As it may be assumed that unmanned ships will come into danger, the salvage rules will also continue to be useful. The master’s authority to sign salvage agreements on behalf of the owners and the cargo interests,however, becomes purely academic, just as his duty to help persons in distress at sea and to work with the salvor to prevent or limit environmental damage (although this latter obligation continues to rest on the owner of the ship).Likewise national provisions about the right of the master and crew to a share of the salvage fee also lose their relevance. Although it is quite conceivable that the shore-based vessel operator might be given the authority to conclude a salvage contract, and it is evident that he must cooperate with the salvage operation, receiving a share in the salvage fee seems excessive. Finally the rules governing the salvage of persons will lose practical relevance as fewer and fewer people go to sea.
Regarding to MSC 99 had established the following four degrees of autonomy for the purpose of the Committee’s scoping exercise:
Degree one: Ship with automated processes and decision support: Seafarers are on board to operate and control shipboard systems and functions. Some operations may be automated and at times be unsupervised but with seafarers on board ready to take control.
Degree two: Remotely controlled ship with seafarers on board: The ship is controlled and operated from another location. Seafarers are available on board to take control and to operate the shipboard systems and functions.
Degree three: Remotely controlled ship without seafarers on board: The ship is controlled and operated from another location. There are no seafarers on board.
Degree four: Fully autonomous ship: The operating system of the ship is able to make decisions and determine actions by itself.
Source Legal Briefing Sharing the Club’s legal expertise and experience Autonomous shipping – Revolution by evolution UK P&I CLUB
“Controller” means a person undertaking control functions appropriate for the Level of Control of the MASS. The controller may report to either a Watch Officer or the Master depending on the constitution of the control function, the MASS category and the required Level of Control
“Master” is defined in s.313 of the Merchant Shipping Act 1995 as the individual in "command or charge of a ship". So the term “master” should mean a specific person officially designated by the owner of the MASS as discharging the responsibilities of the Master of the MASS.This person may be located anywhere provided that the required level of command, control and communication can be maintained to discharge these duties.
“MASS” – Maritime Autonomous Surface Ship. A term adopted by the IMO for their scoping exercise which means, for the purpose of this Code, a surface ship that is capable of being operated without a human onboard in charge of that ship.
“MASS Watch Officer” is the individual who has responsibility for the MASS when it is operational.
“Operator” – An entity (e.g. a company) that discharges the responsibilities necessary to maintain the MASS in a seaworthy condition and compliant with all relevant IMO Instruments and national legislation. The operator is also responsible for ensuring that all staff concerned with the control of MASS hold appropriate qualifications as required by IMO instruments and national legislation.
“Owner” – The title holder of the MASS. If the “Company” is not the Owner, then the Owner shall report the name and details of the Operating Company to the Maritime Administration.