China is accelerating the energy transition of its river transport.
The Gezhouba, a 100% electric river bulk carrier of 10,000 tonnes, replaces its batteries on a dedicated quay in Yichang (Hubei), October 20, 2025.
Every morning at the port of Yangluo, in Wuhan (Hubei), the 100% electric cargo ship Huahang Xinneng No. 1 carries out a battery exchange in less than ten minutes before resuming navigation with nearly 8,000 kWh of electricity. Assigned to a regular connection of around 100 km in the province between Huanggang and Wuhan, the ship has already traveled nearly 100,000 km in two years, saving 132 tonnes of fuel each year and reducing CO₂ emissions by 334 tonnes. Its success led to the commissioning of six other identical vessels on the same section.
In recent years, many Chinese provinces and cities have leveraged their strengths in river transportation and innovation to experiment with the development of green and intelligent river ships across the entire industrial chain. From research to operation, including design, construction and equipment, a new dynamic is required on inland waterways.
A silent revolution
On the Changjiang River, ships without noise and smoke have become a reality. Capable of transporting thousands, even tens of thousands, of tons of goods without using diesel, they are refueled using rapid and standardized battery swapping systems. At the dock, the battery containers are transferred to dedicated stations, while fully charged units are immediately installed on board, significantly reducing downtime.
This transformation is based on major technological advances. In October 2025, the Gezhouba, the first 100% electric river bulk carrier of 10,000 tonnes, was launched in Yichang (Hubei). Its integrated electric propulsion system, developed by the Donghu laboratory in Hubei, is the culmination of several years of research initiated in 2021. More than ten similar systems have already been deployed on ships of different capacities, from the 2,000 ton segment up to 10,000 ton units.
Beyond their environmental performance, electric ships stand out for their high level of intelligence. Electrification facilitates the integration of automated control and digital management systems. Data platforms continuously collect information from ship and land, enabling remote monitoring, fault diagnosis and predictive maintenance.
In Shandong, five multi-purpose electric ships jointly developed by Jining Energy Group and CATL were put into service at the end of 2025 on the Beijing-Hangzhou Grand Canal. Based on the battery swapping system, this fleet of 2,000 tonnes per unit operates without emissions and with low noise. It alone reduces CO₂ emissions by more than 1,300 tonnes per year. According to CATL, the company has been involved in electric vessel R&D since 2017; its batteries currently equip around 900 ships worldwide, or nearly 40% of the global market.
The development of electric ships stimulates the entire industrial chain: batteries, motors, control systems, as well as charging and exchange infrastructures. In Jining (Shandong), a former coal port on the canal, an industrial base of more than 7 ha dedicated to new energy ships has emerged, giving birth to a new green industrial cluster covering high-end shipbuilding, clean propulsion systems and intelligent management of river transport.
In October 2025, five battery swapping stations for electric ships were put into service on a 617 km stretch of the Changjiang River. This allows efficient circulation of batteries between ports and stations, reducing waiting times. “The efficiency is more than 20 times higher than that of direct charging,” said Wang Xun, manager at Huadian Hubei Power Generation.
Alongside freight, these technologies are extending to tourism. In Wuhan, night cruises aboard the Junlü electric boat offer a pleasant experience. According to Li Mingyong, deputy director and chief engineer of the No. 712 Research Institute of the China State Shipbuilding Corporation Group, it was the success of the Junlü that served as the trigger: ships specifically adapted to the Pearl River were developed, demonstrating a high level of safety and reliability. This experience quickly made night cruises a cultural emblem of Guangzhou (Guangdong), prompting other major Chinese metropolises to launch similar offerings on their major waterways.
Visitors view the stand of CAEV, a CATL subsidiary specializing in electric ships, at the Tianjin International Shipping Industry Exhibition on July 11, 2024.
Heading towards a long-term transition
China has the world’s largest inland river transport network, accounting for around 50% of freight transported by water. “While this mode of transport contributes largely to the economy, it remains a significant source of pollution: its carbon emissions represent nearly 3% of emissions from the transport sector,” Zhang Na, professor at Beijing Jiaotong University, told China Energy News.
In the context of the national “double carbon” objective (peak emissions by 2030 and carbon neutrality by 2060), the transition from river transport to clean energies is accelerating. According to the People’s Daily, China already has more than 1,000 new energy river ships. Electric ships occupy a leading position on a global scale, while propulsion using LNG, hydrogen or methanol is progressing rapidly. Compared to diesel ships, LNG ships reduce sulfur oxide emissions by 98%, CO₂ emissions by 30% and fine particles by 80%.
This growth is supported by a strengthened political framework. National texts published last year by the Ministry of Transport encourage the application of electric, LNG and methanol technologies on different types of ships, while several provinces propose adapted standards, operational incentives and financial subsidies. In Shandong, for example, new energy ships benefit from free passage through locks on the local section of the Beijing-Hangzhou Grand Canal.
Security is another essential pillar. In February 2025, the China Maritime Safety Administration issued interim technical rules governing the design, construction and inspection of battery-powered ships, to prevent specific risks related to fires, explosions and thermal runaways.
Despite this progress, challenges remain significant. According to the People’s Daily, new energy ships still only represent about 1% of the domestic river fleet, while nearly 300,000 diesel ships remain in service on major routes. Construction costs remain high: a new LNG ship costs almost 40% more than a diesel equivalent. In addition, the long lifespan of ships implies a gradual transition of fuels.
Globally, shipbuilding is entering a “super-cycle” of green and smart transformation. The objectives of the International Maritime Organization – 20% reduction in emissions by 2030, 70% by 2040 and carbon neutrality by 2050 – echo Chinese “double carbon” commitments. In this context, the green and intelligent transition of Chinese river transport appears not only as an industrial necessity, but also as a historic responsibility, called upon to become a lasting part of the country’s energy and logistics landscape.
