Autonomous Ships: Are regulations being left in their wake?

Michael F. Merlie is a partner at the law firm Gawthrop Greenwood, PC
Michael F. Merlie is a partner at the law firm Gawthrop Greenwood, PC

The general public is well aware of the continuing development of autonomous ships. The media constantly provides stories on the advances of these self-driving cars, trucks and cabs. Autonomous vehicles are expected to increase safety while also resulting in significant cost savings in the transportation of goods.

While not receiving the same amount of media coverage, the technology for autonomous ships is also rapidly developing. Earlier this year, a Norwegian partnership announced plans to build the world’s first fully-autonomous containership. The goal is for manned voyages to begin in 2018, with unmanned voyages to begin in 2020.

Rolls Royce has been a leader regarding the technology developments for autonomous vessels. Earlier this year, it announced its collaboration with a Finnish ferry company in developing an intelligent awareness system for vessels. Rolls Royce expects to have the intelligent awareness system commercially available by the end of this year. The company also has a goal of an autonomous vessel in commercial use by the end of the decade.

As with vehicles, the proponents of autonomous vessels tout improved safety as one of the primary benefits. In addition, cost savings are predicted through reduced crewing requirements, and improved predictive maintenance of vessels and equipment. Critics do not believe that unmanned vessels can ever be safely operated and question the ability to perform emergency onboard repairs and the ability to respond to other unexpected developments at sea.

For the maritime industry, much of the technology necessary for autonomous vessels is already in place but continues to be adapted. Not surprisingly, the regulatory bodies are moving at a slower pace. While there is debate on the extent of change necessary for the regulation of autonomous vessels, certainly some challenges will be presented.

How much regulation is necessary?

The extent of regulatory change will depend on the level of autonomy permitted. Lloyd’s Register has published classification guidance for six autonomy levels. The guidance is intended to provide designers, builders and operators with clarity on identifying the desired level of autonomy. The first three levels all require that navigational technology is on a manned vessel to provide support in decision making. The next three levels all involve unmanned vessels with different levels of remote operation, including complete autonomy. The remote operation includes shore-based operators who can intervene when notified by the navigational system.

National vs. international regulations

Vessels are generally subject to two regulatory authorities. There is national regulation for domestic trade with the International Maritime Organization (IMO) responsible for regulation of international trade. The IMO has begun evaluating the need for modified regulations for autonomous ships in international trade. The international regulations require multilateral agreements among the various countries participating in a particular trade. The expectation is that any revisions to IMO regulations could take up to ten years due to competing interests.

As a result, most of the projects currently underway with fully autonomous ships are intended for national waters under national regulation. A particular nation can permit their use prior to adoption of international regulations. European countries are taking the lead in this regard.

Still under scrutiny

There is no clear consensus on what, if any, new or modifications to existing regulations are necessary. However, certain areas have garnered scrutiny. The crew of an autonomous vessel is not clear. Is a remote operator a member of the crew who needs to be licensed? Who is the captain of an autonomous vessel?

Another area of particular importance will be modifications to collision regulations. The existing regulations have standardized rules including when the ships are in sight of each other. These regulations do not contemplate autonomous vessels and will almost certainly need some revision. Rules on the obligations and responsibilities between manned and unmanned ships will need clarification.

The pressure for modification of regulations will only increase with the inevitable technological advancements. The scope of those modifications will be based in large part on the permitted level of autonomy for vessels. Maritime law is one of the oldest and most settled areas of law in the world, successfully adapting from sail to steam and beyond. There is no doubt the same will hold true for autonomous vessels but expect some interesting developments.

About Michael F. Merlie

Michael F. Merlie is a partner at the law firm Gawthrop Greenwood, PC. He specializes in admiralty and maritime law, as well as business law, financing, secure transactions, mergers and acquisitions, and real estate law. Click to reach Michael by email or call him on 001 610-696-8225.

About Gawthrop Greenwood

Gawthrop Greenwood, PC has offices in West Chester, PA and Wilmington, DE serving clients throughout the greater mid-Atlantic region and nation. For more than a century, the firm has stood behind its core principle of providing high-quality legal services with personal attention. Gawthrop Greenwood’s diverse portfolio of clients comprises entrepreneurs, businesses, and governmental entities that entrust the firm with their representation in a wide range of matters including mergers and acquisitions, commercial litigation, estate and tax planning, land use and development, and domestic relations. A complete listing of the firm’s practice areas and attorneys, as well as a variety of legal resources, can be found on the Gawthorp web site.

Article first published in The Maritime Executive and reprinted with kind permission. 

Research demonstrates the ecological threat posed by biofouling

A ship engine covered in muscles
A ship engine covered in muscles

Researchers at the Tel Aviv University’s School of Zoology have published a new study recently demonstrating the ecological threat posed by biofouling. Their analysis found that half the ships passing along the Mediterranean coast of Israel are carrying potentially invasive ascidians on their hulls, among other organisms picked up from around the world.

“These ascidians are passing through the Suez Canal, latching onto ropes and the bottom of the ship. They’re filter feeders, so they cover and clog every surface they latch onto, creating a lot of drag for the ship and damaging marine biodiversity in their new environments. They’re a major threat to our coasts and are very costly to shipowners,” said TAU’s Dr. Noa Shenkar, who led the research.

Continue reading “Research demonstrates the ecological threat posed by biofouling”

Improperly tightened bolts on fuel inlet flange the probable cause of fire on Carnival Liberty

A fuel inlet flage
A fuel inlet flage

The US National Transportation Safety Board (NTSB) has determined the probable cause of the engine room fire on the Carnival Liberty as improperly tightened bolts on a fuel inlet flange.

On the morning of September 7, 2015, the Liberty was alongside at the Charlotte Amalie cruise terminal on St. Thomas, US Virgin Islands. At 1133 hours, fuel pressure alarms and fire alarms went off for the Liberty’s #4 diesel generator, located in the aft engine room. The third engineer activated the space’s HI-FOG fire suppression system within one minute of the alarm, and the second engineer switched the ship’s electrical load over to the #2 generator, which is located in the ship’s forward engine room. Shortly thereafter, the chief engineer arrived at the control room and authorized the closure of fuel and lube oil shutoff valves for generators #4-6. By 1137, the engineering team had also closed off fans and dampers to the aft compartment.

Continue reading “Improperly tightened bolts on fuel inlet flange the probable cause of fire on Carnival Liberty”

Record-breaking heavy lift executes job in record time

A ship approaching harbour
A ship approaching harbour

Much publicity has accompanied the story of Allseas’ giant decommissioning and pipelaying vessel Pioneering Spirit. After a test heavy lift and first commercial removal of Repsol’s Yme platform in the Norwegian North Sea it has more than passed its first real test with removal of Shell’s 24,200t Brent Delta platform topsides. Now details about its part in the record-breaking lift of this decommissioned oil platform topside have been revealed by Kotug International BV.

Five years of engineering and study work preceded the operation yet it took a mere ten seconds for Pioneering Spirit to heavy lift the topside clear of its jacket. Preparations included strengthening the topside’s under-deck and the cutting of the connection between the two.

Continue reading “Record-breaking heavy lift executes job in record time”

New subsea crane that can handle both wire and fibre is breaking new ground

Rolls-Royce is involved in a subsea crane refit that can handle both wire and fibre
Rolls-Royce is involved in a subsea crane refit that can handle both wire and fibre

A refit that’s turning a PSV into a ROV support vessel is taking advantage of a very new subsea crane that can handle both wire and fibre, providing flexibility in a challenging market.

The 76.7m platform support vessel CBO Manoella is one of a pair that’s being transformed into RSVs. As a Rolls-Royce UT715 design that first went into service in 2009, this vessel isn’t exactly old: however the market has changed dramatically during its lifetime. Despite that, this series of ‘North Sea standard’ PSVs were designed to be practical, flexible workhorses with a fair sized deck and good sea keeping characteristics, so it’s no surprise that Manoella’s adaptability has found it work in other segments.

Continue reading “New subsea crane that can handle both wire and fibre is breaking new ground”

Colombian tourist ferry capsized

Photo credit: Juan Quiroz/Agence France-Presse - Getty Images
Photo credit: Juan Quiroz/Agence France-Presse – Getty Images

Content reprinted from the Associated Press

Nine people died and 28 were missing after a tourist ferry packed with about 170 passengers capsized on Sunday 25 June on a reservoir near Medellin, officials said.

A major rescue effort involving Colombia’s Air Force and firefighters from nearby cities searched for survivors at a reservoir in Guatape where the four-story boat, El Almirante, sank. As it went down, recreational boats and Jet Skis rushed to the scene to pull people from the ferry and deliver them safely to the shore, avoiding an even deadlier tragedy.

Continue reading “Colombian tourist ferry capsized”

Global Industry Alliance launched to support a low carbon shipping future

13 leading shipping and marine organisations have come together to support the progress towards a low carbon shipping future
13 leading shipping and marine organisations have come together to support the progress towards a low carbon shipping future

Leading shipowners and operators, classification societies, engine and technology builders and suppliers, big data providers, and oil companies have signed up to a new Global Industry Alliance (GIA) to support transitioning shipping and its related industries towards a low carbon shipping future.

Thirteen companies have signed up to launch the GIA, under the auspices of the GloMEEP Project, a Global Environment Facility (GEF)-United Nations Development Program (UNDP)-International Maritime Organization (IMO) project aimed at supporting developing countries in the implementation of energy efficiency measures for shipping.

Continue reading “Global Industry Alliance launched to support a low carbon shipping future”

Safety warning issued by MAIB following a fatal boiler explosion on ship Manhattan Bridge

The Manhattan Bridge. Photo credit: Ron van de Velde
The Manhattan Bridge. Photo credit: Ron van de Velde

The engine room oiler, Manhattan Bridge, suffered fatal injuries and the second engineer suffered severe burn injuries when a furnace explosion occurred on the vessel’s auxiliary boiler. The oiler and engineer were attempting to restart the boiler after it had suffered a flame failure cut out.

The boiler had tripped out several times due to flame and ignition failures earlier in the day and had been successfully restarted by the second engineer.

Following the accident, waxy deposits, sufficient to cause intermittent fuel supply problems, were found in the boiler’s distillate fuel supply filter.

Continue reading “Safety warning issued by MAIB following a fatal boiler explosion on ship Manhattan Bridge”

Ditch the rudimentary liquefaction can test advises the Association of Bulk Terminal Operators

The Association of Bulk Terminal Operators has warned about the use of the can test method
The Association of Bulk Terminal Operators has warned about the use of the can test method

The Association of Bulk Terminal Operators has called for a complete overhaul of the cargo sampling and liquefaction testing protocols for raw ores and less common cargoes, such as nickel ore, fine wet coal and bauxite.

Professor Mike Bradley, a member of the advisory panel to the Association of Bulk Terminal Operators and head of Greenwich University’s Wolfson Centre for Bulk Solids Handling Technology, said the current measures in place to test cargoes for potential liquefaction are inadequate, especially for raw ores and variable materials being loaded in ports where conditions are inclement.

Continue reading “Ditch the rudimentary liquefaction can test advises the Association of Bulk Terminal Operators”

Lack of safety management system highlighted in the case of the Peter F Gellatly

Peter F Gellatly image source: NTSB. Photo by John Skelson
Peter F Gellatly image source: NTSB. Photo by John Skelson

The National Transportation Safety Board (NTSB) has issued its accident report into the case of the Peter F Gellatly in New Jersey that caused an estimated $2.7 million of damage, which could have been mitigated had there been a safety management system in place. The tank barge Double Skin 501 collided with the International Matex Tank Terminals (IMTT) Bayonne Pier A whilst being pushed by the uninspected towing vessel. In addition, further damage was caused to an adjacent ship, the Isola Bianca. Furthermore, pipelines on the pier were damaged, resulting in the discharge of 630 gallons of fuel oil into the water.

Continue reading “Lack of safety management system highlighted in the case of the Peter F Gellatly”

Lack of routine maintenance led to three injured crew due to collapse of accommodation ladder

An accommodation ladder attached to a ship
An accommodation ladder attached to a ship

Once the 190m-long bulk carrier was moored alongside, the three crewmen were sent to rig its starboard accommodation ladder. The accommodation ladder was in its stowed position and needed to be unstowed, lowered to the quayside and rigged ready for use.

The top of the accommodation ladder was hinged onto a turntable, which in turn was mounted on a platform attached to the ship’s deck. The access platform at the bottom of the ladder was fitted with a set of collapsible handrails on either side.

Continue reading “Lack of routine maintenance led to three injured crew due to collapse of accommodation ladder”

Rolls-Royce and Svitzer demonstrate the world’s first remotely operated commercial vessel

 The world's first remotely operated commercial vessel has been demonstrated by Rolls-Royce and Svitzer
The world’s first remotely operated commercial vessel has been demonstrated by Rolls-Royce and Svitzer

Rolls-Royce and global towage operator Svitzer have successfully demonstrated the world’s first remotely operated commercial vessel in Copenhagen harbour, Denmark. The companies have also signed an agreement to continue their cooperation to test remote and autonomous operations for vessels, such as autonomous navigation, situational awareness, remote control centre and communication.

Earlier this year, one of Svitzer´s tugs, the 28m long Svitzer Hermod, safely conducted a number of remotely controlled manoeuvres, RR informed. From the quay side in Copenhagen harbour the vessel’s captain, stationed at the vessel’s remote base at Svitzer headquarters, berthed the vessel alongside the quay, undocked, turned 360°, and piloted it to the Svitzer HQ, before docking again.

Continue reading “Rolls-Royce and Svitzer demonstrate the world’s first remotely operated commercial vessel”

Instagram Posts from the IIMS @iimsmarine

Privacy Overview

This website uses cookies so that we can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognising you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful.

Strictly Necessary Cookies

Strictly Necessary Cookie should be enabled at all times so that we can save your preferences for cookie settings.

Show details
Performance & Marketing Cookies

This website uses Google Analytics to collect anonymous information such as the number of visitors to the site, and the most popular pages. This also helps us optimise our marketing campaigns. User data sent to Google Analytics may be used for ad personalization and measurement of our ad campaigns. Keeping this cookie enabled helps us to improve our website.

Show details