Hurtigruten
Hurtigruten [ hʉrtirʉːtən ] or Hurtigruta [ hʉrtirʉːta ] ( Norwegian for "the fast route ") is the name of the traditional Norwegian mail line that has been connecting the towns of the more than 2,700 kilometers long Norwegian west coast since 1893. Today, the combined freight, passenger and drive cruise the coastline of Norway between Bergen and Kirkenes into six and a half days, the actual postal traffic was stopped 1984th In summer they also pass the Trollfjord and the Geirangerfjord . In addition to its actual function as a means of transport, the Hurtigruten route is now an internationally known tourist attraction .
The profitability of the state-subsidized but privately operated routes has been discussed since 1999. The Norwegian state will continue to support the shipping lines until the end of December 2019.
history
In order to understand the importance and necessity of the line connection along the Norwegian coast, it is helpful to take a look at the geographic situation of the country: Today's Norway extends for around 2,650 kilometers in a north-south direction. It has always been the south of the country, which has a relatively mild climate , that has dominated both in terms of population and economic strength. The coastal settlements and communities in the north of the country, who lived from fishing in the fish-rich waters of Lofoten , Vesterålen and the Barents Sea , lacked suitable transport routes for the fish landed, but also for the basic supply of goods and commodities that were locally available could not be established.
From the beginning of the 19th century, for example, there were only sporadic connections between the Lofoten archipelago in the far north and the trading metropolis of Bergen . From 1870 the Hamburg route operated along the coast . Especially in the long winters, the entire north of the country was practically cut off from the outside world. The Norwegian state recognized this north-south divide and looked for ways to better connect the north with transport. With 83,283 kilometers of coastline, merchant shipping was used and from 1875 onwards, based on existing, smaller shipping lines, the first plans were drawn up for a regular, state-funded shipping connection between Stavanger and Bergen in the south and the larger coastal towns in northern Norway.
The beginnings
The Hurtigruten was founded by a private shipping company , Vesteraalens Dampskibsselskab (VDS), and first sailed between Trondheim and Hammerfest in 1893 . The first regular and, above all, year-round postal service between southern and northern Norway was thanks to the commitment of the experienced captain Richard With . Together with pilot Andreas Holte, he had meticulously kept records of journeys through the waters along the Norwegian coast from 1882 onwards. He was the first to trust himself to drive the route to Hammerfest even at night and in the dark winter months - a gain in speed that was a prerequisite for state subsidies , without which a mail ship connection could not have been financed.
Before that, in the years 1889 and 1890, a concept for the year-round operation of a shipping line along the entire west coast had been developed on behalf of the government by the recognized captain August Kriegsmann Gran, who was in the service of the Oslo Interior Ministry. This resulted in a tender published on April 18, 1891 for a steamboat line. Two years later, on July 2, 1893, the Vesterålen set out from Trondheim to Hammerfest under captain Richard With . On this first route, which took a total of 67 hours, nine places were called: Rørvik , Brønnøysund , Sandnessjøen , Bodø , Svolvær , Lødingen , Harstad , Tromsø and Skjervøy .
Two more Hurtigruten lines followed, so that at the turn of the century there were three mail lines: The first led from Trondheim to Hammerfest, the second from Bergen to Hammerfest and the third from Hammerfest further east to Vadsø - this ended in 1908 to the present day Kirkenes extended. These routes were now driven twice a week - summer and winter.
This changed life for the residents in the impassable coastal region of Northern Norway. The Hurtigruten shaped and united the country. The arduous land route through the rugged landscape could now be avoided. In 1898 the line had been extended south beyond Bergen to Stavanger ; However, as early as 1919 in the more densely populated south of the country, the road and rail links had been expanded to such an extent that mail ship traffic was discontinued in this area. Bergen was and remained the southern starting and turning point of the line.
In the summer of 1922 the Risøyrenna - the Risørinne, a navigable, natural, narrow sea route between the Vesteraalen islands Andøya and Hinnøya - was inaugurated. This is still part of the route of the ships today. From June 1, 1936, a continuous connection was created from the formerly three lines, connecting Bergen in the south with Kirkenes in the north. With immediate effect, a daily departure could be ensured with 14 ships from six shipping companies.
World War II and the post-war period
During the two world wars, in which the second with the occupation of Norway in particular had devastating consequences for the communities in northern Norway, regular mail service was largely impossible. Nevertheless ships of the Hurtigruten were used in coastal traffic and in troop transport; In some cases, the regular service could also be maintained. Most ship losses and accidents were recorded in the period from 1940 to 1945. In order to maintain the supplies for the communities in the north, some of which are vital for survival, the shipping companies, after their Hurtigruten ships were either confiscated or damaged, in the years 1940 to 1945 fell back on small cargo ships and fishing cutters , which were used as transport ships on the Hurtigruten.
After the end of the Second World War, only three of the former 14 ships were still navigable. As a result of a large-scale, state-supported ship building program, the Trondheim – Hammerfest route could again be operated daily from 1950. By 1956, a total of ten almost identical ships were put into service, so that regular liner services could be set up again.
While at the beginning of the line ordinary steamers, often bought second-hand, were used, this series was the first to use a special type of ship specially developed for the Hurtigruten. New developments and experiences from previous types flowed into each of the following generation of ships. The appearance and concept of the ships have changed significantly as a result, but they are still types of ships specially designed for this use.
From the 1960s to today
Until the end of the 1970s, the Hurtigruten was the only supply option for some towns, especially in winter, and was therefore heavily subsidized by the state. Due to the expansion of the road network and the establishment of flight connections, the economic importance of the Hurtigruten decreased, so that today tourism plays a far greater role. However, the Hurtigruten ships still transport freight and commuters from port to port.
With the new builds of the so-called “middle generation” at the beginning of the 1980s, freight transport was rationalized through the introduction of the RoRo principle and the idle time in Bergen could be reduced from one and a half days to eight hours. As a result of this reduction in lay-time, only eleven instead of 14 ships were required on the route. In 1984 the post offices on board the ships were closed and the mail transport on this line ended, so that the ships have not been post ships since then , although they still fly the post flag .
Since the Norwegian state has only granted the subsidies for a limited period and since the end of the 1990s has limited it to the winter half-year, the shipping company is trying to attract more international tourists by using modern ships with greater comfort in order to compensate for the loss of income. In the winter, however, the capacity utilization of the ships is still so low that Hurtigruten makes losses every year.
At the end of 2004, the Norwegian government provided a subsidy package amounting to 1.9 billion Norwegian kroner (this corresponds to around 216 million euros), which ensured regular operations until the end of the winter half-year 2011/12. In 2011, this Hurtigruten contract was extended to the end of 2019 in order to ensure the year-round daily liner service on the route with subsidies of 5.12 billion kroner (around 650 million euros). An end to the daily regular service is not to be expected, as the Hurtigrute continues to be of central importance to the Norwegians, especially in the north of the country. This line connection still bears the honorary designation Riksvei No. 1 ("Reichsstrasse No. 1"). Hurtigruten also plays an important role in marketing the country in international tourism.
Interesting insights into the history of the Hurtigruten from the beginning to the present offers in 1993 Stokmarknes opened Hurtigruten Museum .
Passenger numbers and orientation
The Hurtigruten ships have carried an average of just over 410,000 passengers a year since the end of World War II. The passenger structure has changed considerably: while in the 1940s and 1950s there were almost exclusively long-distance passengers on board who used the ships as a pure means of transport, largely evenly distributed throughout the year, today it is mainly tourists who use the Hurtigruten for coastal cruises in the summer months or as part of their vacation trip. Without this touristic orientation of the line, it would no longer be possible to operate the ships even anywhere near cost-covering. The shipping companies had a hard time with the rapidly increasing individual traffic since the early 1970s and the expansion of the country's air traffic network. By the end of the 1980s, this had reduced the number of passengers to such an extent that serious considerations were given to discontinuing the Hurtigruten in its former form. Thanks to the consistent focus on tourism requirements , it has been possible to record a significant increase in passenger numbers since the early 1990s , without giving up the character of the post ship . In the meantime, the annual number of passengers has leveled off at around 450,000 passengers per year; around 70 percent of them are round trip passengers, i.e. tourists .
The changed orientation is most clearly reflected in the changed equipment of the ships. The new buildings of the 1950s still had relatively small and simple multi-bed cabins, largely without their own wet room, plus only a simple dining room and a cafeteria. In the ships of the middle generation , in addition to the much more comfortable cabins, there were also sleeping rooms called sleeperettes with up to ten simple berths for long -distance passengers; these are no longer available today without replacement.
The ships of the new generation are much more comfortable: In addition to relatively spacious cabins with shower and toilet, they offer a restaurant and café on board as well as other tourist-oriented equipment such as panorama salons, whirlpools, bars and event rooms. The cruise character also includes suites and organized shore excursions, but on the other hand the usual social events such as the captain's dinner and entertainment with theater and music are missing ; Even the clothing of the passengers remains sporty and comfortable even during dinner. Also exclusively for tourist reasons, detours are made in the summer timetable into the Geirangerfjord and the Trollfjord .
Freight development
While the volume of freight on the Hurtigruten ships has gradually declined since the end of the Second World War, parallel to the increase in private transport, both car and freight transport have developed positively again since the early 1990s. In 1990 around 7,500 cars and around 100,000 tons of freight were transported, in 2002 it was over 55,000 cars and more than 165,000 tons of freight. The main reasons for the constantly increasing freight numbers are that the new loading technology introduced on all ships since the beginning of the 1990s resulted in a very efficient loading and unloading strategy, which made it possible to offer relatively cheap freight rates. All ships used, with the exception of the old Lofoten , have a side loading hatch through which freight and cars can quickly reach the freight deck (deck 2 or deck B) with the help of a freight elevator. This technology meant enormous time and manpower savings compared to loading using an on-board crane, which was common up until the 1980s, in which every piece of freight and every car had to be laboriously lifted on board individually.
Line and timetable
The Hurtigruten ships operate according to a fixed timetable. A ship leaves Bergen at the same time every day and returns to the port of departure after twelve days. The usual speed is 15 knots. For the ports called on the line, especially those in Northern Norway, the daily arrival of the Hurtigruten ship is a constant in the daily routine of the residents; Even temporary changes in the departure times of ships - or even the failure of a ship - are worth a detailed report in the local media. Not only goods and people reach the most remote villages with the ships, medical appointments, visits to the authorities and family visits are also made with the liner ships. In the small ports of call in the very north of the country, the ships also fulfill a further social function: During the half-hour berth, residents of the towns go on board to drink coffee together in the cafeteria, exchange information and read the latest magazines supply. These so-called kaffegjengs then leave the ship immediately before casting off.
Day | port | Incoming | Expiring | Remarks |
---|---|---|---|---|
1 | Mountains | 8:00 p.m. | In the winter timetable (September 15 to April 14) 10:30 pm | |
2 | Florø | 02:00 | 02:15 | In the winter timetable 04: 30-04: 45 |
2 | Måløy | 04:15 | 04:30 | In the winter timetable 06: 45-07: 30 |
2 | Torvik | 07:15 | 07:30 | In the winter timetable 10: 20–10: 45 |
2 | Ålesund | 08:45 | 09:30 | In the winter timetable 12: 00-15: 00 |
2 | ( Geiranger ), ( Hjørundfjord ) | 13:25 | 13:30 | Only during the summer schedule until the end of August ( embarkation and disembarkation with a tender boat ), in September and October a trip to the Hjørundfjord |
2 | Molde | 21:45 | 22:15 | In the winter timetable 17: 30–18: 30 |
3 | Kristiansund | 01:45 | 02:00 | In the winter timetable 22: 00-23: 00 |
3 | Trondheim | 08:30 | 12:00 | In the winter schedule, 6 a.m. to 12 p.m. |
3 | Rørvik | 8:45 pm | 21:15 | |
4th | Brønnøysund | 00:45 | 01:00 | |
4th | Sandnessjøen | 03:45 | 04:15 | |
4th | Nesna | 05:25 | 05:30 | After leaving Nesna, the Arctic Circle is crossed at around 7:15 a.m. |
4th | Ørnes | 09:15 | 09:30 | |
4th | Bodø | 12:30 | 15:00 | |
4th | Stamsund | 19:00 | 7:30 p.m. | |
4th | Svolvær | 21:00 | 22:00 | |
5 | Stokmarknes | 01:00 | 01:15 | |
5 | Sortland | 02:45 | 03:00 | |
5 | Risøyhamn | 04:15 | 04:30 | |
5 | Harstad | 06:45 | 08:00 | |
5 | Finnsnes | 11:15 | 11:45 | |
5 | Tromso | 14:30 | 18:30 | |
5 | Skjervøy | 22:30 | 22:45 | |
6th | Øksfjord | 02:00 | 02:15 | |
6th | Hammerfest | 05:15 | 06:00 | |
6th | Havøysund | 08:45 | 09:15 | |
6th | Honningsvåg | 11:15 | 14:45 | The North Cape can be reached from here |
6th | Kjøllefjord | 17:00 | 17:15 | |
6th | Mehamn | 19:15 | 7:30 p.m. | The northernmost Hurtigruten port |
6th | Berlevåg | 21:45 | 22:00 | Until 1974 there was no pier here, passengers and cargo were disembarked |
7th | Båtsfjord | 23:45 | 00:15 | |
7th | Vardø | 03:15 | 03:30 | |
7th | Vadsø | 06:45 | 07:15 | Will only be approached on the northern route |
7th | Kirkenes | 09:00 |
The turning point of the Hurtigruten ships is in Kirkenes. From here it's almost the same way back. However, the ports called at night on the way there are mainly called during the day on the way back, so that all ports can be reached during the day:
Day | port | Incoming | Expiring | Remarks |
---|---|---|---|---|
7th | Kirkenes | 12:30 | ||
7th | Vardø | 15:45 | 16:45 | |
7th | Båtsfjord | 19:45 | 20:15 | |
7th | Berlevåg | 22:00 | 22:15 | |
8th | Mehamn | 00:45 | 01:00 | The northernmost Hurtigruten port |
8th | Kjøllefjord | 02:45 | 03:00 | |
8th | Honningsvåg | 05:30 | 05:45 | The North Cape can be reached from here |
8th | Havøysund | 07:45 | 08:00 | |
8th | Hammerfest | 10:45 | 12:45 | |
8th | Øksfjord | 3:30 p.m. | 15:45 | |
8th | Skjervøy | 19:00 | 19:45 | |
8th | Tromso | 23:45 | 01:30 | |
9 | Finnsnes | 04:15 | 04:45 | |
9 | Harstad | 08:00 | 08:30 | |
9 | Risøyhamn | 10:45 | 11:00 | |
9 | Sortland | 12:30 | 13:00 | |
9 | Stokmarknes | 14:15 | 15:15 | The Hurtigruten Museum is located here |
9 | Svolvær | 18:30 | 20:30 | |
9 | Stamsund | 22:00 | 22:30 | |
10 | Bodø | 02:30 | 04:15 | |
10 | Ørnes | 07:00 | 07:15 | After leaving Ørnes, the Arctic Circle is crossed at around 9.15 a.m. |
10 | Nesna | 11:00 | 11:15 | |
10 | Sandnessjøen | 12:30 | 13:00 | |
10 | Brønnøysund | 15:45 | 17:00 | |
10 | Rørvik | 20:30 | 21:30 | |
11 | Trondheim | 06:30 | 10:00 | |
11 | Kristiansund | 16:30 | 17:00 | |
11 | Molde | 21:15 | 21:30 | |
12 | Ålesund | 00:30 | 01:00 | |
12 | Torvik | 02:15 | 02:30 | |
12 | Måløy | 05:15 | 05:45 | |
12 | Florø | 07:45 | 08:15 | |
12 | Mountains | 14:30 |
The time spent in the ports is measured both according to the time required for loading and unloading as well as according to the tourist importance of the port or city. Some ports have lay times of up to six hours. With such lay times, tourists have the option of participating in organized shore excursions and sightseeing. There is also the possibility of booking excursions with several days in shore from on board.
Former Hurtigruten ports
Over the years the route has changed a little in parts for various reasons. This happened mainly due to economic or nautical requirements. The following landing stages or ports have been removed from the Hurtigruten route plan (from north to south):
- Gamvik , Hurtigrutenhafen from 1911 to 1990 (the former northernmost Hurtigruten quay)
- Finnkongkeila (a former fishing village near Gamvik, destroyed by the German occupiers)
- Kongsfjord , until 1975; then immediately in Berlevåg
- Alta
- Gibostad (in Gisund in the municipality of Lenvik in Fylke Troms), until 1939
- Havnvik
- Sørøya , Hurtigrutenhafen from 1950 to 1979
- Grønnøy , Hurtigrutenhafen from 1914 to 1957
- Indre Kvarøy (an island in Lurøy municipality )
- Evenskjer
- Kabelvåg
- Narvik , Hurtigrutenhafen from 1936 to 1953
- Lødingen
- Melbu
- Vikholmen
- Beian
- Bessaker (A place in the municipality of Roan in the north of Fylke Sør-Trøndelag)
- Haugesund , Hurtigrutenhafen from 1896 to 1919
- Stavanger , Hurtigrutenhafen from 1896 to 1919
Ship encounters
Day northbound | Day going south | time | meeting point | comment |
---|---|---|---|---|
2 | 12 | 4:50 a.m. | between Måløy and Torvik | (only summer timetable) |
2 | 12 | 6:15 am | between Florø and Måløy | (only winter timetable) |
2 | 11 | 9:30 p.m. | in the port of Molde | (only summer timetable) |
2 | 11 | 19:30 o'clock | between Molde and Kristiansund | (only winter timetable) |
3 | 11 | 6:30 a.m. to 10:00 a.m. | in the port of Trondheim | |
3 | 10 | 8:30 p.m. to 9:15 p.m. | in the port of Rørvik | |
4th | 10 | 8:15 a.m. | between Nesna and Ørnes | |
4th | 9 | 8:15 pm | between Stamsund and Svolvær | |
5 | 9 | 8:00 a.m. | in Harstad harbor | |
5 | 8th | 9:30 p.m. | between Tromsø and Skjervøy | |
6th | 8th | 9.15 a.m. | off the island of Havøy | |
6th | 7th | 11:00 p.m. | at Berlevåg |
When the ships meet at sea, the following signals are given: The northbound ship gives twice long, once short and the southbound ship twice long, once short, once long . You are greeted by a horn during the day and by headlights in the dark, with the northbound ship usually greeting first.
Distances on the Hurtigruten
In summer, the northbound route from Bergen via Geiranger to Kirkenes is 1,460 nautical miles (2,704 km) and the southbound route back is 1,335 nautical miles (2,472 km). The ships thus cover a total of 2,795 nautical miles (5,176 km) in one revolution. In winter, the Geirangerfjord on the northbound route and the Trollfjord on the southbound route are not called, which reduces the total distance traveled to 2,670 nautical miles (4,945 km).
Hurtigruten shipping companies
Since the Hurtigruten was founded, nine different shipping companies have operated the ships on the Hurtigruten. By the middle of the 20th century there were six independent shipping companies that operated the route with their own ships. In the mid-1970s, economic pressures led to mergers and mergers. In 1979 the merger of the DSDS with the BDS resulted in the TFDS and at the end of the 1980s the shipping companies ODS and VDS merged to form OVDS. These two, after the exit of the FFR in 1996, the last remaining shipping companies, the TFDS and the OVDS, merged again on March 1, 2006 to form the Hurtigruten Group ASA, which today operates all ships on this line; from April 2007 under the name Hurtigruten ASA and since 2015 as Hurtigruten AS . The NDS and the FFR had previously withdrawn from liner service on the route.
In addition to the ships on the traditional Hurtigruten, the shipping company Hurtigruten ASA operated other scheduled connections in Norway. These are mainly smaller ferry connections in the north of the country. Both the shipping company's logo and the Hurtigruten lettering can be found on various vehicles that have nothing to do with the traditional post ship line.
All previous shipping companies :
- Hurtigruten ASA - renamed after a company resolution in March 2007
- Hurtigruten Group ASA - After the merger of TFDS and OVDS on March 1, 2006 to March 2007
- TFDS - Troms Fylkes Dampskibsselskap A / S (from 1979 to March 1, 2006)
- OVDS - Ofotens og Vesteraalens Dampskibsselskap A / S (from 1988 to March 2006)
- ODS - Ofotenske Dampskibsselskap A / S (from 1936 to 1988, merger with VDS)
- VDS - Vesteraalske Dampskibsselskab (from 1893 to 1988, merger with ODS)
- BDS - Det Bergenske Dampskibsselskab (1894–1979)
- NFDS - Nordenfjeldske Dampskibsselskab (1895–1989)
- DSDS - Det Stavangerske Dampskibsselskab (1919-1979)
- NDS - Nordlandske Dampskibsselskab (1945–1958)
- FFR - Finnmark Fylkesrederi og Ruteselskap A / S (1988–1996)
In 2018, the Samferdselsdepartementet announced that it would split the operation of Hurtigruten between Hurtigruten AS and the Havila Group from 2021 to 2030 .
Hurtigruten ships
Current ships of the Hurtigruten
There are three categories of ships currently in use: the traditional generation , the middle generation and the new generation . All three ship generations have in common that they have both cargo and passenger capacities and have been specially designed for use on the Hurtigrute. Also, all ships are always on the port side at the pier, as the cargo hatches and passenger bridges are only on this side.
The traditional generation (Etterkrigsflåten)
From today's point of view, this generation of ships can no longer be considered contemporary. In terms of noise insulation, comfort and equipment, the cabins cannot be compared to the ships of the new generation . Loading and unloading freight using an on-board crane is also time-consuming and laborious. Nevertheless, the remaining ship of this generation, the Lofoten from 1963, is particularly popular with tourists, as it reflects, like hardly any other ship in Europe, the nostalgic character of the old mail ships. It is still used all year round on the route. The Nordstjernen from 1955 was also in service until March 2012 . It has been modernized and now runs expedition cruises to Spitsbergen . As the ship with the longest service life to date in the Hurtigruten service, the Nordstjernen was placed under monument protection and renovated in 2013. The Finn brands from the year 1956 in Norway as a technical cultural monument as a historical monument and can in Hurtigruten Museum in Stokmarknes be visited.
Surname | Construction year | measurement | length | width | Passengers | Shipyard | Status / whereabouts |
---|---|---|---|---|---|---|---|
Lofoten II | 1964 | 2,621 GT | 87.40 m | 13.30 m | 400 | A / S Akers mekaniske selling | in service |
The middle generation (Mellomgenerasjonen)
The curriculum vitae of these ships, now referred to as the middle generation , reflects the decisive turning point in the fleet policy of the Hurtigruten shipping companies in the 1980s. For the first time, storage spaces for containers were provided at the stern of the ships for freight transport . However, this concept did not prove itself, as the expectations of the planned container transport were far from being fulfilled, while the cabin capacities were insufficient.
In 1988 it was decided to convert the three sister ships of this generation. With this conversion, they were given a new cabin structure instead of the container spaces at the rear. With this, and with the additional panorama salon set up amidships, both the cabin seats were almost doubled and the comfort for the passengers was considerably improved. The good experience gained with this new concept flowed significantly into the design of the following generation (s) of ships. With the conversion of this generation of ships, the restructuring of the entire Hurtigruten fleet policy began from a pure transport ship for long-distance passengers to a comfort-oriented cruise ship.
After the sale of the Lyngen and the Narvik in 2007, only one medium-generation ship is still in service.
Surname | Construction year | measurement | length | width | Passengers | Shipyard | Status / whereabouts |
---|---|---|---|---|---|---|---|
Vesterålen III | 1983 | 6,291 GT | 108.60 m | 16.50 m | 510 | Kaarbø's Mekaniske Verkstad | in service |
The New Generation (De Nye Skipene)
When designing the first units of this new generation of Hurtigruten ships, the shipping companies opted for a type of ship that is comparable to a small cruise ship in terms of equipment and comfort. For the first time, suites, wellness areas and swimming pools were set up on the ships. This also made it possible to use these ships - especially in the winter months with few passengers - as so-called expedition ships outside of the Hurtigruten, thus opening up new areas of business. The most recent new build, the Fram , is also based on this concept, but will initially only be used as an expedition ship. Despite their basic concept, the ships of this generation vary greatly in size, design and equipment, so that they cannot be classified as sister ships . What all ships of this generation have in common, however, is the conspicuously positioned panorama salon above the bridge on deck 7 or 8, which offers passengers a good view even in bad weather.
Surname | Construction year | measurement | length | width | Passengers | Shipyard | Status / whereabouts |
---|---|---|---|---|---|---|---|
Finnmarks III | 2002 | 15,539 GT | 138.50 m | 21.50 m | 1000 | Kleven Verft A / S | in service |
Fram | 2007 | 11,647 GT | 113.86 m | 20.20 m | 318 | Fincantieri - Cantieri Navali Italiani SpA | used as an expedition ship |
Kong Harald II | 1993 | 11,204 GT | 121.80 m | 19.20 m | 691 | Volkswerft Stralsund GmbH | in service |
Midnatsol IV | 2003 | 16,151 GT | 135.75 m | 21.50 m | 1000 | Fosen Yards | in service / from 2016 as an expedition ship |
Nordlys II | 1994 | 11,204 GT | 121.80 m | 19.20 m | 691 | Volkswerft Stralsund GmbH | in service |
Northern Norway IV | 1997 | 11,384 GT | 123.30 m | 19.50 m | 691 | Kleven Verft A / S | in service |
North cap | 1995 | 11,386 GT | 123.30 m | 19.50 m | 691 | Kleven Verft A / S | in service |
Polarlys III | 1996 | 11,341 GT | 123.00 m | 19.20 m | 737 | Ulstein Verft AS | in service |
Richard With II | 1993 | 11,205 GT | 121.80 m | 19.20 m | 691 | Volkswerft Stralsund GmbH | in service |
Trollfjord | 2002 | 16,140 GT | 135.75 m | 21.50 m | 822 | Fosen Yards | In service |
Spitsbergen | 2009 | 7,025 GT | 97 m | 18 m | 320 | Estaleiros Navais de Viana do Castelo | Commissioned in 2016 after renovation |
Expedition ships
On April 25, 2016, Hurtigruten AS announced that it had ordered two new expedition ships with delivery in 2018 and 2019 from the Norwegian shipyard in Kleven . Both ships have an environmentally friendly hybrid drive and mainly operate cruises in the Arctic and Antarctic. The ships are named after the Norwegian polar explorers Roald Amundsen and Fridtjof Nansen .
The delivery of the type ship was postponed several times and took place on June 25, 2019. The Fridtjof Nansen was delivered on December 20, 2019 with a delay.
Surname | Construction year | measurement | length | width | Passengers | Shipyard | Status / whereabouts |
---|---|---|---|---|---|---|---|
Roald Amundsen | 2019 | 21,765 GT | 140 m | 23.60 m | 530 | Kleven Verft A / S, N. | in motion |
Fridtjof Nansen | 2019 | 21,765 GT | 140 m | 23.60 m | 530 | Kleven Verft A / S | in motion |
New buildings
Hurtigruten AS agreed options with Kleven to build two further sister ships of the Roald Amundsen . In October 2018, a third ship was ordered for delivery in 2021.
The Havila Kystruten AS , which will be involved in the operation of Hurtigruten from 2021 to 2030 following a decision by the Samferdselsdepartementet, is having four new ships built. In June 2018, the shipping company signed a preliminary contract with Hijos de J. Barreras in Vigo for the construction of two ships. They should cost around 200 million euros per ship, have a capacity for 700 passengers and run on LNG . Two more ships were ordered from Tersan Shipyard.
shipping companyIn 2019, the construction of the ships at J. Barreras was stopped. The ships are now also to be completed at Tersan Shipyard.
Surname | Construction year | measurement | length | width | Passengers | Shipyard | Status / whereabouts |
---|---|---|---|---|---|---|---|
2021 | 21,765 GT | 140 m | 23.60 m | 530 | Kleven Verft A / S | ||
Havila Polaris | 2021 | 15,812 GT | 700 | Hijos de J. Barreras, Vigo, Spain Tersan Shipyard, Turkey |
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Havila Pollux | 2021 | 15,812 GT | 700 | Hijos de J. Barreras, Vigo, Spain Tersan Shipyard, Turkey |
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Havila Capella | 2021 | 15,812 GT | 700 | Tersan Shipyard, Turkey | |||
Havila Castor | 2021 | 15,812 GT | 700 | Tersan Shipyard, Turkey |
Retired Hurtigruten ships
Since the beginning of shipping on the Hurtigruten, a large number of ships have been in use, which have been sold over the years, lost due to accidents or acts of war, or have been taken out of service.
Ship type | Surname | shipyard | Construction year | Working time | Shipping company |
---|---|---|---|---|---|
MS | Alta | Trosvik Mekaniske Verksted, Brevik | 1950 | 1950-1967 | NFDS |
DS | Ariadne | Nylands mekaniske verksted , Oslo | 1930 | 1939-1941 | DFDS |
DS | Astreæa | Akers mekaniske verksted , Christiana | 1900 | 1900-1910 | DFDS |
DS | Barøy I | Trondhjems Mekaniske Verksted , Trondheim | 1929 | 1929-1941 | VDS |
MS | Barøy II | Trondhjems Mekaniske Verksted , Trondheim | 1952 | 1953-1964 | ODS |
DS | Capella | Martens, Olsen & Co., Laksevåg | 1885 | 1898-1940 | NFDS |
DS | Christiania | Helsingør Jernskibs & Maskinbyggeri, Helsingør | 1895 | 1899-1944 | DSDS |
DS | Dronning Maud | Fredrikstad Mekaniske Verksted, Fredrikstad | 1925 | 1925-1940 | NFDS |
DS | Dronningen | Fevigs Jernskibsbyggeri, Grimstad | 1894 | 1945-1946 | VDS |
DS | Erling Jarl I. | Trondhjems Mekaniske Verksted , Trondheim | 1894 | 1895-1943 | NFDS |
MS | Erling Jarl II | Cantieri Riuniti dell 'Adriatico, Ancona | 1949 | 1949-1980 | NFDS |
DS | Finnmarken I | Trondhjems Mekaniske Verksted , Trondheim | 1912 | 1912-1956 | VDS |
MS | Finnmarks II | Blohm + Voss , Hamburg | 1956 | 1956-1999 | VDS |
DS | Haakon Adalstein | Charles Mitchell and Company , Newcastle | 1873 | 1902-1930 | NFDS |
DS | Haakon VII | Trondheim Mekaniske Verksted, Trondheim | 1907 | 1923-1929 | NFDS |
DS | Haakon Jarl I. | Motala Verkstad , Gothenburg | 1879 | 1914-1924 | NFDS |
MS | Haakon Jarl II | Aalborg Værft , Aalborg | 1952 | 1952-1982 | NFDS |
DS | Hadsel | Moss Værft & Dokk , Moss | 1940 | 1941-1946 | NFDS |
MS | Harald Jarl | Trondhjems Mekaniske Verksted , Trondheim | 1960 | 1960-2001 | NFDS, TFDS |
DS | Hera | Earle's Shipbuilding & Engineering, Hull | 1889 | 1913-1931 | DFDS |
DS | Irma | Sir Raylton Dixon and Company , Middlesbrough | 1905 | 1931-1944 | DFDS |
DS | Jupiter I. | Caird & Company , Greenock | 1856 | 1896-1912 | DFDS |
DS | Jupiter II | Lindholmens Varv , Gothenburg | 1916 | 1953-1955 | DFDS |
DS | Kong Gudrød | Trondhjems Mekaniske Verksted , Trondheim | 1910 | 1929-1935 | NFDS |
DS | Kong Haakon | Schömer & Jensen, Tönning | 1904 | 1919-1950 | DSDS |
DS | Kong Halfdan I | W. Lindberg Warf & Werkstads, Stockholm | 1874 | 1874-1918 | NFDS |
DS | Kong Halfdan II | Shipbuilding company Unterweser, Bremerhaven-Lehe | 1923 | 1925-1944 | NFDS |
DS | Kong Harald I | Joh. C. Tecklenborg , Bremerhaven | 1890 | 1919-1950 | NFDS |
MS | Kong Olav | Bergens Mekaniske Verksted, Bergen | 1964 | 1964-1997 | DSDS |
DS | Lofoten I | Fredrikstad Mekaniske Verksted, Fredrikstad | 1932 | 1932-1964 | VDS |
DS | Lyngen I | Trondhjems Mekaniske Verksted , Trondheim | 1931 | 1934-1966 | VDS |
MS |
Lyngen II ex Midnatsol III |
Ulstein Hatlø, Ulsteinvik | 1982 | 1982-2007 | TFDS |
DS | Lyra I | Bergens Mekaniske Verksted, Bergen | 1905 | 1905-1912 | DFDS |
DS | Lyra II | AG Vulcan Stettin , Stettin | 1912 | 1945-1953 | DFDS |
MS | meteor | Aalborg Værft, Aalborg | 1955 | 1955-1958 | DFDS |
DS | Midnatsol I. | Bergens Mekaniske Verksted, Bergen | 1910 | 1910-1949 | DFDS |
MS | Midnatsol II | Cantieri Riuniti dell 'Adriatico, Ancona | 1949 | 1949-1982 | DFDS |
DS | Mira | A. and J. Inglis , Glasgow | 1891 | 1927-1937 | DFDS |
DS | Mosques | Trosvik Mekaniske Verksted, Brevik | 1924 | 1927-1957 | VDS |
MS | Narvik | Trondhjems Mekaniske Verksted , Trondheim | 1982 | 1982-2007 | ODS |
DS | Neptune | Joh. C. Tecklenborg , Bremerhaven | 1890 | 1919-1928 | DFDS |
MS | Nordlys I | Aalborg Værft, Aalborg | 1951 | 1951-1983 | DFDS |
DS | Northern Norway I | Trondheim Mekaniske Verksted , Trondheim | 1926 | 1936-1940 | ODS |
DS | Northern Norway II | Motala Mekaniske Verkstad, Motala | 1883 | 1942-1944 | ODS |
MS | Northern Norway III | Akers mekaniske Verksted , Oslo | 1964 | 1964-1996 | ODS |
DS | Nordstjernen I | Fredrikstad Mekaniske Verksted, Fredrikstad | 1937 | 1937-1954 | DFDS |
MS | Nordstjernen II | Blohm + Voss , Hamburg | 1956 | 1956-2012 | DFDS |
DS | Olav Kyrre | Martens, Olsen & Co., Bergen | 1885 | 1899-1903 | NFDS |
DS | Orion | Robert Steel and Company , Greenock | 1874 | 1898-1903 | DFDS |
DS | Oslo | Nylands mekaniske verksted , Oslo | 1929 | 1948-1959 | VDS |
MS | Ottar Jarl | Lake Washington Shipyard, Houghton | 1929 | 1947-1955 | NFDS |
DS | Polarlys I | Burmeister & Wain , Copenhagen | 1912 | 1912-1951 | DFDS |
MS | Polarlys II | Aalborg Værft, Aalborg | 1952 | 1952-1994 | DFDS |
DS | Prins Olav | A. and J. Inglis , Glasgow | 1908 | 1937-1940 | NFDS |
DS | Princess Ragnhild I | Fredrikstad Mekaniske Verksted, Fredrikstad | 1931 | 1931-1940 | NFDS |
DS | Ragnvald Jarl I. | Burmeister & Wain , Copenhagen | 1930 | 1942-1956 | NFDS |
MS | Ragnvald Jarl II | Blohm + Voss , Hamburg | 1956 | 1956-1995 | NFDS |
DS | Richard With I | Trondhjems Mekaniske Verksted , Trondheim | 1909 | 1909-1941 | VDS |
DS | Rust | Trondhjems Mekaniske Verksted , Trondheim | 1898 | 1899-1920 | VDS |
DS | Ryfylke | Københavns Flydedok og Skibsvært, Copenhagen | 1917 | 1940-1941 | NFDS |
DS | Saltdal | Motala Mekaniske Verkstad, Motala | 1884 | 1946-1976 | NFDS |
MS | Salten | Trosvik Mekaniske Verksted, Brevik | 1953 | 1953-1967 | NFDS |
DS | Sanct Svithun I | Imperial Shipyard Danzig , Danzig | 1927 | 1927-1943 | DSDS |
MS | Sanct Svithun II | Cantieri Riuniti dell 'Adriatico, Ancona | 1950 | 1950-1962 | DSDS |
DS | Sigurd Jarl I. | Akers mekaniske Verksted , Oslo | 1894 | 1899-1942 | NFDS |
DS | Sigurd Jarl II | Fredrikstad Mekaniske Verksted, Fredrikstad | 1942 | 1942-1960 | NFDS |
DS | Sirius | Flensburg shipbuilding company , Flensburg | 1885 | 1894-1940 | DFDS |
DS | Skjerstad | Henry Koch shipyard , Lübeck | 1925 | 1945-1958 | NFDS |
MS | Sørøy | Trosvik Mekaniske Verksted, Brevik | 1949 | 1950-1966 | FFR |
DS | Tordenskjold | Trondheim Mekaniske Verksted , Trondheim | 1906 | 1946-1950 | NFDS |
DS | Vesterålen I | Akers mekaniske Verksted , Oslo | 1891 | 1893-1941 | VDS |
MS | Vesterålen II | Cantieri Riuniti dell 'Adriatico, Ancona | 1950 | 1950-1983 | VDS |
Ship names
When naming the ships, all Hurtigruten shipping companies followed a largely conservative line. If a new building replaced an old unit and this unit was withdrawn from the liner service, the name was usually transferred to the new ship. As a result, relatively few new names entered the fleets. The names themselves were traditionally closely associated with the landscape of Northern Norway or the shipping companies. But names from Norwegian royal (Kong) and princely houses ( Jarl ) also flowed into the naming. A large part of the ship names used today can already be found on former Hurtigruten ships. The name Sanct Svithun, on the other hand, will no longer bear a new Hurtigruten ship after two ships with this name have already been lost in ship accidents.
Shipyards
The ships of the Hurtigruten shipping companies were built at different shipyards. In addition to various larger and smaller Norwegian shipyards, such as Trondheim Mekaniske Verksted , Kaarbø Verft or Fredrikstad Mekaniske Verksted, numerous units have also been built at well-known foreign shipyards. In the 1950s in particular, numerous new buildings were built at Blohm & Voss in Hamburg and at the Italian shipyard Cantieri Riuniti dell'Adriatico in Ancona . The orders for the ships currently in use ( De Nye Skipene ) went to both Volkswerft Stralsund in Germany and Kværner Kleven Ulstein and Fosen Mekaniske Verksted in Norway . The most recent newbuild, the Fram , was delivered in 2007 by the Italian shipyard Fincantieri in Trieste .
Emergencies at sea and safety on board
If war-related losses during the Second World War are disregarded, relatively few accidents with personal injury occurred in relation to the annual distance of over one million nautical miles in largely difficult waters. During the Second World War, however, the Hurtigruten shipping companies lost ten ships, and two more were so damaged that they could no longer be used. More than 430 crew and passenger fatalities have been proven, in addition, according to reliable estimates, there are around 200 killed soldiers who were also on board the Hurtigruten ships.
Below is a list of the major sea emergencies with personal injuries since the route was launched:
- June 17, 1924: The two Hurtigruten ships Haakon Jarl and Kong Harald collided in the Vestfjord between Bodø and Svolvær . The Haakon Jarl sank with the loss of 17 lives.
- October 6, 1929: The Haakon VII ran into an archipelago at night and with poor visibility off Florø and sank. 18 of the 74 people on board drowned.
- March 18, 1931: The Hera ran aground near Havøysund ; nine people died and 64 were saved.
- May 1, 1940: The Dronning Maud was attacked and sunk by three German bombers while docking at Foldvik. 18 people died.
- June 8, 1940: Nine people died in a German air raid on the ships Prins Olav and Ariadne .
- October 23, 1940: Around noon the Prinsesse Ragnhild sank in front of Landegode after an explosion ; she had probably run into a sea mine. Of the 455 people on board, only 156 were rescued. Even today a memorial in Bodø harbor commemorates this greatest disaster in the history of the Hurtigruten.
- September 13, 1941: Around 2 a.m. the Barøy sank between Skutvik and Tranøy due to a British torpedo hit. Out of 131 people on board, only 19 were rescued.
- September 13, 1941: On the same day the Richard With was hit by torpedoes from the British submarine Tigris at Hammerfest and sank; 99 people were killed.
- October 17, 1941: Vesterålen sank after a torpedo hit near Hasvik ; 26 crew members and 71 passengers were killed.
- September 30, 1943: The Sanct Svithun sank around 7:00 p.m. between Ålesund and Havda after an attack by British bombers. 47 passengers and crew members died, 76 were rescued.
- February 13, 1944: 61 passengers and crew were killed on the Irma in the bay of Hustadvika when their ship was hit by two torpedoes at 6:37 p.m. This accident was particularly tragic as the torpedoes were fired from a motor torpedo boat of the Norwegian Navy.
- March 24, 1944: At around 9 a.m., the Nordnorge sank off Honningsvåg by two British torpedo hits . Only two of the 13 crew members survived. Passengers were not on board.
- September 22, 1954: At around 2 a.m., the Nordstjernen ran aground in Raftsund and sank. Five of the more than 220 people on board died.
- January 8, 1958: While the ship was on the quay at Bodø, a devastating fire broke out in the cabin area on board the Erling Jarl , claiming 14 lives.
- October 21, 1962: Like the first Sanct Svithun , the second Sanct Svithun sinks . She ran onto a rock in front of Rørvik; 48 people were saved, 42 died. After this disaster, no Hurtigruten ship was given this name.
- On September 15, 2011, a fire broke out in the engine room of the northbound Nordlys shortly before Ålesund . Two crew members were killed and 16 people injured. The fire could be extinguished at the port of Ålesund, but the ship got list and in danger of sinking.
The sinking of the Sanct Svithun was the last total loss of a Hurtigruten ship to date. This balance is largely due to improved means of navigation, well-trained personnel and the high technical standard of the ships. The crew of every Hurtigruten ship carries out a sea rescue drill every eleven days while it is berthed in the port of Honningsvåg. Different accident scenarios are regularly trained with the crew.
See also
literature
- Berit Liland: The most beautiful sea voyage in the world. Hurtigruten. Description of the eleven day trip. Nature - culture - history - legends . Forlaget 67N 2007. ISBN 978-82-997206-3-2
- Reidar Stavseth: Nordover med Hurtigruten . Johan Grundt Tanum Verlag, Oslo 1943, 2nd edition 1968 (Norwegian)
- Erling Welle-Strand: 2500 nautical miles with the express steamer - A journey on the Hurtigruten , Verlag Grieg, Bergen 1978
- Mike Bent: Coastal Express - The Ferry to the Top of the World . Conway Maritime Press, London 1987, ISBN 0-85177-446-6
- Arne Eriksen: Dansen rounds off Hurtigruta . Stallo Forlag Tromsø 2000, ISBN 82-992511-4-1 (Norwegian)
- Hurtigruten, by mail ship along the Norwegian coast . DuMont Reiseverlag, Cologne 2003, ISBN 3-7701-6301-X .
- Hurtigruten, in the first row along Norway's coast . DVD 90 minutes, Complete Media GmbH Grünwald 2006, ISBN 3-8312-6627-1
- Bernd Römmelt: Hurtigruten. The most beautiful cruise in the world . Verlag GeraNova Bruckmann, Munich 2006, ISBN 3-7654-4375-1 .
- Bakka Jr, Dag: Skipene som tied kysten together - Hurtigruten gjennom hundre år. 1993 (Norwegian). The book documents the lives of all Hurtigruten ships up to 1980 in words and pictures.
- Kai-Uwe Küchler: Hurtigruten Adventure . Weltbild, Augsburg, ISBN 978-3-8289-3195-4
- Elisabeth Barthelt: Hurtigruten. Norway's most beautiful sea voyage. A travel seducer . Munich 1994, ISBN 3-9803894-0-5
- Helfried Weyer: Hurtigruten. With the mail ship through Norway . 3. Edition. Tecklenborg Verlag, Steinfurt 2000, ISBN 3-924044-47-3 .
- Helfried and Renate Weyer: Hurtigruten in winter. Magic of the polar night . Koehlers Verlagsgesellschaft, Hamburg 2006, ISBN 978-3-7822-0940-3
- Reports
- Katrin Groth: On the “Roald Amundsen” in the Antarctic: Greener than others . February 15, 2020 (report).
Television documentaries
- ZDF documentary about the Hurtigruten ship MS Finnmarken: Trolls, fjords and a mail ship , 2007.
- NDR documentary from the Mare TV series : Norway on the Hurtigrute - Fjords, Sea and Mountains , 2008.
- NDR documentary in the series Das Beste am Norden : Norway's legendary Hurtigruten. The Hurtigruten celebrates its 125th anniversary , broadcast on March 30, 2018 (available in the ARD media library until March 30, 2019; link checked on April 7, 2018)
Web links
- Official website of the Hurtigruten Group (multilingual)
- Extensive private website about Hurtigruten
- Private homepage about the Hurtigruten (Norwegian)
- Photos and data on current and decommissioned ships (Swedish)
- Private homepage with many photos of the current Hurtigruten ships
- Overview of the current positions of the ships
- Hurtigruten: Explore beautiful Norway . - Blog about Hurtigruten (English)
- HurtigWiki (wiki about Hurtigruten)
- Hurtigruten live webcams
Individual evidence
- ↑ Patrick Wagner: History of the Hurtigruten Post Transport Ships: Foundation, emergence of the Post Ships, tourism cruises. Retrieved November 11, 2018 .
- ↑ Die Hurtigruten ( Memento of the original from September 28, 2007 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ history . ( Memento of the original from April 25, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. hurtigrutemuseet.no
- ^ Hans-Joachim Weiß: picture gallery. ( Memento of the original from September 28, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Personal homepage
- ↑ Reidar Stavseth Nordover med Hurtigruten, p. 37ff
- ↑ The history of the Hurtigruten from 1939 to 1945 ( Memento of the original from March 3, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ so Römmelt in Hurtigruten - The most beautiful boat trip in the world, p. 13
- ↑ so Arne Eriksen in Dansen rounds Hurtigruta
- ↑ Hurtigruten statistics ( Memento of the original from April 27, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ The timetable for 2008: http://www.norwegen.de/hurtigruten/aktuelles-angebote/Abfahrtstermine-2008.pdf ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Port of Geiranger ( Memento of the original from January 16, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 286 kB) Orthophoto (stranda-hamnevesen.no)
- ↑ Itinerary in September and October ( Memento of the original from February 21, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Travel times ( memento of the original from April 26, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Rederier . ( Memento of the original from April 25, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. hurtigrutemuseet.no
- ↑ Hurtigruten
- ↑ Norway Splits Coastal Service Between Hurtigruten and Havila. March 23, 2018, accessed March 24, 2018 .
- ↑ hurtigruten.de
- ↑ Hurtigruten buys Portuguese car and pedestrian ferry "Norway Explorer" (provisional name). June 30, 2015, accessed June 30, 2015 .
- ↑ MS SPITSBERGEN, this is the name of the new Hurtigruten member. September 7, 2015, accessed September 8, 2015 .
- ↑ a b c Hurtigruten orders new expedition ships. June 25, 2016, accessed July 4, 2015 .
- ↑ Hurtigruten newbuildings will be equipped with hybrid drives. February 2, 2017, accessed July 4, 2015 .
- ↑ Norwegian polar heroes are the namesake of the new Hurtigruten expedition ships. February 2, 2017, accessed July 4, 2015 .
- ^ Two New Expedition Ships to be Named after Polar Heroes. October 19, 2016, accessed July 4, 2015 .
- ↑ Kleven Werft hands over to Fridtjof Nansen. December 23, 2019, accessed December 23, 2019 .
- ↑ Katrin Groth: On the "Roald Amundsen" in the Antarctic: Greener than others . In: The daily newspaper: taz . February 15, 2020, ISSN 0931-9085 ( taz.de [accessed February 18, 2020]).
- ↑ Hurtigruten orders new hybrid expedition ship. October 25, 2018, accessed December 29, 2019 .
- ↑ Havila Will Need to Build Four New Ships in 30 Month Window. March 23, 2018, accessed March 24, 2018 .
- ↑ Havila Poised to Build Two LNG Cruise Vessels at Barreras. June 6, 2018, accessed June 9, 2018 .
- ↑ Havila to Build Two Ships at Turkish Shipyard. September 11, 2018, accessed April 7, 2020 .
- ↑ https://www.cruiseindustrynews.com/cruise-news/22003-struggling-barreras-cancels-havila-newbuilds.html
- ↑ https://www.cruiseindustrynews.com/cruise-news/22114-tersan-to-finish-havila-newbuilds.html
- ^ Cruise Ship Orderbook. Retrieved April 7, 2020 .
- ↑ The old ships of the Hurtigrute up to 1945 ( Memento of the original from December 7, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Hurtigruten ships
- ↑ warsailors.com
- ↑ M / S Erling Jarl (1949)
- ↑ List over mannskap ved forliset ( Memento of the original from September 27, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Entry at NrK / nyheter (Norwegian)
- ^ Fire on a Norwegian cruise ship - two dead . orf.at, September 15, 2011