Attendance vs remote surveys
Dave Wamsley is the RMI's principle contact for DNV GL, working out of IRI's New York office. “Certain codes can be satisfied without attendance,” he says. “We are already doing this with remote surveys. DNV GL started with a pilot programme, which is now a full ongoing programme, and the RMI has authorized them to carry out remote surveys for selected owners and vessels.” Examples include changes in freeboard for vessels with multiple load lines, or rectification of a minor CA such as the replacement of a damaged fire hose. “Remote surveys have also been authorized for certain statutory surveys, but we have only scratched the surface. Remote and digital services are progressing at a quick pace, and this is also being driven by communication capabilities,” he observes.
“We foresee this really taking off, covering nearly everything. Major damage and annual surveys will still be manual, but virtually everything else can be done remotely, and it will extend further as the industry gains experience,” Wamsley believes. “We need to ensure that internal controls are in place. When we are confident of this, it becomes easier to take the next steps. I don't foresee an excessive amount of work being necessary to move it along.”
Driving towards digital class
Simon Bonnett notes the various drivers of the digital shift: “Shipping has traditionally been a conservative industry, but safety and the environment are major drivers now. Cost is also a big issue. The digital shift will largely be driven by owners who want to keep costs down, and remote surveys can contribute to this.” He adds that IMO also recognizes that more work needs to be done electronically.
“But through it all, trust must be maintained. We have built a strong relationship with stakeholders over time, and the progression towards more remote services must remain open, transparent and discussion-based.”
The power of shared data
Dave Wamsley points out the potential benefits of sharing data on a platform such as DNV GL's Veracity. “We work with many ROs, but Veracity has been very impressive. Sharing the data that can be shared between flag and class will improve the efficiency of oversight functions. We wouldn't have to go back and request information like we do today. We could see vessel status and retrieve reports. All the everyday information we require would be accessible. It's about more than compliance,” he says. “We want to share quality across the board, and I believe the industry is heading in that direction.”
“When it comes to the digital shift, certain items have more urgency than others,” Wamsley points out. “I think electronic logbooks are next in line. The present system demands huge time and effort from the officers, and it can have expensive repercussions if it is done wrong.” MARPOL routines will have to be revised in order to allow electronic record-keeping, he notes. “Here too regulations will dictate the pace, but technology is pressing regulatory bodies to move forward. In my opinion, more has happened in this field in the last five years than in the last 25. Shipping cannot be called a conservative industry any longer.”
The long view on the digital shift
“The whole ship is becoming computerized, but technology has to be able to be controlled and understood by humans,” John Ramage maintains. “In this respect, proper training is a concern. Autonomous shipping also presents concerns. The equipment has to be of a better specification to be able to perform without human intervention.”
In general, Ramage agrees with those who claim that autonomous does not necessarily mean unmanned. “We can issue a dispensation for certain exceptions, but a ship has to have properly trained crew. At least in the foreseeable future, digitalization is merely an enabler. The human element is often given as a reason for an accident or problem, but we must not forget that the human element also prevents accidents as a matter of routine. Humans are basically doing a good job of running ships.” The challenges with expanded application of technology are the unintended consequences, he concludes. “At the end of the day, humans have to understand what the machines are doing.”
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