Below we discuss some of the latest developments that are shaping the autonomous shipping landscape.

IMO's MASS Code

The International Maritime Organisation (IMO) is in the process of developing an optional Maritime Autonomous Surface Ships (MASS) Code, which is anticipated to be ready for adoption by 2025. This will form the basis for a mandatory MASS Code which is expected to enter into force in January 2028.

The IMO recognises that regulations such as the Safety of Life at Sea Convention (SOLAS) and the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) cater specifically to human crew members and will therefore need to be revised to cater for vessels with no onboard crew. The MASS Code aims to boost these existing safety standards, rather than replace them, and it will initially focus on cargo ships which fall within the scope of SOLAS.

Unlike traditional legislation which imposes prescriptive requirements, this Code adopts a goal-based approach. Goal-based regulations focus on risk analysis rather than strict adherence to rigid guidelines, and echo the approach taken by other IMO instruments, such as the International Safety Management Code. This has the benefit of creating an adaptive regulatory environment suited to the dynamic, and ever-changing nature of autonomous ships and technology. This also ensures that the letter of the law is maintained as technology evolves, without the need for constant amendment of regulations.

Central to the MASS Code is the concept of a designated human "master", responsible for overseeing the operation of each autonomous vessel from a remote operations centre. This role will introduce new training and certification standards mirroring those of the STCW.

The IMO's MASS committee will explore further potential gaps in regulations and the applicability of the Code to other types of ships (e.g. passenger ships). 

BIMCO AUTOSHIPMAN Standard Form Contract

In addition to revisions of international regulatory frameworks, the adoption of autonomous vessels will also require an overhaul of existing standard form contracts. Modelled on the well-established SHIPMAN contract, AUTOSHIPMAN is the first step towards establishing a contractual framework for the effective management and operation of autonomous vessels.

AUTOSHIPMAN aims to address the unique challenges and requirements arising out of the operation of autonomous vessels. A beta version of the agreement is being stress-tested by stakeholders to assess its practical operational features. The feedback collected will help shape and refine the agreement, to ensure it is not only theoretically sound, but also caters to the practical reality of managing an autonomous vessel. A version of the contract is expected to be published in 2024.

By addressing both the legal and commercial aspects of autonomous ship operations, AUTOSHIPMAN paves the way for the smooth adoption and integration of these vessels in the industry. The development of a comprehensive autonomous ship management contract is key to ensure clarity and consistency in operations, and to provide appropriate division of risk and liability.

Norway Leads the Way with Autonomous Ferry Order

In a world first, Fjord1, a major Norwegian ferry operator secured a contract to build four battery-powered roro ferries which are capable of autonomous operations. The ferries, designed by Tersan Shipyard in Turkey, can each accommodate 120 vehicles and are set to operate the Lavik-Oppedal route.

This development not only advances decarbonisation efforts, but also aims to enhance vessel safety and efficiency by utilising autonomous technology. The four ferries will be equipped with autonomous navigation, autocrossing and autodocking software, which will replace manual processes and minimise the risk of human error. Moreover, they will operate solely on electric power via large battery systems in an effort to reduce emissions.

The ferries are set to enter service in September 2026 and will gradually transition to full autonomy by 2028. This development highlights Norway's commitment to sustainable maritime solutions and sets a precedent for the future of autonomous coastal navigation worldwide.

Samsung and DNV's Partnership

In a strategic partnership, Samsung Heavy Industries and DNV have committed to establishing a Remote Operation Centre (ROC) for the real-time monitoring and control of autonomous vessels. To maximise the safety of operations, they aim to use advanced technologies, such as the Internet of Things and cybersecurity platforms to monitor and control a vessel.

One of the key objectives of this partnership is to explore and implement remote assistance technologies that can support autonomous ships and do so reliably, safely and securely. DNV's expertise will play a crucial role in certifying the ROC concept in accordance with industry standards, including the competence standard for remote control centre operators and recommended practice established by DNV in 2019. This collaboration seeks to bridge the gap between innovation and the reality of operating autonomous ships.

Hyundai's AI Engineer

Whilst much of the discussion around autonomous shipping has focussed on navigation and deck crew, we are also seeing developments in the engine room. Hyundai's HL-Nambu 2 is the first LNG dual-fuel bulker fitted with an AI engine automation system. The AI 'engineer' comprises of HiCMB, an integrated ship status monitoring solution, and HiCAMS, an integrated safety control solution. The American Bureau of Shipping verified the safety of the systems and subsequently granted approvals in principle for both.

HiCMB can oversee core ship equipment, including the main engines, power generation units, compressors and pumps with unparalleled precision and responsiveness. HiCAMS on the other hand uses AI to detect and analyse safety-related incidents, such as a fire, using onboard CCTV.

Working together, they enable the AI 'engineer' to continuously assess the condition of the ship's vital components and identify potential hazards. These in turn optimise the vessel's performance and enable the crew to take early mitigation actions, ensuring the safe operation of the vessel.

What makes this development so important is its adaptability. These systems can be seamlessly integrated into newbuilds as well as retrofitted to existing vessels. This project ensures that automation is not confined just to new projects but can be integrated in existing fleets, which presents a financially attractive solution to shipowners.

K-Line Autonomous Navigation Demonstration

K-Line has successfully conducted autonomous voyage demonstrations on a large roro, the Hokuren Maru No.2 , as part of the MEGURI 2040 Project. The project is a collaborative initiative involving 51 Japanese companies working to develop and test autonomous ship technologies.

During the demonstration, K-Line achieved a remarkable 96% system operation rate over three voyages. The autonomous navigation system exhibited exceptional accuracy in coastal navigation and demonstrated robust recognition, analysis and decision-making capabilities. The system integrated with the crew's tasks and effectively navigated through various scenarios, such as collision avoidance manoeuvres.

The MEGURI 2040 project aims to use data from recent sea demonstrations to develop a comprehensive system that can be adapted to various vessels and routes. Further demonstrations are planned for 2025, with the ultimate goal being commercialisation.

CAPTN Initiative

The Clean Autonomous Public Transportation Network (CAPTN) is a vision for the future of shipping, one that combines cutting-edge technology, sustainability and efficiency. The project's ultimate goal is to develop autonomous, low-emission passenger ferries to connect the eastern and western shores of the Kiel Fjord in Germany.

During 2023, the CAPTN team carried out tests on the MV Wavelab , a 21-meter long remote-controlled research catamaran. The vessel is powered by an electric propulsion system that draws energy from batteries and a fuel cell, which is compatible with green hydrogen.

Using state-of-the-art 5G technology and the high performance WiFi-6 network, the CAPTN team successfully manoeuvred Wavelab in autonomous mode within the maritime test infrastructure in Kiel Inner Fjord, from the shore control centre. The onboard data from sensors and systems were used to create a digital twin of the vessel to facilitate remote control and manoeuvring. 

During 2024, CAPTN aims to further enhance Wavelab's autonomy by enabling onboard computers to navigate independently within the Kiel Fjord. CAPTN is looking to integrate AI into collision avoidance scenarios, in order to comply with the IMO's regulations.

Conclusion

The past year has seen significant developments for autonomous ships in both the regulatory and practical spheres.

Through continued work towards a MASS Code, the IMO recognises the importance of establishing an international framework to facilitate the adoption and regulation of autonomous vessels. Similarly, BIMCO's AUTOSHIPMAN addresses the lack of a tailored and standardised contract for the management of autonomous ships.

Various industry partnerships, like Samsung's collaboration with DNV, are pushing to make autonomous shipping a reality by carrying out tests and funding innovative projects. Hyundai's "AI engineer" and K-Line's successful demonstrations highlight the adaptability and viability of autonomous systems. Furthermore, initiatives like CAPTN and the order of autonomous roros in Norway showcase the potential and desire for low-emission, autonomous public transportation systems.

The journey towards an autonomous future in shipping is characterised by collaboration, innovation and a commitment to safety. With regulatory frameworks taking shape and technological advancements accelerating, the era of autonomous shipping is on the horizon.