Polish repair yards hold 30% of the Baltic EU market, while newbuild is driven by naval contracts (Miecznik, Ratownik) and civilian orders (electric ferries). A skilled labour shortage remains the biggest challenge.
The historic Polish shipbuilding industry, which for decades was a source of national pride and a key driver of the coastal region’s economy, has undergone a long and painful transformation over the past three decades. The collapse of the great shipyards in Gdynia, Gdańsk and Szczecin at the turn of the century caused Poland to lose its position as a significant player in the European shipbuilding market for many years. During the 1990s and early 2000s, it seemed that the sector, crushed by mismanagement and an inability to compete with Asian giants, would never regain its former glory. However, over the last decade a slow but steady revival has been underway. In 2026, the question of whether the Polish shipbuilding industry can regain significance in Europe is returning with renewed force.
To answer this question, it is essential to distinguish two very different segments. On the one hand, there are private shipyards that have undergone thorough restructuring and are now recognised as leaders in their niches. On the contrary, they are in excellent condition and often have order books filled for several years ahead. On the other hand, the traditional, historic shipyards that became symbols of the systemic transformation are still facing challenges, but are also making significant progress and executing prestigious contracts.
The year 2025 turned out to be a breakthrough. After years of stagnation, the level of new orders worldwide reached its highest point since 2007, and shipyards in Asia – mainly in China, South Korea and Japan – are completely booked for years to come. This situation has created a huge opportunity for European shipyards, including Polish ones. Clients who cannot obtain fast delivery dates in Asia have started looking for alternative suppliers closer to Europe.
In 2026, the condition of the Polish shipbuilding industry is therefore mixed, but generally good. The repair segment has consolidated its dominant position, and the segment of newbuild construction, supported by huge military and civilian orders, is experiencing a clear renaissance. At the same time, however, serious challenges loom on the horizon: a shortage of qualified workers, an ageing workforce and cost pressures that could erode some of the profits.
Undisputed power on the Baltic
The segment in which Poland has already regained and maintains a strong position in Europe is ship repair and conversion services. According to the latest analysis by the British firm Clarksons Research, published in 2026, Polish repair shipyards together hold a 30 percent share of the Baltic Sea repair market within the European Union. This represents a significant lead over the other seven EU countries on the Baltic. For comparison, second‑placed Denmark has a 17 percent share. Baltic shipyards focus mainly on serving the regional fleet – around 65 percent of calls concern vessels owned by European shipowners, and if only EU shipowners are considered, this share reaches as high as 85 percent. Polish yards specialise primarily in repairs of general cargo vessels, multi‑purpose ships (MPP) and ferries, including ro‑ro vessels.
Poland’s strong position in this segment is no coincidence. It is the result of years of investment in modernising slipways, dry docks and port equipment, as well as a reputation for reliable and timely execution. Among the most active EU shipyards on the Baltic are the Gdańsk Ship Repair Yard and Nauta Ship Repair Yard in Gdynia, which are systematically expanding their order portfolios. This segment is relatively resilient to global economic fluctuations, because vessels require regular inspections and repairs regardless of the overall economic situation. As a result, Polish repair yards enjoy stable demand and can serve as a solid foundation for the entire industry.
Newbuild construction
In the newbuild segment, the situation is more dynamic. For years, Polish shipyards have focused on building specialised, niche vessels that do not compete directly with mass production in Asia. This allows them to achieve higher margins and build customer loyalty.
An example is Remontowa Shipbuilding from Gdańsk, which in April 2025 won a historic contract to build seven electric ferries for the Scottish operator Caledonian MacBrayne. It is the largest order in the yard’s history, both in value (GBP 175 million) and in the number of vessels ordered by a single client. The decision to choose a Polish contractor instead of the domestic Ferguson Marine caused outrage in Scotland, but at the same time confirmed the competitive advantage of Polish yards in terms of advanced technology and timely delivery.
Equally spectacular revival can be seen at the Szczecin Shipyard “Wulkan”. After nearly two decades of hiatus, in 2025 the yard laid the keel for its first new vessel since 2007 – a modern buoy tender for the Maritime Office in Szczecin. A year later, in May 2026, it was announced that “Wulkan” had recorded a net profit of PLN 36 million for 2025, confirming that the yard had returned to profitability. The CEO declared that the strategic direction for development in the coming two years would be dual‑purpose vessels and offshore support vessels (OSV).
In the luxury yacht and specialised vessel segment, producers such as Sunreef Yachts, Conrad Shipyard and Balt‑Yacht have established their place on the market. Sunreef, specialising in catamarans, has become a global leader in its niche, and its products are recognisable worldwide. This shows that the Polish shipbuilding industry is capable of creating products of the highest, world‑class quality, achieving success in demanding and profitable market segments.
Defence programmes as a development engine
The main driver of development and technological advancement for Polish shipyards today is the huge demand from the Polish Navy. The largest and most prestigious is the “Miecznik” programme, which involves building three modern multi‑role frigates. In May 2025, a steel‑cutting ceremony was held for the second missile frigate ORP Burza, and the entire programme is being carried out by the PGZ Stocznia Wojenna consortium. These are the first technologically advanced naval vessels built in Poland for years, allowing the recreation of unique know‑how and the training of a new generation of marine engineers and naval architects.
At the same time, other key contracts are being carried out. Mine destroyers, radio‑electronic reconnaissance vessels and a new rescue vessel named “Ratownik” are being built in the shipyards. In total, as PGZ Stocznia Wojenna CEO Marcin Ryngwelski emphasised, the yards are currently working on nine new warships. These tasks extend as far as 2032, ensuring stable employment and revenues for the companies for the coming decade.
In 2026, signals emerged about further modernisation plans for the Polish Navy. The second largest fleet replacement programme after the corvettes is to be the construction of new transport‑mine vessels to replace outdated units. Preliminary market consultations are also underway regarding the construction of a new hydrographic vessel. Looking further ahead, work is planned on a new submarine programme codenamed “Orka”. If even part of these plans are realised, Polish shipyards will have orders secured for many years, and thus a solid basis for further development, modernisation and investment.
A specific situation can be seen at the Nauta Ship Repair Yard, which currently works simultaneously on the modernisation of old vessels from the 1960s and on completely new units. This poses a unique challenge for the yard’s staff: on the one hand, they must specialise in often already obsolete technologies to keep older vessels operational, while on the other hand they must keep up with the latest technological developments. However, this situation builds unique competencies and allows them to gain experience unavailable elsewhere in the world.
The greatest challenge
Despite the enormous potential and growing number of orders, the Polish shipbuilding industry faces one key challenge in 2026 that could thwart its development plans. That challenge is a dramatic shortage of qualified workers. For years, shipbuilding was perceived as a dying industry, and young people did not flock to work in the sector. Now, the experienced workforce that still remembers the golden years of Polish shipyards is retiring. The CEO of PGZ Stocznia Wojenna warns that in the next 15 years, as much as 60 percent of the highly qualified technical staff will leave the yards.
This situation is confirmed by labour market data. Shipyards have plenty of orders, yet they cannot find enough welders, fitters, assemblers or designers. Although the shipbuilding profession is currently experiencing a real renaissance and wages are rising, the supply of workers is insufficient. Industry representatives are appealing to the authorities for systemic support for vocational education to prepare the next generation of skilled craftsmen. Without solving the personnel problem, Polish shipyards will not be able to fully exploit the opportunity before them.
Competition from Asia, steel prices and EU regulations
Even though Asian shipyards are currently full of orders and their clients are looking for alternatives, in the longer term competition from China, South Korea and Japan will remain a huge challenge. Those countries have enormous production capacity, cheaper labour and often more flexible labour laws. Polish shipyards must therefore constantly seek competitive advantages that are not based solely on price.
Such advantages can include shorter delivery times, proximity to the client, higher quality, and the ability to build technologically advanced, niche vessels. The energy transition, which is forcing shipowners to invest in new, greener vessels, is a huge opportunity here. Polish shipyards can become leaders in building electric ferries (as the Scottish contract shows), LNG or methanol‑powered vessels, and ships for servicing offshore wind farms.
Raw material costs and EU trade policy remain significant problems. Steel prices, the primary raw material for shipbuilding, are subject to significant fluctuations, and duty‑free import quotas for steel from outside the EU are limited, raising production costs. Moreover, new EU regulations such as the EU ETS covering emissions from maritime transport impose additional costs on shipowners, which may – but not necessarily – translate into a lower willingness to invest in new tonnage. At the same time, the very need to comply with these regulations creates demand for new, more environmentally friendly vessels.
Photo. Pixabay
