In January, the brand new fast boat “Fjordstrøm” was delivered to Norled. A little over six months later, the sister ship “Fjordtind” was also in place. The hybrid boats were intended to cover two central routes outside Bodø. The agreement was that they should run on electricity 70 percent of the time. A step in the right direction if you want greener speedboats. But during the first nine months of this year there has been a need for reserve boats 81 days, according to figures from Nordland County Municipality. Part of that is due to the fact that the engines have broken down a total of six times. – Haste is a burden, says Rune Ernst Østergren in the FRP. Fjordstrøm comes in towards land in Bodø. Photo: Sondre Skjelvik Changing engines The two boats go, when they are not out with breakdowns or other challenges, on these two routes: Bodø – Væran This route connects Bodø with the Væran archipelago, and includes calls to, for example, Landegode, Helligvær and Givær. Bodø – Gildeskål This route connects Bodø with several destinations in Gildeskål municipality, such as Inndyr, Sør-Arnøy and Bliksvær. But despite new boats, since New Year they have had a great need for a spare boat: In a normal month, approximately 7,000 kilometers are driven on each of the routes. In September alone, almost 3,000 kilometers on the route “Bodø – Gildeskål” were completed by reserve boats: The old boats, Fjordprinssensen and Børtind, by comparison, had a significantly lower need for a reserve boat in the same period last year: Number of days with a need for a reserve boat: 48. Number kilometers traveled by reserve boat: 8328. Norled, which operates the new boats, confirms that not everything has gone according to plan. – It is true that we have had six engine breakdowns, says Cathrine Gjertsen, communications manager at the company. How is that possible? Gjertsen explains that there have been several reasons why the main vessels have not had the opportunity to go: Conversions and adjustments. Change of engines. Complaints about equipment. – Converting to electric operation on high-speed boats is relatively new and the first time you have to set up a charging infrastructure it is demanding, says Cathrine Gjertsen to news. Photo: Norled – It’s a shame that there are challenges. Fortunately, “MS Bre” is back and is a great reserve boat that we are also happy to be able to use if needed. The introduction of more environmentally friendly transport at sea has not been entirely painless elsewhere either. In Stavanger, routes had to be cut due to charging and expensive electric ferries left Vestland county in a financial crisis. The sum of it all, says Rune Ernst Østergren in the FRP, shows that we have to think twice before we politically adopt a green shift. The fast boat MS Baronessen runs between Lysaker and Nesodden, and is operated by the same company that operates Fjordstrøm and Fjordtind. Photo: Rikard Kolbjørnsen / Norled Rather believe in carrots than demands What was supposed to be a new and partly green alternative has ended up being an expensive affair. In addition, there have been major problems with the charging infrastructure, which has led to charging with diesel generators. – I am for a greener development, but it is going too fast in Norway, Rune Ernst Østergren told the newspaper Fremover early this spring. He stands by his opinion, and says the speedboats are a good example of things going too fast. – There are several problems related to us moving forward too quickly, says the Frp and points out: There is a lack of infrastructure. Is there electricity available, and especially ahead in time? The vessels can be several times more expensive, and are often not built. The community at Helligvær is completely dependent on the route Bodø – Væran. More people commute to Bodø every day to go to work. Photo: Sondre Skjelvik / news – It is not wise to set requirements for electric vessels now, says Østregren, referring to the fact that in 2023 the government proposed a requirement for zero emissions on fast boats. A proposal the government withdrew just a few weeks ago. Østergren believes that demands like this start at the wrong end. – The green shift seems to have been adopted, but then we forgot to insert the battery. We have started at the wrong end. Are we ready for the green shift? – What do you think we should do to become greener? – First of all, the biggest problems lie in other countries. At the same time, the green shift comes as a natural development. We become greener and greener with every innovation that succeeds, Østergren replies and adds: – I believe in carrots rather than demands. Incentives for us to become greener are perfectly fine. But are people happy with the new offer? Yes, if you ask the county councilor for transport in Nordland, Marianne Dobak Kvensjø (H). – We are satisfied that we have further renewed the speedboat fleet with two modern, comfortable and environmentally friendly vessels for which we have received very positive feedback from commuters and other users of the speedboat service. The county council believes that it is not too early for the green shift. – Experience with electric bus and ferry operation shows that we are ready for the green shift and take it very seriously. – Essential infrastructure for the operation of electric vessels has only been operational for a few weeks, and we almost have to be allowed to make experiences based on the right assumptions, says Marianna Dobak Kvensjø. Photo: Kåre Riibe Ramskjell Published 12.11.2024, at 05.30
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