Green marine fuels | observations
The First Five-Year Plan for the Economic and Social Development of the Hong Kong Special Administrative Region (2026-2030) and the 2026 Policy Address have now been published. Green shipping, green marine fuel bunkering and trading, regional green energy supply chains, green energy corridors, commodity trading and green finance are all set out more clearly.
Notably, Hong Kong's positioning of green marine fuel is extending from bunkering services alone to trading, supply chains, financial services and connections with international markets. That approach makes fuller use of its combined strengths as an international shipping, trade and financial centre.
1. Green marine fuel enters Hong Kong's five-year development framework
Under the plan, by 2030 the share of Hong Kong registered ships using green marine fuel will reach 7%, and carbon emissions at the Kwai Tsing Container Terminals will be 30% lower than in 2021.
The two indicators correspond to the fleet side and the port side respectively: the first concerns the use of green fuel by Hong Kong registered ships, the second emphasises lower-carbon port operations. Hong Kong therefore intends to drive the transition in ship energy use and port operations at the same time.
The plan also proposes establishing five "green energy corridors" by 2030, centred on Hong Kong and connecting green fuel production, storage and transport in South China, bunkering and trading in Hong Kong, and global ship services.
Future port competition will be measured not only by throughput and route density, but also by the ability to provide a stable, compliant and traceable supply of green fuel.
2. From a "bunkering centre" to a "bunkering and trading centre"
Hong Kong had already stated its aim of developing into a green marine fuel bunkering and trading centre.
Paragraph 54 of the 2026 Policy Address sets out four specific arrangements around stable supply, additional facilities and the promotion of trading:
- Green energy corridors: the first corridor, established with a Mainland city, is to be announced within 2026, with a Hong Kong-centred network to follow in which Mainland cities supply green marine fuel for bunkering or trading in Hong Kong.
- South Tsing Yi storage facility: planning applications and other statutory procedures are to start in 2027, with tendering planned for early 2028, together with support for new storage facilities and the conversion of existing oil tanks.
- Fuel trading platform: support for industry to carry out preliminary studies on, and promotion of, a green marine fuel trading platform.
- Carbon emissions accounting: cooperation with local universities to establish a clear and transparent carbon emissions accounting framework for green marine fuel bunkering and trading.
A "bunkering centre" is mainly about whether fuel can be supplied to ships. A "bunkering and trading centre" means taking part in more upstream and more integrated links of the supply chain, including fuel procurement, trade matching, storage and transhipment, measurement and certification, financial services and professional services.
Hong Kong is already an international platform for shipping, financing, insurance, law, settlement and professional services. If these strengths are connected with green fuel resources, the objective is not merely to "refuel ships" but to link regional green energy supply and international shipowner demand with Hong Kong's trading, financial, legal and professional service capabilities, forming a green fuel service ecosystem covering trading, delivery and compliance.
Green methanol, green ammonia, hydrogen fuel and biodiesel may develop in parallel, which places higher requirements on multi-fuel, multi-scenario service capability.
3. Policy is moving from direction to implementation
On the demand side, the Marine Department of Hong Kong has introduced port charge concessions for ships related to green marine fuel. Eligible ships can receive a refund of 25% or 50% of port charges.
On ship registration, Hong Kong registered ships using qualifying green marine fuel as their main propulsion fuel can receive a registration concession of HKD 60,000 per ship per year, up to HKD 180,000 over three years.
By lowering port call, registration and operating costs, these measures aim to attract more green-powered ships, bunkering vessels and fuel carriers into the Hong Kong market.
At the same time, Hong Kong is advancing bunkering operation standards, focusing on safety management, measurement methods, fuel delivery records and traceability. For shipowners and fuel suppliers, what really matters is not only price, but also the bunkering process, the basis of measurement, the completeness of documentation and recognition of emissions reductions.
4. Green methanol, green ammonia and hydrogen fuel are the key areas to watch
In terms of technical maturity and market progress, green methanol is currently closest to large-scale application. Its storage, transport and bunkering arrangements are relatively convenient, and it has become one of the important alternative fuel options for ocean-going ships.
Green ammonia and hydrogen fuel are more of a medium to long-term proposition. Ammonia combustion contains no carbon, but toxicity, safety management and port operation requirements are demanding. Direct use of hydrogen fuel on ocean-going ships is still constrained by storage, transport and energy density, although hydrogen is an important upstream feedstock for producing green methanol and green ammonia.
The Five-Year Plan also highlights a "standards and certification framework for green and low-carbon hydrogen": a standards and certification system aligned with the Mainland and internationally is to be established to improve mutual recognition and international competitiveness, while Hong Kong is to be promoted as an international demonstration platform for the relevant technologies, helping Chinese green hydrogen standards, technologies and products reach international markets.
This arrangement focuses on the alignment of standards across the hydrogen industry chain and is significant for cross-border supply and market recognition of green hydrogen and its derivative fuels.
Conclusion
Inclusion in the five-year development framework shows that Hong Kong has moved from assessing trends to implementing policy. Through port charge concessions, ship registration incentives and its positioning on green methanol, green ammonia and hydrogen fuel, Hong Kong is seeking to combine its shipping, trade, finance and professional service strengths with the green fuel supply chain.
Over the coming years, if regional green energy supply, international shipowner demand and Hong Kong's financial, trading, legal and professional service capabilities can be connected further, Hong Kong has the opportunity to become an important hub linking Asia-Pacific green energy supply with global shipping demand.
Tecway Maritime follows the development of green hydrogen and its derivative fuels in shipping and the energy transition, and supports customers with green fuel resource matching, project cooperation discussions and application scenario assessment.
References
- The First Five-Year Plan for the Economic and Social Development of the Hong Kong Special Administrative Region (2026-2030)
- The 2026 Policy Address
- Government of the HKSAR: Action Plan on Green Maritime Fuel Bunkering
- Marine Department of Hong Kong: port charge concession scheme and green ship registration incentive scheme for green marine fuel