Abstract
The paper analyses the issue of unmanned autonomous ships from the perspective of international maritime law with a particular focus on crew related conventions and specifically SOLAS, STCW, and MLC. Our primary aim is to identify potential operational difficulties that could deter shipowners from investing or adopting the new technology. Our analysis indicates that there are several areas of ambiguity that would create impediments to a positive investment decision and deter shipowners from adopting the autonomous ship design. With these findings in mind, suggestions are put forward that could alleviate the problems identified.
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Notes
International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended
International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) as amended, including the 1995 and 2010 Manila Amendments
The Maritime Labour Convention 2016 (MLC)
UNCLOS, Art. 94, (Chwedczuk 2016) (b)
Title 2. Regulation 2.5 (Caccia et al. 2008)
MLC 2016, Reg. 3.1
UNCLOS, Art. 218
UNCLOS, art. 94.
STCW, Chapters II and III.
UNCLOS art. 94, 4 (b)
UNCLOS art. 94, 3.
Hague Visby Rules, art. IV.
McFadden v Blue Star Line [1905] 1 KB 697
India v West Coast SS Co (The Portland Trader) [1964] 2 Lloyd’s Rep 443
SOLAS, Chapter V, Safety of Navigation, reg. 13
UNCLOS, art. 94, 3(b)
Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping Regulations, 1997, art. 5
Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping Regulations, 1997, art. 13
International Management Code for the Safe Operation of Ships and for Pollution Prevention (International Safety Management (ISM) Code), IMO adopted on 4 November 1993 resolution A.741 (Lielbarde 2017) s 4.
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Karlis, T. Maritime law issues related to the operation of unmanned autonomous cargo ships. WMU J Marit Affairs 17, 119–128 (2018). https://doi.org/10.1007/s13437-018-0135-6
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DOI: https://doi.org/10.1007/s13437-018-0135-6