Tech and unions square off over Officer of the Watch rules

Nautilus International has stated its opposition to relaxing IMO standards of watchkeeping during dark hours as AI technology company Groke International resurfaced the issue, voicing its support 16 months after a discussion at the IMO’s Maritime Safety Committee (MSC) 107.

In an August 2024 press release, Groke added its support to a call made in March 2023 by Germany, the Netherlands, and the International Chamber of Shipping (ICS) to reintroduce trials allowing a single Officer of the Watch (OOW) during periods of darkness. The proponents argue that 25 years on from initial trials of solo watchkeeping in periods of darkness, technology has advanced ‘significantly’ and new technology may provide a proper lookout onboard a ship “which may possibly surpass the human detection capabilities.”

David Appleton, Head of Professional & Technical at Nautilus, told Seatrade Maritime News that the union does not support the proposal, and that flaws in the arguments put forward were the reason a number of delegations opposed the issue during discussion at MSC 107 last year.

“There are already guidelines in place for the conduct of trials for Maritime Autonomous Surface Ships (MASS) and many administrations have set up MASS testing areas in their national waters where they are free to permit any exemptions necessary to allow for the testing of new systems or equipment. The fundamental purpose of conducting a trial is to provide the necessary data to make a safety case for your proposed method of operation. We do not understand why you would propose revoking a provision in anticipation that a trial is going to be successful.”

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Supporters of relaxing the OOW rules seek the withdrawal of MSC/Circ.733, which was adopted in June 1996 and calls for the end of solo OOW trials by the end of 1997; and MSC/Circ.867, issued in 1998, which considers the results of the trials and concluded it not appropriate or necessary to change watchkeeping guidelines. Proposed text from ICS, Germany, and the Netherlands would effectively withdraw the circulars by clarifying that they apply only to trials before January 1998.

MSC/Circ.867 noted at the time that some administrations were convinced by trials carried out in a period of the 1990s, but the majority of the committee “remained concerned that solo watchkeeping in periods of darkness would have a potentially adverse impact on safety of navigation and protection of the marine environment.”

Groke said the initial trials in the '90s on more than 30 vessels indicated at least the same degree of safety and pollution prevention as traditional arrangements, with CEO Juha Rokka adding: “Initial concerns that only one watchkeeper adversely affects navigational and environmental safety have been disproven with today’s advanced AI-based situational awareness technology.”

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Appleton said Nautilus does not believe that ongoing work on developing a regulatory regime for MASS should be allowed to undermine existing regulations aimed at traditional ships.

“Revoking MSC/Circ.733 would have an obvious effect on the safety of conventional ships which puts the proposal beyond the scope of the MASS related work at IMO.

“The evidence put forward in the 1990’s to support solo watchkeeping in hours of darkness was incredibly weak. This was based on observations of a very small number of vessels over multiple studies all with differing methodologies and relied on abstract determinations of equivalent safety such as how often a watchkeeper looked out of the window. 

“This is in contrast to studies such as the MAIB’s 2004 Bridge Watchkeeping Study which consisted of a thorough analysis of accident data and concluded that a disproportionate number of groundings and collisions involved a watchkeeper alone on the bridge at night. It is notable that this study, based on real world data, recommended strengthening rather than relaxing the requirements related to watchkeepers.”

Groke’s Rokka said in the release: “Navigational safety technology has advanced significantly in the 25 years since MSC/Circ.733. We now need to address whether an additional watchkeeper at night is required or not. With current technology, the OOW could have far greater all-round visibility, day and night, that may not be picked up by the human eye. Further studies and trials are required.”

Nautilus is yet to be convinced that such technology has proven itself to the extent rules should be changed.

“A number of bold claims have been made in relation to the capabilities of autonomous systems but as yet, the safety case has not been made and therefore it is premature to begin relaxing requirements especially those which relate to conventional vessels. If this proposal were to be successful, we believe that it would lead to an increase in vessels operating with a single watchkeeper during the hours of darkness which would inevitably lead to accidents that could have been prevented,” said Appleton.

The issue is due to be considered at MSC's Training and Watchkeeping (HTW)  Sub-Committee to consider the documents as a priority when it meets in February 2025.