The Sino-Polish Shipping Company Chipolbrok is celebrating a remarkable anniversary marking 75 years of existence on the global shipping market. Jakub Milszewski from GospodarkaMorska.pl speaks with Janusz Kuźmicki, Director of the Shipping Department at Chipolbrok, about the three-quarters of a century of the company's operations, its role in cooperation between Poland and China, as well as the current situation on the world’s seas and oceans.

JM: 75 years is quite a long time. But you haven’t been here that long, have you?

JK: I hope I don’t look that old, although I have already spent 36 years at the company. I joined in 1990. It was my first job after graduation. I started in the Sales Department, dealing with charters and liner service. For many years, I was the head of that department. For some time now, I have held the position of shipping director, and I must admit, the work and events have been so interesting that I never thought about doing something else.

Indeed, this year marks 75 years of the company. A beautiful anniversary. The company is in very good shape, we are constantly developing, once again investing in new vessels that will improve our position in the shipping market. Everything looks very positive, although recent events around the Persian Gulf have implications in the form of increased fuel costs and restrictions on navigation to that destination.

Let’s talk for now about the last 12 months. Was 2025 a good year for Chipolbrok or not?

The year 2025 was very good for Chipolbrok, and I must say it was yet another year in which the company recorded very strong financial results. We achieved all our objectives. To give a sense of the scale of our operations, last year we completed a total of 115 ocean voyages. Most of these voyages were carried out by our office in Shanghai. This reflects the specifics of the global economy, as what happens in shipping is a direct reflection of the global markets. This, of course, influenced the fact that from Europe to the Far East and India, we completed about 30 voyages last year, while the majority of voyages and vessel employment were handled by our Shanghai office, with exports primarily based on the strong Chinese economy, but also on Southeast Asian markets, from which we recorded very good results.

Our main services last year were maintained. This, of course, includes the Far East – Europe route and Europe – Far East on the return, but also our service from the Far East to North America, mainly to the United States.

We also have a very strong position for the service from the Far East to ports in the Persian Gulf and the Red Sea. We carried out substantial transport here, including completing last year a massive contract to the port of Neom in Saudi Arabia, where, as we know, a futuristic, modern city is being built. Our company transported wind power plants under this contract. We moved approximately 1.5 million tons of freight, which represented roughly 80% of the commercial turnover of the port of Neom at that time, so our position was dominant. Of course, we executed this contract according to plan, to the satisfaction of our partners.

I should also mention the very good results of our company Hongfa Shipping, which now belongs to Chipolbrok. It is a shipping company that serves the Far East – Australia route and back, as well as the Far East – South America route. We also observed strong results here, and everything went according to plan.

Overall, it was a very good year. We were also supported by very reasonable fuel prices last year. Currently, this situation is changing due to events in the Persian Gulf, which affect prices, but overall, 2025 was a good year for the company.

How does the company’s position on the global market look today, considering your shipping operations but also the numerous subsidiaries you have?

I think it should be said that Chipolbrok is a market leader in multipurpose, heavy lift, and project cargo vessels. We participate in the largest contracts and transport to various destinations. What is very good for our company is that it is largely based on the strength of the Chinese economy, but we have also opened to new directions to diversify our services: North America, South America, the Persian Gulf, and others, because we know these are interconnected in the global economy. When clients come to us, they often need transport not only from the Far East but also partially from other destinations, and being a global player, we are able to fulfill these contracts.

Is it this project and oversized cargo market that has been developing the fastest recently, or do you still have room for general cargo or other cargo segments?

The market is already highly specialized. Nowadays, we no longer talk about general cargo ships—they are a thing of the past. Now, everything that can fit in a container is usually transported in containers. We focus mainly on large, oversized, and heavy units, such as wind turbine blades. I must say that the wind power segment is significant for our operations. I would say that today, half of the cargo volume we handle from the Far East consists mainly of wind power components—blades, nacelles, hubs—all exported in large quantities from the Far East.

Then there are, of course, other types of investment projects: machinery, equipment. This is also part of what we do.

There is also a certain share of bulk cargo, about 20%, which, due to the imbalance in project markets, must be loaded on return trips to the Far East. For example, after employing a vessel to North America, we must bring back bulk cargo to make the return to home ports sensible. The same applies to our largest vessels, 60,000 DWT, which operate in the Mediterranean or northern basins. They also need bulk cargo for the return journey.

Why? Because, unfortunately, Europe is losing its role as a significant player and provider of project and investment solutions for industry. This, of course, concerns us. We continue our liner service from Europe. We hold a dominant market position, our ships are fully loaded, but it’s not the same as before, when we could employ up to three liner ships from Europe. Today, our service relies on one liner departure connecting Europe with India and the Far East.

India is also an interesting market, starting to dominate the destinations served from Europe. Everything is changing, and what we do in shipping—planning our vessels’ employment—is closely linked to the global economic situation.

Janusz Kuźmicki, Director of the Shipping Department at Chipolbrok.

Listening to this, it seems that if someone wants to see firsthand the positions of the Far East and Europe in industrial projects, the state of these two economies, all they need to do is look at Chipolbrok’s shipping. You are a kind of barometer for this situation.

Exactly. Let me put it this way: having observed our company for 36 years, I have seen how the Chinese economy has developed, from being dependent on investment imports to becoming an economy with top know-how in technology, contracts, and, interestingly, the quality of what is produced there. They have become a global player that cannot be ignored. No economy can replace what the Chinese economy provides to the world and its weight in the global economy. We are a Polish-Chinese company. The Polish and Chinese governments each hold 50% of the shares. We are proud to participate in these global, large contracts, with our vessels transporting goods from the Far East, mainly from China.

You mentioned this specific ownership structure: 50% of Chipolbrok shares are owned by the Polish government, 50% by the government in Beijing. Few people know that three-quarters of a century ago, when Chipolbrok was established, it was probably the first such project illustrating cooperation between Poland and China. Much has changed since then, including geopolitically. At this point, is your existence also a diplomatic matter? Are you used in diplomacy, serving as a bridge between these two markets not only economically but also politically or culturally?

Absolutely. I think Chipolbrok is a flagship example of successful, very well-functioning cooperation, significant for both countries. Perhaps even more: Chipolbrok is a brand, a quality known much more widely in China than in Poland, because it was truly the first shipping company established in 1951 to serve the Chinese and Polish economies. This is an enterprise that over all these years has developed very well in shipping markets. It is a structure that works very efficiently. The fact that we work together with Chinese colleagues in both Gdynia and Shanghai helps us look at issues from a broader perspective.

Moreover, let’s be honest: being in China and having several companies there working for us, as a well-known firm we often have much better access to cargo than many other shipowners present in China, who do not have the same business connections as Chipolbrok. I’m not saying we are treated preferentially. We must compete in a free market and provide a good product—quality transport at a competitive price. But certainly, being in a joint company often gives us a significant advantage.

I wondered whether this ownership structure affects your functioning in the commercial market. You already spoke a little about China. In Poland, we think of state-owned companies as executing government orders. Yet you operate strictly in the commercial market. Doesn’t the Polish government ever tell you you have to transport a specific cargo? Are you used that way?

Absolutely not, and never have been. In fact, competitors in the shipping market have sometimes assumed we receive subsidies or have guaranteed cargo, which is entirely false. Despite being state-owned, the company operates 100% on the free market as an independent player, securing contracts and executing them to remain engaged. Moreover, we are profitable and pay annual dividends to the Polish Treasury, supporting the economy.

There is absolutely no preferential treatment because we are state-owned. This is good because political decision-makers in both China and Poland see the company’s value, and we have no pressure or attempts to use the company for other purposes beyond its statutory objectives, for which it was established in 1951.

Earlier you mentioned that the ownership structure allows faster decision-making. I don’t believe it. Two governments involved in one project sounds like a nightmare of stamps, signatures, approvals.

No, absolutely not. I’ve been working with Chinese partners for decades. Day-to-day operations are smooth. Both sides share one goal: to adopt the best solutions, choose optimal employment for our vessels. We use our skills and professionalism to achieve this efficiently. Everything functions smoothly. As the Polish saying goes, “two heads are better than one.” Often, discussing with Chinese partners, who see things differently, leads to better decisions. There are no prolonged processes because Chipolbrok must react quickly to the market. If we didn’t, the company wouldn’t have developed as it has.

Recently, there has been much talk about your development projects. There are new ships—some already at sea, others under construction, more on order. What awaits Chipolbrok in the coming years?

As a shipowner primarily based on our own tonnage, we currently have 31 multi-purpose heavy lift vessels with a total tonnage of 1.2 million DWT and heavy cranes. These ships currently meet our service needs. Of course, as in shipping, we also replace older ships with new ones. This is natural when a ship reaches 20–25 years. Even in good condition, we must plan for renewal. Therefore, we are currently implementing a fleet renewal program. This year we will take delivery of three new vessels. One, Kopernik, 62,000 DWT, will soon undergo sea trials and will be the last of our eight vessels of this size. It is one of the largest MPP Heavy Lift ships for project cargo. The other two vessels, 38,000 DWT each, have a new design with a forward superstructure and heavy cranes, allowing larger deck cargo, mainly blades, loaded longer and stacked more efficiently without obstructing bridge visibility.

Next year, we will also receive three new vessels—two 38,000 DWT ships completing a series of four, and the first of a new six-vessel contract from China, 60,800 DWT, also with a forward superstructure

Everything is designed for maximum deck space. For the last six ships mentioned, the deck will be equivalent to about 15 basketball courts. The forward superstructure allows maximum use of deck space.

Green energy and wind farms, especially the long blades we transport worldwide, are a confirmed trend. We have many contracts in this segment. This is the direction we are going.

Is there a risk that this trend will decline, or that Europe or the West will be less interested in Chinese wind energy technology, reducing contracts?

I wouldn’t worry. Many countries already rely on this energy, which is a stable component of the global energy mix. Even China plans carefully, balancing coal, nuclear, and numerous green wind farms. The largest producers and exporters of wind turbines are in China. They export only about 20% of production, yet these are huge quantities. Blades are getting larger, more efficient, environmentally safe, and ultimately low-cost. Many countries, including the Mediterranean and Persian Gulf regions—recall the Neom project on the Red Sea and the Al-Jubail blade transport contract—understand this energy form is necessary. Investment is worthwhile as fossil fuels will eventually be phased out.

Ship Adam Asnyk in Shanghai. Photo: Chipolbrok.

We also have offshore wind energy being developed in Poland. We also have, among other projects, a nuclear plant project requiring large transports. On the other hand, shipyards are developing. Don’t they ask you about potential contracts?

Of course, we would like to support Polish shipyards more, but currently, in terms of price, quality, and delivery time, China is unbeatable. Most shipowners build new vessels in China for this reason. Finding a reasonable alternative is difficult.

We are pleased that the Polish shipyard market is also developing. Remontowa has a strong position, building Polish ferries and other projects. But for now, the three elements—price, quality, delivery time—favor Chinese shipyards for our vessel needs.

The final topic is personnel. We know it’s hard to find qualified staff for the entire maritime industry in Poland, whether shipping companies, shipyards, or others. You have a project that may help.

I admit it’s an interesting initiative developed with colleagues from Polfracht and Pol-Levant. They and colleagues from EuroAfrica in Szczecin also noted the difficulty in recruiting people for shipping work because many don’t realize the opportunities. Compared to labor markets in Antwerp or Hamburg, our market is limited. We proposed to the University of Gdańsk to offer practical classes for maritime trade students. The first session ran from October to January, ending with student presentations. The students were highly engaged in practical aspects of shipping, vessels, charters, contracts, insurance, and seafaring work. About 30 students participated, and we identified potential hires. One student started at Chipolbrok on March 2 and is currently rotating through departments. We agreed with the university to continue the program this year to strengthen awareness of shipping and logistics work among young people and attract future talent.

The newly hired student will immediately witness Chipolbrok’s 75th anniversary. What are your plans for this occasion? And at 75, isn’t Chipolbrok feeling its age?

Chipolbrok, after 75 years, is in excellent shape. With my long perspective at the company, I can say it’s in better condition than in the past. We look to the future optimistically. Of course, there are “black swan” events beyond our control—current conflicts, Persian Gulf, fuel prices—but we have managed such challenges before. This year we plan celebrations in June in Shanghai, where our headquarters are. Officially, the company was established on June 15. We will invite guests and clients there. In Poland, we plan a ceremonial event for clients, business partners, and employees, likely in September.

For our anniversary, we also increased our marketing presence, sharing Chipolbrok’s history on industry platforms, writing about decades and ships. Around 100 ships have passed through the company in that time. We post photos, describe what they did and how they looked.

This shows the evolution from smaller capacity, weaker cranes, shorter holds, to today’s modern vessels with powerful cranes and huge cargo space. It also celebrates our employees, both in Poland and China.