Norwegian Maritime Authority - With an environmental commitment at sea

This entire supplement is an advertisement published by the NMA 

» 

NORWEGIAN MARITIME AUTHORITY 

WITH AN ENVIRONMENTAL 

COMMITMENT AT SEA 

» » » » 

World’s first 

autonomous ship 

soon operational 

Promoting 

Norway’s interests 

in the IMO 

Progress for 

the NIS 

Stricter rules to 

protect world 

heritage


Dear reader 

Many exciting things are happening at the NMA, 

and the commitment to the environment is one 

attracting much attention. So it is not inappropriate 

that this also features in the new strategy 

we recently adopted. 

Our vision is to be the preferred maritime administration, 

but this also incorporates strong 

signals that the environment is to be taken seriously. 

The strategy puts it this way: “Tomorrow’s 

shipping industry will be substantially influenced 

by stricter environmental requirements 

and the big changes happening in digitalisation 

and automation. Among other things, the NMA 

will contribute to following up the government’s 

plan of halving emissions from domestic shipping 

and fishing by 2030.” 

We saw the first indicators this spring, with 

the introduction of stricter environmental rules 

for vessels entering the World Heritage fjords in 

western Norway. More such rules will come. 

During consultations on the new requirements, 

many favoured even stricter curbs. So we 

see a change in society’s expectations on taking 

the environment seriously and protecting it. 

But introducing appropriate new technology 

is also an important part of becoming more environment-friendly. 

Our specialists are working 

here too with a strong and innovative industry, 

whether on new forms of energy or on greater 

or lesser degrees of autonomous and remotely 

controlled operation. 

These are some of the subjects covered in this 

magazine, which we are publishing in connection 

with our participation in Nor-Shipping 2019. 

» Contents 

6 Collaboration with the industry is central 

8 Hands-free steering on the way 

10 Putting a price on plastic 

14 More cleanup, fewer forms 

20 Automated from end to end 

24 Off to foreign parts 

26 Ready for stricter green demands 

30 Digitalising for the future 

34 Registering success 

36 Addressing the issues 

38 Success for boat scrapping scheme 

40 Reducing pollution pressures 

Enjoy 

DAG INGE AARHUS 

Head, department of communication 

and public relations 

Norwegian Maritime Authority (NMA) 

Questions about the content of this 

supplement can be directed to: 

Kari Stautland 

Communications adviser 

E-mail: kast@sdir.no 

Tel: +47 52 74 53 82 

www.sdir.no 

- makes you visible 

Project management and sales: 

Bent Omdal 

Torgeir Dahl 

Linnea Henriksen 

Susannne Henriksen 

Text: Kjell Jørgen Holbye and Georg Mathisen 

Hundskinnveien 96 | NO-1711 Sarpsborg 

www.markedsmedia.no 

Art Director: 

Cover photo: 

Print: 

Pre-press: 

English translation: 

MILJØMERKET 

241 

Trykksak 

599 

Jessica Nyström 

Lars Johan Storækre 

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2


»Torbjørn Røe Isaksen, minister of trade and industry: 

Norway – a leading maritime nation 

To ensure that Norway remains a leading nation at sea, we 

need a competitive maritime industry with the ability to adapt. 

Some of our most innovative 

companies, jobs and centres of 

expertise derive from our settlements 

along the coast and 

are based on utilising the seas. 

The maritime sector is one of 

the country’s largest, with 85 000 employees 

and no less than 20 000 active seafarers. 

Its value creation totalled NOK 135 billion 

in 2017. 

The maritime industry is extremely important 

for Norway, and we will work for it and 

its seafaring personnel to remain competitive. 

Measured by value, the Norwegiancontrolled 

fleet is the world’s fifth largest. 

We have world-leading expertise on and 

technology for environment-friendly solutions 

in shipping. This will be a competitive 

advantage, not least because the EU 

and other major economies are moving to 

reduce emissions. 

Norwegian industry is taking the challenge 

seriously, and has developed a series of 

world firsts – gas-fuelled and battery-powered 

ferries, an electronic fishing boat and 

gas-powered ferry, an emission-free work 

boat for fish farms, and an autonomous 

cargo ship. By 2012, we will have some 70 

battery-powered or hybrid ferries along the 

coast – more than a third of those which 

carry cars. 

International competition in shipbuilding is 

tough, and Norway is one of the few highcost 

countries still involved. The government 

is helping to make Norwegian yards 

and equipment suppliers more competitive. 

Since 2017, our Guarantee Institute for Export 

Credits (Giek) has been able to provide 

loan guarantees for export-related investment 

in Norway, such as production facilities, 

machinery and equipment. 

In 2018, a new three-year financing scheme 

for ships was established by Giek and Export 

Credit Norway. Loans and guarantees 

can now be secured to buy vessels in 

Norway for domestic use, such as fishing 

boats, ferries, well boats, high-speed fer- 

ries and coastal cargo ships. 

The government is in the process of presenting 

its updated ocean strategy, which 

identifies three areas of steadily growing 

significance for its commitment in this area 

– expertise and digitalisation, regional and 

local value creation, and climate and green 

shipping. 

Where the last of these is concerned, our 

ambition is to halve emissions from domestic 

shipping and fishing by 2030, including 

encouraging low- and zero-emission solutions 

in all vessel categories. 

We will continue to encourage further 

green growth and competitiveness in Norway’s 

maritime industry, and to facilitate 

increased exports of low- and zero-emission 

technology in this sector. I look forward to 

highly interesting and inspiring days during 

our most important maritime meeting 

place – Nor-Shipping 2019. 

“ We have world-leading 

expertise on and technology 

for environment-friendly 

solutions in shipping. 

COLOR HYBRID 

The world’s largest plug-in hybrid ship 

Sailing between Sandefjord and Strømstad from July 2019 

The ship is built at Ulstein Yard. More than 70% of the suppliers are companies from the maritime cluster in Norway. An impact 

evaluation from Menon Economics, estimates the total employment effect to 950 man-years, whereas the total value creation adds 

up to NOK 840 million. In addition, there is an increase in knowledge spillovers and innovation for everyone involved in the project, 

which strengthen the competitiveness of the maritime cluster and the green shift. 

READ MORE: colorline.no/colorhybrid 

3


A small country, but 

a superpower at sea 

Norway is one of the world’s leading 

shipping nations, and there is room for 

several new heroes out at sea. Never before 

have so many applied for maritime studies 

as at present. Would you like to be a part of 

the adventure? 

A small country, but Norway is a superpower at sea. By choosing 

a maritime education, you literally get a sea of exciting and 

varied career opportunities. 

Offers a future-oriented career path 

We will continue to be one of the world’s top shipping nations 

and develop our maritime expertise in a digital future. The quality 

of our maritime education will be much better. It will offer a 

future-oriented and exciting career path. It will be lifted up to 

world-class level, and we are doing this, among other initiatives, 

through MARKOM2020. The University of South-Eastern 

Norway, NTNU, UiT The Arctic University of Norway and the 

Western Norway University of Applied Sciences are working 

together to raise the maritime education offered in technical 

colleges up to a higher level. We are now seeing returns on our 

efforts. Never before have so many applied for maritime education, 

according to figures from the Norwegian Universities 

and Colleges Admission Service. Maritime studies have had the 

largest increase in applicants for two years in a row. 

“We see through this year’s applicant numbers that 

MARKOM2020 has contributed to raising the quality of maritime 

education significantly. We have managed to achieve a change 

in quality, and this has been noticed in the industry. We take the 

development in MARKOM2020 as a sign that we have made progress,” 

says Project Manager Jørn Kragh. 

Need the best candidates 

A more digitised industry needs the best candidates for future 

maritime operations and maritime research. New master’s 

programmes within maritime professional studies are already 

in place, as well as the PhD programme in nautical operations, 

which is a so-called joint degree. Establishing a customised 

transition scheme from a maritime technical college to a 

bachelor’s degree is also an important part of the work. In the 

autumn of 2019, a new maritime bachelor programme for applicants 

with two years at a maritime technical college is starting 

up. The bachelor’s degree in Maritime Management will make 

it much easier for you educated at a maritime technical college 

to move on to a bachelor’s degree and gain the skills and 

knowledge that is in demand in the shipping industry. 

• MARKOM2020 is a development project for maritime 

competence with a political goal of raising Norwegian seafarer 

competence. 

• Established by the Ministry of Education and Research in 

collaboration with the Ministry of Trade and Industry in 2011. 

• The goal is to raise education from technical colleges to a 

higher and more specialised level. 

• Four higher education institutions have merged their maritime 

academic communities to develop curriculum that will provide 

seafarers with the specialised skills and knowledge that are in 

demand. 

• Our vision is that Norway is to be among the best in the world 

within maritime professional studies. 

• The institutions collaborating on this initiative are the University 

of South-Eastern Norway, NTNU, UiT The Arctic 

4

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» 

International Maritime Organisation (IMO): 

Collaboration with 

the industry is central 

SWANSONG Sveinung Oftedal chaired the PPR for the last time. 

ALL PHOTOS: NMA 

The Norwegian government includes industry representatives in its delegations 

to IMO meetings. “A good dialogue with the authorities is crucial for our 

business,” says Håkon Bjørn Thoresen at Wärtsilä, which offers environmental 

and safety technology based on IMO requirements. 

TEXT Marit Nilsen, communication adviser 

A 

light-blue sea stretches 

through the big room as the 

folding doors are opened. 

Dark-blue swivel chairs are 

securely anchored behind 

wood-clad desks which immediately 

create associations with old maritime 

traditions. 

This room is where legislation and regulations 

are developed, with attention concentrated 

on international rules for safe, secure 

and effective transport on clean seas. 

It serves as the meeting place for the 174 

voting member states. 

“Good morning and welcome,” says Lars 

Christian Espenes, who is heading this Norwegian 

delegation. 

With a view over the Thames and busy 

London traffic, the team is holding a brief 

morning meeting on the IMO building’s 

first floor – government and industry side 

by side. All correctly dressed in suits, although 

with variations on the theme of 

navy blue, black and grey. 

The delegates clearly have respect for the 

setting. Countless glass cases containing 

ship models from international companies 

the world over adorn the building. A gold 

plaque in the entrance lobby reveals that 

Queen Elisabeth II herself officially opened 

it on 17 May 1983, and paid a repeat visit 

just a year ago for the UN organisation’s 

70th anniversary. 

Brief 

Espenes quickly reviews the week’s first 

brief, with only 15 minutes to go before the 

plenary meeting starts. He is well aware 

that the first working group of the day gets 

going soon after the sub-committee on pollution, 

prevention and response (PPR) begins 

its sixth session. 

“We have good people with us, both internal 

and external,” he explains. “As delegation 

head, I must maintain a complete 

overview of the plenary sessions, while 

my colleagues attend the various working 

groups. 

“Since the latter can often sit late into the 

evenings, we use the morning meetings to 

update each other on progress and what’s 

happened.” 

Issues are considered and decided in the 

plenary sessions. The Norwegian delegation 

participates actively in these to promote the 

country’s views on maritime policy and legislation. 

Norway’s goal is to be a pioneer for safe 

and environment-friendly shipping, and the 

NMA plays an important role in driving the 

development of new international regulations. 

In recent years alone, the country has 

helped to influence important IMO issues 

such as the Polar and IGF codes and guidelines 

for anchorhandling vessels. 

Espenes is responsible for planning, execution, 

follow-up and reporting of activities 

related to PPR 6 and for reporting back 

to the NMA when the week-long sessions 

are over. He describes the work processes 

as orderly and predictable, and says those 

involved are always well prepared. 

“You must be well-informed about the 

issues and the technical matters discussed 

as well as familiar with routines, procedures 

and the way the IMO works,” he says. 

“That’s more like a process – you have to 

know what’s possible if things don’t go entirely 

as we’d imagined.” 

Chaired 

The PPR is being chaired for the last time 

by Sveinung Oftedal, specialist director of 

the department for marine management 

and pollution control at Norway’s Ministry 

of Climate and the Environment. 

On paper, he is part of the Norwegian 

delegation. As chair, however, he acts as a 

neutral third party. He has been in the IMO 

system for 25 years, and remembers his first 

meeting there well. 

“It was pretty overwhelming – big, elegant 

and grand. But what I actually remember 

best was that I saw scarcely a 

single women among the several hundred 

6


“ He’s modernised the 

NMA in a way nobody 

has managed before. 

besuited, grey-haired males. Ironically, I’ve 

now become one of those myself.” 

Although the great majority of those 

attending IMO are still men, a growing 

number of females have been making their 

mark. The time is past when you could see 

flickering glances among the men, slightly 

put out at hearing a woman’s voice. 

“The IMO has modernised itself, and so 

has the NMA,” says Oftedal. “It does a great 

job here, and is particularly good at building 

team spirit among the Norwegians.” 

He believes the biggest change came 

with Olav Akselsen, the present director 

general. “He’s modernised the NMA in a 

way nobody has managed before. We can 

be proud of this agency.” 

Information 

In formal terms, the only Norwegian delegates 

entitled to speak at the IMO are those 

appointed by Akselsen. To ensure the best 

possible information before, during and after 

the meetings, however, representatives 

for the industry also attend. 

“Being invited to meetings and having a 

good dialogue with the authorities is crucial 

for us,” says Thoresen, a technical specialist 

handling regulatory issues at Wärtsilä 

Moss in Norway. 

He finds it extremely useful to follow the 

issues being discussed and decided in the 

IMO, and feels reassured by knowing the 

Norwegian position at any given time. 

“Norway occupies a key place at the IMO, 

not only because Oftedal has been a chair 

for years but also because our delegation 

is an active driver for regulatory development, 

takes the lead in committees – partly 

through the NMA’s Turid Stemre – and generally 

serves as a central player.” 

Thoresen has followed work in the IMO 

since 2006, first through DNV GL and subsequently 

with Wärtsilä. During PPR 6, 

he participated in one of the big working 

groups together with senior NMA adviser 

Vidar A T Thorsen. 

The issue which attracted the greatest 

attention was implementation of the new 

sulphur standards due to come into effect 

next year. 

Working groups function in the same 

way as the plenary sessions, but without 

simultaneous translation. A more relaxed 

tone is quickly evident, and more representatives 

ask to speak than in the plenary 

meetings. 

“It’s more the exception than the rule 

that we finish at the specified time,” Thorsen 

emphasises. 

To outsiders, it could seem like nit-picking 

when almost 100 people seek to reach 

agreement on the sentence structure in a 

legislative proposal. 

And when you hear them discussing 

whether to use “in-use” or “on-board” in 

the proposed sentence, you might wonder 

how detailed such work needs be. But language 

has much to say for those following 

up the regulations. 

The Norwegian proposal for new legislation 

involves banning not only using fuel 

with more than 0.5 per cent sulphur, but 

also carrying it in fuel tanks on board to 

make enforcement easier. 

“It’s important to be able to take samples 

of fuel in use as well as in store on board,” 

Thorsen explains. 

Coordination 

A national coordination meeting is held 

ahead of all sessions. The NMA produces a 

proposed Norwegian position and, if disagreement 

arises, those involved must discuss 

what the stance should be. 

“The Norwegian Shipowners Association, 

for example, has a different view from 

the equipment suppliers,” Thorsen observes. 

“But it must be said that we’re seldom 

completely at odds.” 

Eirik Nyhus from DNV GL is also present 

in London, supporting the delegation with 

technical expertise on the issues under discussion. 

He acclaims the collaboration, and points 

out that a good dialogue has always existed 

between government and industry. But 

agreement is not always reached on Norway’s 

position. 

“We know that the NMA operates in a 

political reality determined by the government 

and the Storting [parliament],” says 

Nyhus. 

“Our collaboration with the NMA is good 

and open, but we’ll naturally end up occasionally 

with positions and decisions which 

are not quite what we’d have preferred. 

“When we’re part of the Norwegian delegation 

to the IMO, however, we naturally 

operate in accordance with the brief we’ve 

agreed and give loyal backing to the government.” 

IMO facts: 

• Established in 1948 to take care 

of safety at sea and prevent pollution 

of the marine environment 

• Has 174 member states and a 

number of specialist committees 

and sub-committees which 

develop international legislation 

!and regulations. 

ANDREA SKARSTEIN checks quickly with Vidar A T Thorsen before running 

to a working-group meeting. 

DELEGATION HEAD Lars Christian Espenes with Eirik Nyhus from DNV 

GL in one of the working groups. 

LARS CHRISTIAN ESPENES has a pleasant chat with the German 

delegation. 

DELEGATION ASSEMBLED (from left): Andrea Skarstein (NMA), Eirik 

Nyhus (DNV GL), Helge Østby (Jets), Lars Christian Espenes (NMA), Sveinung 

Oftedal (climate and environment ministry), Håkon Bjørn Thoresen 

(Wärtsilä), Roar Aamodt (Equinor), Kristian Johnsen (DNV GL), Ole Kristian 

Bjerkemo (NCA) and Vidar A T Thorsen (NMA). Bjørn Reppe (NMA) and 

Tore Hansen (TeamTec) were not present when this picture was taken. 

7


WHILE MF Folgefonn normally operates a scheduled ferry service for Norled, it is loaned at times to Wärtsilä for 

testing and developing new equipment. Photo: Wärtsilä 

POTENTIAL CUSTOMERS from Denmark and the USA visited the Sunnhordland 

district south of Bergen recently to see MF Folgefonn cross the fjord autonomously. 

Photo: Wärtsilä 

» 

Autonomous navigation 

across the fjord 

The master rises from his chair as MF Folgefonn docks seamlessly at 

the ferry quay in Hodnanes. After a short wait, it sets off again and 

crosses the fjord to dock at Jektevik – without any human intervention. 

TEXT Kari Stautland, editor, Navigare, NMA 

You’re now experiencing something 

unique – an automated 

ferry crossing,” says Jane 

Jünger, communications vice 

president at Wärtsilä. 

She casts her eye over the 

potential customers invited on this test 

run with Folgefonn. Despite air travel disruption 

caused by a strike, a big group of 

Americans have made the trip as well as 

representatives from Denmark’s ferry sector. 

The NMA, which is responsible for approving 

possible use of the system, was 

also present at this trial in western Norway 

during May. 

Autopilot 

Wärtsilä has spent two years developing 

software and technology to handle both 

berthing and crossing on autopilot for this 

ferry, which has been made available by 

operator Norled. 

With the new system, the vessel’s master 

sets off for the next destination by simply 

selecting “sail” on the control panel and 

the autonomous system takes over. 

The route is already plotted into the system, 

which has been developed by software 

engineer Jann-Timothy Mayer at Wärtsilä’s 

San Diego office in California. 

Waypoints 

Navigation utilises tracks and waypoints 

leading to the next port of call. Derived 

from existing dynamic positioning solutions, 

the system uses these markers to determine 

course, speed and position. 

“GPS forms the basis, but should problems 

develop with that system we’ve also installed 

lasers both on board and on the quay 

at Jektevik as backup,” explains Mayer. 

The technology is still unable to read the 

traffic picture and steer around obstacles, 

so the master observes the journey carefully 

from his place on the bridge. He can 

switch to manual steering at any time. 

Test 

Although Folgefonn is normally employed 

on the Jektevik-Nordhuglo-Hodnanes 

route, the new system remains confined to 

test runs – for the moment. 

“We usually operate in the traditional 

way,” says first mate Bjørn Hystad. “The 

autopilot can’t be used with passengers yet. 

And we’re not allowed to turn it on without 

Jann-Timothy present anyway.” 

The system needs NMA approval before 

it can be utilised for regular operation of 

the ferry. But senior surveyor Nils Haktor 

Bua – who has attended several of the 

Folgefonn trials – believes it will probably 

get the green light. 

“We regard this as supplementary equipment 

on the bridge to assist the captain,” he 

says. “It doesn’t replace the crew or existing 

solutions, but helps to increase safety.” 

Attention 

The project has attracted much attention 

both in Norway and abroad. Technical vice 

president Ingve Sørfonn at Wärtsilä reports 

visits by interested parties from both 

America and Asia. 

“In principle, it’s simple to install in other 

vessels as long as there’s enough propeller 

power,” he says. “This type of technology 

optimises the crossing and thereby 

makes it more cost-effective.” 

Facts: 

• Folgefonn is 85 metres long and 

owned by Norwegian ferry operator 

Norled. 

• The ferry was also utilised for 

the first tests with Wärtsilä’s autodocking 

system in early 2018. 

• Folgefonn is equipped with 

electric hybrid propulsion based 

!on wireless charging. 

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The FuelMACS fuel optimization software monitors performance using vessel-specific key 

performance indicators (KPIs) and enables shipowners to identify potential measures to 

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System features: 

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» Hull performance management 

» KPI dashboards and system overviews 

» Cloud based data transfer and storage 

» Shore based analysis of vessel or fleet 

» Trends and comparison between vessels 

» Reporting in compliance with international regulations 

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Visit our stand C02-14d at Nor-Shipping 2019 

8


Port of Oslo – gateway to Norway 

An 85 per cent cut in greenhouse gas (GHG) emissions by 2030 is the goal for Oslo’s port. Landgenerated 

electricity, battery-powered ferries and environmental discounts are among moves 

aimed at improving the climate and Oslo’s air. In the long term, it intends to be emission-free. 

Oslo is Norway’s largest port for freight and 

passengers. Half the country’s population can 

be reached from here within three hours. 

Sea way is the green way 

Shifting freight from road to sea is an important 

climate measure. Maritime transport 

more than halves GHG emissions and eliminates 

queues from overfilled highways. A 

modern, environment-friendly and efficient 

port is therefore important for the green shift. 

One container carrier to Oslo takes 400 lorries 

off the roads. 

Towards a zero-emission port city 

As an environmental capital in 2019, Oslo has 

taken the lead on the green transition. 

• The Port of Oslo plays an important role in 

reaching the city’s climate goals 

• It will be a pioneer for emission-free solutions 

In 2003, it introduced the world’s first silent, 

power-generating electric cranes 

• Ferries to Denmark and Germany have been 

provided with land-generated electricity 

• The Port of Oslo is developing and adopting 

intelligent green technology 

• It gives environmental discounts and financial 

support for pollution-reducing measures 

by port players for speeding up the 

green shift 

• It wants to attract the best customers who 

invest in tomorrow’s zero-emission technology 

• The whole port and the whole city have an 

important job – to work for a greener future 

Scandinavian Institute of Maritime Law: 

Monitoring the shipping industry closely 

The Scandinavian Institute of Maritime Law (NIFS) at the 

University of Oslo plays a key role in maintaining Nordic 

traditions in this field, and is one of three educational 

bodies offering an international master′s degree in the 

subject. It keeps a close eye on developments in the 

world of shipping. 

“Maritime law concentrates on all the legal areas dealing 

with ships and shipping,” explains professor Trond 

Solvang. He heads the department for maritime law at the 

NIFS, which also embraces a department for petroleum 

and energy law and the centre for European law. 

“With the rapid pace of technological development in 

shipping, maritime law is a future-oriented subject where 

growing ship automation, robotisation and autonomous 

operation could have great transfer value to other areas 

of the law,” Solvang emphasises. 

“Keeping abreast in this subject is extremely important, 

and the institute’s activities and research areas cover 

fields of immense social value. These include international, 

EU, public and private legal rules related to shipping.” 

The NIFS offers optional courses to students in the Norwegian 

master′s programme for legal subjects. Its also 

one of three educational institutions worldwide to offer an 

English-language master′s programme in maritime law. 

Read more about the NIFS, its courses and its research 

work at https://www.jus.uio.no/nifs/english/ 

9

Garbage» 

Putting a price 

on plastic 

The Circular Cleanup 

project has listed 

14 concepts for the 

value chain. 

• “Prediction and forecasts”. Collecting data 

on pollution to provide better opportunities 

for setting priorities, planning and 

coordinating cleanup. 

• Knowledge sharing. Sharing experience and 

inspiration in order to work faster and learn 

more. Scientists and innovators will use 

the platform to establish new projects and 

secure financing. 

• Gamers as drone pilots. A new kind of 

crowdsourcing, where gamers can navigate 

a fleet of ocean drones to find and map 

marine pollution. 

• Coast coordination. A platform which adopts 

a marketplace approach in encouraging 

volunteers and others to collaborate better 

in cleaning up the coast. 

• Secrets of the sea. A service which embraces 

an educational programme before a 

cleanup campaign, gamification to capture 

more information, and data sharing after the 

campaign. 

• Best practice on waste in ports. Guidelines 

on developing waste-handling systems for 

ports to create an attractive alternative for 

shipping and prevent wastage at sea. 

• Capture web. A service which ensures that 

discarded plastic is captured before it ends 

up in ocean currents or sinks to the bottom. 

Based on discharge analyses. 

• Plastic chain. An offer of a local solution 

which provides a value chain covering 

collection, reception, logistics, sorting and 

further processing. 

• Floating recycling centre. A digital selfpropelled 

system which can easily 

be moved to where pleasure-boaters 

congregate, and signals when it needs 

emptying or maintenance. 

• Circular design standard. A guideline for 

designers and managers to ensure they 

choose materials and connectors suitable 

for recycling or reuse. 

• Bay to bay. Reception centres along the 

coast to accept and sort marine pollution 

from both voluntary and professional 

collectors, designed as visitor and 

educational centres. 

The key to cleaning up sea and shore is a value 

chain, says sustainability specialist Simen Knudsen. 

“Most of the players are in place, but we must 

have systems which let them talk together.” 

• Take-everything automat. Automated 

deposit return machine for a range of 

products, which brings high-quality plastic 

into a closed cycle far more times than when 

collected in household waste. 

• Plastic CSR. Corporate social responsibility 

guidelines for boards and managements to 

reduce plastic consumption, compensate 

for their plastic footprint and accept 

commitments which will provide a 

competitive advantage. 

• From fine to fish. Recycling and control 

schemes which prevent pollution by the 

fishing industry, directed at lost fishing gear. 

10


THE NORWEGIAN Coastal Administration is already in action and keen to play a clearer role in 

cleaning up the coast. Photo: Sveinung Nedregotten, NCA. 

NO VALUE CHAIN currently exists for cleaning up the seas, but virtually all the players are in 

place. Norway can offer this value chain to other parts of the world, believes sustainability 

director Simen Knudsen at Æra Strategic Innovation. Illustration: Shutterstock 

Knudsen has headed work on the 

Circular Cleanup project, where 

the Norwegian Shipowners’ Association 

(NSA) has involved a 

number of partners in seeing 

how marine pollution can be 

overcome. 

“Those of us who make a living on or under 

the sea have a special responsibility to 

ensure that our activities are sustainable,” 

maintains CEO Harald Solberg at the NSA. 

“Eight million more tonnes of plastic end 

up in the sea every single year. That’s dramatic, 

and demands action. We believe in 

bringing people together across traditional 

dividing lines. 

“The Circular Cleanup collaboration is 

unique in terms of the breadth of the value 

chain, the strong professionalism, and the 

shared ambition to overcome the challenge 

of plastic pollution.” 

He believes the players have come up 

with a number of innovative concepts for 

more effective cleansing. 

Helped 

“The starting point for the project has been 

to produce a number of new solutions for 

tackling marine pollution in a different 

way,” says Knudsen, who works for Æra 

Strategic Innovation. 

“This work must be done more efficiently, 

profitably and circularly. So we’ve 

brought together a group of players to help 

find answers.” 

A key question is whether a circular solution, 

with the plastic recovered and recycled, 

will even be possible. Can it be made 

profitable. Æra and the NSA believe the 

answer is yes. 

“We construct solutions for business 

development,” Knudsen explains. “These 

aren’t awareness campaigns, but specific 

projects which can be realised.” 

Responsibility 

The cleanup job falls into three parts – 

towns, coast and global, Knudsen says. Responsibility 

in urban areas rests with the 

local authorities, who must collect plastic 

waste continuously to prevent it ending up 

in nature. 

“They then have to start commissioning 

solutions. So what must these look like to 

ensure constant clearance, and how can local 

councils encourage a market for cleanup 

technology?” 

Along the coast, the key requirement is to 

professionalise refuse recovery. Volunteers 

are responsible for most of this work today, 

and proceeding cautiously is important to 

avoid offending those doing a good job. 

Global 

Internationally, Knudsen points to the business 

sector’s global role in getting their 

plastic under control, into sealed systems 

and into a closed value chain. 

“Norway can offer a value chain for tackling 

marine pollution to other parts of the 

world, and show how it could function,” he 

believes. 

“Such a chain doesn’t really exist today. 

But we defined it, and saw that virtually all 

the players required are in place. What’s 

needed a system which gets them to talk together 

and see themselves as a value chain.” 

This is clearer in the towns, he points 

out. “Refuse disposal solutions exist there 

which send waste for recycling. What’s 

lacking is more autonomous cleanup technology 

and monitoring of what ends up in 

landfill.” 

Profitable 

Asked whether anyone will be willing to 

pay for such work, Knudsen admits that 

this is the crux. “How can we make this 

profitable? Norway must have a budget and 

allocate money. 

“We can see the contours of how this 

will look. It’ll differ between the three arenas. 

The global will have a commercial perspective 

– a business model which makes it 

profitable to clean the seas. 

“ We construct 

solutions for business 

development. 

“On the coast, we have more need for 

state direction to ensure coordination of 

the value chain. In towns, the question is 

what role the councils will play. They may 

have to take a lead here.” 

Initiatives 

He sees that many initiative have been 

launched, but says the challenge is to scale 

up the good solutions. It transpires that 

those who try to act isolate themselves 

from the value chain. 

“Our message is that you must understand 

the need to join forces with the 

whole chain – that one player can’t sit on 

their own and think they can overcome the 

whole problem.” 

Realised 

His concern now is to see the Circular 

Cleanup report lead to action. “We create 

these concepts because we want them to be 

realised, but that’ll happen at very different 

speeds.” 

“Our hope is that the very good concepts 

developed are implemented,” agrees Solberg. 

“We’re active in one of these – the 

Global Chain – and hope a pilot can be 

initiated during the autumn in cooperation 

with the other players involved.” 

Examples 

One project is being pursued globally. Two 

other examples are local authorities and the 

Norwegian Coastal Administration seeking 

clearer roles in urban waste collection and 

shoreline cleanup respectively. 

“In these cases alone, our portfolio provides 

projects they’re building on,” says 

Knudsen. “Nevertheless, we often produce 

things which extend far beyond their 

normal activities. It’ll then be a marathon 

where they need to be patient and watch 

how they go.” 

Involved 

“It’s important to be involved in projects 

like this which concern the environment,” 

says senior surveyor Egil Bjørnevik at the 

NMA – one of the many who have collaborated 

over Circular Cleanup. 

He explains how such participation can 

yield useful lessons: “Plastic pollution of 

the seas is a major global problem. Taking 

part in the project has given me an insight 

into what others are working on, provided 

statistics, and increased my awareness that 

the problem is as large as it is.” 

11


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13

» More cleanup, 

fewer forms 

Trawlerman Tore Østeig is engaged in waste 

collection, but considers the necessary 

paperwork a burden. He would prefer less 

bureaucracy for the smallest fishing vessels. 

14


EINAR SIMONSEN cleans up after the annual spawning cod season. 

TORE ØSTEIG is alone in the wheelhouse to and from the fishing grounds and otherwise 

works on the deck. He finds it difficult to devote time to the paperwork. 

I 

almost 

need a secretary on board to get 

through it all,” sighs the skipper of Polaris 

from Stamsund in northern Norway. 

He is keen to cut rubbish, but finds formfilling 

hard work. 

Time 

“Those with 20 crew and two people constantly 

in the wheelhouse have time to 

devote to the red tape,” Østeig says. “On 

smaller boats like ours, the skipper has to 

do it all.” 

He would have preferred inspectors who 

came on board and checked that everything 

was in order, so that he could forget 

all the paperwork. 

“We’re only in the wheelhouse out to the 

fishing grounds and back,” he points out. 

“Otherwise we work on deck throughout 

the day.” 

Simple 

Looking after the waste is simple on Polaris, 

Østeig points out. “It’s mostly household 

refuse we generate in the galley every day. 

There are only two of us, and we don’t live 

on board, so this isn’t much more than coffee 

bags. 

“Otherwise, we have to deal with marine 

waste – what comes out of the sea. We fishermen 

have stood on deck for five, 10 or 20 

years. I’ve soon been here for 30. Before, we 

might find a plastic bag, a tin can or a metre 

of cable and simply toss it back again.” 

Solution 

Østeig now collects such objects, and is 

hoping to see a better solution for disposing 

of it. He weighed everything last year, just 

for fun, and arrived at 25 kilograms of lines, 

bits of net, tights, drink cans and other rubbish. 

Having made a note of places where his 

trawl gets stuck, he is now thinking of applying 

for funds to map such locations. 

He would like to see a simpler scheme for 

handing in marine waste. Open containers 

are difficult – they usually get filled up by 

everybody other than the fishermen. 

But he feels a dedicated container – with 

a key at the fishing station, for example – 

could be a good solution. And what fish- 

“ Otherwise, we have to 

deal with marine waste – 

what comes out of the sea. 

ermen bring ashore should not cost them 

anything. 

Stickers 

Providing information is also important, 

Østeig says, and points to the row of stickers 

from service companies, receiving facilities 

and insurance companies. 

“We ought to produce small emblems 

and hand these out to the fishing boats in 

the same way. I’d estimate that we’ve had 

70-90 of them in Stamsund this winter. 

“Their home ports are all along the coast, 

from Finnmark to Lindesnes. If a batch of 

stickers was produced for the fish buyers to 

hand out, everyone would know where to 

deliver refuse.” 

Perhaps prizes could also be offered as 

an incentive, Østeig suggests. He proposes 

a lottery of the kind used in Norway for 

milk cartons, with those delivering entered 

in a draw to win a hotel weekend. 

» 

Tougher checks for safer fishing 

Senior adviser Kjetil B Sørensen at the NMA understands that fishermen feel 

regulation has increased, and thinks maintaining an overview of everything is 

the biggest problem. But refusing to compromise on safety is important. 

Fishing has become much more 

regulated than before,” Sørensen 

agrees. “The actual rules 

haven’t changed that much. But 

while compliance used to be 

left to the fishermen, with no 

checks, documentation requirements are 

now stricter.” 

Safety 

He emphasises that this is first and foremost 

about safety. Green standards have 

not become as formalised yet, but tougher 

environmental rules are also on the way for 

fishing boats less than 15 metres long. 

“Everyone’s required to have a safety system,” 

Sørensen notes. “The rules are a little 

more lenient if you have a small vessel, but 

systems must be in place to handle all the 

risks. 

“You have to both identify and manage 

the risks associated with operating your little 

fishing boat. Moreover, the safety system 

must be continuously developed.” 

Paperwork 

“This means that, while fishermen once 

had little paperwork to do, some will undoubtedly 

claim that they have a great deal 

now. And we aren’t alone in demanding it. 

“After all, the Directorate of Fisheries and 

the Norwegian Food Safety Authority also 

require them to document their operations.” 

Sørensen believes that everyone understands 

society has moved in a direction 

which calls for more documentation than 

before. 

“Checks are conducted to verify that a 

vessel meets the minimum standards required. 

I believe that’s generally accepted, 

although there’s always somebody who 

thinks it’s unnecessary and that they had 

safety under full control before.” 

Extensive 

He admits that the requirements are very 

extensive, and that this is perhaps the biggest 

challenge. “Maintaining an overview 

of everything is difficult. 

“Radio, rescue gear, general safety, stability 

– many factors have to be borne in mind. 

We see, for instance, a growing number of 

vessels which fail to meet the deadline for 

radio inspection. 

“This regime involves a variety of dates. 

You must remember to have the radio 

checked by one deadline and the boat inspected 

by another. 

“I believe the challenge is undoubtedly 

the overall picture and maintaining a full 

overview of requirements. The NMA has 

now tried to simplify the regulations and 

bring them together.” 

15


Samskip – a multim 

logistics partner 

This ship is Samskip Endurance. Photo: Ed Van Den Hoek 

Multimodal door-to-door solutions 

are offered in Europe 

– tailored combinations of 

sea, road and rail transport 

ensuring the best cargo carriage in terms 

of safety, sustainability and economics. 

“Our own fleet of ships, barges, rail 

waggons and lorries forms the basis for 

our transport offering in Europe,” explains 

Are Gråthen, CEO for Samskip in 

Norway. 

“With attention concentrated on the actual 

container, we adopt the appropriate 

means of transport for each case. While 

an urgent consignment may be sent by 

lorry, ships and trains are good options 

if delivery speed is less important. Fortunately, 

speed isn’t always essential.” 

He explains that the company always 

seeks the best transport option to meet 

customer requirements. “Our concept is 

to build our services on our own infrastructure, 

tailored as required. That’s our 

main competitive advantage, and gives 

us the freedom to offer optimal solutions 

to customers.” 

Samskip can undertake the transport of 

all types of freight as long as it fits in or 

on a standardised load bearer, Gråthen 

explains. 

“We offer many types of containers, 

and naturally always tailor the load bearer 

to the commodity. Our model is to get the 

goods into standardised units which can 

be transported seamlessly over the modalities 

as a complete and environmentfriendly 

alternative to pure road haulage. 

“Our goal is to get as much freight as 

possible from roads to rail and sea. With 

increasing pressure on highway capacity 

and stiffer European restrictions on 

lorry transport in coming years, we’re 

convinced this model will become ever 

stronger – both economically and in sustainability 

terms.” 

Core 

Ever since Samskip started in Iceland, 

refrigerated and freezer transport of seafood 

has been one of its core businesses. 

It can provide unbroken chains for such 

consignments worldwide. 

“We freight dried and salted cod (klippfisk) 

to Portugal and Brazil, fish heads to 

Nigeria and mackerel to Europe, China 

and Japan,” reports Gråthen. 

“Our solutions ensure unbroken chains 

from loading palleted fish out of cold 

store, via new stores and containers, to 

discharging at the destination. 

“These chains include everything 

from storage removal to refrigerated and 

freezer containers and ships. We also 

naturally ensure that all requirements for 

cooling and documentation are met.” 

Such shipments are carried by the 

company’s own tonnage in Europe and 

through collaboration with shipping 

companies sailing on intercontinental 

routes, with vertical integration to deliver 

services outside Europe. 

Access to a broad ranger of vessels 

means Samskip can handle all types of 

cargo and can also take responsibility for 

storage and loading in containers. 

“We also work here as far as possible 

with unit loads,” says Gråthen. “That’s 

what we’re best at.” 

He and Samskip have ambitions to 

make even greater use of containers 

along the north Norwegian coast in place 

of traditional palletised and general cargoes. 

The company acquired Nor Lines in 

2017 as part of efforts to develop coastal 

transport in Norway. 

“We think the future in Norwegian 

coastal shipping further north also lies 

with container carriers,” says Gråthen. 

“Through a close collaboration with 

Kystruten, reefers and our own network 

of offices and agents along the coast, we 

offer combined solutions with general 

16


odal 

Samskip ranks as a leading international 

container carrier, though with its focus 

on the European continent. It has 

offices there as well as in Asia, America 

and Australia. The environment and 

sustainability occupy a key place at this 

traditional transport company. 

cargo which promote containerised freight 

as far north as Kirkenes.” 

Commitment 

A current newbuilding programme opens 

opportunities for a further commitment to 

environment-friendly transport. Samskip 

already operates two multipurpose ships 

running on liquefied natural gas (LNG) 

along the Norwegian coast, but its ambition 

is to take the step to hydrogen and battery 

power. 

“When we build a ship, it’s with a minimum 

perspective of 20-25 years,” observes 

Gråthen. “Our goal is completely emissionfree 

propulsion, and a combination of hydrogen 

and batteries represents in our view 

the only adequate alternative today.” 

As part of its environmental commitment, 

Samskip has joined forces with 

Massterly, jointly owned by the Kongsberg 

group and Wilhelmsen, as well as Hyon, 

Kalmar and consultancy Flowchange to establish 

Sea Shuttle. 

This project has secured support from 

energy development company Enova and 

Innovation Norway to develop infrastructure 

around and for emission-free container 

carriers with autonomous container handling 

between Norway and abroad. 

“It’s an incredibly interesting venture 

which is now in the start-up phase,” says 

Gråthen. “The goal is to present a business 

case which makes this a competitive alternative 

to both road transport and today’s 

fossil-fuel-driven ships. 

“It’s only a question of time before ports 

and sea areas will demand emission-free 

vessel calls. Those who meet these requirements 

will win the race – and that’s what 

we aim to do.” 

17


No day is like another for the apprentices. They must expect to spend long periods away from friends and family, but get as much time off as they spend at sea. Photo: Bjarne Hovland. 

A vocational maritime 

training will take you far 

Norway’s maritime training offices work to secure apprenticeships 

for future seafarers. No day is like another on board, and jobs can 

be had in both Norwegian and international waters. 

Those who have been an apprentice 

at sea and qualify 

are very attractive personnel 

afloat. Located in Ålesund, 

Tromsø, Tønsberg and Haugesund, 

the training offices endeavour to find 

places for everyone who has completed 

and passed upper secondary school and 

want to be a deckhand, motorman or 

ship’s electrician. 

“Students who choose this education 

have a good chance of getting an apprenticeship, 

given conditions in the industry 

today,” says Torunn Lied Giske, 

head of the Ålesund office. 

“We can offer a varied choice of 

vessels – everything from ferries and 

cruise ships to offshore units, cargo carriers 

and tugs.” 

Meeting 

With three colleagues from the other 

offices, she is attending a meeting at 

the Norwegian Shipowners Association 

(NSA) in Oslo. The four regional centres 

are owned by their member companies. 

These were established in 1996 in 

connection with a Norwegian educational 

reform, and have served since 

then as a link between upper secondary 

schools and the training/shipping 

companies. 

Anyone seeking an apprenticeship at 

sea must expect to spend long periods 

away from friends and family. But they 

learn something new every day in an 

industry which is far advanced technologically, 

and all the more interesting 

and diverse for that. 

“We’ve secured apprenticeships and 

administered training for about 10 600 

students since we started,” says Oddmund 

Nystad, manager of the Maritime 

Competence Centre for South-East Norway. 

To apply for an apprenticeship as a 

deckhand or motorman, candidates 

must have passed the maritime course 

in year two of upper secondary school. 

Responsibility 

Hans Olav Henriksen is crew manager 

at Hurtigruten with responsibility for 

1 600 employees. But his career began 

with a certificate as deck hand in 1998. 

He has since risen through the ranks 

to mate and captain, and has also seen 

large parts of the world on board everything 

from cruise ships in the Caribbean 

to India’s offshore sector. 

“A maritime training can open a 

great many opportunities, and I’m a 

big fan and proponent of the vocational 

courses,” Henriksen says. 

“These give youngsters the ballast 

they need later in this career, and open 

almost unimaginable opportunities. A 

lot of it’s about where you yourself want 

to go.” 

Vocational 

Back at the NSA’s premises, Bjørn Erik 

Johnsen, manager of the Tromsø office, 

says it is normal to continue studying 

after taking a vocational certificate. 

“Many people think they’re in a dead 

end if they do a vocational course, but 

that’s completely wrong,” he explains. 

“You have big opportunities to build on 

it with a BSc or MSc.” 

Haugesund office manager Inge Jarl 

Auestad also wants to kill the myth that 

“once a seafarer, always a seafarer”. 

“People think such an education 

means you’re stuck at sea for the rest of 

your life,” he says. “But seafarers spend 

an average of 10 years there, and many 

jobs are then available on land.” 

Technology 

Shipping is changing radically through 

innovation and new technology. “It’s 

particularly exciting to follow the industry’s 

green shift,” says Lied Giske. 

“That includes the development of 

battery-driven ships and other energy 

sources which make shipping cleaner.” 

Young people wanting to enter the industry 

now have a unique opportunity 

to help influence tomorrow’s shipping 

sector 

18


Towards smarter and 

more sustainable shipping 

A unique capacity for innovation is a hallmark of the 

Norwegian maritime industry, and new legal issues are 

arising in the wake of technological innovation that is 

outstripping regulatory processes. 

One of the innovations that has 

the potential to revolutionise 

the maritime industry is autonomous 

shipping. This means voyages 

where navigation and manoeuvring of 

the ship are entrusted to systems that 

automatically guide the vessel, or to 

operators located elsewhere than on the 

vessel’s bridge. Norwegian-developed 

Yara Birkeland can become the world’s 

first electric and self-driving container 

ship when it is launched in 2020. 

–Norway is a pioneer in autonomous 

shipping. Highly advanced and 

good collaboration exists be ween the 

industry and the authorities to put the 

technical and regulatory solutions in 

place. Internationally, the process will 

take longer time. To start with, we will 

therefore only see autonomous voyages 

with Norwegian ships in Norwegian 

waters,” says Pål Lieungh, a partner 

at the law firm Thommessen. 

Who is responsible? 

A key question is how autonomous 

shipping will fit with the existing 

regulations. One thing is whether 

the ship meets the technical and 

regula tory requirements established 

by governments and classification 

societies, to be allowed to sail at all. 

Another question is how the traditional 

liability rules for ship traffic 

should be applied to autonomous ships. 

Both the liability rules for collisions 

between ships and other liability rules 

related to damage caused by ships, 

are based on the principle of fault; 

the decisive factor is often whether 

the ship is at fault, or, if applicable, 

which of two ships is most to blame. 

– Particularly in the case of collisions, 

the assessment of fault often 

rests on whether the rules of the road 

at sea have been violated or not. In 

order to ensure the safety of autonomous 

shipping in congested waters, 

autonomous ships must also be expected 

to follow the rules of the road at 

sea. In other words, there are major 

technical and legal challenges related 

to ensuring that autonomous shipping 

can also be carried out safely 

for other ship traffic,” says Henrik 

Hagberg, a partner at Thommessen. 

New environmental requirements 

It is not only innovation and technical 

advances that are changing the 

maritime industry. New environmental 

requirements are also precipita 

ting change. The UN’s Internati 

onal Maritime Organization, 

IMO, has decided that the maximum 

content of sulphur in marine 

bunkers should be cut from 3.5 % 

to 0.5 % starting 1 January 2020. 

–For complying with the envi ronmental 

requirements, shipowners can 

operate the vessels with low sulphur 

fuel oils, which at current prices will 

increase fuel expenditure by approximately 

50 %. As an alternative, the ship 

can be retrofitted to operate on non-sulphur 

fuel oils. However, this requires 

a major conversion of the ship, while 

access to non-sulphur fuel oils may 

be limited at the same time. Several 

shipping companies have chosen to 

install an exhaust gas cleaning system, 

so-called “scrubbers”. This carries a 

one-time cost of approximately 3–10 

million US dollars, in addition to 

having to take the ship out of operation 

for about one month for installation. 

Thommessen has assisted a num ber of 

shipowners in negoti a ting contracts 

for the purchase and in stal lation of 

scrubbers, says Mads Haavardsholm, a 

partner at Thommessen. 

There is no doubt that the shipping 

industry is moving at a rapid pace 

towards becoming both smarter and 

more sustainable. With its strong professional 

groups and high expertise in 

ship technology, computer technology, 

classification, insurance, financing and 

legal services, etc., the Norwegian maritime 

cluster has all the prerequisites 

for being a technological leader in the 

maritime industry in the years to come. 

ADVOKATFIRMAET THOMMESSEN AS 

www.thommessen.no/en 

OSLO | BERGEN | STAVANGER | LONDON 

19


» 

Automated 

from end to end 

YARA BIRKELAND will be the world’s first autonomous ship. 

Construction of the world’s first battery-driven container 

carrier for autonomous operation is well under way. Plans 

call for it to begin operation in south-east Norway next spring. 

Work on the hull is in 

full swing, with completion 

at the Vard yard 

in Brevik set to start 

this autumn,” says 

Peter Due, executive 

vice president for strategic partnerships at 

owner Yara. 

He is one of the architects behind the 

Yara Birkeland, which will sail between 

Yara’s factory at Herøya near Porsgrunn 

and the export terminals in Brevik and 

Larvik. 

The ship is intended to replace a total of 

40000 lorry journeys annually over this 

stretch, with a fraction of the energy consumption. 

A battery pack will deliver seven MWh, 

while a cruising speed of six knots is attained 

with a power requirement of just 

110kW – equivalent to a 140hp engine. 

“There’ll be a crewed phase before converting 

to autonomous operation by the end 

of 2022,” explains Due. “The ship will be 

able to carry 120 containers at a time from 

Herøya to Larvik using the same amount of 

energy as 1.5 units by lorry. 

“In addition come the zero emission 

technology employed and, not least, freeing-up 

road capacity. This is definitely an 

environmental project in a class of its own.” 

Outfitting 

After construction in Romania, the hull will 

be towed to Vard for completion and outfitting, 

while the autonomous system comes 

from developer Kongsberg Maritime. Both 

are close to Herøya. 

“This will really be an example of shortdistance 

technology,” says Due, who is 

pleased that the contracts have ended up 

in Norway. 

“That’s obviously fantastic, and demonstrates 

the strength of the Norwegian maritime 

cluster. We searched for the best suppliers 

and found them here.” 

The ship’s design is also Norwegian, 

from Marin Teknikk at Gursken in Sunnmøre, 

while the thrusters come from Brunvoll 

in Molde. Cranes and straddle carriers 

are being supplied by Finland’s Kalmar, a 

leader in cargo handling technology. 

Logistical 

Although the vessel has attracted most attention, 

Yara Birkeland is actually an emission-free 

end-to-end logistical system, Due 

points out. Filling containers, transport to 

the quayside at Herøya and loading onto 

the ship are all being automated. 

“Once the containers are filled in the 

factory, they’ll be transported by autonomous 

portal cranes to the quay, where an 

“ The vision is to implement 

the innovative technology in 

Yara Birkeland. 

automated crane handles loading,” Due 

explains. 

“Sailings will take place throughout the 

year, and the ship will operate completely 

free of human intervention – including 

mooring. 

“This means the project falls into three 

regulatory domains – the EU’s machinery 

directive for the cranes, Norway’s Road 

Traffic Act for transport by straddle carrier, 

and the Norwegian Maritime Code for the 

ship.” 

Exemptions 

Since Norwegian regulations for autonomous 

ships are not yet in place, Yara Birkeland 

will have to operate on exemptions. 

Due cannot praise the NMA and the 

Norwegian Coastal Administration (NCA) 

enough for their role in making the project 

possible. 

“We quickly appreciated that close cooperation 

with the regulatory authorities 

would be essential, and contacted both the 

NMA and the NCA at an early stage in the 

process,” he says. 

“That’s resulted in a good and close collaboration, 

and we’re working on mitigatory 

measures in order to satisfy official 

requirements. 

“This form of partnership has attracted 

much international interest, with Japan, 

Canada, the EU and the USA among those 

keen to know more. We’ve come a long way 

in cooperation between private players and 

government, and many countries are looking 

to Norway.” 

20


Innovative 

thinking 

necessary 

The Yara Birkeland project is exciting and unconventional, 

says project manager Svein David Medhaug at 

the NMA. “It’s called for thinking along new lines.” 

Commercialise 

International attention does not stop there, 

but also extends to the technology. So Yara 

has established Yara Birkeland AS to commercialise 

and sell solutions based on the 

concept. 

“The vision is to implement the innovative 

technology in Yara Birkeland in order 

to contribute to the zero emission society,” 

says Due. 

He is one of the founders in the company 

along with Bjørn Tore Orvik, who had the 

original idea, and is pleased that green 

energy development company Enova has 

given the project NOK 133 million. 

“Being a first mover is demanding, but 

this will be an important part of an emission-free 

future,” says Due. “The Enova 

contribution was important for realising 

the project, which I see is fronting Norway 

internationally as a technology nation.” 

He himself is spending a considerable 

time travelling every year to spread the 

positive message, and notes that economics 

and sustainability go hand in hand. 

Private players are starting to give more 

and more emphasis to this when investing. 

In many contexts, they set far higher 

demands than government – which Due 

describes as a global trend. 

Certifying the world’s first 

autonomous ship is the 

NMA’s responsibility, but no 

Norwegian or international 

regulations currently exist 

for such vessels. 

This means that the NMA must 

assess safety in the project and issue a certificate 

on the basis of an assessment of 

“equivalent solutions”. 

“The international convention in this 

area allows us to assess that safety meets 

equivalent system solutions,” explains 

Medhaug. “But we face bigger challenges 

with unmanned functions.” 

At national level, however, more opportunities 

are available in cases where new 

technology confronts existing regulations, 

he observes. 

“The owner’s ability to document the 

safety of the solution is crucial, and the 

burden of proof rests with it and the technology 

suppliers. 

“We actually think autonomous vessels 

will be even safer than today’s ships. 

It’s both exciting and interesting to be 

involved in this internationally groundbreaking 

process.” 

He has just been in Cyprus to give a paper 

on the NMA’s handling of projects involving 

new technology. 

“Our approach in this area is attracting 

great international interest,” explains Medhaug, 

who has been closely involved in the 

process from the start. “That’s undoubtedly 

been necessary to get us as close to 

certification as we now are.” 

Yara Birkeland will operate with crew 

on board for a while in order to “train” its 

artificial intelligence and to provide further 

documentation that safety is in order. 

“We must see the system in practical 

operation, and there needs to be people 

present for much of this test period,” says 

Medhaug. “But we’re very confident that 

the system will function.” 

The NMA’s goal is to establish national 

regulations for autonomous shipping. But 

Medhaug says the process is likely to take 

much longer internationally. 

“International regulations are undoubtedly 

some way off, with many complex 

processes to be negotiated. We’re working 

actively in the IMO as part of this, but see 

that it’ll take time.” 

“ We must 

see the system 

in practical 

operation, and 

there needs to 

be people 

present for 

much of this 

test period. 

21


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22 

01.indd 1 09/05/2019 23:35


MacGregor sets the pace in 

innovative advances 

Fishery: Beneficial development for fishing and research vessels. 

Through the development of new technologies and digital 

capabilities, MacGregor is focused on helping shipowners and 

operators to increase the earning potential, flexibility and 

efficiency of their vessels. Significant recent advances include: 

Fibre-rope crane overcomes 

conventional limits 

Load handling in ultra-deep water presents 

a distinct set of challenges for conventional 

steel wire offshore cranes. In 

addition to the load, these cranes have 

to bear the ever-increasing weight of the 

steel wire paid out, ultimately limiting 

a crane’s permissible load in relation 

to depth. To overcome this challenge, 

MacGregor has developed and built its 

first fibre-rope crane, FibreTrac. 

Fibre-rope is neutrally buoyant in 

water, so FibreTrac is able to use its full 

lifting capacity; loads can be handled 

at practically any depth, and a smaller 

crane and vessel can be used for more assignments, 

enabling its owner to bid and 

operate on a wider range of contracts. 

Fibre-rope also offers other advantages: 

it is substantially lighter, easier to 

store and significantly less expensive to 

transport compared to steel wire. If sections 

need to be repaired, new lengths 

can be spliced in with ease; and it does 

not need to be greased, offering a material 

environmental gain. The integrity 

of the fibre-rope is continuously monitored 

using an advanced monitoring and 

management system. 

Predictive service capabilities 

enhance profitability 

MacGregor is adding further intelligence 

and a predictive maintenance capability 

to its lifecycle support scope through the 

OnWatch Scout service offering which is 

designed to reduce downtime, minimise 

maintenance costs and thereby increase 

revenue and profitability. 

OnWatch Scout ensures that equipment 

can operate more or less continuously. 

It detects variations in component 

performance and predicts potential failure, 

providing sufficient warning time 

for preventative steps to be taken. 

Initially being developed for 

MacGregor offshore and merchant 

cranes, OnWatch Scout will ultimately 

be applied to the majority of MacGregor’s 

range of equipment. 

Pilot programmes trialing these capabilities 

are in progress with a number of 

offshore and merchant customers, with 

plans to introduce a working prototype 

of OnWatch Scout during 2019. 

Beneficial developments for fisheries 

and research vessel sectors 

With the addition of Rapp Marine’s capabilities 

last year, and in combination 

with the established industry position of 

the Triplex portfolio, MacGregor can deliver 

substantial commercial advantages 

to customers through a dedicated and 

growing range of solutions for the fisheries 

and research vessel sectors. 

Fish are a valuable commodity and 

there is a major premium on sustainable 

fishing and fish quality, so the appetite 

for new equipment and integrated systems 

is strong. Two of the latest developments 

are an electric fish pump and 

net hauler. The electric versions of these 

units offer lower power consumption 

and protect the environment by eliminating 

hydraulic oil. They also ensure 

better fish quality and add to the sustainability 

of fishing in general. 

MacGregor’s combined Rapp and Triplex 

capabilities will continue to support 

and enable further development of 

the research vessel sector and state-ofthe-art 

fishing fleets. 

Fibre-rope crane : The 

fibre-rope crane breaches 

conventional boundaries. 

23


FISHING VESSELS Quo Vadis (left) and Rolf Asbjørn built at the Tersan shipyard in Yalova, Turkey. Photo: Hans-Petter Sandseth 

Off to foreign parts 

The high level of shipbuilding activity outside Norway calls for 

a bigger NMA presence. It has had inspectors permanently 

installed in Turkey over the past three years, for example. 

More than 50 Norwegian 

newbuildings are currently 

under way abroad 

for delivery up to 2021,” 

reports Kjell-Åge Drabløs, 

who is responsible for 

NMA inspections at foreign yards. 

“Ferries, fishing vessels and well boats, 

in particular, are increasingly being built 

wholly or in part at yards in Turkey, Poland, 

Spain, Romania, Bangladesh and Singapore.” 

The NMA conducts inspections throughout 

the construction period, in close collaboration 

with its own technical departments, 

the classification societies, and Norway’s 

Directorate for Civil Protection and Emergency 

Planning (DSB). 

“Right now, for instance, four ships are 

under construction for Havila to serve in 

coastal traffic between Bergen and Kirkenes 

from 2021,” says Drabløs. “Two are being 

built in Turkey and two in Spain, where 

they’ll be completed.” 

The level of activity at Turkish yards is 

so high that the NMA has decided to have 

two inspectors present there on a permanent 

basis. 

“More than 90 yards can be found in the 

Istanbul area, so this is a massive industry 

which employs thousands of people,” Drabløs 

explains. 

“In our experience, the quality of the 

work is good and we also see than our presence 

is appreciated. Norway is regarded as 

a serious and competent flag state which 

takes its job seriously.” 

He is not prepared to express a view on 

the question of whether activity abroad is 

bad news for Norwegian shipbuilders, but 

notes that this is a capacity problem in 

many cases. 

Many of the projects also involve semimanufactures 

– hulls may be built in Turkey, 

for example, with outfitting carried out 

at Norwegian yards. The latter top the world 

for quality, and in many cases place work 

abroad themselves. 

“Norwegian shipbuilding and engineering 

skills are world-class,” Drabløs points out. 

“The industry has succeeded in riding out 

the offshore downturn in an impressive way.” 

He emphasises that the NMA adopts a 

completely neutral position, regardless of 

the construction site. 

“We have a job to do, and that’s not affected 

by where production takes place. The 

important consideration for us is to provide 

the same service to every building project 

which requires Norwegian approval. 

“That’s crucial for the builder, the shipping 

company and everyone who is to sail 

on these vessels. We inspectors cooperate 

closely with our technical departments, and 

aim collectively to offer good and close collaboration 

to the benefit of all parties.” 

KJELL-ÅGE DRABLØS 

Section head, Ålesund 

“ Norwegian shipbuilding 

and engineering 

skills are world-class. 

24


International leader in 

carbon fibre vessels 

Shipbuilding in carbon fibre has been the speciality of Brødrene Aa 

since 2 000. This old-established west Norwegian yard takes its 

environmental responsibility seriously, building light and strong 

structures which cut both CO 2 

and NO x 

emissions. 

All our vessels are built today 

in carbon fibre composite, 

and experience here is good,” 

reports CEO Tor Øivin Aa. 

“We specialise in high-speed passenger 

ships and catamarans, where carbon is 

the perfect material.” 

Strength 

Based in Hyen, Nordfjord – on the west 

coast of Norway – Brødrene Aa ranks 

today one of the few yards building fast 

passenger vessels in carbon fibre. High 

strength per unit weight means less material 

is required. 

That produces very lightweight structures 

which can therefore use lighter 

engines and propulsion systems. Carbon 

fibre also needs less maintenance than 

other materials. 

“Combining light hulls and engines 

means these vessels consume less fuel,” 

says Aa. 

“The outcome is both lower emissions 

and reduced operating costs. 

“This is also a big advantage for battery-powered 

operation, since lighter 

vessels will have a longer range per 

charge or require smaller battery packs.” 

The commitment to carbon fibre 

forms part of Brødrene Aa’s ambition to 

stay ahead of the green shift. Full battery 

operation and reduced emissions 

are important considerations. 

“We want to help our customers to reduce 

or remove emissions,” says Aa. 

“We built Future of the Fjords as a fully 

battery-powered sightseeing vessel, 

and it’s good to know that tourists can 

visit the Sognefjord in a zero-emission 

vessel from us.” 

Expansion 

Brødrene Aa has been part-owned for 

the past three years by Chinese interests, 

which has meant a substantial expansion 

in its market base. 

Backed by a high level of activity in 

both Norway and China, the company 

wants to reach out to the rest of the 

world with its groundbreaking technology. 

“The green shift is an international 

phenomenon, and we have something to 

say here,” says Aa. 

“With new owners, we’re positioned 

for an even stronger commitment globally. 

The market is there.” 

Brødrene Aa designs each individual 

ship in close cooperation with the customer 

and on the basis of the technical 

specifications and requirements given. 

Over the past 12 months, six vessels 

have been launched from the yard. 

“All designed and built in-house,” 

concludes Aa. “We are very proud to 

be one of few yards taking care of the 

whole process, delivering a turnkey vessel 

to the customer.” 

TOR ØYVIN AA, CEO 

25


» 

Ready for stricter 

green demands 

Governments want emission cuts, and the shipping industry is pleased. “The key 

consideration is that new regulations are introduced and enforced effectively,” says Gunnar 

Malm Gamlem, environmental director at the Norwegian Shipowners’ Association (NSA). 

The new sulphur standards to 

be imposed in 2020 are on 

schedule. But it is less certain 

how the final regulations intended 

to reduce greenhouse 

gas (GHG) emissions will look. 

And the international rules on environmentfriendly 

scrapping have failed to win sufficient 

support. 

Senior adviser Vidar A T Thorsen at the 

NMA highlights sulphur, GHG and scrapping 

as the most important new developments 

on the regulatory front. 

Halving 

The International Maritime Organisation 

(IMO) has set a target of halving carbon 

emissions from 2008 to 2050. They must be 

down at least 40 per cent per voyage by 2030 

and up to 70 per cent by mid-century. 

“This means we must move to a technology 

where we don’t emit GHGs,” says Thorsen. 

“Biofuels could be an option, but some 

uncertainty still prevails about their availability 

and quality.” 

Strategy 

Gamlem is in suspense about what will happen 

at the IMO: “It approved the target last 

year, and the time up to 2023 will be used to 

» 

SCRAPPING SHIPS 

at Hong Kong-approved 

yards is not enough, the 

NSA says. The shipping 

company must have 

inspectors present and 

make a critical 

assessment of the yard. 

Photo: Shutterstock 

26

Hele bilaget er en annonse utgitt av Sjøfartsdirektoratet 

EMISSIONS are to be cut sharply, 

but by no means all the rules have 

been put in place yet. 

Photo: Shutterstock 

WALLENIUS WILHELMSEN 

is one of the shipping companies which 

have invested in scrubbers to reduce 

sulphur emissions. Photo: NSA 

move from a provisional to a revised strategy. 

“Everything is then supposed to be crystal 

clear and operationalised – so each ship 

and owner knows what requirements it has 

to meet.” 

He notes that it is easy to agree on clear 

goals, but more difficult to determine how 

to reach them – which ships must take the 

biggest emission cuts and whether the objectives 

are to be very specific or more general 

to allow for various approaches. 

Freedom 

“The NSA believes it’s important to set clear 

targets, but also to give the industry a substantial 

degree of freedom in how they’re to 

be met,” Gamlem says. 

“There are about 50-90 000 big ships, 

depending on how you define ‘big’. They 

vary in size, characteristics, trading areas 

and cargoes. 

“Effective and feasible methods differ entirely 

between a ferry on the Lofoten-Bodø 

run, a big ship carrying iron ore from Australia 

to China or a ro-ro carrier in a roundthe-world 

line. 

“Let the shipping companies, in cooperation 

with designers and yards, identify the 

best solution for each vessel and service. I 

put my trust in the innovativeness which 

Norway’s maritime industry has always 

demonstrated.” 

Fuel 

Gamlem pins his hopes on research and development 

with low-emission fuels, such as 

biogas produced from methane in farming, 

or hydrogen and ammonia derived from 

clean electricity. 

“An upgrading of the fleet is also needed. 

We don’t have time to wait for a whole 

global fleet to be replaced by sustainable alternatives. 

So we’re pleased that Norwegian 

owners are already investing in improvements 

to their existing vessels.” 

Sulphur 

Action on sulphur in fuel is much clearer, 

with content required to fall from 3.5 to 0.5 

per cent worldwide from the coming New 

Year. 

Since the emission control areas (ECAs) 

already impose a ceiling of 0.1 per cent, this 

global target is clearly attainable. While it 

creates challenges and concerns, Thorsen 

says this is always the case when new demands 

are made. 

Pleased 

The NSA is pleased both about the requirement 

for an 0.5 per cent sulphur content 

and about the fact that its introduction is 

not in doubt. 

“What’s important is that progress has 

been firm and good,” affirms Gamlem. “All 

attempts to refight the battle over the regulations 

got short shrift from the IMO. 

“We’re looking forward to effective 

enforcement with no loopholes. A key requirement 

is that the requirements must be 

international and apply without exception. 

“Implementation must be firm, so that 

the shipping companies which began to 

prepare early for the new rules don’t face 

any surprises in the form of postponements 

or amendments.” 

Compliance 

Predictability makes it interesting to start 

preparing for compliance early, Gamlem 

points out. “We know that many shipowners 

– not Norwegian – have hoped this 

would blow over. 

“That’s not a good attitude. What could 

have happened then was that those who’d 

invested heavily and got ready were left 

with lots of costs to no avail.” 

The maximum sulphur content is being 

reduced to a seventh of today’s level. In 

practice, the fuel currently being used contains 

about 2.5 per cent. 

“This is a substantial reduction,” Gamlem 

emphasises. “It represents a massive 

improvement in sulphur emissions from 

shipping, which we’re pleased about.” 

Further off 

He is hoping for equally good regulation of 

the final voyage and sad end of ships, but 

stricter requirements in this area are further 

off. 

While Norwegian owners are scrapping 

sustainably and the EU has begun to apply 

new rules, the bulk of the world’s tonnage 

disposal remains unregulated either by the 

Hong Kong convention or EU ordinances. 

“The new regulations from Brussels require 

tonnage under EU and EEA flags to be 

scrapped at pre-approved yards,” Gamlem 

says. “On a global basis, however, the Hong 

Kong convention has remained in abeyance 

for a decade.” 

Global 

“The NSA primarily wants this convention 

to come into force so that we acquire 

a global regulatory regime for scrapping 

ships,” he explains. 

“Although Europe is taking action, only 

20 per cent of world tonnage flies EU/EEA 

flags. Ninety per cent of tonnage is scrapped 

in southern Asia. This is what we’ve got to 

get to grips with if we’re really going to 

GUNNAR MALM GAMLEM at the NSA welcomes stricter requirements. 

make a difference. 

“We support the convention’s requirements. 

All our members who scrapped 

ships last year did so at yards approved 

to its terms and under owner supervision. 

I hope this’ll be the global reference for 

scrapping.” 

Gamlem is pleased that players beyond 

the shipping companies are now becoming 

involved – he lists banks, insurance companies, 

the ethics board of Norway’s government 

pension fund – global and the Rafto 

Foundation. 

“We believe that choosing a conventionapproved 

yard isn’t necessarily enough,” he 

adds. “Many of our members also have an 

inspector present and make a critical assessment 

of the yard’s capabilities, capacity 

and equipment. 

“In our view, that’s an important contribution 

to ensuring an acceptable recycling 

of vessels.” 

“ This represents a massive 

improvement in sulphur 

emissions from shipping, 

which we’re pleased about. 

27

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Inmarsat’s Fleet Data: 

Operational monitoring in real time 

With Fleet Data, Inmarsat has introduced the first sensor-independent platform for 

secure internet of things (IoT) access via dedicated broadband. This service allows 

users to connect up easily and read off sensor data, obtain access via a secure 

online dashboard, download data and develop their own reports and analyses. 

According to a report from 

PWC, a big need for digitalisation 

exists in an offshore industry 

hard-hit by the 2014 oil 

price slump. Although a large part of the 

fleet is back in operation, digitalisation 

will be necessary to achieve optimum 

efficiency in a fleet with reduced crewing 

and a flight of expertise from the 

industry. 

Fleet Data allows ship owners and managers 

to secure easy real-time access to 

key data from on board sensors, both 

on individual vessels and at fleet level. 

Developed in cooperation with Danelec 

Marine, this service acquires data for 

pre-processing before they are loaded up 

to a cloud-based database equipped with 

a dashboard and an application process 

interface. The system is compatible with 

both Fleet Xpress and FleetBroadband, 

and offers big opportunities for optimising 

operation from land. 

Ever stricter regulations, including sulphur 

restrictions from 2020 and an overall 

goal of halving CO2 emissions from 

shipping by 2050, are helping to drive 

a need for efficiency and digital operational 

monitoring. Consumption monitoring, 

route optimisation and remote 

diagnostics are among the areas where 

Fleet Data can yield efficiency gains 

while providing an important tool for 

compliance with international rules. A 

recent Inmarsat survey of 125 shipowners 

found that 65 per cent of respondents 

already use IoT solutions to monitor fuel 

consumption. That is expected to be 100 

per cent by 2023. 

The biggest obstacle to efficient use of IoTbased 

services today is the delay between 

data acquisition and accessibility, say 

Inmarsat’s responders. Fleet Data eliminates 

this hurdle and allows data to be accessed 

continuously. The service, which 

has been partly developed at Inmarsat’s 

Ålesund office, could thereby acquire 

great significance for safety, sustainability 

and efficiency – by preventing cargo liquefaction 

in dry bulkers, for example, and 

by reducing fuel consumptions. 

Inmarsat believes Fleet Data will contribute 

to greater digital monitoring of ships 

and fleets. Maritime software company 

NAPA is the first player to deliver applications 

based on this platform, but more 

providers are expected in the next future. 

“The partnership with NAPA and its 

application will help to overcome the 

most important challenges related to 

acquiring vessel data on board and 

transmitting them ashore to optimise 

fuel consumption.” says Stefano Poli, 

VP Business Development at Inmarsat 

Maritime. 

“It will permit owners and operators to 

access, control and analyse their own 

data transferred via NAPA’s application 

and Fleet Data, a secure platform fully 

scalable to embrace a whole fleet on 

both Fleet Xpress and FleetBroadband.” 

Stefano Poli 

VP Business Development 

Inmarsat Maritime 

29


» 

Digitalising for 

tomorrow 

THE CONTRACT for the NMA’s major commitment to e-registration was signed today. Pictured are ship registers head Monika Borge, administration head John Malvin Økland and project manager Berner Koldal. 

The NMA is making contact with it steadily easier for shipping 

companies and seafarers through its “My vessels” service 

and the fully digital solution for issuing personal certificates. 

Finishing touches are now being 

put to My vessels, an electronic 

collaboration platform 

which allows owners to access 

registered data on their vessels 

– including reactions after 

inspections. 

“This information previously had to be 

sent by post or e-mail,” explains senior adviser 

Torbein Kvil Gamst at the NMA. “The 

service will now be available around the 

clock throughout the year, which ensures 

easier access and more efficient administrative 

procedures both here and at the 

companies.” 

Incidents 

In addition to certificates and reactions 

relating to the individual vessel, accidents 

and incidents registered by the NMA will 

be shown. A construction module is also 

included. 

“Dialogue related to newbuildings and 

conversions will take place on My vessels,” 

says Gamst. “That’ll facilitate efficient and 

straightforward communication at all levels. 

“Users will also be able to subscribe to 

notifications about certificate expiry, as 

well as deadlines for responding to reactions 

and submitting documents on newbuildings.” 

Trials began at the New Year and, if 

these are successful, the service will be in 

regular operation from mid-May. Reactions 

from users involved in the trial are so far 

very positive. 

“We’re also working to show the status 

of applications related to the grant scheme 

for seafarers in the same portal, something 

the industry has requested,” Gamst says. 

“Constant efforts are being made to improve 

the service we provide to the public 

and the industry, and this is something we 

give a high priority to.” 

Certificates 

Issuance of personal certificates to seafarers 

represents another area where active 

development work is under way, reports 

senior surveyor Lise Goa Fagerheim. 

“We’ve launched a project which aims to 

renew the administrative process for personal 

certificates so that issuing them can 

be made automatic. 

“Realising this will yield a major socioeconomic 

gain, with seafarers and shipping 

companies among the beneficiaries 

of faster issuance which means crew are 

available to sail earlier. 

“Seafarers can already log into My page 

to obtain an overview of their certificates 

and be notified of expiry dates, but they 

will have access in future to more functionality 

– such as submitting applications.” 

Fagerheim explains that all qualification 

requirements, like diplomas, course and 

health certificates, and sea service records, 

will be transferred automatically to the 

NMA’s system. 

“Getting them directly from the source 

means we can trust the data. That will allow 

administrative processes to be carried 

out automatically, with no manual involvement 

required. 

“This simplifies matters for clients, and 

we can concentrate our resources on the issues 

which require extra consideration. 

“When the system is operational, certificates 

can be issued automatically on the 

basis of data which are already registered.” 

Peak 

The NMA now handles about 11 000 applications 

for certificates and 6 000 for 

endorsements per annum. Fagerheim says 

this workload is likely to peak in 2021. 

Many seafarers will then need to renew 

five-year certificates issued when the regu- 

lations were revised in 2017, she explains. 

“So our target is to have the system operational 

before then. 

“In the longer term, we hope to be able 

to issue electronic certificates which can 

replace today’s paper version. But that depends 

on regulatory changes internationally. 

Now under discussion in the International 

Maritime Organisation, this could 

simplify the process even further.” 

“ Constant efforts are being 

made to improve the service 

we provide to the public and 

the industry. 

30

Hele bilaget er en annonse utgitt av Sjøfartsdirektoratet 

TORBEIN KVIL GAMST 

senior adviser at the NMA, 

is working on My vessels. 

LISE GOA FAGERHEIM 

senior surveyor in the NMA’s 

department for seafarers. 

“ Ninetyseven 

per 

cent of companies 

in the 

industry believe 

we still 

require traditional 

nautical 

competence. 

JENS FOLLAND 

reassures seafarers who are fearful for their 

jobs when shipping is digitalised. 

Digmar 2030 

The Digmar 2030 project will 

take over from Norway’s 10-year 

Markom 2020 programme to 

improve maritime education, at 

least if the Norwegian Maritime 

Officers Association gets its way. 

“We’re taking the initiative on a replacement, 

which is currently in the melting pot,” says Jens 

Folland. “Once Markom is completed next year, we 

want something to take over.” 

Closer collaboration between industry and educational 

institutions is the goal, since the former is 

the first to spot coming trends and the expertise 

these demand. 

“The signals so far have been positive for Digmar 

2030,” Folland reports. 

» The importance of digital solutions 

Today’s seafarers are in no danger of being fired in favour of digital replacements. 

The industry would rather re-educate people who already have maritime expertise. 

There’s no need to swap out the 

specialists – we can upgrade 

them,” is the attitude among 

Norwegian shipping companies 

getting to grips with digitalisation. 

So says Jens Folland, senior adviser for 

politics, public affairs and communication 

at the Norwegian Maritime Officers Association. 

And that view is backed by a report from 

Norway’s Fafo research foundation, which 

concludes that replacing today’s seafarers 

is unlikely to happen. 

“Ninety-seven per cent of companies in 

the industry believe we still require the traditional 

nautical competence of those who 

educate themselves for the sea,” says Folland. 

Train 

Nor is there any doubt about how seafarers 

are to obtain the necessary digital expertise, 

he adds. “Eighty-one per cent of the 

companies say they want to train up their 

own employees.” 

The question is actually what they are 

going to educate them up to. Everyone 

talks about digitalisation, but they are by 

no means agreed – and often not even sure 

– about what this involves. 

“It’s incredibly vague,” as Folland puts 

it. Some talk about better digital models 

for route planning, others envisage virtual 

ships where people on land can see the 

technical components. 

Important 

In another contradiction, nine of 10 companies 

believe digital expertise is already 

important but only four of 10 have specific 

plans for enhancing workforce expertise in 

this area. 

Folland believes the vocational and technical 

colleges need to change. “Apart from 

international requirements, they have a 

free hand to decide what to teach. We want 

to see a focus on digitalisation and technological 

understanding.” 

Consequence 

At the same time, the industry is definitely 

not going to forget those working at sea already. 

“I’m not worried about mass redundancies 

as a consequence of digitalisation,” 

Folland says. 

He sees that other kinds of work will 

emerge, but there will still be people on 

board. Not everything can be automated. 

In passenger traffic, for instance, somebody 

must be present in case of evacuation. 

“We must stay ahead of developments. 

Norwegians can never win jobs on the basis 

of pay rates. So we’ve got to compete 

over expertise.” 

Fearful 

The political will is present, and the parties 

agree on the importance of the maritime 

sector. Seafarers are nevertheless fearful 

for their jobs. That has always been the 

way with change. 

“When we look at the actual figures, 

however, we can see that the need for maritime 

expertise will be increasing rather 

than diminishing,” says Folland. 

“Shipping companies aren’t alone in 

seeking experience-based competence. 

Shipyards and technology suppliers, for 

example, are screaming for maritime expertise. 

“Seafarers are the hub of the industry 

and, to ensure that they remain so, we 

must continue to educate more of them.” 

But this education needs to be modernised. 

“We must remember that the Nintendo 

generation is coming. We mustn’t fear 

it. But remembering that we need a base of 

traditional expertise is important.” 

31


LNG – the key to 

sustainable cruising 

Emissions/discharges from cruise traffic unquestionably burden 

Norway’s World Heritage fjords and key ports. Changing fuel is 

the only realistic way to cut nitrogen oxide (NO x 

), sulphur and 

particle emissions in such areas, Gasnor maintains. 

The background for this assertion 

is the ambition expressed 

by the Norwegian Storting 

(parliament) to demand zero 

emissions from all ships entering the 

World Heritage fjords from 2026. 

“It’s crucial that we manage to distinguish 

between global climate effects 

and local air pollution,” says Leiv Arne 

Marhaug, Gasnor’s communication 

manager. 

“Eliminating emissions of NO x 

, sulphur 

and particles from today’s cruise 

traffic would be an effective fast move 

to ease the local environmental burden 

imposed by vessel energy needs. 

“At present, few people if any believe 

that zero emissions from big cruise 

ships by 2026 are realistic.” 

The players see that liquefied natural 

gas (LNG) is by far the best low-emission 

fuel, he adds, and forward-looking 

shipowners are committed to LNGbased 

propulsion. This would cut NO x 

emissions by up to 90 per cent and virtually 

eliminate the release of sulphur 

and particles to the air. 

Modern cruise ships running on 

LNG can not only eliminate local environmental 

problems and cut up to 40 

per cent of their greenhouse gas emissions, 

but also allow the addition of 

fully compatible biogas to achieve even 

greater climate gains. 

Facing new and tougher emission 

standards, Havila Kystruten and Hurtigruten 

have opted for LNG combined 

with batteries as the only realistic solution. 

“It’s high time our politicians also 

take a reality check and see that, if 

we’re going to achieve big cuts in greenhouse 

gas emissions and local pollution 

quickly – rather than decades from now 

– an increased commitment to LNG is 

essential,” says Marhaug. 

32


OSM introduces industry-first 

support functions from new 

Operations Center 

OSM Maritime is an independent supplier of a comprehensive product 

range within maritime services. The latest addition to the service catalogue 

is a new service called “OSM ON” whereby OSM introduces industry-first 

services from the company’s new Operations Center in Singapore. 

The Operations Center provides 

24-hour continuous 

fleet support services. After 

a trial period starting in autumn 

2018 for vessels under full technical 

management, OSM is now offering 

response and risk management 

support services not only to owners, 

but also to insurance companies, financial 

institutions and brokers, says 

Bjoern Sprotte, COO & President at 

OSM Maritime. 

– From the center, we can enhance 

vessel safety by a new way of monitoring 

the ship's operation as well as being 

the point of contact and competent 

response support for emergencies and 

unforeseen events. 

The experiences from the trial period 

are good: 

– All our operators are highly skilled 

seafarers with long experience, says 

Sprotte. 

– With OSM ON and the Operations 

Center, competent and reliable assistance 

is always available. We want 

to be a real supporter of the crew on 

each vessel. We can offer everything 

from basic crisis management and assistance 

to full operational monitoring 

and risk management. Initially, the 

goal is to contribute to safety as well 

as optimal, compliant and efficient operation 

for the customer's vessels. As 

a pure service provider, OSM always 

has a strong focus on the customer's 

needs, and we are now accepting new 

customers for the OSM ON service, 

with whom we can partner and codevelop 

further solutions, he says. 

– We believe it is a good idea to centralize 

the functions that can be centralized 

and are always up to date with 

current regulations. With a simple and 

standardized process, for example, we 

can notify when it is time to increase 

focus on environmental compliance 

or other special trading areas, Sprotte 

says, - And if an event occurs, any 

other ship in the fleet can receive immediate 

notification. 

Among the services offered by OSM 

ON is emission control and fuel efficiency 

monitoring. As a responsible 

corporate citizen, sustainability plays 

a fundamental role for OSM Maritime, 

and with the company's new services, 

OSM contributes to more environmentally 

friendly operations through reduction 

of emissions while at the same 

time ensuring cost optimization. 

– With the new Operations Center, 

we also move from single ship support 

to fleet operations. In this way we can 

contribute even more effectively to efficient 

operations for our customers. 

OSM Maritime’s service offering 

is in continuous development and is 

based on in-depth knowledge and extensive 

experience from 30 years of 

maritime operations. 

– We are concerned with addressing 

all the small and large «pain points» 

related to the operation of vessels. It 

gives our business direction and meaning, 

and the fact that we do not build 

or operate our own ships makes us 

well-defined service providers, Sprotte 

says. He has good news for Norwegian 

customers as well. 

– In Arendal, we are developing further 

complementing services as part of 

OSM ON which will address the specific 

needs of the offshore and shuttle 

tankers vessels. Together with the 

Center in Singapore, we are able to provide 

important and innovative support 

functions to the Norwegian offshore 

industry, Sprotte concludes. 

33


» 

Registering 

success 

GROWING. The number of ships flying the Norwegian flag at their stern is rising. Photo: Folio Images 

The NIS has increased by 100 vessels over the past three to four 

years, while the NOR fleet passed 600 in January 2018. Monika 

Borge, head of the Norwegian Ship Registers, discusses the trends. 

Cruise ships are on their way 

back into the Norwegianregistered 

fleet, and we see 

increases for bulk, tankers 

and traditional cargo vessels,” 

she says. 

Norwegian owners are in the majority, 

but Borge reports that the proportion of 

foreign-owned vessels has remained stable 

at about 20 per cent. 

This is the fifth year of growth for the 

Norwegian International Ship Register 

(NIS). While 25 ships shifted from the Norwegian 

Ordinary Ship Register (NOR) to 

the NIS in 2017, only 10 followed suit last 

year. Seven moved the other way, while no 

less than 47 transferred from foreign flags. 

“That’s a very gratifying trend,” says 

Borge. “The direct and open contact we 

have with the industry is greatly appreciated, 

and this work helps to make our ship 

registers more attractive.” 

The NOR is confined to Norwegian owners. 

However, no such requirements are set 

for the NIS, which is open to direct registration. 

The flag state principle nevertheless requires 

that foreign shipping companies 

must have an affiliation with the flag. With 

the NIS, a Norwegian representative must 

be appointed. Technical or commercial operation 

also have to be handled by a company 

with its head office in Norway. 

Marketing 

“We’re making a commitment to professional 

marketing of the Norwegian flag, 

which is already yielding good results,” 

says Caroline Whittle Stensland. As the 

NMA’s head of marketing, she spends much 

time out and about with the customers. 

“Good and predictable operating parameters 

are crucial in making the flag competitive 

for and attractive to the industry, 

and we place great emphasis on customer 

service,” she says 

Closer collaboration with the industry 

and involvement in projects to develop new 

technology have also proved good strategies 

for building a strong Norwegian flag. 

“Our main focus is on cultivating existing 

customers as well as on improving 

processes for transferring to our registers,” 

Stensland explains. 

“It’s important for us to know how we 

can constantly improve the customer experience. 

We also participate actively in 

events, conferences and exhibitions to market 

Norway as a leading shipping nation 

and to highlight the benefits of the Norwegian 

flag.” 

“ The NMA works 

purposefully to be 

an attractive flag state. 

Positive 

Borge confirms positive feedback from the 

industry through both client surveys and 

conversations. “We have a good reputation 

in the industry, and the NMA is perceived 

as a professional and efficient partner. 

“Registration is flexible, and shipping 

companies appreciate the short lines of 

communication between our executive 

officers and all the parties involved in a 

change of flag, for example. 

“Clients also appreciate the direct contact 

with our staff. Experience from a 

number of other registers shows that they 

demand all communication goes via a local 

agent or lawyer. We want a more direct 

relationship.” 

In order to deliver even better services 

to clients in the future, the NMA is introducing 

electronic registration of changes to 

ownership and vessel encumbrances. 

Once operational next year, this service 

will be wholly digital. Dialogue in the 

registration process is being streamlined 

through a new portal on the NMA’s website. 

“E-registration is highly significant for the 

industry,” explains Borge. “It permits faster 

decision-making for sales and acquisitions 

as well as borrowing and refinancing. 

“Brokers and lawyers will be able to 

clear documents via the portal, with the 

actual signing conducted over the web or 

when the parties meet face to face – whatever 

suits best.” 

MONIKA BORGE 

Head, ship registers 

CAROLINE WHITTLE STENSLAND 

Head of marketing, NMA 

34


» 

What customers say 

about the NIS/NOR: 

The unique feature of the Norwegian flag is its global reach, 

expertise, credibility and network, which means we can actually 

influence international processes. I believe the main 

role of the NMA is to lay the basis for new technology which 

makes our operations safer and better. 

Lasse Kristoffersen, CEO, Torvald Klavenes, 

and president, Norwegian Shipowners’ Association 

The NMA has modernised itself and is an incredibly good 

partner, while digitalisation has created completely new everyday 

working conditions – which we don’t find with any other 

flag … It gives us a good professional partner who we see 

getting simply better and better at helping us where we face 

challenges. We really appreciate its focus on finding solutions. 

Sebjørn Dahl, COO, Höegh Autoliners 

We find the NMA innovative and committed to good digital 

solutions, which is a massive help for us in our day-to-day 

work. 

Harald Fotland, COO, Odfjell SE 

We’re proud to fly the Norwegian flag at our stern, and of what 

that represents. A competitive flag is important, but a positive 

collaboration with the flag state is at least as significant – a 

good and open dialogue about how we should jointly develop. 

Camilla Grieg, CEO, Grieg Star 

Cruising 

to success in 

the NIS 

! 

Facts 

As a flag state, Norway is responsible 

for exercising its jurisdiction over 

administrative, technical and social 

conditions related to ships with Norwegian 

registration. 

Flag states have overall responsibility 

for inspection, certification and issuance 

of ship certificates. The UN convention 

on the law of the sea (Unclos) 

of 1982 also requires them to maintain 

a register providing details of each 

ship’s owners and encumbrances. 

Norway has two registers, with the 

Norwegian Ordinary Ship Register 

(NOR) as the national registry for all 

vessels trading along the Norwegian 

coast and vessels under construction 

or due to be built in Norway. 

The Norwegian International Ship 

Register (NIS) was established in 1987 

to provide a competitive alternative 

which could halt the flow of vessels 

leaving the Norwegian flag since the 

oil crisis in the early 1970s. 

Ships sailing under the Norwegian 

flag have a right to all the support and 

assistance the country can provide in 

a possible emergency. Norway has consular 

representation in 164 countries 

and supports the UN security council’s 

efforts to combat piracy. It was also 

the first non-Asian country to join the 

Regional Cooperation Agreement on 

Combating Piracy and Armed Robbery 

against Ships in Asia [ReCAAP]. 

Viking Ocean Cruises will be naming its new Viking Jupiter 

ship in Oslo on 6 June. Owner Torstein Hagen explains 

why the company opted for the Norwegian International 

Ship Register (NIS). 

Why this choice? 

We collaborate extremely well with the 

Norwegian authorities, particularly the 

NMA, and are very satisfied that all the 

Viking ships are registered in the NIS with 

Bergen as their home port. 

How much of the fleet is currently registered 

in the NIS? 

This fleet currently numbers six vessels, 

but we have several newbuildings on order 

and ambitions for more. Our intention is to 

register future ships in the NIS. 

How much does it mean to fly the Norwegian 

flag? 

Being included in this registry means we 

have the honour of sailing under the Norwegian 

flag, and that’s important for the 

Viking brand. 

Our ultra-modern seagoing vessels represent 

Norway worldwide, not only with the 

flag but also through their interiors, the art 

on the walls, our collaborations with Norwegian 

cultural institutions like the Munch 

and Viking Ship Museums, right down to 

serving waffles in the Mamsen restaurant. 

We’re very proud of our Norwegian identity, 

and registration in the NIS is an important 

part of that. 

It also allows us to participate in the cadet 

programme, and we have Norwegian 

deck cadets and engineer apprentices on 

board at all times. 

That helps to educate Norwegian seafarers, 

and we believe this makes an important 

contribution to preserving and strengthening 

Norway as a shipping nation. 

What other benefits do you see with the 

NIS compared with other flags? 

All our crew are on contracts negotiated 

with the Norwegian Seamen’s Union. This 

means that, through the NIS, we have very 

orderly conditions and able employees with 

great expertise. 

Viking Ocean Cruises never compromises 

on quality in any part of the business, 

particularly with regard to personnel and 

crew, and we know our guests appreciate 

that. 

It must also be said that we derive no 

actual financial benefits from the NIS compared 

with registration in Bermuda, the Bahamas 

or Malta, which are possible options 

used by several of our competitors. 

“ Viking Ocean 

Cruises never 

compromises 

on quality in 

any part of the 

business. 

35


» 

Addressing 

the issues 

The following question has been put to every party represented in 

the Storting (parliament): “What do you consider the most important 

technological and environmental issue for Norway’s maritime industry?” 

GEIR POLLESTAD 

chair, industry committee, 

Centre Party 

ARNE NÆVRA 

member, transport and communication 

committee, Socialist Left Party 

KJETIL KJENSETH 

chair, energy and environment committee, 

Liberal Party 

MORTEN ØRSAL JOHANSEN 

industry policy spokesperson, 

Progress Party 

Switch freight 

Switching freight from road to sea. We 

will then need support schemes for goods 

owners who use maritime transport to obtain 

a functioning port structure. We must 

make demands and have reward systems 

which secure ships with the lowest possible 

emissions. The maritime sector is in the 

forefront of the environmental and climate 

issue. Where all commitments to maritime 

technology are concerned, it’s important 

have a policy which safeguards Norwegian 

shipping companies and seafarers. 

Zero-emission technology 

The most important consideration is to 

continue developing and strengthening the 

Norwegian maritime industry’s technology 

for zero emissions from various vessel 

types. Norwegian technology companies, 

battery manufacturers, shipyards and 

shipping companies have a huge potential 

for exporting solutions and finished products. 

The government must provide better 

support for pilot projects and adoption in 

Norway. 

Electric vessels 

The key thing now is to reduce emissions 

through such moves as battery propulsion 

for more vessel types. That will also provide 

opportunities to export new technology. 

By 2021, we’ll have around 70 batterypowered 

or hybrid ferries in Norway’s 

fjords. Supply ships and high-speed passenger 

vessels should also become low- or 

zero-emission types. The government will 

therefore present an action plan on green 

shipping. 

Enhancing energy efficiency 

The oceans are the world’s most important 

global trade artery. Maritime transport can 

become much more energy efficient, and 

the trend is in the right direction. Supporting 

efforts to enhance energy efficiency in 

fuel, hulls, propulsion technology and vessel 

size is important. At the same time, certain 

segments – such as bulk – must look 

more closely at the opportunities offered 

by combined carriers. 

Photo: Ole Christian Klamas 

Photo: Bent Sønvisen 

Photo: Ragne B. Lysaker, Center Party 

Photo: Marius Nyheim Kristoffersen 

Photo: Jo Straube 

STEINAR REITEN 

member, industry committee, 

Christian Democratic Party 

ARILD HERMSTAD 

national spokesperson, 

Green Party 

TERJE AASLAND 

industry policy spokesperson, 

Labour Party 

TOM-CHRISTER NILSEN 

industry committee, 

Conservative Party 

World leader 

That the industry gets incentives which 

carry Norwegian shipping into an emission-free 

future and make it a world leader 

for technological solutions. Requirements 

for emission-free propulsion technology on 

cruise ships in the World Heritage fjords 

must remain unchanged. This is an incentive 

to develop and commercialise hybrid, 

all-electric and hydrogen-based propulsion 

systems and groundbreaking ideas on hull 

design. 

Emission-free vessels 

Zero-emission technology is the future for 

Norway’s maritime sector. The industry 

has shown that it can produce emissionfree 

ferries and fishing boats. We must now 

extend the commitment to the deep seas. 

Our party will demand emission requirements 

for shipping and contribute to risk 

reduction through Enova and a separate 

guarantee scheme for zero-emission vessels 

in order to make Norway the world’s 

leading emission-free shipping nation. 

Industry adventure 

Shipping must cut major emissions, both 

in Norway and worldwide, at the same 

time as we want more freight carried by 

sea. We have come a long way with the ferries, 

but must make further progress with 

low- and zero-emission technology for 

longer distances. We need a more active 

policy to ensure that greener shipping becomes 

an industry adventure for Norway 

and our world-leading industry. 

Expertise 

Autonomous ships, emission-free propulsion, 

blockchain technology, innovative 

materials, new management systems and 

new ICT solutions which enhance the efficiency 

of port operations – identifying a 

single issue is a challenge. But the expertise 

of the Norwegian maritime community 

is fundamental. New disciplines will 

be included and the maritime world will 

change. The most important requirement 

is to develop, maintain and introduce new 

expertise and knowledge. 

36


Port of Arendal growing fast 

The ambition to be Norways`s lowest cost and most 

efficient port terminal providing growth for Port of Arendal. 

“We have abandoned the traditional port fee 

system, and have become a reliable logistic 

partner for our customer. This has secured 

the port a growth on both customers and 

goods over the past years.” says harbour 

master Rune Hvass. “Deep quays, a short deviation, 

large available areas, big cranes and 

suitable handling equipment make us a preferred 

port for heavyweight players in bulk, 

project cargoes, rigs and offshore service.” 

The port is aiming to be a forceful logistics 

partner. Its central location between Oslo, 

continental Europe and the southern North 

Sea, combined with outstanding harbour facilities, 

a high level of expertise and a strong 

commitment to facilitating customers, has 

made the terminal at Eydehavn a preferred 

port of call for a growing number of players 

– particularly in bulk, offshore service 

and rigs. 

“Arendal has everything needed to provide 

outstanding service as a project port, including 

large available areas for long-term industrial 

and port businesses. The port is well 

equiped for industry and cargo-handling,” 

says Hvass. 

“We offer excellent provision for mobilising, 

demobilising, storage and intermediate 

storage. In cooperation with the AS Nymo 

shipyard, big ships and offshore units can 

come here for all types of work, repairs and 

so forth.” 

The commitment has led to a strong growth 

in cargoes, calls and company establishments 

in recent years. Anyone requiring 

modern, innovative and low cost port services 

are welcome to Arendal and the Eydehavn 

terminal. “We’re in one of Norway’s 

most attractive regions and will continue to 

focus on meeting customer requirements,” 

says Hvass. 

Arendal Havn 

Big opportunities in offshore wind 

New sources of renewable energy are required to solve 

tomorrow’s challenges, but Norway risks losing its chance of 

being best at harnessing wind from floating units. The Norwegian 

Shipowners’ Association (NSA) wants a political initiative. 

It would be very unfortunate for Norway as 

an energy nation if we fail to seize these 

opportunities now,” warns CEO Harald Solberg, 

Norwegian Shipowners` Association. 

“The problem today is that we lack political 

ambitions to develop a domestic market. Offshore 

wind power represents a fantastic possibility for 

Norwegian industry.” 

Expertise 

He highlights the heavyweight expertise in and 

capacity for demanding maritime operations built 

up by Norway over more than 50 years, which can 

be applied for wind-based generation at sea. 

The NSA already has members who are heavily 

engaged in such projects, but these are on the 

continental shelves of other countries. Norway’s 

industry on land also has important expertise. 

“We see a huge wind power potential on the 

Norwegian continental shelf, where we avoid 

the conflicts with other activities which arise on 

land,” says Solberg. 

He points out that land-based wind farms also 

need extensive space for roads. Such generation 

is not conflict-free at sea, either, but these clashes 

are entirely different in character. 

Wrong 

“Politicians claim that we must wait until this is 

commercially profitable,” says Solberg. “In our 

view, that’s completely the wrong approach. 

“We then won’t be in a position to develop a 

world-leading industry. If we sit idly by, we let 

others take the lead with this technology.” 

Nor will he accept that developing offshore 

wind power is too expensive: “Nobody today 

can determine the real cost of such generation. 

“All energy sources require economies of 

scale in order to come down in price. Both 

hydropower and offshore petroleum production 

were initially very expensive to develop. 

“The key consideration is that we need this 

energy source for new green solutions. Saying 

that it’s too expensive is then irresponsible.” 

Harald Solberg believes 

Norway now has the 

opportunity to develop 

an industry which can be 

the answer to tomorrow’s 

challenges. 

37


Success for boat 

scrapping scheme 

Eight thousand private individuals, clubs and associations in Norway have so 

far received a scrap deposit for disposing of their pleasure craft properly. 

NOK 1 000 for handing them in and subsidies for reception plants ensure that redundant pleasure boats are appropriately dealt with. Photo: Norwegian Sea Rescue 

Since the scheme began in the autumn 

of 2017 and until the end 

of 2018, 11 500 unwanted boats 

have been handed in,” reports 

section head Mette Follestad 

at the Norwegian Environment Agency 

(NEA). 

Scrap deposits and subsidies 

The scheme has two parts. Those who 

hand in a redundant pleasure craft get a 

scrap deposit of NOK 1 000. In addition, a 

subsidy is paid to those who deal with this 

scrap – which includes the local authorities’ 

waste reception facilities. 

“About 8 000 private individuals, associations 

and reception stations have so far received 

NOK 11.5 million in scrap deposits, 

and NOK 18.6 million has been paid to 44 

plants,” says Follestad. 

When abandoned pleasure boats no 

longer litter the landscape, she observes, 

the quantity of microplastic produced will 

also be reduced. 

Register 

Avfall Norge, Norboat, the Royal Norwegian 

Boat Club (KNBF) and Finance Norway 

are among the organisations pressing 

for a mandatory register of small boats. 

“We would welcome this,” says section 

head Ole Johannes Kamlund at the NMA. 

“We’d be happy to take on the job of operating 

it. 

“Great agreement exists among boating 

organisations, the finance sector and government 

agencies about the need for such 

a record. This would give a better overview 

of what’s floating around, which doesn’t 

exist today.” 

Documented ownership 

Kamlund points to the need for a register in 

cases such as accidents, theft and environmental 

pollution where identification of the 

boat owner is needed quickly. 

But it is also required to ensure the scrapping 

scheme works as intended: “Documented 

ownership ensure that a possible 

payout goes to the right person,” he says. 

“After all, there have been stories about 

people other than the owner securing the 

money. But a mandatory register of small 

boats depends on political willingness.” 

METTE FOLLESTAD 

Proper scrapping of pleasure boats 

means less microplastic in the sea. 

“ The NMA would 

welcome a mandatory 

register of small boats. 

Høy kompetanse og effektive verktøy 

High competence and efficient tools 

Fiskerstrand Verft har lang erfaring med å møte uforutsette utfordringer og 

løse disse på beste mulig måte for våre kunder. 

Fiskerstrand Shipyard have long experience with solving unexpected 

challenges to the best of our client’s needs. 

REPARASJON - SERVICE – VEDLIKEHOLD – OMBYGGINGER 

REPAIR – SERVICE – MAINTENANCE - CONVERSION 

Med fokus på å utvikle fremtiden innen bærekraftig miljø teknologi og innovasjon 

With focus on developing the future with sustainable green technology and innovation 

Risevegen 23, 6035 Fiskarstrand 

firmapost@fiskerstrand.no 

www.fiskerstrand.no 

38


Total supplier for 

maritime operations 

Barges, cranes, tugs and long experience make Tronds Marine Services 

a preferred partner in maritime operations. “We work along the whole 

Norwegian coast,” says administration manager Kjartan Mehammer. “With 

us, customers get close follow-up from a very competent team for both 

operations with a short response time and more long-term assignments.” 

This is because quality occupies 

centre-stage for the company, 

which has its main base in the 

heart of Norway’s maritime 

cluster – Halsnøy in Kvinnherad local 

authority in Hordaland county. With an 

extensive fleet of barges, floating cranes 

and tugs, its 41 competent and solutionoriented 

employees can take on most 

jobs in the maritime operations field. 

“We’re a total supplier, which means 

we can provide complete logistics from 

loading in a port, via transport, to discharging 

in another port,” says Mehammer. 

“That makes us a preferred supplier. 

We want to deliver reliable solutions 

and are specialists in both complex 

operations with a short time frame and 

planned long-term assignments.” 

He reports that the company has delivered 

services to a large number of projects, 

both offshore in the North Sea and 

close to land along the coast. 

“These include Aasta Hansteen, the 

Bjarkøy fixed link, Launes bridge in 

Egersund and the Port of Bodø. Our jobs 

involve delivering reliable solutions by 

undertaking safe and efficient operations 

related, for example, to shipping 

and installing bridge components, supplying 

barges for various purposes, and 

naturally consultancy. We have cranes 

with up to 400 tonnes of lifting capacity 

as well as tugs and barges in all sizes up 

to 15 000 tonnes of payload.” 

The company also takes on international 

jobs, and is currently involved in the 

work on Morocco’s Nador port by providing 

a submersible barge for installing 

concrete caissons. Substantial dimensions 

are involved. 

“More than 250 caisson lifts weighing 

up to 9 000 tonnes are to be put in 

place,” says Mehammer. “That’s absolutely 

within our capacity.” 

Safety is central to the company’s 

philosophy and business, and finds expression 

in its strategy – which is crystal-clear. 

“Our ability to improve continuously 

is the basis for ensuring that 

quality characterises the work we do,” 

Mehammer emphasises. “Health, safety 

and the environment are a key area for 

us, and an important part of the quality 

concept.” 

The name “Trond” is a historical reference 

to Kristoffer Trondsen Rustung 

(born about 1490), who hailed from 

Seim in Kvinnherad. He had a diverse 

maritime career before he became Norway’s 

first admiral and commander-inchief 

of the Dano-Norwegian fleet. 

“We chose to call the company after a 

local hero who occupied a key place in 

the Norwegian maritime community of 

his day, and we are doing our utmost to 

live up to that name,” says Mehammer. 

39


» 

Reducing pollution 

pressures 

AS EARLY AS 2022, a number of today’s cruise ships will be unable to enter the Geiranger and other World Heritage fjords because they cannot meet new environmental standards. (Illustration: Shutterstock) 

Stricter rules for everything from sewage to nitrogen oxides (NO x 

) are aimed 

at saving Norway’s World Heritage fjords. The first cruise ships have already 

decided to go elsewhere because of the new environmental standards. 

The important point is that we 

haven’t produced regulations 

just for cruise vessels, but for 

ships,” says Bjørn Pedersen, 

who heads the NMA’s department 

of legislation and international 

relations. 

Although the starting point was the pressure 

imposed by cruise operations, the regulations 

apply to shipping in general. 

Serious situation 

Pedersen praises the cruise sector for 

grasping that the situation is serious and 

that the environmental problems created 

in Norway’s World Heritage fjords must be 

overcome. 

These destinations, included on the 

Unesco list, are the Nærøy and Geiranger 

Fjords along the west Norwegian coast together 

with the associated Aurland, Sunnylv 

and Ta Fjords. 

“The regulations largely accord with 

international standards,” says Pedersen. 

“The big difference is that they have retroactive 

effect and apply regardless of when 

the ship was built.” 

Emissions 

He explains that the new requirements 

cover sewage, greenhouse gas emissions 

and waste incineration. “We ban the discharge 

of sewage, and greywater too, from 

the biggest ships. 

“We’ve also introduced a ban on burning 

refuse on board, and require the largest 

vessels to have an environmental plan for 

their time in the World Heritage fjords.” 

The ships must identify their optimum 

speed and engine power to minimise emissions, 

and the environmental instructions 

will be checked during official inspections. 

NO x 

and sulphur 

“In addition, we’ve produced a plan for reducing 

the NO x 

released by burning diesel 

oil,” Pedersen reports. “That’ll start next 

year, with the final tightening in 2025. 

“As early as 2022, however, a number of 

ships won’t be able to enter the World Heritage 

fjords because their engines are too 

old to meet the emission ceiling.” 

This is on top of the requirements for a 

maximum 0.1 per cent sulphur content in 

fuel and for treating heavy oil in a closed 

system which releases limited fumes. 

Human-created clouds 

“These sites are threshold fjords with little 

turnover of water, squeezed between the 

mountains,” explains Pedersen. “Water vapour 

hangs like a cloud above them. 

“We don’t want a human-created shroud 

over these fjords. Ships producing a lot of 

exhaust fumes will be getting a visit from 

us.” 

He nevertheless admits that it is a paradox 

that some of Norway’s oldest ferries 

operate precisely in the World Heritage locations. 

“We’re developing electric battery-driven 

replacements. But it’s a matter of economics. 

The companies are undoubtedly 

reluctant to change ferries in the middle of 

a contract.” 

World Heritage council 

The new rules have been greeted locally 

with rejoicing, reports Arne Sandnes, leader 

of Norddal local council and chair of the 

World Heritage council for the west Norwegian 

fjord landscape. 

“This is historically important for a better 

environment in these fjords. Environmental 

surveys by the NMA have identified 

big emissions from ships there, which 

makes new standards crucial for reducing 

them.” 

Extension of requirements 

The NMA will now assess extending the 

requirements for sewage discharges from 

ships to the rest of the Norwegian coast, 

BJØRN PEDERSEN 

praises the cruise industry for taking the 

environmental problems seriously. 

Pedersen affirms. 

“Changes to the existing regulations are 

coming and will be related to the size of the 

ships and the number of people on board. 

“We’ve also been asked to assess similar 

rules to the ones for the World Heritage 

fjords in the rest of Norwegian waters. This 

work is starting now. 

“We’ll be taking a broad-based approach 

and involving all stakeholders. It’s important 

for the industry to appreciate that environmental 

regulations will become stricter 

– and not just in the fjords.” 

Safety & Emergency Preparedness Training and Consultancy 

RS Sjøredningsskolen is a complete supplier of 

courses and training for offshore, maritime, aquaculture 

and land-based industries. 

We are experts on mapping customers needs and 

offer both standard and tailor-made courses made 

to suit each customers individual requirements, 

where we utilize the width and long experience of 

our employees to come up with the best and most 

time- and cost-efficient solutions 

We provide courses on sea-rescue, firefighting, 

first aid, navigation and emergency 

management according to international 

standards approved by the Norwegian 

Maritime Authority and Norwegian Oil & Gas. 

www.sjoredningsskolen.no 

Phone: 33 07 12 20 | E-mail: srs@rs.no 

40


tegneren.no / Photo: Olav Thokle 

a 

flexible 

yard 

At Myklebust Verft we offer, in addition to shipbuilding, docking facilities for all 

types of vessels, including subsea construction vessels, anchor handling vessels, 

seismic vessels, live fish carriers and fishing vessels amongst others. 

Dock Capacity up to 15.000 tonnes / myklebustverft.no 

RelyOn Nutec: 

innovative 

safety 

training 

RelyOn Nutec is the world’s leading 

provider of specialised safety courses 

for the offshore, maritime and renewable 

energy sectors, and builds on 30 years of 

experience in the field. 

Every year, they provide the most realistic 

and practical courses to thousands 

of employees in the energy and shipping 

industries. 

They deliver the experience, knowledge, 

expertise and security needed to manage 

crises in a fast and effective manner. 

Visit the company at 

www.relyonnutec.com 

Falck Nutec changed its name to RelyOn 

Nutec in January 2019. “Our focus is 

unchanged,” reports Aasmund Conrad 

Erlandsen, CEO of RelyOn Nutec Norway. 

“As the world’s largest provider of safety 

training, we’ll continue to work towards 

innovative ways of strengthening safety 

awareness and emergency preparedness 

in companies.” 

The market is constantly changing and 

companies are conscious of the need to 

build expertise, he says. “As Norway’s leading 

centre of expertise for safety and emergency 

preparedness, our vision is to adopt 

effective and innovative training methods 

which increase safety and save lives.” 

New technology 

New technology such as virtual reality 

and simulators are among the tools 

used by the company to create the most 

effective and realistic training scenarios 

possible while ensuring the participants’ 

safety. VR headsets are utilised in firefighting 

courses, for example, while lifeboat 

simulators make it possible to build 

expertise in conditions which cannot be 

safely recreated in reality – fires, explosions 

and extreme weather. 

“We also use a combination of e-learning 

and classroom teaching on maritime 

safety courses,” Erlandsen explains. “Participants 

can thereby absorb part of the 

theory before arriving at the course centre, 

where we can concentrate on practical 

exercises.” 

Realistic 

Theory combined with practical exercises 

in realistic settings strengthens all levels 

of a company and prepares its organisation 

for responding to a crisis. RelyOn 

Nutec’s vision is safety and emergency 

preparedness which always keeps pace 

with developments in the industry. 

“By combining hands-on training and 

extreme conditions in a simulator with 

digital learning, we strengthen a company’s 

emergency response and ensure that 

our clients are fully prepared to face an 

emergency,” says Erlandsen. 

41


TRACTION LIFTS 

FOR MARINE 

Alimak in Norway, leading suppliers of traction, 

rack and pinion lifts for Oil & Gas and Marine Industry, 

proudly present our newest product: 

Specially designed compact lifts for marine installation. 

Constructed without machine rooms, our marine 

lifts are made to fit on ships. 

We offer: 

Intimate knowledge of offshore rules and regulations 

Original spare parts 

Global availability of support and maintenance services 

Maximum car (size) for minimum shaft size. 

Ship o’hoy! 

Maritime education at Training Vessel Gann 

We offer the following education: 

VG 1: Technical and Industrial Production 

Electricity and Electronics 

VG2: Maritime Subjects, deck and engine 

”The wind and the waves are always on 

the side of the ablest navigator” 

post@gann.no 

51 85 49 60 

www.gann.no 

For further inquiries, please contact 

sales.no@alimakgroup.com 

Nor- 

Shippping 

2019 

June 4th - 7th 

We invite you to visit 

us at stand E03-14 

Your total supplier 

42


RV Kronprins Haakon 

– rigged and ready for icy waters 

Norway’s new ice-going research vessel, Kronprins Haakon, is set 

to monitor environmental and climate conditions in Arctic and 

Antarctic seas. After making its maiden voyage to the Antarctic 

last winter, it will be heading to the far north this summer. 

“This ship’s icebreaking capabilities equip it to penetrate further into the 

ice and tackle more demanding ice conditions than earlier vessels, and to 

acquire climate data from the Polar areas where humanity’s impact on nature 

is happening fastest,” says director Ole Arve Misund at the Norwegian 

Polar Institute. 

While this institute owns the vessel, it is operated by the Norwegian 

Institute of Marine Research and has the University of Tromsø - Arctic University 

of Norway is its largest user. 

Kronprins Haakon is equipped with 15 labs, echosounding, remotely operated 

vehicle, helideck, seismic survey equipment, trawls and opportunities 

to launch weather balloons. Substantial capacity for containers, cargo 

and supplies is provided. 

Other features are a moonpool opening in the hull which allows research 

equipment to be launched even in thick ice. The icebreaker bow, combined 

with engine power, means the ship can maintain a steady three-four knots 

in heavy seas and massive ice up to a metre thick. 

If ice conditions become demanding, the hull is constructed so that the 

vessel can build up speed, ram the pack ice and climb over it so that the 

weight cracks opens a channel. 

The ship has been built to the latest safety rules and carries ultra-modern 

low-emission engines. It has a double hull, and can accept rescue helicopters 

and tugs as well as extinguishing ship fires. Fifty-five people can be 

accommodated in 38 cabins. 

Read more about RV Kronprins Haakon at www.npolar.no 

Kvalitetsbåter siden 1946 

Nybygg // Ombygging // Klassearbeid // Reparasjonsarbeid // Flytedokk: 65x13 m 

Frøy Harvest Reg 157 Bjørøyvær 

Reg 170 

Nova Master 

Flatvær 

Reg 171 Reg 175 

Addr: Mjosundvegen 294, 6693 Mjosundet // Tlf. kontor: 71 64 77 50 // Fax: 71 64 48 01 // E-post: kaare@slettaverft.no // www.slettaverft.no 

43

#1 RIVER CRUISE LINE 

#1 OCEAN CRUISE LINE 

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Visit vikingcruises.com, call 1-855-8-VIKING or see your Travel Agent. 

From Travel + Leisure Magazine, August 2018 © Time Inc. Affluent Media Group. Travel + Leisure ® and ‘World’s Best Awards’ are trademarks of Time Inc. Affluent Media Group and are used under license. 

Travel + Leisure and Time Inc. Affluent Media Group are not affiliated with, and do not endorse products or services of, Viking Cruises. CST# 2052644-40

Norwegian Maritime Authority - With an environmental commitment at sea

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