Norwegian Maritime Authority with an environmental commitment at sea by Markedsmedia

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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

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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

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. Enjoy

DAG INGE AARHUS Head, department of communication and public relations Norwegian Maritime Authority (NMA)

ØMERKE ILJ T M

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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.

ome 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 domes-

tic 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

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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?

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 appli-

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

cants 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.

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.

• 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

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International Maritime Organisation (IMO):

Collaboration with the industry is central SWANSONG Sveinung Oftedal chaired the PPR for the last time.

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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

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

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“ 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.

ANDREA SKARSTEIN checks quickly with Vidar A T Thorsen before running to a working-group meeting.

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.”

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.

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.

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.

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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

navigation » Autonomous 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

ou’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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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/

» Putting a price Garbage

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. • 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.

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.”

• 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.

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THE NORWEGIAN Coastal Administration is already in action and keen to play a clearer role in cleaning up the coast. Photo: Sveinung Nedregotten, NCA.

nudsen 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.

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.

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.

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.”

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

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

“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.”

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More cleanup, fewer forms Trawlerman Tore Ă&#x2DC;steig is engaged in waste collection, but considers the necessary paperwork a burden. He would prefer less bureaucracy for the smallest fishing vessels.

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EINAR SIMONSEN cleans up after the annual spawning cod season.

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

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.

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.”

“ Otherwise, we have to deal with marine waste – what comes out of the sea.

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-

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.

ishing 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.”

tem,” 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.”

Safety

Paperwork

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 sys-

“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.”

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Samskip – a multim logistics partner

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

ultimodal 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

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modal

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 es-

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.

tablish 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.”

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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.

hose 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 eve-

rything 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

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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.

ne 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 beween 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 regulatory 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 precipitating change. The UN’s International 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 environmental 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 number of shipowners in negotiating contracts for the purchase and installation 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

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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.

ork 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 40 000 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 mari-

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. time 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

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.”

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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.”

C 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.

ertifying 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 fur-

ther 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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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.

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.

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

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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.

ore 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.

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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 CO2 and NOx emissions.

ll 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 expan-

sion 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

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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).

he 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

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

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

WALLENIUS WILHELMSEN is one of the shipping companies which have invested in scrubbers to reduce sulphur emissions. Photo: NSA

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.”

GUNNAR MALM GAMLEM at the NSA welcomes stricter requirements.

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

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 govern-

ment 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.

ccording 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 over-

all 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

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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.

inishing 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.”

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. 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-

Hele bilaget er en annonse utgitt av Sjøfartsdirektoratet

TORBEIN KVIL GAMST senior adviser at the NMA, is working on My vessels.

“ Ninetyseven per cent of companies in the industry believe we still require traditional nautical competence.

LISE GOA FAGERHEIM senior surveyor in the NMA’s department for seafarers.

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.

here’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 exper-

tise, 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

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.”

The political will is present, and the parties agree on the importance of the maritime

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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 (NOx), sulphur and particle emissions in such areas, Gasnor maintains.

he 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 NOx, sul-

phur 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 NOx

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 Hur-

tigruten 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.

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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.

he 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.

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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.

ruise 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,”

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 lo-

“ The NMA works purposefully to be an attractive flag state. 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.”

cal 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

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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

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].

Cruising to success in the NIS 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 strengthen-

ing 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

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» Addressing the issues

GEIR POLLESTAD chair, industry committee, Centre Party

ARNE NÆVRA member, transport and communication committee, Socialist Left Party

Photo: Jo Straube

Photo: Ragne B. Lysaker, Center Party

Photo: Marius Nyheim Kristoffersen

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?”

KJETIL KJENSETH chair, energy and environment committee, Liberal Party

MORTEN ØRSAL JOHANSEN industry policy spokesperson, Progress Party

Zero-emission technology

Electric vessels

Enhancing energy efficiency

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.

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.

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.

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.

STEINAR REITEN member, industry committee, Christian Democratic Party

ARILD HERMSTAD national spokesperson, Green Party

Photo: Bent Sønvisen

Photo: Ole Christian Klamas

Switch freight

TERJE AASLAND industry policy spokesperson, Labour Party

TOM-CHRISTER NILSEN industry committee, Conservative Party

World leader

Emission-free vessels

Industry adventure

Expertise

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.

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.

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.

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.

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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 fa-

cilities, 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 mobilis-

ing, 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.

t 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.

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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

ince 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.

gian 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.”

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.

METTE FOLLESTAD Proper scrapping of pleasure boats means less microplastic in the sea.

“ The NMA would welcome a mandatory register of small boats.

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

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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.”

his 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 pro-

jects, 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 weigh-

ing 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.”

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.

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

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» 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 (NOx) 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.

he 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.

NOx and sulphur

“In addition, we’ve produced a plan for reducing the NOx 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.”

BJØRN PEDERSEN praises the cruise industry for taking the environmental problems seriously.

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,

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

This entire supplement is an advertisement published by the NMA 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.”

ity 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.

New technology New technology such as virtual real-

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Ship o’hoy!

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RV Kronprins Haakon – rigged and ready for icy waters

orway’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

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

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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