Looking Ahead: Framherji’s Substantial Fleet Upgrade

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Looking Ahead: Framherji’s Substantial Fleet Upgrade

Cuts on catch quotas are set to reduce fishing this year; however, fishing company Framherji has its fleet further upgraded with state-of-the-art vessels to secure effective, energy efficient and environmentally friendly operations.

Coming on the heels of an “exceptional” last year, this season (2026) is expected to bring some fresh challenges for Fuglafjørður-based fishing company Framherji. As one of the leading vessel owners in the Faroese catch sector, Framherji operates a fleet that is growing in stature, consisting increasingly of highly modern and advanced vessels. 

Alongside freezer trawler Akraberg, purse seiner/pelagic trawler Høgaberg, pelagic trawler Fagraberg, and freezer long­liners Stapin and Jógvan I, the company owns and operates fresh fish trawlers Bakur and Falkur. Targeting mainly saithe in domestic waters, both of these trawlers work in pair teams with sister vessels owned by Gøta-based Varðin. A third pair of trawlers—now freezer trawlers, each priced at 180 million dkk (24M eur)—is being built in that connection. With both vessels set for delivery later this year, Framherji’s is named Lerkur and the Varðin-owned sister named Sjúrður Tollaksson. 

The spring of 2026 saw the replacement of the old Fagraberg with a newer vessel, at a price tag of around 250M dkk (33.5M eur). The replacement, formerly known as Shetland’s Serene, was built in 2018 but was purchased by Framherji in pristine condition, virtually as good as new with near-zero wear and tear. This upgrade represents another high mark for Framherji, elevating the company’s entire triumvirate of large, 82 to 84-meter vessels to the top of their respective leagues. 

Just a year earlier, Framherji had taken delivery of the brand new and highly impressive Høgaberg. Both Fagraberg and Høgaberg, 82m length overall (17.2m beam) and 83.4m length overall (16.5m beam), respectively, are dimensioned, fitted, powered and equipped to target most particularly three commercial pelagic species: blue whiting, mackerel, and herring. 

In the whitefish business, just a couple of years earlier, Framherji had received its very first own newbuild—the 84m length overall (16.7m beam) Akraberg, entirely designed and built on behalf of Framherji. To be sure, the equivalent process took place with the construction of the new Høgaberg, meaning two of Framherji’s current vessels were made from scratch on behalf of the company. 

Full utilization of catch

When the new Akraberg arrived, in mid 2022, it introduced a new generation of freezer trawlers in the Faroe Islands and was hailed as one of the most advanced of its kind in the entire world, packed with top-notch technology and gear, and some of the most sophisticated and energy efficient engine components. Much like the older trawler of the same name that it replaced, the Akraberg targets cod and haddock alongside flatfish, as well as shrimp, in the distant waters of the Barents Sea. 

As for the much smaller freezer long­liners Stapin and Jógvan I, these target cod and other whitefish in domestic waters but to some extent also in foreign waters such as off Iceland and in the Flemish Cap. Here, yet another newbuild—a 50.3m long (beam 13.2m) freezer longliner—has recently been commissioned, according to Framherji co-founder and managing partner Anfinn Olsen. This will be a replacement of the Stapin, the oldest vessel in Framherji’s fleet. Under construction by Norway’s Stadyard, and designed by Sirius Design in close collaboration with Framherji and Stadyard, the new freezer longliner is expected for delivery in the summer of 2028. 

The Stapin replacement will have a 300-tonne capacity freezer hold and a 150-tonne capacity ensilage tank, according to Mr. Olsen.  

“The current Stapin is a very good boat for its age but it was built in 1988,” he said. “The new one will be much more modern, will have a higher degree of fuel efficiency, for example, and will be fitted with the latest technology and will also offer better crew comfort. It will be more environmentally friendly with less emissions and will be equipped with an ensilage system for full utilization of all of the catch, somewhat similar to the ensilage system on the Akraberg.” 

Tough demands

“We’ve had excellent fishing for several years straight and then 2025 became exceptional in result of good market prices as well,” Mr. Olsen said. “This was pretty much across the board, from the pelagic to the whitefish to the saithe business.”

“Now this season will likely see activities cool down somewhat,” he added, “owing to reduction in catch quotas, in particular for blue whiting and mackerel but also for Barents Sea cod. We will adapt to change as necessary—in fact, we’re used to that. However, these cutbacks coincided with the new Fagra­berg joining our fleet, so we’re challenged to think even more strategically, perhaps in some new ways.”

Good cod prices may compensate for the reduction in the catch of Barents Sea cod but only up to a point. In the pelagic business, on the other hand, volume plays a more prominent role, especially when it comes to blue whiting. Framherji indeed has two top of the line pelagic trawlers, yet the latest reduction in catch quotas, not only for blue whiting but also for the more expensive mackerel, handed this fleet something of an unexpected blow.

The practical requirements for participating in the highly demanding blue whiting fishery in Faroese waters are tough, as Mr. Olsen pointed out earlier. “This particular fishery requires large and robust vessels with powerful engines and heavy gear—it takes place during winter often in rough seas,” he noted. “Besides, blue whiting is the largest commercial fish stock of the Faroe Islands.”

Framherji’s substantial fleet renewal investment over a few years amounts to an estimate total of 1.27 billion dkk (170M eur)—with the Akraberg (2022) at approximately 300M dkk, the Høgaberg (2025) at about 350M dkk, the Fagraberg (2026) at around 250M dkk, the Lerkur (2026) at 180M dkk and the new, not yet officially priced, Stapin (2028) potentially at 150M to 200M dkk.

“The conditions for running a successful fishing business are constantly changing,” Mr. Olsen said. 

“The cost of fuel can be highly volatile, and catch quotas likewise go up and down; but we believe these investments are a good way of helping secure our continued success. To stay afloat and ahead in this business, to achieve the best results, you need top-quality vessels, gear and equipment.”

Atlantic Fair 2026: 180 Exhibitors Gather in Klaksvík

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Atlantic Fair 2026: 180 Exhibitors Gather in Klaksvík

About 180 exhibitors from the Faroe Islands and neighboring countries gathered in Klaksvík on May 19th to 21st, 2026, for the Atlantic Fair trade show. This was the 12th iteration of the biannual event, highlighting maritime services and related products.

Short interviews with:

  • Áki í Skemmuni, managing owner, Atlantic Fair;
  • Jóhann R. Guðbergsson, sales engineer, Kælismiðjan Frost (IS);
  • Trúgvi Joensen, managing director, Radiobúðin (FO);
  • Agnar Lyng, CEO, Stadyard (NO).

Vessel Owners Invest in Fleet Renewal Defying High Political Risk

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Vessel Owners Invest in Fleet Renewal Defying High Political Risk

Despite a volatile legal environment, key parts of the commercial fishing fleets of the Faroe Islands have undergone vital renewal in the last few years, with more underway; now some brace for rough seas with seriously lowered catch quotas.

With a good number of fishing vessels on a roll last year amid rising market prices, vessel owners of the Faroe Islands are now faced with some substantial reductions in catch quotas. As concerning as that may be—and it is, at least for some—yet another, more systemic issue is looming, one that implies a greater sense of unpredictability: chronic lack of political and legal stability.

According to Stefan í Skorini, managing director of the Faroese Vessel Owners’ Association, hundreds of pieces of legislation have been drafted since 2017, all with the potential to impact the legal environment governing the activities of fishing vessels. And the main legal framework for commercial fishing has been overhauled two times in just a decade.

The problem came to the fore about ten years ago when the need to renew much of the fishing fleets started to become obvious, presenting a dilemma for vessel owners: option one, invest now with potential longterm gain as best outcome, but with a high-risk corollary threatening great losses as worst case scenario; or option two, hold on, avoid the risk and the added uncertainty—with the certain outcome that things will only get worse over time, in line with the notoriously rising cost of maintaining aging, worn-out vessels. Many of the leading vessel owners chose to invest rather than wait, resulting in a renewal of almost all of the distant water fleet of freezer trawlers and some of the pelagic vessels.

“We’ve had investments in fleet renewals of about 3 billion dkk [400 million eur] in the last few years,” Mr. í Skorini said. “These have had a positive impact on several accounts—boosting product quality; securing full utilization of the catch; optimizing energy use; lowering emissions; and improving crew comfort. All of the above tend to improve the results and help secure a sensible running of the fishing operation. But again, the political-legal risks were high and remain so.”

The investments have made good sense, at least up until this point. The domestic fleets of longliners and fresh fish trawlers, largely in deep trouble not many years ago, have seen optimism return amid upward movement in fish prices and stable quota rights. 

For the longliners, a game changer, enhanced by rising cod prices, turned out to be the replacement of aging fresh fish longliners with a new fleet of freezer longliners. As for the fresh fish trawlers, important fleet renewals are taking place this year alongside major refits made in 2025. Prospects looked upbeat for the saithe business in 2025, notably, as market prices had finally increased; but from one year to another, the catch of saithe is still very uncertain.

“The vessels may continue to fetch good prices throughout this year [2026], although some serious reductions in catch quotas have been incurred on cod, mackerel and blue whiting. In some cases price fluctuations have offset the decrease in supply, however there is no straightforward equation because this is a complex business—as ever, the supply of wild caught fish is subject to extreme levels of uncertainty.”

The fishing business generates a great deal of tax revenue, appreciated for its benefit on public services yet also at times fueling debate over the right level of taxation. 

For the Vessel Owners’ Association, however, a higher degree of political and legal stability remains at the top of the list of priorities.

“We hope all our lawmakers realize the necessity of handling legislation and regulation with the level of moderation, respect and responsibility that is only reasonable to expect,” Mr. í Skorini said. “Everyone should know that stability remains key to success in all business, and that it begins with political and legal stability. And we must keep in mind that we are a very small nation with an economy that is still highly dependent on commercial fisheries.”

Aside from appealing to politicians to tread carefully when implementing changes to basic rules, Mr. í Skorini also had a word of caution on the issue of growing resource taxation on fishing.

“A substantial part of government revenues in the Faroe Islands is directly sourced from the fishing fleets. These include corporate income tax, resource tax, wage taxes, and dividend taxes. Vessel owners paid 500 to 550 million dkk [67M to 74M eur] in resource tax alone in 2025, which is approximately a five-fold increase since 2015.” 

“In short,” he added, “these are two main concerns of the day: first, lawmakers constantly looking to change the legislation governing commercial fishing, and second, a trend toward increasing the resource tax. Vessel owners want to pay their fair share; but for longterm viability, we need political-legal stability.”

Minced Fish: Tavan Takes Top Spot

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Minced Fish: Tavan Takes Top Spot

There is nothing quite like minced silver smelt, a world-unique prime quality product in high demand—produced at Leirvík’s fish factory Tavan for export to Northern European manufacturers of value-added seafood products.

Ever heard about mince made from prime quality rather than as a byproduct? Well, now you have. We’re talking about the Faroe Islands or, more precisely, one particular fish factory named Tavan, located in Leirvík. 

So the Faroe Islands silver smelt fishery—Marine Stewardship Council certified since about a decade ago—is exclusively dedicated to supplying Tavan, the country’s sole facility focused on this species. Indeed, Tavan’s main product since its founding some 30 years ago is minced silver smelt. 

Nonetheless, the factory has long offered other products as well, notably cod roe in different variables, as well as chopped and pickled pelagic fish. 

Tavan has always had a penchant for developing new products and the origin of the minced silver smelt is no exception to the rule. 

Operations manager Nicolaus Stauss holding up samples of fresh silver smelt. Image credits: Maria Olsen.

“Our research and development efforts early on resulted in the finding that silver smelt had an exceptional quality in minced form,” said operations manager Nicolas Stauss. “We tried initially to process silver smelt in various ways but got the best results from mincing it. As it turned out, minced silver smelt became a hit among Faroese households already back in the mid 1990s. Homemade fish cakes are traditionally very popular here and soon enough people in the Faroes found out that silver smelt was exceptionally good for making fish cakes. The best thing about it is you don’t need to add flour or any other binding agent to give the fish cakes the perfect consistency. Just add your favorite seasoning if you like.”

‘Fingers on pulse’

Before long, overseas industrial buyers began to place orders and the silver smelt product quickly became a success, which has been sustained ever since, with Tavan struggling to meet demand. After all, the annual silver smelt fishery season spans only from April through August.

“Of course we would like to send more shipments of minced silver smelt but our order books are full,” Mr. Stauss noted.

The popularity of the very special minced silver smelt is further put in perspective by the fact that Tavan is likely the world’s only producer of it.

“To be honest, we never thought of minced fish product as anything exclusive although we know better now,” Mr. Stauss said. “Of course we knew from our own experience that this is a top quality product; but it took a while before we discovered that most minced fish available on the market is made as a byproduct, whereas in our case it’s prime quality only. Well, in that regard we intend to stick to our current concept. So our clients can appreciate the fact that we’re able to source prime quality fish to produce mince from—catch landed straight from the fishing vessels to our facility. On top of that, the particular species we source for this purpose is exclusively silver smelt, which has proved superior in this category—rich in nutritional value, tasty, and extremely well suited for mincing. And its white color of makes it even more delicious.” 

So you have a well established, MSC-labeled silver smelt fishery in the Faroe Islands that is solely aimed at supplying Tavan, the only producer that has specialized in minced silver smelt. 

“As far as I’m aware, we’re the only ones doing it in the entire world,” Mr. Stauss said.

Tray portioning minced silver smelt. Image credits: Maria Olsen.

That means manufacturers of value-added seafood products in Northern Europe are provided with a highly advantageous starting point when using minced silver smelt as an ingredient. As for Tavan, their part in the supply chain concludes in the successful shipment of minced silver smelt to retail food manufacturers—from sourcing the raw fish to delivering the finished mince.

Meanwhile, Tavan is also a major provider of roe from cod, ling and saithe—frozen or salted—to top food brands in Scandinavia. 

Other products, depending on availability, include chopped pickled herring, whole pickled sprat, and individually quick frozen (IQF) fillets of mackerel.

“We keep our fingers on the pulse and maintain good contact with our clients and our suppliers,” Mr. Stauss added. 

“So we know from experience that market conditions change all the time, especially in the seafood business. No season is exactly the same in terms of supply, and of course demand changes and evolves over time. Therefore market and product development plays a very important part. At the same time, it’s obvious that the parameters of constancy—stability, predictability, reliability and so on—remain crucial and key to any longterm success. In that sense, minced silver smelt is a classic and a great example.”

Twister: Vónin’s Steerable Trawl Doors Impress

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Twister: Vónin’s Steerable Trawl Doors Impress

The successful development and international launch of fully steerable Twister trawl doors for the pelagic fishing fleets looks promising for gear maker Vónin—now looking to apply the same technology to demersal fisheries.

Fishing gear major Vónin’s Twister are fast becoming the trawl doors of choice for pelagic fishing vessels in several countries. What began as a research and development project some six years ago, is now a reality on the fishing grounds—trawl doors that can be fully controlled and adjusted from the wheelhouse.

With third-generation Twister doors already purchased by nearly 50 pelagic trawlers as of late 2025, the equipment is attracting attention among skippers. According to Vónin, the fully steerable trawl doors are now in use on pelagic vessels from the Faroe Islands, Iceland, Norway, the United Kingdom and the Netherlands.

Working on pelagic gear at Vónin’s well-equipped net loft in Fuglafjørður. Image credits: Maria Olsen.

“Twister trawl doors have now proven their value at sea,” said Óli á Gravarbø, sales manager for pelagic equipment at Vónin. “The development has reached the stage where they can be considered safe, reliable standard solutions that vessels can place full confidence in.”

“After several years of work, the development effort is bearing fruit,” Mr. á Gravarbø added. “Progress was initially slow, but increased competition required us to accelerate, and over the past three years progress has been rapid. It has been hard work, requiring considerable time and energy.”

Árni Dalsgaard, the skipper of Faroese pelagic vessel ‘Katrin Jóhanna’, heaped praise on the new trawl doors. “In mackerel fishing, just below the surface, the Twister doors maintain a set depth of 15 meters, even when it’s necessary to turn sharply to catch the school of mackerel,” he said.

‘Works optimally’
“Previously, one door could come out of the water while the other went deep, causing the trawl to bunch up. This often meant spending a lot of time and effort to get the trawl set correctly in the water, which of course affected the fishing.”

Katrin Johanna heading off Fuglafjørður.

“In herring and blue whiting fishing, it is often necessary to get the trawl a bit higher in the water to catch the fish schools,” Mr. Dalsgaard said. “Here too, the fully controllable doors make a significant difference. Now I just adjust the new height on the doors, and the trawl quickly follows. I often wonder if the old trawler captains would have understood this. I sit on the bridge at the computer and simply scroll with the mouse to move the doors—and the trawl—up or down. But it works.”

According to the experienced captain, the fully controllable Twisters also perform well when the vessel is fishing in waters with a strong current. “In such waters with strong currents, there can be a difference of about 100 meters in height between the trawl doors,” he said.

“Then the trawl stands incorrectly in the water, almost lying on its side, which of course reduces fishing performance. But the fully controllable Twisters maintain the same height, even in a strong current.”

Fosnavaag-based Kings Bay.

“When you can control the doors, it’s a giant leap compared to what we’ve been used to,” noted Bjørn Sævik, the skipper of Norwegian pelagic trawler ‘Kings Bay’, with more than 35 years of experience on the bridge. “It works optimally,” he added. “We looked at price, strength, and references from other vessels. In the end, Twister was the right choice.”

Demersal trials
To strengthen the technical side of the equation and secure a firm service infrastructure for Twister, Vónin opted to partner with Fuglafjørður-based mechanical engineering firm Petur Larsen. That means maintenance and upgrades is carried out locally in Fuglafjørður, in close collaboration with Petur Larsen, who take care of everything from assembling the components of the trawl doors to integrating the technical systems on board, to providing full service—from maintenance and repairs to upgrades, including 24/7 technical support.

Most issues, however, can be resolved remotely while vessels are at sea, according to Vónin.

Fraserburgh-registered Christina S shooting her Twisters.

At present, fully steerable Twister doors are used only in pelagic fisheries; the next step, however, is to offer the same solution for the demersal fleet. According to Mr. á Gravarbø, the same technology used on Twister for controlling the doors will be applied to benthic trawl doors.

“The main difference is that in pelagic fishing the doors are steered relative to the surface, whereas in demersal fishing they must be steered relative to the seabed,” Mr. á Gravarbø pointed out. “The depths are different, which means we need other frequencies and transmission power, but this is not a technical challenge. Demersal trawl doors must also be smaller, more flexible, and more robust.”

“The technical control systems for Twister are the same,” he added, “whether they are used in pelagic or demersal fisheries.”

According to Vónin, work to adapt fully steerable trawl doors to demersal fisheries is moving forward and initial trials have been carried out.

Major Terminal Expansion on Track for Vagar Airport

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Major Terminal Expansion on Track for Vagar Airport

Boosting Vagar Airport’s handling capacity from 400,000 to more than a million passengers per year—construction work for a new terminal building to expand the existing one to more than triple its current size, is set to begin in 2027.

As the number of air passengers to the Faroe Islands continues to rise—currently at about 460,000 per annum—construction for a major expansion of Vagar Airport’s passenger terminal is expected to start in earnest by 2027. The current passenger terminal was built to handle up to 400,000 passengers annually, however growing air traffic has seen that number long surpassed. According to CEO Regin I. Jakobsen, more than 460,000 air passengers went through the gates of Vagar Airport during 2025, making the extension of the terminal a matter of growing urgency.

“Today’s terminal building is 3,000 – 4,000 square meters, and we will be aiming for approximately 14,000,” Mr. Jakobsen noted. “That is the amount of space required to accommodate for one million passengers a year, both ways, with the option to increase the capacity further to some degree if necessary. The existing terminal building that we have today is originally designed to be able to accommodate for 400,000 passengers a year. We have been above that for several years now already. We went past 460,000 last year [2025]; so the need is imminent to seriously extend the terminal.”

In the extension plan, a considerably larger terminal hall will be added to the existing one. Beyond improving existing functions, it will make room for various new services and facilities including, for example, flight bridges to allow passengers to board planes without having to step outdoors. As a separate project, a new aircraft hangar for Atlantic Airways will likewise be built.

A project contest was completed in late 2025 with a consortium led by Tórshavn-based engineering firm SMJ selected as winner by a unanimous jury. The pre-project including the preparation of an invitation to tender is well underway, Mr. Jakobsen added. “We expect to receive bids for construction in the spring of next year [2027] so that actual building work can start in the autumn of 2027.”

The estimated total cost is 700 million dkk (94M eur), according to Mr. Jakobsen, based on assessments made prior to the current pre-project phase.

A vital service
Other current developments at the airport include a new luggage handling system, which has recently been fitted. Also preparations for a multistory parking lot have been made, with large scale earthwork already completed for the parking lot plus new connecting roads as well as groundwork for the new aircraft hangar. As for the main expansion project, financing is expected to be partly sourced from an investment fund under the Faroese Government.

“Indications are that the Government understands the need to upgrade the airport terminal as the partial funding from the governmental fund has been signed into law. This project is considered a longterm and strategic investment that relates to the societal level and in fact goes beyond the commercial scope of this airport.”

Meanwhile, international financial institutions are also being consulted, according to Mr. Jakobsen. “The thing is, we need to look ahead and be prepared to facilitate the growing air passenger traffic coming to the Faroe Islands. Another aspect of this project is that the upgrade of the terminal will provide us with new commercial opportunities, which of course will likely be of interest for potential financiers.”

The number of airlines flying to and from Vagar Airport has been increasing in recent years to now include—alongside national carrier Atlantic Airways—Scandinavian Airlines, Widerøe, Ice­land­air and FarCargo. As per Mr. Jakob­sen, the airport is constantly looking to attract more airlines as part of its effort to develop as main Faroe Islands gateway.

“As the country’s one and only airport, we are squarely focused on the needs of the Faroe Islands, both as a destination and as a point of departure. Part of providing this vital service is finding new ways to increase our international reach, because the purpose of this airport is to facilitate air connection between this country and the rest of the world. On that account we’re always looking to attract airlines to explore opportunities in flying to and from Vagar.”

The popularity of the Faroe Islands as a destination has been steadily growing for a number of years. Yet realistically, even under the right circumstances, is there potential for Vagar Airport to serve as an international hub between destinations?

“This is part of our considerations,” Mr. Jakobsen said. “Vagar as an international hub could be a feasible proposition for some routes. Investments such as these that we are now in the process of undertaking, should also be viewed in that perspective.”

Taking Information Services at Sea to the Next Level

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Taking Information Services at Sea to the Next Level

Integrating data to create web services built on operations-critical connectivity, marine electronics specialist Vikmar adds an array of offerings—ranging from navigation, communication and fish finding to information and entertainment.

It took Vikmar a couple of decades to build a solid foundation of marine electronics and related services, pioneering affordable internet and telephony at sea based on satellite connectivity and live data streams.

Today, with the maturing of modern technologies to allow for both manual and AI-assisted programming, a new level of data utilization is emerging to enhance online services at sea.

“These are fascinating times to say the least,” Vikmar managing owner Jan Hammer Egholm noted on the rollout of new services this year (2026). “We’ve been intensely engaged in developing new products and solutions for our clients at sea, and some of that first became feasible with the arrival of new satellite internet connectivity systems that we began to offer in earnest a few years ago. So we were urgently looking to streamline services enabled by improved connectivity, which we did last year with the Viknet Connect service portal. But this work continues and times move quickly so we decided to develop a range of data driven web services, to add new services and to organize and optimize already existing data streams for our clients to make good use of.”

Among the new services coming along is a radar software that makes it easy and convenient at sea to view radar data on all sorts of displays and devices, whether on the command bridge or elsewhere on board the vessel.

“The new radar service offers various add-on sources to integrate with the vessel’s own radar signals. It can be, for example, shared radar data from other vessels, or it can be some map data of relevance, or live feeds showing wind speed, temperatures, currents, waves and so on, plus water depths, for example. This can be relevant, for instance, in search and rescue situations but also in other connections.”

Another new service is ‘Kíkur,’ a buoy management system that maps all buoys deployed in Faroese waters at any given point, making life easier for longliners, gillnetters and other vessels.

“This service is really a way for longliners and other fishing vessels to skip the traditional transmitter placed on each buoy, which costs between 4,000 and 5,000 DKK [535 to 670 EUR] a piece. Instead of using a transmitter, they can now enter the position of each buoy as they deploy it and the data gets shared with other vessels as well, helping to prevent mixups and confusion over who is operating where or which buoy is whose.”

‘Endless possibilities’

Meanwhile Vikmar is creating new live databases on water temperatures, weather, currents, water depths and more, to upgrade existing ones.

“These are data critical for fishing and other maritime operations as well as for some areas of research,” Mr. Egholm said. “The new services make more effective use of cross referencing data in real time. Also we’re now tagging the data points to indicate the level of quality—after all, some data isn’t being as frequently updated as other, or has a different category of source. This makes it easier to distinguish between more accurate and less accurate data.”

Also in for an upgrade is the Vessel Tracker System used over a number of year.

“We’re upgrading the VTS to not just include marine traffic but even aviation,” Mr. Egholm added. “This is in accordance with international standards and we’re also integrating various zones not previously covered.”

The progress of recent years in satellite internet connectivity has proven to be a game changer.

“The level of connectivity at sea has in fact caught up with our level on land. So this is in fact a revolution when it comes to marine electronics and associated services—all the equipment and services used by vessels to access information, communicate, navigate and find fish. This has happened over a few years, and yet it seems it’s only beginning to dawn on people what the implications are in terms of services becoming available. We’ve made it part of our mission to stay at the forefront of this and so we’re developing new services based on the existence of great connectivity at sea. The possibilities are endless.”

Back in the day, what originally set Vikmar apart from its competition was the company’s ability to combine TV and internet satellite connections. It subsequently added increasingly advanced media packages for those working at sea, before taking it all to the next level with the latest satellite connectivity systems integrated with new technologies to handle live data streams—and offer new services.

Torcargo Enters Faroese Freight Market Fray

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Torcargo Enters Faroese Freight Market Fray

After two years of operations in the Faroe Islands, Torcargo—offering international freight and logistics services—continues to attract seafood exporters looking for competitive transport to continental Europe.

Industrial logistics specialist Torcargo has opened for business in the Faroe Islands, offering its sea freight services to fish exporters with weekly sailings to and from the Port of Runavík. According to sales representative Jónhard Johannesen, the company has attracted a small but growing share of the export market since entering the Faroes in the spring of 2024.

Mr. Johannesen, who heads the sales office in Tórshavn, says Torcargo is looking to boost its Faroe Islands manpower to accommodate increasing demand.

“We currently have six vessels employed in liner service, four of them sailing to Runavík where we have our own terminal,” Mr. Johannesen said. “At Runavík we also have our own reach stacker and a stock of containers, both 40-foot reefer and 45-foot pallet wide reefer. Things are moving at pace here and we’ve seen a slow but steady buildup of clients, primarily from the seafood export business.”

With several contenders in the market, including long-established ones, the competition is fierce in the Faroe Islands when it comes to exports and imports of goods.

“We’re operating in a highly competitive environment,” Mr. Johannesen noted. “Despite that, the fact that quite a few exporters are already picking our service is a good indication that we’re moving in the right direction and have a competitive edge.”

Meanwhile Torcargo is about to hire additional office workers in Tórshavn, according to Mr. Johannesen.

“As we’re becoming more busy we need to boost our capacity at the Tórshavn office, and therefore we plan to employ more freight forwarding personnel in the near term,” he said.

Customized solutions

With offices in the Netherlands, Iceland, Norway, and the Faroe Islands, Torcargo—previously known as Cargow—has its origins in the short sea business, specializing in transporting industrial materials from processing facilities in Iceland and Norway to logistics hub Rotterdam.

Over the years the business has developed to encompass a full range of ocean transport, airfreight, freight forwarding, project cargo, chartering, agency, consulting, warehousing, customs clearance, and related services.

“Originally we focused squarely on a market segment located within a particular geographical area in the north,” Mr. Johannesen said. “Today, however, we like to say that the whole world is our marketplace, also because we’re in a position to move cargo worldwide. You could add that our commitment to providing a fast, reliable and comprehensive logistics solution is resulting in a growing number of clients discovering the advantage of using our services.”

With its strong background as an industrial carrier, Torcargo’s specialization remains rooted in providing liner services in the Northern European market. The services include container, reefer, and project cargo, covering the west coast of Norway, the Netherlands, the United Kingdom, Faroe Islands, and Iceland.

“Besides, we have established connections through Rotterdam, which allows us to offer seamless access to ports worldwide through partnerships with deep sea lines.”

As for airfreight, likewise, Torcargo’s network provides for a comprehensive array of services.

“We have global partnerships that provide our customers with direct access to a vast, international airfreight forwarding network,” Mr. Johannesen added. “Our airfreight services have been tailored to meet the needs of clients that require quick and convenient transport, and this includes door-to-door delivery, and import and export paper work. In short, we provide turnkey solutions at a highly competitive rate.”

As a case in point, Torcargo works closely with global freight forwarder DSV to provide transport and logistics solutions across Europe and around the world. DSV is a major player with tens of thousands of employees worldwide, providing and managing supply chain services on a daily basis for thousands of businesses.

“Again, it’s all about keeping our customers’ supply chains flowing,” Mr. Johannesen said.

“Our offerings also include vessel chartering and agency services, as well as project cargo and containerized freight services through our liner service operation and freight forwarding activities. As a specialist in North Atlantic logistics, we have extensive knowledge of the unique challenges involved in transporting goods in this region.”

“In fact we facilitate international trade through our freight forwarding services by ocean, air, and surface. In other words, we ensure that internationally traded goods move from point of origin to destination—in good condition, at the right time, and at the most economical cost.”

As for project cargo, Torcargo offers customized solutions to meet the unique requirements of each individual project, Mr. Johannesen added.

Torcargo vessel Frigg W arriving in the Port of Runavík.

“We work with both domestic and international shipments and place huge emphasis on efficient and cost-effective solutions. Also here, a reliable global network of partners is key to our success as it enables us to ensure top-notch transportation support. And with a specialized fleet, we ensure safe and efficient transport of cargo, whatever the size.”

Faroe-Russian Fisheries Treaty Extended for 2026 amid Fears of Market Ban over Sanctions

Bui Tyril
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Faroe-Russian Fisheries Treaty Extended for 2026 amid Fears of Market Ban over Sanctions

The 50-year old bilateral fisheries treaty between the Faroe Islands and the Russian Federation has been extended for 2026, the Ministry of Fisheries, Industry and Trade announced on December 30th.

Again this time around, the catch quota for Atlantic cod was reduced while the catch quota for haddock, on the other hand, was raised. Under the agreement, the Faroese are allowed to catch just over 6,300 tonnes of cod, a little under 1,500 tonnes of haddock, 900 tonnes of flatfish, and 4,000 tonnes of northern shrimp, in the Russian sector of the Barents Sea.

In exchange, the Russians get to fish 65,000 tonnes of blue whiting, 4,200 tonnes of Atlantic mackerel and just over 7,700 tonnes of Atlanto-Scandian herring in Faroese waters.

“I’m very pleased with the fact that we were able, in these difficult times, to arrive at an agreement [for 2026],” said Eirikur í Jákupsstovu, the Faroe Islands’ Minister of Fisheries, Industry and Trade. “This means that the Faroese fishing industry has good information on hand at the outset of the year and, again this year, has a good opportunity to utilize whitefish from the Barents Sea.”

Eirikur í Jákupsstovu, Minister of Fisheries, Industry and Trade. Image credits: Maria Olsen.

Among the Faroese communities associated with the Barents Sea fishery a sigh of relief could be sensed over the regular extension of the treaty. At least it means that the recent investments into three new, large and highly advanced freezer trawlers, custom-made for that particular fishery, may prove viable—critically, to preserve hundreds of Faroese livelihoods dependent on that fishery.

Pelagic exports

Yet controversy emanating from geopolitics has been casting shadows of doubt somewhat on the continuation of the longstanding fisheries treaty between the Faroes and Russia. For one thing, the treaty has been a subject of open disapproval among segments of the Faroese population seemingly under the influence of some anti-Russian sentiment, underpinned or emboldened by rhetoric coming from political leaders in countries like Denmark, Norway and the United Kingdom and regularly regurgitated via news media.

It seems clear, nonetheless, that a majority of the people in the Faroe Islands—not to mention those whose livelihoods are directly linked to the Barents Sea fishery and the pelagic fisheries—approve strongly of the agreement. Notably, quite a few still remember what happened a mere dozen years ago when Denmark and the entire EU including the UK, along with Norway, blockaded the Faroese fish trade—the main source of income for the tiny island nation—over some disagreement on pelagic catch quota. Back then, Russia came to the rescue and opened its markets for Faroese fish products, in effect ushering in a golden era of progress, and big profits, for the Faroese fishing and aquaculture business.

Last year’s Faroese exports of pelagic fish, in particular herring and mackerel, most of which went to Russia, amounted to an estimate 150,000 tonnes at a total value of approximately 2.5 billion DKK (335 million EUR), as per Statistics Faroe Islands reports for the period spanning from November 2024 through October 2025. Those are very substantial numbers for the Faroese economy, yet they have decreased over the last few years in the face of trade restrictions and sanctions.

‘Expect a serious response’

In July 2023 the Faroese Government, under growing pressure to follow Western sanctions over the Ukraine war, imposed closures to reduce the activities of Russian fishing vessels in Faroese ports. The move has since led to significant decline in port revenues.

The latest chapter that has much of the fishing industry on its edge is the recent announcement by the government to sanction two Russian vessel owners active in Faroese waters.

“The Faroe Islands will on 1 January 2026 implement restrictive measures against natural and legal persons, entities and bodies similar to the restrictive measures adopted by the Council of the European Union under Council decision and regulation 2024/2643 of the 8th of October 2024, with later amendments,” a statement from the government read, adding:

“Among the entities targeted by the updated restrictive measures are two Russian companies whose vessels have conducted fisheries in the Faroese Fishery Zone under the bilateral fisheries agreement between the Faroe Islands and Russia. Vessels belonging to companies subject to the updated sanctions will no longer be permitted to obtain fishing license to conduct fisheries in the Faroese Fisheries Zone or enter ports in the Faroe Islands.”

The decision to follow the EU and Norway’s lead to sanction the vessels in question—on spurious charges and with little if any legal basis, according to one of the vessel owners—is likely to prompt a harsh Russian response, industry insiders fear.

“The Russians have made it clear, from the highest official place, that if those vessels were to be sanctioned by the Faroe Islands, there will be a serious response,” one Faroese shipping agency executive told the Faroe Business Report.

“As we’ve seen once or twice earlier, you don’t play games like this with the Russians without incurring consequences. Placing those Russian vessels under sanctions, on top of the punitive measures already taken, is in essence to cancel the fisheries treaty in all but name. The Russian authorities will easily retaliate by, for example, imposing a market ban under some technical pretext, perhaps targeting two Faroese exporters of pelagic fish, to mirror the sanctions imposed on two Russian vessel owners. I hope that won’t happen but if indeed it were to happen, it will be a hammer blow to those on the receiving end.”

Faroese Mackerel Exports More than Double in Value Year-on-Year

Faroese Communities, Businesses Feel Pinch from Port Closure for Russian Fishing Vessels

Vónin Aquaculture Merges with Mørenot Aquaculture, Fiizk Protection Under New Eldi

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Vónin Aquaculture Merges with Mørenot Aquaculture, Fiizk Protection Under New Eldi

Vónin Aquaculture has, along with fellow Hampidjan-owned aquaculture equipment providers Mørenot Aquaculture and Fiizk Protection, been unified under the new name, Eldi. Together, the three form one of the world’s most comprehensive aquaculture partners, Hampidjan Group stated, “built to meet the industry’s growing need for innovation, service, and sustainable growth.”

Thomas Myrvold, the head of Mørenot Aquaculture, has been appointed CEO of Eldi, the announcement further read.

As for the Faroese branch of the merged company, it will be called Eldi Føroyar and will be managed by Signar Poulsen, the current head of Vónin Aquaculture.

“By bringing these three strong brands together under the name Eldi, Hampidjan strengthens its position in a consolidating market and expands its offering, combining a broader product portfolio, a unified service network, and a stronger platform for continuous innovation,” Iceland’s Hampidjan Group added.

As per Hampidjan, the transition becomes fully effective as of January 1st, 2026, with collaboration and coordination across the three organizations already in process. “Teams are working closely on product development, service integration and customer support to ensure a smooth shift into the new structure,” we’re told.

“Our vision is to become the global provider of end-to-end aquaculture innovation,” Mr. Myrvold was quoted as saying. “This means combining world-class technology, smart products, strong service capabilities and a global footprint with the local presence our customers rely on. We want to help shape the future of aquaculture by acting as a global player and a solutions-focused innovation company, while remaining firmly rooted in the communities and regions we serve.”

“The opportunities in aquaculture have never been greater as the need for aquaculture products has never been more and is growing, not only in salmon but also in other fish species around the world,” Hjörtur Erlendsson CEO of Hampidjan and Chairman of Eldi, noted.

“With the establishment of Eldi, we are combining the capabilities needed to address these challenges in a targeted manner and with clear strategic planning. Our goal is to be a driving force in the development of the industry and continue to grow on the strong foundation we have today; closer proximity to customers than others have, decades of knowledge and experience in the production of aquaculture equipment, Hampidjan’s corporate culture where relentless product development is at the forefront and the production efficiency that we are building up in India.”

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