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NPF highlights

Download the full NPF documents:

English translation: poland npf.en.pdf

Original language: poland npf.pdf

Download the National Implementation Report 2019:

Poland NIR

NPF highlights and 2019 NPF reporting on implementation highlights

On this page, we provide relevant information on the topic of alternative fuels vehicles, infrastructure or support measures as provided in the National Policy Framework (NPF) as well as the 2019 Reporting by the Member States on the NPF implementation.

According to Art. 10(1) of the Alternative Fuels Infrastructure Directive, each Member State shall submit to the European Commission a report on the implementation of its National Policy Framework on a tri-annual basis, and for the first time by or before 18 November 2019. Those Reports must contain a description of the measures taken in the reporting Member State in support of alternative fuels infrastructure build-up. An overview of the Reports notified by [Member State] and received by the Commission to date is provided here below (download section), including an English translation where applicable.

The highlights for all National Policy Framework follow more or less the same structure: we first explain the modelling approach where one has been provided, we then explain the objectives or key focus areas of the NPF and then provide an overview of the key messages for those alternative fuels with distinct infrastructure requirements for which Member States had to develop national targets according to the Alternative Fuels Infrastructure Directive (electricity, hydrogen, LPG, CNG and LNG - therefore not covering for instance biofuels or synthetic fuels. The highlights are extracts from the NPF documents. These highlights should not be considered summaries of the NPFs. For a full and  complete overview, we  advise to read the NPF documents


Highlights 2019 Reporting on the NPF implementation 

The Electromobility Act is the principal legislative act that governs the deployment of electromobility and alternative fuels. It sets out the rules for the deployment and operation of infrastructure for the key alternative fuels in transport, including public transport infrastructure, the obligations of public entities related to the development of the electromobility market, alternative fuels-related information obligations, conditions applicable to low-emission transport zones, and the principles underlying the preparation and content of the National Policy Framework.

On 24 September 2019, the Council of Ministers adopted the “Sustainable Transport Strategy for 2030”, which had been submitted by the Minister of Infrastructure. The Strategy anticipates that from 2022 the number of passenger cars will remain at a level of 26-27 million, but their breakdown will change, with an increase in the fleet of electric and hybrid cars to over 600 thousand in 2030. The Ministry of Energy treats this analysis as a baseline scenario, i.e. the number of electric cars expected to drive on Polish roads if no additional measures are taken in this respect.

The final report entitled “Analysis of the state of development and current development trends in the area of electromobility in Poland” presents four scenarios of electrification of the transport sector. The PRE–S2 scenario assumes attaining the target set in the Electromobility Development Plan, namely 1 million registered electric vehicles in 2025, and then maintaining a rising trend in the number of electric vehicles used at a similar level. According to the scenario, there will be approx. 1.9 million electric vehicles in Poland in 2030.

Electricity: The National Policy Framework provides that about 70 000 and about 1 million electric vehicles will be registered in Poland in 2020 and 2025, respectively. However, the draft National Energy and Climate Plan foresees 50 000 and around one million electric vehicles in 2020 and 2025, respectively. Similar values are envisaged in the draft Polish Energy Policy until 2040 – 50 000 electric vehicles in 2020 and one million in 2025.

Natural gas: According to the data presented in the National Policy Framework, in the years 2020 and 2025, there will be 9592 and 54 206 CNG vehicles, and 492 and 2745 LNG vehicles, respectively. In addition, in 2030, the number of CNG and LNG vehicles is expected to increase to 60 871 and 4023, respectively. It must be highlighted that the values are indicative only and the actual number of vehicles may diverge from the forecasts.


Highlights NPF (date of adoption: May 2018)

Many institutions and organisations are currently conducting research on different types of alternative fuels that can be used in transport. The Ministry of Energy monitors the development of these fuels very closely and is aware of the progress in the research and the technologies linked to, among other things, the use of hydrogen in transport or the production of methanol from CO2. Nevertheless, the activities carried out in this area to date have focused on the most mature technologies.

Research on different technologies is ongoing, and it cannot be ruled out that, if other alternative fuels are developed and certain technological problems are solved, then strategies will be prepared for developing these technologies in the future. At this stage, however, given the requirements laid down in Directive 2014/94/EU and considering that some technologies are not ready to be deployed commercially, this document sets out specific support instruments for the deployment of infrastructure for electricity and natural gas (CNG and LNG) only, as these instruments have already been put in place on the transport fuels market. 

Electricity: The forecast for 2020 is to have 50,000 EVs on the road and 1 million for 2025. It is difficult at the present stage to predict with absolute certainty when the number of electric vehicles will rapidly increase. This increase is forecast to take place between 2021 and 2024, when, in line with the projected trends, electric vehicle technology should have reached a sufficiently advanced state of development. 

In the vast majority of cases, shore-side electricity provided to commercial vessels is used to supply power to the vessels’ electric installations while at berth. In Polish maritime ports, electricity can be provided to vessels, but only at low voltage (400 V/50 Hz) and low power (up to 100 kW). Supplying electricity to sea ferries and cruise ships, which require connections with a power input of 3-20 MW, is a different matter altogether. In view of the specificity of Polish ports, shore-side electricity installations should be developed in the first instance in maritime ports of fundamental importance to the national economy, that is, in Gdańsk, Gdynia, Szczecin and Świnoujście. The best way to proceed would be to create a pilot project in one of these ports.  It is not economically viable to develop an infrastructure for electricity supply for stationary airplanes.

Hydrogen: There is no hydrogen refuelling infrastructure in Poland, and there is no basis for developing hydrogen refuelling points in the near future.

CNG: Compressed natural gas (CNG) may be used in all types of vehicles equipped with appropriate installations. However, as the maximum range of CNG vehicles is 300 km, this fuel is recommended mainly for short- and medium-distance transport, for example for vehicle fleets used by transport companies, public transport companies and providers of the broadly defined public services (refuse collection, etc.). CNG buses (400 stated in NPF)  provide public transport services in 21 cities. The forecast for 2020 is to have 3,000 CNG vehicles on the road and 55,000 for 2025.

LNG: LNG is also used as fuel for urban buses NPF: Wałbrzych was one of the first cities to implement this pilot project, and LNG buses are now also used in Warsaw and Olsztyn. For 2020, 500 LNG vehicles are forecasted, for 2025 around 2,700. Due to insufficient demand, there is currently no need to build fixed LNG bunkering installations in Polish ports. It is enough to use tank trucks or bunker vessels. In order to make such services available, each port should put in place refuelling safety procedures and designate places where such operations may be carried out. While LNG terminals can be used for bunkering vessels, this will be done by means of bunker vessels anyway. It would be too expensive and time-consuming to tow a vessel to a terminal for bunkering.