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Crew's role in the race to automation

机译：船员在自动化竞赛中的作用

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Seafarers will recall that trials of commercial unmanned ships commenced in the late 2000s, design and prototypes started around 2009, and autonomous shipping projects began in 2015. At any moment the sector would be filled with drone ships, going serenely about their business, slashing operating costs, devouring truck traffic, and so on. The last wave of hype happened just after the oil price crash in 2014. In fact, the explicit suggestion was that the sudden low cost of fuel made crew costs the biggest operating expenditure in shipping, and so spurred the discussion onwards. In hindsight, a little more circumspection might have been required. After we got past the 3D renderings, the industry discovered that these ships might be a little less 'autonomous' than first advertised. In maritime, advocacy of algorithms taking over from human beings tends to suffer from a sort of inverse survivorship bias. In 2015, the assumption was that human crew were a liability, because of the huge number of accidents that occurred due to 'human error'. But recently, the concept of'Safety-Ⅱ' - a more nuanced view of what makes ships safer - has gained traction. A 2013 white paper, From Safety-Ⅰ to Safety-Ⅱ, by Professors Erik Hollnagel, Robert Wears, and Jeffrey Braithwaite, explains the distinction, "Safety management should... move from ensuring that 'as few things as possible go wrong' to ensuring that 'as many things as possible go right'.
机译：海员将记得，在2000年代后期开始的商业无人船舶的试验，2009年底开始的设计和原型开始，而自动运输项目始于2015年。在任何时候，该部门将填充无人机船，平静地围绕其业务，削减运营成本，吞噬卡车交通等。在2014年的油价崩溃之后发生了最后一波的炒作。事实上，明确的建议是，燃料突然的燃料成本使得船员成本最大的运输运营支出，因此促使讨论。在后视，可能需要更加恒定。在我们经过3D渲染之后，该行业发现这些船舶可能比首次宣传的“自主”一点。在海上，从人类接管算法的宣传往往患有一种反向生存偏差。 2015年，假设人民机组人员是责任，因为由于“人为错误”而发生的意外事故巨大。但最近，'safety-Ⅱ'的概念 - 更细致的是让船舶更安全的观点 - 已经获得了牵引力。从安全-Ⅰ到Safety-Ⅱ，由埃里克霍尔纳格尔教授，罗伯特佩德和杰弗里布劳泰韦教授的2013年白皮书解释说，“安全管理应该......从确保”尽可能少的事情“确保“尽可能多的事情”。

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