Short answer: Electric hydrofoils can deliver higher scheduled speeds and useful range by lifting the hull clear of much of the water, while conventional battery-electric ferries are often simpler to deploy on short, fixed routes when charging or battery swapping is available. The published examples are not a controlled head-to-head test: they involve different vessels, capacities, routes, loads, sea conditions and measurement methods. Treat every range, speed and comfort figure as vessel-specific.
What the comparison actually measures
“Hydrofoil ferry” describes a hull supported at speed by underwater wings, or foils. “Conventional electric ferry” usually means a battery-powered displacement or semi-displacement vessel whose hull remains in the water. Both use electric propulsion, but the hydrodynamics, operating profile and shore infrastructure can be very different.
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The fairest comparison is not a single headline number. An operator should examine:
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- Service speed: the speed a timetable can rely on, rather than a brief maximum in ideal conditions.
- Passenger experience: vertical and lateral motion, noise, vibration, boarding, capacity and exposure to sea state.
- Energy and infrastructure: battery size, charging power, swapping arrangements, grid capacity and time between trips.
- Operational constraints: wake rules, draft, route geometry, harbor maneuvering and the crew or maintenance regime.
The data below come primarily from manufacturers and one regional transport report. No independently published, same-route comparison of hydrofoil and conventional battery-electric ferries was identified in the cited material, so the article distinguishes measured route demonstrations from product specifications and company claims.
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Range: why a nautical-mile figure can mislead
Hydrofoil examples
Candela lists the P-12 Shuttle with a nominal 378 kWh battery, 336 kWh usable energy, capacity for 30 passengers plus one crew member, a 25-knot service speed and up to 40 nautical miles at cruising speed on one charge. Those are the current product-page figures and should be read as a model specification, not a guarantee for every route or load.
Candela separately reported that a P-12 completed a 160-nautical-mile journey between Gothenburg and Oslo over three days. The voyage used charging stops, so 160 nautical miles is the total itinerary distance, not the vessel’s single-charge range. The company’s February 2, 2026 report also says the boat exceeded 30 knots in trials and cites up to 40 nautical miles at cruising speed. Charging locations and waiting time were part of that voyage’s operating plan.
Artemis lists the EF-24 passenger ferry for 150 passengers, a 70-nautical-mile foiling range, a 34-knot cruise speed and a 36-knot top speed. Artemis qualifies the maximum-achievable figures by specification, load, sea state and temperature. The page describes a vessel under construction and work toward class approval, so these numbers are not equivalent to a certified, in-service route result.
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Conventional electric example
For a conventional battery-electric operating model, Candela describes Oslo’s m/s Baronen as running a fixed 10-nautical-mile route and using a deck-mounted battery-container swap after trips. The cited material does not state Baronen’s single-charge range or a comparable speed figure. A 10-nautical-mile route length therefore cannot be placed directly beside the P-12’s 40-nautical-mile single-charge specification.
| Published example | Capacity and energy | Range or route distance | Speed information | How to interpret it |
|---|---|---|---|---|
| Candela P-12 Shuttle | 30 passengers plus one crew; 378 kWh nominal, 336 kWh usable | Up to 40 nautical miles at cruising speed on one charge | 25-knot service speed; above 30 knots in reported trials | Current product specification and company-reported trial data; actual range varies with conditions. |
| Artemis EF-24 | 150 passengers | 70-nautical-mile foiling range | 34-knot cruise; 36-knot maximum achievable | Manufacturer figures qualified by specification, load, sea state and temperature; vessel is under construction and pursuing class approval. |
| Oslo m/s Baronen | Battery-container swap system described; capacity and battery energy not stated in the cited report | Fixed 10-nautical-mile route | Not stated in the cited report | Route distance, not a stated battery range; illustrates a swap-based conventional-electric operation. |
What determines usable range
Foiling can reduce drag once the boat reaches takeoff speed, but the energy budget still includes acceleration, low-speed maneuvering, docking, reserve power, hotel loads and time spent in rougher water. A timetable planner should ask for a guaranteed reserve policy and a range curve at the intended passenger load, not just the best-case marketing number.
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- Load: passengers, luggage, crew, fuel or replacement batteries change displacement and power demand.
- Sea state and wind: waves can force a foiling craft to slow, remain hull-borne or leave a larger energy reserve.
- Speed: a higher cruise speed generally raises propulsion demand; compare range at the speed the timetable will use.
- Battery reserve: the energy that is technically available is not necessarily the energy an operator can schedule.
- Turnaround: the route may be feasible only if the boat can recharge or swap before the next departure.
For a conventional ferry, a larger battery can extend the interval between charges, but it also adds mass and capital cost. A smaller battery paired with frequent charging or a spare battery container can fit a short shuttle better. The right question is therefore “Can this vessel complete the planned duty cycle with the available shore power?” rather than “Which hull has the longest advertised range?”
Speed: service, cruise and maximum are different numbers
Hydrofoil service speed
Candela gives the P-12 a 25-knot service speed. Its Stockholm pilot announcement reported a 25-knot trip and said a 10-nautical-mile journey took about half an hour, compared with about an hour by a traditional ferry on that route. Those times describe that announcement’s route context; they are not a universal travel-time test for every conventional ferry.
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The same 2024 Stockholm announcement says the vessel used 80% less energy at high speed and produced 90% less g-forces than a traditional boat. These are Candela-reported figures, not results from an independent, matched trial.
Artemis’s EF-24 page labels 34 knots as cruise and 36 knots as maximum achievable. Those labels matter: a maximum reached briefly in favorable conditions should not be used to build a timetable. Artemis explicitly says the maximum depends on specification, load, sea state and temperature.
Why conventional-electric speed is harder to generalize
The cited information gives no comparable speed for m/s Baronen. Conventional electric ferries span small harbor shuttles, car ferries and high-speed catamarans, each with different hull resistance and battery limits. Without matching route, passenger load, weather and timetable data, the available examples cannot prove that hydrofoils are always faster than conventional electric ferries.
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Hydrofoils can have an operational advantage where a low-wake profile permits speed that local rules would otherwise restrict. In Stockholm, Candela says Nova’s minimal wake allowed higher speeds within city limits where wake regulations constrain other vessels. That is a Stockholm-specific example; wake and speed rules vary by waterway and are not automatically relaxed for every hydrofoil.
| Speed label | Published value | Vessel and source | Planning use |
|---|---|---|---|
| Service speed | 25 knots | Candela P-12 product page and 2026 report | Most relevant of the cited figures to a regular timetable, subject to route and conditions. |
| Cruise speed | 34 knots | Artemis EF-24 product page | Manufacturer’s stated cruise figure; qualified by specification, load, sea state and temperature. |
| Maximum achievable | 36 knots | Artemis EF-24 product page | Do not treat as a guaranteed schedule speed. |
| Conventional example | Not stated | m/s Baronen information cited by Candela | No direct speed comparison is supported by the cited report. |
Passenger comfort: the engineering case and the evidence limit
Why foils may feel smoother
When a hydrofoil is fully flying, the underwater foils support the craft and lift most of the hull above the wave surface. Active flight controls can continually adjust foil forces and attitude. In principle, that reduces the direct transmission of short waves and wake impacts into the cabin compared with a hull that rides through them.
Candela says the P-12’s active control system produces 90% less g-forces than a traditional boat. Artemis describes reduced bumpiness and seasickness as benefits of its foiling design. These statements explain the intended mechanism and the manufacturers’ claimed outcome; they are not an independent passenger survey or a controlled comparison using the same route and sea state.
Comfort still depends on more than vertical acceleration. A passenger may notice lateral roll, vibration from propulsion, noise, spray, acceleration at takeoff, docking motions and the ability to walk or stand. A foiling vessel can also revert to hull-borne operation when conditions or speed make flying unsuitable, changing the ride during the same trip.
What a conventional electric ferry can do well
A conventional electric ferry does not automatically mean an uncomfortable ride. A larger displacement hull may provide stable boarding and predictable low-speed handling, and its cabin layout can be designed around accessibility, bicycles, vehicles or luggage. The cited sources do not provide a matched comfort measure for m/s Baronen, so no evidence-based ranking between Baronen and a P-12 is possible.
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Electric propulsion itself can reduce engine vibration and noise compared with a combustion vessel, but that observation should not be converted into a numerical comfort claim without measurements. Hull form, propeller or waterjet design, suspension, seating and route exposure remain decisive.
Questions to ask for a real comfort comparison
- Were acceleration measurements taken at passenger seats, and in which axes?
- Were the vessels carrying the same passenger load on the same route and day?
- What were the wave height, period, wind and wake conditions?
- Did the hydrofoil remain airborne for the complete trip?
- Were seasickness reports collected with a stated sample size and questionnaire?
- Were boarding, accessibility, noise and vibration assessed separately from motion sickness?
Charging, battery swapping and turnaround
Infrastructure can decide whether a vessel’s nominal range is useful. Candela says the P-12 can use DC fast charging and used DC charging during its demonstration voyage. The Oslo example instead uses a large battery container that can be swapped after trips. These are different operating models:
| Model | Operational benefit | Constraints to verify |
|---|---|---|
| DC fast charging | Replenishes the installed battery without handling a full container; can suit predictable layovers. | Required power level, connector and cooling, grid capacity, demand charges, queueing and thermal limits. |
| Battery-container swap | Separates vessel turnaround from battery charging; a fresh container can be fitted while the used one charges ashore. | Spare-container inventory, lifting equipment, storage, safety procedures, standardization and labor. |
| Longer overnight charging | Lower peak power may simplify shore connection when the vessel has a long idle period. | Insufficient for intensive all-day duty cycles unless battery capacity and schedule allow it. |
Gabriele De Mattia, Candela’s project engineer and lead engineer for the record-setting voyage, called charging infrastructure “the hidden cost of electrifying conventional vessels,” explaining that megawatt-scale charging can be expensive where grid capacity is weak. The quotation comes from Candela’s 2026 voyage report and refers to infrastructure economics, not a universal cost for every ferry.
The 2025 Central Baltic regional report says charging infrastructure is not widely available in its region. It identifies route length and shore-power access as factors when choosing full-electric, hybrid or battery-assisted operations. Before selecting a vessel, map the electrical connection at every turnaround port, the time available between sailings and the consequence of a failed charger or swap unit.
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Minimal wake can matter as much as top speed in urban waterways. Candela’s Stockholm announcement says Nova’s low wake enabled higher speeds in areas where wake regulations constrain other vessels. A low-wake hydrofoil may therefore shorten a trip without simply increasing its speed everywhere.
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That advantage is local, not automatic. Harbor authorities can impose their own speed, wake, traffic-separation and stopping rules. Foils also require suitable depth and underwater clearance, a reliable takeoff corridor and procedures for floating debris or shallow water. A conventional ferry may be easier to operate close to docks, beaches or variable-depth berths, although the correct choice depends on the specific design.
- Confirm minimum water depth and foil clearance along the entire route.
- Check turning basins, berth geometry and low-speed maneuvering behavior.
- Obtain the local wake and speed rules for every jurisdiction crossed.
- Define what happens in rough weather, debris, traffic or a failed flight-control system.
- Include docking, boarding and accessibility time in the timetable, not just open-water speed.
Energy use and environmental qualification
Foiling reduces hydrodynamic drag after takeoff, which is why a hydrofoil can seek high speed without the same resistance profile as a hull moving entirely through the water. Candela reports 80% lower energy use at high speed in its Stockholm announcement, but that is a company-reported comparison whose vessel, route and conditions are not independently matched in the cited material.
Battery-electric ferries produce no exhaust emissions during operation. The Central Baltic report cautions that the overall environmental benefit depends on the electricity-generation mix. Shore power supplied by a low-carbon grid has a different lifecycle result from power generated largely from fossil fuels, and manufacturing batteries, chargers and replacement containers also carries impacts. “Zero-emission at the point of operation” is the precise claim supported here; it is not the same as zero lifecycle emissions.
How to choose between the two designs
Choose a hydrofoil when these conditions align
- The route rewards a reliable service speed above that of a displacement hull.
- Low wake permits a faster path through an urban or environmentally sensitive waterway.
- There is sufficient depth, a clear foil corridor and an operating plan for rough conditions.
- Passenger time savings and comfort justify specialized training, maintenance and control systems.
- Charging can support the full duty cycle without undermining the timetable.
Choose a conventional battery-electric design when these conditions dominate
- The route is short and fixed, with predictable layovers or a practical battery-swap arrangement.
- Capacity, accessibility, vehicles, bicycles or flexible loading matter more than maximum speed.
- Shallow water, debris, berth constraints or local rules make foiling impractical.
- The operator wants a simpler hull and a charging plan that can be expanded in stages.
- Weather or service requirements make regular hull-borne operation preferable.
These are decision criteria, not a claim that one technology wins universally. A route model should calculate energy per sailing, reserve, charging or swap time, number of daily cycles, passenger revenue, crew requirements and downtime before a procurement decision.
A practical evaluation checklist
- Define the duty cycle. Record nautical miles per leg, daily departures, layover duration, passenger load by sailing and required reserve.
- Separate published labels. Put service, cruise and maximum speeds in different columns; do the same for route distance and single-charge range.
- Request condition-specific data. Ask for range at design load, representative sea states, water temperature and the planned timetable speed.
- Audit the shore connection. Confirm available power, charging time, redundancy, permits, cable or container handling and recovery procedures.
- Validate the route physically. Survey depth, debris risk, wake limits, turning areas, berths and emergency refuge points.
- Measure passenger experience. Use seat-level acceleration, noise and vibration readings plus a transparent passenger questionnaire on the actual route.
- Check certification and maturity. Distinguish an in-service vessel from a product under construction or awaiting class approval.
- Model lifecycle impact. Use the local electricity mix and include batteries, chargers, swaps, maintenance and eventual replacement.
What the published examples establish—and what they do not
The examples establish that electric hydrofoils can combine high service speeds with meaningful advertised range, and that conventional battery-electric ferries can operate effectively on short fixed routes using charging or battery swaps. They do not establish a technology-wide winner for range, speed, energy use or comfort.
For the P-12, 40 nautical miles is a stated one-charge cruising figure, while 160 nautical miles is a multi-day itinerary with charging stops. For the EF-24, 70 nautical miles, 34 knots and 36 knots are manufacturer figures qualified by operating conditions for a vessel under construction. For m/s Baronen, 10 nautical miles describes a route supported by battery-container swaps, not a battery-range test. Passenger-comfort claims for hydrofoils have a mechanical rationale and manufacturer-reported results, but no matched independent survey is supplied for the conventional comparison.
The best procurement decision therefore comes from a route-specific simulation and a controlled demonstration, not from choosing the largest number in a brochure.
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