829
Itʹs been over 70 years since I put on a seaman’s
uniform.ThreegenerationsofPolesthatIsenttothe
seawereeducatedbyme.
Iamlookingattodayʹsworld,whichisrushingin
thedevelopmentofcivilizationatadizzyingpace.
I recall the years
(19471950), when only three
Polish vessels, i.e.m/s ‘Batory’, ORP ‘Błyskawica’
ands/v‘DarPomorza’wereequippedwithradars.
Sextants werethemostcommonequipmentused
on board vessels and technical navigational devices
comprised: radio, rarely gyrocompasses and Pilot
tubemarinelogs.
In the North Sea fishermen counted
dashes and
dots from the Console. Radionavigation techniques
developed slowly. The 1960s provided us with the
firstnavigationequipmentofhyperbolicsystems:the
Deccamedium range and the longrange Loran and
Omega, and then the age of electronic aids to
navigation devices: ARPA, ECDIS, AIS, DP, LRIT,
EPFS, PNT, INS,
IBS, GMDSS, etc. Finally,
navigationalglobalsatellitesystems:GPS,GLONASS,
Galileo,BeiDou.
Igainedthenecessaryprofessionalknowledgeon
adailybasis,inawidetheoreticalandpracticalscope,
both as lecturer and captain of the ship. I am
reminiscing about those years but I also carefully
observe the existing
transformation of modern
civilization.
Each historical period has its own characteristic
featuresthatimposerelevantbehaviorofaman.At
thesametime,theymakeusnotonlythinkbutalso
participate actively in the creation of a different,
betterworld.
Weobserveunnoticedpaceofchangesinallareas
of
life,includingthepaceanddevelopmentdirections
ofmaritimetransport.
Thereasonsforthechangesareundoubtedlyboth
economicfactorsandthelevelofsafetyofnavigation.
Intheformercase,thereisneedtoreducethecostsof
operatingships,inthelatterneed toreducenumber
of maritime
accidents resulting from improper
decisionsandhumanactivities.
The elimination of human errors and the
improvement of shipping efficiency have greatest
impactonthedirectionsofresearchintothereduction
ofshipcrews,aswellasthe preferencefortechnical
solutions for managing remotecontrolled and
autonomousships.
Asin any
innovative project, caution is required,
usually expressed in gradations of solutions from
simpletomostcomplexones.
Iobserveanumberofscientificcentersengagedin
solvingthisproblem.Itisreflectedinvariousstages
ofresearchintotechnologicalsolutions,inotherways
specifyingtheautomationoftaskscarriedout
bythe
ship.
There are various studies in which the levels of
autonomy,i.e.thedegreeofindependence,
independencefromtheinfluenceofaman,thatishis
direct participation in the automation of the shipʹs
operationprocess,havebeensubsumedanddefined.
Examplesoftheabovearesolutionspresented
by:
FORUM
Readers’ Letters
________________________________________
What Is the Next?
A.Walczak
ProfessorEmeritus
M
aritimeUniversityofSzczecin,Szczecin,Poland
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 4
December 2018
830
Lloyd’sRegister‐7levelsofautonomy,
BureauVeritas‐5levelsofautonomy,
Muninproject‐4levelsofautonomy,[1]
whichtakeintoaccounttheappliedtechnologiesand
operatingproceduresfromthezerolevel(statusquo)
wheretherearemanmadedecisionsandwherethey
perform all operational
and control tasks, to full
autonomy,wheredecisionsandactionsaredevoidof
humansupervision.
Theintermediateformsandlevelsofautonomyof
the ship are determined by the role inthe decisions
andchoicesofhumanactioninthecontroloftheship.
In the projects of unmanned and
autonomous
vessels,thescopeofactivitiesoflandcentersremains
openin termsof monitoring ship transport with the
possibility of interfering with the control process
duringthetasks.
Itshouldbeemphasizedthatthereisaconsensus
on the extension of the scope of tasks of the land
center,which
ispresentedbytheRollsRoycestudy.
Taking into consideration the research studies,
theyhavealreadygonebeyondthelevelandscopeof
projects.Inthenearestfuturetheresultoftheseworks
willbethefollowing:
Kongsbergautonomouselectriccontainershipfor
coastalshipping(knowntomefrom
purchasesfor
AM in Szczecin when visiting a design and
executivecenter)
autonomousvessel‐smallpassengerferry(Rolls‐
Royce)intheportofTrondheim(Norway).[1]
Accepting this information I am humbled by the
boldness of the constructors, the power of scientific
thoughtandtechnologicalsolutionsthatprecedelegal
provisions
related to the construction and operation
ofunmannedand/orautonomousships.
I am assuming IMO role, which should already
proceed to the elaboration of legal acts for the
discussedshipsatvariouslevelsofautonomyandthe
nearfuturefullyautonomousones.
Already existing legal documents are not
useful
fortheaboveSolutions,neitherSOLASInternational
ConventionontheSafetyofLifeatSea,norCOLERG‐
containingprovisionsforthepreventionofcollisions
at sea or STCW‐International Convention on
Standards of Training, Certification and
Watchkeepingforseafarersoreventhe International
MARPOLConvention‐theInternationalConvention
for the
Prevention of Pollution from Ships or SAR‐
theInternationalConventiononMaritimeSearchand
Rescue.
I feel challenge for dozens of committees and
subcommittees which are going to create working
groups, and at a record pace ahead of plans build
programsfordesignofficesandshipyards.
Youdonotneed
tohaveauniqueimaginationto
see from the changes that occur to be aware of the
needtotakeimmediateactionregardingtheabove.
And now maritime education. What plans,
educationalprogramsandcurriculashouldbeframed
for new development conditions in the construction
andoperationofseagoingvessels.
Beforetheimplementationofthetransitionphases
mentioned above (2020, 2025, 2030) and the
completion of projects planned for 2035 [1] takes
place, the new graduate of the Maritime University
willbeunder50,fullofknowledgeandprofessional
experience.
The reduction of the crew ‘introduced for
autonomous ships will
be preceded by the
introductionofuseofremotelycontrolledvesselsand
autonomous ships under human supervision with a
reducednumberofcrew(skeleton)ʹ[1].Itstemsfrom
anumberofconditions,includingthepreparationof
teachingaids thatensurethesafetyofnavigationand
security,repairandmaintenanceofship
systems.
Plans and curricula should take into account the
presented levels of autonomy, the resulting ranges
andrequirementsforthem.
You can predict based on the above Projects and
levelsofvariousstudieswhatknowledgeandskillsa
graduate of a maritime university should possess
accordingtonewIMOregulations.
You cannot oversleep because the demand for
sucheducatedstaffwillbeexceptional.
Idonotthinkmyimaginationisrunningwild.So
far,mypredictionshavebeeneffective,i.e.regarding
thedevelopmentofmaritimeuniversitiesinPoland.
Irealized the difficulties with both tasks, equally
inIMOaswellas
inmaritimeeducation.
In foreseeable future artificial intelligence will
arise.Itslaunchisthebeginningofanewexistencein
which people will coexist with an unknown
intelligentspecies,whichinaddition developsfaster
thanwedo.
Man has never been in such situation. We have
always been brighter. It
carries great opportunities,
butalsofears:therefore,goodandbadsituations.
We do not know who will control their
independentactionsandifwewillbeabletocontrol
thematall,andifso,whatitisgoingtolooklike.
Is it possible to exercise control over something
that
ismoreintelligentthanweare?
Howcanweprotectourselvesfromevil?
Do we realize that after the machine learning
process,thereisachancethatwewillfindawayto
understandhowthebrainworks?
Currently, we are focused on the application of
artificial intelligence to rationality,
onʺthe ability to
reproduce the complex components of our
intelligence,thatislogicalthinking,decisionmaking,
symbol processing, but there are also many pieces
thatwedoperceiveʺ.[2]
Wehavenoabilitytocomprehendthecomparison
ofhumansensationbyrobotsensors.Buttheproblem
isnot the
computing power. Deep machine learning
allowsyoutogetresultsuptoacertainlevel.Itlacks
knowledgeofthe structureof thehumanbrain,ʺthe
abilitytounderstandandrejectbodilyintelligence,so
much developed in manʺ [2]. So far, artificial
intelligenceanditscomponentshavebeenfocusedon
high rationality as an electronic calculator for
commercialneeds.
831
If we change the perspective, if we create a
ʺcreatureʺ functioning as a human being, then it is
possiblethatwewillgetanswerstomany questions
that may have enormous consequences. Such a
possibilityexists.ScientistsatuniversitiesandSilicon
Valleyare now developingtwo ideas to connect
the
brains in the network, socalled brainet and a
communication system based on sending messages
directlyfrombraintobrain.
The invention ofʺbrainetʺ would be the
embodimentof an idea straight from science fiction.
At the same time, it carries a risk. The brainet
becomesasystemthatyou
canhackinto.Thehacker
would have access to thoughts and behaviors of
people connected to the brainet. He would also be
abletomanipulatethem.
We already know that it is possible. In 2013
scientists from the University of Washington [3]
provedit.
Slowly people start to understand the
sense of
developmentandthedirectionofthistechnology.The
hitherto prevailing fascinations arising from the use
of artificial intelligence are slowly entering ethical
considerations in the form ofʺcreating shields,
appropriateemergency switches,incaseof
inappropriate scientific activities and resentment to
humanoidrobotsʺ.[3]
What is next? It
is complicated to answersuch a
difficult problem, which the world has faced,
especially that it is associated with detailed, multi
directionalresearch,includingmaritimetransport.
Thefuturedependsontheskillsofcontemporary
and next generations in perceiving and solving
existingresearchproblems.
Szczecin,February2018
The text was
submitted to the Editor in September
2018.
TranslationintoEnglish:MariaŁozińska,
Gdynia,December2018
REFERENCES
[1]Pietrzykowski Z., Automatyzacja procesów
zapobieganiakolizjom,Wyd.AMSzczecin2017,
page102105
[2]Przegalińska‐SierakowskaA.Światzastolat?Więcejtego
co już jest, GazetaWyborcza, Magazynświąteczny, 9
10grudnia,2017pages89
[3]TheWallStreetJournal,19.10.2017tłum.E.Dłu
żewska,
Wyborcza.pl/WSJ.