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20 Rendering of Assistance to Persons in Distress at Sea 20.1 OBJECTIVE The objective of this Chapter is to identify applicable obligations on MASS and/or their operating personnel in an RCC under international law to render assistance to persons in distress at sea and to prescribe the means by which any such duty might be effectively discharged. It should be stressed that this is an area of MASS operation which will be kept under review as new classes of MASS are developed. Feedback from operators will be an essential element of this process. 20.2 REQUIREMENTS OF INTERNATIONAL LAW 20.2.1 Article 98 of the United Nations Convention on the Law of the Sea, 1982 (UNCLOS) requires flag States to enact laws to require the Master of one of its flagged ships to render assistance to any person(s) found at sea in danger, insofar as it can be done without serious danger to the ship. 20.2.2 In particular, the Master, if informed of persons in distress, must proceed with all possible speed to the rescue of such persons insofar as such action may reasonably be expected of him. 20.2.3 The International Convention for the Safety of Life at Sea, 1974 as amended (SOLAS) prescribes the same obligation to contracting States in Regulation 33 of Chapter V (Navigation), adding that masters who have embarked persons in distress at sea should treat them with humanity, within the capabilities and limitations of the ship. 20.3 APPLICABILITY TO MASS OPERATIONS 20.3.1 The international State obligation of rendering assistance is to be practically discharged by the Master of a ship, rather than the ship itself. Therefore, the duty cannot lie with the MASS, but only potentially to persons operating it. 20.3.2 The State obligations will only find application to MASS operators to the extent that both: n the MASS is itself a “ship”; and n an individual operator can be regarded as its “master” at the time of becoming aware of an incident. 20.3.3 A “master” under s.313 of the Merchant Shipping Act 1995 is the individual with “command or charge of a ship”. The Master for a MASS is as defined at Chapter 2 of this Code. 20.4 MASS REMOTE CONTROLLER TASK REQUIREMENTS 20.4.1 The duty to render assistance will fall to be discharged, if at all, by the MASS Master, potentially delegated to the controller, both as defined at Chapter 1 of Part 2 of this Code. 146 MASS UK Industry Conduct Principles and Code of Practice Version 7
20.4.2 The duty is qualified by what is reasonably to be expected given the limitations and characteristics of the relevant MASS. The duty does not require, nor is it limited to, taking persons on board. 20.4.3 The remote controller of a MASS will not breach the duty for failing to render a particular form of assistance on account of the MASS technical limitations or for the MASS’ inability to take persons on board. 20.4.4 The MASS’s technical capabilities will define the nature and the requirements of the duty and not vice versa. However, situational cognisance and communications capability may be required by other international regulations, considered elsewhere. 20.4.5 On the assumption that the MASS will have stand off and close up monitoring capability giving continuous feedback to the remote controller, as a minimum: n Having become aware of persons in distress, the MASS remote controller should make best endeavours to inform the appropriate search and rescue authorities through whichever means appropriate i.e. radio, camera live feed. n In most circumstances, the MASS remote controller should ensure that the MASS is brought or remains in reasonable proximity with persons found in distress, to act as a visual reference point and communications point for research and rescue authorities. 20.4.6 Efforts should not be made to embark persons if this cannot be done safely, relative to the peril faced by persons in distress. MASS UK Industry Conduct Principles and Code of Practice Version 7 147
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BEING A RESPONSIBLE INDUSTRY Mariti
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Contents FOREWORD 1 Background 4 2
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1.9 The intent is to ensure equival
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5 CONTRIBUTING ORGANISATIONS 5.1 Th
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1 Scope 1.1 SUMMARY 1.1.1 This is a
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5 Environment 5.1 ENVIRONMENTAL MAN
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Assuranc INDUSTRY PRINCIPLE 4 - CUS
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11 Regulatory and Legislative Compl
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1 Terms and Terminology In this Cod
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“Coxswain” refers to any person
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Definitions for Level of Control (L
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2 Application This Code applies to
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2.6 CARRIAGE OF ADDITIONAL EQUIPMEN
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3.4 SHIP TYPE 3.4.1 MASS will have
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3.7.5 For trials activities, as opp
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Schedule: Dates / times Location Ac
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4 MASS Shoreside Interface Guidance
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4.6.2 There are in the South Coast
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5 Cyber Security Considerations for
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n 60% of fraud goes through mobile
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5.9 CYBER SECURITY 5.9.1 Cyber secu
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THREAT/ATTACK VECTOR RISK MANAGEMEN
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Table 5-1 Vessel CREWED Domain Sub
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2. NIST Cyber security Framework NI
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ecommends communication processes f
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equires vendors or third-parties in
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5.14 CYBER GLOSSARY “Access contr
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6 Safety Management 6.1 OBJECTIVE T
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6.5.6 The Operator should ensure th
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6.10.2 The Operator should pay due
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n Loss of Control of MASS for a cri
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6.17.2 The ISM Code regulates and r
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Data to be recorded - General Princ
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7.2 INTERNATIONAL DEFINITION OF AUT
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8 Ship Design and Manufacturing Sta
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8.7 ELECTRICAL SYSTEMS 8.7.1 The el
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RNMB Hussar engaged in operational
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9 Navigation Lights, Shapes and Sou
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Table 9-2: Sound Appliances Overall
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10.3.7 It may be necessary to exert
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10.6.3 The level at which these may
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tide tables and atlases, and the la
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10.10.4 Where applicable and deemed
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10.15.4 The performance of Sense an
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n If fitted with a satellite instal
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12 Remote Control Centre - Operatio
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PHASE 2. MISSION PLANNING Task Pre-
Page 95 and 96: 12.5 ROLES AND RESPONSIBILITIES WIT
Page 97 and 98: - Assist in USV pilotage and berthi
Page 99 and 100: 12.8.2 When designing the RCC, the
Page 101 and 102: 12.12.3 Human factors, including ma
Page 103 and 104: 13.4 SENSOR TESTS 13.4.1 Any sensor
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Page 109 and 110: n Management of records, reports, a
Page 111 and 112: 14.13 OPERATIONAL DEVELOPMENT 14.13
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Page 115 and 116: Competence Knowledge & Skills Contr
Page 117 and 118: SECTION 2 - OPERATIONAL LEVEL Stand
Page 119 and 120: Function: Safety and Security at th
Page 121 and 122: Function: MASS Manoeuvring at the M
Page 123 and 124: ANNEX B TO CHAPTER 14 The blank pro
Page 125 and 126: Table 15-1: Identification Requirem
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Page 129 and 130: 16.2.3 Marine casualties (accidents
Page 131 and 132: 16.5.2 The concept of the confident
Page 133 and 134: 17 Security 17.1 OBJECTIVE The obje
Page 135 and 136: 17.5 MASS SECURITY PLAN 17.5.1 The
Page 137 and 138: 17.9 VERIFICATION AND CERTIFICATION
Page 139 and 140: 18.5 AIR POLLUTION 18.5.1 All engin
Page 141 and 142: 19.2.6 For MASS engaged on internat
Page 143 and 144: 19.6.3 Documentation: n When carryi
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Page 149 and 150: 21.4.4 MASS owners should exercise
Page 151 and 152: MGO Marine Gas Oil MIA Marine Indus
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