Electric revolution in shipping. Is Poland able to use it in a cost-effective way?

Norway and Finland focus on electric ferries and Polish shipyards, including CRIST, play an important role in this process. In an article by Prof. Marek Grzybowski published last week on the portal Economics of the Sea.pl pt. "The electrification of the Norwegian and Finnish fleet began in Poland. CRIST crosses the tracks"This trend has been analysed. However, the key question arises – can Poland really benefit from it, especially in the face of rising energy costs?

In the article

With reference to the individual themes of the article, it is worth highlighting some key aspects.

Polish origins of electric shipping – an unused opportunity?

The author correctly notes that although Norway has become the leader in implementation ferryThese electric units were the first in Poland to appear more than 20 years ago. The New Hanza ship, which was to operate the routes in Żuławy and Zalewy Wiślany, was a pioneering project. However, as Marek Grzybowski emphasizes, at the time there was no comprehensive approach and appropriate business model, which ultimately led to its sale.

This is an important lesson for the future – innovation in itself is not enough. Financial support, infrastructure and a long-term strategy are also needed so that projects of this kind can continue.

Norway – success through strategy and cooperation

The added value of the article is to emphasise that Norway has not achieved success in electrification ferryIt's random. The Norwegian authorities, both at local and national level, have supported such solutions from the outset. This is the reason why more than 100 swims in Norwegian waters today ferryelectric.

Especially important is the history of MF Ampere, which has become a world model for the industry. Importantly, part of its construction was created in Poland – the Aluship Technology shipyard in Gdańsk delivered a hull, which shows that Polish companies already participated in the global supply chain for innovative projects.

**MF Ampere – technological milestone**

Technical details of the MF unit given in the article Ampere, such as Siemens lithium-ion batteries or light aluminum design, well show why this unit became a breakthrough. Thanks to this ferry is twice as light as its steel counterparts, and its operation is fully zero-emission.

In addition, it is worth noting that ferry Ampere He was internationally successful – not only won the prestigious Ship of the Year title at the 2014 SMM, but also became a model for further projects.

**MF Medstraum – another step in decarbonisation**

The article shows the continuity of Norwegian activities – after MF Ampere It's time for MF Medstraum, first fully electric ferry high-speed passengers. EU funds and international cooperation within the TrAM project played a key role here. This shows that public-private partnerships (PPPs) are now necessary for innovative projects.

From the perspective of Poland, it is worth considering whether similar support models could also be implemented in our country – especially in the context of the development of inland waterway and ferry transport.

CRIST – Polish leader in construction ferryelectrical

A very important part of the article is to highlight the role of CRIST shipyard in Gdynia, which has become a construction hub ferryelectric. The units made there are currently in Finland – e.g. Electra. This is the first fully electric ferry shipowner FinFerries, on the route between Nauvo and Parainen. It is a modern unit designed for maximum energy efficiency and reliable operation in Scandinavian conditions. Thanks to the use of an advanced battery power system, Electra may operate in completely emission-free mode and, if necessary, use hybrid support.

This project strengthened CRIST’s position as one of the leading European producers ferryelectric. The shipyard has already supplied several units of this type, which are successfully exploited in the waters of Scandinavia. This shows that Polish technical thought can compete effectively in markets where sustainable water transport becomes a standard.

Importantly, ferries built in CRIST are not just copies of Scandinavian constructions – they have original Polish technical solutions, which can be an important asset in future tenders.

Challenges and potential of Polish shipyards

At the end of the article Marek Grzybowski asks an important question: why most Scandinavian ferryThe electric ones were not created in Polish shipyards?

This is a question that is indeed worth a deeper analysis. On the one hand, Polish shipyards have the appropriate competences, on the other hand, they often lack access to large contracts, financing or effective lobbying at international level.

The article suggests that further cooperation with maritime clusters in Scandinavia and active participation in EU projects are key to success.

Marek Grzybowski in his article on EconomyMorska.pl comprehensively presented the development of electric shipping in Scandinavia and the participation of Polish shipyards in this process. However, in the context of the cost-effectiveness of such investments, there was one important aspect: the increasing costs of electricity in Europe, which could be crucial for the future of this sector.

Increasing energy prices – a challenge for electricity shipping

The electrification of water transport in Scandinavia is undoubtedly a step towards decarbonisation, but will it be equally economically attractive in the current economic situation? Electricity prices in Europe have increased significantly in recent years and forecasts show that market instability can persist. This is affected by, among others, the energy crisis caused by the war in Ukraine, the high costs of transformation of energy systems and rising CO2 prices.

In this context, it is worth mentioning the latest changes in the energy policy of Norway, which Marek Grzybowski extensively described in the article "Norway without offshore wind energy? Government accepted course on the reduction of energy prices", published on the EconomyMorska.pl link.

The Norwegian Fiscal Policy Committee (Financepolitikkutvalget) recommended that investments in offshore wind energy be stopped, considering it unrecent. Instead, Norway plans to import cheaper electricity during periods of high wind production from its neighbours. In order to further reduce energy costs for consumers, the government introduced a fixed price of NOK 0,4 per kWh and a VAT discount on network tariffs. It was also decided to stop planning new electricity connections with other countries by 2029.

These actions aim to stabilise the national energy market and to protect consumers from unstable prices on international markets. This is a clear signal that even Norway – a country associated with cheap and green current – sees the risks of unstable energy costs and takes steps to reduce them.

For shipowners operating electric ferries, this means increasing operating costs, especially if the energy to charge ships comes from conventional sources. In Norway, the situation is stable thanks to cheap energy from hydroelectric power plants, but in countries such as Finland, Germany or Poland electricity prices can affect the profitability of such projects.

According to the Agency for the Cooperation of Energy Regulators (ACER), in recent years electricity prices in Europe have remained record-high and in some countries, including Poland, have reached some of the highest values in the European Union. In 2024, the average energy price for industrial customers in Poland exceeded 110 euro/MWh, making our market one of the most expensive on the continent. By comparison, in Norway, where water power dominates, this cost was more than twice lower.

Such differences make the operation ferrythe electric ones in Poland can be much more expensive than in Scandinavia, which raises questions about their profitability. Shipowners in Finland and Germany are already signaling concerns about high energy costs, and in Poland the problem is even more pronounced. If current prices are not stabilised or support mechanisms for green shipping are not created, investing in electric ferries in the home market may prove challenging.

Can electric ferries in Poland be profitable?

The question that is worth putting in the context of the Polish market is: would electric ferries be profitable for us? Poland is still basing its energy on coal, which makes electricity production costs higher and the share of renewable energy, although growing, still does not guarantee stable supply.

By comparison, in 2023 the average price of electricity on the wholesale market in Poland was around PLN 500–600/MWh, while in Norway, where cheap energy from hydroelectric plants dominates, it was PLN 200–300/MWh. Such a significant difference in costs makes the operation ferryThis could be much more expensive in Poland than in Scandinavia, which raises serious questions about the profitability of such investments in the domestic market.

Can Poland therefore compete in this market? A potential solution would be to combine ferryThe electric ones with offshore wind farms, which are about to rise in the Baltic. By creating closed charging systems ferryThis renewable energy could provide price stability and be independent of fluctuations in the energy market.

An alternative could be the introduction of advanced energy storage systems that allow ferries to be charged at low tariff rates and use energy at peak times. Such technologies are already developing Polish companies, such as PGE and Tauron in energy warehouse projects.

Conclusions

The article by Marek Grzybowski provides reliable analysis of development ferrythe electric ones in Scandinavia and the role of Polish shipyards. However, in the context of the future of this sector, attention should be paid to energy costs which may be crucial to its profitability.

Norway has been successful thanks to low-cost and stable water energy and consistent policies supporting green shipping.
Poland had its pioneering projects (New Hanza), but no long-term support and strategy.
CRIST and Aluship Technology show that Polish shipyards can be competitive suppliers of modern units.
Increasing energy prices in Europe can affect profitability ferryelectric, especially in countries such as Finland and Germany.
Without access to cheap energy from RES and investments in charging infrastructure, electric ferries in Poland may not be profitable.
Poland should make better use of EU funds and build stronger relations with Scandinavian maritime clusters.

Poland has everything to play an important role in electrification of shipping – technology, competence and experienced shipyards. But can we turn this potential into real economic benefits? Government decisions, international cooperation and investment in cheaper energy will be key. If they are missing, Polish shipyards will continue to build modern units – but, so far, only for foreign shipowners. What about the Polish fleet?

Written by Mariusz Dasiewicz