vessel’s future, whether it be in disposition, transportation, or preservation.

The American Bureau of Shipping (ABS) has announced the launch of a research project that will look into barriers to the adoption of advanced nuclear propulsion for commercial vessels.

The $794,000 project, awarded to ABS last year by the Department of Energy’s Office of Nuclear Energy, is now being formally contracted through the DOE’s U.S. Industry Opportunities for Advanced Nuclear Technology Development funding opportunity, according to ABS’s August 17 announcement. Support is to be provided by Idaho National Laboratory’s National Reactor Innovation Center (NRIC).

Utah-based EnergySolutions is joining Radiation Safety and Control Services (RSCS) in the decommissioning of NS Savannah, the world’s first nuclear-powered merchant ship, currently berthed at the Port of Baltimore in Maryland. EnergySolutions announced on March 29 that a joint venture of the two companies, Nuclear Ship Support Services, is conducting the final phases of decommissioning the ship’s reactor, which was defueled in 1975 but remains in place.

In the early days of the development of nuclear power, a broad range of nuclear technologies and applications were explored. Among these developments were the use of nuclear propulsion for ships, both military and civilian, as well as a floating nuclear power plant. While the use of nuclear power for naval vessels, including submarines and surface ships, continued, most of the civilian uses of nuclear power on the water were ultimately terminated.

Recently, however, there has been a resurgence of interest in both floating nuclear power plants and the use of nuclear propulsion in the civilian sector. The renewed interest makes this a particularly timely moment to recount the initial developments in this area. Some of the early civilian nuclear vessels were discussed in two sessions during the June 2021 ANS Annual Meeting, “NS Savannah History” and “History of Non-­Naval Nuclear Ship Power.” This article draws on the presentations from those sessions, the second of which was cochaired by the authors, as well as on other studies of the history of nuclear power.