## 3 Results, Discussion and Outlook
### Categories of Research Studies
#### 3.2.1. Maritime Law and Review Studies  
The intersection of maritime law, terminology, regulatory requirements, safety and legal issues has received little research attention. The few studies we have found are presented below. The introduction of autonomous ships, exemplified by projects such as [PERSON]'s [PERSON] (2016), offers a transformative solution to key challenges in the maritime industry, promising lower operating costs, better environmental practices and reduced human fatigue. Despite the potential benefits, the lack of international rules and regulations for these innovative ship designs is a regulatory hurdle that must be overcome in order to fully realize the  
Figure 9: The number of studies in categories of research. efficiency gains, human resource improvements and accident prevention associated with the widespread use of autonomous ships. The STCW Convention sets out the minimum requirements for education and training that must be met by the signatory states to the Convention [17]. The Convention, therefore, defines the concept to which states must adhere. The differences may be technical as well as the implementation aspects at the level of the states and their training organizations. At this stage, it is not possible to predict how a future convention will regulate the training of MASS personnel. The STCW Convention applies to seafarers on board seagoing ships. Therefore, prima facie, the STCW Convention does not apply to an autonomous ship. However, since the purpose of the Convention is to promote the safety of life and property at sea and the protection of the marine environment, it is foreseeable that the Convention will be extended to shore personnel [18]. The fundamental question will be to explain and regulate the operations of coastal control centers, as well as to define the status of human resources, and to answer the question of whether they could be considered as crew members of the ship in order to accept and apply their obligations and duties determined by the STCW and other IMO instruments [19]. However, the STCW Convention, like the other regulatory instruments, has regulatory problems that apply to MASS and the remote operator (RO). Article 3 of the Convention states that it applies to \"seafarers serving on board seagoing ships\". There is currently no clear understanding in the STCW Convention about whether the RO is regarded as a master or a crew onboard [20]. IMO must adopt new regulations to deal with autonomous ships that do not have a crew on board. Finally, training and certification standards for remote onshore controllers will need to be added to the STCW [4]. In their article, [PERSON] and [PERSON] [21] look at the current technological developments in the field of the unmanned MASS, examine the legal and regulatory challenges they pose and describe how the intergovernmental bodies (IMO) are dealing with the daunting task of regulating this new development in the maritime sector. The authors conclude that the IMO, as the umbrella organization for maritime transport, must issue new regulations through conventions or other legal means. In 2018, IMO began addressing the regulatory gaps by exploring how existing international regulations can be applied to autonomous ships and maritime technologies. Due to the number and scope of regulations involved, it is expected that the revision of existing regulations and the addition of new regulations for autonomous ships will take at least eight to ten years [22]. Any significant level of introduction of worldwide traffic for international unmanned cargo ships was estimated to take more than 40 years. This is due to a number of obstacles that, for many years, will have an impact on the choice for ship owners to adopt now or postpone the decision. Finally, the estimated periods show that the profession of seafarer will still exist in the near future.