Annual report 2025
Contents
Introduction • Public transport in 2025 • Financing public transport • An ABC on public transport planning • Ticket inspections • 140 new electric buses on the roads • Population and traveller satisfaction • Industry collaboration on digital services • Energy and climate • Numbers and data • Contracts • Photo credits
Introduction
with Målfrid Vik Sønstabø
director, Skyss
Read the transcript
In total, there were around 95 million boardings on buses, the light rail, and boats in Vestland county in 2025. These numbers are higher than ever before, although the increase is somewhat lower than previous years. Still, with the exception of the COVID years, public transport has seen a strong growth for a number of years. The Bergen Light Rail has certainly contributed to this increase. With 26.3 million boardings last year, the light rail remains an important part of the public transport system in Bergen.
Still, we should not forget that a majority of public transport journeys, in Bergen, as well as in Vestland as a whole, are taken by bus. Some bus lines are seeing significant growth. For example, line 600 from Os to Bergen is approaching two million boardings per year. Line 4 between Åsane and Fyllingsdalen has 4.7 million boardings. And then there is the new line 400. This new main line runs between Ravnanger on Askøy and Bergen, was introduced last year, and had over 1.3 million boardings.
2025 was also the year we got 140 new electric buses on the roads, in connection with new bus contracts in Nordfjord and inner Hordaland. These buses will contribute to significant emission reductions. The new contracts furthermore give many passengers access to new on-demand services.
You can read about all of this in the annual report. You can also read about how public transport is financed, learn a bit about transport planning, read about our work with ticket inspections, and learn about the new industry collaboration on digital services, Tet Digital. If you wish, you can also dive into numbers and statistics. We hope you enjoy the read.
Public transport in 2025
Skyss recorded a 2 percent increase in ridership from 2024 to 2025. The increase is somewhat more moderate than earlier years.
The number of boardings on buses and the Bergen Light Rail (Bybanen) increased from a total of around 91 million boardings in 2024 to nearly 93 million in 2025.
In the urban growth agreement area covering Bergen and neighboring municipalities, public transport has been growing rapidly for a number of years. This has partly been driven by the growth of the light rail network. With 26.3 million yearly boardings, Bybanen (the Bergen Light Rail) forms the backbone of the public transport system in the city. It is important to note, however, that the majority of public transport users are bus passengers. Furthermore, the formula for a well-functioning public transport system lies in interaction between different transport services.
In 2025, buses also had the largest absolute increase in the number of passengers, with around 850,000 more boardings than the year before. This increase was strongest on some of the main bus routes in Bergen, as well as on the regional main route between Os and Bergen.
A significant increase on line 2
For the light rail system, growth in 2025 was moderate, at 1.8 percent. A large share of this growth occurred on line 2, which grew by as much as 7.6 percent. On line 1, growth was only 0.1 percent.
These figures may indicate that growth on line 1 is now levelling off. It is reasonable to assume that this is linked to passengers who can choose between the two lines increasingly opting for line 2, as this line still has fairly good capacity, even during peak hours, while line 1 at times can be affected by crowding.
Furthermore, public transport is influenced by broader societal developments, including demographics, urban development and transport policies both locally and nationally. Population growth in Bergen is now lower than it was a few years ago, and the freezing of road toll charges during a period of strong general price growth effectively represents reduced prices for car usage, strengthening the competitiveness of private cars.
There were also several disruption periods in 2025. In January, line 1 had two whole days of service interruption as a result of unusually heavy snowfall. In the summer, the stops in Bergen city centre were closed for both light rail lines due to maintenance work. If these disruption periods are excluded, the increase in the number of boardings is somewhat higher than the annual figures indicate. It should be noted, however, that the Bergen Light Rail has now reached an age where maintenance needs will gradually increase, and further periods of service disruptions should be expected, something which may affect passenger numbers.
Passenger growth outside Bergen
Overall, more than 9 out of 10 public transport journeys with Skyss take place either in Bergen or in one of the other municipalities within the urban growth area, amounting to around 87 million boardings.
Nevertheless, we also see passenger growth outside Bergen, estimated at around 5 percent from 2024 to 2025. Here the statistical foundation is somewhat more uncertain, as automatic passenger counting has not yet been fully implemented in the rural bus contracts.
For the passenger boat routes in Vestland, we see an increase of nearly 3 percent in 2025 compared with the previous year. Altogether, the boat routes carried more than 1.8 million passengers. Nearly 850,000 of these travelled on the two boat routes between Bergen and Askøy, and between Bergen and Nordhordland. Growth there has been more limited, however, at 0.4 percent.
More ferry passengers
The number of passengers on ferries run by Skyss (i.e. ferries on county roads) grew significantly from 2024 to 2025, with 13.2 percent. This is partly due to increased passenger numbers on most of the county´s ferry routes. It should be noted, though, that the ferry connection between Breistein and Valestrand (the ferry to Osterøy) became a county-operated service in 2025, having previously been privately operated. This ferry line had nearly 361,000 passengers during 2025. Excluding the Osterøy connection, passenger growth on the county road ferries was 7 percent, while the number of vehicles increased by 4 percent.
Demand-responsive transport
Demand-responsive transport can potentially be a sustainable solution in areas with low demand for public transport and in places where the road infrastructure is not suitable for regular buses.
In Sogn og Fjordane, demand-responsive services under the names Serviceskyss and Trygt heim have for many years been part of the route network in several places, operated either by bus companies or taxi companies. Skyss has also conducted pilot projects with demand-responsive transport in Odda and at Tertnes, and in cooperation with municipalities launched services in Samnanger, Husnes and Masfjorden.
During preparations for the district bus tenders (Nordfjord, Hardanger/Voss, Nordhordland, Sogn, Sunnfjord and Sunnhordland), Skyss considered where similar services could be established. As a result, each municipality in these areas have been given either a zone-based demand-responsive service, or fixed demand-responsive routes based on the Serviceskyss model. Municipalities were invited to provide input on where such services could be useful. Skyss consequently established zone-based demand-responsive services as part of the bus contracts in Måløy, Stryn, Nordfjordeid, Voss and Husnes. These services vary in form and function, but fundamentally work in the same way as the service in Tertnes, launched as a test project in 2022.
The earlier Serviceskyss routes are gradually being digitalised in the new contracts, allowing customers to book transport digitally, and enabling Skyss to obtain more data on the usage.
Nevertheless, fixed routes will continue to be the preferred option in many areas of Vestland, due to both geographical and economical considerations.
School transport
School transport is a legally mandated task, intended to ensure that children and young people have equal access to education regardless of their economic background, physical abilities, place of residence or geography. In large parts of Vestland county, school transport forms the backbone of public transport.
By the end of 2025, around 20,000 pupils in primary schools in Vestland had been granted free school transport. Most of them travel by public transport, while around 3,100 pupils, for various reasons, were transported by taxi or through private transport arrangements.
In and near the Bergen area, upper secondary school pupils normally use the 30-day youth ticket for school travel. In the rest of the county, around 5,100 upper secondary pupils were granted free school transport. Around 800 upper secondary school pupils receive transport by taxi or through private transport arrangements.
There has been a small decline in the total number of pupils receiving school transport, while the number of pupils transported by taxi has increased slightly.
Across both primary school (barneskole), lower secondary school (ungdomsskole) and upper secondary school (vidaregåande skole), around 3,900 pupils receive school transport by taxi or through private transport arrangements. Almost 1,400 of these pupils were given such an adapted offer for medical reasons. The remaining 2,500 were provided with an adapted offer due to not having a safe or viable journey using public transport. Typical cases include particularly dangerous routes to the nearest bus stop, insufficient passenger demand to establish a bus route, or pupils travelling outside their school catchment area, meaning a public transport journey would be long and / or complicated.
Skyss maintains close dialogue with municipalities and schools, seeking to coordinate school routes and start and end times in order to operate school transport as efficiently and rationally as possible. Nevertheless, several developments in society are making school transport increasingly complex. Municipalities report a significant increase in the number of children requiring adaptations in school, and the new Norwegian Education Act (2023) gives young people the right to follow upper secondary education for more years than before. When municipalities make adaptations to their local school structures, this can also have an impact on the need for school transport, and simultaneously we see an increase in the number of children living in more than one residence and with various custody arrangements. Parents, pupils and school owners (i.e. municipalities) all expect flexibility in services and timetables, which increases the complexity of transport planning.
Students with free school transport
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | 2024 | 2025 | |
|---|---|---|---|---|---|---|---|
| 2 | Students entitled to school transport, primary and lower secondary school | 20.278 | 19.991 | ||||
| 3 | Students entitled to school transport, upper secondary school | 4.990 | 5.103 | ||||
| 4 | Sum | 25.268 | 25.094 | ||||
| 5 | Students receiving adapted school transport, primary and lower secondary school | 3.082 | 3.085 | ||||
| 6 | Students receiving adapted school transport, upper secondary school | 681 | 795 | ||||
| 7 | Sum | 3.763 | 3.880 | ||||
| 8 | Students receiving adapted school transport, medical reasons, primary and lower secondary school | 847 | 871 | ||||
| 9 | Students receiving adapted school transport, medical reasons, upper secondary school | 460 | 528 | ||||
| 10 | Sum | 1.307 | 1.399 | ||||
| 11 | Students receiving adapted school transport, other reasons, primary and lower secondary school | 2.235 | 2.214 | ||||
| 12 | Students receiving adapted school transport, other reasons, upper secondary school | 221 | 267 | ||||
| 13 | Sum | 2.456 | 2.481 |
Financing public transport
In recent years, the financial situation for public transport has become more challenging, partly due to strong cost growth and major investments in new technology.
In 2025, Skyss spent nearly NOK 2.8 billion on buses, almost NOK 386 million on the Bergen Light Rail, NOK 506 million on passenger boats and more than NOK 1.5 billion on ferries. In addition, nearly NOK 159 million was spent on individually adapted school transport, and just over NOK 239 million on administration and operations.
By comparison, Skyss’s total revenues amounted to NOK 1.9 billion, roughly one third of the funding required. Of these revenues, around six out of ten kroner come from ticket revenues from passengers travelling by bus, light rail, boat and ferry. Ticket revenues are an important source of income, but the majority of funding remains public. In other words, public transport is financed through taxes. Some of the public funding comes from the state, in the form of state transfers, including funding linked to the urban growth agreement. A large share comes through the annual county council budget. In 2025, this amounted to NOK 3.7 billion.
Cost growth in recent years
Public transport has experienced significant cost growth in recent years, and from 2023 to 2024 gross costs increased by 10 percent.
The vast majority of costs are linked to transport contracts — in other words, the agreements governing the operation of buses, light rail, boats and ferries. Skyss currently has more than 30 different transport contracts, with total annual costs exceeding NOK 5.5 billion. When new contracts are entered into, this can also lead to increased costs. This may be a result of rising market prices, due to higher interest rates, wage increases or more expensive fuel. It may also be a result of market conditions, such as if fewer bidders compete for the contract.
Cost growth is a challenge for the entire sector. A report from the Norwegian Institute of Transport Economics (TØI) published in the summer of 2025 shows that the total annual costs of operating bus transport increased by as much as 50 percent between 2019 and 2024. Among other factors, the report points to the electrification of the bus fleet as a cause. Electric buses involve lower energy costs in operation, but have higher capital costs (depreciation), and need new infrastructure and specialised maintenance. The long-term economic effects of electrification remain uncertain, but in the short and medium term it leads to higher costs.
The TØI report (toi.no) also notes that bus costs have increased more rapidly than the general cost index for the municipal and county government sector. Put more simply: price growth in the bus industry has been higher than in society as a whole.
Consequently, county authorities must either allocate a larger share of their budgets to public transport, receive increased state transfers, increase ticket revenues, reduce service levels, or adopt a combination of these measures in order to maintain budget balance.
How should priorities be set when budgets tighten?
In 2025, Skyss prepared a white paper intended to help prioritise measures when financial flexibility changes. This document functions as a kind of “toolbox”, which can, among other things, be used to provide input for the county council’s budget work.
The knowledge base highlights differences between various modes of transport in terms of flexibility and costs. For example, it is relatively easy to save costs in bus services by removing a single bus departure. Removing a ferry departure in the middle of the day, by contrast, would give little or no savings.
Such differences affect how we can think about various measures over different time horizons.
The white paper also presents a range of strategies and measures that can be used, both in terms of adjusting route services and in terms of fare adjustments. Regarding service levels, the document builds on research, experience from other public transport authorities, and concrete guidelines that have been established in recent years for the development of services.
Do you want to know more?
>> Read the white paper in Norwegian (PDF)
An ABC on public transport planning
How can we ensure that public transport follows proven principles and appears as consistent as possible in different places?
Vestland County Municipality has the overall responsibility for public transport in the county, including buses, passenger boats, ferries and the Bergen Light Rail.
On behalf of the county council, Skyss is responsible for developing and operating the public transport system. In this work, a kind of ABC is helpful, and in 2025 Skyss therefore prepared its own Guidelines for Planning the Route Network in Vestland. The guide is intended both as a tool for Skyss itself and as a professional contribution to planning processes, zoning and analyses carried out by municipalities and the state.
Advice for spatial planners
Public transport is closely dependent on road accessibility and land use in the municipalities. With limited public transport budgets, it is not possible to serve large areas with detours and branched routes, while simultaneously offering frequent departures.
In other words, zoning and urban development is crucial for public transport. Where people live and work has a significant impact on whether it is possible to plan an effective public transport system. The guide therefore highlights key considerations that should be taken into account in zoning and planning. This includes concentrating development in areas that are already developed and along transport corridors where public transport services already exist.
So-called “travel magnets” — such as upper secondary schools and hospitals — attract many travellers and should be situated where the public transport service is already strong. Local functions — such as grocery stores, primary schools and kindergartens — should also have the best possible public transport access. At the same time, planning should facilitate short local trips within neighbourhoods, by walking and cycling when possible.
Avoiding timetable footnotes
Scheduled public transport services form the backbone of a sustainable mobility system. A well-developed public transport network makes it possible for residents to travel efficiently and sustainably.
It is neither practical nor economically feasible to provide direct connections between every possible destination. Instead, the system must be planned as a network, where different routes interact and reinforce each other. A good rule of thumb is therefore to establish connections with a limited number of routes operating at high frequency to serve the main travel flows in an area. Where these routes meet, natural interchange points arise, allowing passengers to travel across the network. This also requires safe and efficient hubs and transfer points.
Another principle is to ensure that buses operate along fixed routes that do not vary from trip to trip, and that they serve all stops along the route. This makes the public transport service predictable and easier to understand, in contrast to timetables filled with exceptions and footnotes.
It is also beneficial to operate departures at fixed intervals — for example every fifteen or thirty minutes — making it easier for passengers to remember the schedule.
The guidelines describe different types of routes and variants of demand-responsive transport, as well as a guide for how the overall network should best be designed and how transfers between different modes of transport can be organised.
Example: Route restructuring on Askøy and Osterøy
From 20 January 2025, Skyss implemented a major change to the public transport services on Askøy and Osterøy, both island communities situated near Bergen.
On Askøy, part of the background for the changes was the start of a new operating contract for the Askøy passenger boat service, with more frequent departures during peak hours. During rush hour there are now departures every 20 minutes, with two vessels in operation. In this way, the Askøy boat effectively functions as a regional main line in its own right. At the same time, bus line 400 was established as a main route between the population centres at Ravnanger and Kleppestø, and Bergen Bus Station, while the new line 410 operates from Ravnanger via the Norrønaheimen stop to Bergen Bus Station during rush hours, without passing Kleppestø.
The new line 407 runs from Haugland to Kleppestø, and during peak hours this bus continues to Bergen Bus Station.
The focus on such main routes also meant that some passengers now have to travel in new ways — for example those travelling from Herdla or Ramsøy to Bergen. This may be perceived as less convenient, but it helps making it possible to maintain a strong main route from Ravnanger.
The fully electric vessels that were supposed to operate the route between Kleppestø and Strandkaien have unfortunately been delayed, and in 2025 reserve vessels have therefore been used on the route. There have also been several vessel substitutions, sometimes involving vessels with lower capacity, simply because no other vessels have been available in the market. This is likely one of the reasons why the Askøy boat service has not seen a marked increase in passenger numbers after the restructuring. It will be interesting to follow the impact of the new electric vessels finally being introduced in 2026.
As for Osterøy, more frequent train departures between Arna and Bergen — due to the construction of a double-track railway — provided Skyss with a good opportunity to restructure the network. Bus line 900 was established as a main route between Lonevåg and Arna. This gives residents in central parts of Osterøy more frequent departures and a faster journey to Arna, via the Arnanipa Tunnel. Departures were also coordinated with train times at Arna Station to make onward travel to Bergen as simple as possible.
At the same time, local routes on Osterøy were made more predictable, with fixed route alignments.
Do you want to know more?
>> Read the guideline in Norwegian (PDF)
Ticket inspection
Fare evasion costs money and is an issue that attracts attention from the press, politicians and the public alike. In 2025, Skyss strengthened its efforts to combat fare evasion.
There are now just over 34 full-time equivalent positions associated with ticket inspection activities. This provides good capacity for carrying out inspections, which take several different forms. In addition to regular inspections — carried out both by uniformed staff and by staff in plain clothes — Skyss also occasionally conducts what we call counting inspections.
During these inspections, no penalty fares are issued. Instead, all passengers on the selected vehicles are quickly checked. This provides Skyss with a better statistical basis for assessing irregularities — a term that includes both deliberate fare evasion and other situations, such having forgotten a student card or concessionary card at home, or accidentally not having renewed a period ticket.
A counting inspection conducted in March 2025 showed an irregularity rate of nearly 10.2 percent. In a similar inspection at the end of August, the rate had fallen to 8.4 percent, and in December the percentage was even lower: just under 7.7 percent. This suggests a positive trend, but it is worth noting that these figures are still quite high. Lost ticket revenues due to such irregularities cost Skyss many tens of millions of kroner each year.
Deliberate fare evasion ultimately harms the evaders themselves: passengers who choose not to pay are, in the end, contributing to the deterioration of their own public transport service.
Reducing fare evasion has been a priority both politically and within Skyss in recent years. In 2025, more inspections were carried out on the main routes in Bergen and in areas where counting inspections had revealed higher levels of irregularities. More inspections have also been conducted outside Zone A, where travellers are now required to show their ticket when boarding a bus. In addition, Skyss has carried out occasional large-scale inspections, also to increase visibility.
Challenges
Skyss also sees some challenges in our work against fare evasion. If inspections are carried out solely by inspectors from an external security company, the inspectors currently do not have the legal authority to hold back passengers who refuse to show their ticket and then leave the vehicle. This makes effective enforcement more difficult.
Additionally, inspectors increasingly report being met with harassment, derogatory remarks and even racism, and there have been cases of violence directed at inspectors. In cooperation with the supplier of inspection services, Skyss places strong emphasis on safeguarding ticket inspectors and on following up such incidents.
140 new electric buses on the roads
On 23 June, 215 brand-new buses entered service for Skyss in a number of municipalities across Vestland. Of these, 140 were electric.
The new buses were introduced as three new bus contracts began in the Nordfjord region, the Hardanger/Voss area, and in Modalen and Vaksdal.
More than one hundred electric buses in Hardanger and Voss
With a new contract, the entire bus fleet is usually replaced. In these contracts, the use of climate-friendly technology was among the requirements.
A total of 104 electric buses and 47 new minibuses and mid-size buses entered service in the route area covering Voss, Samnanger, Kvam, Ulvik, Eidfjord, Ullensvang, Kvinnherad, Bjørnafjorden (Fusa), Tysnes and Etne. With the transition to electric buses, greenhouse gas emissions are reduced by 90 percent compared with the previous contract. Tide Buss operates the Hardanger and Voss contract, which will run for 13 years.
In the route area covering the municipalities of Stryn, Stad and the northern part of Kinn, more than 50 new buses entered service, 36 of which were electric. This contract is operated by Firda Buss Billag. In Modalen and Vaksdal, 13 new buses were introduced by Modalen Eksingedalen Billag. In this contract, Skyss has required at least a 50 percent emissions reduction from 2030.
More robust in the event of accidents
In line with new safety requirements, the new buses are equipped with stronger front structures designed to withstand collisions with larger vehicles.
New bus colours in Nordfjord
All the new buses carry the Skyss logo and colours. As a result, the blue and white buses with the Kringom branding have disappeared from Stryn, Stad and the northern part of Kinn. After the county merger in 2020, it was decided that Skyss would be the shared brand for public transport throughout Vestland county. In the other two route areas in Sogn og Fjordane, buses with Kringom design will continue to operate until new bus contracts begin in June 2026.
Demand-responsive transport as part of the contracts
With the launch of the new contracts, many passengers also gained access to a new demand-responsive transport service, Skyss Bestilling. A bookable (mini)bus service became available in the municipalities Etne, Eidfjord, Kvam, Kvinnherad, Modalen, Samnanger, Stad, Stryn, Tysnes, Ullensvang, Ulvik, Vaksdal and Voss, as well as in the eastern part of Bjørnafjorden and the northern part of Kinn.
Skyss Bestilling offers a transport service bringing passengers from where they are to where they need to go within pre-defined zones and time windows, as well as booking services along fixed routes on specific days, yet only operating when bookings have been made, either via an app, online or by phone. The service is open to everyone and is well adapted for people with disabilities.
Chinese buses debated
With the introduction of the new bus contracts, there has also been public debate about the use of Chinese-built buses. The debate has focused on whether the buses could pose security challenges, as Norway does not have a security cooperation with China, and as it has been claimed that Chinese authorities could theoretically control the buses remotely.
At present, 242 Chinese buses are in operation in Vestland. In addition to the 140 mentioned here, 102 electric buses were introduced in December 2020 under the contract for central Bergen. Under new contracts starting in June 2026, Tide Buss has ordered a further 38 Chinese buses for Sunnhordland and 24 for Sogn, while Firda Buss Billag has ordered 97 buses for Sunnfjord. In total, 401 Chinese-built buses will be operating for Skyss on roads in Vestland from the summer of 2026. The Skyss bus fleet in Vestland consists of just over one thousand buses in total.
It is the operating companies themselves that decide which manufacturers to purchase buses from, based on the specification requirements in the tender competitions. When it comes to electric buses, Chinese manufacturers are often chosen because they are still ahead of European manufacturers in terms of technological development. They also produce buses at lower cost, partly because of the large production volumes.
Ruter examined two buses
In autumn 2025, the public transport authority in Oslo and Akershus – Ruter – carried out a thorough inspection of a Chinese Yutong bus and an older bus from the Dutch manufacturer VDL Bus & Coach. Among other things, Ruter investigated whether the cameras onboard could be used to transmit video or images and concluded that none of the buses had camera systems connected to the internet.
They also examined whether the buses’ systems could be influenced externally via the internet. They found that the Chinese supplier has digital access to each bus for software updates and diagnostics, including access to control systems for batteries and power supply. The connection provides consumption data, battery monitoring, onboard climate information, technical fault messages and allows remote diagnostics of technical faults. This is a communication interface that bus operators themselves are aware of and use in their operation. The bus operators also control where the network connection is located in each bus, and could choose to disconnect them from the network if a potentially critical situation should arise. A bus must be parked in order to receive software updates.
Skyss has been following the public debate closely, and greatly appreciates the work carried out by Ruter in mapping the technology in newer buses. It should be noted that the issue does not merely concern Chinese buses. Most modern vehicles are today connected to networks, and may therefore be vulnerable to sabotage.
Influence on future contracts
The findings from Ruter’s review have been shared between different Norwegian public transport authorities, and will enable Skyss to include further requirements in future tender competitions. Consequently, potential risks can be reduced. Skyss will continue to follow up on this issue with industry colleagues in other counties.
Skyss has also been in dialogue with the industry association Kollektivtrafikkforeningen (Public Transport Norway) and with the Norwegian National Security Authority concerning the issue, seeking clarification on what guidelines should be followed. From the perspective of Vestland county, this is a national issue which should be addressed on a national level, rather than by individual counties or public transport authorities.
Population and traveller satisfaction
Through the survey Kollektivbarometeret / Benchmarking in European Service of Public Transport (BEST), we obtain data showing how satisfied the general public is with different aspects of the public transport system.
This survey allows us to measure changes in satisfaction with the public transport service in our own region, while also enabling comparisons with other areas. Respondents are asked to assess a number of statements, and the percentages shown below represent those who fully or partly agree with these statements.
If we compare the public transport services in Vestland with those in other parts of Scandinavia, we see that our strongest scores are for punctuality and perceived safety.
The survey is conducted among a representative sample of the population in Vestland county. It therefore includes both public transport users and people who do not travel by public transport.
For that reason, it can be useful to compare the results with Skyss’s own onboard survey, which is carried out among passengers travelling by bus, the Bergen Light Rail and passenger boats in Vestland. Among other findings, this survey shows that 73 percent were satisfied with the bus service, representing a slight decline from 2024. For the light rail, 89 percent were satisfied, the same level as the year before.
Each year, Skyss also conducts a brand survey among residents of Vestland county. This survey measures Skyss’s reputation, attitudes toward Skyss, knowledge of the services offered by Skyss and satisfaction with those services. Here we see a positive trend from 2022 to 2025 in the share of respondents who agree with the statements “Skyss tickets are easy to use” and “Skyss tickets are easy to purchase.”
The survey also suggests that we have improved in our communication of useful information on travel options. The share of respondents who find it easy to obtain information about how to transfer between different routes, increased from 42 percent in 2022 to 52 percent in 2025.
Industry collaboration on digital services
The public transport sector has a strong need to develop digital ecosystems for the operation of public transport and for services aimed at passengers. Cooperation across counties can bring significant benefits, and Skyss has therefore joined an industry partnership.
On 25 March 2025, Vestland county municipality (through Skyss) formally became a co-owner of the service development company Tet Digital AS. Technical solutions developed by Tet will be introduced gradually in the years ahead.
Tet Digital was established on 1 January 2024 as a subsidiary of Ruter, the public transport authority in Oslo and Akershus. Tet is a technology company whose main purpose is to develop digital services for the public transport sector. Vestland county municipality has joined the ownership structure together with Agder Kollektivtrafikk (AKT). Ruter owns 78.5 percent of the shares, while Vestland county municipality owns 16.2 percent and AKT 5.3 percent.
Public cooperation on innovation
By making the development of digital infrastructure a joint effort, it becomes possible to collaborate on innovation and to share the associated costs. This will benefit many public transport users. With the three owners involved, 69 percent of all public transport journeys in Norway will be offered digital services developed by Tet.
While Tet now has several owners, Ruter and Tet will remain closely connected, and Ruter will retain ownership of the technology.
The Skyss director joins the Tet board
The governance of the company is anchored with Ruter, while an operational governance model ensures priorities and workflow for deliveries to the different owners.
The county council of Vestland has decided that the director of Skyss will serve as a member of Tet’s board, and that the head of Skyss’s department for digital transformation and technology will serve as deputy board member. As a result, Målfrid Vik Sønstabø joined the Tet board as a member.
First solution launched in August
On 18 August, Skyss put the first Tet-developed solution into use: a new customer service system.
The new system is called Hjelp (“Help”) and is a case management system for written customer enquiries, combined with an integrated telephone system. All contact forms on skyss.no are now connected to the system. For Skyss customer service staff, the system has simplified everyday work through an intuitive user interface.
The development of new solutions will continue. In 2026, ticketing and refund systems will be incorporated into Hjelp, and a new Skyss app will be launched for all passengers.
Energy and climate
Greenhouse gas emissions from public transport
Road transport accounts for a large share of greenhouse gas emissions. Public transport plays a key role in reducing emissions by offering people an alternative to private cars, and higher ridership is in itself an important contribution to climate outcomes.
The county-run public transport system in Vestland had total greenhouse gas emissions of approximately 100,000 tons of CO₂-equivalents in 2025. This represents a decrease of around 1 percent compared to the previous year.
The Development Plan for Vestland (vestlandfylke.no, in Norwegian) states that Vestland should aim to be a driving force for climate transition and achieve zero emissions by 2030. A large share of the county’s greenhouse gas emissions has come, and will continue to come, from energy use in the transport sector. Transitioning to zero-emission operation in public transport and the broader mobility system is therefore a necessary contribution to achieving both regional and national climate targets. In 2019, CO₂ emissions from county public transport were 157,000 tons, compared to 97,000 tons in 2025.
Ferries
Ferry contracts for the Hordaland routes, launched between 2018 and 2020, led to a reduction of 86 percent in ferry greenhouse gas emissions from 2016 to 2022.
Following a tender process, new ferry contracts for seven routes were awarded in December 2024, with operations starting in November 2027. These contracts require a reduction of at least 65 percent in emissions compared to current operations. Once these ferries are in service, they are expected to reduce the remaining ferry emissions in Vestland by approximately 40 percent.
Buses
Through electrification, biogas, and compliance with biofuel requirements, greenhouse gas emissions from buses in Vestland have been reduced by about 30 percent from 2018 to 2024. Variations in emissions during this period are partly due to changes in the use of biofuels.
Biofuel was introduced in conventional diesel buses in several contracts starting in 2019, but this measure was later reversed following recommendations from the Norwegian Environment Agency, which concluded that 100 percent biofuel did not achieve further emission reductions beyond the statutory target. In line with these recommendations, the county no longer requires 100 percent biofuel.
In June 2025, new bus contracts started in Hardanger/Voss, Nordfjord, and Modalen/Vaksdal. These contracts include electric buses, contributing to emission reductions. In addition, there are requirements for at least 60 percent emission reductions in the new bus contracts for Sunnfjord, Sogn, and Sunnhordland, and about 40 percent reductions in the Nordhordland bus contract, which will start in 2026 and 2027. Together, these measures are expected to reduce the remaining bus emissions in the county by 25 percent compared to 2024.
Electricity for the buses is purchased with guarantees of origin, ensuring very low emissions from energy use.
Light rail
The light rail system (Bybanen) is particularly energy efficient. The two light rail lines together account for more than one in four public transport trips in Vestland, while emissions from operations make up a very small part of the county’s public transport emissions.
Recent changes in light rail emissions are linked to the fact that no guarantees of origin for electricity were purchased in 2023. For more information, see the Bybanen AS Sustainability Report 2023 (bybanen.no, PDF, in Norwegian).
Passenger boats
Emissions from passenger boats remain relatively high. The first operating contract with new hybrid-electric vessels started in May 2024. Establishing the charging infrastructure was delayed, and the contract has seen a lower electric operation rate than expected. Nevertheless, emissions have decreased.
In 2025, new contracts for the Askøy route and Nordhordland route were also launched. Here, fully and partially electric vessels were delayed from the shipyard. The increase in emissions in 2025 is due to other fluctuations in diesel usage.
With the new electric vessels now coming into operation, emissions are expected to decrease by 10 percent compared to 2025.
Overall forecast
Skyss aims to base all transport vehicles on zero-emission technology. By the end of 2025, tenders had been issued and/or contracts signed that are expected to reduce the remaining greenhouse gas emissions by over 20,000 tons (or 22 percent) in the coming years:
- Reduction from ferry routes to Askøy and Nordhordland (from January 2025): 2,700 tons CO₂
- Reduction from bus contracts for Hardanger/Voss, Modalen/Vaksdal, and Nordfjord (from June 2025, full-year effect 2026): 2,300 tons CO₂
- Reduction from bus contracts for Sunnfjord, Sogn, and Sunnhordland (from June 2026): 4,200 tons CO₂
- Reduction from ferry contracts for Sogn og Fjordane, Hisarøy, and Osterøy (from November 2027): 7,800 tons CO₂
- Reduction from the Nordhordland bus contract (from August 2027): 1,400 tons CO₂
The remaining emissions are largely from long ferry routes and bus contracts in the Bergen area. These contracts are scheduled for renewal by 2032.
On the calculations
The electricity emission factor represents the average electricity mix in the Nordic or European power grid, which includes both renewable and non-renewable sources. Renewable electricity comes with guarantees of origin, ensuring that the same volume is sourced from renewable sources such as hydropower, wind, or solar power. This provides a lower emission factor compared to the general grid mix.
The following emission factors were used in the calculations:
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Propellant | MJ | kWh | kg CO2e/kWh (incl. CH4 and N2O) |
|---|---|---|---|---|---|---|---|---|
| 1 | oyvstr | 05/03/2024 10:16 AM | oyvstr | 13/05/2024 09:02 AM | MGO (ton) | 42 700 | 11 861.11 | 0.267 |
| 2 | oyvstr | 05/03/2024 10:18 AM | oyvstr | 13/05/2024 09:01 AM | Biodiesel (tonn) | 44 100 | 12 250.00 | 0.142 |
| 3 | oyvstr | 05/03/2024 10:18 AM | oyvstr | 19/03/2024 09:57 AM | Autodiesel (liter) | 36.2 | 10.1 | 0.267 |
| 4 | oyvstr | 05/03/2024 10:19 AM | oyvstr | 13/05/2024 09:02 AM | Sustainability certified biofuel (liter) | 32.3136 | 8.98 | 0.107 |
| 5 | oyvstr | 05/03/2024 10:20 AM | oyvstr | 13/05/2024 09:03 AM | Advanced biofuel (liter) | 34.3 | 9.53 | 0.053 |
| 6 | oyvstr | 05/03/2024 10:20 AM | oyvstr | 13/05/2024 09:03 AM | Natural gas (sm3) | 35.424 | 9.84 | 0.023 |
| 7 | oyvstr | 05/03/2024 10:20 AM | oyvstr | 13/05/2024 09:03 AM | Bio gas (sm3) | 35.42 | 9.84 | 0.020 |
| 8 | oyvstr | 05/03/2024 10:21 AM | oyvstr | 13/05/2024 09:03 AM | Electricity (kWh) | 3.6 | 1.00 | 0.075 |
| 9 | oyvstr | 05/03/2024 10:21 AM | oyvstr | 13/05/2024 09:04 AM | Electricity from renewable sources (kWh) | 3.6 | 1.00 | 0.011 |
Numbers
Gross operating costs
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Post | 2025 | 2024 |
|---|---|---|---|---|---|---|---|
| 1 | oyvstr | 04/03/2024 11:39 AM | oyvstr | 27/02/2025 02:21 PM | Bus | 2 795 721 000 | 2 588 958 000 |
| 2 | oyvstr | 04/03/2024 11:39 AM | oyvstr | 27/02/2025 02:21 PM | Light Rail | 385 653 000 | 337 607 000 |
| 3 | oyvstr | 04/03/2024 11:39 AM | oyvstr | 27/02/2025 02:21 PM | Passenger Boat | 506 025 000 | 487 902 000 |
| 4 | oyvstr | 04/03/2024 11:40 AM | oyvstr | 27/02/2025 02:22 PM | Ferry | 1 531 678 000 | 1 502 860 000 |
| 5 | oyvstr | 04/03/2024 11:40 AM | oyvstr | 27/02/2025 02:22 PM | School transport | 158 808 000 | 160 075 000 |
| 6 | oyvstr | 04/03/2024 11:40 AM | oyvstr | 27/02/2025 02:22 PM | Administration | 239 236 000 | 242 263 000 |
| 7 | oyvstr | 04/03/2024 11:41 AM | oyvstr | 27/02/2025 02:23 PM | Gross operating costs | 5 617 121 000 | 5 319 666 000 |
Operating income
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Post | 2025 | 2024 |
|---|---|---|---|---|---|---|---|
| 1 | oyvstr | 18/03/2024 10:06 AM | oyvstr | 27/02/2025 02:15 PM | Ticket income, bus and light rail | 972 311 000 | 882 937 000 |
| 2 | oyvstr | 18/03/2024 10:07 AM | oyvstr | 27/02/2025 02:16 PM | Ticket income, passenger boat | 52 635 000 | 54 683 000 |
| 3 | oyvstr | 18/03/2024 10:07 AM | oyvstr | 27/02/2025 02:16 PM | Ticket income, ferry | 148 228 000 | 118 107 000 |
| 4 | oyvstr | 18/03/2024 10:08 AM | oyvstr | 27/02/2025 02:17 PM | School transport, municipal refunds | 233 097 000 | 224 313 000 |
| 5 | oyvstr | 18/03/2024 10:08 AM | oyvstr | 24/03/2025 01:46 PM | Reward funds (state grant) | 441 400 000 | 417 700 000 |
| 6 | oyvstr | 18/03/2024 10:09 AM | oyvstr | 27/02/2025 02:17 PM | Other | 67 252 000 | 46 174 000 |
| 8 | oyvstr | 18/03/2024 10:10 AM | oyvstr | 24/03/2025 01:46 PM | Total income | 1 914 923 000 | 1 743 914 000 |
County financing
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Post | 2025 | 2024 |
|---|---|---|---|---|---|---|---|
| 1 | oyvstr | 18/03/2024 10:06 AM | oyvstr | 27/02/2025 02:19 PM | Net operating costs, accounting | 3 702 197 000 | 3 575 753 000 |
| 2 | oyvstr | 18/03/2024 10:07 AM | oyvstr | 27/02/2025 02:19 PM | Net operating costs, budget | 3 761 676 000 | 3 404 136 000 |
| 8 | oyvstr | 18/03/2024 10:10 AM | oyvstr | 27/02/2025 02:20 PM | Difference / additional spending | 59 479 000 | -171 617 000 |
Route kilometers
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Contract | Route kilometers, 2025 | # of buses / wagons in use |
|---|---|---|---|---|---|---|---|
| 2 | oyvstr | 04/03/2024 11:55 AM | oyvstr | 25/02/2025 12:37 PM | Sunnhordland | 2 154 333 | 54 |
| 3 | oyvstr | 04/03/2024 11:55 AM | oyvstr | 25/02/2025 12:37 PM | Hardanger and Voss | 5 562 448 | 126 |
| 4 | oyvstr | 04/03/2024 11:56 AM | oyvstr | 25/02/2025 12:38 PM | Modalen and Vaksdal | 366 673 | 10 |
| 5 | oyvstr | 04/03/2024 11:56 AM | oyvstr | 25/02/2025 12:38 PM | Nordhordland | 3 541 019 | 74 |
| 6 | oyvstr | 04/03/2024 11:56 AM | oyvstr | 25/02/2025 12:38 PM | Bergen north, incl. Osterøy | 9 145 971 | 159 |
| 7 | oyvstr | 04/03/2024 11:57 AM | oyvstr | 25/02/2025 12:39 PM | Bergen south | 6 539 993 | 122 |
| 8 | oyvstr | 04/03/2024 11:57 AM | oyvstr | 25/02/2025 12:39 PM | Bergen centre | 6 601 495 | 122 |
| 9 | oyvstr | 04/03/2024 11:58 AM | oyvstr | 25/02/2025 12:40 PM | West | 5 657 020 | 134 |
| 11 | oyvstr | 04/03/2024 11:58 AM | oyvstr | 25/02/2025 12:41 PM | Sogn | 2 189 673 | 52 |
| 12 | oyvstr | 04/03/2024 11:59 AM | oyvstr | 25/02/2025 12:41 PM | Nordfjord | 1 501 562 | 42 |
| 13 | oyvstr | 04/03/2024 11:59 AM | oyvstr | 25/02/2025 12:42 PM | Sunnfjord | 4 606 154 | 139 |
| 14 | oyvstr | 04/03/2024 11:59 AM | oyvstr | 25/02/2025 12:42 PM | Sum, bus | 47 866 341 | 1 034 |
| 15 | oyvstr | 04/03/2024 12:00 PM | oyvstr | 25/02/2025 12:43 PM | Bergen Light Rail | 2 988 012 | 26 |
| 16 | oyvstr | 04/03/2024 12:00 PM | oyvstr | 25/02/2025 12:43 PM | Sum, route kilometers | 50 854 353 | 1 060 |
Boardings in Vestland, by means of transport
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Means of transport | 2021 | 2022 | 2023 | 2024 | 2025 |
|---|---|---|---|---|---|---|---|---|---|---|
| 1 | oyvstr | 19/03/2024 08:48 AM | oyvstr | 26/02/2026 01:39 PM | Bus | 45 786 000 | 57 805 000 | 63 071 000 | 65 079 000 | 66 473 000 |
| 2 | oyvstr | 19/03/2024 08:49 AM | oyvstr | 27/02/2025 02:31 PM | Light rail | 13 901 000 | 19 122 000 | 24 288 000 | 25 850 000 | 26 313 000 |
| 3 | oyvstr | 19/03/2024 08:49 AM | oyvstr | 27/02/2025 02:31 PM | Sum, bus and light rail | 59 687 000 | 76 928 000 | 87 359 000 | 90 929 000 | 92 786 000 |
| 4 | oyvstr | 19/03/2024 08:50 AM | oyvstr | 27/02/2025 02:31 PM | Passenger boat | 1 199 000 | 1 596 000 | 1 762 000 | 1 780 000 | 1 829 000 |
| 5 | oyvstr | 19/03/2024 08:50 AM | oyvstr | 27/02/2025 02:32 PM | Ferry | 5 100 000 | 5 238 000 | 5 371 000 | 5 924 000 | 6 705 000 |
| 6 | oyvstr | 19/03/2024 08:51 AM | oyvstr | 27/02/2025 02:32 PM | Sum, all means of transport | 65 986 000 | 83 761 000 | 95 492 000 | 98 633 000 | 101 320 000 |
Boardings in Vestland, by geographical area and mode of transport
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Means of transport | 2021 | 2022 | 2023 | 2024 | 2025 |
|---|---|---|---|---|---|---|---|---|---|---|
| 7 | oyvstr | 19/03/2024 09:21 AM | oyvstr | 13/03/2025 11:52 AM | Bus, Bergen (municipality) * | 33 546 000 | 43 696 000 | 48 181 000 | 49 725 000 | 50 565 000 |
| 8 | oyvstr | 19/03/2024 09:25 AM | oyvstr | 13/03/2025 11:52 AM | Bergen Light Rail | 13 901 000 | 19 122 000 | 24 288 000 | 25 850 000 | 26 313 000 |
| 9 | oyvstr | 19/03/2024 09:25 AM | oyvstr | 13/03/2025 11:53 AM | Bergen Light Rail, line 1 | 13 901 000 | 18 616 000 | 19 342 000 | 20 090 000 | 20 117 000 |
| 10 | oyvstr | 19/03/2024 09:26 AM | oyvstr | 13/03/2025 11:54 AM | Bergen Light Rail, line 2 | 506 000 | 4 946 000 | 5 760 000 | 6 196 000 | |
| 11 | oyvstr | 19/03/2024 09:29 AM | oyvstr | 04/04/2025 08:44 AM | Bus, urban growth area (**) | 39 885 000 | 51 405 000 | 57 014 000 | 58 735 000 | 59 579 000 |
| 12 | oyvstr | 19/03/2024 09:29 AM | oyvstr | 27/02/2026 09:16 AM | Passenger boat, urban growth area (***) | 502 000 | 705 000 | 821 000 | 842 000 | 845 000 |
| 13 | oyvstr | 19/03/2024 09:30 AM | oyvstr | 13/03/2025 11:55 AM | Bus, Vestland outside of urban growth area | 5 900 000 | 6 400 000 | 6 056 000 | 6 588 000 | 6 894 000 |
| 14 | oyvstr | 19/03/2024 09:31 AM | oyvstr | 13/03/2025 11:55 AM | Passenger boat, Vestland outside of urban growth area | 533 000 | 890 000 | 941 000 | 949 000 | 979 000 |
*) Includes all boardings within municipal borders:
**) The agreement includes the municipalities of Bergen, Askøy, Øygarden, Alver and Bjørnafjorden.
***) Only includes the city boat routes (Askøy, Nordhordland), other boat routes with boarding within the urban growth area are not included.
Ferry statistics, Vestland
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Category | 2021 | 2022 | 2023 | 2024 | 2025 |
|---|---|---|---|---|---|---|---|---|---|---|
| 16 | oyvstr | 19/03/2024 10:02 AM | oyvstr | 26/02/2025 03:00 PM | Passengers | 5 100 000 | 5 238 000 | 5 371 000 | 5 924 000 | 6 705 000 |
| 17 | oyvstr | 19/03/2024 10:05 AM | oyvstr | 26/02/2025 03:01 PM | Passenger car units | 3 910 000 | 4 147 000 | 4 372 000 | 4 512 000 | 4 928 000 |
| 18 | oyvstr | 19/03/2024 10:06 AM | oyvstr | 26/02/2025 03:01 PM | Vehicles | 2 733 000 | 2 921 000 | 3 087 000 | 3 183 000 | 3 518 000 |
Travel numbers, passenger boat
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Line | 2021 | 2022 | 2023 | 2024 | 2025 |
|---|---|---|---|---|---|---|---|---|---|---|
| 1 | oyvstr | 19/03/2024 10:14 AM | oyvstr | 26/02/2025 03:06 PM | Sunnhordland–Austevoll–Bergen | 269 500 | 324 600 | 330 700 | 337 000 | 354 700 |
| 2 | oyvstr | 19/03/2024 10:15 AM | oyvstr | 12/03/2026 08:40 AM | Local boat, Austevoll | 16 900 | 16 200 | 13 800 | 14 100 | 16 300 |
| 3 | oyvstr | 19/03/2024 10:15 AM | oyvstr | 04/04/2025 08:41 AM | Espevær–Eidesvik | 37 100 | 35 100 | 32 700 | 30 600 | 30 000 |
| 4 | oyvstr | 19/03/2024 10:16 AM | oyvstr | 04/04/2025 08:41 AM | Hellesøy–Lyngøy–Hernar | 6 900 | 6 800 | 6 800 | 7 700 | 8 100 |
| 5 | oyvstr | 19/03/2024 10:16 AM | oyvstr | 26/02/2025 03:06 PM | Hardangerfjordekspressen | 21 900 | 43 200 | 49 600 | 51 900 | 56 600 |
| 6 | oyvstr | 19/03/2024 10:17 AM | oyvstr | 04/04/2025 08:41 AM | Reksteren–Våge–Os | 6 900 | 7 400 | 6 900 | 8 200 | 11 300 |
| 7 | oyvstr | 19/03/2024 10:17 AM | oyvstr | 26/02/2025 03:07 PM | Kleppestø–Strandkaien | 434 700 | 588 000 | 656 600 | 685 300 | 692 800 |
| 8 | oyvstr | 19/03/2024 10:18 AM | oyvstr | 04/04/2025 08:41 AM | Knarvik–Frekhaug–Bergen | 67 000 | 117 000 | 163 500 | 156 700 | 152 400 |
| 9 | oyvstr | 19/03/2024 10:18 AM | oyvstr | 12/03/2026 08:40 AM | Tourism route, Hardanger | 4 200 | 15 000 | 18 000 | 18 600 | 19 800 |
| 10 | oyvstr | 19/03/2024 10:18 AM | oyvstr | 27/02/2026 09:28 AM | Osterfjorden | 2 200 | 2 100 | 1 900 | 2 000 | 2 200 |
| 11 | oyvstr | 19/03/2024 10:19 AM | oyvstr | 27/02/2026 09:28 AM | Geitanger–Knappskog | 2 200 | 2 200 | 2 300 | 2 200 | 2 100 |
| 14 | oyvstr | 19/03/2024 10:20 AM | oyvstr | 04/04/2025 08:42 AM | Vik–Ortnevik–Måren–Nordeide | 22 400 | 23 700 | 23 200 | 19 000 | 22 000 |
| 15 | oyvstr | 19/03/2024 10:20 AM | oyvstr | 04/04/2025 08:42 AM | Måløy–Silda / Måløy–Gangsøy–Risøy | 5 800 | 5 200 | 4 000 | 5 000 | 5 500 |
| 16 | oyvstr | 19/03/2024 10:21 AM | oyvstr | 04/04/2025 08:42 AM | Kystvegekspressen (Måløy–Smørhamn–Florø) | 10 900 | 12 800 | 12 600 | 9 800 | 10 800 |
| 17 | oyvstr | 19/03/2024 10:21 AM | oyvstr | 26/02/2025 03:09 PM | Gulen / Solund | 23 200 | 22 300 | 24 100 | 25 900 | 26 100 |
| 18 | oyvstr | 19/03/2024 10:22 AM | oyvstr | 12/03/2026 08:38 AM | Local routes, Florø and outlying islands | 100 700 | 102 100 | 105 300 | 95 300 | 103 600 |
| 20 | oyvstr | 19/03/2024 10:23 AM | oyvstr | 04/04/2025 08:42 AM | Bergen–Nordfjord | 118 700 | 162 100 | 169 000 | 173 900 | 170 700 |
| 21 | oyvstr | 19/03/2024 10:23 AM | oyvstr | 04/04/2025 08:43 AM | Bergen–Sogn | 38 500 | 55 800 | 61 700 | 62 800 | 58 600 |
| 22 | oyvstr | 19/03/2024 10:24 AM | oyvstr | 04/04/2025 08:43 AM | Bergen–Flåm | 8 100 | 52 200 | 76 400 | 83 100 | 80 900 |
Traffic per ferry line
| Line | Passengers, 2024 | Passenger car units, 2024 | Vehicles, excl. MC, 2024 | wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Passengers, 2025 | Passenger car units, 2025 | Vehicles, excl. MC, 2025 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1019 Masfjordnes–Duesundøy | 108 899 | 82 792 | 71 714 | 1 | oyvstr | 20/03/2024 01:36 PM | oyvstr | 27/02/2026 09:42 AM | 117 685 | 91 530 | 79 504 |
| 1020 Hatvik–Venjaneset | 809 052 | 565 468 | 428 912 | 2 | oyvstr | 20/03/2024 01:39 PM | oyvstr | 20/03/2024 01:39 PM | 898 604 | 624 921 | 466 865 |
| 1021 Våge–Halhjem | 395 847 | 269 025 | 213 347 | 3 | oyvstr | 20/03/2024 01:40 PM | oyvstr | 20/03/2024 01:40 PM | 416 191 | 277 283 | 221 030 |
| 1022 Hufthamar–Krokeide | 644 369 | 553 865 | 395 857 | 4 | oyvstr | 20/03/2024 01:43 PM | oyvstr | 20/03/2024 01:43 PM | 789 130 | 614 301 | 454 042 |
| 1023 Husavik–Sandvikvåg | 154 479 | 102 969 | 79 012 | 5 | oyvstr | 20/03/2024 01:49 PM | oyvstr | 20/03/2024 01:49 PM | 154 419 | 90 603 | 68 068 |
| 1024 Utne–Kvanndal | 163 600 | 154 042 | 81 567 | 6 | oyvstr | 20/03/2024 01:50 PM | oyvstr | 20/03/2024 01:50 PM | 165 542 | 140 381 | 81 291 |
| 1025 Kinsarvik–Utne | 49 187 | 26 454 | 19 974 | 7 | oyvstr | 20/03/2024 01:52 PM | oyvstr | 20/03/2024 01:52 PM | 32 977 | 18 634 | 13 448 |
| 1026 Jondal–Tørvikbygd | 560 623 | 450 239 | 295 236 | 8 | oyvstr | 20/03/2024 01:53 PM | oyvstr | 20/03/2024 01:53 PM | 588 816 | 462 830 | 305 271 |
| 1027 Gjermundshamn–Varaldsøy–Årsnes | 476 291 | 354 983 | 238 095 | 9 | oyvstr | 20/03/2024 01:54 PM | oyvstr | 20/03/2024 01:54 PM | 524 684 | 384 950 | 253 046 |
| 1028 Fedje–Sævrøy | 116 619 | 75 595 | 62 400 | 10 | oyvstr | 20/03/2024 01:55 PM | oyvstr | 20/03/2024 01:55 PM | 123 722 | 77 096 | 65 133 |
| 1029 Leirvåg–Sløvåg | 370 239 | 405 523 | 247 851 | 11 | oyvstr | 20/03/2024 02:00 PM | oyvstr | 20/03/2024 02:00 PM | 383 191 | 395 250 | 242 998 |
| 1030 Langevåg–Buavåg | 127 272 | 114 296 | 83 510 | 13 | oyvstr | 20/03/2024 02:05 PM | oyvstr | 20/03/2024 02:05 PM | 138 151 | 123 575 | 87 539 |
| 1031 Skånevik–Matre–Utåker | 113 838 | 96 172 | 61 337 | 14 | oyvstr | 20/03/2024 02:05 PM | oyvstr | 20/03/2024 02:05 PM | 120 163 | 93 536 | 57 917 |
| 1032 Skjersholmane–Ranavik | 376 269 | 348 332 | 224 264 | 15 | oyvstr | 20/03/2024 02:06 PM | oyvstr | 20/03/2024 02:06 PM | 400 934 | 355 600 | 230 523 |
| 1033 Jektavik–Nordhuglo–Hodnanes | 356 865 | 272 060 | 209 673 | 16 | oyvstr | 20/03/2024 02:07 PM | oyvstr | 20/03/2024 02:07 PM | 393 347 | 276 575 | 209 313 |
| 1034 Fjelberg–Sydnes–Utbjoa | 76 548 | 37 915 | 26 671 | 18 | oyvstr | 20/03/2024 02:12 PM | oyvstr | 20/03/2024 02:12 PM | 82 876 | 37 285 | 26 069 |
| 1035 Klokkarvik–Lerøy–Bjelkarøy–Hjellestad | 122 714 | 37 148 | 33 084 | 19 | oyvstr | 20/03/2024 02:18 PM | oyvstr | 20/03/2024 02:18 PM | 121 424 | 35 785 | 32 613 |
| 1036 Valestrandfossen–Breistein * | 20 | oyvstr | 20/03/2024 02:18 PM | oyvstr | 20/03/2024 02:18 PM | 360 906 | 247 517 | 205 108 | |||
| 1037 Barmen-Barmsund | 10 516 | 6 263 | 5 838 | 21 | oyvstr | 20/03/2024 02:19 PM | oyvstr | 20/03/2024 02:19 PM | 10 618 | 7 315 | 6 231 |
| 1038 Stårheim-Isane | 212 194 | 182 628 | 123 993 | 22 | oyvstr | 20/03/2024 02:20 PM | oyvstr | 20/03/2024 02:20 PM | 215 353 | 189 598 | 126 672 |
| 1039 Måløy-Husevågøy-Oldeide | 224 157 | 105 824 | 73 918 | 23 | oyvstr | 20/03/2024 02:20 PM | oyvstr | 20/03/2024 02:20 PM | 216 353 | 111 848 | 76 536 |
| 1041 Daløy-Haldorsneset | 40 614 | 31 957 | 25 069 | 24 | oyvstr | 20/03/2024 02:21 PM | oyvstr | 20/03/2024 02:21 PM | 40 977 | 30 366 | 25 051 |
| 1042 Rysjedalsvika-Rutledal-Krakhella | 176 743 | 85 646 | 58 889 | 25 | oyvstr | 20/03/2024 02:22 PM | oyvstr | 20/03/2024 02:22 PM | 181 273 | 85 433 | 61 319 |
| 1043 Hisarøy–Mjånes | 7 388 | 4 994 | 4 863 | 26 | oyvstr | 20/03/2024 02:22 PM | oyvstr | 20/03/2024 02:22 PM | 7 874 | 5 628 | 5 610 |
| 1131 Kaupanger–Frønningen ** | 27 | oyvstr | 20/03/2024 02:23 PM | oyvstr | 20/03/2024 02:23 PM | 9 | 887 | 479 | |||
| 1140 Askvoll-Gjervik-Fure-Askvoll | 167 679 | 107 937 | 89 043 | 28 | 158 673 | 101 991 | 86 007 | ||||
| 1141 Askvoll–Fure–Værlandet | 61 782 | 40 129 | 28 403 | 29 | 60 622 | 43 040 | 29 789 |
*) The Valestrand–Breistein line was taken over by the county of Vestland / Skyss from 1 January 2025.
**) In previous annual reports, the Kaupanger–Frønningen line has been listed as a passenger boat. Here it is included as a ferry. The data in this table come from Ferjedatabanken / the Norwegian Public Roads Administration. For this specific line the data are regrettably incomplete.
Operational regularity, county road ferries
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Line | Regularity in % | Regularity in %, excl. force majeure | Delays in % |
|---|---|---|---|---|---|---|---|---|
| 26 | oyvstr | 26/02/2025 01:38 PM | oyvstr | 26/02/2025 01:40 PM | Krokeide – Hufthamar | 99,41 | 99,6 | 1,22 |
| 27 | oyvstr | 26/02/2025 01:38 PM | oyvstr | 26/02/2025 01:40 PM | Hatvik – Venjaneset | 99,88 | 99,9 | 6,73 |
| 28 | oyvstr | 26/02/2025 01:38 PM | oyvstr | 26/02/2025 01:40 PM | Halhjem – Våge | 99,86 | 99,91 | 5,05 |
| 29 | oyvstr | 26/02/2025 01:39 PM | oyvstr | 26/02/2025 01:39 PM | Fedje – Sævrøy | 98,05 | 99,48 | 1,54 |
| 30 | oyvstr | 26/02/2025 01:40 PM | oyvstr | 26/02/2025 01:40 PM | Langevåg – Buavåg | 99,21 | 99,6 | 0,59 |
| 31 | oyvstr | 26/02/2025 01:41 PM | oyvstr | 26/02/2025 01:41 PM | Husavik – Sandvikvåg | 99,56 | 99,76 | 14,5 |
| 32 | oyvstr | 26/02/2025 01:45 PM | oyvstr | 26/02/2025 01:45 PM | Leirvåg – Sløvåg | 99,49 | 99,73 | 1,21 |
| 33 | oyvstr | 26/02/2025 01:46 PM | oyvstr | 26/02/2025 01:46 PM | Jektevik – Nordhuglo – Hodnanes | 98,25 | 99,61 | 13,18 |
| 34 | oyvstr | 26/02/2025 01:46 PM | oyvstr | 26/02/2025 01:46 PM | Ranavik – Skjersholmane | 97,72 | 99,37 | 1,3 |
| 35 | oyvstr | 26/02/2025 01:46 PM | oyvstr | 26/02/2025 01:46 PM | Jondal – Tørvikbygd | 99,63 | 99,65 | 0,59 |
| 36 | oyvstr | 26/02/2025 01:47 PM | oyvstr | 26/02/2025 01:47 PM | Gjermundshamn – Varaldsøy – Årsnes | 98,92 | 99,38 | 10,42 |
| 37 | oyvstr | 26/02/2025 01:47 PM | oyvstr | 26/02/2025 01:47 PM | Fjelbergsambandet | 99,22 | 99,24 | 3,44 |
| 38 | oyvstr | 26/02/2025 01:48 PM | oyvstr | 26/02/2025 01:48 PM | Hjellestad – Klokkarvik | 99 | 99 | 4,71 |
| 39 | oyvstr | 26/02/2025 01:48 PM | oyvstr | 26/02/2025 01:48 PM | Masfjordnes – Duesund | 99,9 | 99,9 | 0,06 |
| 40 | oyvstr | 26/02/2025 01:48 PM | oyvstr | 26/02/2025 01:48 PM | Hisarøy – Mjånes | 100 | 100 | 0 |
| 41 | oyvstr | 26/02/2025 01:51 PM | oyvstr | 26/02/2025 01:51 PM | Kvanndal – Utne | 99,95 | 100 | 4,9 |
| 42 | oyvstr | 26/02/2025 01:52 PM | oyvstr | 26/02/2025 01:52 PM | Kinsarvik – Utne | 67,22 | 100 | 1,94 |
| 43 | oyvstr | 26/02/2025 01:53 PM | oyvstr | 26/02/2025 01:53 PM | Skånevik – Matre – Utåker | 99,53 | 99,78 | 2,1 |
| 44 | oyvstr | 26/02/2025 01:53 PM | oyvstr | 26/02/2025 01:53 PM | Rutledal – Rysjedalsvika – Losna – Krakhella | 97,78 | 99,09 | 13,38 |
| 45 | oyvstr | 26/02/2025 01:53 PM | oyvstr | 26/02/2025 01:53 PM | Askvoll – Fure – Værlandet | 91,86 | 99,76 | 3,27 |
| 46 | oyvstr | 26/02/2025 01:54 PM | oyvstr | 26/02/2025 01:54 PM | Askvoll – Fure – Gjervik | 97,55 | 99,88 | 2,78 |
| 47 | oyvstr | 26/02/2025 01:54 PM | oyvstr | 26/02/2025 01:55 PM | Isane – Stårheim | 98,87 | 99,79 | 0,36 |
| 48 | oyvstr | 26/02/2025 01:54 PM | oyvstr | 26/02/2025 01:54 PM | Måløy – Husevågøy – Oldeide | 99,5 | 99,89 | 4,41 |
| 49 | oyvstr | 26/02/2025 01:55 PM | oyvstr | 26/02/2025 01:59 PM | Daløy – Haldorsneset | 99,83 | 100 | 0,02 |
| 50 | Barmen – Barmsund | 98,72 | 99,72 | 0 | ||||
| 51 | Breistein – Valestrand | 97,36 | 97,37 | 0,12 |
List of contracts
Ferry contracts
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Line | Duration until (+ optional years) | Type of contract | Operator |
|---|---|---|---|---|---|---|---|---|
| 11 | oyvstr | 26/02/2025 10:43 AM | oyvstr | 13/03/2025 12:40 PM | 1037 Barmen–Barmsund | 31.05.2029 (+2) | Net | Vidar Hop Skyssbåter AS |
| 12 | oyvstr | 26/02/2025 10:43 AM | oyvstr | 13/03/2025 12:41 PM | 1038 Stårheim–Isane | 31.12.2026 | Net | Fjord1 |
| 13 | oyvstr | 26/02/2025 10:43 AM | oyvstr | 13/03/2025 12:41 PM | 1039 Måløy–Husevågøy–Oldeide | 31.12.2026 | Net | Fjord1 |
| 14 | oyvstr | 13/03/2025 12:41 PM | oyvstr | 13/03/2025 01:54 PM | 1040 Askvoll–Gjervik–Fure–Værlandet* | 31.12.2026 | Net | Fjord1 |
| 15 | oyvstr | 13/03/2025 12:42 PM | oyvstr | 13/03/2025 12:42 PM | 1041 Daløy–Haldorsneset | 31.12.2026 | Net | Gulen Skyss AS |
| 16 | oyvstr | 13/03/2025 12:43 PM | oyvstr | 13/03/2025 12:43 PM | 1042 Rysjedalsvika–Rutledal–Krakhella | 31.12.2026 | Net | Fjord1 |
| 17 | oyvstr | 13/03/2025 12:43 PM | oyvstr | 13/03/2025 12:43 PM | 1043 Hisarøy–Mjånes | 31.12.2026 | Net | Wergeland AS |
| 18 | oyvstr | 13/03/2025 12:44 PM | oyvstr | 13/03/2025 12:44 PM | 1140 Askvoll–Gjervik–Fure–Askvoll | 31.12.2026 | Net | Fjord1 |
| 19 | oyvstr | 13/03/2025 12:46 PM | oyvstr | 13/03/2025 12:46 PM | 1141 Askvoll–Fure–Værlandet | 31.12.2026 | Net | Fjord1 |
| 20 | 1020 Hatvik–Venjaneset | 31.12.2029 | Gross | Fjord1 | ||||
| 21 | 1021 Halhjem–Våge | 31.12.2029 | Gross | Fjord1 | ||||
| 22 | 1022 Krokeide–Hufthamar | 31.12.2029 | Gross | Fjord1 | ||||
| 23 | 1023 Husavik–Sandvikvåg | 31.12.2029 | Gross | Fjord1 | ||||
| 24 | 1028 Fedje–Sævrøy | 31.12.2029 | Gross | Fjord1 | ||||
| 25 | 1029 Leirvåg–Sløvåg | 31.12.2029 | Gross | Fjord1 | ||||
| 26 | 1030 Langevåg–Buavåg | 31.12.2029 | Gross | Fjord1 | ||||
| 27 | 1026 Jondal–Tørvikbygd | 31.12.2028 (+1) | Gross | Fjord1 | ||||
| 28 | 1027 Gjermundshamn–Varaldsøy–Årsnes | 31.12.2028 (+1) | Gross | Fjord1 | ||||
| 29 | 1032 Skjersholmane–Ranavik | 31.12.2028 (+1) | Gross | Fjord1 | ||||
| 30 | 1033 Jektevik–Nordhuglo–Hodnanes | 31.12.2028 (+1) | Gross | Fjord1 | ||||
| 31 | 1034 Fjelberg–Sydnes–Utbjoa | 31.12.2028 (+1) | Gross | Norled | ||||
| 32 | 1035 Klokkarvik–Lerøy–Bjelkarøy–Hjellestad | 31.12.2028 (+1) | Gross | Norled | ||||
| 33 | 1019 Masfjordnes–Duesund | 31.12.2028 (+1) | Gross | Wergeland AS | ||||
| 34 | 1024 Kvanndal–Utne | 31.12.2028 (+1) | Gross | Boreal Sjø | ||||
| 35 | 1025 Kinsarvik–Utne | 31.12.2028 (+1) | Gross | Boreal Sjø | ||||
| 36 | 1031 Skånevik–Matre–Utåker | 31.12.2028 (+1) | Gross | Boreal Sjø |
Passenger boat contracts
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Contract | Duration | Type of contract | Operator |
|---|---|---|---|---|---|---|---|---|
| 11 | oyvstr | 19/03/2024 02:07 PM | oyvstr | 13/03/2025 12:31 PM | Sunnhordland–Austevoll–Bergen Local boat route, Austevoll |
01.01.2014 – 31.12.2027 | Gross | Norled AS |
| 12 | oyvstr | 19/03/2024 02:08 PM | oyvstr | 13/03/2025 12:31 PM | Espevær–Eidesvik Hellesøy–Lyngøy–Hernar |
01.01.2014 – 31.12.2027 | Net | GulenSkyss AS |
| 13 | oyvstr | 19/03/2024 02:08 PM | oyvstr | 13/03/2025 12:32 PM | Rosendal–Bergen Reksteren–Våge–Os |
01.01.2014 – 31.12.2027 | Net | L. Rødne & Sønner AS |
| 15 | oyvstr | 19/03/2024 02:10 PM | oyvstr | 26/02/2025 01:00 PM | City boat connections, Bergen | 20.01.2025 – 15.01.2040 | Gross | Fjord1 AS |
| 16 | oyvstr | 19/03/2024 02:10 PM | oyvstr | 13/03/2025 12:33 PM | Tourism route Hardanger (Norheimsund–Eidfjord, summer route) | 01.05.2020 – 30.09.2026 | Net | Norled AS |
| 17 | oyvstr | 19/03/2024 02:11 PM | oyvstr | 13/03/2025 12:33 PM | Local route Geitanger–Knapskog | 01.07.2019 – 01.07.2026 | Net | Geitanger Transport AS |
| 18 | oyvstr | 19/03/2024 02:11 PM | oyvstr | 12/03/2026 01:11 PM | Local route Osterfjorden | 01.08.2019 – 31.07.2026 | Net | Osterøy Ferjeselskap AS |
| 19 | oyvstr | 19/03/2024 02:12 PM | oyvstr | 13/03/2025 12:34 PM | High-speed craft Bergen–Nordfjord / Sogn Nordfjord–Bergen Sogn–Bergen Bergen–Flåm (summer route) |
01.05.2022 – 30.11.2026 | Net | Norled AS |
| 20 | oyvstr | 19/03/2024 02:13 PM | oyvstr | 13/03/2025 12:35 PM | Local boat route Gulen og Solund Gulen–Ytre Solund Hardbakke–Nåra–Mjømna Hardbakke–Kolgrov–Utvær Gåsvær–Midtre Solund–Hardbakke Nord-Solund |
01.05.2022 – 24.06.2029 (1+1) | Gross | Vidar Hop Skyssbåt AS |
| 23 | oyvstr | 19/03/2024 02:18 PM | oyvstr | 13/03/2025 12:37 PM | Local boat routes in Sogn og Fjordane Florø and outlying islands (north / south / west) Måløy–Silda / Måløy–Gangsøy–Risøy Vik–Ortnevik / Ortnevik–Måren–Nordeide Kaupanger–Frønningen |
01.05.2024 – 30.04.2036 (+ up to 2 years) | Gross | Norled AS |
| 24 | oyvstr | 19/03/2024 02:19 PM | oyvstr | 26/02/2026 02:20 PM | Kystvegekspressen Florø–Smørhamn–Måløy–Selje | 01.05.2024 – 30.10.2026 (+ up to 2,5 years) | Gross | Norled AS |
| 25 | oyvstr | 19/03/2024 02:19 PM | oyvstr | 13/03/2025 12:39 PM | Goods route Bergen–Gulen, Solund and Askvoll | 16.08.2022 – 15.08.2027 (2+2) | Net | Vidar Hop Skyssbåt AS |
Bus contracts
| wdt_ID | wdt_created_by | wdt_created_at | wdt_last_edited_by | wdt_last_edited_at | Contract | Duration (+ option) | Type of contract | Operator |
|---|---|---|---|---|---|---|---|---|
| 11 | oyvstr | 19/03/2024 02:00 PM | oyvstr | 26/02/2026 01:56 PM | Bergen south, incl. Os and Austevoll | 16.08.2019 – 25.06.2028 (+ 1 + 1 year) | Gross | Tide Buss AS |
| 12 | oyvstr | 19/03/2024 02:01 PM | oyvstr | 26/02/2026 01:58 PM | Bergen centre | 01.12.2020 – 30.06.2030 (+ 1 + 1 year) | Gross | Tide Buss og Bane AS |
| 13 | oyvstr | 19/03/2024 02:02 PM | oyvstr | 26/02/2026 01:57 PM | Bergen north, incl. Osterøy and service lines | 01.10.2020 – 30.06.2030 (+ 1 + 1 year) | Gross | Tide Buss AS |
| 14 | oyvstr | 19/03/2024 02:02 PM | oyvstr | 26/02/2026 01:57 PM | West (Øygarden / Askøy) | 25.06.2019 – 25.05.2028 (+ 1 + 1 year) | Gross | Tide Buss AS |
| 15 | oyvstr | 19/03/2024 02:03 PM | oyvstr | 19/03/2024 02:03 PM | Nordhordland | 16.08.2018 – 15.08.2027 | Gross | Vy Buss AS |
| 16 | oyvstr | 19/03/2024 02:03 PM | oyvstr | 19/03/2024 02:03 PM | Sunnhordland | 02.07.2017 – 28.06.2026 | Gross | Tide Buss AS |
| 17 | oyvstr | 19/03/2024 02:04 PM | oyvstr | 26/02/2026 01:59 PM | Hardanger / Voss | 23.06.2025 – 22.06.2035 + 3 years | Gross | Tide Buss AS |
| 18 | oyvstr | 19/03/2024 02:04 PM | oyvstr | 26/02/2026 02:13 PM | Modalen / Vaksdal | 23.06.2025 – 22.06.2035 | Gross | Modalen – Eksingedalen Billag AS |
| 19 | oyvstr | 19/03/2024 02:05 PM | oyvstr | 19/03/2024 02:05 PM | Sogn | 19.06.2017 – 22.06.2026 | Gross | Tide Buss AS |
| 20 | oyvstr | 19/03/2024 02:06 PM | oyvstr | 19/03/2024 02:06 PM | Sunnfjord | 20.06.2016 – 23.06.2026 | Gross | Firda Billag AS |
| 21 | oyvstr | 19/03/2024 02:06 PM | oyvstr | 26/02/2026 02:14 PM | Nordfjord | 23.06.2025 – 19.06.2035 + 3 years | Gross | Firda Billag AS |
Photo credits
- Bus and MF Utnefjord: Morten Wanvik
- Bus at Platform G, Bergen: Morten Wanvik
- Youth at bus stop: Morten Wanvik
- Buses outside Knappetunnel: Morten Wanvik
- Bus stop in the greenery: Askild Stordal, Skyss
- Man at ticket machine: Svein Arne Nesøy
- Bus by the fjord: Firda Buss Billag AS
- Women on the light rail: Morten Wanvik
- Mobile phone with terminal in the background: Morten Wanvik
- MS Kleppestø at Bryggen: Ingrid Dreyer, Skyss
- Boarding a bus: Morten Wanvik