Unmanned vessels: Not just insurers concerned
Risk analysis has always been at the heart of the marine insurer’s decision process. Shipping safety has a genuine link to the efficiency and professionalism of sailors and master mariners, and anyone in the industry would consider that a good crew is a prerequisite to a well maintained vessel fully able to face any perils at sea. This means that the most important pillar for a marine insurer regarding ship security is the quality of crew on board.
Nevertheless, the present situation reflects the fact that modern shipping is regularly challenging this traditional approach and developments in the industry are less driven with having people on board. Since the end of World War II marine technology has extensively developed, which in turn has reduced the need and number of crew on board. Indeed, despite the ever increasing size of ships, or the innovative use of a vessel, for example an oil storage facility such as a FPSO, or the development of a huge floating dredging factory, we are witnessing a decreasing number of crew on board due to the development and advancement of smart technology. This is linked to cost reduction. Unmanned ships are no longer just a fantasy.
We have already seen a number of experiments with unmanned vessels being controlled ashore with remote control equipment, or from a sister ship sailing alongside or in close proximity to the vessel, using the same type of electronic control devices navigating as a convoy. Has the time arrived for crewless ships as we have seen recently with cars and trains? If the answer is yes then is it only a matter for marine insurers to decide? Undoubtedly marine insurers, be it from the property or liability side, will be key decision makers, but we must see the results from the first prototype tests before any verdict can be taken (please see presentation from the President’s Workshop on Unmanned Vessels – DNV GL Re-Volt from the IUMI 2015 Berlin Conference.
Moreover, the marine insurer’s decisions on unmanned vessels will follow the position adopted by the shipping community’s main stakeholders, such as the shippers and/or charterers. The concept of an unmanned vessel does not fit with the traditional known approach of the shipowner’s legal commitment, which is to safely man its vessel and identify the master as the central authority on board.
All charter-parties and bills of lading currently used specify that the important duties on board must be fulfilled by the master and/or other crew members. Will the stakeholders be prepared to change this? Apart from these commercial partners to shipping, what about flag state and classification societies? Will they be ready to issue new rules, regulations and laws which will recognise the preeminence of remote control technology over the immediate know-how of a crew on board? We can’t ignore or resist new technology and unmanned ships look likely to play a limited – or perhaps broader role – in the future. Once the key issues have been addressed and an international convention has been developed and ratified, then it is likely that these ships will become a reality. But there is a lot of work to be done first and IUMI will be on the forefront during these discussions.
Risk analysis has always been at the heart of the marine insurer’s decision process. Shipping safety has a genuine link to the efficiency and professionalism of sailors and master mariners, and anyone in the industry would consider that a good crew is a prerequisite to a well maintained vessel fully able to face any perils at sea. This means that the most important pillar for a marine insurer regarding ship security is the quality of crew on board.
Nevertheless, the present situation reflects the fact that modern shipping is regularly challenging this traditional approach and developments in the industry are less driven with having people on board. Since the end of World War II marine technology has extensively developed, which in turn has reduced the need and number of crew on board. Indeed, despite the ever increasing size of ships, or the innovative use of a vessel, for example an oil storage facility such as a FPSO, or the development of a huge floating dredging factory, we are witnessing a decreasing number of crew on board due to the development and advancement of smart technology. This is linked to cost reduction. Unmanned ships are no longer just a fantasy.
We have already seen a number of experiments with unmanned vessels being controlled ashore with remote control equipment, or from a sister ship sailing alongside or in close proximity to the vessel, using the same type of electronic control devices navigating as a convoy. Has the time arrived for crewless ships as we have seen recently with cars and trains? If the answer is yes then is it only a matter for marine insurers to decide? Undoubtedly marine insurers, be it from the property or liability side, will be key decision makers, but we must see the results from the first prototype tests before any verdict can be taken (please see presentation from the President’s Workshop on Unmanned Vessels – DNV GL Re-Volt from the IUMI 2015 Berlin Conference.
Moreover, the marine insurer’s decisions on unmanned vessels will follow the position adopted by the shipping community’s main stakeholders, such as the shippers and/or charterers. The concept of an unmanned vessel does not fit with the traditional known approach of the shipowner’s legal commitment, which is to safely man its vessel and identify the master as the central authority on board.
All charter-parties and bills of lading currently used specify that the important duties on board must be fulfilled by the master and/or other crew members. Will the stakeholders be prepared to change this? Apart from these commercial partners to shipping, what about flag state and classification societies? Will they be ready to issue new rules, regulations and laws which will recognise the preeminence of remote control technology over the immediate know-how of a crew on board? We can’t ignore or resist new technology and unmanned ships look likely to play a limited – or perhaps broader role – in the future. Once the key issues have been addressed and an international convention has been developed and ratified, then it is likely that these ships will become a reality. But there is a lot of work to be done first and IUMI will be on the forefront during these discussions.
