Shipowners call for IMO to withdraw solo night watch circular
(Posted on 13/08/24)
Finland’s Groke Technologies is supporting calls made by flag states and shipowners for the International Maritime Organization to withdraw MSC/Circ.733 and other circulars, allowing for the reintroduction of trials in which a ship’s Officer of the Watch (OOW) acts as the sole watchkeeper in periods of darkness.
Groke support follows the submission of documents by the Netherlands, Germany, and the International Chamber of Shipping that propose the revocation of MSC/Circ.566, MSC/Circ.733 and MSC/Circ.867 that prohibit such trials so that the maritime autonomous surface ship (MASS) regulatory framework keeps pace with rapidly evolving technology.
Prior to publication of MSC/Circ.733 in June 1996, ship operators were permitted to carry out trials in accordance with the requirements set out in MSC/Circ.566, adopted in 1991.
However, while the results of initial trials onboard thirty or so ships indicated that a sole watchkeeper provided “at least the same degree of safety and pollution prevention” as traditional nighttime watchkeeping arrangements, Administrations were called upon to discontinue the trials indefinitely.
“We are of the same view as that put forward by the Netherlands, Germany, and the ICS, said Groke Technologies’ founder and CEO Juha Rokka. “Initial concerns that only one watchkeeper adversely affects navigational and environmental safety have been disproven with today’s advanced AI-based situational awareness technology.”
In the MSC 107/5/5 document submitted in March 2023, it states “new means of detection technology have emerged which may possibly surpass human detection capabilities.”
The Netherlands, Germany, and the ICS further that new technologies may well serve as alternative methods of performing specific duties or satisfying the arrangements prescribed by the STCW Convention, which would provide at least the same degree of safety, security and pollution prevention as provided by STCW regulation I/13.
“Navigational safety technology has advanced significantly in the 25 years since MSC/Circ.733. We now need to address whether an additional watchkeeper at night is required or not,” Rokka said. “With current technology, the OOW could have far greater all-round visibility, day and night, that may not be picked up by the human eye. Further studies and trials are required.”
All parties believe that continued prohibition of solo watchkeeping trials could hamper MASS trials and prevent the adoption of new technology.
The current requirement for an additional watchkeeper at night also has an impact on seafarer wellbeing, according to Niels van de Minkelis, Nautical and Technical Affairs Director at the Royal Association of Netherlands Shipowners.
“Our members believe the introduction of new technology capable of supporting the Officer of the Watch not only helps improve navigational safety by mitigating risks associated with human error, but replacement technology that surpasses human detection capabilities in periods if darkness also provides another crew member available for daytime duties, which will reduce seafarer stress and increase their overall well-being
A one-man bridge operation during periods of darkness was also supported in a separate document submitted by Liberia in September.
The Maritime Safety Committee has instructed the HTW Sub-Committee to consider the documents as a priority when it meets in February 2025.
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