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Opinion: Hong Kong and mainland shipping bureaus require ‘more coordination’

As environmental standards for shipping evolve, the Hong Kong government’s role should also, says Christine Loh.
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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 the South China Morning Post:

The maritime industry is a global business, with Hong Kong being not only a major port but also a shipping hub with a large presence of businesses serving this sector. Apart from shipowners and ship liners, there are also ship managers, terminal and barge operators, cruise ship companies, ferry service operators, charterers, ship brokers, seafarers, marine fuel suppliers and other service providers such as financiers and lawyers.

The International Maritime Organisation (IMO) regulates international shipping. Major issues for the industry include reducing pollutant emissions and decarbonisation. For example, the IMO requires shipping fuels to meet a global sulphur cap of 0.5 per cent by 2020; encourages ships to reduce nitrogen oxide; and for global shipping to reduce its carbon emissions by 50 per cent by 2050.

These mandates affect Hong Kong and the mainland.

Firstly, Hong Kong became the Asian leader in 2013 by adopting a new policy to require ocean-going vessels, such as container and cruise ships, to switch to a cleaner fuel while at berth. The law to require 0.5 per cent sulphur fuel came into effect in 2015.

Secondly, Hong Kong and mainland China cooperated to define new fuel switching regulations, and the mainland created three domestic emissions control zones for ships that became effective from 2019. Ships entering the waters of the zones in the Pearl River Delta, Yangtze Delta and Tianjin area have to switch to the 0.5 maximum sulphur fuel ahead of the IMO mandate.

These efforts have brought measurable and significant improvement to air pollution. However, with the IMO global sulphur cap coming into force soon, Hong Kong and the mainland must go further still if they wish to maintain their leadership positions in Asia. The respective authorities are considering requiring ships to switch to 0.1 per cent maximum sulphur fuel before 2020. The earlier the authorities can make the decision, the better, since other stakeholders, such as shipping companies and bunker suppliers, need to get ready.

Thirdly, in light of the vision for the “Greater Bay Area” plan for the region, to be a leader in green living, Hong Kong, Macau and Guangdong should cooperate on a much bigger plan for green ports and green harbours.

The technology is now available for electric and hybrid ferries. There are large numbers of ferries serving the bay area. The authorities could work with ferry operators on a scheme to replace old ferries with new ones. Setting a plan for reducing emissions from barges should work too.

As for ocean-going vessels, the shipping industry is introducing new engines to reduce nitrogen oxides, and some ports are giving incentives to such ships to help the industry make the necessary investments. The Greater Bay Area can be among the ports to consider this too.

Furthermore, ocean-going vessels, including cruise ships powered by LNG, are being built, including in China. In the next five years, the cruise business along the Chinese coast is expected to grow substantially. Hong Kong will need to be able to provide LNG bunkering facilities if it is to remain relevant as a forward-looking port. Singapore is ready in this pursuit  but Hong Kong is not.

Since the two local power suppliers in Hong Kong are jointly building an LNG-receiving facility to supply LNG for electricity generation, which is a part of Hong Kong’s plan to reduce carbon emissions, the facility can be designed to also provide LNG to ships. Indeed, it would make no sense for the government not to include this as part of the receiving facility.

Hong Kong’s disadvantage is there is no port authority which can mastermind a comprehensive, transformative plan that can dovetail with IMO and international trends, provide for new fuels bunkering, and plan for lowering pollutant emissions and the carbon footprint of ships and port activities. The consultative Port and Maritime Board does not appear to perform such a function.

The government has also not used its membership at the IMO to participate in the global debate on environmental improvement and decarbonisation. It is a great wasted opportunity that environmental officials do not attend the many IMO meetings where such matters are discussed. It is a common practice among other member jurisdictions for officials with different disciplines and responsibilities to attend such meetings at the appropriate times.

The Transport and Housing Bureau and Environment Bureau have bifurcated responsibilities in shipping, port regulation, fuel and energy policy, pollution control and climate change. They would serve Hong Kong and the bay area well by working out a new approach that suits the new era. The mainland is also a member of the IMO, and China as a major shipping and shipbuilding nation has a clear interest in playing a role in the decarbonisation and transformation of the global maritime industry.

The Hong Kong-based shipping sector is interested in seeing the two bureaus cooperate rather than remain in their ineffective silos. The secretary for transport and housing visited Denmark and Norway recently and have seen for himself cleaner ferries and vessels operating. Hopefully, the two bureaus can put forward a strong local – as well as bay area-wide – policy to realise an ambitious plan for green ports and harbours.

Source: South China Morning Post
Photo credit: Sea Asia 2019
Published: 25 April, 2019
 

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Environment

Indonesia to expedite removal of sunken Malaysia-flagged tanker “Silver Sincere”

Vessel sank while carrying about 1,000 mt of waste oil on 12 January 2025; the wreck was discovered in March 2025 and was found to have drifted about 13 nautical miles from its original sinking site.

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July 20, 2026

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Indonesia to expedite removal of sunken Malaysia-flagged tanker “Silver Sincere”

Indonesia’s Coordinating Ministry for Political and Security Affairs on Tuesday (14 July) held a cross-agency coordination meeting to expedite efforts in handling the Malaysian-flagged tanker Silver Sincere that sank off Bintan Regency, Riau Islands.

The vessel sank while carrying about 1,000 metric tonnes (mt) of waste oil on 12 January 2025. 

According to authorities, the ship sank within Indonesian waters. After several surveys, the wreck was finally discovered in March 2025 and it was found to have shifted approximately 13 nautical miles from the initial sinking location.

The meeting was aimed to align cross-ministerial and institutional measures to expedite the handling of the Silver Sincere wreck while minimising risks to shipping safety, the marine environment, and national interests.

Deputy for Coordination of State Defense and National Unity Purwito Hadi Wardhono emphasised that the handling of the impact of the Silver Sincere sinking was the first case to be comprehensively coordinated, serving as a model for handling foreign vessels sinking within Indonesian jurisdiction.

Through this cross-sectoral coordination, the government will establish a clear and measurable framework that can serve as a reference for resolving similar cases in the future, while minimising state losses due to environmental pollution, damage to underwater ecosystems and infrastructure, and disruption to shipping lanes.

“The most important thing is to immediately stop and prevent the negative impacts of this ship sinking,” Purwito said.

“Therefore, a coordinating role is crucial, as maritime security governance involves various ministries and institutions with varying authorities, allowing for faster, more integrated, and more effective response,” he said. 

He added that the Silver Sincere was a Malaysian-flagged vessel that sank within Indonesian jurisdiction, and therefore, all handling processes must comply with the provisions of Indonesian laws and regulations.

In the meeting, Prof. Eko Ganis Sukoharsono, representing the SAE Energy Consulting Team, presented the results of an analysis based on 14 observation periods using Sentinel-1 Synthetic Aperture Radar (SAR) satellite imagery. 

The analysis results showed strong indications of a waste oil spill that has resulted in marine pollution, damage to the seabed due to shifting shipwrecks, disruption of coastal ecosystems and fishing grounds, and potentially threatening the livelihoods of fishing communities around the Riau Islands. 

Purwito added these findings further emphasise the importance of accelerating the removal of the shipwrecks to prevent widespread environmental impacts, maintain shipping safety, and avoid the potential for greater state losses.

The meeting brought together representatives of related ministries and institutions including the Ministry of Foreign Affairs, Ministry of Defense, Ministry of Transportation, Ministry of Maritime Affairs and Fisheries, Ministry of Environment, Attorney General’s Office.  

Related: MPA: Malaysia-registered tanker “Silver Sincere” sinks off Pedra Branca

 

Photo credit: MarineTraffic / Julian T
Published: 20 July, 2026

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Methanol

China launches methanol shipping supply chain alliance to accelerate green transition

Marine fuel suppliers in the alliance include Sinopec Fuel Oil Sales, China Marine Bunker (PetroChina), SIPG Energy (Shanghai), and Shenzhen Port Energy Development.
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July 17, 2026

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China Waterborne Transport Research Institute under the Ministry of Transport and China Transport News recently jointly launched a Methanol Fuel Shipping Supply Chain Innovation Alliance with 20 organisations spanning the shipping, port, energy, equipment, research and industry association sectors.

The alliance was officially announced during the main event of China Maritime Day 2026 on 11 July, where members also released a joint initiative to develop a collaborative methanol-fuelled shipping supply chain.

The alliance aims to implement China’s national strategy for green economic transformation and support the Ministry of Transport’s “One Network, Four Modernisations” initiative by building a safe, efficient, economical and reliable methanol marine fuel supply chain

Under the joint initiative, alliance members pledged to align with China’s national decarbonisation strategy by promoting methanol as a key pathway for the shipping sector’s green transition and optimising the industry’s energy mix.

The members also pledged to strengthen collaboration across the supply chain to improve coordination between bunker fuel production, transportation and end users while advancing technological innovation.

Lastly, the alliance will support the development of policies, planning and technical standards, promote resource sharing and joint research, and accelerate the large-scale adoption of methanol as a marine fuel.

The alliance brings together companies and organisations representing the entire methanol shipping supply chain.

Members include shipping and port members such as China Changjiang National Shipping (Group) Corporation, COSCO Shipping Bulk Co., Ltd., Shandong Port Group, and Wuhan Chuangxin Jianghai Shipping Co., Ltd.

Energy companies in the alliance include Sinopec Chemical Commercial Holding Company Limited and Methanex Corporation.

Marine fuel suppliers including Sinopec Fuel Oil Sales, China Marine Bunker (PetroChina), SIPG Energy (Shanghai) Co Ltd and Shenzhen Port Energy Development Co Ltd are also part of the alliance. 

Equipment manufacturers in the alliance are CSSC 711th Research Institute, CSSC Power (Group) Corporation Ltd and Chongqing Hongjiang Machinery Co Ltd.

Research, media and industry organisations participating in the alliance include the China Waterborne Transport Research Institute, China Transport News, and the Methanol Institute.

The Methanol Institute said methanol is moving beyond individual projects towards coordinated action across the entire value chain. 

“And China continues to play a leading role in advancing methanol as a marine fuel,” it said in a social media post.  

“We’re proud to work alongside our fellow alliance members to help strengthen the methanol supply chain and support the continued growth of methanol as a marine fuel.”

 

Photo credit: David Yu from Pixabay
Published: 17 July, 2026

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Wind-assisted

DNV awards TADC to Econowind for VentoFoil 3-Series

System actively harnesses wind power to generate forward thrust, helping to reduce bunker fuel consumption and mitigate FuelEU penalties.
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July 17, 2026

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DNV awards TADC to Econowind for VentoFoil 3-Series

Dutch wind-assisted propulsion technology firm Econowind on Wednesday (15 July) said it has received a Type Approval Design Certificate (TADC) from classification society DNV for its VentoFoil 3-Series boundary layer suction wing. 

The company said the certification confirms compliance with DNV’s ST-0511 standard for Wind-Assisted Propulsion Systems and enables easier integration of VentoFoils on DNV-classed vessels worldwide. 

Econowind added that the approval accelerates the deployment of wind propulsion across the shipping industry.

“DNV is one of the world’s leading classification societies. This TADC gives DNV-classed shipowners confidence that VentoFoils meet the highest industry standards,” said Chiel de Leeuw, Chief Commercial Officer at Econowind. 

“It simplifies the approval process for both retrofits and newbuilds. VentoFoils are ideal for late-stage design integration and retrofit projects. This is an important milestone for Econowind and for the wider adoption of wind-assisted ship propulsion.”

The 3-Series VentoFoil is Econowind’s best-selling suction wing to date, with over 150 units sold. The system actively harnesses wind power to generate forward thrust, helping to reduce fuel consumption and mitigate FuelEU penalties. The system includes a tilting foundation, allowing the wings to be tilted down during port operations or in adverse weather conditions, making it a flexible solution.

The TADC applies to the 16-meter VentoFoil 3-Series product design and supports easy integration into DNV-classed vessels without repeating the full design assessment process. This enables shipowners, shipyards, and project teams to move more efficiently from concept to installation, reducing project complexity and accelerating deployment. 

Hasso Hoffmeister, Senior Principal Engineer at DNV Maritime, said: “It is a great pleasure to award Econowind this new certificate. WAPS have been going from strength to strength over the past few years, from 2022 the number of vessels in operation has increased five times, and we’ve now topped the century mark. 

“And with the current advances in technology, materials, and production capacity in the segment, we expect this to accelerate. So, while the wind always changes, the shipping industry is likely to be sailing strong for years to come.”

Econowind expects the DNV Type Approval Design Certificate to accelerate adoption of the VentoFoil, particularly among shipowners seeking proven, independently certified technology that can support fuel savings, emissions reductions, and decarbonization goals.

MS Heinz of HS Schiffahrt is among the first vessels to sail under this TADC.The company said the approval builds on Econowind’s growing installed base and further strengthens confidence in wind-assisted ship propulsion as a practical solution to address energy scarcity and high fuel prices. 

In addition to the 3-Series, Econowind offers the 5-Series for the deep-sea market.

 

Photo credit: Econowind
Published: 17 July, 2026

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