No treaty or Canadian statute regulates "AI at sea" as such. Ships that steer themselves or are operated from shore fall under existing maritime law, and the International Maritime Organization (IMO) adopted a first dedicated instrument for them on May 22, 2026: the non-mandatory MASS Code for maritime autonomous surface ships, effective July 1, 2026. A mandatory version is planned to enter into force on January 1, 2032, and in Canada, Transport Canada applies Canada Shipping Act, 2001 rules through policy.
Key takeaways
- The IMO MASS Code is voluntary for now and applies to cargo ships covered under SOLAS Chapter 1.
- The IMO roadmap targets adoption of a mandatory code by July 1, 2030 and entry into force on January 1, 2032, a plan and not a settled outcome.
- The 1972 collision rules still require every vessel to keep a proper look-out, and the owner, master, or crew remains answerable for neglect.
- Canada has no separate statute for autonomous ships. Transport Canada says they are subject to the same Canada Shipping Act, 2001 regulations as other vessels of similar size.
- Claims that AI has already rewritten maritime law, or the legal profession serving it, were not supported by the primary sources checked.
Four degrees of autonomy in IMO usage
Maritime lawyers and regulators sort autonomous ships by who controls them. After a review that began in 2017 and finished at the 103rd session of its Maritime Safety Committee in May 2021, the IMO described four degrees. Degree one is a crewed ship with automated processes and decision support. Degree two is a remotely controlled ship with seafarers on board. Degree three is a remotely controlled ship without seafarers on board. Degree four is a fully autonomous ship. The review checked treaties including SOLAS, the collision regulations (COLREG), the load line, training, and search and rescue conventions to see whether each provision blocks such ships, applies unchanged, or needs amendment. The terms are a guide for discussion and do not classify ships already in service.
Old collision rules and a new kind of master
The Convention on the International Regulations for Preventing Collisions at Sea was adopted on October 20, 1972 and entered into force on July 15, 1977. Its rules assume people on board. Canada's Collision Regulations, which carry the rules into domestic law, require every vessel to maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances. Another rule says nothing in them exonerates a vessel, or its owner, master, or crew, from the consequences of neglecting the rules or any precaution that ordinary seamanship requires.
For a ship with no crew, the questions are practical. Can cameras and radar analysis count as the look-out? Who is the master when the person in charge sits in a control center ashore? The IMO's 2021 review listed the meaning of "master," "crew," and "responsible person" for degrees three and four, remote-control station requirements, and whether a remote operator counts as a seafarer among its priority issues.
What the 2026 MASS Code says
The IMO adopted the code at the close of the 111th session of the Maritime Safety Committee, held May 13 to 22, 2026 in London. It calls the code a goal-based framework for remotely controlled or autonomous ships, held to the safety, security, and environmental protection expected of a conventional ship. Ships must still comply with SOLAS and other mandatory IMO instruments. The master keeps overall responsibility for the ship at all times, even when not on board, and the code covers remote operations, including remote operations centers. Named areas include navigation, connectivity, fire safety, and search and rescue, with emphasis on risk assessment, system design, and cybersecurity.
The IMO roadmap then calls for an experience-building phase, with a working group due to be re-established at the December 2026 session, development of a mandatory code in 2028, and expected adoption by July 1, 2030.
Canada: existing law, interim policy
Transport Canada's policy on oversight of small maritime autonomous surface ships took effect on February 1, 2022. It covers degree three or four vessels of not more than 12 meters, or not more than 15 gross tonnage, and adopts the IMO definition of a ship that "to a varying degree, can operate independently of human interaction." The authorized representative must prepare a risk assessment before operating and apply to the Marine Technical Review Board for approval, and a qualified person must be at the control center during operation. The policy notes that such vessels may not meet requirements such as the mandatory look-out. It states that these vessels are subject to the same Canada Shipping Act, 2001 regulations as other vessels of similar size, and it sets interim standards intended to give a level of safety at least equivalent to those regulations.
Where each rule stands
| Instrument | Status as of October 24, 2026 | Role for autonomous ships |
|---|---|---|
| IMO MASS Code | Adopted May 22, 2026, non-mandatory, effective July 1, 2026 | Goal-based safety framework for cargo ships under SOLAS |
| Mandatory MASS Code | Planned: adoption by July 1, 2030, entry into force January 1, 2032 | Would make a code binding through SOLAS |
| COLREG (1972) | In force since July 15, 1977 | Look-out and responsibility rules apply to all vessels |
| Canada Shipping Act, 2001 regulations | In force | Apply to autonomous ships like other vessels of similar size |
| Transport Canada small MASS policy | Effective February 1, 2022 | Interim approval route for degree three and four vessels up to 12 meters |
FAQ
Is there an international law that bans or licenses AI-controlled ships?
No such treaty was found. The IMO MASS Code is a non-mandatory instrument adopted in 2026, and the mandatory code is still a planned target.
Who is legally responsible if an autonomous ship causes a collision?
The sources reviewed do not settle this. They show that the collision rules keep owners, masters, and crews answerable for neglect, and that the MASS Code keeps the master responsible, even when off board. Liability in a specific case depends on the facts, the flag state, and the courts.
Does the MASS Code apply to Canadian waters?
The code is an IMO instrument that applies to cargo ships covered under SOLAS, and it is voluntary for now. Domestic operation is governed by the Canada Shipping Act, 2001 and Transport Canada policy, including the 2022 policy for small vessels.
Is AI changing the legal profession in maritime law?
No primary source checked measured that. The documented legal change concerns the rules for ships themselves.
This article gives general information about published rules and is not legal advice. Anyone operating or insuring a vessel should consult a qualified maritime lawyer and the current text of each instrument.
Related reading
- Artificial intelligence on ships
- Safety and efficiency tools in shipping
- Benefits of emerging technology to industry
- Which industries keep people in charge
More in AI Policy and Ethics.
Last verified: October 2026
Sources
- New international framework will regulate ships operating with little or no human crew, International Maritime Organization, May 22, 2026
- Autonomous ships: regulatory scoping exercise completed, International Maritime Organization, May 25, 2021
- Convention on the International Regulations for Preventing Collisions at Sea (COLREG), International Maritime Organization
- Collision Regulations, C.R.C., c. 1416, Justice Laws Website, Government of Canada
- Oversight of small Maritime Autonomous Surface Ships (MASS), Transport Canada Tier 1 policy, effective February 1, 2022