IMarEST (Institute of Marine Engineering, Science and Technology) has addressed new challenges in the development of the MASS code (Maritime Autonomous Surface Ships Code). This code, approved by the Maritime Safety Committee (MSC) 111, will be implemented non-mandatorily starting July 2026, with a mandatory version planned for 2032.
Challenges of Aligning Technology with the MASS Code
Transforming this code from policy to practice is the next and significantly more difficult step. The MASS code is intentionally goal-based and sets out objectives and performance requirements across various areas, including operational context, system design, software, remote operations, and human elements, rather than prescribing a specific technical architecture. This approach is logical as maritime autonomy encompasses everything from small unmanned vessels to large remotely controlled ships, and technology is rapidly advancing.
Operational Design Limitations and Their Implications
The operational design domain (ODD) specified in the code is defined as "the design domain within which a system can operate effectively." This includes environmental conditions, geographical constraints, and the vessel's own status. Several questions arise in this context, including how an autonomous vessel can respond when conditions exceed its design limits. The MASS code addresses this through fallback modes and emergency measures to maintain safety in situations where the system cannot operate effectively.
These challenges become significantly harder not only for small research vessels but also for crewed harbor tugs amidst traffic. These questions not only highlight existing issues in the code but also represent real challenges for the industry and engineers.
The main challenge for the maritime community is no longer writing regulations but translating them into practice. The next step for the maritime autonomy community must be to develop a common engineering interpretation between regulatory requirements and their practical implementation. For each relevant requirement, we must be able to chart a path from the intent of the code to the necessary functions to fulfill it and the necessary evidence to support claims.
The performance of autonomous vessels will depend simultaneously on the autonomy present on the vessel, communications, remote operations center, qualified personnel, and port infrastructure. These factors must be considered as a whole; examining each component independently may lead to the loss of interfaces between them.
There is also a greater risk and opportunity. If each operator, supplier, class society, and regulatory body independently translates the MASS code into their architecture and framework, the sector may become significantly fragmented. Here, the importance of establishing a common and neutral foundation to strengthen these approaches becomes even more critical.
The IMarEST Institute, through the MASS Special Interest Group (MASS SIG), has the opportunity to bring together maritime autonomy communities in the practical implementation of the code and document experiences as they transition autonomous operations from controlled trials to everyday use. Timing is also crucial, as the current non-mandatory code provides an opportunity to gather practical experiences before the development of the mandatory code progresses.
The goal should not only be to demonstrate the functionality of autonomous vessels but also to understand how to establish trust in their performance repeatedly and transparently. Demonstrating maritime autonomy in a test environment is one issue, but implementing it regularly and at scale is another. Achieving this goal will require a neutral foundation of accepted operational boundaries, repeatable assurance frameworks, and clear responsibilities in changing conditions.
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