Technology in the maritime industry is accelerating quickly. More and more companies are looking at autonomous and unmanned shipping. The worlds surface is covered by 70% water and even in that space there are on average 3000 maritime collisions each year. The numbers have been improving ever since the COLREGS began in 1972. Collision have included commercial vessels, fishing vessels, pleasure vessels and military vessels. 2019 – 2020 was a bad year for worlds navies during peace time.
Ship owners are looking for ways to reduce costs. Crew related cost such as salaries, provisions and insurance account for 30% of the total budget. Removing accommodation removes weight and allows more cargo space. Such designs may lead to an increase in fuel efficiency.
What is an autonomous vessel (MASS)
The following are definitions of Maritime Autonomous Surface Ships (MASS) as provided by the IMO at their MSC 99 convention.
- Ship with automated processes and decision support: Seafarers are on board to operate and control shipboard systems and functions. Some operations may be automated.
- Remotely controlled ship with seafarers on board: The ship is controlled and operated from another location, but seafarers are on board.
- Remotely controlled ship without seafarers on board: The ship is controlled and operated from another location. There are no seafarers on board.
- Fully autonomous ship: The operating system of the ship is able to make decisions and determine actions by itself.
Interaction between unmanned vessels and COLREGS.
Details are being thrashed out by IMO and flag states on what exactly is required but how will it affect watch keepers on manned vessels? But how will Officers of the watch know if they are dealing with an un crewed vessel? There are some simple ways being looked at;
- AIS idenfitication – perhaps an additional letter.
- Special light at night. Day signal to be confirmed.
The additional letter or different AIS symbol can be displayed on ECDIS and ARPA radar units. Observers will have easily identify the vessel as being autonomous.
A purple all round light was suggested by Thomas Porathe in his paper published for the Norwegian University of Science and Technology. Highlighting which vessels have no crew on board on board will signify to other vessels in the vicinity they are autonomous and relying on sensors.
How does autonomous vessels deal with Rules of the Road?
It depends on the level of human involvement. Tests are now being conducted with AI to assist Officers on watch which will help identify and prioritise actions. The Nautical Institute believe that MASS should comply with the COLREGS.
Rule 5 Maintain a lookout & Autonomous surface vessels.
Every one knows this rule well, maintain a safe look out by all means available and appropriate to the prevailing circumstances and conditions. Even with humans are onboard targets can still be missed until closer range. This could be due to visibility, poor target return or even weak visibility of AIS targets. Identification of lights could become difficult because glare and image quality. In order to overcome the limitations of CCTV cameras on board vessels; inspiration has come from Bats and their ability to see the world around them.
“In order to achieve fully autonomous navigation, constant monitoring of the ship’s surroundings is absolutely crucial,” explains Prof Jan Steckel, from UAntwerp’s Faculty of Applied Engineering.
“Cameras can be used, of course, but when visibility is poor – due to dust, water sprays, mud, smoke or fog – they don’t work properly.”
“We drew our inspiration from the way bats use echolocation. They emit sound waves, and when those waves hit objects, the bats hear the echoes of these collisions, allowing them to avoid obstacles flawlessly.” -source smartmaritimenetwork
Rule 7 – Risk of Collision
(a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist.
(b) Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observations of detected objects.
(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information.
(d) In determining if risk of collision exists the following considerations shall be among those taken into account:
(i) such risk shall be deemed to exist it the compass bearing of an approaching vessel does not appreciably change;
(ii) such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range.
Rule 8 Action to Avoid collision & MASS
Imagine a target has been detected and the MASS vessel is the give way vessel. Therefore under the rules they need to take action. It has to be bold, made in ample time and readily apparent to the observing vessel. Computers controlling vessels have been around for numerous years. Take for example the autopilot, widely used and heavily relied upon.
But what if there is a sensor failure, command failure or communication error. A possible scenario is GPS jamming or remote hacking from cyber security threats. If there is a delay to the system the MASS may not take ample action in time. This becomes Rule 17 Action by Stand On Vessel.
Rule 17 Stand on Vessel
Can a fully autonomous vessel adhere to the rules with a communication failure? If a failure to respond occurs the onus is placed back to the manned vessel.
(i) Where one of two vessels is to keep out of the way the other shall keep her course and speed.
(ii) The latter vessel may, however, take action to avoid collision by her manoeuvre alone, as soon as it becomes apparent to her that the vessel required to keep out of the way is not taking appropriate action in compliance with these Rules.
(b) When, from any cause, the vessel required to keep her course and speed finds herself so close that collision cannot be avoided by the action of the give-way vessel alone, she shall take such action as will best aid to avoid collision.
Rule 17b states that the stand on vessel must take action to avoid collision. This could have been from malfunction, loss of command or any other issue. The computer controlled system may be able to actively identify when it is unable to connect to the shore side unit. In this situation the computer may follow an automated logic to switch on Not Under Command lights / AIS. The operator may need a prompt but certainly technology can be programmed in such a way.
Conclusion
I’ve tried to highlight some salient points regarding autonomous vessels and the application of Rules of the Road. There remains large amounts of regulations to address. Further testing and technological improvement is still needed before systems become trusted.
I can see this will become a strong part of the maritime industry in the future. I expect we will adopt AI assisted shipping first before we can fully trust the machines. Companies are using Unmanned vessels for survey works on coastal and inshore waters. This is a safe area to test and develop.