Susan Riitala and Thor Malouf, London-based partners in the Shipping and Transportation Group of global law firm Reed Smith LLP, discuss the coming of autonomous cargo vessels.
When it comes to introducing autonomous ships into regular commercial service, “we’re at the beginning of our journey,” Malouf says. Only a few are in service, including a small containership, carrying around 100 boxes, plying the coast of Norway. In addition, a research group in South Korea is working on fully autonomous navigation systems that can be installed on ships.
The path to launching large fleets of autonomous ships isn’t a smooth one. Shipowners, whose expertise focuses on ensuring vessel seaworthiness and the quality of physical elements such as hatches and bolts, aren’t likely to know what it takes to incorporate artificial intelligence into existing navigation technology. They’ll need to employ software experts for that aspect of vessel safety, Malouf says.
Standards for autonomous vessel operation are still in development, Malouf says. The International Maritime Organization is working on a Marine Autonomous Surface Ship (MASS) code that would be voluntary, at least in the outset, to be introduced some time in 2026. At a later point, the IMO standards could become compulsory.
In addition to IMO, autonomous ships are likely to be regulated by their flag registries as well as by vessel classification societies, Riitala says. Nations, too, can be expected to promulgate their own regulations.
Voluntary or not, the emerging rules might still require the presence of humans on the ship for safety reasons, Riitala says. Ultimately, though, autonomous vessels might be allowed to sail if a human is overseeing the helm from a remote location — not necessarily onboard.
In any case, Malouf says, don’t expect to see a fleet of giant containerships sailing the globe without any people in the control room anytime soon. The more likely candidates for self-piloting will be smaller vessels that pose a lower risk to seafaring and port safety.
