--- title: News | Shore Control Lab description: Shore Control Lab | --- [![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/shore-control-lab) - [Norwegian](https://oceanautonomy.no/no/nyhetstest/tag/shore-control-lab) Posts about # Shore Control Lab ## [Njord Autonomous Ship Challenge sets new participation record](https://oceanautonomy.no/en-us/oacnews/njord-autonomous-ship-challenge-sets-new-participation-record) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Aug 14, 2026, 10:25:37 AM The Njord Autonomous Ship Challenge has reached a new milestone in 2026, bringing together 20... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/njord-autonomous-ship-challenge-sets-new-participation-record) ## [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) ## [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) ## [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) ## [The critical role of 5G in future of autonomous maritime transport](https://oceanautonomy.no/en-us/oacnews/5g-enables-the-worlds-first-autonomous-ferry-route) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Apr 8, 2026, 1:01:05 PM [Les saken på norsk](https://www.nordsec-cluster.no/aktuelt/5g-spiller-kritisk-rolle-i-fremtidens-autonome-maritime-transport) As the maritime industry explores autonomous and semi-autonomous vessels,... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/5g-enables-the-worlds-first-autonomous-ferry-route) ## [Frostabåten – Successful test sailing of electric hydrofoil in Trondheimsfjorden](https://oceanautonomy.no/en-us/oacnews/frostabåten-successful-test-sailing-of-electric-hydrofoil-in-trondheimsfjorden) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Dec 18, 2025, 9:46:35 PM [Les saken på norsk](https://fi-nor.no/frostabaten-vellykket-testseiling-av-elektrisk-hydrofoil-i-trondheimsfjorden/) [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/frostabåten-successful-test-sailing-of-electric-hydrofoil-in-trondheimsfjorden) ## [Frostabåten: A real-world testbed for the future of autonomous maritime travel](https://oceanautonomy.no/en-us/oacnews/frostabåten-a-real-world-testbed-for-the-future-of-autonomous-maritime-travel) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Dec 9, 2025, 8:15:42 PM [Les saken på norsk](https://fi-nor.no/frostabaten-en-fullskala-testarena-for-fremtidens-autonome-sjotransport/) What happens when a ferry starts taking over some of the tasks we normally... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/frostabåten-a-real-world-testbed-for-the-future-of-autonomous-maritime-travel) ## [Situation awareness by design: Advancing remote operation of autonomous vessels](https://oceanautonomy.no/en-us/oacnews/exploring-the-future-of-autonomous-maritime-operations) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | Nov 12, 2025, 4:15:59 PM Remote operation of autonomous vessels presents unique challenges. How can operators maintain... [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/exploring-the-future-of-autonomous-maritime-operations) ## [International Research Network Visits Nyhavna: Autonomous Maritime Technology in Practice](https://oceanautonomy.no/en-us/oacnews/international-research-network-visits-nyhavna-autonomous-maritime-technology-in-practice) Posted by [Lars Bugge Aarset](https://oceanautonomy.no/en-us/oacnews/author/lars-bugge-aarset) | May 6, 2025, 10:08:31 PM [Les saken på norsk](https://fi-nor.no/autonome-maritime-systemer-i-praksis-nordic-five-tech-besokte-nyhavna/) [CONTINUE READING](https://oceanautonomy.no/en-us/oacnews/international-research-network-visits-nyhavna-autonomous-maritime-technology-in-practice) ## 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/shore-control-lab/page/2) - ##### 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" : "The Njord Autonomous Ship Challenge has reached a new milestone in 2026, bringing together 20 student teams and around 140 participants from nine countries to compete in autonomous maritime technology. India’s Aritra team took the top spot in a closely contested competition, followed by Mys Yavuz from Turkey and AGH Solar Boat from Poland. Teams from Canada, Japan, India, Spain, Scotland, Poland, Turkey and other countries travelled to Norway to test their autonomous vessels in a series of demanding challenges. According to Sutha Rajasingham, Head of Competition Planning for Njord Autonomous Ship Challenge 2026, interest was so high that the organisers had to cap the number of participating teams at 20. “This is the biggest Njord Challenge ever,” Rajasingham says. The number of teams has doubled from last year, when 10 teams took part. Participation has also roughly doubled, making the 2026 competition the largest edition to date. Sutha Rajasingham, Head of Competition Planning for Njord Autonomous Ship Challenge. Photo: Lars Bugge Aarset/Fremtidens Industri Testing autonomous vessels in realistic scenarios The competition is designed to test both the individual capabilities of the vessels and the teams’ ability to integrate different autonomous systems into one functioning platform. The challenges are organised around three main areas and four exercises: pathfinding and manoeuvring, docking, and collision avoidance. In the pathfinding exercise, the vessels must detect buoys and follow a predefined route using GPS waypoints. The docking exercises test two different approaches: conventional docking, similar to parking a vessel alongside a quay, and parallel docking, where the vessel must manoeuvre into position with its long side facing the dock. Photo: Lars Bugge Aarset/Fremtidens Industri The collision-avoidance exercise introduces another autonomous vessel into the scenario. The vessel is remotely monitored and controlled from NTNU’s Shore Control Lab, approximately one kilometre from the competition area. This provides the competing teams with a realistic moving obstacle that they must detect and avoid. The teams are not told in advance exactly what they will encounter. The collision-avoidance is remotely monitored and controlled from NTNU’s Shore Control LabPhoto: Lars Bugge Aarset/Fremtidens Industri The element of surprise is deliberate. It tests whether the teams have developed fully integrated autonomous systems capable of responding to situations they have not specifically rehearsed. “It really tests whether they have a fully integrated system that can handle all the different exercises, rather than having separate solutions for each exercise,” Rajasingham explains. Photo: Lars Bugge Aarset/Fremtidens Industri Competition drives collaboration While the teams are competing for points, the event also creates an environment for collaboration and knowledge sharing. Despite the increasingly close competition, teams openly share solutions, tools and experience with one another. Participants compare approaches and help each other solve technical challenges. “There is a lot of fair play between the teams. They help each other with tools, look at each other’s solutions, and are very open about the solutions they have developed themselves,” says Rajasingham. Photo: Anine Ødegaard/Njord NTNU The competition also highlights the diversity of approaches to autonomous vessel design. One team has developed a highly distinctive hull with a 3D-printed exterior, while another has experimented with a moving battery system designed to stabilise the vessel. The latter team consists of just two students and has only been working together for a year. Several teams have also had to overcome significant technical and logistical challenges, underlining the importance of adaptability in autonomous systems development. Photo: Anine Ødegaard/Njord NTNU International competition, local talent The 2026 competition was decided by very small margins, underlining the high level among this year’s teams. The final top three were: 1. Aritra – India 2. Mys Yavuz – Turkey 3. AGH Solar Boat – Poland The best-performing Norwegian team was Navier USN, which finished in fourth place. The international field brings together different engineering approaches, technologies and experiences from across the world, creating a highly competitive environment. For newer teams, the challenge provides an opportunity to benchmark their systems against teams with several years of competition experience. Photo: Lars Bugge Aarset/Fremtidens Industri Preparing the next generation of maritime technology For the organisers, the most important outcome is not simply determining who wins the competition. Njord is intended to push students to explore what autonomous maritime systems can achieve, while giving them an opportunity to develop technologies that may have applications well beyond the competition. “The most important thing is that we build an event that promotes autonomy and innovation, and pushes students to test the limits of what they can achieve,” Rajasingham says. Photo: Anine Ødegaard/Njord NTNU That ambition aligns closely with the wider development of autonomous maritime technology. Skills developed through the competition – from perception and navigation to sensor integration, control systems and collision avoidance – are increasingly relevant to the maritime industry. And the competition provides students with an environment where they can test those systems on the water, under conditions where unexpected technical problems are inevitable. Photo: Lars Bugge Aarset/Fremtidens Industri Adaptability is part of the challenge Even the strongest teams encounter technical problems during the competition. Having good hardware and a sophisticated autonomous system is only part of the equation. Teams must also be able to diagnose problems, adapt their systems and make decisions when something unexpected happens. “That is probably one of the things that separates the teams – how well they manage to adapt,” Rajasingham says. Photo: Lars Bugge Aarset/Fremtidens Industri The result is a competition that tests not only autonomous navigation, but also engineering judgement, system integration and problem-solving under pressure. With 20 teams from nine countries and around 140 participants, Njord Autonomous Ship Challenge 2026 demonstrates the growing international interest in autonomous maritime technology – and the role student competitions can play in developing the people and technologies that will shape the maritime industry of the future. The winners Team Aritra form India. Photo: Anine Ødegaard/Njord NTNU Mys Yavuz from Turkey. Photo: Anine Ødegaard/Njord NTNU Team AGH from Poland. Photo: Anine Ødegaard/Njord NTNU Best Norwegian team: Navier USN on forth place.. Photo: Anine Ødegaard/Njord NTNU", "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" : "14/08/2026", "datePublished" : "14/08/2026", "headline" : "Njord Autonomous Ship Challenge sets new participation record", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/Njord%20Challenge%202026%20Foto%20Lars%20Bugge%20Aarset%20Fremtidens%20Industri%20%28116%29.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/njord-autonomous-ship-challenge-sets-new-participation-record", "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" : "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" : "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" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Les saken på norsk As the maritime industry explores autonomous and semi-autonomous vessels, reliable 5G connectivity is emerging as a cornerstone for safe and efficient operations. Projects across Norway are demonstrating how high-speed, low-latency networks enable real-time monitoring, control, and data management for vessels. The Lavik–Oppedal route across the Sognefjord, operated by Fjord1, is set to become the world’s first autonomous ferry connection. The route is 5.6 kilometers long, part of the E39 highway network, and is Norway’s ninth largest ferry connection, with 1.2 million passenger car equivalents recorded in 2022. In the first half of 2026, Fjord1 will receive four zero-emission ferries that will begin operating on the route from September 2026, which will gradually become autonomous by 2030. The goal is for the vessels to eventually operate as self-sailing ferries with a high degree of automation. These ferries will rely on ultra-fast and stable network connectivity, with Norwegian Electric Systems (NES) providing the autonomy system that enables them to sail from quay to quay, dock, load, and unload with minimal human intervention. As a sub-supplier to NES we find SentiSystems that helps increase system resilience by providing advanced sensor data processing, enabling operation even when GPS/GNSS signals are jammed or spoofed. Arne Kjørsvik, CEO of SentiSystems. Photo: Lars Bugge Aarset/Fremtidens Industri “SentiSystems’ solutions enable robust processing of sensor data, allowing vessels to operate safely even in environments where GPS/GNSS signals are jammed or spoofed,” says Arne Kjørsvik, CEO of SentiSystems. This capability is critical for increasing system resilience in safety-critical maritime operations. SentiSystems is a member of both Ocean Autonomy Cluster and NORDSEC Nordic Defence and Security Cluster. Photo: Fjord1 See also: Situation awareness by design: Advancing remote operation of autonomous vessels 5G as critical infrastructure Autonomous operations generate enormous amounts of data, and stable, high-speed data traffic is essential. This applies broadly to the future of autonomous maritime transport, beyond individual ferry routes, enabling developers and operators to test, monitor, and refine autonomous systems. “Autonomy at sea requires extremely high uptime and low latency. Without reliable 5G, the ferries could not operate safely or efficiently,” says Ørjan Midttun, IT Manager at Fjord1. Ole Magnar Lillestøl and Ørjan Midttun. Photo: Fjord1 The ferries continuously transmit real-time data from cameras, sensors, and navigation systems to the control center in Florø. To handle this, Telia is deploying new 5G mmWave technology, offering speeds of up to 800 megabits per second. “5G is the backbone of this operation. It allows uninterrupted communication with all Fjord1 operational systems on the ferries in real time, even under challenging fjord conditions,” says Tom Erik Nilsen, Sales Director at Telia. SLAM-based tecnologies advancing with standalone 5G According to Espen Frydenlund, Business Developer at Telia Norway, Norwegian autonomy environments have already demonstrated how far multi-sensor navigation and SLAM-based technologies have advanced. Simultaneous Localization and Mapping - SLAM is a method used in robotics and autonomous navigation where a vessel, vehicle, or robot simultaneously builds a map of its surroundings and calculates its own position within that map, without relying on GPS. ZeaFalcon Uncrewed Surface Vessel (USV) from Zeabuz. Photo: Lars Bugge Aarset/Fremtidens Industri Zeabuz develops solutions for autonomous and remotely supervised operations, where ships can “see”, understand and navigate their environment independently. “Zeabuz has already shown how far Norwegian autonomy expertise has progressed, with advanced multi-sensor systems and SLAM-based navigation that allow vessels to operate safely even without GPS. This type of local autonomy provides impressive onboard robustness,” says Frydenlund. Zeabuz delivers intelligent navigation, autonomy and remote control solutions for vessels. Frydenlund emphasizes that scaling such solutions from pilots to commercial operations requires more than onboard intelligence alone. “To scale these solutions to commercial deployment, you need a communications infrastructure that delivers predictability, low latency, and high availability. This is where 5G Standalone becomes decisive.” Øyvind Smogeli demonstrating Zeabuz Remote Operations Centre (ROC) in Nyhavna, Trondheim. Photo: Lars Bugge Aarset/Fremtidens Industri Se also: Zeabuz delivers autonomy solution to Swedish zero-emission ferry 5G Standalone is a full 5G network architecture with a dedicated core network that delivers lower latency, more stable performance, and the ability to allocate dedicated network resources, essential for real-time control and autonomous operations. With 5G Standalone (SA), dedicated network resources and network slicing can be used to separate critical vessel traffic from other mobile network usage. “With dedicated network resources and network slicing, autonomous vessels can share sensor data, video, and navigation information with shore-based control centers in near real time, without critical functions being affected by other traffic in the mobile network,” Frydenlund explains. Alexey Gusev, NTNU Shore Control Lab and Espen Frydenlund during Frostabåten test-sailing. Photo: Telia See also: Zeabuz expands into defense and security with new dual-use autonomy platform Test sailings with Frostabåten As another example of how 5G enables advanced maritime operations, Frostabåten has conducted test sailings with an electric hydrofoil on the Trondheimsfjord. The tests explore how semi-autonomous features and new transport concepts can be developed for short fjord routes using energy-efficient, zero-emission vessels. Frostabåten uses a Candela P‑12 hydrofoil, which lifts the hull out of the water to reduce resistance and energy consumption, and can travel between Frosta and Trondheim in about 25 minutes. Frostabåten - Candela-P12 electric hydrofoil. Photo: Lars Bugge Aarset/Fremtidens Industri During the tests, NTNU Shore Control Lab demonstrated how passenger vessels can be monitored from shore using 5G connectivity. The solution allows high-quality video streaming directly from the vessel to a control room, providing enhanced situational awareness and a basis for further development of remote monitoring and operational support. Ole Andreas Alsos, head of Shore Control Lab, said: “We used the 5G network to transmit high-quality video images with extremely low latency from Frostabåten to a control room at Shore Control Lab. This allowed us to monitor the test operation from shore.” Frydenlund also highlights Frostabåten and NTNU’s AutoTeaming project as a full-scale research platform for human–machine interaction and autonomous vessel operations under real conditions. Autoteaming is a research and development project led by NTNU that develops and tests solutions for effective teamwork between humans and autonomous vessels. The project builds technologies, methods, and control-center concepts that enable operators to supervise, support, and collaborate with autonomous systems in real time, with a strong focus on safety, decision support, and human–machine interaction in real operational environments. “Through Frostabåten and the AutoTeaming project, researchers can test situational awareness, decision support, and remote operations in real environments. The vessel depends on stable high-speed connectivity to transfer and analyze large volumes of data in real time,” he says. The practical experience from Frostabåten shows how 5G not only supports autonomous functions, but also provides a technological foundation for real-time monitoring and control under realistic operational conditions. “Taken together, Zeabuz and Frostabåten show that Norway is at the forefront of maritime autonomy, and that 5G Standalone is a prerequisite for moving the technology from research environments into regular, safe, and scalable operations,” Frydenlund says. See also: Frostabåten – Successful test sailing of electric hydrofoil in Trondheimsfjorden Ole Andreas Alsos, NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri About the actors Fjord1 is enhancing service on the Lavik–Opedal route with four new autonomous, electric ferries in operation. Frostabåten is an electric hydrofoil ferry currently undergoing test sailings on the Trondheim Fjord, designed for energy-efficient, high-speed travel and serving as a testbed for autonomous maritime operations. Norwegian Electric Systems develops autonomous control systems and communication solutions for vessels in demanding environments. NTNU Shore Control Lab offers testing and research facilities for autonomous ships, including simulation and land-based remote control systems. SentiSystems develops sensor fusion that ensures seamless handling of local and global navigation, even in situations where GNSS signals are missing. Telia provides high-speed networks and 5G solutions that enable real-time data transmission for autonomous operations. Testination is a test arena for autonomous maritime operations in the Trondheim Fjord and is operated by Ocean Autonomy Cluster. Zeabuz delivers intelligent navigation, autonomy and remote control solutions for vessels. SentiSystems and Zeabuz are members of Ocean Autonomy Cluster and NORDSEC Nordic Defence and Security Cluster, and both companies are incubator ventures in FI Ocean Space Incubator. The Frostabåten project is led by FI Ocean Space Incubator, bringing together industry and research partners to test and mature new autonomous maritime solutions. NTNU Shore Control Lab is a key collaboration partner for Ocean Autonomy Cluster and Testination, and also serves as a central partner in the MIDAS – Humans in Future Maritime Operations project. Se also: Frostabåten: A real-world testbed for the future of autonomous maritime travel Frostobåten Test sailing in Trondheimsfjorden. 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" : "08/04/2026", "datePublished" : "08/04/2026", "headline" : "The critical role of 5G in future of autonomous maritime transport", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/gloppefjord.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/5g-enables-the-worlds-first-autonomous-ferry-route", "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 – A breakthrough for emission-free and autonomous mobility at sea. This week, an electric hydrofoil from Swedish Candela was tested and trial-sailed in Trondheim Fjord as part of the Frostabåten project. The tests represent an important step toward new emission-free commuter routes, and eventually more autonomous solutions for passenger transport at sea. The project is led by Linda Hald, project manager for Frostabåten, through FI Ocean Space Incubator. Its goal is to explore how electric hydrofoils can be integrated into future public transport offerings, both for commuters, tourism, and new mobility concepts. Candela P‑12 arrived in Trondheim by ship. Photo: Lars Bugge Aarset/Fremtidens Industri Tested on multiple routes in the fjord During the pilot week, the vessel was sailed on routes between Trondheim, Frosta Brygge at Småland, Leksvik, Munkholmen, and Grilstad Marina, in addition to several trips in Trondheim Fjord. The trips served both as technology tests and as data collection opportunities in collaboration with research environments. – We have brought together the entire ecosystem around the project. Public actors, industry, research institutions, and technology suppliers have all been involved. Now we have shown that this can be realized in practice, says Hald. At 15 knots speed, the foils lift the hull out of the water and the boat flies. Photo: Lars Bugge Aarset/Fremtidens Industri Remote monitoring from shore via 5G A key part of the tests was collaboration with NTNU Shore Control Lab, which demonstrated how passenger ferries can be monitored from shore-based control rooms. – We equipped Frostabåten with cameras and communication equipment that allow us to stream 360-degree video from the vessel over the 5G network to our control room at Shore Control Lab in Nyhavna, explains Ole Andreas Alsos, head of Shore Control Lab and professor of interaction design at the Department of Design. NTNU developed a dedicated Gateway, a compact and user-friendly box that connects to power, cameras, and antennas. The solution collects and sends high-quality audio and video streams directly to the control room. Ole Andreas Alsos, head of NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri – Just ten minutes after gaining access to the vessel, we were able to transmit the first live video images over the 5G network to the control room. This demonstrates how quickly this type of solution can be implemented, says Alsos. – The next step is to demonstrate remote control of Frostabåten from the control room, explains Alsos. NTNU had planned four hours to set up the equipment onboard. They finished in just 30 minutes. Photo: Lars Bugge Aarset/Fremtidens Industri. Technology providing speed and efficiency Frostabåten is an electric hydrofoil developed and produced by Candela. It is lifted out of the water by computer-controlled hydrofoils, which reduce friction and energy consumption, provide stability and comfort, and extend battery range compared to traditional boats. Propulsion is provided by Candela C‑Pod motors with counter-rotating propellers, offering quiet, efficient, and maintenance-free operation. The combination of computer-controlled hydrofoils and direct electric propulsion makes the vessel highly energy-efficient and comfortable to sail. – The most important thing now is to show that this works in practice. The technology is mature, and the vessel has already been in commercial operation in Stockholm’s public transport for over a year. Now it’s about engaging people and decision-makers to show that this is a realistic solution in Trondheim Fjord as well, says Alexander Sifvert, director for leisure sales at Candela. Alexander Sifvert, director for leisure sales at Candela. Photo: Lars Bugge Aarset/Fremtidens Industri Broad collaboration across industry, research, and public sector The Frostabåten project is carried out in close collaboration between Frosta Brygge, Trondheim Port, Ocean Autonomy Cluster, MIDAS, Crazy Coyote, WTW, Login Group, Norsk Droneindustri, SINTEF, Maritime Robotics, and FI Ocean Space Incubator. NTNU, with Shore Control Lab, is a key partner for testing and research on remote monitoring and autonomous systems. Trondheim municipality and Trøndelag County are important public partners and contribute funding to the project. Mayor Kent Ranum attended the tests. Photo: Lars Bugge Aarset/Fremtidens Industri Foundation for further development and new routes The project has also attracted significant interest from county authorities. Trøndelag County has indicated plans to support the purchase of electric vessels and the development of new routes, including through the Klimasats program. – This is not just about one boat, but about developing a new mobility concept. Bus at sea, taxi at sea, and new connections that both reduce emissions and make better use of sea areas, says Hald. In January, a new and more extensive test period is planned with additional trips, public demonstrations, and further technology testing. Munkholmen could be one of Frostabåten’s stops. Photo: Lars Bugge Aarset/Fremtidens Industri Incubator role central FI Ocean Space Incubator has played a central role in structuring the project, connecting relevant actors, and enabling rapid progress. – This project shows how the incubator model can be used to realize complex, interdisciplinary initiatives. Here, mobility, maritime technology, research, and regional development come together in a concrete test and development project with significant scaling potential, says Hald. Head of FI Ocean Space Incubator Ingrid Sandnes and project manager for Frostabåten Linda Hald Photo: Lars Bugge Aarset/Fremtidens Industri Serial entrepreneur Terje Viken is a key driving force behind the Frostabåten project. Photo: Lars Bugge Aarset/Fremtidens Industri. The company Crazy Coyote provides both boat operators for Frostabåten and a support boat for photographers. Photo: Lars Bugge Aarset/Fremtidens Industri. Watch drone footage from the trial sail Drone photo: Frank Lervik/Screen Story", "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" : "18/12/2025", "datePublished" : "18/12/2025", "headline" : "Frostabåten – Successful test sailing of electric hydrofoil in Trondheimsfjorden", "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%286%29.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/frostabåten-successful-test-sailing-of-electric-hydrofoil-in-trondheimsfjorden", "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 What happens when a ferry starts taking over some of the tasks we normally associate with a crew, like navigation, monitoring and system checks, but still has a trained operator in control? And how will passengers feel when boarding such a vessel for the first time? These questions are at the heart of new research carried out on Frostabåten, an electric hydrofoil that will begin test sailings on the Trondheim Fjord in December. This initiative offers a unique opportunity to study human–autonomy interaction in real operational conditions, complementing prior laboratory-based research. A flying boat on the fjord Frostabåten uses the Candela P-12, an electric hydrofoil that lifts its hull out of the water as it gains speed. With less drag, the vessel becomes extremely energy-efficient, up to 80% lower consumption than traditional hulls, and can cruise quietly at 25 knots. For the Trondheim Fjord, this technology is a game-changer. It makes it possible to run routes that would be too small for large ferries, and it cuts travel time between Frosta and Trondheim to just 25 minutes. Se also: Frostabåten begins test sailings with electric hydrofoil on the Trondheim Fjord Studying the future passenger Alongside the technical testing, NTNU’s Department of Design is exploring one of the most often overlooked aspects of autonomy: the passenger experience. This part of the research was carried out as a master’s thesis project by master’s students Ane Solbakken-Melleby and Michelle Lous. Both completed their Master of Industrial Design at NTNU with a specialization in interaction design in the spring of 2025. Their study, “Designing Passenger Touchpoints for an Autonomous Ferry Service” (Solbakken-Melleby, Lous & Alsos, 2025), investigates how passengers respond when tasks normally handled by crew are automated or when no crew are immediately visible. Ane Solbakken-Melleby “We mapped the entire travel experience, not just the journey from quay to quay, but from the moment passengers considered booking a trip to the moment they arrived at their final destination,” says Ane Solbakken-Melleby. “This broader perspective allowed us to explore how Frostabåten could become a natural part of the full travel chain, working seamlessly with other forms of public transport so that the journey feels connected from start to finish,” adds They found that when passengers cannot rely on crew for guidance, the design of the environment itself takes on a critical role. Clear signage, intuitive wayfinding, and simple boarding processes become essential, while displays showing route information, vessel status, and safety instructions help build trust. Consistent and predictable interactions throughout the journey reduce uncertainty, creating a sense of reliability. In effect, thoughtful design becomes the passengers’ digital crew, guiding and reassuring them at every step. Michelle Lous. “One of the key findings was that passengers have very different perceptions of autonomy and different levels of trust in the technology. Trust is essential, and it must be built through elements that compensate for the lack of direct human contact on board,” explains Lous. “We saw that strong, consistent information flow throughout the customer journey was particularly effective. By identifying the points where trust needs are highest, we could focus our design efforts there, while acknowledging that these measures may only be a small part of a longer-term strategy to make autonomous services feel like a natural part of everyday travel,” Solbakken-Melleby adds. Research during test-sailing in Stockholm Photo: Ane Solbakken-Melleby Autonomous functions – with a human in charge A key part of Frostabåten is the testing of autonomous navigation support, energy optimization, and situational awareness tools. These systems are intended to make operations safer and more efficient—especially in winter conditions. But one point cannot be emphasized enough: The vessel is not crewless. A trained operator is always at the helm. Autonomous systems support decision-making; they do not replace the human. To study this, NTNU and the Shore Control Lab will stream high-quality video from the vessel to a shore-based control room. This allows researchers to explore long-term possibilities for remote monitoring, improved situational awareness, and new ways of supporting the operator during complex conditions. Candela P-12, hydrofoil ferry. Photo: Candela Se also: Situation awareness by design: Advancing remote operation of autonomous vessels A collaborative test arena Frostabåten is more than a single vessel. It is a shared test arena for Norway’s autonomous maritime community. The project brings together technology companies, designers, researchers and operators through partners such as the Ocean Autonomy Cluster, MIDAS, Trondheim Port, Frosta Brygge, FI Ocean Space Incubator, and Maritime Robotics. For Ocean Autonomy Cluster, the project offers valuable insight into how autonomous functions can be introduced safely, gradually and in ways that benefit both operators and passengers. NTNU Shore Control Lab. Photo: Lars Bugge Aarset/Fremtidens Industri Toward new fjord mobility The long-term ambition is to establish a scalable model for emission-free, fast ferry routes that can serve commuters, tourists, and coastal communities, first in Norway, and eventually internationally. As project manager Linda Cathrine Hald puts it, Frostabåten is “only the beginning.” The knowledge gained—from hydrofoil performance in rough conditions to how passengers respond to autonomy, will shape how future ferry services are designed. And perhaps most importantly, Frostabåten shows that even small vessels can become floating laboratories, helping Norway stay at the forefront of autonomous maritime innovation. Linda Cathrine Hald, Project leader for Frostabåten from FI Ocean Space Incubator. Photo: Lars Bugge Aarset/Fremtidens Industri Test-sailing Candela P-12 in Stockholm References: Ane Solbakken-Melleby, Michelle Lous and Ole Andreas Alsos. (2025). Designing passenger touchpoints for an autonomous ferry service. Journal of Physics: Conference Series, 3123, 012043. https://doi.org/10.1088/1742-6596/3123/1/012043 Read more about the project at Frostabåten project page", "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" : "09/12/2025", "datePublished" : "09/12/2025", "headline" : "Frostabåten: A real-world testbed for the future of autonomous maritime travel", "image" : { "@type" : "ImageObject", "height" : 400, "url" : "https://26558673.fs1.hubspotusercontent-eu1.net/hubfs/26558673/P-12_Frihamnen-231110-16-2048x1365.webp", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/frostabåten-a-real-world-testbed-for-the-future-of-autonomous-maritime-travel", "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" : "Remote operation of autonomous vessels presents unique challenges. How can operators maintain awareness, comfort, and control when managing ships from kilometers away? A recent study from NTNU addresses these questions by combining human-centered design, engineering cybernetics, and iterative prototyping to create effective Remote Operation Centers (ROCs). “Remote operation is not just about transmitting information; it’s about creating presence,” says Ole Andreas Alsos from NTNU SCL. “Our goal was to design a workstation that lets operators feel connected to the vessel, even from a distance.” NTNU Shore Control Lab. Photo: Lars Bugge Aarset Fremtidens Industri Human-centered design in practice The research, described in “Situation Awareness by Design: A Human-Centered Workstation for Teleoperated Vessels” (Gusev, Tufte, Petermann, Veitch, Alsos & Breivik, ICMASS 2025), developed the Prometheus workstation through seven iterative design cycles, each informed by real operator feedback, structured usability testing, and biometric measurements. Early prototypes ranged from a simple single-screen setup inside a van to an immersive cockpit featuring a 225-degree panoramic display, spatial audio, haptic feedback, and multimodal controls. The workstation was developed and tested as part of the Autoteaming project at NTNU, which explores how humans and autonomous systems can co-create adaptive, resilient, and trustworthy teams. By merging human-centered design and engineering cybernetics, the project aims to build systems where people and autonomous vessels work together seamlessly, both in direct control and supervisory modes. “What we’re doing in Autoteaming is building the bridge between human intuition and machine intelligence. This research shows how control theory, design and real-world experimentation can merge into systems that feel alive to the operator, says Morten Breivik. Breivik is project lead autoteaming, and associate professor, at NTNU Department of Engineering Cybernetics. It’s not just about autonomy, but about creating mutual awareness between humans and machines. This project proves that when design meets control engineering, autonomy becomes collaboration,” Breivik adds. Ole Andreas Alsos, head of NTNU Shore Control Lab and professor in interaction design. Photo: Lars Bugge Aarset Fremtidens Industri The workstation was tested on the autonomous ferry milliAmpere1, and the results demonstrated that effective teleoperation is not just about transmitting data — it is about constructing presence at a distance. As Ole Andreas Alsos explains, “Situational awareness cannot be added at the end, it must be the foundation. Our goal was not only to display information, but to create a remote environment where operators feel connected and able to act with confidence.” The study found that panoramic visual displays, spatial audio, multimodal feedback, and intuitive control logic substantially improved operator situational awareness, reduced cognitive load, and enhanced overall operational efficiency. This approach merges human-centered design with engineering cybernetics, highlighting that autonomy and remote control must evolve together. Even when remote, operators must remain truly present. Alexey Gusev, PhD candidate, NTNU Department of Design. Photo: Lars Bugge Aarset Fremtidens Industri “The principle of Situation Awareness by Design means awareness isn’t a by-product - it’s a design goal. Every interface element, sound and movement in the Prometheus workstation was shaped to help operators feel present, connected and in control, even from shore. Remote operation should feel intuitive, immersive and human, because presence is part of performance,” says Alexey Gusev, PhD candidate, NTNU Department of Design. “Our work on shared control explores how autonomy can assist without taking over. The goal is to maintain the operator’s authority while letting the system stabilize, guide and enhance performance in a natural way. It’s a shift from automation to cooperation. When the system understands intent, it becomes a teammate - not a tool,” says Andreas Gudahl Tufte, PhD candidate, NTNU Department of Engineering Cybernetics. Andreas Gudahl Tufte, PhD candidate, NTNU Department of Engineering Cybernetics. Photo: Lars Bugge Aarset Fremtidens Industri ROC – Remote Operation Centres for Next Generation Maritime Autonomy The ROC project builds directly on NTNU’s research and aims to accelerate the industrial implementation of Remote Operation Centres for maritime autonomy. The project brings together NTNU, Maritime Robotics, Massterly, Kongsberg Discovery, Zeabuz, and other partners from industry and academia to develop a new generation of ROC concepts, design principles, and operational models. The goal is to create flexible, scalable, and safe solutions that enable the supervision and control of autonomous and remotely operated vessels — across different vessel types, missions, and environments. The project explores how situational awareness, human–machine interaction, and safety can be maintained in increasingly complex systems of autonomy. ROC is part of the broader MIDAS research initiative (Maritime Autonomy for Dynamic and Adaptive Systems), connecting human-centered design research with industrial development, testing, and standardization efforts in Norway’s leading maritime technology environments. “ROC represents the next step, moving from experimental setups to scalable operational solutions,” says Ole Andreas Alsos. “It’s about transforming research on human-centered design into systems that can support real operations, not just in test scenarios but in everyday maritime practice.” NTNU’s autonomous passenger ferry milliAmpere2 in the canal in Trondheim. Photo: Lars Bugge Aarset/Fremtidens Industri Collaborative effort, tangible results The project involved an extensive team from NTNU: Alexey Gusev, Andreas Gudahl Tufte, Felix-Marcel Petermann, Erik Veitch, Ole Andreas Alsos, and Morten Breivik. Technical contributions were provided by Miguel Honistroza and Egil Eide for the milliAmpere1 ferry, Erlend Sandblåst for building the workstation, and students Are Årøen Lykke, Emre Demirci Ibsen, Gard Eltvik Grønnerød, Anna Østmo, and Maren Javenes, who contributed to the camera system, system architecture, and GUI design. This research was supported by the Research Council of Norway through the projects Autoteaming (344326), SFI Autoship (309230), and MIDAS (331921). The authors also thank the SFI Autoship researchers who contributed feedback and the invited ICMASS-ISSS-2025 participants who took part in evaluations. Read full report 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" : "12/11/2025", "datePublished" : "12/11/2025", "headline" : "Situation awareness by design: Advancing remote operation of autonomous vessels", "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/exploring-the-future-of-autonomous-maritime-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" } } ``` ```json { "@context" : "http://schema.org", "@type" : "BlogPosting", "articleBody" : "Les saken på norsk As part of the Nordic Five Tech – Ocean Autonomy Tour, participants from the Nordic region’s leading technical universities had the opportunity to experience Trondheim’s leading position in autonomous maritime technology. One of the many highlights of the full-day tour was the visit to Nyhavna, where the Ocean Autonomy Cluster and NTNU presented some of the most groundbreaking initiatives in autonomy and maritime innovation. Alexey Gusev, PhD Candidate, NTNU Department of Design. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster From Laboratories to Fjords: A Deep Dive into NTNU's Autonomous Focus After a morning session at the new Norwegian Ocean Technology Centre at Tyholt, the group proceeded to Nyhavna to explore NTNU’s test and development facilities for autonomous systems. Here, participants got an insight into ongoing research projects such as SFI AutoShip, as well as a demonstration at the Shore Control Lab, where remotely operated and autonomous vessels are monitored and controlled in real time. Associate Professor Morten Breivik guided the participants through the labs and explained how the research community at Nyhavna works closely with industry and public sector stakeholders to realize the future of autonomous shipping. Morten Breivik, associate professor, NTNU Department of Engineering Cybernetics. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster. PROMETHEUS: A Glimpse of Real-Time Human–Machine Collaboration One of the day’s most compelling moments was the live demonstration of PROMETHEUS, a new prototype for teleoperation of autonomous ferries. Developed as part of the NTNU-led Autoteaming project, PROMETHEUS leverages 5G, real-time video, tactile feedback, and augmented decision support to enable remote, intuitive vessel control. The system was successfully tested with the milliAmpere1 ferry, which responded smoothly to commands from the Shore Control Lab. But beyond the technical achievement, the demonstration left a deeper impression on the attendees. “This isn’t about replacing people,” Morten Breivik says. “It’s about designing seamless collaboration between humans and machines – in real time. We believe we’ve glimpsed something essential: autonomy that resonates with human intention and intuition.” The team has begun exploring the idea of EPIC AID – Emotional Predictive Integrated Control – as a new paradigm for intuitive, responsive human–machine interaction. Demonstration of autonomus ferry milliAmpere1. Andreas Gudahl Tufte is onboard as safety personnel. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Dedicated researchers behind the technology Behind PROMETHEUS is a dedicated team led by PhD candidates Alexey Gusev and Andreas Gudahl Tufte, both part of the Autoteaming project at NTNU. Alexey, who brings a strong technical background, has been responsible for the development of the user interface, system architecture, and integration with 5G communication. Andreas has focused on the autonomy functionality and has also developed the intelligent control system that dynamically adapts to operator input in real time. In addition, a group of skilled bachelor’s and master’s students have contributed significantly to the development and execution of the demonstration. “We’re truly impressed by these guys and the team around them,” says project lead Morten Breivik. “They’ve delivered on a level that is both technically advanced and practically executable. Their efforts over the past few weeks have been crucial to making today’s demonstration possible.” Breivik emphasizes that this is not about technology for its own sake: – Solutions like this can ultimately make working at sea safer, reduce the need for staffing in hazardous areas, and offer more flexible transport options in cities and ports where autonomous ferries and ships are here to stay. Alexey Gusev, PhD Candidate, NTNU Department of Design. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Both PhD candidates describe the development of PROMETHEUS as more than just a tech project. – Our goal was never just to control the vessel remotely – it was to feel the vessel respond, in real time. And that’s exactly what we experienced at Nyhavna, said Alexey Gusev. – Building Prometheus wasn’t just about engineering – it was about listening. To the system. To the environment. And to the people around it. – I believe we’re closer than ever to autonomy that doesn't just act – but aligns. Andreas Tufte added: – Autoteaming is about trust – not replacement. The goal is to create systems that invite the human back into the loop, not push them out. – This isn’t the future. This is happening now. And what we saw at Nyhavna is just the beginning. – It felt like Prometheus came alive when it mattered. And when you’re surrounded by people who care – that’s when tech becomes more than tech. Roberto Galeazzi. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster. Roberto Galeazzi, Professor at the Technical University of Denmark, commented on the visit: It’s very impressive to see how fast Norway is moving in the development, implementation, and deployment of this technology. It is inspiring for us, as we are also looking in the same direction. We see many opportunities for joint Nordic partnerships that can strengthen development across regions. Ocean Autonomy as a National Driving Force Next, cluster manager Frode Halvorsen presented how the Ocean Autonomy Cluster is working to connect research environments, technology companies, and public actors to strengthen Norway's position as a leader in autonomous maritime technology. – Trondheim has unique conditions for driving this development, both through NTNU, SINTEF, and the close collaboration with the private sector. Nyhavna has become a key hub for innovation and testing, said Halvorsen in his presentation. Galeazzi also highlighted the importance of collaboration across institutions: We are already collaborating with some of the environments here, and we see even greater potential to consolidate and harvest more of what this technology can offer – from ocean observation and environmental monitoring to civil security and defense. Frode Halvorsen, manager of Ocean Autonomy Cluster. Photo: Lars Bugge Aarset Strong Interest from the Nordic Universities The participants were representing universities from Sweden, Denmark, Finland, and Iceland. Many expressed great interest in how Trondheim has managed to combine and connect resources in education, research, and industry in a comprehensive effort to push forward maritime technology. Håvard Wibe, Senior Advisor at NTNU, said: It’s important for us that professionals see what Trondheim has to offer. We hope this visit will increase interest in our research environments and perhaps help create more international contacts and activities. The event concluded with a visit to Fjordlab, NTNU’s underwater technology testing facility in the Trondheim fjord – offering a final glimpse into the interdisciplinary and hands-on work that defines the region’s maritime technology initiative. Håvard Wibe, Senior Advisor at NTNU. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Nordic Five Tech Nordic Five Tech is a strategic alliance established in 2006, consisting of the five leading technical universities in Denmark, Finland, Norway, and Sweden: Aalto University (Finland), Chalmers University of Technology (Sweden), Technical University of Denmark (Denmark), KTH Royal Institute of Technology (Sweden), and Norwegian University of Science and Technology (Norway). The alliance was formed with the goal of leveraging complementary strengths to create synergies in education, research, and innovation. Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Photo: Lars Bugge Aarset/Ocean Autonomy Cluster Photo: Lars Bugge Aarset/Ocean Autonomy Cluster", "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" : "06/05/2025", "datePublished" : "06/05/2025", "headline" : "International Research Network Visits Nyhavna: Autonomous Maritime Technology in Practice", "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%2834%29.jpg", "width" : 750 }, "mainEntityOfPage" : "https://oceanautonomy.no/en-us/oacnews/international-research-network-visits-nyhavna-autonomous-maritime-technology-in-practice", "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" } } ```