Project type: IA Innovation Action

Start of the project: 01/06/2019

Duration: 54 months

[D7.2] Autonomous Ships: Training Framework for crew, operators

and designers

WP n° and title WP7 - Liability, Regulations and Socio-economic perspective study

Responsible Author(s) Jaehan Jeon (USTRAT), Paul Lee (USTRAT), Prof. Gerasimos
Theotokatos (USTRAT)

Contributor(s)

Dissemination Level Public

This project has received funding from the European Union’s Horizon 2020 research and
innovation programme under grant agreement No 815012
D7.2 - Autonomous Ships: Training Framework for crew,
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DELIVERABLE INFORMATION

Status F
(F: final; D: draft; RD: revised draft):
Planned delivery date 30/11/2022 (M42)
Actual delivery date 12/12/2022
Dissemination level: PU
(PU = Public; PP = Restricted to other
program participants; RE =
Restricted to a group specified by the
consortium; CO = Confidential, only
for members of the consortium)
Type: Report, Website, Other, Ethics Other

DOCUMENT HISTORY

Version Date Created/Amended by Changes

(DD/MM/YYYY)
01 05/05/2022 Jaehan Jeon, Georgia Rentifi, Paul Drafting the report
Lee, Gerasimos Theotokatos Developing structure.
Review and revision.
02 10/10/2022 Jaehan Jeon With addressed comments from
KOG
03 05/12/2022 Jaehan Jeon, Paul Lee, Gerasimos Deliverable finalisation.
Theotokatos
Final 12/12/2022 Carolina Salas Final format check for
submission.

QUALITY CHECK REVIEW

Reviewer (s) Main changes

Carolina Salas Format check, consistency and editing.

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DISCLAIMER AND COPYRIGHT

© 2022, AUTOSHIP CONSORTIUM

This publication has been provided by members of the AUTOSHIP consortium and is intended as input to
the discussions on and development of autonomous ship systems. The content of the publication has been
reviewed by the AUTOSHIP consortium members but does not necessarily represent the views held or
expressed by any individual member of the consortium.

While the information contained in the document is believed to be accurate, AUTOSHIP members make
no warranty of any kind with regard to this material, including, but not limited to, the implied warranties of
merchantability and fitness for a particular purpose. None of the AUTOSHIP members, their officers,
employees or agents shall be responsible, liable in negligence, or otherwise howsoever in respect of any
inaccuracy or omission herein. Without derogating from the generality of the foregoing, neither of the
AUTOSHIP members, their officers, employees or agents shall be liable for any direct, indirect, or
consequential loss or damage caused by or arising from any information advice or inaccuracy or omission
herein.

AUTOSHIP has received funding from the European Union's Horizon 2020 research and innovation
programme under grant agreement No. 815012. The same disclaimers as they apply to the consortium
members equally apply to the European Union employees, officers and organisations.

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REFERENCES TO THIS DOCUMENT - ACKNOWLEDGEMENTS

The material in this publication can be reproduced, provided that a proper reference is made to the title of
this publication and to the AUTOSHIP project (https://www.autoship-project.eu/). References to this
document should use the following format, modified as appropriate to the publication where the reference
appears:

Jeon, Lee, Theotokatos, et al. "AUTOSHIP deliverable D7.2: Autonomous ships: Training Framework for
crew, operators and designers", Final report, 12 Dec 2022.

The authors listed in the above citation have contributed material that has been included more or less
verbatim in this report. The editor and contributors also acknowledge all other comments and inputs to this
document from all participants in the AUTOSHIP project. The authors kindly acknowledge the comments
and feedback received from Kongsberg. The opinions expressed in this deliverable are those of the authors
and should not be construed to reflect the views of Kongsberg Maritime and other AUTOSHIP project
participants.

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LIST OF CONTENTS

Deliverable information ................................................................................................................................ 2

Document History ........................................................................................................................................ 2

Quality check review .................................................................................................................................... 2

Disclaimer and copyright ............................................................................................................................. 3

References to this document - Acknowledgements .................................................................................... 4

List of contents............................................................................................................................................. 5

List of Abbreviations and Definitions ........................................................................................................... 9

List of Figures ............................................................................................................................................ 11

List of Tables ............................................................................................................................................. 11

Executive Summary ................................................................................................................................... 14

1. Introduction ........................................................................................................................................ 15

2. Methodology ...................................................................................................................................... 16

3. Conventional Ships Competencies & Training Courses.................................................................... 18

3.1 Conventional Ship’s Organisation and Roles ................................................................................ 18

3.2 Certificate of Competency by STCW Convention ......................................................................... 20

4. Key Enabling Technologies for Autonomous Operations .................................................................. 26

4.1 Autonomous SYSTEMS & RCC LayoutS ...................................................................................... 26

4.1.1 Intelligent Machinery System ............................................................................................. 26

4.1.2 Autonomous Navigation System ....................................................................................... 27

4.1.3 Situation Awareness System ............................................................................................. 28

4.1.4 Connectivity & Cyber Security System .............................................................................. 28

4.1.5 Remote Control Centre (RCC) .......................................................................................... 30

5. Autonomous Operations for the SSS and IWW VessELs ................................................................. 32

5.1 Autonomous Vessel Operations .................................................................................................... 32

5.2 SSS Autonomous Vessel .............................................................................................................. 33

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5.2.1 SSS Autonomy Level ......................................................................................................... 33

5.2.2 SSS Operation ................................................................................................................... 33

5.3 IWW Autonomous Barge ............................................................................................................... 36

5.3.1 IWW Autonomy Level ........................................................................................................ 36

5.3.2 IWW Autonomous Operation ............................................................................................. 37

6. RCC Operator’s Competencies and Skills......................................................................................... 41

6.1 General Competencies/Characteristics Recommended for RCC operators ................................. 41

6.1.1 Experience/Knowledge of conventional ships ................................................................... 41

6.1.2 Good Sense of Situational Awareness with Digitalised Information .................................. 42

6.1.3 Decisiveness & Quick-thinking Skills ................................................................................. 42

6.1.4 Mentality – Self-Discipline, Confidence & Attitude ............................................................ 42

6.1.5 Leadership, Team-working Skills and Social Ability .......................................................... 43

6.1.6 Critical Thinking, Mental Arithmetic Calculations & Creative Skills ................................... 43

6.1.7 Positive Attitude ................................................................................................................. 43

6.1.8 Ability to Remain Calm and Balanced ............................................................................... 44

6.2 SSS Autonomous Vessel .............................................................................................................. 45

6.2.1 Navigation .......................................................................................................................... 47

6.2.2 Deck Operations ................................................................................................................ 55

6.2.3 Cargo Operation, stability, ship integrity ............................................................................ 58

6.2.4 Machinery Operations........................................................................................................ 62

6.2.5 Safety and Security ............................................................................................................ 64

6.2.6 Environment protection ...................................................................................................... 66

6.2.7 Electronic Equipment/Information Technology/Cyber Security ......................................... 70

6.2.8 Maintenance ...................................................................................................................... 73

6.2.9 Ship administration ............................................................................................................ 76

6.2.10 Emergency Response ....................................................................................................... 78

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6.3 IWW Autonomous Barge ............................................................................................................... 83

6.3.1 Navigation .......................................................................................................................... 85

6.3.2 Deck Operations ................................................................................................................ 94

6.3.3 Cargo Operation, stability, ship integrity ............................................................................ 97

6.3.4 Machinery Operations...................................................................................................... 101

6.3.5 Safety and Security .......................................................................................................... 103

6.3.6 Environment protection .................................................................................................... 105

6.3.7 Electronic Equipment/Information Technology/Cyber Security ....................................... 109

6.3.8 Maintenance .................................................................................................................... 112

6.3.9 Ship administration .......................................................................................................... 115

6.3.10 Emergency Response ..................................................................................................... 117

7. Training Framework for Autonomous Operations ........................................................................... 123

7.1 Generic training framework ......................................................................................................... 123

7.2 Specific Training SSS Use Cases ............................................................................................... 129
7.3 Specific Training IWW Use Cases ............................................................................................... 131

8. Proposals for Conventions Update .................................................................................................. 133

8.1 STCW Amendments for Remote Operators ................................................................................ 133

9. Timelines ......................................................................................................................................... 134

9.1 Short-term Goal (IMO LV 2 - RCC & Onboard Crew) ................................................................. 134
9.2 Medium-term Goal (IMO LV 3 – Operator Required) .................................................................. 135
9.3 Long-term Goal (IMO LV 4 – Fully Autonomous) ........................................................................ 135

10. Summary and Conclusions .......................................................................................................... 136

11. Appendix A - Conventional Ships Competence & Training ......................................................... 137

11.1 MASTER ...................................................................................................................................... 137

11.1.1 Master’s responsibilities and jurisdictions ........................................................................ 137

11.1.2 Emergency response ....................................................................................................... 138

11.1.3 Master’s report in case of emergencies ........................................................................... 138

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11.1.4 Duties of the Master as a public official ........................................................................... 139

11.1.5 The Master’s relations with the authorities ...................................................................... 140

11.2 The Crew ..................................................................................................................................... 141

11.2.1 Concept – Crew composition ........................................................................................... 141

11.2.2 Basic Composition of the Crew ....................................................................................... 141

11.3 Certificates of marine competence (Seafarer’s Certificates) ....................................................... 142

11.4 Conditions for obtaining evidence of maritime competence ........................................................ 142
11.5 Rights granted by evidence of maritime competence ................................................................. 142
11.6 Crew duties by rank and specialty ............................................................................................... 143

11.6.1 Chief Officer ..................................................................................................................... 143

11.6.2 Second officer .................................................................................................................. 144

11.6.3 Chief Engineer ................................................................................................................. 145

11.6.4 Second Engineer ............................................................................................................. 146

11.6.5 Third Engineers ............................................................................................................... 146

11.6.6 The electrician ................................................................................................................. 146

11.6.7 The radio telecommunications officer (radiotelegrapher) ................................................ 146

11.7 Organisation of work atboard ...................................................................................................... 147

11.7.1 The Bridge watch officer .................................................................................................. 147

11.7.2 The Engine watch Officer ................................................................................................ 148

11.8 Seamanship practices and EMERGENCY SITUATIONS ........................................................... 149

12. References .................................................................................................................................. 150

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LIST OF ABBREVIATIONS AND DEFINITIONS

Abbreviation Definition

AIS Automatic Identification System

ANS Autonomous Navigation System

ARMS Alert and Resource Management System

ARPA Automatic Radar Plotting Aids

AtoN Aid to Navigation

CCNR Central Commission for the Navigation of the Rhine

CCTV Closed-Circuit Television

CoC Certificate of Competency

Con/CyS Connectivity and Cyber-security System

COLREGS Convention on the International Regulations for Preventing Collisions at Sea

GNSS Global Navigation Satellite System

GPS Global Positioning System

HND Higher National Diploma

IMS Intelligent Machinery System

ISPS International Ship and Port facility Security Code

IWW Inland Waterways

KET Key Enabling Technology

PSB Pallet Shuttle Barge

RCC Remote Control Centre

ROC Remote Operations Centre

SA Situation Awareness

SSS Short Sea Shipping

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STCW International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers

VTS Vessel Traffic Service

VHF Very High Frequency

Short name Name

PNO Ciaotech Srl (PNO Innovation BV)

KOGM Kongsberg Maritime AS

KOGD Kongsberg Digital AS

KOGN Kongsberg Norcontrol AS

STF Sintef Ocean AS

USTRAT University of Strathclyde

ZU Zulu Associates

BV Bureau Veritas Marine & Offshore Registre International De Classification

De Navires Et De Plateformes Offshore

DVW De Vlaamse Waterweg

EAS Eidsvaag AS

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LIST OF FIGURES

Figure 1 D7.2 Methodology Flowchart ................................................................................................. 16

Figure 2 Timeline to achieve the highest ranks .................................................................................... 18
Figure 3 Education time and expiration period of training courses for deck and engine officers of
conventional ships ................................................................................................................................ 25
Figure 4 Mandatory Training Courses for deck and engine officers (D: Depends on the situation) .... 25
Figure 5 – Intelligent machinery system interactions (Bolbot & Wennersberg, 2020) ......................... 27
Figure 6 – Autonomous navigation system of the common vessel (Bolbot & Wennersberg, 2020). ... 28
Figure 7 – An overview of ship systems and their interconnection in communication of the common
autonomous vessel (Bolbot & Wennersberg, 2020) ............................................................................. 29
Figure 8 – Communication system architecture of the common autonomous vessel (Bolbot &
Wennersberg, 2020) ............................................................................................................................. 29
Figure 9 – Remote control centre of the SSS vessel (Bolbot & Wennersberg, 2020) ......................... 30
Figure 10 Waterborne transport model (Wennersberg & Nordahl, 2019) ............................................ 32
Figure 11 CCNR Autonomy Level (CCNR, 2020) ................................................................................ 37

LIST OF TABLES

Table 1 STCW Certificate of Competency (STCW, 2011) ................................................................... 21

Table 2 Navigator CoC Exam Subjects (KIMFT, 2022c) ...................................................................... 23
Table 3 Engineer CoC Exam Subjects (KIMFT, 2022b) ...................................................................... 24
Table 4 Autonomy Level (IMO, 2021) .................................................................................................. 33
Table 5 SSS autonomous use case operations ................................................................................... 33
Table 6 IWW autonomous use case operations .................................................................................. 38
Table 7 Competences required for the RCC operators/supervisors for the navigation of the autonomous
vessel during normal operation ............................................................................................................ 47
Table 8 Break down of the tasks required for the RCC operators/supervisors for the navigation function
of the autonomous vessel during normal operation ............................................................................. 51
Table 9 Competences required for the RCC operators/supervisors for deck operations of the
autonomous vessel............................................................................................................................... 55
Table 10 Break down of the tasks required for the RCC operators/supervisors for deck operations of
the autonomous vessel......................................................................................................................... 55
Table 11 Competences required for the RCC operators/supervisors for cargo operations of the
autonomous vessel with stability and ship integrity .............................................................................. 58
Table 12 Break down of the tasks required for the RCC operators/supervisors for cargo operations of
the autonomous vessel with stability and ship integrity ........................................................................ 59

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Table 13 Competences required for the RCC operators/supervisors for machinery operations of the
autonomous vessel............................................................................................................................... 62
Table 14 Break down of the tasks required for the RCC operators/supervisors for machinery operations
of the autonomous vessel .................................................................................................................... 63
Table 15 Competences required for the RCC operators/supervisors for safety, security and emergency
response of the autonomous vessel..................................................................................................... 64
Table 16 Break down of the tasks required for the RCC operators/supervisors for the safety, security
and emergency response of the autonomous vessel ........................................................................... 65
Table 17 Competences required for the RCC operators/supervisors pertinent to the environmental
protection of the autonomous vessel .................................................................................................... 66
Table 18 Break down of the tasks required for the RCC operators/supervisors for the environment
protection of the autonomous vessel .................................................................................................... 67
Table 19 Competences required for the RCC operators/supervisors for IT and Cybersecurity systems
of the autonomous vessel .................................................................................................................... 70
Table 20 Break down of the tasks required for the RCC operators/supervisors for IT and Cybersecurity
systems of the autonomous vessel ...................................................................................................... 72
Table 21 Competences required for the RCC operators/supervisors for maintenance of the autonomous
vessel.................................................................................................................................................... 73
Table 22 Break down of the tasks required for the RCC operators/supervisors for maintenance of the
autonomous vessel............................................................................................................................... 74
Table 23 Competences required for the RCC operators/supervisors for the ship administration of the
autonomous vessel............................................................................................................................... 76
Table 24 Break down of the tasks required for the RCC operators/supervisors for the ship administration
of the autonomous vessel .................................................................................................................... 77
Table 25 Competences required for the RCC operators/supervisors for Emergency Response of the
autonomous vessel............................................................................................................................... 78
Table 26 Break down of the tasks required for the RCC operators/supervisors for Emergency Response
of the autonomous vessel .................................................................................................................... 79
Table 27 Competences required for the RCC operators/supervisors for the navigation of the
autonomous PSB during normal operation .......................................................................................... 85
Table 28 Break down of the tasks required for the RCC operators/supervisors for the navigation function
of the autonomous PSB during normal operation ................................................................................ 90
Table 29 Competences required for the RCC operators/supervisors for deck operations of the
autonomous PSB.................................................................................................................................. 94
Table 30 Break down of the tasks required for the RCC operators/supervisors for deck operations of
the autonomous PSB............................................................................................................................ 94
Table 31 Competences required for the RCC operators/supervisors for cargo operations of the
autonomous PSB with stability and ship integrity ................................................................................. 97
Table 32 Break down of the tasks required for the RCC operators/supervisors for cargo operations of
the autonomous PSB with stability and ship integrity ........................................................................... 98

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Table 33 Competences required for the RCC operators/supervisors for machinery operations of the
autonomous PSB................................................................................................................................ 101
Table 34 Break down of the tasks required for the RCC operators/supervisors for machinery operations
of the autonomous PSB...................................................................................................................... 102
Table 35 Competences required for the RCC operators/supervisors for safety, security and emergency
response of the autonomous PSB...................................................................................................... 103
Table 36 Break down of the tasks required for the RCC operators/supervisors for safety, security and
emergency response of the autonomous PSB ................................................................................... 104
Table 37 Competences required for the RCC operators/supervisors pertinent to the environment
protection of the autonomous PSB ..................................................................................................... 105
Table 38 Break down of the tasks required for the RCC operators/supervisors for the environment
protection of the autonomous PSB ..................................................................................................... 106
Table 39 Competences required for the RCC operators/supervisors for IT and Cybersecurity systems
of the autonomous PSB...................................................................................................................... 109
Table 40 Break down of the tasks required for the RCC operators/supervisors for IT and Cybersecurity
systems of the autonomous PSB ....................................................................................................... 111
Table 41 Competences required for the RCC operators/supervisors for maintenance of the autonomous
PSB..................................................................................................................................................... 112
Table 42 Break down of the tasks required for the RCC operators/supervisors for maintenance of the
autonomous PSB................................................................................................................................ 113
Table 43 Competences required for the RCC operators/supervisors for the ship administration of the
autonomous PSB................................................................................................................................ 115
Table 44 Break down of the tasks required for the RCC operators/supervisors for the ship administration
of the autonomous PSB...................................................................................................................... 115
Table 45 Competences required for the RCC operators/supervisors for Emergency Response of the
autonomous PSB................................................................................................................................ 118
Table 46 Break down of the tasks required for the RCC operators/supervisors for Emergency Response
of the autonomous PSB...................................................................................................................... 120
Table 47 Generic Autonomous Shipping Training Framework .......................................................... 124
Table 48 Autonomous Shipping Training Framework for SSS........................................................... 130
Table 49 Autonomous Shipping Training Framework for IWW .......................................................... 132
Table 50 STCW Amendments for Navigators .................................................................................... 133
Table 51 STCW Amendments for Engineers ..................................................................................... 134

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EXECUTIVE SUMMARY

This deliverable will describe a training framework with a focus on the remote control centre (RCC)
operators and onboard crews in autonomous ship operations. The two AUTOSHIP use cases (for SSS
and IWW) are considered, with the systems configurations, logistics and operations being based on the
previous AUTOSHIP deliverables (from WP2, Wp3, WP4 and WP5). Subsequently, the expected key
enabling technologies are reviewed to define the required competencies and training courses. Several
requirements are common for both types of autonomous ships, however, some requirements are
additionally demanded corresponding to the specific operational profiles.

Since the goal of the deliverable is to understand new requirements for autonomous ship operators,
autonomous operations are comprehensively reviewed. The competence and training courses for
navigational officers and engineers of conventional ships were also reviewed to map the conventional
certificate and training frameworks. Key enabling technology and autonomous ship operations were
reviewed to understand the varied characteristics of autonomous operations.

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1. INTRODUCTION

To enable safe and reliable autonomous navigation of autonomous ships operating uncrewed or with
reduced crew onboard, several Key Enabling Technologies (KETs) need to be developed and employed,
such as situation awareness (SA), autonomous navigation system (ANS), Intelligent Machinery System
(IMS), Connectivity and Cyber-security System (Con/CyS) and Remote Operations Centre (ROC), which
may include a Remote Control Centre (RCC). These KETs are described in D4.3 of the AUTOSHIP project
(Ruud et al., 2021).

Although advanced technologies reduce human interventions in autonomous ships, human operators are
still present in the ROC/RCC, regardless of the autonomy level. For enabling autonomous operations, a
Digital Master and a Digital Chief will be employed onboard, whereas Remote Navigation Operators and
Remote Engineer Operators with physical workstations will be present at the RCC. The Digital Master will
operate the navigation equipment and manoeuvre the vessel to manage missions. The Digital Chief will
operate the machinery systems and analyse their health condition and report to RCC operators. The
Remote Navigation Operator will plan missions, monitor the navigation of the vessels with handling human
communications and perform the required degree of interaction if needed. The Remote Engineer Operator
will perform the required degree of control modes to the machinery systems to maintain machinery health
conditions and operational modes (Hollmén et al., 2021). Since the Remote Navigation Operator and
Remote Engineer Operator are still in the control loop, thorough training framework must be provided to
develop the required competences for the remote operators and achieve safe operations.

This deliverable reports the activities of Task 7.3 of the AUTOSHIP project (AUTOSHIP, 2019), focusing
on developing a training framework for autonomous shipping. This study deals with normal operations and
emergency response, however, other ship operations, such as cargo operations at port are out of scope.

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2. METHODOLOGY

This deliverable aims to develop a training framework for the two use cases (inland waterways (IWW)
barge, and short ship shipping (SSS) cargo vessel). The framework is developed considering the specified
autonomy levels which were employed in the AUTOSHIP project demonstrations. To achieve the aim, the
methodology consisting of 6 steps is employed as illustrated in the flowchart of Figure 1.

Figure 1 D7.2 Methodology Flowchart

In Step 1, the training framework and competences for conventional shipping (and involved seafarers) are
reviewed and mapped. Since the training framework focuses on common functions of several ship types,
this information is valuable not only for the targeted ship types but also for every ship type.

In Step 2, the key enabling technologies for the two autonomous use cases are analysed. The
characteristic of the autonomous ships and employed technologies are reviewed from the project's
previous deliverables.

In Step 3, autonomous ship operations in Short Sea Shipping and Inland Water Way are mapped. The
requirements for the autonomous use cases are derived from the project's previous deliverables.

In Step 4, the competences and skills of remote operators are defined based on the mapped information
in Steps 1, 2 and 3. The defined competences/skills are categorised into several groups such as personal
characteristics and various operations.

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In Step 5, training frameworks are developed considering advanced technologies and changed operational
conditions.

Lastly, in Step 6, recommendations for updating conventions are summarised based on the developed
training framework and coverage of existing conventions.

The framework development assumes that the machinery type of autonomous ships is a typical machinery
system of the marine diesel engine. Also, this deliverable ignores onboard maintenance works which are
commonly conducted during sailing by onboard crews and assumes all maintenance works are conducted
during port stay periods.

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3. CONVENTIONAL SHIPS COMPETENCIES & TRAINING COURSES

This section reviews and maps the competences and training courses required in conventional shipping.
Position titles and responsibilities can be different according to registered countries and operating
companies, however, mandatory certificates and training courses are regulated by the STCW Convention
(STCW, 2011). This section was developed considering the STCW convention terms for clarifications
regardless of countries and companies. This section provides general information on certificates and
training courses in conventional shipping.

3.1 CONVENTIONAL SHIP’S ORGANISATION AND ROLES

The STCW Convention regulates several mandatory standards to be a qualified seafarer including training
and education, minimum age, seagoing service and medical fitness. Although the requirements are
different according to vessel sizes and vessel types, achieving the highest rank (who takes full
responsibility for the ship) takes great effort and time. In large ocean-going vessels, it generally requires
more than 10 years of seagoing experience to become a Master or Chief Engineer. The below figure is an
example of a timeline to achieve the highest rank.

Master Chief Engineer

5 years

Chief Mate Second Engineer

4 years

Officer in Charge of Officer in Charge of

Navigational Watch Engineering Watch
1 year

Apprentice Navigational Apprentice Engineer

Officer (Training) Officer (Training)
Figure 2 Timeline to achieve the highest ranks

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Master (Captain) has full responsibility for the overall running and safety of the ship, crew (ratings),
passengers and cargo; handles legal and commercial matters and keep all the ship's records up to date
(STCW, 2011).

The Navigational officers are classified into the following three levels (STCW, 2011):

• Chief Officer – assists the Master and oversees deck operations and maintenance, cargo handling
and storage; manages work schedules and supervises other officers.
• Officer in Charge of Navigational Watch (Second Officer) – is responsible for navigation, using
radar, satellite and computer systems; monitors the vessel's position, speed, direction and weather
reports, and carries out watch duties at sea and in port.
• Officer in Charge of Navigational Watch (Third Officer) – is typically the first post after training,
deals with the ship's safety equipment and lifeboats; assists the Second Officer and carries out
watch duties.

The engineering officers are classified into the following four levels (STCW, 2011):

• Chief Engineer – has responsibility for the shipboard maintenance and repairs; records the
maintenance history and inventory list; reports the machinery condition and maintenance working
plan to the Master and onshore supervisors.
• Second Engineer – assists the Chief Engineer and oversees the engine room operations and
maintenance; manages work schedules and supervises other engine room officers and ratings; is
in charge of main engine and sub-systems in conventional ships powered by marine engines.
• Officer in Charge of Engineering Watch (Third Engineer) – is responsible for electric power and
fuel management; in conventional ships, is in charge of diesel engine generator and fuel-related
machinery under the supervision of the Chief Engineer and Second Engineer.
• Officer in Charge of Engineering Watch (Fourth Engineer) – is typically the first position after
training; responsible for auxiliary machinery in the engine room including air conditioning systems
under the supervision of the Chief Engineer and the Second Engineer.

Appendix A provides a detailed description of the seafarers’ roles and competencies for each rank as taken
from the prevailing legislation.

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3.2 CERTIFICATE OF COMPETENCY BY STCW CONVENTION

To be a navigational officer and an engineer, completing approved education and training courses is
compulsory (STCW, 2011). As a first step, a bachelor’s degree or equivalent (Higher National Diploma –
HND) in nautical science and/or maritime engineering is required. These courses are provided by several
qualified universities and engineering schools. The education takes 3-4 years including working-level
training. The degree or diplomas from the maritime academies allows for taking a qualification test to obtain
the certificate of competency (CoC). Passing this certification test and completing one-year of onboard
training, the CoC will be issued.

The first issued certificates would be Standards of Training, Certification and Watchkeeping (STCW)
Regulation Ⅱ/1 or Ⅲ/1. These certificates authorise the person to work as Third and Second officers.
However, to become the higher ranks in larger vessels, higher certificates, such as STCW Regulation Ⅱ/2,
Ⅱ/3, Ⅲ/2 or Ⅲ/3 are needed. These higher CoC require another qualification process and particular
seagoing services. The STCW certificates for the various ranks along with their requirements are listed in
Table 1.

To get a Certificate of Competency for navigator and engineer officers, candidates must pass the
qualification test. Exam subjects are composed considering demanded knowledge and skills of the
maritime officers. According to levels, knowledge depth and subjects are different.

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Table 2 and Table 3 summarised tables of the exam subjects to become a navigator or an engineer. The
information is based on South Korea, but other countries have similar subjects since all certificates are
under the STCW regulation.

The certificates prove competency for the maritime officers; however, training courses are also mandatory
to work onboard. Mandatory training courses are varied depending on the departments and ranks,
however, there are common courses such as firefighting and lifesaving training courses. These essential
training courses may have an expiration period. Re-training courses are usually shorter than the first
training. Figure 3 and Figure 4 list the training courses titles, timelines and expiration period. The training
details are based on the training curriculums of the Korean Institute of Maritime and Fisheries Technology
(KIMFT, 2022a).

Training courses on safety, security and familiarisation are mandatory regardless of department and
position. The majority of the training courses are designed from one to five days, and some of them require
reminder courses every five years.

Table 1 STCW Certificate of Competency (STCW, 2011)

Certificate Target Rank Requirements

Deck Department
Regulation Ⅱ/1 Officer on Navigational Watch Completed approved education
and training courses including at
least six months of seagoing
training
Regulation Ⅱ/2 Master and Chief Officer Seagoing experiences:
For Chief Officer at least 12
months
For Master at least 36 months
Regulation Ⅱ/3 Master Seagoing experiences at least
36 months
Regulation Ⅱ/4 Ratings on Navigational Watch Special training of at least six
months including not less than
two months of seagoing service
Engine Department
Regulation Ⅲ/1 Officer on Engineering Watch Completed approved education
and training course for at least
30 months including not less
than six months of seagoing
training.
Regulation Ⅲ/2 Chief Engineer and First For First Assistant Engineer at
Assistant Engineer least 12 months

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For Chief Engineer at least 36

months
Regulation Ⅲ/3 Chief Engineer Seagoing experiences at least
24 months
Regulation Ⅲ/4 Ratings on Engineering Watch Special training of at least six
months including not less than
two months of seagoing service

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Table 2 Navigator CoC Exam Subjects (KIMFT, 2022c)

Exam subject Knowledge Exam subject Knowledge

Embarkation and
Nautical Instruments
Disembarkation
Nautical Marks MLC (Seafarer’s Act)
Nautical Chart Ship safety (ISPS)
Ocean current and
Navigation Regulation Marine Accident
navigation
Geographical navigation MARPOL
Celestial navigation Maritime Commercial
Radio and Radar SOLAS
Voyage Planning COLREGs
Ship Structure and
Navigation Terminology
Equipment English
Manoeuvring Maritime English
Stability Cargo Loading & Unloading
Watchkeeping Specific Ship’s Act
Weather Knowledge Marine Insurance
Propulsion International Conventions
Operation Emergency, Damage control
Medical care
Search and Rescue,
Communication
Crew management and
training
Onboard healthcare and
management

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Table 3 Engineer CoC Exam Subjects (KIMFT, 2022b)

Exam subject Knowledge Exam subject Knowledge

Internal Combustion Engine Electric Engineering
External Combustion
Electronics
Engine
Machinery 1 Machinery 3
Shaft and Propulsion
Technical Measurement
system
Fuel and Lubrication Oil Control Engineering
Hydraulic Machinery and
Pollution Preventing Watchkeeping
Machinery
HVAC system MARPOL
Manufacturing Emergency Medical Care
Emergency and Damage
Thermodynamics
Control
Machinery 2
Mechanics and Operation
Firefighting
Hydrodynamics
Metal and Material
Maritime Law
Mechanics
Shipbuilding Machinery Management
Crew Management and
Technical Drawings
Training
Engineering English International Conventions
English
Maritime English

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Figure 3 Education time and expiration period of training courses for deck and engine officers of conventional ships

Figure 4 Mandatory Training Courses for deck and engine officers (D: Depends on the situation)

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4. KEY ENABLING TECHNOLOGIES FOR AUTONOMOUS OPERATIONS

The description of the Key Enabling Technologies (KETs) is based on the AUTOSHIP project. According
to (Ruud et al., 2021), the following KETs will be employed for the AUTOSHIP project:

• Intelligent Machinery System (IMS)

• Autonomous Navigation System (ANS)
• Situational Awareness (SA)
• Connectivity and Cyber-Security System (Con/CyS)
• Remote Control Centre/Remote Operation Centre (RCC/ROC)

This deliverable also considered that theoretical use case of the AUTOSHIP project (which are different
than the actual demonstrators). Layouts for these systems were provided in previous deliverables from
WP2 (Wennersberg & Nordahl, 2019). These systems functionalities and layouts are summarised in the
following sections.

4.1 AUTONOMOUS SYSTEMS & RCC LAYOUTS

4.1.1 Intelligent Machinery System

The intelligent machinery system is responsible for automatically monitoring and control of the power and
propulsion system as well as the health management of several critical systems, providing decision support
for advisory to the “Digital Chief” and the remote operator for maintenance planning. The system receives
sensor measurements, estimates the health indices and makes decisions to switch on/off the critical
components. The systems/components health status is estimated by employing sensorial data and AI
algorithms, whereas information is provided to the onboard control systems, to the onshore remote
operator, and to the onshore asset management organisation. The controlled/monitored systems that
interact with the IMS are illustrated in Figure 5 (Bolbot & Wennersberg, 2020).

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Figure 5 – Intelligent machinery system interactions (Bolbot & Wennersberg, 2020)

4.1.2 Autonomous Navigation System

The ship navigation collision and avoidance functions are implemented using the autonomous navigation
system (ANS). This system receives information from a number of sensors, fuses it, translates it into
situational awareness, and makes a decision for ship navigation. Some of the involved components are
illustrated in Figure 6. The detection range using radars in open seas is considered to be 5 nm, whilst the
infrared cameras allow the tracking of objects during the night and in bad weather conditions, but at a
shorter range. The collision avoidance system is capable of tracking the vessel's position with sufficient

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accuracy. The vessel communicates with other vessels using sensors described in Figure 6 and follows
COLREGs (Bolbot & Wennersberg, 2020).

Figure 6 – Autonomous navigation system of the common vessel (Bolbot & Wennersberg, 2020).

4.1.3 Situation Awareness System

The Situation Awareness (SA) system aims at delivering a coherent solution for describing the vessel
operational environment typically using Sensor Fusion and Artificial Intelligence. SA systems need to
interface, interpret and fuse with all the required sensor systems, which results in unprecedented
complexity. This includes data from radar, cameras, GNSS receivers, motion sensors, gyro sensors, AIS
and database information, as presented in Figure 6. All of the input data is interpreted and used in three
different modules, obstacle tracking, chart creation and capability awareness. The output of these three
modules is then shared with the relevant systems, the ANS and the ROC (Ruud et al., 2021).

4.1.4 Connectivity & Cyber Security System

The connectivity and cybersecurity system are responsible for communication between the uncrewed
vessel, other ships, RCC, Vessel Traffic Services (VTS), and retrieving historical data for the equipment
health management system. This system's main components and interconnections are provided in Figure
7 and Figure 8 (Bolbot & Wennersberg, 2020).

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Figure 7 – An overview of ship systems and their interconnection in communication of the common autonomous vessel
(Bolbot & Wennersberg, 2020)

Figure 8 – Communication system architecture of the common autonomous vessel (Bolbot & Wennersberg, 2020)

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4.1.5 Remote Control Centre (RCC)

4.1.5.1 SSS Remote Control Centre

In this use case context, the remote control centre (RCC) implements the role of the navigational bridge
and engine control room, with the difference that is located in a place other than the ship. The operator(s)
of the RCC can monitor the equipment's health conditions along with the navigational conditions and can
transfer commands to the ship. The RCC architecture is illustrated in Figure 9 (Bolbot & Wennersberg,
2020).

In this use case context, several screens/monitors are used to present information from the ship. The
operator uses a command-based controller to control the vessel, along with redundant control equipment,
similar to the one used on ships. Satellite and 4G communication channels are employed for
communicating interactions with the vessel. The remote operator can be backed up by personnel available
for emergencies, or personnel required to support breaks, and situations of high attention. The remote
operator is available to intervene whenever there is an alarm from the vessel (Bolbot & Wennersberg,
2020).

Figure 9 – Remote control centre of the SSS vessel (Bolbot & Wennersberg, 2020)

The expected typical layout of the required spaces in RCC for the SSS vessel is described in (Hollmén et
al., 2021). A navigator and an engineer have their workstation. The remote navigator is the person on

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watch being responsible for navigating, and for monitoring and controlling the navigational systems from
the RCC. The remote engineer is the person in the RCC responsible for monitoring and controlling the
ship’s machinery and systems (Hollmén et al., 2021).

4.1.5.2 IWW Remote Control Centre

RCC is needed to monitor and control autonomous ships, considering both uncrewed and crewed
operations. Even though the automation system controls the ship when operating in normal operation
mode, remote operators should monitor and prepare to override the control for emergencies. The RCC
layout for the IWW use case is described in (Andreassen & Helgås, 2019). A remote operator is responsible
for a fleet of IWW autonomous barges, whereas supervisors manage and assist operators in a back office.
Relevant background experience, expertise and competencies are needed for both the RCC operators
and supervisors.

The investigated IWW autonomous ship is expected to be uncrewed and operated by RCC operators and
supervisors, who will be in charge of vessel operations and maintenance. Experience as a navigator and
superintendent would be beneficial for the RCC supervisor’s roles.

It is expected that the operator reviews information pertinent to services and plans the vessel schedules
considering safety performance. He/she also plans and prepares various inspections to manage the ship’s
suitability and certificates. The personnel requirements in the ROC will be dependent on the scale of
operation (number of vessels), type of operation, ship type, etc.

The technical superintendent plans and verifies maintenance and repair work of hull and machinery, as
well as carries out machinery inspections, the spare parts management and provides technical support.

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5. AUTONOMOUS OPERATIONS FOR THE SSS AND IWW VESSELS

This section maps the autonomous operations in order to define the training framework requirements in a
subsequent stage.

5.1 AUTONOMOUS VESSEL OPERATIONS

The operation of the autonomous vessels is presented in the flowchart of Figure 10. The interactions
between these phases are provided in the same figure. Phase 0 indicates the logistics and operations
management, whereas Phases 1 to 5 correspond to the ship operating modes. Table 6 lists the operation
mode and the associated functions for the IWW autonomous use case, as derived from D2.1
(Wennersberg & Nordahl, 2019). Additionally, the tasks required to perform each function autonomously
are provided.

Table 6 lists the tasks required for the autonomous vessel operations, which must be performed by the
RCC/RCC operators (or supervisors). These tasks are also associated with specific functions that are also
listed in Table 5 lists the operation mode and the associated functions as derived from D2.1 (Wennersberg
& Nordahl, 2019). Additionally, the tasks required to perform each function autonomously are provided.

Table 5 and Table 6 lists the operation mode and the associated functions for the IWW autonomous use
case, as derived from D2.1 (Wennersberg & Nordahl, 2019). Additionally, the tasks required to perform
each function autonomously are provided.

Table 6.

Figure 10 Waterborne transport model (Wennersberg & Nordahl, 2019)

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5.2 SSS AUTONOMOUS VESSEL

5.2.1 SSS Autonomy Level

In May 2021, the maritime safety committee of IMO approved the Regulatory Scoping Exercise (RSE) for
the use of Maritime Autonomous Surface Ships (MASS). The RSE organised the level of autonomy as four
degrees in Table 4. (IMO, 2021) Degrees one and two require onboard crews, but degrees three and four
are operated as crewless.

Table 4 Autonomy Level (IMO, 2021)

Degree Description

1 Ship with automated processes and decision support

2 Remotely controlled ship with seafarers on board

3 Remotely controlled ship without seafarers on board

4 Fully autonomous ship

This deliverable considers SSS autonomous ship is manned with a crew of seven persons likewise a
Demonstrator vessel of AUTOSHIP. Since the vessel is manned and remotely controllable, this operation
concept is equal to IMO Level 2. Instead of reduced crew members, new functional systems, such as
Situation Awareness, Autonomous Navigation Systems, Intelligent Machinery Systems and Connectivity
and Cyber-Security Systems, will assist/replace the onboard crew (Liavaag, 2021).

5.2.2 SSS Operation

Table 5 lists the operation mode and the associated functions as derived from D2.1 (Wennersberg &
Nordahl, 2019). Additionally, the tasks required to perform each function autonomously are provided.

Table 5 SSS autonomous use case operations

Operating Autonomous Operation Tasks

Function
Mode
Autonomous voyage plan update (i.e., unexpected delay during fish
Voyage feed loading/unloading)
Activities at Management Autonomous reporting of official documents (i.e., permits,
location
certificates)
Communications Autonomous communication about traffic information

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Operating Autonomous Operation Tasks

Function
Mode
Stability Autonomous stability and ballast control (i.e., during fish feed
management loading/offloading)
Fish feed Autonomous fish feed monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of fish feed)
Security Autonomous security monitoring (i.e., vandalism, piracy)
management
Autonomous communication traffic information
Communications Autonomous communication with other ships (i.e., ship states,
desired course)
Security Autonomous cyber security (i.e., hijacking)
management Autonomous security monitoring (i.e., vandalism, piracy)
Machinery Autonomous power generation & power distribution
operation
Autonomous path planning (i.e., update path)
Departure Autonomous collision avoidance (i.e., other surrounding ships)
from location
Navigation Autonomous steering control (i.e., comply with helm orders)
Autonomous look-out & situation awareness (i.e., obstacles
detection, identification, tracking)
Fish feed Autonomous fish feed monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of fish feed)
Emergencies Autonomous emergency response (i.e., distress signal, system
management failure, fire, lifesaving appliances)
Autonomous pollution monitoring and control (i.e., emissions,
Pollution control
leakage, energy consumption optimisation)
Voyage Autonomous voyage plan update (i.e., expected time of arrival)
Management
Autonomous systems health monitoring (i.e., health status) &
Maintenance
Autonomous maintenance & bunkering plan update (i.e., earlier
Management
maintenance, spare part order)
Communications Autonomous communication traffic information
Sailing Security Autonomous cyber-security (i.e., hijacking)
management Autonomous security monitoring (i.e., vandalism, piracy)
Machinery Autonomous power generation & power distribution
Autonomous path planning (i.e., update path)
Navigation Autonomous collision avoidance (i.e., other surrounding ships)
Autonomous steering control (i.e., comply with helm orders)

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Operating Autonomous Operation Tasks

Function
Mode
Autonomous look-out & situation awareness (i.e., obstacles
detection, identification, tracking)
Fish feed Autonomous fish feed monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of fish feed)
Emergencies Autonomous emergency response (i.e., distress signal, system
management failure, fire, lifesaving appliances)
Autonomous pollution monitoring and control (i.e., emissions,
Pollution control
leakage, energy consumption optimisation)
Autonomous communication traffic information
Communications Autonomous communication with lock or bridge operator (i.e., 30
minutes ahead notification)
Security Autonomous cyber-security (i.e., hijacking)
management Autonomous security monitoring (i.e., vandalism, piracy)
Machinery Autonomous power generation & power distribution
operation
Autonomous collision avoidance (i.e., other surrounding ships)
Approach to
location Autonomous steering control (i.e., comply with helm orders)
Navigation
Autonomous look-out & situation awareness (i.e., obstacles
detection, identification, tracking)
Fish feed Autonomous fish feed monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of fish feed)
Emergencies Autonomous emergency response (i.e., distress signal, system
management failure, fire, lifesaving appliances)
Autonomous pollution monitoring and control (i.e., emissions,
Pollution control leakage, energy consumption optimisation)
Voyage Autonomous voyage plan update (i.e., unexpected delay during
Management maintenance)
Autonomous maintenance & bunkering plan update (i.e., earlier
maintenance, spare part order, software update)
Maintenance Autonomous systems health monitoring (i.e., health status) &
Maintenance Management Autonomous maintenance plan update (i.e., next maintenance
schedule, spare part order)

Security Autonomous security monitoring (i.e., vandalism, piracy)

management

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5.3 IWW AUTONOMOUS BARGE

5.3.1 IWW Autonomy Level

This deliverable considers IWW autonomous barge as a crewless vessel likewise the Demonstrator vessel
of AUTOSHIP. Since the IWW autonomous barge does not require any crew onboard during navigations,
this concept is equal to IMO Level 3 and Level 4. Crew (or maintenance staff) may embark on the vessel
when moored at port. This staff should be qualified and trained for the tasks/activities that will be carried
out onboard. whereas the ship access should be confirmed by the RCC. During emergencies, it is assumed
that rescue workers entering the vessel will be guided by qualified personnel.

The CCNR adopted the first international definition of levels of automation in inland navigation (CCNR,
2020) to allow for a clear understanding of all levels of automated navigation, subsequently enabling an
assessment of the need to take regulatory measures, based on a common understanding. The defined
autonomy level characteristics are provided in Figure 11. The definitions of CCNR Levels 3 and 4 are
provided in the following paragraphs. For both levels, the Remote control (vessel command, monitoring of
and responding to navigational environment and fallback performance) may influence crew requirements
(number or qualification). The difference between these two levels arises in the fallback performance of
dynamic navigation tasks; in Level 3 the human boat master is receptive to intervene and respond to
system failures, while in Level 4 this does not occur.

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Figure 11 CCNR Autonomy Level (CCNR, 2020)

The IMO AL3 and AL4 correspond to the autonomy levels 3 and 4 as defined by CCNR respectively
(CCNR, 2020; IMO, 2021). Hence, this section employs CCNR autonomy levels, as it focuses on inland
waterways operations.

5.3.2 IWW Autonomous Operation

Table 6 lists the operation mode and the associated functions for the IWW autonomous use case, as
derived from D2.1 (Wennersberg & Nordahl, 2019). Additionally, the tasks required to perform each
function autonomously are provided.

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Table 6 IWW autonomous use case operations

Operating Autonomous Operation Tasks

Function
Mode
Autonomous voyage plan update (i.e., unexpected delay during
Voyage cargo loading/unloading)
Management Autonomous reporting of official documents (i.e., permits,
certificates)
Autonomous communication about the tidal effect (i.e., expected
Communications water level, tidal currents), traffic and fairway information (i.e.,
Activities at bridges, locks, berths, terminals, canals, etc.)
location
Stability Autonomous stability and ballast control (i.e., during
management loading/offloading)
Cargo Autonomous cargo monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of cargoes)
Security Autonomous security monitoring (i.e., vandalism, piracy)
management
Autonomous communication about the tidal effect (i.e., expected
water level, tidal currents), traffic and fairway information (i.e.,
bridges, locks, berths, terminals, canals, etc.)
Autonomous communication with lock or bridge operator (i.e., 30
minutes ahead notification)
Communications Autonomous communication with other ships (i.e., ship states,
desired course)
Autonomous acquisition of information for potential bridge
restrictions (i.e., bridge type, dimensions, name, location, operating
organisation, address, etc.) or lock (i.e., capacity, operating time,
address, waterway, permissible dimensions, etc.)
Security Autonomous cyber security (i.e., hijacking)
Departure management Autonomous security monitoring (i.e., vandalism, piracy)
from location
Machinery Autonomous power generation & power distribution
operation
Autonomous path planning (i.e., update path)
Autonomous collision avoidance (i.e., other surrounding ships)
Navigation Autonomous steering control (i.e., comply with helm orders)
Autonomous look-out & situation awareness (i.e., obstacles
detection, identification, tracking)
Cargo Autonomous cargo monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of cargoes)
Emergencies Autonomous emergency response (i.e., distress signal, system
management failure, fire, lifesaving appliances)

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Operating Autonomous Operation Tasks

Function
Mode
Autonomous pollution monitoring and control (i.e., emissions,
Pollution control leakage, energy consumption optimisation)
Voyage Autonomous voyage plan update (i.e., expected time of arrival)
Management
Autonomous systems health monitoring (i.e., health status) &
Maintenance
Autonomous maintenance & bunkering plan update (i.e., earlier
Management
maintenance, spare part order)
Autonomous communication about the tidal effect (i.e., expected
water level, tidal currents), traffic and fairway information (i.e.,
bridges, locks, berths, terminals, canals, etc.)
Autonomous acquisition of information for potential bridge
Communications restrictions (i.e., bridge type, dimensions, name, location, operating
organisation, address, etc.) or lock (i.e., capacity, operating time,
address, waterway, permissible dimensions, etc.)
Autonomous communication with lock or bridge operator (i.e., 30
minutes ahead notification)

Sailing Security Autonomous cyber-security (i.e., hijacking)

management Autonomous security monitoring (i.e., vandalism, piracy)
Machinery Autonomous power generation & power distribution
Autonomous path planning (i.e., update path)
Autonomous collision avoidance (i.e., other surrounding ships)
Navigation Autonomous steering control (i.e., comply with helm orders)
Autonomous look-out & situation awareness (i.e., obstacles
detection, identification, tracking)
Cargo Autonomous cargo monitoring (i.e., loading, stowage, securing,
management care during the voyage, unloading of cargoes)
Emergencies Autonomous emergency response (i.e., distress signal, system
management failure, fire, lifesaving appliances)
Autonomous pollution monitoring and control (i.e., emissions,
Pollution control
leakage, energy consumption optimisation)
Autonomous communication about the tidal effect (i.e., expected
water level, tidal currents), traffic and fairway information (i.e.,
bridges, locks, berths, terminals, canals, etc.)
Autonomous acquisition of information for potential bridge
Approach to
Communications restrictions (i.e., bridge type, dimensions, name, location, operating
location
organisation, address, etc.) or lock (i.e., capacity, operating time,
address, waterway, permissible dimensions, etc.)
Autonomous communication with lock or bridge operator (i.e., 30
minutes ahead notification)

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Operating Autonomous Operation Tasks

Function
Mode
Security Autonomous cyber-security (i.e., hijacking)
management Autonomous security monitoring (i.e., vandalism, piracy)
Machinery Autonomous power generation & power distribution
operation
Autonomous collision avoidance (i.e., other surrounding ships)
Autonomous steering control (i.e., comply with helm orders)

Navigation Autonomous look-out & situation awareness (i.e., obstacles

detection, identification, tracking)
Autonomous cargo monitoring (i.e., loading, stowage, securing,
care during the voyage, unloading of cargoes)
Cargo Autonomous emergency response (i.e., distress signal, system
management failure, fire, lifesaving appliances)
Emergencies Autonomous pollution monitoring and control (i.e., emissions,
management leakage, energy consumption optimisation)
Autonomous voyage plan update (i.e., unexpected delay during
Pollution control maintenance)
Voyage Autonomous maintenance & bunkering plan update (i.e., earlier
Management maintenance, spare part order, software update)
Autonomous systems health monitoring (i.e., health status) &
Autonomous maintenance plan update (i.e., next maintenance
schedule, spare part order)
Maintenance
Maintenance Autonomous security monitoring (i.e., vandalism, piracy)
Management

Security
management

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6. RCC OPERATOR’S COMPETENCIES AND SKILLS

From the analysis of the information presented in the preceding sections, it is inferred that several
competencies/skills are also required for autonomous ship operators to ascertain the safety of navigation.
It is necessary to introduce new fields of knowledge and capabilities or enhance the existing ones pertinent
to conventional shipping. Therefore, the RCC workforce requires a combination of education, practical
experience, training, and abilities. In the following sections, a short description of the RCC operator
characteristics, competence, knowledge, evaluations, and differences from conventional competencies are
provided.

6.1 GENERAL COMPETENCIES/CHARACTERISTICS RECOMMENDED FOR RCC

OPERATORS

6.1.1 Experience/Knowledge of conventional ships

In terms of the navigational and cargo handling competencies, the RCC operator should have a captaincy
orientation and background pertinent to the ship type he/she will be responsible for in the RCC. Ideally,
working experience in more than one type of ship offers a better understanding of the various ships'
intentions during navigation and their manoeuvrability characteristics-dynamics. For instance, in case of a
collision-avoidance incident between the autonomous ship and another ship, an experienced operator will
follow both the COLREGs (IMO, 2002) and his/her previous experience of such occasions, taking the most
effective and safe measures.
In terms of engineering competencies, the operator should have the ability to manage machinery abnormal
alarms. Ideally, working experience and knowledge give a better understanding of the situation. For
instance, when a temperature high alarm occurs, an experienced operator will handle not only the surface
cause but also the root causes. Unexperienced operators as well as inappropriate decision making may
result in jeopardising the safety and integrity of the controlled autonomous ship.
Seagoing experiences would be an advantage to working in RCC, however, they are not mandatory
requirements to be an RCC operator. If he/she successfully fulfils approved training courses including
practical training courses, they can be the RCC operator. Since the working location is shifted from onboard
to onshore, disabled people are also able to be the RCC operator. This can be an additional benefit of
remote-controlled autonomous vessels.

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6.1.2 Good Sense of Situational Awareness with Digitalised Information

The RCC operator must learn to have sufficient awareness of the navigation conditions, location,
machinery condition, configuration, and other factors that could threaten the autonomous ship's safety and
integrity. Inadequate situational awareness could result in loss of control and navigation in prohibited sea
areas. However, situation awareness of autonomous ships is more restricted than conventional ships
because situational information is transmitted as digitalised data. A good sense of situation awareness
with digitalised information is strongly recommended to be the RCC operator.
The key competencies for situational awareness are the following:
• Mode Awareness (e.g., speed, heading, state of navigation management system)
• Environmental awareness (e.g., other ships in the vicinity, weather)
• Spatial Orientation (e.g., Geographical position)
• Time Horizon (e.g., time to approach the port)
• System Awareness (Autonomous ship systems)

6.1.3 Decisiveness & Quick -thinking Skills

Pressure-adding factors, such as emergencies or adverse weather conditions, resource constraints, and
time can be challenging for an autonomous ship operator to make the right and quick decisions. There
exists a need for emergency checklists to state the actions to follow in an emergency explicitly. However,
it is expected that the operator needs to perform actions not referred to in these emergency lists. Thus, the
operator is required to make sound judgements, considering that most of the time, there is no single right
decision for each circumstance in particular. For example, diversion from the scheduled route to avoid a
tropical cyclone some miles ahead of the ship is not necessarily an emergency, but a safety precaution. In
such a case, it is required that the operator communicates with all involved parties related to the ship's
operation. These are the ship owners, the charterers, the agent of the arrival port (checking the dock's
availability for a different time than the previously arranged Estimated Time of Arrival).

6.1.4 Mentality – Self-Discipline, Confidence & Attitude

The operator has to be confident in his/her abilities and committed to operating the ship in the safest
possible way, despite the potential challenges that might arise. To do so, the operator should keep
checking at every turn and find the middle ground by respecting the risks involved, being extremely
disciplined, acknowledging his/her limitations, and enjoying the challenge of being an operator. For
example, a low-fuel occurrence is a possible scenario, and the operator must have the ability to respond
adequately.

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6.1.5 Leadership, Team-working Skills and Social Ability

An autonomous ship is a complex entity, and on the occasion that something goes wrong, all involved
parties must be aligned and work in a well-synchronised way. The operator needs to be able to coordinate
actions on the scene and provide specific and honest feedback. Leadership is a combination of both
inherent personal qualities and a learned set of skills. An operator must understand the factors of effective
leadership as well as the consequences of unsatisfactory leadership. The excellent knowledge and
management of all the complex ship systems and the correct procedures to follow in every phase during
the ship's operation minimise the risk of errors and will allow the operator to deal with any unforeseen
circumstances. A ship can have only one leader, and in the case of an autonomous ship, this will be the
operator who must be committed to creating and maintaining a safe atmosphere. In the case of a crew
team, the leadership hinges on respect. The last comes naturally when the team instinctively recognises
and respects that their leader improves their probabilities of safety and success. The operator must lead
the whole team/group towards success throughout the ship's regular operation as well as during a crisis.

6.1.6 Critical Thinking, Mental Arithmetic Calculations & Creative Skills

An operator must be both a «numbers person» and a «creative person». He/she has to know the ship's
figures and perform fundamental mental arithmetic calculations, most of the time addition and subtraction,
quickly on demand. Aside from maths, the operator must be able to think out of the box and deviate from
the procedures and checklists once required to solve a problem/challenging situation, and this is where
the creativity part comes in. An operator will need to adjust the speed according to Arrival's desired
Estimated Time to a port. When the weather is unstable, the ship's speed will fluctuate, and the operator
needs to provide sufficient and effective decision-making to adequately control the engine avoiding alarms,
such as over speed.

6.1.7 Positive Attitude

The operator must demonstrate a positive attitude and enthusiasm either during training or on service at
all times. This means that he/she needs to be hard-working to learn how to operate the ship, maintain this
acquired knowledge by repetitive studying/training, and if required, follow any ship upgrades. Also, the
operator cannot afford to relax. He/she also has to put aside any distractions, manage his/her time wisely
and demonstrate that he/she can run the operation of a ship with comfort and safety at all times. In case
of an incident, an operator with a positive attitude will self-analyse the event, try to better himself/herself
and seek help.

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6.1.8 Ability to Remain Calm and Balanced

Panic can lead to irrational decisions or indecisiveness, having a detrimental impact on an operator's
performance. Thus, an operator needs to be trained in an intense and in way to stress him/her out to
remain calm and confident to be able to carry out tasks effectively under pressure and make sound
decisions. There are many possibilities for those who react naturally with panic to overcome this obstacle
and succeed as operators with enough persistence and practice. By far, it has been human error that
caused the majority of the accidents in shipping. For example, during a collision-avoidance occurrence, an
operator under panic might misconceive the communication with the other ship and lead to failure.

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6.2 SSS AUTONOMOUS VESSEL

This section describes the recommended training skills for the Remote Control Centre personnel
responsible to carry out the respective tasks to operate effectively and with the utmost safety a Shore Sea
Shipping Autonomous Vessel. The following sections are based on the operational philosophy for tasks
required on the autonomous crewless fish feed carrier (MV Eidsvaag Pioner), however, it can be adaptable
to other SSS vessels. The operations of conventional and autonomous vessels are not different
significantly. Several tasks of onboard crews will be transferred to the autonomous systems, however, the
other task which cannot be covered by the intelligent system should be transferred to the remote operators.

The considered autonomous vessel operation consists of the 5 Phases described in Figure 10 (Section
5.1), whereas the autonomous operations of the RCC are listed in Table 5 lists the operation mode and
the associated functions as derived from D2.1 (Wennersberg & Nordahl, 2019). Additionally, the tasks
required to perform each function autonomously are provided.

Table 5 (Section 5.2). This section analyses the required competences to perform the tasks identified in
Table 5 lists the operation mode and the associated functions as derived from D2.1 (Wennersberg &
Nordahl, 2019). Additionally, the tasks required to perform each function autonomously are provided.

Table 5 pertinent to the following functions.

1. Navigation
2. Deck Operation
3. Cargo Operation, Stability and Ship integrity
4. Machinery Operation
5. Safety and Security
6. Environment Protection
7. Maintenance
8. Ship Administration
9. Emergency Response

Tables 7, 9, 11, 13, 15, 17, 19, 21, 23 and 25 list the following aspects for each identified competence:
− Knowledge, Understanding the proficiency
− Methods for demonstrating competence
− Criteria for evaluating competence
− If the competence is addressed by the existing training courses or new training courses are required

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In addition, Tables 8, 10, 12, 14, 16, 18, 20, 22, 24 and 26 analyse the identified tasks considering the
involved systems, the requirements according to the IMO 2 and 3 autonomy levels as well as the required
extension/addition of new training courses (if the existing training courses exhibit limitations) for the specific
task.

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6.2.1 Navigation

Table 7 Competences required for the RCC operators/supervisors for the navigation of the autonomous vessel during normal operation

Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
Maintain a safe Watchkeeping Assessment of The conduct, handover and relief of the Additional training
navigational Basic knowledge of Rules evidence obtained from watch conform to accepted principles and to the existing
watch navigating in Short Sea one or more of the procedures. training
(Global Situation Knowledge of the principles to following: A digital lookout is maintained at all times (Certification of
Awareness) be observed in keeping a − approved in-service and in conformity with accepted principles Competency for
navigational watch experience and procedures. navigation officer)
Knowledge of tide and − practical test Digitalised external signals including lights
currents. and sounds conform with the requirements
Knowledge of buoyage contained in the Regulations and are
system. correctly recognized.
Knowledge of writing The frequency and extent of monitoring of
operational records and traffic, the vessel’s position and the
weather reports. environment conform with accepted
principles and procedures.
Action to avoid close encounters and
collision with other vessels is in accordance
with the collision regulations

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
A proper record is maintained of
movements and activities relating to the
navigation of the vessel.
Manoeuvre the Knowledge of Vessel Assessment of Safe operating limits of vessel propulsion, Similar training
Vessel manoeuvring and handling in evidence obtained from steering and power systems are not exist
Short Sea one or more of the exceeded in normal manoeuvre (Certification of
Turning circles and stopping following: Adjustments made to the vessel course Competency for
distances − approved in-service and speed to maintain the safety of navigation officer)
Proper procedures to bring the experience navigation
vessel to an anchor and get − practical instruction
underway
The proper procedure to bring
her to the jetty, pier or wharf
and cast off
Monitor the Knowledge of cargo safety, Assessment of Cargo operations are carried out in Similar training
cargo loading, cargo stowage, handling and evidence obtained from accordance with the cargo plans or other exist
stowage and securing of cargo cargoes one or more of the documents (Certification of
securing including liquid cargo. following: Cargo-related conditions are continuously Competency for
conditions during Importance of ventilation - approved in-service monitored and regularly recorded. navigation officer)
the voyage during voyages. experience
− practical instruction

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
Plan and Navigation- Ability to determine Assessment of Information obtained from navigational Similar training
conduct a the vessel's position using: evidence obtained from charts and publications is interpreted exist
passage and Landmarks one or more of the correctly and applied. (Certification of
determine the Aids to navigation, following: The position is determined within the limits Competency for
vessel’s position − approved in-service of acceptable instrument/system errors. navigation officer,
including lighthouses,
experience The reliability of the information obtained Special training
beacons and buoys
- approved from the primary method of position fixing is courses such as
Depth contour laboratory checked at appropriate intervals. ARPA, and
Dead reckoning, taking into equipment training Charts are suitably selected for the area of RADAR)
account the effects of winds, using: charts of navigation and corrected in accordance
bore tides, currents and Inland waters, with the latest information available.
estimated speed. navigational
Knowledge of steering systems publications, radio
on Inland vessels. navigational Interpretation and analysis of information
obtained from the radar is as per
Knowledge of and ability to use warnings, azimuth
navigational practice and takes account of
Inland Water and river mirror, GPS,
the limits and accuracy levels
navigation chart, river atlas, RADAR and Echo
river pilots, tide tables, GPS, sounder.
RADAR, and Echo sounder.
Communication Knowledge of VHF area Attending a recognised Successful completion of course and Similar training
with VTS and coverage. training course. assessment. exist
other vessels Basic steps for using VHF Either an online (Certification of
using VHF radio. interactive course or a Competency for

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
Knowledge of using a VHF one-day classroom- navigation officer,
Radio in an Emergency based course. These Courses for
Knowledge of Digital Selective courses are designed to getting a radio
Calling (DSC) take about 10 hours licence and an
which includes some operator's
background reading licence)
from the course book &
Completing an
assessment with a
registered Assessor.
(Minimum age for
assessment is 16 years)

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Table 8 Break down of the tasks required for the RCC operators/supervisors for the navigation function of the autonomous vessel during normal operation

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(IMO Level 2) (IMO Level 3) existing training
/ new training is
required
Voyage The tasks performed by Most of these tasks are performed The major principle is that when the Additional training
Management the crew on a conventional while alongside in port or when operator in the remote operation to the existing
barge need to be preparing for departure/ arrival. Centre assumes responsibility for training is
transferred to autonomous the vessel and the voyage, she/he required including
systems or remote-control Examples are: shall be able to confirm the status of remote voyage
systems. the vessel. management
- route preplanning
For an autonomous vessel, this (Certification of
- reporting to authorities could mean that: Competency for
- equipment status checks or • A defined minimum of vessel navigation officer)
keeping records system capabilities is available
• A defined minimum of vessel
machinery capabilities is available
• A defined minimum
communication capability (vessel/
shore) is available
• A route has been planned and
reported
• There are limited crews on board
for emergency interventions

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(IMO Level 2) (IMO Level 3) existing training
/ new training is
required
• The weather and water integrity of
the vessel is intact
Situation A system should be able The operator monitors the vessel Monitoring the SA system New training
awareness to determine the vessel's and can still take command of the functionality courses are
(Observation) position, correlate it with systems. Their prompt reaction is, required for
chart information, and however, not expected/ necessary remote situation
detect objects and unless it has been scheduled/ awareness relying
signs/AtoNs significant for included in the voyage plan (e.g., on radar and
determining vessel operator-assisted manoeuvring in cameras
manoeuvres according to certain locks).
navigation rules and the During the voyage, the remote
pre-planned route. there operator can always influence the
are subtasks that cannot behaviour of the vessel and its
be easily automated with systems/ machinery. This can be by
the currently available direct control of equipment (e.g.,
technology. propulsion) and systems (e.g.,
radar or cameras) on board or by
giving setpoints to onboard control
systems (e.g., rate of turn pilot). It
can also be that the vessel has
been given a new assignment while
underway, and hence a new
voyage plan is established and
overrides the current one.

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(IMO Level 2) (IMO Level 3) existing training
/ new training is
required
Ship Control A system should be able It is expected to take command in New training
(Manoeuvring) to determine the vessel's situations where the operator Monitoring the system functionality courses are
position, correlate it with predicts that an unsafe condition required for
chart information, and may occur. This can be either due remote ship
detect objects and signs/ to traffic or due to malfunctions on control systems
AtoNs significant for board.
determining vessel During the voyage, the remote
manoeuvres according to operator can always influence the
navigation rules and the behaviour of the vessel and its
pre-planned route. there systems/ machinery. This can be by
are subtasks that cannot direct control of equipment (e.g.,
be easily automated with propulsion) and systems (e.g.,
the currently available radar or cameras) on board or by
technology. giving setpoints to onboard control
systems (e.g., rate of turn pilot). It
can also be that the vessel has
been given a new assignment while
underway, and hence a new
voyage plan is established and
overrides the current one.

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(IMO Level 2) (IMO Level 3) existing training
/ new training is
required
Nautical A system to communicate In particular, this applies to nautical Similar training
Communication with other ships and port voice communication. This has to In particular, this applies to nautical exists
(VTS) be handled by the operator in the voice communication. This has to be (Certification of
remote operation centre. handled by the operator in the Competency for
remote operation centre. navigation officer,
Courses for
getting a radio
licence and an
operator's licence)

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6.2.2 Deck Operations

Table 9 Competences required for the RCC operators/supervisors for deck operations of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Deck machinery operation Knowledge of deck Assessment of evidence Deck machinery Additional training to the
during the voyage machinery obtained from one or more operations are carried out existing training is required
Knowledge of deck of the following: in accordance with the including remote
operations - approved in-service cargo plans or other monitoring systems
Knowledge of cargo experience documents (Certification of
properties - practical instruction Competency for navigation
officer)

Table 10 Break down of the tasks required for the RCC operators/supervisors for deck operations of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training is
required
Deck machinery Operation of equipment Modern deck equipment (e.g., Monitoring the operations Additional training to the
operation used to bring cargo cranes or winches) is very existing training is
on/off the vessel (e.g., often equipped with short-
cranes), to operate range remote-control systems

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training is
required
mooring equipment or used by the personnel on required including remote
towing equipment, and to board. These systems can monitoring systems
handle miscellaneous potentially be extended and (Certification of
equipment such as cargo connected to operator control Competency for
hoses, bunkering hoses devices in a remote operation navigation officer)
and electric shore centre, observing that remote
connection cables. observation of the equipment
on board (e.g., additional
CCTV coverage or voice
communication with a
temporary deck hand) may
have to be installed for safe
operation.
Automatic Mooring Automatic positioning Monitoring the operation Monitoring the operation New training courses are
system (Dynamic required for remote
positioning system) mooring systems
Automatic docking and
undocking system
Operation of anchor A system should be able Remote anchoring can be Monitoring the operations Additional training to the
winches to operate anchor operated with remote control existing training is
winches with a precise from shore. required including remote
monitoring system Anchoring may also be an control system
automatic fallback function to (Certification of
bring the vessel into a safe Competency for
state. In that case, anchor navigation officer)

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(IMO Level 2) (IMO Level 3) training / new training is
required
winches are also able to be
operated by the onboard
crews.

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6.2.3 Cargo Operation, stability, ship integrity

Table 11 Competences required for the RCC operators/supervisors for cargo operations of the autonomous vessel with stability and ship integrity

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Plan and ensure safe Knowledge of cargo Written/Oral Examination Cargo is properly planned Similar training exists
loading, stowage, securing property and controlled according (Certification of
and care during the Knowledge of the cargo to the specific Competency for navigation
voyage and the unloading transfer process and characteristics and officer)
of cargo procedure regulations
Knowledge of cargo-
related regulations
Knowledge of cargo plan
Inspect and report defects Structural knowledge of Written/Oral Examination Defects and damages to New training courses are
and damages to cargo cargo space Practical Examination cargo space are required for remote
spaces. accurately monitored and inspection
managed.

Maintain the Vessel stability Examination and Actions to ensure and Additional training to the
seaworthiness of the Working knowledge of assessment of evidence maintain the stability and existing training is required
vessel factors that affect stability obtained from one or more watertight integrity of the including remote control
and trim. of the following: vessel are in accordance systems
Understanding of - approved in-service with accepted practice.
fundamental actions to be experience

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Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
taken in the event of - approved laboratory (Certification of
partial loss of intact equipment training Competency for navigation
buoyancy. officer)
Understanding of the
fundamentals of watertight
integrity.
Vessel construction
General knowledge of the
principal structural
members of a vessel and
the proper names for the
various parts

Table 12 Break down of the tasks required for the RCC operators/supervisors for cargo operations of the autonomous vessel with stability and ship integrity

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

AND/OR PERSONNEL (IMO Level 2) (IMO Level 3) training / new training
INVOLVEMENT is required
Planning and monitoring of Cargo plans including Remote operators should Monitoring the operations Similar training exist
cargo handling loading and discharging plan the operations in (Certification of
are conducted by the advance. Competency for
chief officer. navigation officer)

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AND/OR PERSONNEL (IMO Level 2) (IMO Level 3) training / new training
INVOLVEMENT is required
However, continuous The plan must be agreed
monitoring and managing from onboard crews.
are required during a Also, fallback handling
voyage. should be assigned to
Ballasting/deballasting while Ballast water the operator in the Additional training to the
loading/ discharging cargo management and ship remote facility. existing training is
stability control including required including
trim management are remote control systems
conducted by the chief (Certification of
officer. Competency for
However, continuous navigation officer)
monitoring and
management are required
during the operation.
Planning and execution of Personnel can be Remote operators should Monitoring the operations Additional training to the
bunkering involved in tasks that take plan the operations in existing training is
place during alongside advance. required including
The plan must be agreed remote control systems
from onboard crews. (Certification of
Competency for
navigation officer &
engineer officer)
Ensuring weather/ watertight The sensor-based Integrity and stability can Monitoring the integrity Additional training to the
integrity and vessel stability monitoring system can be monitored and stability existing training is
automatically from shore,

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

AND/OR PERSONNEL (IMO Level 2) (IMO Level 3) training / new training
INVOLVEMENT is required
detect weather/watertight in order to detect required including
conditions. situations that may remote control systems
require a fallback/ safe (Certification of
action to be initiated. Competency for
navigation officer)

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6.2.4 Machinery Operations

Future autonomous ships may include battery power systems and alternative fuels as well as other novel technologies. In these cases, additional
training courses are required to cover functionality, remote operation and maintenance of these systems.

Table 13 Competences required for the RCC operators/supervisors for machinery operations of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Machinery system The theoretical Written/Oral Examination The condition of the Similar training exists
understanding background of machinery machinery is accurately (Certification of
Health/condition operation identified. Competency for engineer
assessment of employed Knowledge of machinery Proper actions are taken officer)
machinery system components and to maintain the
properties machinery's availability.
Knowledge of machinery
system integrations

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Table 14 Break down of the tasks required for the RCC operators/supervisors for machinery operations of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training is
required
Power generation and Automated machinery The monitoring and control The monitoring and control Additional training to the
operation systems are already functions are transferred functions are transferred existing training is required
installed on many vessels, to the remote facility; to the remote facility when including remote control
Electrical systems/
with remote monitoring however, onboard crews the vessel is unmanned. systems
distribution
and control from a can override the The operators should (Certification of
Steering, propulsion and manned central engine automated system if the Competency for engineer
override the automated
thrust control room. machinery is not properly officer)
system if the machinery is
Operation of auxiliary The system includes controlled. not properly controlled.
machinery (e.g., boilers, automatic control, alarm
compressors, hydraulic monitoring and safety
power units, etc.) functions.
Machinery system
condition monitoring

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6.2.5 Safety and Security

Safety of normal operation can be maintained through risk management (remote, dynamic) including navigation and engineering. In autonomous
ships, intelligent systems will manage the risks automatically under remote operators' supervision.

Table 15 Competences required for the RCC operators/supervisors for safety, security and emergency response of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Respond to heavy weather Knowledge of weather Assessment of evidence The type and scale of the Additional training to the
such as storm analysis obtained from one or more weather are promptly existing training is required
Knowledge of sailing of the following: identified. including remote control
under heavy weather - approved in-service Proper actions are taken systems
experience to keep the vessel safe (Certification of
under heavy weather. Competency for navigation
- practical instruction
officer)

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Table 16 Break down of the tasks required for the RCC operators/supervisors for the safety, security and emergency response of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training is
required
ISPS conformance Remote control centre Detection of (unwanted) Detection of (unwanted) Additional training to the
operators have to monitor and human activity on board, human activity on board, existing training is required
address the potential threat of access control (ISPS) is access control (ISPS) is including remote ISPS
unwanted access onboard with “guard duties” that can be “guard duties” that can be (Certification of
global situational awareness. executed from the remote executed from the remote Competency for engineer
Autonomous systems have to operation centre by operation centre by officer)
inform potential threats of not transmitting images from transmitting images from
permitted access onboard to CCTV systems on board CCTV systems on board
onboard crews. and/or by cooperating with and/or by cooperating with
guard personnel in the guard personnel in the
ports. ports.
The RCC operators must
inform potential threats to
onboard crews.
Area surveillance CCTV systems or motion Remote operators should Monitoring the operations New training courses are
(onboard) detection sensors can monitor monitor unwanted physical required for remote ship
physical access. access and manage the security
system to prevent access.

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6.2.6 Environment protection

Table 17 Competences required for the RCC operators/supervisors pertinent to the environmental protection of the autonomous vessel

Competence Knowledge, understanding Methods for Criteria for evaluating Covered by existing
and proficiency demonstrating competence training / new training
competence is required
Ensure compliance Prevention of marine Assessment of evidence Procedures for monitoring Additional training to
with pollution environment pollution and obtained from approved onboard operations and the existing training is
prevention antipollution procedures in-service experience ensuring compliance with required including
requirements Written/Oral antipollution requirements are remote control system
Types and consequences of Examination fully observed (Pollution prevention)
pollution at sea

Knowledge of the precautions to

be taken to prevent pollution of
the marine environment

Knowledge of anti-pollution
procedures and use of
associated equipment

Intelligent monitoring system

Machinery health assessment

system

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Competence Knowledge, understanding Methods for Criteria for evaluating Covered by existing
and proficiency demonstrating competence training / new training
competence is required

Voyage planning/management
system

Ballast/bilge systems
autonomous management
system

Table 18 Break down of the tasks required for the RCC operators/supervisors for the environment protection of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
Log fuel Intelligent monitoring Onboard systems and RCC-based autonomous systems record the Additional training to the
consumption, system (fuel flow pertinent parameters and automatically provide reports. existing training is
machinery meters) required including
performance The operator/supervisor is responsible to check and validate/verify (if intelligent monitoring
parameters and needed) the produced reports systems, reporting to
emissions report pertinent
parameters parameters and validate
/verify reports

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
(Certification of
Competency for
engineer officer)
Reduce emissions Intelligent monitoring RCC-based autonomous system As in the left cell (IMO Level Additional training to the
and fuel system (fuel flow (voyage management, path 2). existing training is
consumption meters) planning) makes decisions on the required including
optimal speed, routing and The operator/supervisor is intelligent monitoring
Voyage machinery operation employing responsible to view/monitor systems, energy-
planning/management environmental conditions and decision-making and efficient voyage
system weather forecasts, traffic, obstacles, validate/verify the produced management, reporting
etc. reports. pertinent parameters,
and validate/verify
Machinery health Vessel systems record the pertinent reports
assessment system parameters. (Certification of
Competency for
The RCC-based autonomous engineer officer)
system provides reports.

The operator/supervisor is
responsible to check decision-
making (if needed) and
validate/verify the produced reports.
Cargo monitoring As reported in Table 12 (cargo operations)
and management

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
(in particular for
dangerous cargo)
Bilge and ballast Intelligent monitoring RCC-based autonomous systems Monitoring the operations Additional training to the
water system (ballast/bilge, FO&LO autonomous existing training is
management management) make decisions on required including
Ballast/bilge systems the ballast/bilge, FO&LO systems intelligent monitoring
Fuel(s) Oil (FO) autonomous operations/conditions. systems, Ballast/Bilge
and lubricating oil management system autonomous
management Vessel systems record the pertinent management
parameters. systems, FO &LO
FO and LO system
autonomous
autonomous
The RCC-based autonomous management system,
management system
system automatically provides autonomous waste
reports. fluids management,
reporting pertinent
The operator/supervisor is parameters, and
responsible to check decision- validate/verify reports
making (if needed) and Remote waste
validate/verify the produced reports. treatment
(Certification of
Competency for
navigation officer &
engineer officer,
Pollution prevention
course)

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6.2.7 Electronic Equipment/Information Technology/Cyber Security

The competencies introduced in this section are not covered by the nautical science, marine engineering or existing training for marine officers/crews.
Therefore, it is recommended that a new role of marine IT/computer scientist is introduced.

Table 19 Competences required for the RCC operators/supervisors for IT and Cybersecurity systems of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Electronic equipment Knowledge of electronics Written/Practical The condition of electronic New training courses are
functionality Knowledge of electric Examination equipment is accurately required for the new
equipment operations checked. position (Marine IT officer,
Proper actions are taken computer scientist)
to maintain electronic
equipment availability.
Computer systems Computer literacy Written/Practical The condition of computer
operation Knowledge of software, Examination systems is accurately
hardware monitored and managed.
Proper actions are taken
to maintain the computer
system's availability.
Management of Knowledge of Information Written/Practical The vessel system is well
Connectivity (Router), Technology Examination connected with shore-
communications (Wi-Fi, Computer literacy based systems.
4G, 5G), Networks (LAN,
VPN), Cloud computing

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Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Proper actions are taken
to maintain vessel
connectivity.
Data management, Knowledge of Information Written/Practical Vessel data is stored with
protection, storage, Technology Examination reliable protections.
sensitive data protection Knowledge of Data Written/Practical Sensitive data is correctly
analysis Examination defined and secured.
Knowledge of Data
transmission
(communication)
Computer literacy
Cyber-attack Knowledge of Cyber Written/Practical Malicious accesses are
protection/mitigation security Examination accurately detected and
Virus protection, Firewall Knowledge of blocked.
cryptography The latest version of the
Knowledge of Data firewall system is
transmission maintained and updated.
(communication)
Knowledge of Network
system

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Table 20 Break down of the tasks required for the RCC operators/supervisors for IT and Cybersecurity systems of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
Cyber security Ship data transmission Remote operators should monitor Monitoring the operations New training courses
management systems must be able to unauthorised access and manage are required for the new
detect unauthorised cyber the system to protect the ship and position (Marine IT
access. data. officer, computer
A firewall system can filter scientist)
and block malicious
accesses.
Software Update Intelligent monitoring and Remote operators should monitor Monitoring the operations
control systems for the software update status and
navigation, power process.
generation, propulsion, If the software update is executed
and cargo operation. inappropriately, remote operators
Communication and must promptly intervene in the
connectivity systems updating process.
including cybersecurity
functions.
Hardware Computer equipment to Hardware upgrades must be conducted under the responsible
Upgrades enable intelligent operator’s supervision regardless of autonomy level.
systems.
Control boards including
electronic equipment.

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6.2.8 Maintenance

Table 21 Competences required for the RCC operators/supervisors for maintenance of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Operational data analysis Knowledge of machinery Written/Oral Examination Machinery conditions can New training courses are
and interpretation properties Practical test be analysed from required for sensing data
Knowledge of operational operational parameters analysis
parameter
Maintenance Planning Knowledge of machinery Written/Oral Examination Machinery conditions can Additional training to the
properties Practical test be analysed from existing training is required
Knowledge of operational operational parameters including intelligent
parameter Maintenance plans can be monitoring systems,
Knowledge of machinery arranged to keep the reporting to report
degradation & machinery in a good pertinent parameters and
maintenance condition validate/verify reports
Supply maintenance spare (Certification of
and store Competency for engineer
officer)

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Table 22 Break down of the tasks required for the RCC operators/supervisors for maintenance of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
Preventive Preventive maintenance The remote operator mainly The remote operator mainly New training courses
maintenance to ensure that systems on manages the machinery condition. manages the machinery are required for
(Hull, deck board and in the remote However, onboard crews can take condition. software-based
machinery, operation centre continue control to manage the machinery The remote operator also maintenance
engine room to be operational. condition if needed. manages schedules of
machinery, An automatic health The remote operator also manages maintenance.
accommodation, monitoring system must schedules of maintenance.
software, IT detect and monitor the
devices) machinery's condition.
Condition-based A condition-based An autonomous system can An autonomous system can
maintenance maintenance schedule monitor and arrange the monitor and arrange the
may require that the maintenance schedule, but remote maintenance schedule, but
machinery is equipped operators should verify the remote operators should
with additional sensors maintenance feasibility through verify the maintenance
and software applications. onboard crews. feasibility through remote
To improve the planning monitoring systems.
of major activities, a
scheme for maintenance
based on monitoring the
condition of the machinery
Software Software and electric An autonomous system can update Monitoring the operations
maintenance devices must be software programmes. Verifying/validating the
(updates and software condition

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
revisions, maintained for safety and However, remote operators should
verification and security check the software and related
validation) electric device status.
Hardware updates can be arranged
by remote operators.

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6.2.9 Ship administration

Table 23 Competences required for the RCC operators/supervisors for the ship administration of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Manage ship operations Knowledge of the cargo Assessment of evidence Proper actions are taken Similar training exists
from loading to unloading trading process obtained from one or more to maintain ship (Certification of
Knowledge of voyage of the following: operations. Competency for navigation
planning - approved in-service officer & engineer officer)
Knowledge of ship experience
operations - practical instruction
Manage onboard Knowledge of human Assessment of evidence Human resource Similar training exists
personnel resource management obtained from one or more managing skills (Certification of
Knowledge of the maritime of the following: Proper knowledge of Competency for navigation
labour convention - Human resource international regulations officer & engineer officer)
management
Written Exam

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Table 24 Break down of the tasks required for the RCC operators/supervisors for the ship administration of the autonomous vessel

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training is
required
Reporting Reporting duties required An automated system can Remote operators should Similar training exists
by management and/or generate reports. read and check the reports (Certification of
authorities. However, the remote Competency for navigation
It should be possible to operators should check officer & engineer officer)
upload and update the generated reports and
relevant information about correct the system if there
the vessel to a central is any error.
digital register where it can Additional to the automatic
be accessed by relevant report, onboard crews can
authorities for inspection. report any issues during
operations.
Documentation Permits, certificates, Certificates and Certificates and
manuals and documents are located in documents are located in
documentation must be up RCC and updated by RCC RCC and updated by RCC
to date operators. operators.
Copies of the original
document are also located
on board.

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6.2.10 Emergency Response

In emergencies, autonomous systems should promptly respond to minimise risks pertinent to the ship's integrity and potential consequences. Also,
the system must provide comprehensive situation information to onboard crews to prevent any casualties. In IMO autonomy level 2, onboard crews
take control to handle the emergency, and RCC operators should focus on providing information to the onboard crews.

The training for emergency response is related to the ship operation, however, similar training courses are also required for RCC. This deliverable
does not consider training for handling RCC emergencies, but necessary training for RCC such as evacuation and first-aid should be developed
before autonomous ship commercial operations.

Table 25 Competences required for the RCC operators/supervisors for Emergency Response of the autonomous vessel

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Cooperation in Emergency Knowledge of emergency Assessment of evidence Remote space situation is New training courses are
response procedure obtained from practical interpreted promptly and required
Communication skills to instruction correctly with digitalised
provide concise - Oral Examination information.
information to onboard - Practical Instruction Proper responses are
crews taken to minimise
casualties.
Proper information is
provided to onboard
crews.

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Table 26 Break down of the tasks required for the RCC operators/supervisors for Emergency Response of the autonomous vessel

EMERGENCY SHIP SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
Collision/grounding/flooding Watertight door Onboard crews will be the RCC-based autonomous Additional training to the
management system main decision maker. systems (ballast/bilge, existing training is
FO&LO autonomous required including;
Intelligent monitoring management, watertight Remote control,
system doors) make decisions. procedures to prepare
Vessel systems record and address emergency
the pertinent (Training on
Ballast & bilge parameters.
management system emergencies using
The RCC-based simulators)
autonomous system
FO & LO management automatically provides
system reports.
The operator/supervisor
Hull integrity system is responsible to check
decision-making (if
needed) and
Ship stability system validate/verify the
produced reports.
Monitoring the
operations

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EMERGENCY SHIP SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
(If already designed to
address emergency on
its own)
Fire Firefighting water system Onboard crews will be the RCC-based autonomous Additional training to the
Fire door management main decision maker. systems (ballast/bilge, existing training is
CO2 release system FO&LO autonomous required including;
management, watertight Remote control,
Spraying/foam system doors) make decisions. procedures to prepare
Ballast & bilge Vessel systems record and address emergency
management system the pertinent (Training on
FO & LO management parameters. emergencies using
system The RCC-based simulators)
Hull integrity system autonomous system
automatically provides
reports.
The operator/supervisor
is responsible to check
decision-making (if
needed) and
validate/verify the
produced reports.

Monitoring the
operations

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EMERGENCY SHIP SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
(If already designed to
address emergency on
its own)
Blackout/critical electric Emergency power Onboard crews will be the The RCC-based Additional training to the
power destruction system (emergency main decision maker. autonomous system existing training is
(This is a very extreme generator, emergency makes decisions on required including;
situation because at least switchboard) remote operations to Remote control,
two different electric power recover emergency & procedures to prepare
will be used) Emergency battery main electric power and address emergency
system systems or/and to (Training on
navigate the ship to the emergencies using
closest anchorage/port. simulators)
Emergency
communication
Vessel systems record
the pertinent
Intelligent monitoring parameters.
system (will rely on more The RCC-based
than two power sources) autonomous system
automatically provides
reports.

The operator/supervisor
is responsible to check
decision-making (if

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EMERGENCY SHIP SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(IMO Level 2) (IMO Level 3) training / new training
is required
needed) and
validate/verify the
produced reports.
Monitoring the
operations
(If already designed to
address emergency on
its own)
Other emergency response Automatic lifesaving Onboard crews will be the The RCC-based New training courses are
(Medical situation, equipment systems main decision maker. autonomous system required for remote
evacuation, remote search Intelligent monitoring automatically provides lifesaving equipment
and rescue) system for the proper support.
surrounding area Operators/supervisors
monitor the situation and
intervene if there are
additional assistance is
needed.
Monitoring the
operations
(If already designed to
address emergency on
its own)

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6.3 IWW AUTONOMOUS BARGE

This section describes the recommended training skills for the Remote Control Centre personnel
responsible to carry out the respective tasks to operate effectively and with the utmost safety an IWW
crewless barge. The following sections are based on the operational philosophy for tasks required on the
autonomous crewless pallet shuttle barge (PSB) (Zulu4), although similar consideration apply for other
IWW ships. The tasks will not vary significantly for the conventional and autonomous PSB; however, the
tasks execution change, as several tasks carried out onboard will become autonomously, whereas several
tasks will be transferred to the Remote Control Centre.

The considered autonomous PSB operation consists of the 5 Phases described above (Figure 10, Section
5.1), whereas the autonomous operations of the RCC are listed in Table 6 lists the operation mode and
the associated functions for the IWW autonomous use case, as derived from D2.1 (Wennersberg &
Nordahl, 2019). Additionally, the tasks required to perform each function autonomously are provided.

Table 6 (Section 5.3).

This section analyses the required competences to perform the tasks identified in Table 6 lists the operation
mode and the associated functions for the IWW autonomous use case, as derived from D2.1
(Wennersberg & Nordahl, 2019). Additionally, the tasks required to perform each function autonomously
are provided.

Table 6 pertinent to the following functions.

10. Navigation
11. Deck Operation
12. Cargo Operation, Stability and Ship integrity
13. Machinery Operation
14. Safety and Security
15. Environment Protection
16. Maintenance
17. Ship Administration
18. Emergency Response

Tables 27, 29, 31, 33, 35, 37, 39, 41, 43 and 45 list the following aspects for each identified competence:
− Knowledge, Understanding the proficiency
− Methods for demonstrating competence

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− Criteria for evaluating competence

− If the competence is addressed by the existing training courses or new training courses are required

In addition, Tables 28, 30, 32, 34, 36, 38, 40, 42, 44 and 46 analyse the identified tasks considering the
involved systems, the requirements according to the CCNR 3 and 4 autonomy levels as well as the required
extension/addition of new training (if the existing training exhibit limitations) for the specific task.

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6.3.1 Navigation

Table 27 Competences required for the RCC operators/supervisors for the navigation of the autonomous PSB during normal operation

Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
Steer the PSB Knowledge of steering systems Assessment of A steady course is steered. Similar training
and comply with on Inland vessels, such as rod evidence obtained Course alterations are smooth and controlled. exists
helm orders and chain, electrohydraulic, from one or more of (Certification of
(Manual Control) SRP and jet systems. the following: Competency for
Knowledge of magnetic − approved in- navigation officer)
compass. service
Helm orders and steering experience
steady courses. − practical test
Maintain a safe Watchkeeping Assessment of The conduct, handover and relief of the watch Additional training
navigational Basic knowledge of Rules evidence obtained conform to accepted principles and to the existing
watch navigating in Inland waters from one or more of procedures. training
Knowledge of the principles to the following: A digital lookout is maintained at all times and (Certification of
be observed in keeping a − approved in- in conformity with accepted principles and Competency for
navigational watch service procedures. navigation officer)
Knowledge of tide and experience Digitalised external signals including lights
currents. − practical test and sounds conform with the requirements

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
Knowledge of buoyage contained in the Regulations and are correctly
system. recognized.
Knowledge of writing logbooks The frequency and extent of monitoring of
and weather reports. traffic, the vessel’s position and the
Knowledge of rivers, canals environment conform with accepted principles
and waterways and procedures.
Action to avoid close encounters and collision
with other vessels is in accordance with the
collision regulations
A proper record is maintained of movements
and activities relating to the navigation of the
vessel.
Manoeuvre the Knowledge of Vessel Assessment of Safe operating limits of vessel propulsion, Similar training
PSB manoeuvring and handling in evidence obtained steering and power systems are not exceeded exists
rivers and channels from one or more of in normal manoeuvre (Certification of
Turning circles and stopping the following: Adjustments made to the vessel course and Competency for
distances − approved in- speed to maintain the safety of navigation navigation officer)
Turning an Inland Vessel service
Proper procedures to bring the experience
vessel to an anchor and get − practical
underway instruction

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
The proper procedure to bring
her to the jetty, pier or wharf
and cast off
Monitor the Knowledge of cargo safety, Assessment of Cargo operations are carried out in Similar training
cargo loading, cargo stowage, handling and evidence obtained accordance with the cargo plan or other exists
stowage, and securing of cargo cargoes from one or more of documents (Certification of
securing including liquid cargo. the following: Cargo-related conditions are continuously Competency for
conditions during Importance of ventilation - approved in- monitored and regularly recorded. navigation officer)
the voyage during the voyage. service
experience
- practical
instruction
Plan and Navigation- Ability to determine Assessment of Information obtained from navigational charts Similar training
conduct a the vessel's position using: evidence obtained and publications is interpreted correctly and exists
passage and Landmarks from one or more of applied. (Certification of
determine the Aids to navigation, the following: The position is determined within the limits of Competency for
vessel’s position − approved in- acceptable instrument/system errors. navigation officer,
including lighthouses,
service The reliability of the information obtained from Special training
beacons and buoys
experience the primary method of position fixing is courses such as
Depth contour
− approved checked at appropriate intervals. ARPA, and
Dead reckoning, taking into laboratory RADAR)
account the effects of winds, equipment
training using:

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required
bore tides, currents and charts of Inland Charts are suitably selected for the area of
estimated speed. waters, navigation and corrected in accordance with
Knowledge of steering systems navigational the latest information available.
on Inland vessels. publications,
Knowledge of and ability to use radio Interpretation and analysis of information
Inland Water and river navigational obtained from the radar is as per navigational
navigation chart, river atlas, warnings, practice and takes account of the limits and
river pilots, tide tables, GPS, azimuth mirror, accuracy levels
RADAR, and Echo sounder. GPS, RADAR
and Echo
sounder.
Communication Knowledge of VHF area Attending a Successful completion of course and Similar training
with VTS and coverage. recognised training assessment. exists
other vessels Basic steps for using VHF course. Either an on- (Certification of
using VHF radio. line interactive Competency for
Knowledge of using a VHF course or a one-day navigation officer,
Radio in an Emergency classroom-based Courses for
course. These getting a radio
Knowledge of Digital Selective courses are designed
Calling (DSC) licence and an
to take about 10 operator's
hours which includes licence)
some background
reading from the
course book.

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Competence Knowledge, understanding Methods for Criteria for evaluating competence Covered by
and proficiency demonstrating existing training
competence / new training is
required

&
Completing an
assessment with a
registered Assessor.
(Minimum age for
assessment is 16
years)

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Table 28 Break down of the tasks required for the RCC operators/supervisors for the navigation function of the autonomous PSB during normal operation

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(CCNR Level 3) (CCNR Level 4) existing training
/ new training is
required
Voyage The tasks performed by Most of these tasks are performed The major principle is that when the Additional training
Management the crew on a conventional while in port or when preparing operator in the remote operation to the existing
barge need to be departure/ arrival. Centre assumes responsibility for training is
transferred to autonomous the vessel and the voyage, she/he required including
systems or remote-control Examples are: shall be able to confirm the status of remote voyage
systems. the vessel. management
- route preplanning
For an unmanned vessel, this could (Certification of
- reporting to authorities mean that: Competency for
- equipment status checks or • A defined minimum of vessel navigation officer)
keeping records system capabilities is available
• A defined minimum of vessel
machinery capabilities is available
• A defined minimum
communication capability (vessel/
shore) is available
• A route has been planned and
reported
• There is no personnel on board
• The weather and water integrity of
the vessel is intact

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(CCNR Level 3) (CCNR Level 4) existing training
/ new training is
required
Situation A system should be able The operator monitors the vessel Monitoring the behaviours. New training
awareness to determine the vessel's and can still take command of the courses are
(Observation) position, correlate it with systems. Their prompt reaction is, required for
chart information, and however, not expected/ necessary remote situation
detect objects and unless it has been scheduled/ awareness relying
signs/AtoNs significant for included in the voyage plan (e.g., on radar and
determining vessel operator-assisted manoeuvring in cameras
manoeuvres according to certain locks).
navigation rules and the During the voyage, the remote
pre-planned route. there operator can always influence the
are subtasks that cannot behaviour of the vessel and its
be easily automated with systems/ machinery. This can be by
the currently available direct control of equipment (e.g.,
technology. propulsion) and systems (e.g.,
Inland waterway requires radar or cameras) on board or by
additional attention to giving setpoints to on board control
small objects/obstacles systems (e.g., rate of turn pilot). It
and structures. can also be that the vessel has
been given a new assignment while
under way, and hence a new
voyage plan is established and
overrides the current one.

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(CCNR Level 3) (CCNR Level 4) existing training
/ new training is
required
Ship Control A system should be able It is expected to take command in New training
(Manoeuvring) to determine the vessel's situations where the operator courses are
position, correlate it with predicts that an unsafe condition required for the
chart information, and may occur. This can be either due remote ship
detect objects and signs/ to traffic or due to malfunctions on control system
AtoNs significant for board.
determining vessel During the voyage, the remote
manoeuvres according to operator can always influence the
navigation rules and the behaviour of the vessel and its
pre-planned route. there systems/ machinery. This can be by
are subtasks that cannot direct control of equipment (e.g.,
be easily automated with propulsion) and systems (e.g.,
the currently available radar or cameras) on board or by
technology. giving setpoints to on board control
systems (e.g., rate of turn pilot). It
can also be that the vessel has
been given a new assignment while
under way, and hence a new
voyage plan is established and
overrides the current one.

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by

(CCNR Level 3) (CCNR Level 4) existing training
/ new training is
required
Nautical In particular, this applies to nautical Similar training
Communication voice communication. This has to exists
be handled by the operator in the (Certification of
remote operation centre. Competency for
navigation officer,
Courses for
getting a radio
licence and an
operator's licence)

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6.3.2 Deck Operations

Table 29 Competences required for the RCC operators/supervisors for deck operations of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Operating deck machinery Knowledge of deck Assessment of evidence Deck machinery Additional training to the
during the voyage machinery obtained from one or more operations are carried out existing training is required
Knowledge of deck of the following: in accordance with the including remote control
operations - approved in-service cargo plan or other systems
Knowledge of cargo experience documents (Certification of
properties - practical instruction Competency for navigation
officer)

Table 30 Break down of the tasks required for the RCC operators/supervisors for deck operations of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
Deck machinery Operation of equipment Modern deck equipment (e.g., Monitoring the operations Additional training to the
operation used to bring cargo cranes or winches) is very existing training is
on/off the vessel (e.g., often equipped with short-
cranes), to operate range remote-control systems

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
mooring equipment or used by the personnel on required including remote
towing equipment, and to board. These systems can control systems
handle miscellaneous potentially be extended and (Certification of
equipment such as cargo connected to operator control Competency for
hoses, bunkering hoses devices in a remote operation navigation officer)
and electric shore centre, observing that remote
connection cables. observation of the equipment
The majority of the tasks on board (e.g., additional
take place, while the CCTV coverage or voice
vessel is alongside or “on communication with a
location”. in many cases, temporary deck hand) may
deck operations in port have to be installed for safe
will still be handled by operation.
personnel. This would
then be personnel that
boards the vessel after
arrival in port.
Operation of anchor A system should be able Remote anchoring can be Monitoring the operations Additional training to the
winches to operate anchor operated with remote control existing training is
winches with a precise from shore. required including remote
monitoring system Anchoring may also be an control systems
automatic fallback function to (Certification of
bring the vessel into a safe Competency for
state. In that case, anchor navigation officer)
winches also need to be

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
operated automatically by the
onboard control systems.
Shore connection and Battery-powered vessels Remote operators should Monitoring the operations New training courses are
battery charging with frequent calls at the monitor the shore connection required for remote shore
operation same ports (e.g., operations and battery connection
commuter ferries) are charging process.
generally charged from Also, they can take control if
shore-based systems there is any issue during the
that can connect operation.
automatically to the
vessel when the vessel is
moored and ready for
charging.

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6.3.3 Cargo Operation, stability, ship integrity

Table 31 Competences required for the RCC operators/supervisors for cargo operations of the autonomous PSB with stability and ship integrity

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Plan and ensure safe Knowledge of cargo Written/Oral Examination Cargo is properly planned Similar training exist
loading, stowage, securing property and controlled according (Certification of
and care during the Knowledge of the cargo to the specific Competency for navigation
voyage and the unloading transfer process and characteristics and officer)
of cargo procedure regulations
Knowledge of cargo-
related regulations
Knowledge of cargo plan
Inspect and report defects Structural knowledge of Written/Oral Examination Defects and damages to New training courses are
and damages to cargo cargo space Practical Examination cargo space are required for remote
spaces. Knowledge of Non- accurately detected and inspection
destructive Testing managed.

Maintain the PSB stability Examination and Actions to ensure and Additional training to the
seaworthiness of the PSB Working knowledge of assessment of evidence maintain the stability and existing training is required
factors that affect stability obtained from one or more watertight integrity of the including remote control
and trim. of the following: vessel are in accordance systems
Understanding of - approved in-service with accepted practice.
fundamental actions to be experience

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Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
taken in the event of - approved laboratory (Certification of
partial loss of intact equipment training Competency for navigation
buoyancy. officer)
Understanding of the
fundamentals of watertight
integrity.
Vessel construction
General knowledge of the
principal structural
members of a vessel and
the proper names for the
various parts

Table 32 Break down of the tasks required for the RCC operators/supervisors for cargo operations of the autonomous PSB with stability and ship integrity

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

AND/OR PERSONNEL (Level 3) (Level 4) training / new training
INVOLVEMENT is required
Planning and execution of A cargo plan including Remote operators should Monitoring the operations Similar training exist
cargo handling loading and discharging plan the operations in (Certification of
is conducted by port advance. Competency for
operators. navigation officer)

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

AND/OR PERSONNEL (Level 3) (Level 4) training / new training
INVOLVEMENT is required
However, continuous Also, fallback handling
monitoring and managing should be assigned to
are required during a the operator in the
voyage. remote facility.
Ballasting/deballasting while Ballast water Additional training to the
loading/ discharging cargo management, ship existing training is
stability control including required including
trim management are remote control systems
conducted by the chief (Certification of
officer. Competency for
However, continuous navigation officer)
monitoring and managing
are required during the
operation.
Planning and execution of Personnel can be (Not required) Monitoring the operations Additional training to the
bunkering involved in tasks that take existing training is
place during the port required including
period. remote control systems
(Certification of
Competency for
navigation officer &
engineer officer)
Ensuring weather/ watertight Sensor-based monitoring Integrity and stability can Monitoring the integrity Additional training to the
integrity and vessel stability systems can detect be monitored and stability existing training is
automatically from shore,

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

AND/OR PERSONNEL (Level 3) (Level 4) training / new training
INVOLVEMENT is required
weather/watertight in order to detect required including
conditions. situations that may remote control systems
require a fallback/ safe (Certification of
action to be initiated. Competency for
navigation officer)

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6.3.4 Machinery Operations

Future autonomous ships can include battery power systems and alternative fuels as well as other novel technologies. In these cases, additional
training courses are required to cover functionality, remote operation and maintenance works of these systems.

Table 33 Competences required for the RCC operators/supervisors for machinery operations of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Machinery system The theoretical Written/Oral Examination The condition of the Similar training exists
understanding background of machinery machinery is accurately (Certification of
Health/condition operation identified. Competency for engineer
assessment of employed Knowledge of machinery Proper actions are taken officer)
machinery system components and to maintain the
properties machinery's availability.
Knowledge of machinery
system integrations

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Table 34 Break down of the tasks required for the RCC operators/supervisors for machinery operations of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
Power generation and Automated machinery The monitoring and control Monitoring the operations Additional training to the
operation systems are already functions are transferred existing training is required
installed on many vessels, to the remote facility when including remote control
Electrical systems/
with remote monitoring the vessel is unmanned. systems
distribution
and control from a The operators should (Certification of
Steering, propulsion and manned central engine Competency for engineer
override the automated
thrust control room. officer)
system if the machinery is
Operation of auxiliary The system includes not properly controlled.
machinery (e.g., boilers, automatic control, alarm
compressors, hydraulic monitoring and safety
power units, etc.) functions.
Machinery system
condition monitoring

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6.3.5 Safety and Security

Safety of normal operation can be maintained through risk management (remote, dynamic) including navigation and engineering. In autonomous
ships, intelligent systems will manage the risks automatically under remote operator supervision.

Table 35 Competences required for the RCC operators/supervisors for safety, security and emergency response of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Respond to heavy weather Knowledge of weather Assessment of evidence The type and scale of the Additional training to the
such as storm analysis obtained from one or more weather are promptly existing training is required
Knowledge of sailing of the following: identified. including remote control
under heavy weather - approved in-service Proper actions are taken systems
experience to keep the vessel safe (Certification of
under heavy weather. Competency for navigation
- practical instruction
officer)
Respond to distress and Knowledge of Distress and Assessment of evidence The distress or emergency Additional training to the
emergency signal Emergency signals obtained from practical signal is immediately existing training is required
(From other vessels) Knowledge of lifesaving instruction recognized and acted including remote control
equipment operations Written/Oral Examination upon in accordance with systems
instructions and standing (Certification of
Knowledge of the
orders of the company and Competency for navigation
procedure of distress
or competent authority officer, GMDSS)
signal response

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Table 36 Break down of the tasks required for the RCC operators/supervisors for safety, security and emergency response of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
ISPS conformance No personnel on board may Detection of (unwanted) Detection of (unwanted) Additional training to the
mean less focus on the safety human activity on board, human activity on board, existing training is required
of people, but principles for access control (ISPS) is access control (ISPS) is including remote ISPS
rapid detection and containment “guard duties” that can be “guard duties” that can be (Certification of
of fire/damages on board will executed from the remote executed from the remote Competency for engineer
often require more fixed safety operation centre by operation centre by officer)
equipment on board (e.g., fire transmitting images from transmitting images from
extinguishing systems) than on CCTV systems on board CCTV systems on board
a conventional vessel. and/or by cooperating with and/or by cooperating with
The safety management guard personnel in the guard personnel in the
procedures have to address the ports. ports.
responsibilities of the personnel
in the remote operation centre
rather than the personnel on
board.
Area surveillance (on CCTV systems or motion Remote operators should Monitoring the operations New training courses are
board) detection sensors can monitor monitor unwanted physical required for remote ship
physical access. access and manage the security
system to prevent access.

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6.3.6 Environment protection

Table 37 Competences required for the RCC operators/supervisors pertinent to the environment protection of the autonomous PSB

Competence Knowledge, understanding Methods for Criteria for evaluating Covered by existing
and proficiency demonstrating competence training / new training
competence is required
Ensure compliance Prevention of marine Assessment of evidence Procedures for monitoring Additional training to
with pollution environment pollution and obtained from approved onboard operations and the existing training is
prevention antipollution procedures in-service experience ensuring compliance with required including
requirements Written/Oral antipollution requirements are remote control systems
Types and consequences of Examination fully observed (Pollution prevention)
pollution at sea

Knowledge of the precautions to

be taken to prevent pollution of
the marine environment

Knowledge of anti-pollution
procedures and use of
associated equipment

Intelligent monitoring system

Machinery health assessment

system

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Competence Knowledge, understanding Methods for Criteria for evaluating Covered by existing
and proficiency demonstrating competence training / new training
competence is required

Voyage planning/management
system

Ballast/bilge systems
autonomous management
system

Table 38 Break down of the tasks required for the RCC operators/supervisors for the environment protection of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR ROLE RCC OPERATOR Covered by existing
(CCNR Level 3) (CCNR Level 4) training / new training
is required
Log fuel Intelligent monitoring Onboard systems and RCC-based autonomous systems record the Additional training to the
consumption, system (fuel flow pertinent parameters and automatically provide reports. existing training is
machinery meters) required including
performance The operator/supervisor is responsible to check and validate/verify (if intelligent monitoring
parameters and needed) the produced reports systems, reporting to
emissions report pertinent
parameters parameters and
validate/verify reports

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TASKS VESSEL SYSTEMS RCC OPERATOR ROLE RCC OPERATOR Covered by existing
(CCNR Level 3) (CCNR Level 4) training / new training
is required
(Certification of
Competency for
engineer officer)
Reduce emissions Intelligent monitoring RCC-based autonomous system As in the left cell (CCNR 3) Additional training to the
and fuel system (fuel flow (voyage management, path existing training is
consumption meters) planning) makes decisions on the The operator/supervisor is required including
optimal speed, routing and responsible to view/monitor intelligent monitoring
Voyage machinery operation employing decision-making and systems, energy-
planning/management environmental conditions and validate/verify the produced efficient voyage
system weather forecasts, traffic, obstacles, reports. management, reporting
etc. pertinent parameters,
and validate/verify
Machinery health Vessel systems record the pertinent reports
assessment system parameters. (Certification of
Competency for
The RCC-based autonomous engineer officer)
system provides reports.

The operator/supervisor is
responsible to check decision-
making (if needed) and
validate/verify the produced reports.
Cargo monitoring As reported in Table 32 (cargo operations)
and management

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TASKS VESSEL SYSTEMS RCC OPERATOR ROLE RCC OPERATOR Covered by existing
(CCNR Level 3) (CCNR Level 4) training / new training
is required
(in particular for
dangerous cargo)
Bilge and ballast Intelligent monitoring RCC-based autonomous systems Monitoring the operations Additional training to the
water system (ballast/bilge, FO&LO autonomous existing training is
management management) make decisions on required including
Ballast/bilge systems the ballast/bilge, FO&LO systems intelligent monitoring
Fuel(s) Oil (FO) autonomous operations/conditions. systems, Ballast/Bilge
and lubricating oil management system autonomous
management Vessel systems record the pertinent management
parameters. systems, FO &LO
FO and LO system
autonomous
autonomous
RCC-based autonomous systems management system,
management system
automatically provides reports. autonomous waste
fluids management,
reporting pertinent
The operator/supervisor is
responsible to check decision- parameters, and
making (if needed) and validate/verify reports
validate/verify the produced reports. Remote waste
treatment
(Certification of
Competency for
navigation officer &
engineer officer,
Pollution prevention
course)

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6.3.7 Electronic Equipment/Information Technology /Cyber Security

The competences introduced in this section are not covered by the nautical science, marine engineering and existing training for marine officers/crews.
Therefore, it is recommended that a new role of marine IT/computer scientist is introduced.

Table 39 Competences required for the RCC operators/supervisors for IT and Cybersecurity systems of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Electronic equipment Knowledge of electronics Written/Practical The condition of electronic New training courses are
functionality Knowledge of electric Examination equipment is accurately required for the new
equipment operations checked. position (Marine IT officer,
Proper actions are taken computer scientist)
to maintain electronic
equipment availability.
Computer systems Computer literacy Written/Practical The condition of computer
operation Knowledge of software, Examination systems is accurately
hardware monitored and managed.
Proper actions are taken
to maintain the computer
systems' availability.
Management of Knowledge of Information Written/Practical The vessel system is well
Connectivity (Router), Technology Examination connected with shore-
communications (Wi-Fi, Computer literacy based systems.
4G, 5G), Networks (LAN,
VPN), Cloud computing

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Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Proper actions are taken
to maintain vessel
connectivity.
Data management, Knowledge of Information Written/Practical Vessel data is stored with
protection, storage, Technology Examination reliable protections.
sensitive data protection Knowledge of Data Written/Practical Sensitive data is correctly
analysis Examination defined and secured.
Knowledge of Data
transmission
(communication)
Computer literacy
Cyber-attack Knowledge of Cyber Written/Practical Malicious accesses are
protection/mitigation security Examination accurately detected and
Virus protection, Firewall Knowledge of blocked.
cryptography The latest version of the
Knowledge of Data firewall system is
transmission maintained and updated.
(communication)
Knowledge of Network
system

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Table 40 Break down of the tasks required for the RCC operators/supervisors for IT and Cybersecurity systems of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training
is required
Cyber security Ship data transmission Remote operators should monitor Monitoring the operations New training courses
management systems must be able to unauthorised access and manage are required for the new
detect unauthorised cyber the system to protect the ship and position (Marine IT
access. data. officer, computer
Firewall systems can filter scientist)
and block malicious
accesses.
Software Update Intelligent monitoring and Remote operators should monitor Monitoring the operations
control systems for the software update status and
navigation, power process.
generation, propulsion If the software update is executed
and cargo operation. inappropriately, remote operators
Communication and must promptly intervene in the
connectivity systems updating process.
including cybersecurity
functions.
Hardware Computer equipment to Hardware upgrades must be conducted under the responsible
Upgrades enable intelligent operator’s supervision regardless of autonomy level.
systems.
Control boards including
electronic equipment.

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6.3.8 Maintenance

Table 41 Competences required for the RCC operators/supervisors for maintenance of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Operational data analysis Knowledge of machinery Written/Oral Examination Machinery conditions can New training courses are
and interpretation properties Practical test be analysed from required for sensing data
Knowledge of operational operational parameters analysis
parameter
Maintenance Planning Knowledge of machinery Written/Oral Examination Machinery conditions can Additional training to the
properties Practical test be analysed from existing training is required
Knowledge of operational operational parameters including intelligent
parameter A maintenance plan can monitoring systems,
Knowledge of machinery be arranged to keep the reporting to report
degradation & machinery in a good pertinent parameters and
maintenance condition validate/verify reports
(Certification of
Competency for engineer
officer)

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Table 42 Break down of the tasks required for the RCC operators/supervisors for maintenance of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training
is required
Preventive Preventive maintenance Remote operators can take control Monitoring the operations New training courses
maintenance to ensure that systems on to manage the machinery condition. are required for
(Hull, deck board and in the remote software-based
machinery, operation centre continue Remote operators also manage maintenance
engine room to be operational. schedules of maintenance.
machinery, Automatic health
accommodation, monitoring systems must
software, IT detect and monitor the
devices) machinery's condition.
Condition-based A condition-based An autonomous system can Monitoring the operations
maintenance maintenance schedule monitor and arrange the
may require that the maintenance schedule, but remote
machinery is equipped operators should verify the
with additional sensors maintenance feasibility.
and software applications.
To improve the planning
of major activities, a
scheme for maintenance
based on monitoring the
condition of the machinery
Software Software and electric An autonomous system can update Monitoring the operations
maintenance devices must be software programmes. Verifying/validating the
(updates and software condition

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training
is required
revisions, maintained for safety and However, remote operators should
verification and security check the software and related
validation) electric device status.
Hardware updates can be arranged
by remote operators.

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6.3.9 Ship administration

Table 43 Competences required for the RCC operators/supervisors for the ship administration of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Manage ship operations Knowledge of the cargo Assessment of evidence Proper actions are taken Similar training exists
from loading to unloading trading process obtained from one or more to maintain ship (Certification of
Knowledge of voyage of the following: operations. Competency for navigation
planning - approved in-service officer & engineer officer)
Knowledge of ship experience
operations - practical instruction

Table 44 Break down of the tasks required for the RCC operators/supervisors for the ship administration of the autonomous PSB

TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
Reporting Reporting duties required An automated system can Remote operators should Similar training exists
by management and/or generate reports. read and check the reports (Certification of
authorities. However, the remote Competency for navigation
It should be possible to operators should check officer & engineer officer)
upload and update the generated reports and

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TASKS VESSEL SYSTEMS RCC OPERATOR RCC OPERATOR Covered by existing

(CCNR Level 3) (CCNR Level 4) training / new training is
required
relevant information about correct the system if there
the vessel to a central is any error.
digital register where it can
be accessed by relevant
authorities for inspection.
Documentation Permits, certificates, Certificates and Certificates and
manuals and documents are located in documents are located in
documentation must be up RCC and updated by RCC RCC and updated by RCC
to date operators. operators.

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6.3.10 Emergency Response

In emergencies, autonomous systems should promptly respond to minimise risks pertinent to the ship's
integrity and potential consequences. The emergency (along with monitored parameters) must be
effectively communicated to remote operators, in order to assess and arrange (if required) a response
team to take appropriate actions.

Risk assessment and management are very important functions of inland vessel operations. For the
operator's training, a key consideration must be securing the ship's integrity and making prompt and
effective decisions under pressure. The autonomous monitoring systems allow for commencing actions
before the emergency occurs. However, if accidents cannot be avoided, remote actions to prepare for the
accident should be taken to minimise damage.

The training for emergency response is related to the ship operation, however, similar training courses are
also required for RCC. This deliverable does not consider training for handling RCC emergencies, but
necessary training for RCC such as evacuation and first-aid should be developed before autonomous ship
commercial operations.

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Table 45 Competences required for the RCC operators/supervisors for Emergency Response of the autonomous PSB

Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Respond to emergencies Emergency procedures: Assessment of evidence The type and scale of the Additional training to the
including collision, Initial assessment of obtained from one or more emergency are promptly existing training is required
grounding, machinery damage and damage of the following: identified. including remote
failure and flooding control - approved in-service Initial actions appropriate emergency response
experience to the urgency of the (Certification of
Action to be taken
situation and the nature of Competency for navigation
following a collision - practical instruction
the emergency are taken. officer & engineer officer)
/grounding
Awareness of the
Action to be taken on company instructions on
engine/steering failure emergency handling.
(Rescuing persons from
the water)
Emergency Provide radio services in Assessment of evidence Ship-shore communication Additional training to the
Communication emergencies obtained from practical systems can be connected existing training is required
Knowledge of procedures instruction in multiple methods. including remote control
to connect emergency Written/Oral Examination The systems can be systems
communication system operated with redundancy (Certification of
systems. Competency for navigation
officer)
Fire fighting Knowledge of onboard fire Assessment of evidence The type and scale of the Additional training to the
obtained from one or more fire are promptly identified. existing training is required
of the following:

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Competence Knowledge, Methods for Criteria for evaluating Covered by existing

understanding and demonstrating competence training / new training is
proficiency competence required
Knowledge of methods - approved in-service Proper actions are taken including remote control
and procedures of experience to extinguish the fire and systems
firefighting - practical instruction keep the vessel with (Safety Training,
Knowledge of firefighting minimum damage. Firefighting)
equipment operations

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Table 46 Break down of the tasks required for the RCC operators/supervisors for Emergency Response of the autonomous PSB

EMERGENCY SHIP SYSTEMS RCC OPERATOR (CCNR RCC OPERATOR Covered by existing
Level 3) (CCNR Level 4) training / new training
is required
Collision/grounding/flooding Watertight door RCC-based autonomous Monitoring the Additional training to the
management system systems (ballast/bilge, FO&LO operations existing training is
autonomous management, (Already designed to required including;
Intelligent monitoring watertight doors) make address emergencies on Remote control,
system decisions its own) procedures to prepare
Vessel systems record the and address emergency
pertinent parameters. Remote operators need (Training on
Ballast & bilge
The RCC-based autonomous to be informed emergencies using
management system
system automatically provides simulators)
reports.
FO & LO management The operator/supervisor is
system responsible to check decision-
making (if needed) and
Hull integrity system validate/verify the produced
reports.
Human operators will be the
Ship stability system main decision-maker.
Fire Firefighting water system The RCC-based autonomous Additional training to the
Fire door management system makes decisions on existing training is
CO2 release system remote operations of the required including;
pertinent systems.
Spraying/foam system

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EMERGENCY SHIP SYSTEMS RCC OPERATOR (CCNR RCC OPERATOR Covered by existing
Level 3) (CCNR Level 4) training / new training
is required
Ballast & bilge Vessel systems record the Remote control,
management system pertinent parameters. procedures to prepare
FO & LO management The RCC-based autonomous and address emergency
system system automatically provides (Training on
Hull integrity system reports. emergencies using
simulators)
The operator/supervisor is
responsible to check decision-
making (if needed) and
validate/verify the produced
reports.

Human operators will be the

main decision maker.
Blackout/critical electric Emergency power The RCC-based autonomous Additional training to the
power destruction system (emergency system makes decisions on existing training is
(This is a very extreme generator, emergency remote operations to recover required including;
situation because at least switchboard) emergency & main electric Remote control,
two different electric power power systems or/and to procedures to prepare
will be used) Emergency battery navigate the ship to the closest and address emergency
system anchorage/port. (Training on
emergencies using
Vessel systems record the simulators)
pertinent parameters.

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EMERGENCY SHIP SYSTEMS RCC OPERATOR (CCNR RCC OPERATOR Covered by existing
Level 3) (CCNR Level 4) training / new training
is required
Emergency The RCC-based autonomous
communication system automatically provides
reports.
Intelligent monitoring
system (will rely on more The operator/supervisor is
than two power sources) responsible to check decision-
making (if needed) and
validate/verify the produced
reports.

It is expected that the human

operator will be the main
decision-maker.
Other emergency response Automatic lifesaving The RCC-based autonomous Monitoring the New training courses are
(Medical situation, equipment systems system automatically provides operations required for remote
evacuation, remote search Intelligent monitoring proper support. lifesaving equipment
and rescue) system for the Operators/supervisors monitor
surrounding area the situation and intervene if
there are additional assists are
needed.

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7. TRAINING FRAMEWORK FOR AUTONOMOUS OPERATION S

7.1 GENERIC TRAINING FRA MEWORK

Regardless of autonomous vessel types, several functions of ship operations are expected to be
transferred from onboard crews to autonomous systems. However, there must be remained tasks which
require human operators’ interventions even for the advanced level of autonomy. As a result of the review
of the RCC operator competencies and skills under two use cases, several training courses to develop the
abilities of RCC operators can be defined.

In Table 47, recommended training courses to improve the common abilities of RCC operators are
provided. The recommended durations for the proposed training are derived considering pertinent existing
training courses according to the Korean maritime institution (KIMFT, 2022a). The priority of the proposed
training is categorised as high, medium and low for training related to safety, operations and efficiency,
respectively.

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Table 47 Generic Autonomous Shipping Training Framework

Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
Software-based 3–5 days High Automated Interpreting video and sensing Radar-based collision avoidance
remote navigation navigation data training
including: systems provider Customisation/familiarisation on DP basic
camera sensors and use of pertinent Ship navigation simulation for
operations, technologies Pilot
Area surveillance, Visualisations, sound
voyage Interpretation of the surrounding
management area
Manage the voyage with remote
systems
Understanding the floating
mechanism at sea
Remote Engine 3-5 days Medium Automation Intelligent machinery Engine room simulation training
room operation system provider management, spare/store
management
Bunker planning
Electric power management
Ship remote 3–5 days Medium Automation Remote control functions CoC training
controls including; system provider

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Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
Navigation, Deck Remote control interface MASS remote control course at
operation, Cargo familiarisation KIMFT
operation, Caro space monitoring
Machinery Machinery space monitoring
operation
Ballast system operations during
cargo/bunkering operations
Advanced 5 days Medium Communication Communication with Automatic ROC
Communication system provider systems GOC
Systems Global communication
Degradation of communication
Ship connectivity and
communication system
Multiple communication systems
including redundancy
Remote ISPS 5 days High Local authority Remote response for Security officer
system Autonomous ship unauthorised access ISPS Inspector
operating
company
Remote 5 days High Local authority Remote risk management Basic safety course
Emergency Remote damage mitigation Advanced firefighting
Remote machinery recovery

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Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
response Automation Remote firefighting procedure
including; system operating
Collision, company
grounding,
Machinery failure,
blackout, flooding
and firefighting
Remote supports 3 days Mid Local authority Remote Area surveillance Advanced lifeboat operation
for surrounding Remote Lifesaving equipment
ships operation
Remote Search and Rescue
Remote pollution 5 days Mid Local authority Pollution monitoring Pollution prevention
prevention Remote antipollution procedure
Remote emission monitoring
including FO & LO consumption
Remote waste monitoring
including bilge and ballast water
Remote 3–5 days Mid Automation Health assessment software Ship Familiarisation
Maintenance system provider Data analysis and interpretation
system including; Maintenance scheduling
Condition
monitoring (Hull,

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Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
Deck machinery,
Engine room
machinery, Cargo
machinery)
Automatic Data 3–5 days High Automation Automatic historical data New course
Recording and system provider recording system
Transmission Communication Recorded historical data
system provider transmission with cyber security
Remote Recovery 1–2 days High Automation Remote recovery after New course
after system provider communication loss situation
Communication Connectivity Safe decision-making to prevent
Loss system provider additional communication loss
Marine IT 2–3 weeks High Automation Information Technology New course
operations system provider Computer literacy
including; Electronic/electric/computer
Intelligent equipment
systems, Cryptography
software,
hardware Computer language
upgrades, Cyber Automatic system verification
security

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Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
RCC/ROC 2–3 weeks High Autonomous ship Office Map New course
Familiarisation operating Critical Equipment Location
including; company Emergency Equipment
Equipment, Operation Procedure
safety, security Emergency Exit Route

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7.2 SPECIFIC TRAINING SSS USE CASES

In autonomous SSS, ship operation is managed by not only onboard crews but also remote operators.
Since conventional training courses are developed for onboard crews new training courses and additions
to the existing training courses are required.

The recommended training courses for the SSS autonomous ship operation considering IMO level 2 are
provided in Table 48. The recommended durations for the proposed training courses are derived
considering pertinent existing training courses according to the Korean maritime institution (KIMFT,
2022a). The priority of the proposed training is categorised as high, medium and low for training related to
safety, operations and efficiency, respectively.

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Table 48 Autonomous Shipping Training Framework for SSS

Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
Remote mooring 3–5 days High Local authority Remote mooring monitoring New course
Automation Remote deck machinery
system operating operation for automatic mooring
company
Remote Cargo 3–5 days High Local authority Remote deck machinery Overhead crane operator
Operation with Automation operation for automatic cargo training - UK
monitoring system system operating operations
company
Cooperation of 3–5 days High Local authority Cooperation skills with remote Leadership and teamwork
Onboard Crews Communication workers training
and Remote system provider Remote monitoring system
Operators

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7.3 SPECIFIC TRAINING IWW USE CASES

To acquire competences for the remote IWW PSB operation, new training courses and additions to the
existing training courses are required. Conventional training courses focus on manual onboard operations
to familiarise emergency response and assure safety. However, in autonomous shipping, the majority of
roles are executed by the autonomous systems, hence the human operator’s role is limited.

The recommended training for the IWW PSB operation considering CCNR Levels 3 or 4 are provided in
Table 49. The recommended durations for the proposed training courses are derived considering pertinent
existing training courses according to the Korean maritime institution (KIMFT, 2022a). The priority of the
proposed training is categorised as high, medium and low for training related to safety, operations and
efficiency, respectively.

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Table 49 Autonomous Shipping Training Framework for IWW

Training Duration Priority Potential Characteristics Reference Conventional

training Training Courses for Training
provider/accredit Duration
or body
Small 3–5 days High Local authority Detecting small objects in IWW Ship Navigation Simulation for
Object/Obstacle Automation with digitalised information Pilot
Detection system provider Detecting structures and
obstacles with digitalised
information
Remote Cargo 3–5 days High Local authority Remote cargo operation Overhead crane operator
Operation with Automation including ballasting and de- training - UK
monitoring system system operating ballasting
company

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8. PROPOSALS FOR CONVENTIONS UPDATE

As autonomous ships are expected to have a different working environment compared to conventional
ships, education and training courses should be modified. Additionally, prevailing conventions should be
modified to certify the required competencies. This section proposes amendments to the existing
conventions to operate crewless autonomous ships.

8.1 STCW AMENDMENTS FOR REMOTE OPERATORS

Since human operators are not removed but shifted from onboard to the onshore control centre in the
present autonomous ship concept, the STCW convention is still useful to train and certify human operators.
However, in order to reflect the changed circumstance, amendments to the STCW are required. Table 50
and Table 51 list the recommendations which reflect the characteristics of autonomous shipping.

Table 50 STCW Amendments for Navigators

Operations Conventional training Amendments for crewless autonomous

coverage shipping
Navigation Onboard navigation skills Remote navigation
(Geographical and Celestial (Digital Bridge familiarisation / Remote control
Navigation with Electronic properties / Global communication)
navigational aids)
Deck Operation Berthing and Unberthing Remote mooring system (line throwing, winch
Deck machinery operation operation, Pipe connection, cable connection)
Remote Deck machinery operations
Emergency ISPS Remote ISPS (Assess block / Hijacking)
Cyber Security (Cyberattack)
Emergency Responses Remote damage monitoring and control
Remote system recovery
Remote firefighting
Environment Ballast - Remote discharge monitoring
protection Pollution prevention, Remote troubleshooting
Operation records. Record waste management
Antipollution Remote equipment operation (Oil absorbent)
Report procedure
Communication Localised communication Global communication system
(Radio/VHF) Redundant communication system
IT Operation - Intelligent systems
Software version check
Firewall, Network management

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Table 51 STCW Amendments for Engineers

Operations Conventional training Amendments for crewless shipping

Coverage
Patrol Inspection skills Remote patrol
Manual parameter Data analysis
measurement Camera operations
Electric Power Manual operation of power Remote electric power management (incl.
Generation and generator and power Recovery)
Distribution management system Remote emergency power generation and
distribution
Maintenance Machinery principles for Software-based health assessment
inspection and repairment (To interpret machinery condition from sensing
values)
Emergency Machinery failure Remote machinery recovery
Firefighting Remote firefighting equipment operation
Environment Bilge - Remote discharge monitoring
Pollution prevention, Remote troubleshooting
Operation records. Record management
Machinery operation Familiarisation Onboard training
(Onboard training) (To understand mechanical characteristics,
engine room environment)
Bunkering with emergency Remote watchkeeping
plans Remote emergency plan
IT Operation - Intelligent systems
Software update
Hardware upgrade
Firewall, Network management

9. TIMELINES

9.1 SHORT-TERM GOAL (IMO LV 2 - RCC & ONBOARD CREW)

In the short-term period, the enabling technologies for autonomous shipping will improve the autonomous
ship TRL from 7 to 9. However, during this period, autonomous ships are still under development and
require a sort of human intervention to maintain the reliability of the operations.

Since onboard crews cannot be removed entirely during this period, some certificates and approvals of
conventional shipping are still required for onboard crews to maintain the safety of the ship and themselves.
In addition, new certificates and approvals are also required for RCC operators because ships are operated
by both onboard operators and remote operators. Even though the detailed training and certificate courses
can be different depending on the operating conditions, the communication and collaboration between

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onboard crews and remote operators must be managed to remove communication gaps and maximise
their synergy.

9.2 MEDIUM-TERM GOAL (IMO LV 3 – OPERATOR REQUIRED)

In the medium-term period, the enabling technologies are expected to reach a sufficient level and enable
crewless operations. During this period, certificates and approvals for the onboard crews may not be
required anymore, but requirements for remote operators must be strengthened to maintain the reliability
of autonomous ship operations.

At this technology level, human interventions can be removed for normal operations, however, thorough
watchkeeping from the remote operators is still required for emergency responses. Remote operators must
have abilities to maintain the operability of the autonomous ships in any conditions, and the certificates
and approvals must be able to guarantee these abilities. Since only digitalised information can be delivered
to RCC, remote operators must be able to interpret the situations and take proper actions with limited
information. The certification and approval courses should be developed considering this circumstance.

9.3 LONG-TERM GOAL (IMO LV 4 – FULLY AUTONOMOUS)

In the long-term period, the enabling technologies will be able to manage autonomous ship operations for
most situations, and less attention will be required for remote operators. However, remote operators are
still required to respond to emergencies which cannot be handled by autonomous systems.

This means that the remote operator’s role becomes more important to maintain the operability of the
autonomous ship and advanced knowledge and experience are required to be a remote operator. The
certifications and approvals must be focused on assuring the remote operator’s ability to handle
challenging situations promptly and precisely.

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10. SUMMARY AND CONCLUSIONS

This deliverable defined the required competences and skills to be RCC operators and proposed new
training frameworks for autonomous ship operations. The competences and training courses for
navigational officers and engineers of conventional ships were reviewed to understand the conventional
certificate and training framework. To capture the diverse characteristics of autonomous operations, key
enabling technologies and tasks required for autonomous ship operations were reviewed based on the
previous AUTOSHIP deliverables. As outputs of the deliverable, new training frameworks and STCW
convention updates were proposed with two use cases (SSS and IWW). Lastly, potential training courses
durations were provided.

Since high-level autonomous operations cannot be achieved in a single step, human operators are
expected to facilitate the autonomous operations from the RCC/ROCs for a transition. period. During this
period, communication and co-operational abilities are required for RCC operators and shipboard crew.
Furthermore, the importance of emergency response skills is increased since most ship operations will be
conducted by intelligent systems and human operators are required only if the system cannot handle such
situations.

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11. APPENDIX A - CONVENTIONAL SHIPS COMPETENCE & TRAINING

This appendix provides information for the roles and responsibilities of the officers and crews required for
conventional shipping according to (STCW, 2011)STCW (2011).

11.1 MASTER

11.1.1 Master’s responsibilities and jurisdictions

• The Master, in accordance with applicable maritime law and regulations, is the captain and
commander of the ship and has power over all those on board.
• He/she is responsible for the good administration of the ship and the safety of the ship, the cargo
and the passengers, as well as for the maintenance of order. In the event of an emergency, for
the safety of the ship, he/she shall be entitled to order and enforce everything he/she deems
necessary, in accordance with the rules of seamanship and the provisions of laws and regulations.
If he/she considers it appropriate, he/she may consult the First Engineer and Chief Officer.
• The Master shall be responsible to the State for the precise application of the laws and the
enforcement of the orders of the competent authorities and to the shipowner and any interested
party for anything that happens on board and concerns their interests.
• The Master must always set a good example of naval virtues, namely honour, dignity, good
behaviour, justice, union, readiness, determination, dedication to duty, courage and self-sacrifice.
• He/she also has an obligation to ensure that the training of his/her officers is improved and to
take advantage of every opportunity to identify and explain to them various professional issues.
• With regard to the discipline and behaviour of the crew, the Master has an obligation to ensure the
orderliness of the ship, overseeing the appearance, behaviour and conduct of crew members in
general.
• He/she must listen willingly and treat as far as possible any reasonable complaint submitted to
him/her and to express at every opportunity paternal care to the crew, in which he/she must behave
with discretion. If a disturbance of order occurs on board, the Master shall immediately take all
necessary measures to restore it and shall exercise disciplinary authority in accordance with the
provisions in force.
• With regard to the accommodation of crew and passengers, the Master has a duty to ensure that
he/she and his/her competent officers ensure the necessary hygiene and cleanliness conditions.

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11.1.2 Emergency response

• The Master, during the voyage, determines the course of the ship and is responsible for the safe
conduct and progress of the voyage. He/she keeps the bridge order book, in which he/she
records the course he/she sets and any other order to the prison officer for the safe and normal
sailing.
• He/she must rule the ship in person, when it is in and out of ports, coves, canals, channels and
other dangerous places and generally when he/she deems it necessary.
• He/she shall ensure the proper condition and satisfactory functioning of the ship's means of safety
and the regular training of the crew in the use of such means by carrying out, on his/her order,
leaking, fire, boat launching and abandonment of the ship drills. Drills should be carried out in
accordance with the regulations and, at the end of these, entries should be made in the ship's
Book of Drills and Inspections.
• In the event that the ship is experiencing an emergency for any reason, the Master shall use all
possible means to rescue the ship, the occupants and the cargo. He/she must also set an example
of composure and bravery, inspiring the crew and the occupants.
• If circumstances require the abandonment of the ship, he/she leaves it last and after making sure
that all hope of its salvation has been lost and that there is no one else left in it. He/she rescues,
if possible, the ship's logbook and other shipping documents, money and the most valuable items.
• He/she shall not leave the scene of the accident until he/she is certain of the loss of the ship and
that his/her presence is no longer beneficial.
• If, after abandoning the ship and before sinking, he/she becomes aware that another ship is
rushing for assistance and it could be possible to save the ship, he/she must be boarded again
before the men of the other ship can board.

11.1.3 Master’s report in case of emergencies

• Where an exceptional incident involving the ship takes place to the occupants or the cargo (e.g.,
collision, stranding, average), the Master shall, in addition to the entry in the logbook, draw up a
report within a few hours of the ship's arrival in port in the presence of the relevant competent
authorities. This report shall indicate the port and the time of departure of the ship, the course
followed, the risks encountered, the abnormalities observed and all notable incidents in general.
The competent authority must verify the truth of what the Master is reporting and take all necessary
action, such as conducting interrogations and collecting any relevant information. The Master's

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report has evidentiary power and is intended to protect the rights of the ship and the master legally.
A counter-evidence from those with a legitimate interest is accepted against the content of the
report.

11.1.4 Duties of the Master as a public official

o In addition to his/her duties as captain and commander of the ship, the Master has been
entrusted by law with certain other duties of a public nature, which are normally performed
by State officials. This is because the ship usually travels away from the territorial waters
and it is therefore not possible for its legal bodies to exercise these powers.
• These specific tasks can be grouped into three categories: registry, notarial and investigative-
police.
• These duties must be carried out with particular care and diligence by the Master, because their
good performance often depends on great economic interests and other situations. In addition to
the professional and moral responsibilities that the Master has as a professional and as an
individual, he/she also has criminal, disciplinary and civil responsibilities, if he/she is subject to
errors or omissions or if he/she exceeds the jurisdictions provided by law.

1) Investigative, police and disciplinary duties of the master

• For the offences committed on board a ship during the voyage or in ports abroad where the
relevant port or consular authority is not established, the Master shall carry out investigative
duties. If the Master himself/herself has also taken part in the commission of the offence, then
any questioning carried out by him/her shall be deemed not to have taken place.
• In the performance of the investigative duties, the Master shall hire as secretary one of the
officers of the ship or, if there is none, another member of the crew.
• In the event of a crime for which the corresponding Code of Criminal Procedure provides for
pre-trial detention (e.g., murder) the Master shall order the custody of the offender, which must
be entered in the logbook of the ship. This offender shall surrender to the relevant port or
consular authority of the first port of arrival of the ship.
• If the Master fails to perform his investigative duties, he/she shall have criminal and disciplinary
responsibility.
• The Master, shall have police authority on board and for the purpose of respecting order,
discipline and hygiene and for the safety of the ship, the occupants, the cargo, shall take all
necessary measures, in accordance with the applicable regulations.

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• The captain's police authority is exercised not only against the crew members, but also against
all occupants of the ship.
• The measures to which the Master is entitled and obliged to take shall be preventive and
repressive.
• Preventive measures are aimed at preventing risks to the order and safety of the ship, those
on board and cargo (e.g., prohibition of smoking in dangerous places). These measures shall
be taken on the oral or written orders of the Master to which all those on board must comply
without exception.
• In the event of the commission of unlawful acts, the Master shall take repressive measures,
such as carrying out an investigation, seizing contraband, limiting the fault, etc.
• According to the rules of employment, the exercise of the police on board has been assigned
the Chief Officer, who is obliged to inform the Master and to follow his instructions and
directives accurately.
• The disciplinary power of the Master shall be exercised against the crew members who are
in a hierarchical relationship with him.
• The Master shall have the power to impose penalties of reprimand or fine on crew members,
but shall not be entitled to bring disciplinary proceedings for offences punishable by more
severe penalties, i.e., temporary or permanent deprivation of the right to practice the maritime
profession.
• Disciplinary penalties shall be imposed after the offender has been placed on the ship's
criminal record and called for an apology.
• An appeal against the Master's decision may be appealed to the port or consular authority by
the person who has been punished.

11.1.5 The Master’s relations with the authorities

• The Master, as the representative of the shipowner, but also as a body of many and varied State
powers, has an obligation to cooperate closely with the authorities of the country to which the ship
belongs, both domestically and abroad.
• Upon arrival of the ship in port, the Master shall, after fulfilling the ship's sanitary obligations
imposed by the regulations, provide the Bridge logbook and the ship’s articles for validation. In the
event of an obstacle, he/she shall send his/her legal deputy.
• During the voyage and during the ship's stay in port, the master shall comply fully with the
applicable regulations and the applicable provisions on the police of the ports and beaches of the

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State, on the police of navigation and on merchant shipping in general. He/she shall also comply
with the orders of the competent authorities.
• The Master shall collect and report to the port or consular authority of the first port of arrival of the
ship any information of interest in any way to the State and the warship or merchant navy. He/she
also reports information on the ship's passengers of any interest to the authorities (e.g., suspected
drug smuggling).

11.2 THE CREW

11.2.1 Concept – Crew composition

A crew shall be called all seafarers, other than the Master, who are seafarers and serve on board as
officers or junior crew. The crew shall consist, of seafarers holding the required evidence of marine
competence, or of scientists or experts authorised to practice the profession.

11.2.2 Basic Composition of the Crew

The basic composition of the crew is mandatory for all ships and failure to comply with it entails criminal
and disciplinary responsibilities of the Master. In exceptional cases only and with the permission of the port
or consular authority, the ship may continue to sail temporarily with an incomplete crew composition by
number or qualification. However, a prerequisite is that the safety of the ship and its occupants is not
compromised.

The basic composition of the crew is determined specifically for the different categories of ships and
varies according to the type of ship (e.g., passenger or cargo), the capacity, type and power of the
engines and the ships operated (e.g., coastal, seagoing).

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11.3 CERTIFICATES OF MARINE COMPETENCE (SEAFARER’S CERTIFICATES)

Certificates of marine competence shall be certificates issued to seafarers usually following examinations
certifying the suitability of their holder for the performance of specific duties in the merchant navy. These
certificates shall be issued to seafarers with the necessary essential skills and formal qualifications, i.e.,
knowledge, skills, experience, etc.

Evidence of maritime competence shall be divided into:

• Diplomas
• Degrees
• Licenses of marine competence

11.4 CONDITIONS FOR OBTAINING EVIDENCE OF MARITIME COMPETENCE

In order to obtain a commercial navy diploma or diploma, the following are required:
• Be a registered seafarer, i.e., hold a seaman’s book.
• Have reached the age of 18and have not reached the age of 60.
• Be physically and mentally healthy and capable of the service corresponding to the evidence of
maritime competence.
• To succeed in examinations where they are required

In order to take the examinations, the candidate must have certain grammatical or technical knowledge,
depending on the proof for which he/she is a candidate, as well as a certain maritime service on
conventional ships according to his/her evidence of maritime competence.

11.5 RIGHTS GRANTED BY EVIDENCE OF MARITIME COMPETENCE

Any proof of seaworthiness shall give the holder the right to be on board ships with a similar degree and
specialty and to perform a responsible service.

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11.6 CREW DUTIES BY RANK AND SPECIALT Y

Officers and crew members shall have specific tasks to be determined by the relevant regulations.

11.6.1 Chief Officer

• He/she is the Captain's direct partner for everything concerning the ship, the occupants and
the cargo and his/her legal deputy.
• In particular, he/she is the head of the general deck services, catering, accommodation
compartments and galley.
• He/she is responsible for the good maintenance, watertightness, safety, suitability and
decency of the vessel and its dependence, manual steering, the ship's fire-fighting equipment
and all life-saving means, i.e. lifeboats, designs, appliances, etc. for immediate and safe use.
• He/she distributes deck and catering, apartment and galley staff to various tasks and is
responsible for its work, performance, discipline and general behaviour and strives to satisfy
any complaint submitted to him/her by his/her subordinates.
• He/she is the head of the ship's health service and takes care of the maintenance of hygiene
and cleanliness in the various compartments of the ship (dormitories, restaurants, galleys,
washing machines, lavatories, etc.) and the maintenance of the pharmacy, in accordance with
the Regulations.
• He/she provides first aid to the sick or injured on board. He/she has custody of the ship's library
and crew entertainment organization along with the Second Officer.
• He/she exercises the police on board and takes the necessary preventive and repressive
measures to maintain order and safety on board, reporting on his/her actions to the Captain.
• He/she carries out a daily inspection of the vessel and ensures that everything is in good order
and that the necessary measures are observed to protect the workers on board and
passengers on board.
• It shall ensure the timely preparation of weighing or dropping the anchor and shall ensure that
the anchors, winches and means of anchorage are ready for immediate use, that the watertight
doors and openings of the hatches have been closed and that the loaders have been arranged.
• During the of weighing or dropping the anchor, the Chief officer is at the bow and directs the
work, in constant contact with the bridge.
• When the ship remains in a bay, the Chief Officer supervises for the safe docking and
anchoring of the ship, especially in case of bad weather and has the vigilance and
responsibility for the safety of the ship in the absence of the Master.

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• During the voyage, it is made sure, in case of bad weather, that the lids of the hatch covers
are well fixed. He/she forbids the opening of any hatch opening and takes care of the
ventilation of the load and controls the firefighting means.
• He/she has the general care of the loading and unloading and draws up the loading and
unloading plans, making sure that the hulls and tanks are ready and checking the condition
and operation of the loading and unloading system and taking the necessary ventilation,
lighting and safety measures for the work.
• He/she keeps himself/herself the keys of the warehouse of materials of the vessel and keeps
a special book in which he/she records the imported materials and their consumption, by type
and quantity.
• In the event of danger, he/she ensures that order is kept and that the situation is dealt with
effectively.
• If the captain orders the abandonment of the ship, the Chief Officer directs this movement,
starting with the sick and wounded, the women, children and the old men.
• He leaves the ship last, before the Master, unless he receives a different order.
11.6.2 Second officer
• He/she is the Chief Officer’s direct assistant in everything related to the service of the vessel,
navigation and cargo and works under his/her control.
• If the composition of the ship does not provide for a Second Officer, his/her duties shall be
performed by the Chief Officer.
• He/she takes care of the good condition, maintenance and readiness of the shipping and
electronic instruments and the steering gear, for the updating, classification and safekeeping
of the nautical charts, books, shipping and other aids and for the orderliness and cleanliness
of the steering wheel, the map room and the bridge in general.
• He/she has the sole control and diligence of the stern. During the lifting and mooring he/she
directs the work at the stern and is in constant contact with the bridge.
• He/she is responsible for the normal and safe removal and retrieving of the ship's
communication scales with the land or the floating means, taking care to prevent accidents .
• He/she takes care of the good condition and maintenance of the ship’s navigational and
anchorage lights, ladder and hold lights, fireworks etc.
• Ensures the proper operation and maintenance of the ship's life-saving and firefighting means
under the instructions and control of the Chief Officer.

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• He/she ensures that the lifeboats have the adequate parts and supplies required by the
regulations, in good condition and for immediate use, in accordance with the applicable
regulations and instructions
• He/she shall ensure the colouring and good condition of the distinguishing elements and
indications of the vessel and its accessories and compliance with the instructions for their use.
• He/she takes care of the good condition and maintenance of the sound and visual means of
the ship, for the normal raising and lowering of the flag and the various signals and for the
order, decency and guarding of the flags and signals.
• He/she assists the Master in the formation and changes of the crew, the validation of shipping
documents and generally the observance of his obligations to the authorities. Accompanies
the pilot during his boarding and disembarkation from the ship.

11.6.3 Chief Engineer

• He/she is the officer in charge of the engine service and its personnel and is under the direct
command of the Master and his/her control.
• He/she is responsible for the maintenance and proper operation of the ship's main engines
and auxiliary machinery, other than radiotelegraphic machinery, as well as the maintenance
of the apartments of a boiler room, a pumping station, a fuel storage, the double bottoms and
tunnels.
• Upon receipt of the engine service, he must inspect the facilities and machinery, count the
amount of fuel and draw up a protocol, which is also signed by the officer who delivers the
service to him/her.
• After a certain period of time after receipt, he/she carries out a detailed inspection and draws
up a report which he/she submits, through the Master, to the shipowner.
• During the entering and exiting ports, bays, canals, channels and other dangerous areas, as
well as in critical circumstances, he/she is obliged to be in the engine room.
• He/she allocates the engine’s personnel to the watches and various tasks and monitors their
proper execution.
• He/she shall ensure that the necessary measures are taken to prevent leakage or fire and that
all mechanical repairs which may be carried out by the personnel of the machinery are carried
out at board or in the process.
• He/she keeps, under the Master's supervision, the engine logbook, in which he/she records
the events concerning the condition and operation of the engines, the consumption of fuel, etc.

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11.6.4 Second Engineer

• He/she is the direct assistant of the First engineer and under his supervision and instructions
he/she takes care of the allocation of personnel in watches and general work of the machine,
for the proper maintenance and operation of the engines, boilers and auxiliary machinery, for
the preservation and disposal of the materials of the machine and for the order and cleanliness
in its compartments.
• During entering and exiting ports, bays, canals and at the anchorage places, he/she carries
out in person the bridge orders for the operation of the engines.

11.6.5 Third Engineers

• They perform watches and any other work of their speciality assigned to them by the Second
Engineer. They have the supervision of maintenance of auxiliary machinery, pipes,
instruments, tools and spares, according to the instructions of Second officer and the
supervision of the First engineer.
• The third engineers participate in the repairs of a mechanical nature performed on the ship
and take care, under the supervision of the second engineer, for the receipt of the fuel.

11.6.6 The electrician

• He/she responsibly ensures the smooth maintenance and operation of all electrical
installations of the ship, except those that are the responsibility of the radio officer. He/she is
located in the engine room at arrival and departure and generally when handling is performed
on the main engine and monitors the means of loading and unloading the ship. He/she
participates in the ongoing repairs and monitors them.
• The electrician is subject to the direct orders of the First engineer.

11.6.7 The radio telecommunications officer (radiotelegrapher)

• He/she is the head of the ship's radiotelecommunications service and is under the direct
command of the Master. He/she complies precisely with the obligations relating to the
execution of a watch, the proper conduct of a response, the keeping of a diary and other books
and forms, the maintenance of machinery and the repair of damages, etc.
• He/she is responsible for the confidentiality of the response and informs the Master as soon
as possible of all the radio telegrams he receives and of what he is going to send.
• Receives daily the news bulletin of the ministry of commercial shipping, which announces to
the Master and the crew.

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• During the ship's stay in a bay, the radiotelegrapher deals with the paperwork of the radio
station and with maintenance work.
• In the event of abandonment of the ship, the radiotelegrapher shall remain and continuously
emit the distress signal, the position of the ship and any other ordered by the Master.
• The Master's orders concerning the distress signal must be given in writing to the
telecommunications officer.
• The duties of radiotelegrapher are currently performed by bridge officers, depending on the
tonnage of the ship, who are required to undergo special training and supply to them with a
corresponding certificate.
• The personnel issues of radiocommunications of ships that are part of the Global Maritime
Distress and Safety System (GMDSS) are regulated by the relevant provisions of specific
articles.

11.7 ORGANISATION OF WORK ATBOARD

Deck staff shall be allocated under the care of the Chief Officer to bridge work and general vessel work.
Bridge work is carried out during watches that rotate normally. Each watch consists of a Deck Officer, a
sailor helmsman and a lookout. The watches are of four hours duration each (8-12, 12-4, 4-8). In
exceptional cases or if there are not enough staff, watches may become six hours.
The engine personnel are also allocated to engine watches and general work, under the care of the Chief
Engineer.
Every watch consists of an officer, a cadet or a petty officer if provided for by the organic crew composition
and a stoker. The same applies to the number and duration of watches as bridge watches.
The duty personnel do not perform watches, but under the supervision and control of the Chief Officer
engage in tasks of their specialty.

11.7.1 The Bridge watch officer

During his/her watch, he/she is under the control of the Master and has the general care of the ship, being
vigilant for its safe governance. During his/her watch he/she remains constantly on the bridge and takes
care of ensuring navigation, observing the relevant regulations and monitoring all electronic or other
instruments on the bridge. He/she also oversees the activities on the ship and the work on the deck. For
any emergency, he/she immediately notifies the Master.

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The watchmen of the bridge (helmsman-lookout) alternate their service every two hours on the working
hours and every hour on the non-working hours.

The men allocated to the ship’s general work under the supervision of the bosun in cleaning, colouring,
preparation of hulls, etc.

11.7.2 The Engine watch Officer

During his/her shift, he/she carefully monitors the operation of the engines and boilers, ensures the
maintenance of conditions of good operation of the machines (lubrication, steaming, number of turns) and
executes the orders transmitted to him from the bridge. In case of an anomaly, he/she immediately notifies
the first engineer and the bridge watch officer.

Engine watch men perform lubrication of the machine and auxiliary machinery and monitor their operating
figures (oil temperature, feed, water circulation, etc. They also take care of the cleaning of machinery and
floor and the normal supply of fuel).

When the ship arrives in a bay or in a port, the watches are normally dissolved. However, if the Master
deems it necessary, for safety reasons, he/she may maintain them for a period of time, in which case the
work of the crew is governed by the provisions applicable to the work on board.

When the watches are finally dissolved, the deck staff, under the supervision and control of the officers,
are engaged in general work.

The hours are set at eight each day from Monday to Friday. Sunday and Saturday are considered to be
public holidays.

For the safekeeping and safety of the ship, after the end of the daily work, one third of the officers and one
quarter of the junior crew shall remain on a rotational basis on board the ship, in accordance with the list
drawn up by the Master and communicated to the crew.

The officers who remain "inducted" are responsible for the order and safety of the vessel, the proper
performance of work and the settlement of the anomalies that occur. They are not obliged to remain
vigilant. The men of watch remain awake and roam the ship, making sure to secure it from fire, theft or
other mischief, and notify the watch officer in case of an anomaly or emergency.

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11.8 SEAMANSHIP PRACTICES AND EMERGENCY SITUATIONS

The arrival of autonomous ships should not be a reason for losing the knowledge of the means, equipment
and methods used for the safe operation of the ship. The continuous technological development has
contributed to the improvement of the means and methods, through international conventions, for the safer
use of ships and, of course, for their more economic exploitation. Knowledge and basic handling principles
should be provided as training, and combined with practical experience, will contribute to better training of
autonomous ship operators. Special attention needs to be paid so that the existing seafarer's skills and
competences are not lost or deteriorate due to autonomous systems adoption. Some of the most significant
parts that the operators should acquire specific knowledge are described in the following sections:

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12. REFERENCES

Andreassen, Ø., & Helgås, V. (2019). AUTOSHIP deliverable D5.1: CONOPS. In.

AUTOSHIP. (2019). Autonomous Shipping Initiative for European Waters.

Bolbot, V., & Wennersberg, L. A. (2020). AUTOSHIP D2.4 Risk assessments, fail-safe procedures and
acceptance criteria. Retrieved from

Definition of levels of automation in inland navigation, (2020).

Hollmén, K., Hjørungnes, S. R., Andersen, P., Liavaag, E. J., Gunny, G., Skogvold, M., . . . Bremnes, J.
C. (2021). AUTOSHIP D4.2 - Shore Control Centre General Description. Retrieved from

IMO. (2002). COLREG: Convention on the International Regulations for Preventing Collisions at Sea,
1972: International Maritime Organization.

OUTCOME OF THE REGULATORY SCOPING EXERCISE FOR THE USE OF MARITIME

AUTONOMOUS SURFACE SHIPS (MASS), (2021).

KIMFT. (2022a). Detail Training Courses & Curriculum. Retrieved from

https://www.seaman.or.kr/en/edu/edu_06.do

KIMFT. (2022b). Engineer CoC Exam Subjects (Korean). Retrieved from

https://lems.seaman.or.kr/Lems/Engineer/selectEngineerView.do

KIMFT. (2022c). Navigator CoC Exam Subjects (Korean). Retrieved from

https://lems.seaman.or.kr/Lems/Officer/selectOfficerView.do

Liavaag. (2021). AUTOSHIP D4.1 - Demonstrator Vessel Requirement Specification. Retrieved from

Ruud, Liavaag, E. J., Husa, K. E., Gunny, G., Foss, H., Skogvold, M., . . . Hjørungnes, S. R. (2021).
AUTOSHIP D4.3 - KET Executive Summary. Retrieved from

STCW. (2011). Including 2010 Manila amendments: STCW Convention and STCW Code: International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers. International
Maritime Organization. London, UK.–2011.

Wennersberg, L. A. L., & Nordahl, H. (2019). AUTOSHIP D2.1 Complete supply chain mapping &
identifications of interactions between SSS and IWW demonstrators. Retrieved from

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