--- title: News | MIDAS description: MIDAS | --- [![Dark\_yellow-fill\_POS\_powbyFI](https://oceanautonomy.no/hs-fs/hubfs/Dark_yellow-fill_POS_powbyFI.png?width=350&height=49&name=Dark_yellow-fill_POS_powbyFI.png)](https://oceanautonomy.no?hsLang=en-us) - [NEWS](https://oceanautonomy.no/en-us/news?hsLang=en-us) - ABOUT - [CLUSTER AND TEAM](https://oceanautonomy.no/en-us/clusterandteam?hsLang=en-us) - [MEMBERSHIP](https://oceanautonomy.no/en-us/membership?hsLang=en-us) - [MEMBERS](https://oceanautonomy.no/en-us/members?hsLang=en-us) - PROJECTS - [Dark Drones](https://oceanautonomy.no/dark-drones?hsLang=en-us) - [FI Ocean Space Incubator](https://fi-nor.no/en/oceanspaceincubator/) - [Frostabåten](https://oceanautonomy.no/frostab%C3%A5ten?hsLang=en-us) - [Maritimt studentsenter Nyhavna](https://oceanautonomy.no/en-us/maritimt-studentsenter-nyhavna?hsLang=en-us) - [MIDAS - Mennesket i framtidens havromsoperasjoner](https://oceanautonomy.no/nb/project_midas?hsLang=en-us) - [MIDAS Academy](https://midas-academy.no/) - [ROC - Remote Operation Centres for next-generation maritime autonomy](https://oceanautonomy.no/project_roc-remote-operation-centres-for-next-generation-maritime-autonomy?hsLang=en-us) - [Strategisk forum Nyhavna](https://oceanautonomy.no/no-no/project-strategisk-forum-nyhavna?hsLang=en-us) - [Testination](https://testination.io/) - [XLRTR - Accelerate Dual-Use Technology for Multi-domain Operations](https://oceanautonomy.no/en-us/xlrtr?hsLang=en-us) - Completed projects - [AGATI - Adriatic Green Autonomous Transport Initiative](https://oceanautonomy.no/en-us/project_agati?hsLang=en-us) - [DIGIFJORD](https://oceanautonomy.no/en-us/project_digifjord?hsLang=en-us) - [FAST - Flexible Autonomous Smart Transport](https://oceanautonomy.no/en-us/project_fast?hsLang=en-us) - [FLEX FERRY](https://oceanautonomy.no/en-us/project_flexferry?hsLang=en-us) - [MATIN - The Croatia – Norway Marine Technology Innovation network](https://oceanautonomy.no/en-us/project_matin?hsLang=en-us) - [NEWS](https://oceanautonomy.no/en-us/news?hsLang=en-us) - ABOUT - [CLUSTER AND TEAM](https://oceanautonomy.no/en-us/clusterandteam?hsLang=en-us) - [MEMBERSHIP](https://oceanautonomy.no/en-us/membership?hsLang=en-us) - [MEMBERS](https://oceanautonomy.no/en-us/members?hsLang=en-us) - PROJECTS - [Dark Drones](https://oceanautonomy.no/dark-drones?hsLang=en-us) - [FI Ocean Space Incubator](https://fi-nor.no/en/oceanspaceincubator/) - [Frostabåten](https://oceanautonomy.no/frostab%C3%A5ten?hsLang=en-us) - [Maritimt studentsenter Nyhavna](https://oceanautonomy.no/en-us/maritimt-studentsenter-nyhavna?hsLang=en-us) - [MIDAS - Mennesket i framtidens havromsoperasjoner](https://oceanautonomy.no/nb/project_midas?hsLang=en-us) - [MIDAS Academy](https://midas-academy.no/) - [ROC - Remote Operation Centres for next-generation maritime autonomy](https://oceanautonomy.no/project_roc-remote-operation-centres-for-next-generation-maritime-autonomy?hsLang=en-us) - [Strategisk forum Nyhavna](https://oceanautonomy.no/no-no/project-strategisk-forum-nyhavna?hsLang=en-us) - [Testination](https://testination.io/) - [XLRTR - Accelerate Dual-Use Technology for Multi-domain Operations](https://oceanautonomy.no/en-us/xlrtr?hsLang=en-us) - Completed projects - [AGATI - Adriatic Green Autonomous Transport Initiative](https://oceanautonomy.no/en-us/project_agati?hsLang=en-us) - [DIGIFJORD](https://oceanautonomy.no/en-us/project_digifjord?hsLang=en-us) - [FAST - Flexible Autonomous Smart Transport](https://oceanautonomy.no/en-us/project_fast?hsLang=en-us) - [FLEX FERRY](https://oceanautonomy.no/en-us/project_flexferry?hsLang=en-us) - [MATIN - The Croatia – Norway Marine Technology Innovation network](https://oceanautonomy.no/en-us/project_matin?hsLang=en-us) [Get in touch](https://26558673.hs-sites-eu1.com/contactus?hsLang=en-us) - [English - United States](https://oceanautonomy.no/en-us/oacnews/tag/midas) - [Norwegian](https://oceanautonomy.no/no/nyhetstest/tag/midas) Posts about # MIDAS ## [Survey confirms strong interest in Frostabåten](https://oceanautonomy.no/en-us/oacnews/survey-confirms-strong-interest-in-frostabåten) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Oct 1, 2026, 9:20:07 PM **A new passenger survey for Frostabåten confirms what the project team has long believed: there is...** [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/survey-confirms-strong-interest-in-frostabåten) ## [Podcast: AI on the Bridge: Building the Helm of the Future for Real-World Operators](https://oceanautonomy.no/en-us/oacnews/podcast-ai-on-the-bridge-building-the-helm-of-the-future-for-real-world-operators) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Oct 1, 2026, 2:42:40 PM **How can we ensure that humans remain capable, informed, and in control as artificial intelligence...** [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/podcast-ai-on-the-bridge-building-the-helm-of-the-future-for-real-world-operators) ## [As Machines Become Smarter, Humans Become More Important](https://oceanautonomy.no/en-us/oacnews/as-machines-become-smarter-humans-become-more-important) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Sep 15, 2026, 3:52:17 PM **What can Norwegian research on autonomy and human-machine interaction teach the defence sector?** [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/as-machines-become-smarter-humans-become-more-important) ## [Why meaningful human control matters more as AI and autonomy advance](https://oceanautonomy.no/en-us/oacnews/why-meaningful-human-control-matters-more-as-ai-and-autonomy-advance) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Jul 1, 2026, 10:25:15 AM Artificial intelligence, automation and remote operations are transforming safety-critical... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/why-meaningful-human-control-matters-more-as-ai-and-autonomy-advance) ## [When technology takes the night watch: Why future ship bridges must be designed for people](https://oceanautonomy.no/en-us/oacnews/no/nyhetstest/when-technology-takes-the-night-watch-why-future-ship-bridges-must-be-designed-for-people) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Jun 23, 2026, 10:04:37 AM [**Les saken på norsk**](https://oceanautonomy.no/no/nyhetstest/n%C3%A5r-teknologien-tar-nattevakten-hvorfor-fremtidens-skipsbroer-m%C3%A5-designes-for-mennesker) **Large screens, advanced control systems and increasing automation are shaping...** [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/no/nyhetstest/when-technology-takes-the-night-watch-why-future-ship-bridges-must-be-designed-for-people) ## [New book puts humans at the centre of autonomous and AI-enabled systems](https://oceanautonomy.no/en-us/oacnews/new-book-puts-humans-at-the-centre-of-autonomous-and-ai-enabled-systems) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Jun 18, 2026, 6:05:53 PM How can we ensure that humans remain in control as artificial intelligence, autonomy and remote... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/new-book-puts-humans-at-the-centre-of-autonomous-and-ai-enabled-systems) ## [Students showcase next-generation shore control solutions at NTNU Shore Control Lab](https://oceanautonomy.no/en-us/oacnews/students-showcase-next-generation-shore-control-solutions-at-ntnu-shore-control-lab) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Jun 12, 2026, 10:09:28 PM Four presentations by master's students from NTNU Department of Design were recently held at the... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/students-showcase-next-generation-shore-control-solutions-at-ntnu-shore-control-lab) ## [Uncrewed maritime operations accelerating rapidly across Norwegian ocean technology sector](https://oceanautonomy.no/en-us/oacnews/uncrewed-maritime-operations-accelerating-rapidly-across-norwegian-ocean-technology-sector) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | May 30, 2026, 7:19:07 PM [**Les saken på norsk**](https://www.maritimt-forum.no/aktuelt/norske-selskaper-driver-frem-neste-generasjon-ubemannede-og-autonome-maritime-operasjoner) **The development of autonomous and remote maritime operations is accelerating...** [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/uncrewed-maritime-operations-accelerating-rapidly-across-norwegian-ocean-technology-sector) ## [Build practical competence through MIDAS Academy this autumn](https://oceanautonomy.no/en-us/oacnews/midas-academy-offers-ocean-autonomy-cluster-members-50-percent-discount-on-continuing-education-courses) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | May 27, 2026, 3:44:17 PM Members of Ocean Autonomy Cluster can this autumn access credit-bearing continuing education... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/midas-academy-offers-ocean-autonomy-cluster-members-50-percent-discount-on-continuing-education-courses) ## [Will captains hesitate to intervene in autonomous ferry operations?](https://oceanautonomy.no/en-us/oacnews/will-captains-hesitate-to-intervene-in-autonomous-ferry-operations) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Apr 16, 2026, 3:48:12 PM **If operators are penalized for taking control of autonomous vessels, could that influence critical...** [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/will-captains-hesitate-to-intervene-in-autonomous-ferry-operations) ## On the same subject ### [Breach VR: Reality is cross-platform](https://oceanautonomy.no/en-us/oacnews/breach-vr-reality-is-cross-platform) [Aida Refvik Angell](https://oceanautonomy.no/en-us/oacnews/author/aida-refvik-angell) [VR](https://oceanautonomy.no/en-us/oacnews/tag/vr), [Breach VR](https://oceanautonomy.no/en-us/oacnews/tag/breach-vr) ### [The Ocean Space Incubator in Trøndelag: Will strengthen Norway’s position in ocean space technology](https://oceanautonomy.no/en-us/oacnews/the-ocean-space-incubator-will-strengthen-norways-position-in-ocean-space-technology) [Birgit Thorsen](https://oceanautonomy.no/en-us/oacnews/author/birgit-thorsen) [Uncategorized](https://oceanautonomy.no/en-us/oacnews/tag/uncategorized) ### [Autonomimiljøet i Midt-Norge får støtte til millionprosjekt](https://oceanautonomy.no/en-us/oacnews/autonomimiljoet-i-midt-norge-far-stotte-til-millionprosjekt) [malin](https://oceanautonomy.no/en-us/oacnews/author/malin) [Uncategorized](https://oceanautonomy.no/en-us/oacnews/tag/uncategorized) - - [1](https://oceanautonomy.no/en-us/oacnews) - [2](https://oceanautonomy.no/en-us/oacnews/tag/midas/page/2) - [3](https://oceanautonomy.no/en-us/oacnews/tag/midas/page/3) - ##### About Ocean Autonomy Cluster Ocean Autonomy Cluster is awarded The ECEI BRONZE Label “Striving for Cluster Excellence” [![Bronze label](https://oceanautonomy.no/hs-fs/hubfs/Bronze%20label.png?width=180&height=70&name=Bronze%20label.png)](https://www.cluster-analysis.org/benchmarked-clusters)   ##### Links - [NEWS](https://oceanautonomy.no/en-us/news) - ABOUT - PROJECTS - [NEWS](https://oceanautonomy.no/en-us/news) ##### Contact us [Frode@fi-nor.no](mailto:Frode@fi-nor.no) +47 918 45 969 Skippergata 14 - 7040 Trondheim-NORWAY [Subscribe for newsletter](https://share-eu1.hsforms.com/1drRpuCknT9Gj2pUOE-9pVgft8sx) ![Dark\_yellow-fill\_POS (3)](https://oceanautonomy.no/hs-fs/hubfs/Dark_yellow-fill_POS%20(3).png?width=322&height=45&name=Dark_yellow-fill_POS%20(3).png) [![FI\_logo\_stor](https://oceanautonomy.no/hs-fs/hubfs/FI_logo_stor.png?width=41&height=41&name=FI_logo_stor.png)](https://fi-nor.no/) ![FI - redigert logo](https://oceanautonomy.no/hs-fs/hubfs/FI%20-%20redigert%20logo.png?width=174&height=58&name=FI%20-%20redigert%20logo.png)    ©2026 Copyright . All rights reserved. [Privacy policy](https://oceanautonomy.no/privacy-policy?hsLang=en-us) - - - ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "A new passenger survey for Frostabåten confirms what the project team has long believed: there is strong interest in a new ferry connection between Frosta and Trondheim. At the same time, the results show that the passenger base is even stronger than expected, both among commuters and people who own holiday homes in Frosta. The survey, which collected responses from 1,332 people with connections to Frosta, follows this winter’s extensive test sailing programme with the electric hydrofoil ferry Candela P-12 in Trondheim Fjord. The trials were carried out through the Frostabåten project in collaboration with Ocean Autonomy Cluster, FI Ocean Space Incubator, Testination, NTNU, and a range of public and private stakeholders to explore both the technology and the market potential for a future maritime connection between Frosta and Trondheim. Confidence in the project confirmed Mayor Frode Revhaug believes the survey sends a clear signal that interest in Frostabåten is deeply rooted in the local community. “I am delighted to see that so many people want to use Frostabåten. For me, this is about making everyday life easier for those who live here and enabling more people to choose Frosta as their home while working or studying in Trondheim. It is also exciting to see that so many part-time residents say the ferry could encourage them to spend more time here. There is still work to be done before a permanent service is established, but these responses provide strong motivation to continue moving forward,” says Mayor Frode Revhaug. Mayor of Frosta, Frode Revhaug. Photo: Lars Bugge Aarset / Fremtidens Industri Project initiator Terje Viken says the results align closely with the impressions gathered during the test sailing programme. “We expected strong interest, and that has been confirmed throughout the entire testing period. What is particularly interesting is just how broad the passenger base actually is. We are not only seeing a significant number of potential commuters, but also very strong interest from people who own holiday homes in Frosta. That creates a much more robust market foundation than a traditional commuter service alone,” says Viken. 235 want to commute The survey shows that 235 respondents say they would commute to work or study in Trondheim if the timetable matched their needs. When responses are weighted according to expected travel frequency, this corresponds to approximately 144 passengers in each direction on an average weekday. The figures point to a substantial market for a future high-speed ferry service. The survey also indicates that the connection could influence settlement patterns. Several respondents considering relocating to Frosta say that a ferry service would make the municipality a more attractive place to live. The survey also provides a clear indication of the most important departure times. Nearly half of all morning commuters prefer departures between 06:30 and 07:30, while afternoon demand is distributed relatively evenly between the periods 15:00-16:00 and 16:00-17:00. Frostabåten pioneer Terje Viken. Photo: Lars Bugge Aarset / Fremtidens Industri Strong interest among holiday-home owners One of the most interesting findings is the strong interest among people who own holiday homes in Frosta. Of the 506 respondents who identify as part-time residents, 337 say they would use Frostabåten to travel to and from their holiday properties. That corresponds to roughly two-thirds of the group. An additional 223 holiday-home owners say that a ferry service would encourage them to spend more time in Frosta throughout the year and commute to Trondheim from there more frequently. This potential comes on top of the regular commuter market and is therefore not included in the estimate of 144 daily commuter passengers. In total, the survey estimates approximately 5,600 leisure trips per month. As many as 76 percent of respondents say they would use the ferry at least once or twice per month for activities such as cultural events, dining, shopping, and visiting friends and family. This means Frostabåten could become much more than a commuter service. It could also serve as an important link between Trondheim and the many holiday homes in Frosta, generating significant traffic during afternoons, weekends, and holiday periods. At 15 knots, the hydrofoils lift the hull out of the water and the vessel begins to fly. Photo: Lars Bugge Aarset / Fremtidens Industri Winter trials provided valuable insights The strong interest reflected in the survey is consistent with experiences from the winter testing programme. During the trials, the Candela P-12 operated between Trondheim, Frosta, Leksvik, Munkholmen, Grilstad Marina, and several other locations around the fjord. The purpose was both to demonstrate the vessel’s capabilities and to gather data that can support the future development of maritime mobility solutions. The project also demonstrated how electric hydrofoil vessels can dramatically reduce energy consumption compared with conventional high-speed ferries. By lifting the hull above the water on hydrofoils, the Candela P-12 reduces drag and combines high speed with low emissions and low energy use. Research partners used the test period to explore future solutions for increasingly automated maritime operations. Through collaboration with NTNU Shore Control Lab, the vessel was connected to a shore-based control centre via the 5G network to test remote monitoring, video streaming, and navigation support systems. NTNU Shore Control Lab. Photo: Lars Bugge Aarset / Fremtidens Industri Strengthening the foundation for future development The goal of Frostabåten is to establish an emission-free transport connection that can reduce travel time between Frosta and Trondheim to around 25 minutes. The project also aims to support green mobility, regional development, and new opportunities for settlement, business growth, and tourism on both sides of Trondheim Fjord. For project partners Ocean Autonomy Cluster, FI Ocean Space Incubator, and Testination, the survey provides important evidence that there is not only a strong technological case for the initiative, but also a substantial market eager to use the service. Although the survey notes that respondents were self-selected and therefore may not fully represent the entire population, the overall picture is clear: interest in restoring a fast maritime connection between Frosta and Trondheim is strong. The findings confirm the project’s expectations of significant demand while also demonstrating that the market potential, particularly among holiday-home owners, is even greater than anticipated. Test sailing of Frostabåten, the electric hydrofoil Candela P-12, in Trondheim Fjord. Photo: Lars Bugge Aarset / Fremtidens Industri", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "01/10/2026", "datePublished" : "01/10/2026", "headline" : "Survey confirms strong interest in Frostabåten", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Frostab%C3%A5ten%20torsdag%2018%20desember%202025%20-%20Foto%20Lars%20Bugge%20Aarset%20Fremtidens%20Industri%20%2817%29.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/survey-confirms-strong-interest-in-frostabåten", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "How can we ensure that humans remain capable, informed, and in control as artificial intelligence and autonomy become increasingly integrated into maritime operations? Those questions are explored in a new episode of AI Captain's Log, inspired by research from the MIDAS project and the book Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations. Listen to the full episode The podcast examines the human side of maritime autonomy, focusing on how bridge systems, control centres, and AI-enabled tools should be designed around the realities of human decision-making rather than idealised assumptions. MIDAS (Humans in Future Maritime Operations) is a Norwegian research and innovation project that brings together researchers and industry partners to explore how humans and autonomous maritime systems can work together safely and effectively. The project focuses on areas such as human factors, situational awareness, trust, training, and human-AI collaboration. A key theme in the episode is the automation paradox. As operators move from active control to monitoring increasingly autonomous systems, new risks emerge. Maintaining attention during routine operations, managing cognitive load in critical situations, and ensuring meaningful human oversight become essential design challenges. The discussion also highlights the importance of reducing complexity on the bridge and in remote operations centres. Future systems must present information in a way that supports decision-making, improves situational awareness, and avoids overwhelming operators with unnecessary data. Another challenge is remote operations. Shore-based operators lack many of the physical cues available onboard a vessel, such as movement, vibration, and sound. Future control centres must therefore be designed to recreate situational awareness and help operators remain connected to the operational environment. The podcast draws heavily on insights presented in Safety by Design, which argues that safety must be integrated into the development of autonomous and AI-enabled systems from the outset. As maritime autonomy continues to advance, technological readiness must be matched by human readiness, ensuring that operators have the skills, understanding, and support needed to work effectively alongside intelligent systems. Together, the MIDAS project and the book provide a roadmap for developing autonomous maritime operations where technology enhances human performance while maintaining the highest levels of safety. Listen to the full episode", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "01/10/2026", "datePublished" : "01/10/2026", "headline" : "Podcast: AI on the Bridge: Building the Helm of the Future for Real-World Operators", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/podcast2.png", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/podcast-ai-on-the-bridge-building-the-helm-of-the-future-for-real-world-operators", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "What can Norwegian research on autonomy and human-machine interaction teach the defence sector? Artificial intelligence and autonomous systems are changing the way modern military operations are planned and conducted. The war in Ukraine has demonstrated how rapidly unmanned aerial systems, maritime drones, advanced sensors and AI-supported decision-making tools have become integrated into military operations. At the same time, NATO countries are investing heavily in new capabilities based on artificial intelligence and autonomy. These technologies offer the potential for faster decision-making, improved situational awareness and more precise use of military capabilities. But they also raise a fundamental question: As machines become increasingly intelligent, how do we ensure that humans retain meaningful control? “In complex systems, control is not something we assume, it is something we must actively design.” — Stig Ole Johnsen, NTNU This question is at the heart of the Norwegian research project MIDAS – Humans in Future Ocean Space Operations, and of the book Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations. Edited by Frøy Birte Bjørneseth, Stig Ole Johnsen, Ole Andreas Alsos, Vidar Hepsø and Gunhild Birgitte Sætren, the book brings together research and practical experience on human-centred approaches to AI, automation and remote operations across safety-critical sectors. [1] The article draws on research, findings and practical experience from the Norwegian MIDAS project and Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations, with particular emphasis on the implications for defence. Key themes include meaningful human control, human factors, system design and the interaction between people, technology and organisation. Although MIDAS is rooted in ocean operations, the book draws on experience from several safety-critical sectors. Many of the challenges are therefore equally relevant to defence Scale model of a Remote Operation Centre (ROC), from a master's thesis in autonomy at NTNU Shore Control Lab. Photo: Lars Bugge Aarset. Autonomy is not about removing humans One of the most important lessons from research into autonomous and remotely operated systems is that autonomy should not be understood as a way of removing humans from the system. Stig Ole Johnsen's research specifically addresses how Meaningful Human Control can be engineered into digitalisation, automation, AI and remote operations. His work emphasises that human control needs to be deliberately incorporated into the design of complex systems rather than simply assumed to exist because a human remains formally responsible. “Autonomous and remotely operated maritime systems will not become safe simply by removing people from the bridge or the control loop. They become safer when we understand the work operators actually have to perform, design the technology around that work, and ensure that people can build situation awareness and intervene when conditions change.” — Stig Ole Johnsen, NTNU This is closely connected to the concept of Meaningful Human Control. Simply having a human formally “in the loop” does not necessarily mean that the human has effective control. The operator must have sufficient understanding of what the system is doing, access to relevant and timely information, the authority to make decisions and the ability to intervene when necessary. NATO's work on Human Systems Integration for Meaningful Human Control over AI-based systems addresses these issues at the system level. [2] This has important implications for defence procurement. Human Factors Engineering, task analysis, user involvement, prototyping, simulation and continuous learning cannot be treated as activities that are added after the technology has been developed. They need to be incorporated from the beginning. Testing autonomous technology on the electric hydrofoil Candela P-12, known as Frostabåten, in Trondheim. Photo: Lars Bugge Aarset. The lesson from KNM Helge Ingstad The collision involving the frigate KNM Helge Ingstad in 2018 provides a powerful Norwegian example of why technology, people and organisation must be understood as one system. Research by Ole Andreas Alsos, Stig Ole Johnsen and Frøy Birte Bjørneseth addresses human, technical and organisational factors in accident analysis and safety-critical systems. Their work is part of the broader research presented in Safety by Design. For Bjørneseth, the lesson from accident investigations is clear: “When we investigate serious incidents, we often see that attention is focused on the person who made a mistake. But humans always operate within a system. If the system is poorly designed, the likelihood of errors increases.” — Frøy Birte Bjørneseth, NTNU Bjørneseth's research focuses on Human Factors, human-machine interfaces, ergonomics, user experience, operational management and safety in autonomous and maritime systems. The broader lesson is consistent with the central argument of Safety by Design: in safety-critical systems, human performance cannot be separated from the technical and organisational context in which people operate. [1] For autonomous military systems, this interaction becomes even more important. A technically sophisticated system can still fail to deliver its intended operational effect if information is difficult to interpret, interfaces are poorly designed, responsibilities are unclear or operators cannot intervene effectively. KNM Helge Ingstad. Photo: Jakob Østheim/Forsvaret. Ukraine shows why humans still matter The war in Ukraine provides an extraordinary real-world laboratory for the development and deployment of autonomous and semi-autonomous technologies. Drones, sensors, satellite data and AI-supported analysis are being integrated into military operations at unprecedented speed. But the experience from Ukraine also demonstrates that technology alone does not determine military effectiveness. Humans remain responsible for understanding the operational context, assessing uncertainty and making decisions involving tactical, legal and ethical considerations. The physical distance between an operator and the battlefield may increase, while the cognitive demands on the operator can become greater. The same principle applies to autonomous maritime operations: the more responsibility is delegated to a system, the more important it becomes to understand what the system can and cannot be expected to do Demonstration of Ukrainian drone technology in Trøndelag. Photo: Lars Bugge Aarset. The technology may not be the hardest part There is a tendency to view AI adoption primarily as a technology challenge. Research suggests that this can be misleading. The MIT NANDA report The GenAI Divide: State of AI in Business 2025 examined the gap between experimentation with generative AI and measurable organisational value, highlighting challenges related to implementation, workflow integration and organisational adaptation. [3] For defence, the consequences of poor integration can be particularly serious. The issue is not simply whether an AI system works technically, but whether it works in the operational environment in which it is intended to be used. This is where the Human Factors perspective becomes particularly important. Bjørneseth's research covers Human Factors, human-machine interaction, usability, ergonomics, operational environments and safety in autonomous systems. [1] AI adoption should therefore begin with the mission and the tasks that people need to perform. What decisions have to be made? What information is required? Where is uncertainty greatest? What happens when communication fails? What happens when information is incomplete, misleading or deliberately manipulated? These questions are as important as the technical performance of the AI model itself. NASAMS: designing around the operator A Norwegian example can be found in the development of the next-generation Fire Distribution Centre for the Norwegian Advanced Surface-to-Air Missile System, NASAMS. The system has been developed around the tasks operators need to perform under extreme time pressure. User involvement, observation, task analysis, prototyping and testing have been important elements of the development process. The result illustrates a fundamental principle of human-centred design: advanced technology does not necessarily have to mean greater complexity for the user. This approach is consistent with the principles of human-centred design described in ISO 9241-210:2019, which provides requirements and recommendations for human-centred design principles and activities throughout the life cycle of interactive systems. [4] Norwegian Advanced Surface-to-Air Missile System, NASAMS. Photo: Ole Andreas Vekve/Forsvaret. A Norwegian opportunity Norway has several advantages in this field. The country combines a strong defence industry with substantial research expertise in autonomy, Human Factors and human-machine interaction, as well as decades of experience with safety-critical maritime operations. There are also relatively short distances between users, industry, research institutions and government. This creates an opportunity to develop and test new approaches in close cooperation with the people who will ultimately use the technology. User involvement should extend from the definition of the problem through prototyping, exercises, acquisition and implementation – and continue as an integral part of operational learning. This is consistent with both the human-centred design principles of ISO 9241-210 and NATO's approach to Meaningful Human Control across the system lifecycle. [2][4] The war in Ukraine reinforces the value of this approach. Technologies are developed, deployed, tested and modified at extraordinary speed. The ability to establish short learning loops between operational experience, users, researchers and industry can therefore become a strategic advantage. Nyhavna in Trondheim seen from a Ukrainian FPV drone. Photo: Lars Bugge Aarset. Humans remain the critical capability The central message from MIDAS and Safety by Design is not that autonomy should be slowed down. Quite the opposite. Autonomous and AI-based systems will become increasingly important in both civilian and military operations. [1] The question is how these systems are designed and integrated. Testing should not be limited to whether a system performs correctly under ideal conditions. Systems must also be tested under time pressure, degraded communications, incorrect or uncertain information, cyber disruption and other hostile or degraded conditions. NATO's work on Meaningful Human Control addresses human-system integration across the lifecycle, including design, testing, training and operational use. [2] ISO 9241-210:2019 provides an established framework for human-centred design, emphasising an understanding of users, tasks and environments throughout the development process. [4] For defence, this approach is particularly important because failure can have consequences far beyond inconvenience or lost productivity. It can affect operational effectiveness, situational awareness, safety and accountability. The most advanced system is therefore not necessarily the one with the highest degree of autonomy. Instead, the critical question is whether the system enables people to understand what is happening, make appropriate decisions and intervene when necessary. This is the essence of Meaningful Human Control – and it is why the human role does not disappear as autonomous systems become more capable. Johnsen's research specifically addresses how Meaningful Human Control can be engineered into digitalisation, automation, AI and remote operations. The challenge for the defence sector is therefore to combine technological development with human competence, organisational development and continuous user involvement. When machines become smarter, the human role does not disappear. It changes – and in many cases becomes more demanding. Parts of the autonomy research in the MIDAS project are conducted at NTNU Shore Control Lab in Trondheim. Photo: Lars Bugge Aarset. About the book Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations is edited by Frøy Birte Bjørneseth, Stig Ole Johnsen, Ole Andreas Alsos, Vidar Hepsø and Gunhild Birgitte Sætren. The book was published by CRC Press in 2026 as an Open Access publication. The book brings together research and practical experience on human-centred approaches to AI, automation and remote operations across several safety-critical sectors. Its central themes include Human Factors, human-centred design, automation, AI, remote operations and Meaningful Human Control. References Bjørneseth, Frøy Birte; Johnsen, Stig Ole; Alsos, Ole Andreas; Hepsø, Vidar; Sætren, Gunhild Birgitte (eds.) (2026). Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations. CRC Press. DOI: 10.1201/9781003741824. NATO STO (2025). Human Systems Integration for Meaningful Human Control Over AI-Based Systems. NATO STO Technical Report TR-HFM-330. MIT NANDA (2025). The GenAI Divide: State of AI in Business 2025. ISO (2019). ISO 9241-210:2019 Ergonomics of human-system interaction — Part 210: Human-centred design for interactive systems.", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "15/09/2026", "datePublished" : "15/09/2026", "headline" : "As Machines Become Smarter, Humans Become More Important", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Tysk-Norsk%20Handelskammer%20Foto%20Lars%20Bugge%20Aarset%20Ocean%20Autonomy%20Cluster%20%2811%29-1.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/as-machines-become-smarter-humans-become-more-important", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Artificial intelligence, automation and remote operations are transforming safety-critical industries at an unprecedented pace. Yet as technology becomes more capable, one question is becoming increasingly important: how do we ensure that humans retain meaningful control when autonomous systems reach their limits? Contrary to what many assume, greater autonomy does not reduce the importance of humans. It changes their role. Human operators may intervene less often, but when they do, the decisions they make are likely to be more complex, more time-critical and more consequential than ever before. This is one of the central themes explored in Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations, where Stig Ole Johnsen and Gunhild Birgitte Sætren are among the contributing authors. Their work argues that meaningful human control is not something that naturally remains as systems become more autonomous. It must be deliberately engineered. Professor Gunhild B. Sætren notes, “We need to ensure humans stay truly in control in an age of AI, automation, and remote operations.” Sætren, who is also Professor and Manager of the Arctic Safety Centre in Svalbard, believes the discussion should move beyond principles and focus on practical system design. Meaningful human control is not just a symbolic emergency button, she says. It requires real authority, situational awareness, time, and the genuine ability to intervene when it matters. Gunhild B. Sætren, professor and manager of Arctic Safety Centre in Svalbard. Photo: Gunhild B Sætren The challenge is therefore not simply keeping a human in the loop. It is ensuring that operators have the authority, competence, situational awareness and time needed to understand what is happening and make sound decisions when automation behaves unexpectedly. Jooyoung Park, PhD candidate at NTNU Shore Control Lab and co-author, highlights that meaningful human control also depends on how information is presented to operators. “As people move from directly controlling systems to supervising increasingly capable automation, interfaces should support the entire cognitive process, from maintaining engagement during routine monitoring, to recognising critical cues, understanding their meaning, anticipating what comes next and evaluating possible responses.” Jooyoung Park, PhD candidate at NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri As Stig Ole Johnsen, Senior Scientist at NTNU, explains, “In complex systems, control is not something we assume, it is something we must actively design.” A common misconception is that meaningful human control can be achieved by giving operators an emergency override or a final approval button. In reality, this creates only the appearance of control if operators lack the information, understanding or opportunity to act effectively. Without these conditions, human control becomes symbolic rather than operational. According to Park, this is why human-centred interfaces should provide operators with a clear “situation at a glance”, enabling them to rapidly build an accurate understanding of the operational picture and recognise when automation is approaching its limits. Stig Ole Johnsen, Senior scientist at NTNU Why better automation makes humans more important One of the great paradoxes of automation is that as systems become more capable, humans often become less involved in day-to-day operations, but more critical when something unexpected occurs. Operators may spend long periods supervising highly automated systems before suddenly being required to understand a complex situation and make the right decision within seconds. As Johnsen notes, “The challenge is that humans are expected to step in precisely when they are least engaged in the system during normal operation.” Increasing automation therefore does not eliminate human responsibility. It concentrates responsibility into fewer, but far more demanding, situations where the consequences of a wrong decision may be significant. For organisations developing autonomous and AI-enabled systems, this means that investing in technology alone is not enough. Equal attention must be given to designing systems that support human judgement, decision-making and intervention. Photo: Lars Bugge Aarset/Fremtidens Industri Aviation shows what meaningful human control looks like Few industries illustrate engineered human control better than aviation. Over decades, aviation has developed integrated systems of engineering, training, certification, operational procedures and reporting cultures that enable people to perform effectively under pressure. As Sætren explains, “Control in complex systems is not about one layer of defence, it is about how design, training and organisation work together under stress.” One of the clearest examples is the emergency landing of US Airways Flight 1549 on the Hudson River in 2009. After a bird strike disabled both engines shortly after take-off, Captain Chesley Sully Sullenberger and First Officer Jeffrey Skiles had only minutes to assess the situation. Their successful landing was not simply the result of exceptional piloting. It reflected decades of investment in cockpit design, crew resource management, simulator training and Human Factors engineering. Meaningful human control had already been built into the system through engineering, training and preparation. The same principle applies to autonomous and remotely operated maritime systems. When automation reaches its limits, operators must quickly understand the situation, assess their options and intervene effectively. Whether they succeed depends largely on how well the system has been designed to support human performance. US Airways Flight 1549 on the Hudson River in 2009. (Greg L/Wikimedia Commons) Design is a safety function A key insight from Human Factors research is that system design directly influences safety. Park argues that interface design should therefore be viewed as a safety function rather than simply a usability concern. “Instead of requiring operators to adapt to technology, systems should support the way people naturally monitor, interpret and act.” Interfaces, alarm systems, workload, automation logic and procedures all shape how people perceive situations and make decisions. She adds that interfaces providing a clear “situation at a glance” can reduce cognitive workload while enabling faster and more accurate understanding of operational situations. As Johnsen puts it, “System design is not neutral, it actively shapes human behaviour and the decisions that follow.” Jooyoung Park, PhD candidate at NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri Poor design is therefore not simply a usability problem. It is a safety issue. Research referenced by the authors indicates that approximately 40 to 50 percent of adverse events may be associated with weaknesses in system design, operational procedures or technology. This represents an important shift in thinking. Rather than asking why an operator made a mistake, organisations should ask how the system influenced that decision. From this perspective, human error is not the end of an investigation. It is the beginning of understanding how the system can be improved. Human control as a continuous learning cycle Meaningful human control is not something that can be achieved once during system development. It must be maintained throughout the entire operational life of a system. Park points out that meaningful human control should be engineered from the outset by involving operators, designers, engineers and other stakeholders throughout system development. Human, operational and technical requirements should be considered together, rather than treating the human element as something to be addressed after deployment. NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri This begins with design. Systems should be developed using Human Factors Engineering methods such as task analysis, workload assessment, alarm design, human-machine interface design and realistic operational testing. As Sætren points out, “Learning and continuous improvement don’t happen by chance. They depend on strong Human Factors and Ergonomics knowledge, psychological safety, and clearly defined responsibility.” Just as importantly, organisations must learn from work as it is actually performed, not only from how designers or procedures expect it to be performed. Real-world operations often differ from design assumptions. Understanding these differences allows organisations to continuously improve both technology and operational practices. A third principle is to investigate accidents and incidents from a systems perspective. As Johnsen argues, “Human error should be the starting point of an investigation, not the conclusion.” Rather than assigning blame, organisations should ask why people acted as they did and what factors influenced their decisions. Investigations should examine design, training, workload, automation behaviour and organisational conditions, then use those findings to improve future systems. This creates a continuous learning cycle where operational experience is fed back into system design, making future operations safer and more resilient. Testing of Candela P-12, Frostabåten. Photo: Lars Bugge Aarset/Fremtidens Industri Human control must be engineered As AI and autonomous technologies continue to evolve, the relationship between humans and machines is changing. Human operators are becoming supervisors of increasingly capable systems rather than direct controllers of every task. This shift makes meaningful human control more important than ever. The goal is not simply to keep humans involved. The goal is to ensure that they remain capable of understanding situations, making informed decisions and intervening effectively when technology reaches its limits. As Johnsen summarizes, “If we want meaningful human control, we must design for it from the start, not hope it appears when needed.” The message is clear. As artificial intelligence, automation and autonomy become more advanced, human control becomes more important, not less. Meaningful human control is not an emergency stop button. It is the outcome of deliberate design, responsible operations and continuous learning. MIDAS – Humans in Future Maritime Operations The article is based on Chapter 2 in Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations, edited by Frøy Birte Bjørneseth, Stig Ole Johnsen, Ole Andreas Alsos, Vidar Hepsø, and Gunhild Birgitte Sætren. The book was initiated, funded and written as part of MIDAS – Humans in Future Maritime Operations. MIDAS is a national competence project that examines the role of humans in future maritime operations, where autonomy, artificial intelligence and automation are becoming increasingly important. The ambition is to ensure that new technology is developed in a way that safeguards safety, usability and meaningful human control. The project brings together researchers, technologists, designers and industry actors across the maritime value chain. SINTEF Digital contributes multidisciplinary expertise in human factors and digitalisation. DNV provides expertise in classification and maritime safety, while clusters such as Digital Norway, Ocean Autonomy Cluster and Blue Maritime Cluster ensure relevance for industry stakeholders. Through MIDAS, the goal is to strengthen Norwegian industry’s innovation capacity and contribute to the development and export of future autonomous maritime solutions. See also: New book puts humans at the centre of autonomous and AI-enabled systems Open access resource for industry and academia Published by CRC Press, Safety by Design is available as an Open Access book under the Creative Commons CC BY 4.0 licence. This means that the book can be downloaded free of charge, shared, copied and reused in research, education, training, industrial development and policy work, provided that the original source is properly credited. The book offers practical and research-based insights for technology developers, operators, designers, researchers, educators, regulators and policymakers working to ensure that autonomous, remote and AI-enabled systems are not only innovative, but also safe, usable and centred on meaningful human control. Read or download the book here", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "01/07/2026", "datePublished" : "01/07/2026", "headline" : "Why meaningful human control matters more as AI and autonomy advance", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Tysk-Norsk%20Handelskammer%20Foto%20Lars%20Bugge%20Aarset%20Ocean%20Autonomy%20Cluster%20%2811%29-1.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/why-meaningful-human-control-matters-more-as-ai-and-autonomy-advance", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Les saken på norsk Large screens, advanced control systems and increasing automation are shaping modern ship bridges. But new technology does not necessarily make maritime operations safer. On the contrary, research shows that poorly designed user interfaces, alarms and work environments can increase the risk of accidents, especially when the navigator is alone on night watch. A brand-new passenger ferry equipped with state-of-the-art systems. The bridge is bright, tidy and filled with screens and digital control systems. At first glance, everything appears to represent the future of maritime operations. Yet an experienced captain quickly identifies a problem: several of the screens cannot be dimmed sufficiently at night. The intense light disrupts night vision, which is essential for safe navigation in dark waters. The onboard workaround is improvised, paper sheets and posters are taped over the displays. It may sound trivial, but such small details can have major consequences. – We have long had the knowledge needed to design ship bridges that are better adapted to human strengths and limitations. The challenge is that this knowledge is still used too little and too late in development processes, says Ole Andreas Alsos, professor of interaction design and head of the Shore Control Lab at NTNU. Ole Andreas Alsos, professor and head of NTNU Shore Control Lab Photo: Lars Bugge Aarset/Fremtidens Industri Accidents are rarely just about human error Traditionally, many maritime accidents have been explained as “human error.” However, research indicates that errors are often symptoms of deeper issues in the interaction between people, technology and organisations. In the chapter Designing for the Night Watch: Human Factors Challenges on Modern Ship Bridges, included in the book Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations, a range of well-known maritime accidents are analysed from a human factors perspective. KNM Helge Ingstad. Photo: Jakob Østheim/Forsvaret Among the incidents highlighted are the collision and subsequent loss of KNM Helge Ingstad collision, the engine failure on Viking Sky, the collision between the supply vessel Sjøborg and Statfjord A, and the grounding of the container ship NCL Salten. Despite differing causal factors, the accidents share several common traits. Operators are often exposed to high cognitive workload while critical information is distributed across many screens. Alarm systems generate so many alerts that they are eventually ignored. Automated systems may behave unpredictably, and ship bridges are not always designed in ways that support collaboration and communication among crew members. – When we investigate serious incidents, we often see that attention is focused on the person who made a mistake. But humans always operate within a system. If the system is poorly designed, the likelihood of errors increases, says Frøy Birte Bjørneseth, associate professor at the Department of Ocean Operations and Civil Engineering at NTNU in Ålesund. Grounding of container ship NCL Salten. Photo: Lars Bugge Aarset/Fremtidens Industri Night watch is particularly demanding For a navigator on night watch, small design choices can have significant impact. Screens that cause glare, instruments placed several metres away from the steering position, or control systems requiring multiple steps for simple tasks can significantly reduce situational awareness. In Human Factors research, situational awareness is described as the ability to perceive what is happening, understand what it means, and anticipate what may happen next. Previous studies have shown that loss of situational awareness is one of the main causes of human error in maritime accidents. The researchers also point to the phenomenon of alarm fatigue. On one vessel described in the study, an alarm sounded every five minutes. The first officer repeatedly had to leave the lookout position, turn away from the windows and walk to the rear of the bridge to silence the alarm. Over time, he stopped investigating what the alarms were actually indicating. In a real emergency, such experiences may lead to critical alarms being overlooked. – Much of what we see in accident investigations is not about people being unable to do their jobs. It is about the systems they work within not being designed for how humans actually perceive information, collaborate and make decisions under pressure, says Bjørneseth. Technology must be adapted to humans Paradoxically, extensive standards, guidelines and methods already exist for developing more user-friendly and safer ship bridges. International standards describe how displays should be positioned, how alarms should be prioritised, and how users should be involved in the design process. Nevertheless, such principles are often deprioritised in favour of technical requirements and cost savings. The researchers argue that usability must be treated like other safety requirements. Instead of vague claims that a system should be “intuitive,” requirements should be measurable. For example, 95% of navigators with relevant certification should be able to activate a function within 30 seconds after one hour of training. – We spend enormous resources testing that technology works technically. At the same time, there are often few or no tests that examine whether people can actually use the systems safely and effectively under realistic conditions. If we are to succeed with autonomy and artificial intelligence, human-centered design must be a fundamental part of development, says Alsos. From the bridge of KNM Helge Ingstad. Photo: Marius Vågenes Villanger/Forsvaret An example of what is possible The researchers point to the Unified Bridge concept, developed by Rolls-Royce Marine and later continued by Kongsberg Maritime, as an example of human-centred design working in practice. Here, seafarers were involved from the very beginning of the concept phase and throughout the development process. The bridge was designed around four key principles: safety, simplicity, proximity between user and equipment, and high operational performance. The goal was to reduce cognitive load, make tasks more intuitive, and ensure that navigators could focus on operating the vessel rather than managing complex systems. Improvements included a dedicated button for quickly muting alarms, unified control of screen brightness, and better placement of instruments that reduced the need for unnecessary movement on the bridge. Experience showed that users were highly satisfied and had little interest in returning to traditional bridge designs. NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri More important than ever As artificial intelligence, autonomy and remote operations become more prominent in the maritime sector, understanding the interaction between humans and technology becomes even more critical. – Safety is not primarily about adding more technology, but about ensuring that technology supports the people who use it. As systems become more autonomous and remotely operated, we must be even clearer about how operators can understand the situation, make decisions and intervene when something unexpected occurs, says Stig Ole Johnsen of NTNU, co-editor and contributor to Safety by Design. – Future maritime systems must be developed together with those who actually stand on the bridge and navigate vessels. Technology that does not take human needs and limitations into account may, in the worst case, become an additional burden in the most demanding situations, says Bjørneseth. Stig Ole Johnsen, NTNU, co-editor and contributor to Safety by Design. MIDAS – Humans in Future Maritime Operations The chapter Designing for the Night Watch: Human Factors Challenges on Modern Ship Bridges is published in Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations. The book was initiated, funded and written as part of MIDAS – Humans in Future Maritime Operations. MIDAS is a national competence project that examines the role of humans in future maritime operations, where autonomy, artificial intelligence and automation are becoming increasingly important. The ambition is to ensure that new technology is developed in a way that safeguards safety, usability and meaningful human control. The project brings together researchers, technologists, designers and industry actors across the maritime value chain. SINTEF Digital contributes multidisciplinary expertise in human factors and digitalisation. DNV provides expertise in classification and maritime safety, while clusters such as Digital Norway, Ocean Autonomy Cluster and Blue Maritime Cluster ensure relevance for industry stakeholders. Through MIDAS, the goal is to strengthen Norwegian industry’s innovation capacity and contribute to the development and export of future autonomous maritime solutions. See also: New book puts humans at the centre of autonomous and AI-enabled systems Open access resource for industry and academia Published by CRC Press, Safety by Design is available as an Open Access book under the Creative Commons CC BY 4.0 licence. This means that the book can be downloaded free of charge, shared, copied and reused in research, education, training, industrial development and policy work, provided that the original source is properly credited. The book offers practical and research-based insights for technology developers, operators, designers, researchers, educators, regulators and policymakers working to ensure that autonomous, remote and AI-enabled systems are not only innovative, but also safe, usable and centred on meaningful human control. Read or download the book here", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "23/06/2026", "datePublished" : "23/06/2026", "headline" : "When technology takes the night watch: Why future ship bridges must be designed for people", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Nordic%205%20Tech%20Foto%20Lars%20Bugge%20Aarset%20-%20Ocean%20Autonomy%20Cluster%20%2880%29-1.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/no/nyhetstest/when-technology-takes-the-night-watch-why-future-ship-bridges-must-be-designed-for-people", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "How can we ensure that humans remain in control as artificial intelligence, autonomy and remote operations become increasingly important in critical maritime operations? This is one of the key questions explored in the new book Safety by Design: Human-Centered Approaches to AI, Automation, and Remote Operations, launched in June. The publication brings together contributions from leading researchers and experts in safety, human-machine interaction and autonomous systems. For members of Ocean Autonomy Cluster and MIDAS, the topics are highly relevant. The growing adoption of autonomous vessels, remote operations and AI-enabled decision support systems offers significant opportunities, while also creating new requirements for safety, operator support and system design. Safety must be built in from the start The book argues that safety cannot be treated as an add-on once technology has been developed. Instead, human factors, usability and the role of operators must be integrated into systems from the outset. Drawing on experiences from aviation, maritime operations, energy and transportation, the authors demonstrate how serious incidents often occur when technology, organisations and human work processes are not sufficiently aligned. A central concept in the book is “Meaningful Human Control”, a framework designed to ensure that people retain situational awareness, decision-making authority and the ability to intervene when automated systems operate in complex and safety-critical environments. This is becoming increasingly important as new AI regulations are introduced across Europe. Ole Andreas Alsos, Head of NTNU Shore Control Lab, Professor in Interaction Design. Photo: Lars Bugge Aarset/Fremtidens Industri “As automation and AI move into safety-critical domains, safety can no longer be treated as something that is verified only at the end of development. It must be designed into the relationship between people, organizations and technology from the very beginning. This book is important because it brings human factors, interaction design and safety science together in a practical way: it shows how we can create systems where humans retain meaningful control, operators are supported under pressure, and complex technologies become safer, more transparent and more resilient.” — Ole Andreas Alsos, Professor of Interaction Design, NTNU; Head of Shore Control Lab; co-editor of Safety by Design Container ship NCL Salten grounding near Trondheim. Photo: Lars Bugge Aarset/Fremtidens Industri Stig Ole Johnsen, NTNU, co-editor and contributor to Safety by Design, emphasises that maritime autonomy must be developed around real operational work: “Autonomous and remotely operated maritime systems will not become safe simply by removing people from the bridge or the control loop. They become safer when we understand the work operators actually have to perform, design the technology around that work, and ensure that people can build situation awareness and intervene when conditions change.” — Stig Ole Johnsen, NTNU Stig Ole Johnsen, NTNU, co-editor and contributor to Safety by Design. Relevance for autonomous maritime operations For organisations developing the next generation of autonomous vessels, subsea systems and remotely operated maritime services, the book offers an important perspective: technology does not become safer by removing humans from the loop—it becomes safer when the interaction between people and technology is carefully designed. The book is edited by Frøy Birte Bjørneseth, Vidar Hepsø, Stig Ole Johnsen, Ole Andreas Alsos and Gunhild Birgitte Sætren. Several of the editors and contributors have extensive experience in research and development related to maritime technology, autonomy and safety-critical operations. MIDAS – Humans in Future Maritime Operations The book is initiated, funded and written as part of the project MIDAS – Humans in Future Maritime Operations. MIDAS is a national competence project that investigates the role of humans in future maritime operations, where autonomy, artificial intelligence and automation are becoming increasingly important. The ambition is to ensure that new technology is developed in ways that safeguard safety, usability and meaningful human control. The project brings together researchers, technologists, designers and industry stakeholders across the maritime value chain. NTNU contributes interdisciplinary expertise from several departments, while SINTEF Digital provides competence in human factors and digitalisation. DNV contributes expertise in classification and maritime safety, and the clusters Digital Norway, Ocean Autonomy Cluster and Blue Maritime Cluster. Through MIDAS, the aim is to strengthen Norwegian industry’s innovation capacity and contribute to the development and export of future autonomous maritime solutions. NTNU Shore Control Lab in Trondheim. Photo: Lars Bugge Aarset/Fremtidens Industri Open access resource for industry and academia Published by CRC Press, Safety by Design is available as an Open Access book under the Creative Commons CC BY 4.0 licence. This means that the book can be downloaded free of charge, shared, copied and reused in research, education, training, industrial development and policy work, provided that the original source is properly credited. The book offers practical and research-based insights for technology developers, operators, designers, researchers, educators, regulators and policymakers working to ensure that autonomous, remote and AI-enabled systems are not only innovative, but also safe, usable and centred on meaningful human control. Read or download the book here", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "18/06/2026", "datePublished" : "18/06/2026", "headline" : "New book puts humans at the centre of autonomous and AI-enabled systems", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Nordic%205%20Tech%20Foto%20Lars%20Bugge%20Aarset%20-%20Ocean%20Autonomy%20Cluster%20%2855%29.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/new-book-puts-humans-at-the-centre-of-autonomous-and-ai-enabled-systems", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Four presentations by master's students from NTNU Department of Design were recently held at the NTNU Shore Control Lab, showcasing new ideas and technologies that could help shape the future of autonomous and remotely operated maritime systems. The projects involved more than four students in total. The presentations were organized through the MIDAS project and brought together students, researchers and industry representatives to discuss emerging solutions for maritime autonomy, remote operations and human-machine interaction. As part of their master Andreas Ødegård and Tomas Bønes Wedege built a teleoperation station. Photo: Lars Bugge Aarset/Fremtidens Industri Exploring the future of shore control The student projects addressed different aspects of remote and autonomous vessel operations, ranging from fleet management and operator interfaces to route planning and haptic feedback systems. Master's student Markus Lunde presented the project Designing a Graphical User Interface for Fleet Supervision of Autonomous and Remotely Operated Vessels. The project focused on how future maritime operators can effectively monitor multiple autonomous and remotely operated vessels from a shore control centre. Markus Lunde defending his Master’s thesis. Photo: Lars Bugge Aarset/Fremtidens Industri Lunde developed a functional prototype for the Shore Control Lab featuring both individual operator workstations and a shared operational display. Rather than maximizing the amount of information shown, the design helps operators quickly identify which vessels require attention, understand events as they occur, and move seamlessly between fleet-level and vessel-level views while maintaining situational awareness. Markus Lunde explaining the prototype to the opponents. Photo: Lars Bugge Aarset/Fremtidens Industri Master's students Tomas Bønes Wedege and Andreas Ødegård presented Design and Construction of a Maritime Teledrive Station, which explored a key challenge in autonomous shipping: what happens when a human operator must take control of a vessel from shore. The students designed and built a teledrive station that enables direct real-time vessel control. Andreas Ødegård and Tomas Bønes Wedege presenting scale models of remote operation centres. Photo: Lars Bugge Aarset/Fremtidens Industri Drawing on input from maritime experts, field studies, ergonomic evaluations and production considerations, the project demonstrated how situational awareness, ergonomics and practical manufacturability are closely connected when designing future shore control workstations. Malin Hanssen explaining her prototypes to the opponents. Photo: Lars Bugge Aarset/Fremtidens Industri Another master's project, presented by Johannes Østreborge Thorsen, examined how digital decision-support systems can help planners select more energy-efficient routes for hybrid service vessels in the aquaculture industry. The project explored how weather conditions, charging opportunities, operational requirements, costs and emissions can be integrated into route planning tools. Johannes Østreborge Thorsen explaining how weather routing can be used to reduce fuel, energy consuption and emissions at sea. Photo: Lars Bugge Aarset/Fremtidens Industri. Thorsen developed and tested two prototype interfaces with different levels of information and environmental feedback, highlighting how design choices can influence both decision-making speed and sustainability considerations. Master's student Malin Hanssen presented Collaborative Autonomous Fleet Management, which investigated how future maritime operations centres can support operators responsible for multiple autonomous vessels, remotely operated vessels and sea drones simultaneously. Malin Hanssen. Photo: Lars Bugge Aarset/Fremtidens Industri. Using the Shore Control Lab as a case study, the project explored how people without traditional maritime backgrounds can collaborate to monitor and manage autonomous fleets. The work resulted in design concepts and recommendations for interfaces, workflows and decision-support systems that can improve shared situational awareness, coordination and event handling in future shore control centres. Malin Hanssen explaining her prototype to the opponents. Photo: Lars Bugge Aarset/Fremtidens Industri. The master students were all from NTNU, Department of Design. Bachelor students from Department of Engineering Cybernetics, Adrian Ravn Håkonsen, Arnstein Lystad Johnsen, Mikael Kofoed and Romeo Henriksen also presented the project Haptic Feedback for Remote Controlled Maritime Vessels, carried out at NTNU. Ole Andreas Alsos, Professor in Interaction Design and Head of the Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri. The project explored how tactile feedback can improve operators' perception of vessel movements and surroundings when controlling vessels remotely, potentially making remote operations safer and more intuitive. I’m very impressed by the students’ results. They have done a wonderful job, and their ideas, concepts, and prototypes will serve as a basis for our future research and innovation. Ole Andreas Alsos, Professor in Interaction Design and Head of the Shore Control Lab. Together, the projects demonstrate how multidisciplinary research spanning industrial design, cybernetics, human-machine interaction and decision-support systems is helping shape the next generation of maritime autonomy and shore control technologies. The external opponent, Alf Ove Braseth, Principal Investigator at Institute for Energy Technology and the internal opponent: Ashis Parmar, Associate Professor in design at Department of Design. Photo: Lars Bugge Aarset/Fremtidens Industri. Building competence for the future A well-attended audience of researchers, students and industry professionals gathered at the Shore Control Lab to learn about and discuss the students' work. The audience follows the master presentations at Nyhavna. Photo: Lars Bugge Aarset/Fremtidens Industri. Among those attending was Bård Eker, CEO of Eker Group and one of Norway's most recognized industrial designers and entrepreneurs. Eker has spent decades developing advanced maritime and mobility solutions through Eker Group and has been involved in projects ranging from high-performance boats to electric ferries and autonomous systems. Ødegård and Wedege's presenting scale models of remote operation centres. Photo: Lars Bugge Aarset/Fremtidens Industri For Eker, the student projects highlighted the importance of building competence for the next generation of maritime innovation. The most important thing is that we get more designers and developers who are interested in controlling maritime vessels, whether remotely or autonomously, and who can contribute to ensuring that Norway remains a strong maritime nation. Eker noted that many of the concepts presented are highly relevant to ongoing developments in both commercial shipping and unmanned maritime systems. Bård Eker, CEO of Eker Group. was among the listeners. Photo Lars Bugge Aarset/Fremtidens Industri We have developed an electric ferry, and the idea of operating not just one ferry but several vessels from a shore control centre is becoming increasingly relevant. The work being done here is directly connected to that future. He also pointed to growing demand for advanced remote operations in the unmanned surface vessel sector. We produce unmanned maritime systems for customers who operate them in different ways, including from shore. Some of our customers are in Ukraine, where there is a significant need for this kind of thinking and technology. Opponents questioning. Photo Lars Bugge Aarset/Fremtidens Industri Investing in future innovators While the student projects demonstrated practical solutions and technical innovations, Eker emphasized that their long-term value extends beyond the immediate results. The most important outcome of projects like these is not necessarily the physical result itself, but what these students may go on to create over the next 40 years, Eker adds. Markus Lunde explaining the prototype. Photo: Lars Bugge Aarset/Fremtidens Industri The presentations at NTNU Shore Control Lab highlight the importance of collaboration between academia and industry in developing both the technologies and the talent needed for the future of autonomous maritime operations. Through initiatives such as MIDAS and the Shore Control Lab, students gain the opportunity to work on real-world challenges at the forefront of maritime autonomy, while industry partners gain insight into the next generation of ideas and expertise. More pictures from the presentations Photos: Lars Bugge Aarset/Fremtidens Industri", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "12/06/2026", "datePublished" : "12/06/2026", "headline" : "Students showcase next-generation shore control solutions at NTNU Shore Control Lab", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Masterpresentasjoner%20NTNU%20Shore%20Control%20Lab%20Foto%20Lars%20bugge%20Aarset%20Fremtidens%20Industri%20%2826%29.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/students-showcase-next-generation-shore-control-solutions-at-ntnu-shore-control-lab", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Les saken på norsk The development of autonomous and remote maritime operations is accelerating rapidly across the Norwegian ocean technology sector. In recent months, several companies have demonstrated how uncrewed vessels, remote operations, and new sensor systems are moving from pilot projects into regular operations in demanding offshore environments. A clear example comes from Nordic USV, which recently upgraded its USV Kuling after more than 6,000 nautical miles of operations. The vessel has operated fully uncrewed, without a chase boat, and has been controlled directly from an operations centre in Bergen. In total, the company has completed around 10,000 nautical miles of uncrewed operations in 2026. A new 6 kW generator is intended to increase cruising speed, improve operational reliability in harsh weather conditions, and extend maintenance intervals by 50 percent. USV Kuling under maintenance and upgrade after more than 6,000 nautical miles of autonomous operations. Photo: Nordic USV. “Nordic USV is well underway in establishing uncrewed infrastructure along the Norwegian coast. We currently operate three USVs and six unmanned docking and charging stations, covering both the Helgeland coast and the entire stretch from Måløy to the inner Oslofjord,” says Sander Henriksen, CEO & Founder of Nordic USV. “The vessels operate year-round, delivering water sampling and monitoring services for the aquaculture industry, public authorities, as well as monitoring emissions from wastewater, industrial activity, and mining operations,” he says. Sander Henriksen, CEO & Founder of Nordic USV. Photo: Lars Bugge Aarset/Fremtidens Industri Autonomous voyage from Trondheim to Kårstø Another example is Maritime Robotics and its uncrewed vessel Mariner X, which recently completed an autonomous voyage of more than 500 nautical miles from Trondheim to Kårstø. The nine-metre USV spent nearly one week along the Norwegian coast—operated entirely without crew on board, but under continuous monitoring and control from shore. The operation was carried out in cooperation with Equinor and is described as one of the most extensive autonomous test operations conducted in Norway to date. The vessel is designed for long-endurance operations in challenging coastal and offshore environments and is equipped with advanced sensors and navigation systems for data collection, testing, and operational missions under real-world conditions. Mariner X. Photo: Maritime Robotics The project is not only about autonomous navigation, but about how offshore operations can be conducted with reduced risk, lower manning levels, and improved energy efficiency. Through the voyage, the partners are investigating how uncrewed systems can be scaled from individual demonstrations to routine offshore operations on the Norwegian continental shelf. “We have already tested and operationalised uncrewed vessels in real operations, but the Mariner X gives us an opportunity to push the boundaries of autonomy in a controlled, yet realistic environment. The goal is to understand how these technologies perform in day-to-day offshore operations and what it takes to move from promising trials to scalable solutions,” says Arne Gürtner, Senior Vice President – Technology, Digital and Innovation at Equinor. Arne Gürtner, Senior Vice President – Technology, Digital and Innovation at Equinor. The Norwegian coastline itself provides a demanding test arena, with rapidly changing weather, waves, traffic, currents, and complex navigation conditions. That Mariner X completed the entire journey without serious incidents represents an important technological and operational milestone. “This is Norwegian-built technology that makes complex and hazardous offshore operations safer, more efficient and significantly more environmentally friendly,” says Eirik Hovstein of Maritime Robotics. Eirik Hovstein, Maritime Robotics. Photo: Lars Bugge Aarset/Fremtidens Industri Maritime Robotics has developed uncrewed and remotely operated systems in Trondheim for more than 15 years and already has more than 200 vessels in active operations globally across defence, research, offshore, and ocean industries. See also: Uncrewed vessel completes 500-nautical-mile autonomous voyage along the Norwegian coast Remote seabed mapping in the North Sea At the same time, Fugro has deployed its new USV Blue Eclipse 1 in Norway. The vessel will carry out major parts of the MAREANO seabed mapping programme in the North Sea, remotely operated from the company’s control centre in Aberdeen. The operation marks an important milestone for large-scale uncrewed offshore operations and demonstrates how autonomous vessels are increasingly used in demanding commercial missions in the North Sea. Fugro's 18-metre USV Blue Eclipse 1. Photo: Fugro Se also: Fugro launches Blue Eclipse USV in Norway – set for North Sea mission New sensors and monitoring technology In the area of sensing and situational awareness, new technologies are also being tested directly on board autonomous vessels. Squarehead Technology has partnered with Reach Subsea to install advanced acoustic monitoring systems on the uncrewed vessel Reach Remote 1. The solution enables remote operators to monitor the vessel’s machinery space from shore through AI-based analysis of sound patterns and anomalies. The system is integrated with Massterly’s Remote Operations Centre in Horten. Reach Remote 1. Illustration: Reach Subsea See also: Squarehead and Reach Remote launch acoustic pilot onboard autonomous vessel Squarehead Technology has also demonstrated how advanced acoustic sensing can improve maritime situational awareness through its “super hearing” technology for ships. The system uses arrays of microphones and AI-powered sound analysis to detect and classify surrounding vessels and activities beyond normal human hearing capabilities, providing operators with additional situational awareness in demanding maritime environments. The technology is currently being tested onboard Fjord1’s ferry MF Skopphorn and will also be implemented on the new ferries operating the Lavik–Oppedal connection on Norway’s west coast. The project is part of the broader development toward highly automated and eventually autonomous ferry operations, where new sensor systems are needed to strengthen both onboard and shore-based situational awareness. Bridge on Fjord1 ferry, MF Skopphorn. Photo: Squarehead See also: Squarehead brings “superhearing” to ships Autonomous ferry operations enabled by 5G Norway has also become a testing ground for autonomous ferry operations. The Lavik–Oppedal ferry connection has been used to demonstrate how 5G technology can support autonomous vessel functions, remote monitoring, and real-time data transfer in live ferry operations. The project involved several Norwegian technology actors, including Senti Systems, contributing to communication and enabling technologies supporting autonomous maritime operations. The project demonstrated how next-generation connectivity infrastructure can become a key enabler for future autonomous maritime transport systems, particularly in coastal operations where reliable low-latency communication is critical. Photo: Fjord1 See also: The critical role of 5G in future of autonomous maritime transport Norwegian autonomy technology is also increasingly being deployed internationally. Zeabuz recently delivered autonomy solutions for the Swedish zero-emission ferry Neptunus, where autonomous transit systems, remote monitoring, and advanced navigation technology will support safer, more energy-efficient, and more predictable ferry operations on one of Sweden’s busiest ferry routes. See also: Zeabuz delivers autonomy solution to Swedish zero-emission ferry MIDAS and Shore Control Lab MIDAS (Human in Future Ocean Space Operations) is a six-year research and capacity-building initiative focused on how humans interact with autonomous maritime systems in future ocean operations. The programme explores how increasing autonomy changes maritime work, with particular emphasis on decision support, situational awareness, and the design of safe and effective shore-based control environments. “The ongoing projects are highly relevant to MIDAS because they represent the transition the initiative was established to support, the move from isolated technology development to operational systems where human interactions, autonomous vessels, and shore-based control centres are better integrated,” says Alexandra Neyts, project manager for MIDAS. “MIDAS is all about building strong bridges between academia and industry, connecting research with real-world applications to drive innovation in autonomous marine operations. The developments, pilot projects, and start-ups emerging from this approach clearly demonstrate how it is giving Norway a competitive edge in a rapidly evolving maritime sector, she says. Alexandra Neyts, project manager for MIDAS - Human in Future Ocean Space Operations. Photo: Lars Bugge Aarset/Fremtidens Industri Professor Ole Andreas Alsos, Head of NTNU Shore Control Lab, says the rapid development of uncrewed maritime operations is closely aligned with the research environment’s focus areas. “Uncrewed maritime operations are highly relevant to the Shore Control Lab because they bring together the core questions we work with every day: how to design safe, understandable and effective systems for remote and supervisory control at sea,” says Alsos. “Through the Shore Control Lab and the MIDAS project, we can contribute with human-centred design methods, operational test facilities and research-based knowledge about how operators, autonomy and maritime infrastructure should work together. At the same time, real-world developments in uncrewed operations give us essential cases, requirements and data that strengthen our research, education and innovation activities.” Ole Andreas Alsos, professor and Head of NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri The Shore Control Lab is an experimental and research environment used to study and test concepts for remote ship operations and shore-based control centres, including operator interaction, interface design, and human performance in autonomous maritime systems. From demonstrations to operational reality The development shows how Norwegian actors are building complete ecosystems for maritime autonomy, where vessels, sensors, remote operations centres, and digital services are integrated into new operational models. A wide range of companies and collaboration partners connected to Ocean Autonomy Cluster, FI Ocean Space Incubator, and Maritimt Forum Midt-Norge are involved in this development, contributing expertise across autonomous vessels, sensors, connectivity, control systems, software, offshore operations, and maritime infrastructure. “New technological solutions, expertise, and test arenas are necessary for Norway to remain the world-leading maritime cluster. It is extremely exciting to follow the ocean technology environment that has now really gained momentum in Trondheim, and which will have a major impact on the maritime industry going forward. Therefore, Maritimt Forum works to ensure that conditions are in place for continued development of both technology and expertise through good framework conditions and collaboration across sectors,” says Ellen Weidemann, head of Maritimt Forum Midt-Norge. Ellen Weidemann, head of Maritimt Forum Midt-Norge. Photo: Lars Bugge Aarset/Fremtidens Industri For Ocean Autonomy Cluster, this illustrates how the sector is rapidly moving from technology development to commercial operations. It is no longer only about demonstrations and testing, but about real-world operations in the North Sea and along the Norwegian coastline, conducted entirely without crew on board.", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "30/05/2026", "datePublished" : "30/05/2026", "headline" : "Uncrewed maritime operations accelerating rapidly across Norwegian ocean technology sector", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Maritime%20Robotics.jpeg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/uncrewed-maritime-operations-accelerating-rapidly-across-norwegian-ocean-technology-sector", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Members of Ocean Autonomy Cluster can this autumn access credit-bearing continuing education courses from NTNU at a significantly reduced price through MIDAS Academy. The standard course fee is NOK 24,000, while Ocean Autonomy Cluster members pay NOK 12,000. Members of Ocean Autonomy Cluster are invited to strengthen their expertise this autumn through flexible, credit-bearing continuing education courses from NTNU, developed in close collaboration with industry through MIDAS Academy. The programmes are tailored to professionals working in marine and maritime industries facing rapid technological development, increasing autonomy, stricter sustainability and safety requirements, and growing system complexity. The courses combine academic insight with practical relevance. Participants work on real challenges from their own workplace, ensuring that new knowledge can be applied directly in ongoing projects and operations. The programmes are organised as part-time online studies with a combination of digital and physical sessions, making them compatible with full-time work. If there are non-Norwegian-speaking participants, the courses can also be conducted in English. For members of Ocean Autonomy Cluster, the course fee is reduced from NOK 24,000 to NOK 12,000. Designed for professionals in ocean industries The courses are relevant for engineers, technologists, project managers and other professionals involved in the development, operation and implementation of advanced technological solutions. In addition to formal academic credits, participants gain access to NTNUs professional environments and build networks across companies and sectors. For employers, the programme offers an opportunity to strengthen internal competence, innovation capacity and long-term competitiveness. Courses autumn 2026 Strategic design and scenario building This course provides insight into how to work strategically with design methodology and lead change processes in complex and uncertain environments. Participants learn methods for strategic problem-solving and future-oriented development work. Application deadline: June 1 Read more about the course Marketing and internationalisation The course provides practical and up-to-date knowledge in market strategy and internationalisation, with particular relevance for technology companies and maritime industry actors. Indicative application deadline: May 15 (Application deadline has passed. Please contact us for available spots.) Read more about the course Design thinking and artificial intelligence The course focuses on how organisations can move from experimenting with artificial intelligence to creating real business value. Through practical examples, participants gain better decision-making foundations for development and implementation projects. Application deadline: June 1 Read more about the course Next-generation operational capabilities This course is particularly relevant for employees working closely with the development and use of remote operations. It provides insight into how monitoring and operations can be planned and conducted remotely using technologies such as smart sensor networks, drones, artificial intelligence and digital twins. Application deadline: June 1 Read more about the course The application deadlines are indicative, and late applications may still be accepted if places remain available. For general questions about the programmes, please contact NTNU Continuing Education and Part-time Studies at videre@ntnu.no.", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "27/05/2026", "datePublished" : "27/05/2026", "headline" : "Build practical competence through MIDAS Academy this autumn", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Foto%20Grafisk%20Senter%20NTNU.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/midas-academy-offers-ocean-autonomy-cluster-members-50-percent-discount-on-continuing-education-courses", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "If operators are penalized for taking control of autonomous vessels, could that influence critical safety decisions at sea? That is the question raised by Asbjørn Lein Aalberg, PhD candidate in Safety Management at Industrial Economics and Technology Management, and Ole Andreas Alsos, Professor of Interaction Design at the Department of Design at NTNU and head of NTNU Shore Control Lab. High ambitions for automation The Norwegian Public Roads Administration is planning extensive use of automated ferry operations on the Lavik–Oppedal route from autumn. The concept involves fully autonomous ferries monitored from shore. The contract framework includes strong incentives to minimize human intervention. Operators may face penalties of up to NOK 240 million if automation targets are not met, while all manual overrides must be logged. From next year, at least 10 percent of departures, and five consecutive days, must be conducted without human intervention. By 2034, the requirement increases to 80 percent of departures and 20 consecutive days. Financial penalties for intervention These mechanisms may have unintended consequences, according to Aalberg. “Sooner or later, situations will arise where an operator feels the need to intervene,” he says. “This may be due to system failure, lack of trust, or simply a sense that something is not right.” Each intervention is recorded and may contribute to financial penalties. “In practice, this creates a system where both the operator and the crew will feel the consequences if intervention happens too often,” Aalberg adds. Alsos points to how such systems shape behaviour. “When every intervention is logged and linked to penalties, it inevitably affects how operators think and act.” Raising the threshold for action While both emphasize that crews will act in clear danger, Aalberg warns about more ambiguous situations. “In situations of uncertainty, sanctions may raise the threshold for taking control,” he explains. He points to established findings in safety research. “We know that accidents are particularly likely when control is transferred from automated systems to humans.” Alsos underlines the operational implications. “If operators do not regularly practice manual control, their skills deteriorate. Training in taking over control is essential.” This challenge is closely linked to Aalberg’s PhD research, which examines the safety implications of bridge officers’ trust in automated and autonomous technology. His work explores how maritime operators adopt advanced systems, and whether their perceived level of trust aligns with the actual reliability of the technology. A key premise is that safe operations depend on calibrated trust, neither over-reliance nor under-trust, but a balance that supports sound decision-making in critical situations. Ole Andreas Alsos, professor at NTNU Department of Design and lead Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri Operational pressure shapes decisions Ferry contracts already include strict requirements for punctuality and emissions—widely seen as positive for both passengers and the environment. “Crew members are highly skilled at optimizing operations to meet these demands,” says Aalberg. “They use experience, collaboration, and judgment to reduce fuel consumption and ensure a good passenger experience.” At the same time, these requirements influence behaviour. “We see that contractual pressure can affect decisions—for example, whether to increase speed slightly to maintain schedules,” Aalberg notes. “This is often framed as human error, but it is better understood as a consequence of the system they operate within.” Who is to blame when something goes wrong? A central issue is how responsibility is assigned in complex systems involving both humans and automation. “If a ferry fails to intervene in time and collides with the quay, who is to blame?” Aalberg asks. “Is it the technology, the operator, or the human?” Alsos highlights a recurring pattern. “The maritime sector has a tendency to place responsibility on the captain, even when technological or organizational factors play a role.” NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri A flawed view of automation Aalberg believes the current approach reflects an outdated understanding of automation. “There is an assumption that automation can remove the human from the system,” he says. “Computers do not get tired and can execute tasks with speed and precision.” However, he emphasizes that human competence remains essential. “Seafarers are better at anticipating how weather, wind, and traffic affect a vessel. They manage complex situations and handle unforeseen events.” See also: Situation awareness by design: Advancing remote operation of autonomous vessels Encouraging intervention—not discouraging it While the intention behind the requirements is understandable, Aalberg questions the approach. “Financial penalties risk influencing whether operators intervene in situations where they actually should,” he says. His conclusion is clear. “Crew should be encouraged to intervene when necessary—not discouraged from doing so.” About MIDAS The MIDAS project (Humans in Future Ocean Operations) takes a systematic approach to one of the core challenges in maritime autonomy: the evolving role of people in increasingly automated systems. The project brings together industry, academia, and clusters to address human factors, trust in autonomy, and the design of effective human–machine interaction. A key premise is the so-called “automation paradox”, that as systems become more autonomous, the human role becomes more critical, not less. By combining research, education, and industry collaboration, MIDAS aims to strengthen both safety and innovation capacity in the development and deployment of autonomous maritime operations. See also: Teknisk Ukeblad: Griper kapteinen inn når en selvkjørende ferge feiler? (NO)", "author" : { "@type" : "Person", "name" : "Lars Bugge Aarset", "sameAs" : "https://www.linkedin.com/in/larsaarset/", "url" : "https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset" }, "dateModified" : "16/04/2026", "datePublished" : "16/04/2026", "headline" : "Will captains hesitate to intervene in autonomous ferry operations?", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Ole%20Andreas%20Alsos%20presenting%20NTNU%20Shore%20Control%20Lab%20-%20Photo%20Lars%20Bugge%20Aarset%20Fremtidens%20Industri.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/will-captains-hesitate-to-intervene-in-autonomous-ferry-operations", "publisher" : { "@type" : "Organization", "logo" : { "@type" : "ImageObject", "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Dark_yellow-fill_POS%20(3).png" }, "name" : "Ocean Autonomy Cluster/FI - Fremtidens Industri", "url" : "oceanautonomy.no" } } ```