Foreign holidaymakers spent NOK 44 billion in Norway during 2025, according to figures from Innovation Norway's latest annual tourism survey.

That's NOK 6 billion more than the previous year and, when adjusted for inflation, 57% more than foreign tourists spent in Norway in 2019, before the pandemic disrupted international travel.

But doesn't mean individual tourists have suddenly become much more willing to splash the cash in Norway.

In fact, average daily spending and total spending per visitor were broadly unchanged from 2024. The increase has instead come primarily from the growing number of international tourists choosing Norway for their holidays.

More Foreign Tourists Than Ever

Other tourism statistics tell much the same story. Norway recorded 40.6 million overnight stays at commercial accommodation in 2025, the first time the annual figure has passed 40 million.

Of those, 14.2 million were made by international visitors, an increase of 14% in just one year and the by Statistics Norway.

Hotels accounted for much of the growth. There were 28 million hotel stays during the year, with foreign guests responsible for almost all of the increase from 2024.

Camping also grew, while the expansion of short-term rentals through platforms such as Airbnb has become an increasingly important part of Norway's visitor economy.

Germany remains Norway's biggest international tourism market in terms of both overnight stays and total spending.

Almost 2.6 million commercial overnight stays in 2025 came from German visitors, well ahead of Sweden, the Netherlands, the UK and Denmark.

The United States is Norway's second biggest market when measured by spending, despite producing substantially fewer overnight stays than Germany. American tourists typically spend considerably more per person during their visit.

Not All Tourists Spend The Same

One of the more interesting findings from Innovation Norway's research is just how much spending varies between different types of visitor.

Motorhome tourists are at the lower end of the scale, spending slightly less than NOK 800 per person per day on average.

At the other extreme are tourists visiting Norway to see the northern lights, who spend close to NOK 2,700 per person per day.

That difference is important as Norway considers how it wants its tourism industry to develop.

Rather than simply attracting ever greater numbers of visitors, Innovation Norway says the focus should increasingly be on visitors who take part in more experiences and leave more money in the local economy.

“Not all guests contribute equally to value creation,� said Aase Marthe J. Horrigmo, director of tourism at Innovation Norway.

The organisation also sees significant potential in encouraging more tourism outside the peak summer months. Oslo and Northern Norway already have a relatively good spread of visitors throughout the year, while southern Norway remains much more dependent on summer tourism.

Norway's Appeal Is Changing

Spectacular scenery remains the biggest reason international tourists choose Norway. The fjords, mountains, outdoor experiences and the prospect of peace and quiet continue to dominate visitors' motivations.

However, culture is becoming increasingly important too. Innovation Norway told E24 that seven in ten international visitors now combine nature and outdoor activities with cultural experiences during their Norwegian holiday.

Oslo in particular benefits from the growing interest in culture, architecture, food and city experiences.

There is also evidence that Norway's tourism boom isn't finished yet.

Statistics Norway recorded in June 2026, the highest June figure on record. Almost 1.1 million were made by foreign guests, up 1.2% from June 2025.

Managing Norway's Tourism Boom

The record spending comes at an interesting time for Norwegian tourism policy.

Norway's new visitor contribution law came into force in July 2026, giving municipalities experiencing particularly heavy pressure from tourism the option of introducing a local accommodation tax.

The first municipalities will be able to begin collecting the tax from January 2027.

The money must be used to fund tourism-related public goods and infrastructure. That could include facilities such as public toilets and waste management, together with other services and infrastructure where demand increases substantially because of visitor numbers.

Municipalities wanting to introduce the tax must draw up a plan explaining how the revenue will be spent. Tromsø has already done so.

It's a debate likely to become more important if Norway's tourism growth continues. Foreign visitors are bringing record amounts of money into the Norwegian economy, but popular destinations also face the costs that come with increasing numbers of people.

The NOK 44 billion figure underlines just how important international tourism has become to Norway. The challenge now is not simply attracting more visitors, but ensuring that the benefits of that growth are felt in the communities receiving them.

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The unusual incident took place earlier this month in Lomfjorden, a fjord on the eastern side of Spitsbergen that extends south from Hinlopenstretet.

According to the , known in Norwegian as the Sysselmesteren, people aboard the vessel spotted a polar bear asleep on land. One person then used the ship’s horn. The noise woke the bear, which got up and moved to another location.

Perhaps most remarkably, the incident was reported to the authorities by other people aboard the same vessel.

The Governor concluded that the action amounted to deliberately disturbing a polar bear and issued a fine of NOK 50,000 for breaching Section 30a of the Svalbard Environmental Protection Act. The person accepted the fine and has already paid it.

The official statement does not identify the person, their nationality, or the vessel involved. Although some international headlines describe the offender as a tourist operator, the Governor’s statement says only that the person was aboard a vessel.

Strict Rules Around Polar Bears

Deliberately disturbing wildlife has long been taken seriously in Svalbard, but the rules governing encounters with polar bears were .

It is forbidden to unnecessarily disturb, attract or pursue a polar bear. People must also normally remain at least 300 metres from one. Between March 1 and June 30, when bears are considered particularly vulnerable to disturbance, that minimum distance increases to 500 metres.

Anyone who unexpectedly encounters a bear at closer range is generally required to retreat to the legal distance.

The Governor’s announcement does not suggest that the latest fine was issued for breaching the distance rule. Instead, it specifically cites the deliberate use of the ship’s horn to disturb the sleeping animal.

Why Svalbard Tightened The Rules

When announcing the changes, Norway’s Ministry of Climate and Environment said both visitor numbers and activity levels in Svalbard had increased since the environmental law was introduced in 2002.

At the same time, rapid climate change is putting additional pressure on Arctic wildlife. The ministry specifically highlighted the importance of allowing polar bears to search for food, hunt, rest and care for their cubs without human interference.

The regulations form part of a wider tightening of environmental rules across Svalbard, including restrictions on tourist landings, ship capacity in protected areas and drone use.

For visitors, the message from this case could hardly be clearer. Seeing a polar bear is one of the great privileges of a trip to Svalbard, but the encounter must happen on the bear’s terms.

In this case, trying to turn a sleeping bear into a better wildlife sighting came with a NOK 50,000 price tag.

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The Arctic city must still receive approval from the Ministry of Trade, Industry and Fisheries before the fee can be introduced.

Under Norway’s new visitor contribution law, only municipalities that can demonstrate significant pressure from tourism will be allowed to introduce the tax.

“I don’t think that will be a problem for municipalities in the Tromsø region,� Helga Bårdsdatter Kristiansen, sustainability adviser at Tromsø municipality, .

She said the municipality was pleased to finally have the opportunity to introduce a visitor contribution.

“There has been a lot of hard work from Tromsø municipality, both administratively and politically. Now we are getting close. We are in close dialogue with KS to ensure a good collection system that is predictable for the municipality and tourism businesses,� said Kristiansen.

KS is the Norwegian Association of Local and Regional Authorities, an organisation that represents municipalities and county authorities in Norway.

What Is A Tourist Tax?

In Norway, the new fee is officially known as a ²ú±ð²õø°ì²õ²ú¾±»å°ù²¹²µ, or visitor contribution. In practice, it is a local tourist tax paid by visitors, most commonly through accommodation providers.

The idea is not to discourage tourism, but to help finance the local services and infrastructure used by visitors as well as residents. These can include public toilets, waste management, signs, trails, transport solutions and measures to reduce pressure on vulnerable natural areas.

Tromsø is a clear example of the kind of destination the law was designed for. The city has seen in recent years, especially during the winter season, when northern lights trips, whale watching, dog sledding and other Arctic experiences draw visitors from around the world.

According to Tromsø municipality, the municipality recorded more than 1.3 million commercial overnight stays in 2025. It also received around 180 cruise calls and more than 190,000 cruise passengers.

A Three Percent Accommodation Fee

Tromsø municipality will submit its plan for the visitor contribution to the ministry on 1 July. At first, the fee will be introduced as an accommodation charge.

According to KS, Tromsø is the first Norwegian municipality known to have formally approved the introduction of a tourist tax.

“We don’t know of any other municipalities that have done this yet, but there are surely more that will do so,� said Helge Eide, area director at KS.

Kristiansen said Norway’s visitor contribution law sets the framework for how the scheme must work: “It is 3 percent on accommodation. Both hotels and short-term rentals.�

That means visitors staying in hotels in Tromsø, or apartments, holiday homes or other short-term rentals, would pay the additional charge as part of their accommodation cost.

Asked how the fee might affect the number of tourists travelling to Tromsø, Kristiansen said the municipality does not expect a major impact.

“It may affect some segments of the travel industry, such as courses and conferences. We do not believe it will affect whether travellers will come here or not.�

“It is not a very large fee, and it is very common in most European countries and cities,� said the sustainability adviser.

Tromsø Looks To Iceland

Tromsø has looked abroad while developing its plans, especially to Iceland, where tourism growth has also placed pressure on local communities and infrastructure.

“Iceland has a number of fee systems for visitor pressure. Paris also has the same. They have 8 euros per visitor per night,� said Kristiansen.

Tourist taxes are common in many European cities, although the exact model varies. Some destinations charge a fixed amount per person per night, while others calculate the fee as a percentage of the accommodation price.

Norway has long debated whether local authorities should be able to charge visitors directly. The issue has become more urgent in places where tourism has grown quickly, but where the cost of maintaining toilets, paths, waste facilities, parking areas and other shared infrastructure has largely fallen on local taxpayers.

The visitor contribution law enters into force on 1 July 2026. Municipalities that want to introduce the fee must have their plans approved by the ministry and must also adopt a local regulation before collection can begin.

Regional Cooperation

Tromsø municipality must also consider how it will work with neighbouring municipalities.

That is especially important in the Tromsø region, where many visitors sleep in Tromsø but take excursions across municipal borders. Popular day trips from the city often involve surrounding areas such as Lyngen, Kvaløya and other parts of northern Troms.

“Most of the accommodation facilities are in Tromsø. But many of the excursions from here go beyond the municipal borders. The pressure will be felt in Karlsøy, Balsfjord, Storfjord and Lyngen. We are in dialogue with our neighbouring municipalities, through our intermunicipal political council, about how we should coordinate these processes,� said Kristiansen.

According to Kristiansen, those municipalities are also working on similar measures: “All the municipalities in the Tromsø region will probably apply to introduce a visitor contribution.�

Tromsø municipality says the money raised will be used for measures that benefit both residents and visitors.

On its website, the municipality points to improved signage, waste management, toilets, transport solutions and measures to manage visitor flows and reduce pressure in vulnerable areas as important priorities.

A may also be introduced later. “For Tromsø, there will also be a cruise fee in the longer term. We are waiting for the ministry to finish the processes around that. It will also be included in the visitor contribution,� said Kristiansen.

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The project, planned through the narrowest part of the Stad peninsula in western Norway, has been discussed for decades.

If completed, it would become the world’s first full-scale ship tunnel, allowing vessels to avoid one of the most exposed stretches of sea along the Norwegian coast.

But in recent months, the project has become a symbol of Norway’s complicated relationship with major infrastructure spending. Costs have risen sharply, political support has shifted, and the tunnel has repeatedly moved from likely to doomed and back again.

Now, following budget negotiations between the red-green parties in the Norwegian parliament, the Stad Ship Tunnel is once again on the table.

Stad Ship Tunnel To Be Built

Senterpartiet’s Bjørn Arild Gram during the presentation of the revised national budget agreement, describing it as part of a wider boost for the construction and civil engineering sector.

“To coastal Norway: Stad Ship Tunnel will be built,� he said.

The agreement gives the tunnel a total cost framework of NOK 8.6 billion, along with a start-up allocation of NOK 150 million.

That does not mean construction will begin tomorrow, but it does mean the project has survived the latest attempt to stop it. The money is intended to keep the project moving forward, including through the tender and contract process.

For supporters of the tunnel, especially in coastal communities in western Norway, the announcement will come as a major relief. For critics, it will raise familiar questions about cost, priorities, environmental impact and whether Norway should be committing billions to one highly unusual transport project.

A Tunnel For Ships

The is planned through Stadlandet in Vestland county, between Moldefjorden and Vanylvsfjorden.

The idea is simple, even if the engineering is anything but. Instead of forcing ships to round Stad, a peninsula known for dangerous weather and wave conditions, the tunnel would provide a protected passage through the land.

Kystverket, the Norwegian Coastal Administration, says the tunnel would be 1.7 kilometres long, or 2.2 kilometres including entrance areas. It would be 50 metres high and 36 metres wide, large enough for vessels up to the size of the coastal route ships operated by Hurtigruten and Havila Kystruten.

Stadhavet, the stretch of sea outside Stad, is notorious among seafarers. The area is exposed to wind, currents and waves from several directions, making conditions unpredictable and sometimes dangerous.

That is the central argument for the project. Supporters say the tunnel would improve safety, reliability and regularity for coastal shipping, fishing vessels, aquaculture, passenger traffic and other maritime industries.

A Political U-Turn

The latest decision is striking because it comes only weeks after the government appeared to have killed the project again.

In May, Prime Minister Jonas Gahr Støre and Finance Minister Jens Stoltenberg said there was no money set aside for the Stad Ship Tunnel in the government’s proposal for the revised national budget.

The government argued that stopping the project would free up funds and reflect a broader shift away from starting large new transport projects in favour of maintenance and upkeep. The problem was cost.

The tunnel’s estimated price had risen far beyond the level previously approved by parliament. Kystverket’s updated estimate put the cost framework at NOK 8.6 billion. Although that was lower than earlier estimates of around NOK 9.6 billion, it was still more than NOK 3 billion above the framework previously approved by the Storting.

That made the project politically vulnerable. At a time when many transport budgets are under pressure, and when Norway faces competing demands for road, rail, defence, welfare and climate spending, the Stad Ship Tunnel became an easy target.

But the revised budget was not decided by the Labour government alone. Negotiations with other parties changed the outcome.

Arbeiderpartiet’s Tuva Moflag explained the reversal by pointing to the nature of budget negotiations. The government had negotiated with parties for whom the tunnel was an important issue, she said, and in such negotiations there is give and take.

In other words, Stad survived because other parties fought for it.

A Long And Uncertain Story

Few Norwegian infrastructure projects have had quite such a stop-start journey.

The Stad Ship Tunnel has been studied, debated and promoted for years. It has because of its unusual scale and concept. Promotional images of large ships sailing through a mountain have helped turn it into one of Norway’s most eye-catching proposed engineering projects.

At the same time, the project has long divided opinion.

For local and regional supporters, the tunnel is about safety, coastal industry and securing better maritime transport along a difficult stretch of the Norwegian coast. It is also seen as a potential boost for tourism and regional development.

For opponents, the project is an expensive prestige scheme with uncertain benefits. Some question whether the safety and efficiency gains justify the cost. Others argue that Norway has more urgent transport needs, especially when many county roads, bridges and tunnels require maintenance.

The latest budget agreement does not end those arguments. In fact, it may intensify them.

What Happens Next?

The inclusion of Stad Ship Tunnel in the revised national budget gives the project renewed political backing and an initial allocation of funds. However, major practical and financial steps remain before ships can actually sail through Stadlandet.

The project still needs to pass through the next stages of procurement and contract work. The full funding will also need to be handled through future budget processes.

That means the tunnel is not yet a finished deal in the everyday sense. But politically, the message from the latest agreement is clear: after yet another reversal, Norway’s ship tunnel is alive again.

Whether it becomes one of Norway’s most remarkable engineering achievements or one of its most controversial spending decisions remains to be seen. For now, the Stad Ship Tunnel has once again proved remarkably hard to sink.

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For many years, travelling from Norway to mainland Europe by train has been possible, but rarely simple.

A journey from Oslo to Germany typically means changing trains in Sweden and Denmark, coordinating different timetables, and sometimes navigating several booking systems along the way.

That could soon change. Vy, Denmark’s DSB and Germany’s Deutsche Bahn have for a direct international train linking Oslo with Copenhagen, Hamburg and Berlin.

If everything goes according to plan, passengers will be able to board a train in Oslo and step off in the German capital without changing trains.

The new route is planned to launch in summer 2028. Vy says it will be the first time in more than 20 years that passengers in Norway have been able to travel directly by train from Oslo to Berlin.

It is not exactly a quick trip. The full journey from Oslo to Berlin is expected to take around 14 to 15 hours, while Oslo to Copenhagen should take around seven hours.

But for travellers who prefer rail to flying, or who simply enjoy the idea of crossing northern Europe by train, the announcement is a big deal.

A New Direct Route Through Northern Europe

The planned route will connect four countries: Norway, Sweden, Denmark and Germany. From Oslo, the train is expected to travel south through Østfold before crossing into Sweden and continuing via Gothenburg and Malmö.

From there, it will continue across Denmark via Copenhagen, before heading south towards Hamburg and finally Berlin.

Vy says the preliminary plan is for the train to stop at Moss, Fredrikstad, Sarpsborg and Halden in Norway. In Sweden, planned stops include Trollhättan, Gothenburg, Halmstad, Helsingborg, Lund and Malmö.

The train is then expected to serve Copenhagen Airport and Copenhagen Central Station, before continuing through Odense, Kolding and Padborg in Denmark, then Hamburg in Germany, before reaching Berlin.

That makes the route interesting not only for people travelling the full distance to Germany. It could also become a much easier way for people in southeastern Norway to reach Gothenburg, Copenhagen and Hamburg by train.

At the moment, international train travel from Norway often feels like something for enthusiasts. It can be rewarding, scenic and more relaxed than flying, but it usually requires patience and planning.

A direct route would remove one of the biggest barriers: the need to change trains several times.

Why This Matters For Norway

Norway has a strong rail tradition within the country, especially on scenic long-distance routes such as the Bergen Line, Dovre Line and Nordland Line. Yet international rail connections have long been limited.

That has always felt a little odd. Oslo is much closer to continental Europe than many people imagine, but the practical reality of travelling south by train has not always matched the map. Flying has usually been faster, cheaper and much easier to book.

Vy says such a direct connection disappeared more than 20 years ago, at a time when low-cost flights became difficult for rail operators to compete with.

Since then, demand for rail travel has changed. More travellers are looking for alternatives to flying, especially for journeys within Europe.

Vy has already been expanding its international offer. In 2024, the company doubled the number of departures to Gothenburg. In summer 2025, it tested extending some trains onwards to Malmö, and from 2026 it is running regular services to Malmö during weekends and holiday periods.

The Berlin route would be a much bigger step. Instead of Norway sitting at the edge of Europe’s rail network, Oslo would be directly linked to three major northern European cities: Copenhagen, Hamburg and Berlin.

For residents of Norway, that opens up obvious travel possibilities. For visitors, it could make Norway a more realistic part of a wider European rail itinerary.

The Train Itself

The route is expected to use . The “L� stands for “low floor,� a design intended to make boarding easier, especially for passengers with reduced mobility, heavy luggage, prams or bicycles.

Vy says the trains will include a restaurant car, family section and first-class section. The service will be developed in cooperation with Vy, DSB and Deutsche Bahn, with Vy staff operating the train between Oslo and Copenhagen.

Part Of A Wider European Rail Push

The Oslo to Berlin route is part of a broader effort to improve cross-border train travel in Europe. In 2023, the European Commission announced support for ten pilot projects designed to establish new rail services or improve existing ones.

One of those projects focused on better connections between Germany, Denmark and Sweden, including a day train from Hamburg to Gothenburg and potentially Oslo. The new Oslo to Berlin plan appears to build on that idea.

Much of the recent attention around European rail has focused on night trains, but long daytime routes can also be useful. A full day on a train will not suit everyone, but for some travellers it is preferable to airports, transfers and short-haul flights.

What We Still Don’t Know

There are still some important unknowns. The route is planned for summer 2028, but exact launch dates have not yet been announced. Tickets are not yet on sale, and final timetables are still to come.

Prices are also unknown. This will be important. If the train is much more expensive than flying, it may struggle to win over casual travellers. If pricing is competitive and booking is straightforward, the service could find a strong audience.

It is also worth remembering that international rail projects can change before launch. Rolling stock, infrastructure work, staffing and cross-border regulations can all affect the final details.

For now, this is a planned service rather than something travellers can book. But the announcement from Vy, DSB and Deutsche Bahn is still significant, with a named route, expected journey time, planned stops and target launch period.

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The milestone comes in 2026, exactly 80 years after the airline’s first intercontinental service on September 17, 1946.

That inaugural route between Stockholm and New York helped establish Scandinavia’s early global air links.

To mark the anniversary, SAS has introduced a dedicated livery on one of its Airbus A330-300 aircraft.

A New Look Inspired by the Past

The design features an all-over SAS blue fuselage for the first time, alongside a reinterpretation of the Scandinavian flag inspired by the airline’s 1980s look.

A new anniversary emblem, influenced by the shape of aircraft engines and fuselage lines, is displayed on the tail.

The aircraft is part of SAS’s long-haul fleet, which includes eight A330-300 aircraft, each configured with 266 seats. These are complemented by newer Airbus A350 and A321LR aircraft serving intercontinental routes. 

Marking 80 Years of Global Connections

“For 80 years, Scandinavian Airlines has driven innovation and brought Scandinavia closer to the world through safe and reliable operations,� said Anko van der Werff, President and CEO of SAS.

“From our first transatlantic flight to today’s global network, that purpose remains unchanged. This aircraft is a symbol of our heritage, and of the role we play every day for our customers and the societies we serve.�

Today, SAS connects Scandinavia with destinations across Europe, North America and Asia, with Copenhagen serving as its primary international hub.

A Nod to History

The anniversary aircraft’s first scheduled service will operate between Copenhagen and New York, mirroring the historic route that defined SAS’s early expansion into long-haul travel.

Throughout 2026, SAS plans to highlight its heritage while emphasising its continued role in linking people, businesses and societies across borders.

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The company has announced “Lofoten Coastal Stopover,� a new feature allowing passengers to pause their journey in the Lofoten islands for several days before continuing along the Norwegian coast.

Instead of simply passing through on the traditional sailing schedule, guests travelling southbound from Kirkenes will be able to disembark in Svolvær, stay two or three nights at the Thon Hotel Svolvær, and then rejoin the coastal voyage on the next Havila ship, continuing south in the same cabin category.

The first departures using the new concept are planned for May 2026, with bookings opening in week 12 of 2026.

More Time in One of Norway’s Most Popular Regions

For many travellers, Lofoten is one of the highlights of the coastal route.

The dramatic archipelago is known for its steep mountains rising straight from the sea, traditional fishing villages, Arctic wildlife and seasonal phenomena such as the midnight sun and northern lights.

Yet on the traditional schedule, ships typically call at Lofoten ports for only a few hours. Southbound sailings usually stop briefly in both Stamsund and Svolvær before continuing further down the coast.

That limited time has long been a common criticism among travellers.

In my own travel consulting calls with readers planning trips to Norway, Lofoten frequently comes up as a place people wish they could explore more deeply rather than simply pass through.

The region’s landscapes and small fishing communities reward slow exploration, something that is difficult to achieve during a short port call. The new stopover concept appears designed to address exactly that concern.

A Different Approach to the Coastal Voyage

With the new arrangement, passengers will temporarily leave the ship in Svolvær and spend several days exploring Lofoten before continuing their journey south on the next sailing.

Activities such as sea eagle safaris, kayaking, hiking and local food experiences can be booked during the stay.

The concept reflects a wider travel trend sometimes described as “destination immersion,� where travellers prefer fewer locations but more time in each one.

According to Havila Voyages CEO , the company believes travellers increasingly want flexibility and deeper experiences while travelling along the Norwegian coast.

The Lofoten stopover is the first example of what Havila says could become a broader initiative, with similar integrated land stays potentially introduced in other coastal destinations.

A Familiar Challenge on the Coastal Route

The idea may resonate with many travellers who have already experienced the famous Norwegian coastal voyage.

When I sailed the full Bergen–Kirkenes–Bergen route with Havila during the winter in early 2024, there was of course time pressure in some destinations. In Svolvær, for example, I only had enough time to join a quick excursion to the local brewery before the ship departed again.

The pace is part of what makes the coastal voyage unique. It still functions primarily as a working coastal ferry service, stopping at dozens of ports along the Norwegian coast.

But that operational schedule inevitably limits how long passengers can spend in each place.

By building a longer stay directly into the itinerary, Havila is experimenting with a way to keep the continuity of the voyage while giving travellers more time in standout destinations.

The Real Test Will Be the Details

Of course, the success of the concept will depend on how it works in practice. Pricing, cabin availability, and the logistics of leaving and rejoining the voyage could all influence how attractive the stopover becomes to travellers.

If the process proves smooth and competitively priced, the model could offer a compelling compromise between a traditional cruise itinerary and a more flexible land-and-sea journey along Norway’s coastline.

For travellers eager to explore Lofoten beyond a quick port visit, it may offer exactly what many have been asking for.

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If you’ve ever landed at Oslo Airport and stared at the departure boards in mild confusion, you’re not alone.

For years, travellers arriving at Oslo Airport have faced a choice that feels more complicated than it should be.

Do you board the sleek silver Flytoget airport express, or the regular regional train operated by Vy? Both go to and from the airport. One costs significantly more.

I’ve lost count of how many times I’ve advised ÀÖ²¥´«Ã½ readers not to automatically choose the Airport Express.

In my on public transport in Oslo, I again make the case that most visitors simply don’t need it. The regular trains are cheaper, only marginally slower, and perfectly comfortable for the vast majority of travellers.

Now, that long-standing dilemma is about to disappear.

From December 2027, Flytoget will cease operating as a separate service. Instead, its routes will be integrated into the wider Vy network as part of the biggest overhaul to the Norwegian train service in Eastern Norway in more than a decade.

The result promises more departures, less crowding, and a simplified ticket system. But will it truly make things better? Only time will tell.

One Unified Train System On The Busiest Corridor

The change forms part of a new timetable model for Eastern Norway, announced by the and the Ministry of Transport.

The reform will merge the airport express and regional services into one coordinated offer under Vy’s operation.

The stretch between Drammen and Oslo Airport is Norway’s busiest rail corridor, with around 26 million journeys annually. Yet until now, capacity has been divided.

Premium airport trains have often run with spare seats, while commuter trains passing through the same Oslo tunnel have been crowded during peak hours.

By opening former Flytoget services to all passengers, authorities hope to use scarce track capacity more efficiently. The Oslo Tunnel between Oslo S and Skøyen is already operating at full capacity, meaning simply adding more trains is not an option.

Instead, the solution is integration.

Acting Railway Director Marit Rønning said the move would give “many more departures, better space on board and a more reliable train service� for the nearly 30 million annual rail passengers in Eastern Norway.

What Changes For Airport Travellers?

For international visitors, the biggest difference will be simplicity.

There will no longer be a separate Flytoget ticket. One unified fare system will apply across all trains serving Oslo Airport. That means no more weighing up price versus speed at the platform.

From Drammen to Oslo Airport, trains will run every ten minutes in both directions.

The new R15 line will operate five times per hour between Drammen, the airport and Eidsvoll. In addition, the regional express services RE10 (Drammen–Lillehammer) and RE11 (Skien–Eidsvoll) will also serve the airport corridor.

In practical terms, travellers will be able to turn up and board the first departing train without worrying about which operator runs it.

However, there is a small trade-off. To improve overall reliability in the congested central network, there will be one fewer train per hour through the central tunnel.

That means slightly fewer direct departures between Oslo S and the airport than today, though capacity overall is expected to increase due to better distribution of passengers.

Big Boost For Commuters

While airport travellers may welcome simpler ticketing, the real winners appear to be daily commuters.

In Lillestrøm, departures will increase from six to eleven per hour. Asker and Sandvika will see departures rise from six to ten per hour, in addition to local services.

Drammen becomes a central hub in the new ten-minute system, with at least eight departures per hour towards Oslo and the airport. A new line, R15, will connect Drammen directly with Oslo Airport and Eidsvoll five times per hour.

Authorities say the new model should reduce crowding, particularly during rush hour, by spreading passengers more evenly across departures.

It is also designed to be less vulnerable to knock-on delays, a frequent frustration for Oslo-area commuters.

Mixed News For Vestfold And Telemark

Further south, changes are more nuanced.

Thanks to new double track infrastructure, departures from °Õø²Ô²õ²ú±ð°ù²µ will increase from one to four per hour. Southern Vestfold and Telemark are promised reduced travel times and less congestion.

However, not every change will be welcomed. Passengers from northern Vestfold will lose their direct connection to Oslo Airport. Instead, they will need to transfer at major hubs such as Nationaltheatret.

Officials say waiting times will be capped at ten minutes, and in some cases transfers can be made from the same platform under cover. Still, for travellers with luggage, any transfer adds complexity and frustration.

The direct connection between northern and southern Vestfold will also disappear, as express services will make fewer stops to improve overall speed and reliability.

A Complex Transition Ahead

Although the new system promises long-term improvements, officials are already warning that the transition period may be challenging.

The timetable overhaul coincides with the introduction of new local and regional trains, which have already experienced delivery delays.

At the same time, Vy and Flytoget will be merged into one company, requiring extensive staff retraining and operational integration.

Railway authorities say contingency plans are in place to keep older trains running until the new fleet is fully delivered. Still, major rail reforms rarely pass without teething problems.

What It Means For Visitors To Norway

For tourists planning a trip to Oslo in 2026 or 2027, nothing changes just yet. The new model will not take effect until December 2027.

But looking ahead, the reform could make Norway’s rail offer easier to understand, especially for first-time visitors. One ticket. One operator. Trains every ten minutes to the airport from Drammen.

For years, Norway’s airport rail service has been efficient but oddly divided. The silver and orange Flytoget became iconic, but it also created confusion and duplicated capacity in a system already stretched thin.

The coming merger is a bold attempt to simplify and modernise Eastern Norway’s rail network without laying a single new track through central Oslo.

Whether it delivers the promised reliability and breathing space for commuters remains to be seen.

For now, at least, travellers can look forward to one small but meaningful change: no more standing on the platform at Oslo S wondering if they’re boarding the “right� train.

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Hurtigruten is expanding its “Signature Voyages� concept with a series of new sailings for the 2027–28 autumn and winter seasons, offering travellers more alternatives to the traditional Norwegian coastal route.

The new itineraries will operate on , the ship currently used for the North Cape Line and the Svalbard Line.

I sailed northbound on the Svalbard Line last year, and the experience felt markedly different from the classic Bergen–Kirkenes coastal voyage.

These sailings are closer to a small-ship cruise than a working coastal ferry. Unlike typical Hurtigruten ships, there are no local passengers hopping between ports.

Stops are longer. Some departures include overnight stays. And the overall feel is more all-inclusive and immersive, with meals and drinks included under Hurtigruten’s “Norway’s Coastal Kitchen� concept.

The best way to understand the concept? Check out my videos from my trip. is about the Svalbard Line experience, but this one is about what to expect from the ship itself:

Three New Signature Routes

The expansion introduces three themed itineraries, all available only during selected spring, autumn and winter months in 2027 and 2028.

Inner Fjords Explorer (Bergen–Ålesund–Bergen) focuses on some of the country’s best-known fjords including the Sognefjord, the Hardangerfjord, the Nordfjord and the Lysefjord. The roundtrip from Bergen is designed to go deeper into the fjords, with more time in port and an emphasis on seasonal scenery, whether spring light or autumn colour.

The Arctic Circle Explorer (Tromsø–Honningsvåg–Tromsø) is positioned as a winter voyage in search of the northern lights. Ports include Alta, the North Cape and destinations in Lofoten, with limited departures planned. What I particularly like about this concept is the flexible scenic sailing plan, which increases the chances of the ship being able to find clear skies, and therefore, the northern lights.

The most ambitious addition is The Arctic Line, operating between Copenhagen and Tromsø in both directions. This 11- or 12-day sailing connects Denmark’s capital with Arctic Norway, combining fjords, Helgeland’s island-studded coastline, Lofoten and extended time north of the Arctic Circle. 

Hurtigruten says the route includes up to six nights within the aurora zone on winter departures.

How It Differs From the Classic Coastal Route

For many travellers, Hurtigruten still means the original coastal route between Bergen and Kirkenes, which continues to operate as a working service calling at dozens of small communities.

The Signature Voyages are something else entirely. Where the traditional route stops briefly at many ports, these sailings visit fewer destinations but stay longer. The onboard atmosphere also shifts.

With no cargo operations and no short-hop local passengers, the focus moves firmly toward curated excursions, onboard lectures and regional cuisine.

In my experience on the Svalbard Line, that translated into a quieter, more cohesive passenger group and a schedule that allowed time to actually explore rather than simply step ashore for 30 minutes.

A Limited-Season Experiment

Hurtigruten is positioning these new departures as limited-season offerings, available only during selected months in 2027 and 2028. That suggests a degree of experimentation, testing demand for more cruise-style coastal exploration outside the busy summer peak.

It also reflects a broader shift in Norwegian coastal travel. As international interest grows, Hurtigruten seems keen to carve out products that sit somewhere between expedition cruising and the historic coastal express.

For travellers considering Norway in the shoulder or winter seasons, these sailings offer a different way to experience the coast.

Not the everyday rhythm of a working ship serving local communities, but a slower, more immersive journey shaped around scenery, food and time in port.

As someone who has experienced one of these voyages firsthand, the distinction is clear. The Signature concept feels less like transport and more like intention. Whether that appeals will depend on what you want from the Norwegian coast.

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New figures from Kystverket, the Norwegian Coastal Administration, show that cruise activity along the Norwegian coast continues to grow, even as concerns about overtourism, environmental impact, and port capacity remain firmly in the public debate.

According to , more than 3,900 cruise ship calls brought passengers to Norwegian ports during the year.

While the headline numbers are striking, the data also reveals important nuances about how cruise tourism is developing, where growth is happening, and why the statistics require careful interpretation.

More Cruise Ships, More Passenger Movements

In total, Norwegian ports recorded more than 6.3 million cruise passenger movements in 2025.

This figure refers to the number of passengers arriving at ports from cruise ships and includes repeat counts for the same passengers when they visit multiple ports on a single cruise.

Kystverket is clear that this does not represent 6.3 million individual people. Cruise passengers are counted again at every port they visit. On average, each passenger called at four Norwegian ports during their cruise.

When adjusted for this, the number of unique cruise visitors to Norway in 2025 was just over 1.6 million.

Most of these passengers began their cruise outside Norway, typically in ports in the UK or continental Europe. A smaller number started and ended Norway cruises in a Norwegian port.

Cruise Growth Has More Than Doubled Since 2016

With the exception of the travel-hit years of 2020 and 2021, cruise tourism to Norway has increased steadily since 2016. Compared with that year, cruise traffic in 2025 has more than doubled.

In total, there were 3,933 cruise ship calls during the year, reflecting both increased demand for Norwegian itineraries and cruise lines’ continued investment in Northern Europe routes.

Kystverket notes that the cruise industry is increasingly working to spread growth across more months of the year.

Compared with the previous record year of 2023, cruise calls increased in the first quarter of 2025 by 101 calls, in the second quarter by 79 calls, and in the fourth quarter by 54 calls. At the same time, cruise calls fell in the third quarter by 113.

This shift reflects growing efforts to reduce pressure during the busiest summer months, when popular ports can experience congestion from large numbers of passengers arriving on the same day.

New Destinations Are Absorbing Some Of The Growth

Another clear trend in the data is the emergence of new cruise destinations since 2016. While well-known ports such as Bergen, Stavanger, and Ã…lesund continue to dominate, several smaller destinations have seen dramatic growth.

The has increased from around 21,000 cruise passengers in 2016 to more than 401,000 in 2025.

Nordfjordeid, which had no cruise passengers in 2016, welcomed 228,000 passengers in 2025. Skjolden grew from 16,000 to 101,000 passengers, while Vik in Sogn increased from 9,000 to 75,000.

Kystverket highlights this development as an important way of distributing cruise traffic more evenly along the coast. At the same time, smaller communities often face new challenges when large ships begin calling regularly, particularly around infrastructure, crowd management, and local acceptance.

Germans, Britons & Americans Dominate

Cruise visitors to Norway continue to come primarily from a small number of key markets.

German passengers accounted for approximately 753,000 cruise visitors in 2025, making them by far the largest group. British passengers followed with 337,000 visitors, while American passengers numbered around 185,000.

This mix reflects Norway’s strong position in Northern European cruise itineraries, particularly for fjord-focused routes departing from the UK and mainland Europe, as well as longer transatlantic and Arctic voyages.

The popularity of cruises in the German is something I’ve personally noticed both here in Trondheim and in Northern Norway.

Many of the cruise ships we get in Trondheim are focused on the German market, while the trend is reflected in the tour guiding industry in Northern Norway. Many guides are native German speakers, also guiding groups in English.

Bergen Remains Norway’s Busiest Cruise Port

Bergen once again topped the rankings as Norway’s most visited cruise destination, welcoming more than 680,000 cruise passengers in 2025. That figure represents an increase of more than 92,000 passengers compared with the previous year.

The city’s appeal cuts across key cruise markets. German visitors are drawn by Bergen’s Hanseatic heritage, while British and American passengers value the city’s compact layout, cultural attractions, and easy access to fjords and coastal scenery.

Combined with its capacity to handle multiple ships on the same day, those factors help explain why Bergen continues to lead Norway’s cruise statistics.

Measured by the number of cruise calls, Bergen also ranked first with 346 visits, followed by Ã…lesund with 281 and Stavanger with 244.

Economic Benefits and Growing Opposition

Kystverket describes the continued growth in cruise tourism as positive for Norwegian ports and regional tourism economies.

Coastal Director Einar Vik Arset notes that increased cruise activity contributes to local value creation and employment, particularly in coastal communities.

At the same time, opposition to cruise tourism has become more vocal in several Norwegian cities and fjord regions. Critics point to congestion, pressure on infrastructure, emissions from large vessels, and the visual impact of cruise ships in historic and environmentally sensitive landscapes.

The debate has been especially intense in the UNESCO-listed World Heritage fjords, including Geirangerfjord and Nærøyfjord. A planned ban on conventional cruise ships in these fjords, originally due to take effect in 2026, .

Environmental groups have criticised the postponement, while cruise operators argue that additional time is needed to allow new low- and zero-emission ships to enter service.

Balancing Growth With Regulation

Norway’s record-breaking cruise year highlights the difficult balance facing policymakers, ports, and local communities.

International demand for Norwegian cruise itineraries remains strong, and cruise tourism plays an important economic role in many regions. At the same time, pressure to regulate the industry more strictly continues to grow.

For Norway, the coming years will likely determine how cruise tourism can be managed in a way that protects sensitive environments and local communities, while still allowing visitors to experience the country by sea.

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