Norröna er bygd sum bæði ferðafólka- og fraktskip. Hon hevur pláss til tríggjar ferðir fleiri bilar og trailarar sum gamla Norröna. Pláss er til 1.482 ferðafólk og 800 bilar. Norröna tekur 3.250 tons.
Manningin er í mesta lagi 118 fólk og broytist eftir ferðafólkatali. Maskinrúmið krevur ikki, at fólk ganga vakt, og er mannað við 5 fólkum. Við 14 fólkum skulu til fyri at sigla skipið - trý á brúnni, fimm í maskinrúminum, og seks á dekkinum. Tað kostaði € 93,9 milliónir at byggja Norrönu - og svarar hetta til uml. kr. 700 mio.
Skipið lýkur strangastu trygdarkrøv og er smíðað samsvarandi teimum trygdarásetingum, sum altjóða siglingarfelagsskapurin (IMO) krevur. Skipið hevur mest framkomnu skipanir, tá ið snýr seg um at fyribyrgja eldi, sløkkja eld og í vandastøðu at flyta fólk á tryggan stað.
Á ymsum almennum støðum umborð, á kamarshurð tygara og í kunningarmappuni, sum liggur á øllum kømrum, kunnu tygum lesa tær trygdarásetingar, sum fylgjast skulu, kemur skipið í vandastøðu. Lesið vinarliga hesar leiðbeiningar væl og virðiliga, tí í teimum eru týdningarmiklar upplýsingar um mannagongdir, kemur skipið í vandastøðu.
Umstøðurnar til djórini eru góðar.
Rúmið er avlokað, vask við slangu og krana er lagt inn og eisini er hiti í rúminum. Vit hava 2 stór búr (H: 115cm, B: 80cm, D: 130cm), har djór upp til 110 cm kunnu búleikast, og 6 smærri (H: 55cm, B: 80cm, D: 130cm) har djór upp til 54 cm kunnu búleikast.
Lítið búr (djór upp til 54 cm) kr. 300
Stórt búr (djór upp til 110 cm) kr. 500
Master of 30.000 Horsepower (á enskum)
Interview with our Chief Engineer
Below the car deck, in a two-storey hall, is the engine room. it propels the norröna’s 164 meters. here four mighty six cylinder MaK-engines grind out a terrible deafening roar. And chief engineer Ólavur gunnarson is the master of the 30,000 horsepower the engines are capable of producing. He and the 12-man engine crew are proud of their machinery and are very careful to keep it clean, tidy and running smoothly.
Ólavur leads us through the infernal noise from the engine room into the control room where the horsepower is tamed, and where hearing protection is no longer required. This is where the engineers have a complete overview of how the machinery is running. There are several sensors on the engines, which constantly monitor specific functions. They will sound one of the 200 alarms in the control room, if something is not running as it should.
The MaK 43 model engines are fitted with pistons on each of the six cylinders with a diameter of 43 centimetres, and normally run at 500 rpm. when engine power is transferred to the pair of giant propellers at the norröna’s stern, the momentum is geared down to 115 rpm – which suits the two 5.2 meter high and 9 ton propellers best. With four engines, each producing 7,500 horsepower – combined 30,000 horsepower, or 21,600 kilowatts – you could compare the ship to a large power plant, at least on a faroese scale.
The norröna’s power equals half the output of the only major thermal power plant on the faroes, sundsverkið, located just outside the capital Tórshavn. The engineers have calculated that the norröna’s power equals approximately 40% of total thermal energy production in the faroes on the topic of energy production, the norröna is fitted with a shaft generator, whitch produces the electricity required while the ship sails. when the norröna is in port, auxiliary engines are turned on. The ship has three auxiliary engines, also MaK, but model M20; the figure indicates the size of the pistons. The auxiliary engines are two 9-cylinder engines, which reach 1800 kilowatt, and one 6-cylinder, which generates 1200 kilowatts. The engines are launched as needed, whether to generate electricity for the vessel or to boost the main propulsion engines.
The main engines are far from always in use. Ólavur gunnarson tells us:
“it depends on what service the captain wants. if we stay below 18 knots, we don’t need all four engines, so we often run on only three, and sometimes only two.” The engines run on heavy fuel, which the norröna bunkers in danish port. This viscous mass has to be warmed up to 50 degrees celsius to enable pumping. The norröna is equipped with separators and filters, which treat the oil and clean out impurities before it is injected into the engine. When the fuel comes into contact with the cylindrical chamber, it is heated to 133 degrees celsius and atomized under very high pressure – 470 bars – to ensure that the combustion is as clean as possible.
Respect for the environment
If the norröna ran on full power, around 22 knots, its oil consumption would be 100 tonnes a day. But this is not the case. under normal circumstances, the norröna uses 320 tonnes a week in low season, and 450 tonnes per week during the summer peak season, when the ship sails further and faster every week. Oil consumption is constantly monitored, both to achieve the most efficient operation possible and to meet the requirements of as low emissions into the atmosphere as possible. “we always monitor our energy use. The company has set up a committee, made up of members from both our onboard crew and staff on land. it continuously develops new ways to reduce oil consumption and environmental impact”, Ólavur gunnarson says.
Not only the ship’s propulsion is managed and controlled from the control room next to the noisy machines in the bottom of the ship, the engineers are also responsible for the ship’s own waterworks. “we can produce clean water onboard the norröna. we take in seawater, pump it through a special so-called reversible osmosis plant and out the other end comes the finest drinking water when we add a bit of chlorine and other necessary purification agents. The water system is, however, only in use during peak season, when we have many guests, and the stay in port is brief. otherwise we take in water in Tórshavn. faroese water is of a very high quality and it is cheap. it is not worthwhile having the ship’s water system running, if it can be avoided”. The engine staff is, of course, also responsible for the waste water system; which is in place to ensure that waste water is purified to the standards required before it is released into the ocean. There is a boiler in the engine room for heating the ship, but it is not in use while sailing. instead heat from the engine exhaust is used to heat both the water in the taps and the indoor air in the cold seasons.
Management Safety Policy Statement
The safety policy of P/F SMYRIL LINE shall ensure that the company (e.g. carrying passengers and special products on a ro-ro vessel) does not expose risk to people, property or the environment.
The Company has therefore prepared very extensive safety instructions complying with both national and international requirements as well as with rules formulated by the Classification Society.
These instructions, which concerns the handling of the products carried, the operation of vessels and equipment as well as navigation, contribute to:
- the maintenance of high safety standards on board the vessels
- the safeguarding of the company's reputation as a safe and well qualified company
- the prevention of situations in which safety is threatened
- regular inspections of equipment and reviews of procedures to ensure their compliance with experience gained, new technology, and alteration in public demands
- the implementation of instructions and ensuring that all personnel will at any time be fully qualified to perform their respective jobs
- the compliance with regulations and maintenance of safety standards.
Management Environment Policy Statement
The purpose of the environment policy of P/F SMYRIL LINE is to ensure the activities of the company do not cause risk to people or the environment.
Some of the products (ro-ro cargo) carried, as well as oil products and chemicals used in the operation of the vessels, may be harmful to people or the environment if treated incorrectly.
To ensure correct treatment of the products carried as well as correct handling of the vessels and their equipment, detailed instructions describing appropriate procedures, have been prepared and distributed to all vessels.
The purpose of such instructions is also to ensure that the vessels are operated in compliance with national and international rules and regulations concerning environmental protection.
The instructions shall be updated regularly so that they always comply with the latest technological developments and take into account changes in the demands and requirements of authorities and the Classification Society.
Drug and Alcohol Abuse Policy Rules of Conduct and Control
- Alcohol abuse and/or intoxication are strictly forbidden.
- The Master has to control this rule.
- Sale of alcohol to crew member under 18 years of age is not allowed, to the other crewmembers only on the day, when they are signing off.
- Unauthorized drugs are strictly forbidden on board (i.e. drugs not included in the ship's hospital supplies).
- The Master is authorized to take necessary steps to check whether a crew member or a service hand is intoxicated, i.e. by testing from breath, blood or urin.
- Only by requisition from the Master, the Chief Engineer, Chief Officer and the Hotel Manager are allowed to offer alcoholic beverages from the Bars and Resturants.
- Minimum 4 unannounced random Alcohol tests will be made regularly every week onboard throughout the year by the captain.
- Minimum 2 times a year a random Alcohol test of the crew will be carried out by a special service ashore. This tests will be organized by the Ship Management ashore.
Please be aware that the Master, Officer or Rating who does not comply with this DRUG AND ALCOHOL ABUSE POLICY will expose him- or herself to immediate dismissal.
It is the responsibility of the Master to inform all service hands on board ) i.e. Pilots, Agents, Service crew, etc.) of existing regulations.
The Maritime Personnel Department will introduce the company's DRUG AND ALCOHOL ABUSE POLICY to all members of crew before they sign on.