Electric hydrofoil ferries sounded futuristic only a few years ago. Now they are starting to move beyond prototypes and demonstration runs.
Stockholm offers the clearest example. The electric Candela P-12 has carried passengers as part of the city’s public transport network, while other manufacturers are preparing hydrofoil ferries for routes in Europe and elsewhere.
There is now enough real-world experience to ask a more useful question: can electric hydrofoils work as everyday public transport?
What Is an Electric Hydrofoil Ferry?
A hydrofoil uses underwater wings, or foils, to lift much of the vessel’s hull above the water once it reaches speed.
With less of the hull pushing through the water, drag falls considerably. The vessel therefore needs less energy to maintain higher speeds than a conventional boat of a similar size.
Modern hydrofoils also rely heavily on software. Sensors and onboard control systems continuously adjust the foils to keep the vessel stable and control its height above the water.
For electric boats, the lower energy requirement is especially useful because it reduces the amount of battery capacity needed to travel quickly.
Stockholm Has Put the Idea to the Test
Stockholm is where the case for electric hydrofoils gets interesting, because there is now real operating data to look at.
Candela’s 25-passenger P-12, named Nova, began carrying passengers between Tappström on Ekerö and central Stockholm in 2024. The trial continued in 2025 before being evaluated by Swedish transport authorities.
The journey took around 30 minutes, compared with roughly 55 minutes using the previous ferry connection. Reported CO₂ emissions were also around 94% lower than comparable diesel vessels.
Passenger feedback was strong, with 95% of surveyed passengers describing their experience as positive or very positive.
The trial did not prove that hydrofoils will work on every ferry route, but it showed that the P-12 can function as a commuter ferry rather than simply as a technology demonstration.
Its Small Wake May Be Just as Important as Its Speed
One of the more interesting results from Stockholm has little to do with the P-12’s headline top speed.
Conventional vessels are restricted to 12 knots in parts of Stockholm’s waterways because of the wake they create. The P-12 received an exemption and could travel at around 25 knots because its foils produce far less wake.
This matters on urban routes. A fast ferry is not particularly useful if local regulations force it to slow down close to shore.
Hydrofoils could potentially maintain higher speeds in places where conventional fast ferries would create too much wash, noise or shoreline disturbance. In some cities, that could make water transport genuinely competitive with road or rail.
Why Hydrofoils Work Well With Electric Propulsion
Battery-powered boats face a basic problem: batteries are heavy. Adding more capacity increases weight, which can also increase the energy needed to move the vessel.
Hydrofoils approach the problem differently by reducing energy consumption.
Before the Stockholm trial, Region Stockholm said the P-12 could use up to 80% less energy than many conventional diesel ferries.
That can mean smaller batteries and less demanding charging requirements. Electric propulsion also produces no exhaust emissions from the vessel while it is operating.
It is not completely emission-free, however. Batteries and vessels have a manufacturing footprint, while the overall climate impact partly depends on how the electricity used for charging is generated.
Could Small Ferries Run More Like Buses?
The P-12 carries only 25 passengers, which is tiny compared with many traditional commuter ferries.
But smaller vessels could support a different type of network. Instead of one large ferry at long intervals, an operator could potentially run several smaller boats more frequently.
This could work particularly well in cities where rivers, bays or islands make road journeys surprisingly indirect. A short trip across the water may connect two districts that otherwise require a lengthy journey around it.
Hydrofoils are unlikely to replace major metro lines, bridges or high-capacity ferries. Their strongest use case is probably on routes where water provides a clear shortcut.
More Electric Hydrofoils Are Coming
Candela is now trying to take the P-12 beyond Stockholm.
Projects and orders have been announced in markets including India, Norway, Saudi Arabia, Thailand and the Maldives.
In Mumbai, a planned fleet of P-12s is intended to connect Navi Mumbai with the city. Candela says some journeys that can take around two hours by road could take roughly 35 minutes by water.
Norway is another important test. In 2026, Candela announced an agreement covering 20 P-12 vessels, with the first deliveries planned for 2027.
These should still be treated as planned deployments rather than proof that the model works everywhere. Reliable year-round operation will be the real test.
Candela Is Not the Only Company Developing Them
Several manufacturers are working on electric hydrofoil passenger vessels.
Artemis EF-24
Northern Ireland-based Artemis Technologies is developing a significantly larger vessel than the P-12.
Its EF-24 Passenger has been designed for commercial ferry routes, including services around Belfast and connections in southern England.
Three vessels had reached Belfast by early 2026, although installation, fit-out and sea trials still needed to be completed before regular passenger service.
Vessev VS-9
New Zealand company Vessev is taking a smaller-scale approach.
Its nine-meter VS-9 is aimed at passenger transport, tourism and other commercial uses. It begins foiling at around 17 knots, cruises at about 25 knots and has a maximum speed of around 30 knots.
Vessev is also developing larger vessels for higher-capacity passenger transport.
There Are Still Some Clear Limitations
Electric hydrofoils solve some problems, but there are practical limitations.
Capacity is one of them. Small vessels make sense where frequent departures are possible, but less so on routes that need to move hundreds of passengers, vehicles or freight at once.
Infrastructure is another. Ports need enough electrical capacity to recharge vessels between services, which can require new chargers or upgrades to the local grid.
Weather and operating conditions also matter. Hydrofoils can provide a smoother ride in moderate conditions, but rough seas still limit where and when smaller vessels can operate.
There is also the question of long-term costs. Electric motors are simpler than diesel engines, but hydrofoils add sensors, control systems and foil mechanisms. The economics will become clearer only after fleets have been operating commercially for several years.
So, Are Electric Hydrofoil Ferries the Future?
On some routes, they may well be.
The Stockholm trial moved the discussion beyond theoretical efficiency figures. Passengers actually used the ferry, journey times fell substantially and emissions were much lower than those of comparable diesel vessels.
The next question is whether those results can be repeated at a larger scale.
Projects in Mumbai, Norway, Belfast and other markets should provide a clearer answer over the next few years. Electric hydrofoils probably will not replace conventional ferries, but where water offers a direct shortcut through a city, they could become a useful part of the transport network.
