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HKSAR needs ‘bold maritime plan’ to complement the Bay Area vision

Christine Loh explains why the Chinese mainland and Hong Kong should cooperate for a green maritime vision.
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The following Opinion Piece was written by former undersecretary for the environment and current adjunct professor at Hong Kong University of Science and Technology, Christine Loh, and first published on China Daily (Hong Kong edition):

Anyone looking at Victoria Harbour can see many fascinating activities going on – ocean-going vessels (OGVs) docked at Kwai Chung terminals loading and unloading cargoes, cruise ships berthed at Kai Tak, large ships moored in nearby waters, plus a host of other smaller vessels, such as barges, hydrofoils and ferries plying the waters.

News reports note that Hong Kong has slipped from being once the world's busiest container port to 7th place behind Shanghai, Singapore, Shenzhen, Ningbo-Zhoushan, Busan and Guangzhou. Some estimates indicate Hong Kong might drop one more place as Qingdao advances.

Being the largest in throughput is a measure of importance, but it's not the "be all and end all" in terms of influence. After all, Hong Kong's port expanded from the 1980s on the back of the Chinese mainland's reentering global trade; and as the mainland economy expands, so do its ports.

Hong Kong has no more land to expand the physical size of the port. It should be government policy to make Hong Kong more influential in maritime affairs. This will not only be good for commerce but also important strategically for Hong Kong.

The nationally-backed Guangdong-Hong Kong-Macao Greater Bay Area plan calls on Guangdong, Hong Kong and Macao to cooperate. They should look for win-win arrangements. They should "strengthen policy coordination and planning", explore regional synergies, pursue green development and even "pool international innovation resources", plus "develop new edges in international cooperation".

The ports of Shenzhen, Guangzhou and Hong Kong make up an awesome slice of the world's total container traffic – around 10 percent. If they could pool their port-related resources into making regional facilities the most efficient, innovative and green, that would be an ambitious and worthy actualization of the national vision.

Unlike the mainland, Hong Kong's port facilities are privatized. Nevertheless, the private operators are savvy, many with international knowledge and networks. They should be engaged to consider a wider, long-term plan that will serve the people in terms of good jobs and green living. There is every reason for their business to remain profitable too.

After all, Hong Kong should be the southern Chinese international maritime center. It already has a large presence of national and international shipowners and liners, as well as ship management companies and seafarers, terminal and barge operators, cruise liners, marine fuel suppliers, ship charterers and brokers, and other essential service providers, such as financiers and lawyers. Future-looking employers will be the ones who can attract young talent.

The ferries and hydrofoil operators are part of the vision. They transport a large number of people within local and regional waters. The Bay Area can create a multilayered plan for OGVs, as well as smaller local vessels that would turn the waters of the region into an efficient, clean and pleasurable experience for all types of users.

Public policy is needed for such a transformation. For example, international shipping is pushing for lowering pollutant emissions and decarbonization of ships. The International Maritime Organization (IMO) regulates international shipping, and both the mainland and Hong Kong are members. Both can influence the pace and direction of making shipping much greener at the global level.

In the short-term and at a local-regional level, the Bay Area already has a mandate since the beginning of this year – ships entering regional waters must meet a sulphur cap of 0.5 percent. It's time to lower it to 0.1 percent. The reason is to maintain leadership. The IMO's mandate is for shipping fuels to meet a global sulphur cap of 0.5 percent by 2020. North America and northern Europe have required the use of 0.1 percent sulphur fuel for some years. The Chinese mainland is a leader in Asia, and Hong Kong has been the forerunner in promoting fuel switching since 2013.

On a global level, the IMO is also encouraging ships to reduce nitrogen oxide; and for global shipping to reduce its carbon emissions by half by 2050. The Chinese mainland and Hong Kong must participate on the international stage, since both have an interest in ensuring its shipping sector, which includes mainland shipbuilding companies, can lead. In light of climate change, any lobbying must be for higher gains and not slowing things down.

At an innovation level, Hong Kong, Macao and Guangdong have much to gain by achieving greening the multiple goals of higher efficiency, lower costs, cleaner environment, better jobs and healthier people through establishing green shipping, ports and harbors.

Just imagine if the ferries and hydrofoils serving the Bay Area are electric or hybrid. The authorities could work with operators on a scheme to replace old vessels with new ones. Furthermore, barges can also benefit from these new technologies, or switch to LNG (liquefied natural gas). The mainland is encouraging the use of LNG in shipping, and Hong Kong must provide for its bunkering on which it has no policy yet.

As for OGVs, the shipping industry is introducing new engines to reduce nitrogen oxides, and some ports are giving incentives to these ships to help the industry make the necessary investments. The Bay Area should work out a scheme to attract these ships. Furthermore, the cruise business along the Chinese coast is expected to grow by leaps and bounds. It's time to introduce a green cruising policy for the entire China coast.

If Hong Kong wants to be influential nationally and internationally, it's Transport and Housing Bureau and the Environment Bureau, which mostly work in their own silos, must cooperate in delivering a farsighted, transformational green maritime plan that complements the Bay Area vision, while enhancing Hong Kong's port status in a dawning era.

Photo credit: Sea Asia 2019
Published: 8 May, 2019
 

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LNG Bunkering

MOL and Seaspan sign annual LNG bunkering deal for car carriers in Port of Vancouver

MOL says North America is one of the key trade lanes for car carriers, and with recent delivery of new LNG-fuelled vessels, securing a stable LNG fuel supply in the area has become increasingly important.
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May 22, 2026

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MOL and Seaspan sign annual LNG bunkering deal for car carriers in Port of Vancouver

Mitsui O.S.K. Lines, Ltd. (MOL) on Thursday  (21 May) announced that MOL and Seaspan Energy have signed the first annual contract for LNG bunkering for car carriers at the Port of Vancouver, Canada. 

On 29 April, MOL completed the first LNG bunkering under this contract. Since completing the first LNG bunkering on the West Coast of North America on 1 March 2025 – the first by a Japanese shipping company – MOL has conducted several additional LNG bunkering operations in the region. 

North America is one of the key trade lanes for car carriers, and with the recent delivery of new LNG-fuelled vessels, securing a stable LNG fuel supply in the area has become increasingly important. This contract underscores the company’s commitment to establishing a stable and seamless regional LNG fuel procurement framework.

Seaspan expanded its LNG bunkering capabilities in 2026 from Vancouver to Long Beach, California, and continues to proactively support the growth of a clean marine supply chain.

Seaspan Energy President Harly Penner, said: “The relationship between Seaspan Energy and MOL is highly valued. MOL was the first car carrier operator to receive LNG bunkering services in the Port of Vancouver, and we are proud to continue supporting their operations in Vancouver through this annual LNG bunkering agreement. 

“This partnership reflects our shared commitment to advancing lower-emission marine transportation and supporting the industry’s transition toward net-zero GHG emissions.”

Marine Fuel GX Division General Manager Daisuke Fujihashi, said: “We are very pleased to further strengthen our partnership with Seaspan Energy through this contract for LNG fuel procurement. 

“Looking ahead, we will continue to deepen our collaboration with Seaspan Energy in the field of clean fuels, including bio LNG, and remain committed to offering our customers more pathways toward cleaner supply chains.”

 

Photo credit: MOL
Published: 22 May, 2026

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Ammonia

MMMCZCS: MAGPIE Project confirms operational feasibility of ammonia bunkering

MAGPIE consortium completed a successful ship-to-ship ammonia bunkering simulation in Rotterdam on 12 April, proving that ammonia can be bunkered safely within an operating port.
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May 22, 2026

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MMMCZCS: MAGPIE Project confirms operational feasibility of ammonia bunkering

The Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) on Thursday (21 May) said a new demonstration project in the Port of Rotterdam showed that ship-to-ship ammonia bunkering can be carried out safely within an active port environment. 

The demonstration is part of the EU-funded MAGPIE (sMArt Green Ports as Integrated Efficient multimodal hubs) project, and the report is now available, providing concrete learnings that industry can use to guide future ammonia bunkering and accelerate global port permitting.

The shipping sector must transition away from fossil fuels to meet climate targets. Ammonia is considered a promising alternative fuel, but its specific hazards pose significant safety, operational, and regulatory challenges. Without competent operators, fit-for-purpose equipment and robust safety and regulatory frameworks, ammonia bunkering cannot take place safely in ports.

Within the MAGPIE project, a full-scale simulation of a ship-to-ship ammonia bunkering operation was conducted in the Port of Rotterdam on 12 April 2025. The demonstration showed that ammonia bunkering within port limits is operationally feasible when carefully planned and executed within a robust safety and regulatory framework.

The learnings from the demonstration have now been consolidated by the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping and project partners in a comprehensive ammonia bunkering demonstration report. This publication provides the industry with practical lessons and a validated port safety framework and tools that other ports can use as a blueprint for ammonia bunkering.

A key outcome of the project is the validation of the Port of Rotterdam’s port safety framework for ammonia as a fuel, as well as the International Association of Ports and Harbours’ (IAPH) Port Readiness Tool. The results demonstrate that these frameworks are fit-for-purpose instruments for ports considering the introduction of new alternative fuels.

“The project delivers practical learnings, validation sheets and recommendations that can be used by ports globally to build confidence in ammonia bunkering and to inform future port permitting and regulatory processes. The results support the EU’s ambition for green ports and the safe deployment of alternative fuels in the maritime sector,” said Bo Cerup-Simonsen, CEO, Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping.

“The energy transition requires new, integrated value chains. This ammonia bunker pilot is an important step in developing a complete value chain for alternative fuels, from import to application in shipping. Together with our partners, we demonstrate that innovation, safety, and scalability can go hand in hand. Rotterdam plays a connecting role as an energy and logistics hub for Northwest Europe,” said Boudewijn Siemons, CEO, Port of Rotterdam.

The learnings from MAGPIE contribute to a broader effort to accelerate sustainable, smart and multimodal port systems and results will be shared with the wider industry to support the global transition of the shipping sector.

Note: The report titled ‘Ammonia Bunkering Demonstration Report’ can be found here. 

 

Photo credit: Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping
Published: 22 May, 2026

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Environment

OliOil selects Elomatic as partner for autonomous oil spill response container design

A unique feature of the solution is that the container can be placed on both oil-carrying vessels and in ports, enabling rapid response capability.
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3 weeks ago

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May 15, 2026

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OliOil selects Elomatic as partner for autonomous oil spill response container design

Finnish startup OliOil recently said it is developing an oil spill response container that enables advanced prevention of oil spread immediately after an incident occurs. 

Elomatic will design the system to meet performance and operational reliability requirements under challenging conditions.

The collaboration between Elomatic and OliOil focuses on developing the oil spill response container technology from pilot phase toward industrial manufacturing. 

In the preliminary design phase, the aim is to create a concept for a functional system where containerized boats deploy autonomously during an oil spill, using AI and robotics to position containment booms.

OliOil’s oil spill response container was created from a LUT University research project focused on Baltic Sea protection. 

What makes the solution advanced is that the container can be placed on both oil-carrying vessels and in ports, enabling rapid response capability. Boom deployment is the critical first step in any spill response, preventing the oil’s spread and enabling efficient oil recovery with specialized collection equipment.

Elomatic’s scope covers container design, boat hoisting systems, electrification, and ventilation. The team is also defining the boats’ technical specifications and designing their propulsion systems.

“Elomatic’s expertise in both industry and marine technology is valuable. It’s also important to us that Elomatic has experience in commercializing innovations in addition to engineering expertise,” said Kristian Laiho, Chair of the Board at OliOil.

“It’s great to work with a company bringing new solutions to environmental challenges. Utilizing our broad expertise in OliOil’s product development and commercialization is meaningful to us,” said Karoliina Joensuu, Head of Industry Business Unit at Elomatic.

 

Photo credit: OliOil
Published: 15 May, 2026

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