数据整理：中金企信国际咨询 亚太市场：2024年亚太地区占据全球65%的市场份额，其中中国因内河航运电动化政策推动，2024年市场规模达3.2亿美元，预计2031年占比将提升至70%。 典型案例中，2024年三峡集团投运的"长江三峡1"号电动游轮，搭载2MWh磷酸铁锂电池，年减排二氧化碳超1000吨。 欧洲市场：作为全球航运环保标准制定者，欧洲2024年市场份额达20%，德国AKASOL、荷兰EST-Floattech等企业凭借高安全性电池系统（通过DNVGL认 证）占据高端市场。欧盟《绿色航运基金》计划2025-2030年投入30亿欧元支持电动船舶研发，预计2031年欧洲市场份额将提升至25%。 报告发布方：中金企信国际咨询 项目可行性报告&商业计划书专业权威编制服务机构（符合发改委印发项目可行性研究报告编制要求）-中金企信国际咨询：集13年项目编制服务经验为各 类项目立项、投融资、商业合作、贷款、批地、并购&合作、投资决策、产业规划、境外投资、战略规划、风险评估等提供项目可行性报告&商业计划书编 制、设计、规划、咨询等一站式解决方案。助力项目实施落地、提升项目单位申报项目的通过效率。 电动船舶电池是为电动 ...

绿色甲醇行业深度汇报：新能源非电利用与航运业脱碳如 何共振？20251015 绿色甲醇目前的发展阶段如何？其主要需求来自哪些行业？ 绿色甲醇目前处于 0~1 的发展阶段，主要需求来自全球航运行业的低碳转型需 求。短期内，航运业是主要驱动力，但从长期来看，化工产业的低碳转型也需 要绿色化工技术的支持。此外，中国新能源发展带来的消纳问题也推动了储能 市场的发展。然而，储能只能解决短时日内调节问题，而无法完全消纳大量新 能源资源。因此，开拓电力以外的场景来消纳新能源资源成为新型电力系统建 设 2.0 的重要变量。 航运行业对绿色甲醇的需求为何如此急迫？ 航运业急迫地采用昂贵的新燃料如绿色甲醇，是因为全球航运市场由西北欧船 家和中日韩船东主导，这些地区占全球运力的 85%。欧洲船东依赖大航海时期 积累的基础，而中日韩则通过战后经济发展逐渐崛起。每轮新的航运大国崛起 摘要 航运业为打破周期性，通过提高技术性排放标准，推动低碳、脱碳进程， 限制新运力供应。IMO 可能通过 2028 年禁磷排放框架，加速全球低碳 转型，刺激绿色甲醇需求，中国国内预计也将出台相关补贴政策。 绿色甲醇与灰色甲醇分属不同市场，绿色甲醇国际售价超 ...

Core Insights - Wah Kwong Shipping and NatPower Marine have formed a joint venture, Wah Kwong NatPower Holdings, to develop and operate shore power networks in Asia, aiming to accelerate the decarbonization of the shipping industry [1][2][4] Joint Venture Goals and Layout - The joint venture will focus on the electrification of Hong Kong waters and gradually expand to the Greater China market, ultimately covering major ports across Asia with shore power networks [2][6] - WK NatPower will provide integrated shore power solutions for vessels, including power supply during port stays and charging services for nearshore electric vessels, facilitating the shipping industry's transition to electrification and decarbonization [2][6] Leadership Insights and Industry Outlook - Wah Kwong's Executive Chairman emphasized the importance of diversifying decarbonization solutions to meet industry needs, while NatPower Marine's CEO highlighted the significance of Asian ports in global trade and climate change response [4][6] - NatPower's CEO stated that the collaboration aims to develop systems powered by renewable energy to drive decarbonization in the global shipping industry [4][6] Development of Clean Charging Corridors in Asia - The first project of WK NatPower is set to launch in 2026, focusing on ferry hubs, container terminals, and cruise markets in Asia, with plans to establish shore power infrastructure in over 30 ports by 2030 [6][7] - The initiative aims to create Asia's first clean charging corridor network at sea, integrating with a global network over time [6][7] Global Clean Energy Investment Plan - NatPower Marine has initiated a £10 billion (approximately HKD 104 billion) global clean energy investment plan, targeting the deployment of shore power systems and large-capacity charging infrastructure in 120 ports worldwide by 2030 [7] - This plan supports the shipping industry's compliance with stringent regulations from the International Maritime Organization regarding carbon intensity and emissions control [7] Company Background - Wah Kwong Shipping, established in 1952 and headquartered in Hong Kong, is a prominent shipowner with a global presence, actively promoting decarbonization and technological innovation [8][9] - Wah Kwong NatPower aims to integrate Wah Kwong's shipping resources with NatPower's renewable energy expertise to invest in and develop electrification infrastructure in Asia [9]

Core Viewpoint - The Global Maritime Decarbonization Center (GCMD) successfully completed the world's first carbon capture pilot project in the shipping industry, demonstrating the potential for captured CO2 to be reused in industrial applications, thereby linking maritime decarbonization efforts with broader terrestrial carbon ecosystems [1][2]. Group 1: Project Overview - The pilot project consists of two phases: the first phase involves capturing 25.44 tons of CO2 from the container ship "Chang Ding" and transferring it to the receiving vessel "De Jin 26" [1]. - The captured CO2 is then transported to a terminal in Zhoushan, Zhejiang Province, and unloaded into tank trucks [1]. - The second phase, led by GCMD, involves transporting the captured CO2 to its final usage destination, where it is successfully utilized in the production of low-carbon calcium carbonate [1]. Group 2: Industry Implications - This cross-industry demonstration project indicates that CO2 captured from the shipping sector can be repurposed for industrial use, thus integrating maritime decarbonization with a wider carbon ecosystem [2]. - GCMD's CEO, Professor Lu Yueling, emphasized the importance of addressing technical and operational challenges in the unloading and utilization of ship-captured CO2, marking a significant step towards incorporating this captured CO2 into a broader circular economy [2]. - GCMD was established by six industry partners, including BHP, BW Group, and others, and has received funding support from the Maritime and Port Authority of Singapore for eligible research and development projects [2].

Core Viewpoint - The successful completion of ship-to-ship liquid carbon dioxide (LCO2) unloading marks a global first, showcasing China's leadership in establishing a complete ecological closed loop for carbon capture, liquefaction, storage, and reuse, contributing to global shipping emissions reduction [1][2]. Group 1: Technology and Innovation - The ship-to-ship LCO2 unloading method enhances operational flexibility and reduces transportation costs compared to traditional ship-to-shore connections, which require extensive port infrastructure [2]. - The first fully integrated shipboard carbon capture system (OCCS) developed by the company achieves over 80% carbon capture efficiency and 99.9% purity of captured CO2 [1]. Group 2: Industry Impact - The successful pilot project sets a significant foundation for exploring the carbon value chain and is expected to influence the development of international regulations and standards for ship carbon capture and transfer [3]. - The LCO2 will be transported to storage and reuse terminals, significantly reducing ship carbon emissions and contributing to the shipping industry's net-zero emissions goals [3].

Core Viewpoint - The article emphasizes the strategic importance of green methanol as a key solution for decarbonizing the shipping industry, highlighting its potential despite existing challenges in cost, competition, and supply chain [3][5]. Group 1: Industry Events and Trends - The International Maritime Organization (IMO) aims for a 40% reduction in carbon emissions from the shipping industry by 2030 compared to 2008 levels, and a 30% reduction by 2040 [2]. - 2025 is identified as a critical year for the large-scale delivery of alternative fuel vessels, with 285 new dual-fuel ships planned for delivery, marking a 48% increase from 2024 [2]. - The market for methanol-powered vessels is expected to grow significantly, with 39 out of 120 new container ships projected to be methanol-powered in 2025, representing 32.5% of the total [2]. Group 2: Green Methanol Market Potential - Green methanol is primarily used as fuel, chemical feedstock, and as a hydrogen storage medium, with the shipping industry being its main market [3]. - The shipping sector accounts for 80% of global trade, and current reliance on diesel and gasoline contributes to 3% of global greenhouse gas emissions [3]. - The cost of bio-methanol is currently around $820 per ton, which is 3-5 times higher than conventional methanol, posing a significant barrier to widespread adoption [3]. Group 3: Challenges and Future Outlook - The competition from LNG remains strong, particularly in the automotive and tanker sectors, with major companies showing caution in their fuel choices [4]. - There is a significant supply-demand gap for green methanol in the shipping sector, indicating the growing pains of an emerging industry [5]. - Despite the challenges, green methanol is expected to reach a tipping point for large-scale application around 2030, driven by technological advancements and policy incentives [5].