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legal issues related to MASS.” Also, in April the IMO hosted a webinar on MASS challenges for ports and pub- lic authorities.

In May, the IMO’s Maritime Safety Committee’s agenda continues its MASS work, focusing on a 2023 Joint Work- ing Group report detailing inherent MASS issues and con- cerns. Some seem almost otherworldly. For example, the

JWG cites agreement that: • There should be a human master responsible, regardless of mode of operation or degree or level of autonomy. However, the master may not need to be on board, depending on the technology used; • Regardless of operation or level of autonomy, the master should have the means to intervene when necessary; • Requirements for remote operators need further discussion; • One person may be responsible for multiple MASS; again, more discussion needed; • At a ROC, individuals not directly working with a ship (e.g., researchers) should not be considered as remote operators.

The IMO’s MASS “roadmap” work is expected to con- tinue until 2027. Important steps and dates include: • An assessment, by spring 2025, of the ? nal non-mandatory MASS code and consideration of treaty amendments and proposals and guidelines for new rules.

• By spring 2026, ? nish work on the mandatory MASS code and review new rules presented for consideration.

• Then, by spring 2027, adopt or approve “amendments to, or interpretations of, treaties under the purview of the Legal Committee.”

The U.S. participates in the MASS Joint Working

Group, which also includes observers from various non- governmental organizations (NGOs) who attend “in con- sultative status,” according to the 2023 JWG Report. Some

NGOs include the International Chamber of Shipping, 225,000 members the International Organization for Standardization, the In- ternational Maritime Pilots’ Association and the Harbour

Masters’ Association and the World Shipping Council.