Autonomous Ships

The International Maritime Organization (IMO) instruments governing the safety of commercial shipping do not yet provide any regulations for technologies and operational concepts required for autonomous or remotely-controlled ships. A safety framework is consequently being established by IMO before the benefits of the technologies with respect to reduced or no manning on board can be achieved for international shipping.

National or regional regulatory bodies are, however, free to support the introduction of novel technologies and operational concepts within their territorial waters. Autonomous (mostly remotely controlled) ships are now operating successfully within inland waterways and in the offshore sector in several countries. The drivers for introducing autonomous ships range from reducing emissions (such as switching from road transportation) to lack of seafarers.

An autonomous ship can operate for extended periods with various degrees of reduced human input. Three dimensions characterise such a ship: the automated systems in operation, the level of remote control, and the level of manning. At the IMO, these three dimensions have been classified in four modes of operation:

• Degree one: Ship with automated processes and decision support: Seafarers are on board to operate and control shipboard systems and functions. Some operations may be automated and at times be unsupervised but with seafarers on board ready to take control
• Degree two: Remotely controlled ship with seafarers on board: The ship is controlled and operated from another location. Seafarers are available on board to take control and to operate the shipboard systems and functions
• Degree three: Remotely controlled ship without seafarers on board: The ship is controlled and operated from another location. There are no seafarers on board
• Degree four: Fully autonomous ship: The operating system of the ship can make decisions and determine actions by itself.

The above list does not represent a hierarchical order and a ship can operate at one or more degrees of autonomy during a voyage. Currently, the IMO is only considering regulations for the remotely-controlled or autonomous ships.

The IMO is currently researching how the safe, secure and environmentally sound operation of so-called Maritime Autonomous Surface Ships (MASS) could be introduced into IMO instruments. A significant challenge may exist in adapting the regulatory framework to enable autonomous ships to trade globally. The introduction of autonomous ships could also have an impact on cargo liability regimes, such as the Hague and the Hague-Visby Rules. Furthermore, there are several challenges ranging from the human element to technical and commercial issues that need to be resolved. For example, cyber risk management will be increasingly important for autonomous ships. A cyber incident impacting a critical system on board may adversely affect the safety of the ship, crew and cargo.

BIMCO takes a leading role in facilitating the use of autonomous ships in international trade including the development of a standard ship management agreement for autonomous ships. BIMCO has developed a standard contractual foundation for third-party ship managers to deliver services for the operation of remotely controlled or fully autonomous ships, AUTOSHIPMAN.  

The IMO aims to adopt a non-mandatory goal-based MASS Code to take effect in 2025, which will form the basis for a mandatory goal-based MASS Code being part of SOLAS, that is expected to enter into force on 1 January 2028.