Ferry emissions in Europe’s port cities now rival those from millions of cars. That comes according to a new analysis by the UK office of Transport & Environment, the pan-European advocates for clean mobility. Their findings have raised urgent questions about how quickly the sector can transition to clean maritime transport.
The report from T&E finds that ferries emit as much CO₂ as 6.6 million cars annually, and that port cities, including Dublin, Barcelona and Naples, experience higher levels of harmful air pollution from ferries than from road traffic. Even the much smaller Welsh community of Holyhead, which is nevertheless the major Irish Sea ferry port between the UK and Ireland, is cited in the figures.
Electrification is happening at scale
NatPower Marine, a global developer of maritime charging infrastructure, says the findings point to a tipping point for the industry. The barrier to decarbonisation is no longer vessel technology, which is growing rapidly, it says, but the lack of scalable charging infrastructure at ports. Electric ferry vessels are already operating across full routes in Europe and China, demonstrating that maritime electrification is no longer theoretical; it is happening at scale.
China’s latest five-year plan signals a major acceleration, targeting the electrification of ferries and container feeder vessels by 2030. In doing so, it is positioning itself to lead in electric shipping, much as it has in electric vehicles. This creates a once-in-a-generation opportunity for the UK and EU to co-lead maritime electrification — not only in vessel innovation, but in the infrastructure, services and energy systems that will define the future of the industry.
The technology is ready
Transport and Environment used a “bottom-up” model to calculate 2023 traffic and tank-to-wake (TtW) energy and emissions for each ferry above 400 gross tons (GT) operating in Europe, based on AIS data and individual ship technical specifications. The analysis covers GHGs and a range of air pollutants. They compared ferry air pollution within five nautical miles of each port to that from cars registered in the respective cities. The findings are particularly relevant for the UK and Ireland, where high-frequency ferry routes such as Dublin–Holyhead and Belfast–Heysham, and the Channel routes with France, Belgium and the Netherlands, are among the most intensively used in Europe. The importance of Holyhead was emphasised when winter storms knocked out facilities in late 2024.
These UK – Irish Sea and UK – Channel routes highlight an immediate opportunity. “Ferries are one of the most viable segments to electrify,” said Stefano D.M. Sommadossi, CEO of NatPower Marine UK. “The technology is ready. The economics are increasingly favourable. What’s missing is infrastructure at scale.” These routes account for thousands of annual crossings and significant emissions at berth, yet they are also among the most suitable for electrification due to predictable schedules and regular port dwell times.
Cheaper to use battery power
“Short-sea ferry routes like those across the Irish Sea or the Channel are one of the most practical starting points for maritime decarbonisation,” Sommadossi added. “With the right charging infrastructure in place, emissions reductions can be achieved quickly and at scale.”
As in many other aspects of marine decarbonisation, installed infrastructure is the most pressing constraint. While the T&E report suggests that up to 60% of Europe’s ferry fleet could be electrified by 2035, with many routes already cheaper to operate using battery power, deployment is being held back by limited grid access and insufficient port-side charging capacity.
Turning ports into clean energy hubs
NatPower Marine is addressing this challenge by developing a global network of fully financed maritime charging infrastructure, combining shore power, battery storage, and smart grid integration. In the UK, NatPower Marine is investing over GB£100 million in partnership with Peel Ports Group to deploy e-ship charging infrastructure across eight major ports, supporting the creation of one of the first green shipping corridors between the UK and Ireland.
This model removes the need for upfront capital investment from vessel operators and enables ports to scale clean energy provision without compromising grid stability. However, while ports are at the forefront of maritime energy transition, selling electric fuel is not their business. It is argued that those trying to do so are losing money and are now wanting to pass the risk to operators like NatPower Marine.
Break the refit cycle
“Ports do not drill, pipe, refine and sell traditional fuels. They make money with logistics and real estate services instead. Operating electric fuel is our mission,” said Sommadossi. “The data is clear, the technology is proven, and the economics are immediately viable. Since there is not enough infrastructure and access to electricity for marine electrification competes with higher payers like data centres, the ferry operators that will secure access to electricity will create a competitive advantage in both service and cost, leading to larger market shares and higher profits for them.”
The average age of Europe’s ferry fleet is 26 years, says reporting from T&E. The result is that the sector is entering a critical renewal cycle. Even so, the ferry operating model has tended towards refit, rather than renewal. There would appear to be an opportunity now to break that cycle and align vessel investment with infrastructure deployment. Such a move will be essential to avoid locking in emissions for decades.