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The weather route presents significant potential in identifying the most efficient route for vessels, enabling the optimisation of distance, time, or fuel consumption. Although there have been notable advancements in most technologies in recent years, weather routing has failed to keep pace with these developments. The purpose of this document is to determine whether a specific IMO's concept called e-navigation may have an impact on vessel's route optimisation. Today, mariners are required to integrate heterogeneous data types (hydrographic, weather, oceanographic, etc.) that are transmitted on board via various devices and in diverse formats in order to execute weather routing. When e-navigation becomes operational, relevant marine-related data will be accessible in a standardised format on a unified device. The objective of this work is to examine the potential of S-100 in the context of weather routing and route optimisation for the benefit of navigation. There are two methodologies discussed: manual and automated. A range of S-100-based products will be evaluated in relation to a variety of optimisation algorithms in order to predict whether e-navigation could be advantageous in addressing the weather routing problem. Constraints regarding the implementation of electronic navigation and the mariners' duties are outlined in the final part of the paper. [ABSTRACT FROM AUTHOR]

The research explores the relationship between the spreading of digital technologies and the maritime labour market. The field of investigation focused on the transport sector in the European and Italian contexts. Firstly, the reasons and main features of the maritime employment crisis are discussed, with particular regard to crew shortage, lack of generational turnover and mismatch. Secondly, the current transition from on-board work to shore-based work is highlighted. The aim of the study is twofold. Primarily, the author intends to illustrate the implications of the spreading of new navigation technologies on the maritime labour market and to investigate the possible developments of the sea-to-land transition. Moreover, the intent is to encourage reflection on how to address the current and future issues that the maritime labour market is facing. The analysis and proposals are divided between the current/short-term situation and the future/long-term issues (that will require completely new actions).

New areas for the production of fossil-free renewable offshore energy production are planned in Arctic waters in the Bay of Bothnia, in the very north of the Baltic Sea between Sweden and Finland. These are waters normally covered with 30–60 cm of ice every winter and shipping is carried out with icebreaker assistance. This article suggests the need for research on the wind turbine's effect on ice behavior and ice navigation. Some concepts from previous research are suggested as a solution. [ABSTRACT FROM AUTHOR]

Copyright of AIN Journal is the property of Arab Institute of Navigation and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The present work is focused on analyzing how e-navigation will affect the daily work of seafarers involved in bridge-related operations. Within e-navigation, the International Hydrographic Organization (IHO) is currently working in the development of the new standard (S-100) whose role is to guarantee a homogeneous management of the maritime domain data. S-100 is called to act as the Common Maritime Data Structure (CMDS), it represents the technical framework required to guarantee a wider and better use of maritime data. The mission of the standard is to create a common foundation that can be used for multiple purposes; meteorologists, physicists, and whoever is interested in developing maritime related products will refer to the same standard. Not having a homogeneous type of data processed with standardized procedures will allow a better combination and processing of maritime data. Considering the perspective of Hydrographic Offices, the objective of the present document is to analyze the impact which e-navigation will have over seafarers. The study is focused on the evaluation of the risks connected to S-100-based products and on the analysis of specific bridge operations. Considering that e-navigation products are still at their design phase, being aware of the consequences for the final users is essential to make S-100-based products more customer oriented and to allow seafarers who are involved in bridge operations to get familiar with this new technology. [ABSTRACT FROM AUTHOR]

Most maritime accidents are caused by human error. To reduce these errors, increase safety, protect the marine environment, reduce the administrative burden, and optimize maritime trade, the International Maritime Organization (IMO) decided to implement a concept called e-Navigation. The term e-Navigation refers to the integration of the most modern information and communication systems, both on board and ashore. The research scope of this work is the safety of navigation of the ship during the port entrance. Particularly in this case, the elements that affect the safety of the ship during port entrance are analyzed in a case study of New York port. An adaptive model based on the Bayesian Belief Network (BBN) was created, which evaluates the decision-making elements and risk assessment for port entry. The model is adaptable in the context of the different port requirements. With the presented model, all entities (ships, shipping companies, and service providers) have insight into the estimated decision to enter the port based on the given elements. Further research needs to be continued on the issue of comparing the proposed model with similar models, and how much reliance on the model burdens or facilitates the Master's decision. [ABSTRACT FROM AUTHOR]

Maritime Autonomous Surface Ships (MASS) have been an important direction for the development of intelligent shipping. However, most current international research on MASS focuses on navigation assistance technologies such as perception and decision-making, ignoring MASS's traffic organization and management. The traffic organization service (TOS) under the e-Navigation strategy also has not researched MASS. In this paper, we propose the notion of on-demand service to MASS with different degrees of autonomy (DoA) and develop a new maritime service (MS) applicable to the MASS with various (DoA) following the e-Navigation technical architecture. We first analyze MASS requirements with different degrees of autonomy in traffic organization to define the service information. Then, based on the traditional TOS, we developed the MASS traffic organization service (MTOS), consisting of an operational architecture, five subsystems, and four services. In particular, we proposed a phased service trigger mechanism to solve the problem of publishing untimely and redundant service information. Tianjin port and Huanghua port were selected as cases study for simulation experiments; the study finding revealed that MTOS could provide standardized, accurate, and efficient traffic organization service for MASS with different degrees of autonomy on demand. The contribution can be applied in the port operation to improve traffic safety. [ABSTRACT FROM AUTHOR]

From after the sinking of the Sewol ferry in 2014, ship accidents such as the sinking of small fishing boats have continued, leading to casualties. If the information delivery system is strengthened during the maritime search and rescue process after a ship accident, the loss of life will be reduced. The first way to strengthen maritime search and rescue information delivery systems is to use drones. When using drones, the search video can be shared in real time, and command-and-rescue operations can be effective. The second is the placement of VHF radio facilities. When the VHF radio station is installed in the general situation room in the Regional Headquarters of Korea Coast Guard, direct communication with the ship will be possible if necessary. Finally, it is suggested that the control of coastal passenger ships be expanded during the entire voyage from departure to arrival. Currently, however, passenger ships are controlled only within the vessel traffic service control area. If this information delivery system is improved, large-scale human casualties can be prevented. [ABSTRACT FROM AUTHOR]

New areas for the production of fossil-free renewable offshore energy production are planned in Arctic waters in the Bay of Bothnia, in the very north of the Baltic Sea between Sweden and Finland. These are waters normally covered with 30–60 cm of ice every winter and shipping is carried out with icebreaker assistance. This article suggests the need for research on the wind turbine’s effect on ice behavior and ice navigation. Some concepts from previous research are suggested as a solution.

The Automatic Identification System (AIS) is a kind of navigation equipment that exchanges a wealth of essential information among vessels and between ships to shore through Very High Frequency. Currently, identification and other navigational information can be obtained in real time with AIS data integrated into other shipborne systems, such as the Electronic Chart Display and Information System and radar. However, at present, AIS information is represented in a two-dimensional (2D) way, which is not the same as the three-dimensional (3D) world people perceive visually. In this paper, we introduce RedNavi, a sustainable computer 3D scene building system that visualizes the current sea, specifically the environment and traffic conditions around the ownship, using received AIS data. RedNavi has a wide range of application scenarios. Applying to the maritime education and training field, it can serve as a bridge between the 2D and 3D worlds, helping less experienced trainees build up their capabilities. Applying to actual navigation, it can provide the deck officer with another visual aid to their lookout in addition to existing 2D information systems. In addition, given the microservices architecture RedNavi adopts, the development, deployment, and maintenance processes become relatively lighter, faster, and easier, and therefore more sustainable than traditional monolithic systems. [ABSTRACT FROM AUTHOR]

E-navigation provides the opportunity to apply modern digital and other electronic enhancements to improve the safety and efficiency of maritime navigation. Under the broad banner of e-navigation, the International Hydrographic Organization's S-100 product specification framework is facilitating the establishment of a standard maritime data structure to enable a free-flowing exchange of navigation information between ships, ship-to-shore and shore-to-ship. There are currently over 30 S-100 based product specifications at various stages of development. For the data standard to be properly used, navigation software products must be capable of reading as well as comprehending the data format and content. To develop robust and stable software, the S-100 data models and product specifications must be consistent, accurate and interoperable in conveying various types of information. This paper describes the results of research on S-100 based product specifications from the viewpoint of developing maritime navigation software. In particular, issues related to software development for Electronic Chart Display Information System (ECDIS) and Vessel Traffic Service (VTS) are discussed, including appropriate data model analysis, processing of features, and symbols overlapping with other product specifications. Proposed solutions for some identified issues are presented. [ABSTRACT FROM AUTHOR]

The article presents an analysis of the features of selected correlators impacting the accuracy of determining the receiver’s range and position in VHF marine environment. The paper introduces the concept of various correlators – including the double delta correlator – and describes the proposed measurement scenarios that have been designed to demonstrate the effectiveness of those components. The entire work was performed as part of the R-Mode Baltic and R-Mode Baltic 2 projects, with our goals including analyzing the impact of multipath phenomena, changes in the sampling frequency or signal type on the determination of the received signal delay at the receiver. The measured data were processed in a signal correlation application and in a TOA-based tool in order to determine the receiver’s position. This process made it possible to compare the selected correlating devices. The results presented in this article are to be used by IALA in developing a current version of the VHF data exchange system’s (VDES) specification.

Audio watermarking (AW) technology in cooperation with GPS synchronization of watermarked frames is proposed for application in the maritime VHF communication for automatic identification of radiotelephone messages. Automatic identification ensures efficient messaging from the very beginning of a radio transmission, while eliminating the human factor inherent in voice identification. AW refers to inaudible embedding of additional data just into the post microphone signal, using standard marine installations without any additional radio channel resources. The designed algorithm is based on data embedding in the Fast Fourier Transform domain with the rate of 32 bit/s. The experimental prototype of the device is designed on the base of micro-controller development kit 32F429IDISCOVERY and GPS module NEO-6M-0-001. Designed system, applied for automatic ship’s identification, provides the full compatibility with the existing radio installation, and does not require replacement of standard VHF transceivers and operational procedures. Besides automatic identification the system may be used in the special applications, for example, by the threat of terrorist attack; generally contributes to navigation safety and information security.

In this paper we solve the problem of the influence of the mutual position of the users of the communication network on the accuracy of the telemetric navigation system. We present the principle of operation of a telemetry navigation system and examine the accuracy of determining the position of users of the communication network depending on their mutual position. The telemetric method of determining the position of users of a communication network can be used in shipping or air transport. The simulation of the telemetry system will be performed in the Matlab software environment.

High level solution S4 of the IMO E-navigation Strategy Implementation Plan provides integration and presentation of available information in graphical displays received via communication equipment. At the same time, the problem of the correct application of digital selective calling (DSC) operational procedures in navigation practice has existed since the introduction of the GMDSS and requires a solution. This problem may be resolved on the base of integration maritime navigation and radiocommunication equipment. The article proposes approach for practical realization of this integration by implementing a SMART (specific, measurable, assignable, realistic, and timely) DSC interface within S4. Using this approach the practical realisation integration of AIS – DSC – Information display was implemented. It makes possible implementation of user-friendly human-machine interface (HMI) for navigator. An experimental prototype of communication graphical interface is designed, which allows effective decision-making on radio communication control/monitoring. The use IEC 61162-1/2 (Maritime navigation and radiocommunication equipment – Digital interfaces) data transfer provides standard inter-module connections and eliminates the negative impact of the equipment diversity from different manufacturers by means uniform HMI implementation.

The article presents an analysis of the features of selected correlators impacting the accuracy of determining the receiver's range and position in VHF marine environment. The paper introduces the concept of various correlators - including the double delta correlator - and describes the proposed measurement scenarios that have been designed to demonstrate the effectiveness of those components. The entire work was performed as part of the R-Mode Baltic and R-Mode Baltic 2 projects, with our goals including analyzing the impact of multipath phenomena, changes in the sampling frequency or signal type on the determination of the received signal delay at the receiver. The measured data were processed in a signal correlation application and in a TOA-based tool in order to determine the receiver's position. This process made it possible to compare the selected correlating devices. The results presented in this article are to be used by IALA in developing a current version of the VHF data exchange system's (VDES) specification. [ABSTRACT FROM AUTHOR]

Copyright of Hydrographic Surveying & Charting / Haiyang Cehui is the property of Hydrographic Surveying & Charting Editorial Board and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The automatic identification system (AIS), despite its importance in worldwide navigation at sea, does not provide any defence mechanisms against deliberate misuse, e.g., by sea pirates, terrorists, business adversaries, or smugglers. Previous work has proposed an international maritime identity-based cryptographic infrastructure (mIBC) as the foundation upon which the offer of advanced security capabilities for the conventional AIS can be built. The proposed secure AIS (SecAIS) does not require any modifications to the existing AIS infrastructure, which can still be used for normal operations. Security-enhanced AIS messages enjoying source authentication, encryption, and legitimate pseudo-anonymization can be handled on an as-needed basis. This paper reports on a proof-of-concept implementation of the SecAIS. Specifically, we report on the implementation of the SecAIS over an mIBC founded on the RFC6507 (ECCSI) and the RFC6508 (SAKKE) standards, and we discuss the results of performance tests with this implementation. The tests indicate that the SecAIS is a feasible solution that does not affect the conventional AIS infrastructure and has an affordable operational cost. [ABSTRACT FROM AUTHOR]

Nowadays the World Transporting System are closely interrelated with the use of integrated navigation model. There is an important need for development and implementation of the new e-navigation system to meet the requirements for increasing level of safety and environment protection, efficient navigation and control of ship’s track in all phases of the passage.

Featured Application: The platform is applied in the Maritime Silk Road Transport environmental security service system. This system provides global navigation assurance and environmental protection services. Since the e-Navigation strategy was put forward, various countries and regions in the world have researched e-Navigation test platforms. However, the sources of navigation data are multi-source, and there are still difficulties in the unified acquisition, processing, analysis and application of multi-source data. Users often find it difficult to obtain the required comprehensive navigation information. The purpose of this paper is to use e-Navigation architecture to design and develop maritime data security management platform, strengthen navigation safety guarantee, strengthen Marine environment monitoring, share navigation and safety information, improve the ability of shipping transportation organizations in ports, and protect the marine environment. Therefore, this paper proposes a four-layer system architecture based on Java 2 Platform Enterprise Edition (J2EE) technology, and designs a unified maritime data storage, analysis and management platform, which realizes the intelligent, visualized and modular management of maritime data at shipside and the shore. This platform can provide comprehensive data resource services for ship navigation and support the analysis and mining of maritime big data. This paper expounds on the design, development scheme and demonstration operation scheme of the maritime data security management platform from the system structure and data exchange mode. [ABSTRACT FROM AUTHOR]

Several types of equipment have been developed over the years to assist ship operators with their tasks. Nowadays, navigational equipment typically provides an enormous volume of information. Thus, there is a corresponding need for efficiency in how such information is presented to ship operators. Augmented reality (AR) systems are being investigated for such efficient presentation of typical navigational information. The present work is particularly interested in an AR architecture commonly referred as monitor augmented reality (MAR). In this context, the development of MAR systems is briefly summarised. The projection of three-dimensional elements into a camera scene is presented. Potential visual assets are proposed and exemplified with videos from a ship manoeuvring simulator and a real experiment. Enhanced scenes combining pertinent virtual elements are shown exemplifying potential assistance applications. The authors mean to contribute to the popularisation of MAR systems in maritime environments. Further research is suggested to define optimal combinations of visual elements for alternative maritime navigation scenarios. Note that there are still many challenges for the deployment of MAR tools in typical maritime operations. [ABSTRACT FROM AUTHOR]

Maritime Autonomous Surface Ships (MASS) have been an important direction for the development of intelligent shipping. However, most current international research on MASS focuses on navigation assistance technologies such as perception and decision-making, ignoring MASS’s traffic organization and management. The traffic organization service (TOS) under the e-Navigation strategy also has not researched MASS. In this paper, we propose the notion of on-demand service to MASS with different degrees of autonomy (DoA) and develop a new maritime service (MS) applicable to the MASS with various (DoA) following the e-Navigation technical architecture. We first analyze MASS requirements with different degrees of autonomy in traffic organization to define the service information. Then, based on the traditional TOS, we developed the MASS traffic organization service (MTOS), consisting of an operational architecture, five subsystems, and four services. In particular, we proposed a phased service trigger mechanism to solve the problem of publishing untimely and redundant service information. Tianjin port and Huanghua port were selected as cases study for simulation experiments; the study finding revealed that MTOS could provide standardized, accurate, and efficient traffic organization service for MASS with different degrees of autonomy on demand. The contribution can be applied in the port operation to improve traffic safety.

This article presents the work conducted in the R‐Mode Baltic project, which aims to launch the R‐Mode demonstrator in the Baltic Sea area. The article describes the concept of the Automatic Identification System (AIS) infrastructure and VHF Data Exchange System (VDES) signal utilization with respect to their potential role in the future R‐Mode System. It also contains the analysis of the distance determination accuracy in the designed system based on calculation of the correlation between the received signal and the known transmitted signal, as well as the achievable ranges for various system configurations. Additionally, the paper discusses the implementation of the test‐bed transmitter and receiver, the methodology of measurement campaigns carried out in the Baltic Sea on the Gdynia‐Karlskrona route, as well as the obtained results. The collected measurement results were thoroughly analyzed and compared with theoretical values. The summary contains conclusions, as well as the plans for the next phase of measurement research. [ABSTRACT FROM AUTHOR]

Digital selective calling (DSC) has a certain drawbacks, which have led to the fact that it is practically not used in address radio communications. Attempts to improve it only within the DSC system itself did not lead to any noticeable results due to neglecting of real user needs. The article proposes an approach to improve the user interface of DSC based on the integration of VHF MF/HF DSC equipment with the INS within the three main outputs of strategic direction of e-navigation development related to the integration of communication and navigation systems and, in particular, the S-mode. This approach allows us to significantly simplify the DSC user interface, based on the standardization of DSC integration for all three VHF MF/HF communication sub bands. For implementation such standardization an additional inclusion into the integration a satellite AIS system should be done. The feasibility of the proposal is supported by the existence of relevant IEC standards and IMO documents. The possibility of increasing the cyber security level of AIS messages in this interface is also considered.

Current maritime transportation and shipping is characterized by rapid technological developments effecting the basic concepts of operating ships and even changing traditional paradigms of controlling ships. The e-Navigation concept of the International Maritime Organization (IMO) specifically aims at more comprehensive and reliable support of the human operators on-board and ashore. However, autonomous unmanned ships remote controlled or even autonomously navigating are expected to come soon. In this paper, selected operational aspects of maritime traffic merging conventional and unmanned remote controlled ships in coastal areas are discussed. Furthermore, some preliminary results of experimental simulation studies into a future scenario of maritime traffic are presented and preliminary conclusions in respect to job profiling and training requirements are discussed.

The article presents at e-Navigation strategy and implementation plan for RIS centres supporting inland navigation. The author describes the RIS centre system architecture and modules collaborating in the process of data transmission based on e-Navigation technologies. The functional requirements of e-Navigation strategies for distress communications procedures and ensuring the safety of inland navigation in compliance with the EU directives are described. The components of e-Navigation, which integrate state-of-the-art satellite and terrestrial radio communications systems in the process of effective and efficient management of navigational data transmission, are presented. The feasibility of implementation of e-Navigation strategies for the Multifunctional Communication System integrating digital and analog data processing systems in maritime and inland navigation are analysed. A technological model of the Maritime Navigation Cloud supporting data exchange in the e-Navigation system is put forward.

In the paper, the measurement and simulation results of the VDES (VHF Data Exchange System) terrestrial component are discussed. It is anticipated that VDES will be one of the major solutions for maritime communications in the VHF band and its performance will be sufficient to fulfill the requirements of the e-navigation applications. The process of the VDES standardization (ITU R, IALA) has not been officially completed yet, but substantial amount of technical information about the future system’s terrestrial component (VDE-TER) is already available. The paper is divided into three general parts: (a) theoretical presentation of the system’s physical layer and the radio channels applicable to VDES, (b) simulation results (BER, BLER, channel delay between two propagation paths and its influence on bit rates) and (c) measurement results (useful ranges, BER). It turned out that in real maritime conditions, the VDES system can offer ranges between 25 and 38 km for the configurations assumed during the measurement campaign. Those results are generally compliant with the theoretical data in the line-of-sight conditions. In the NLOS scenarios, where fading becomes the dominant phenomenon, the discrepancies between the measurements and the theoretical results were more significant. The obtained results confirmed that VDES provides a large coding gain, which significantly improves the performance of data transmission and increases the bit rate compared to the existing maritime radiocommunication solutions. It should be noted that the results presented in the article were used by the IALA while developing the current version of the VDES specification.

The very high frequency data exchange system (VDES) is promising in promoting electronic navigation (E-navigation) and improving navigation safety. The multiple access control (MAC) protocol is crucial to the transmission performance of VDES. The self-organising time division multiple access (SOTDMA) protocol, as the only access mode given by current recommendations, leads to a high rate of transmission collisions in the traditional automatic identification system (AIS), especially with heavy traffic loads. This paper proposes a novel feedback based time division multiple access (FBTDMA) protocol to address the problems caused by SOTDMA, such that collision of transmissions can be avoided in information transmission among vessels. Simulation results demonstrate that the proposed FBTDMA outperforms the traditional SOTDMA in terms of channel utilisation and throughput, and significantly reduces the transmission collision rate. The study is expected to provide insights into VDES standardisation and E-navigation modernisation. [ABSTRACT FROM AUTHOR]

The automatic identification system (AIS), despite its importance in worldwide navigation at sea, does not provide any defence mechanisms against deliberate misuse, e.g., by sea pirates, terrorists, business adversaries, or smugglers. Previous work has proposed an international maritime identity-based cryptographic infrastructure (mIBC) as the foundation upon which the offer of advanced security capabilities for the conventional AIS can be built. The proposed secure AIS (SecAIS) does not require any modifications to the existing AIS infrastructure, which can still be used for normal operations. Security-enhanced AIS messages enjoying source authentication, encryption, and legitimate pseudo-anonymization can be handled on an as-needed basis. This paper reports on a proof-of-concept implementation of the SecAIS. Specifically, we report on the implementation of the SecAIS over an mIBC founded on the RFC6507 (ECCSI) and the RFC6508 (SAKKE) standards, and we discuss the results of performance tests with this implementation. The tests indicate that the SecAIS is a feasible solution that does not affect the conventional AIS infrastructure and has an affordable operational cost.

In recent years the transition of marine navigation to the digital era has been gaining momentum. Implementation of e-Navigation solutions varies from country to country in terms of their priorities, goals, levels and effects. Maritime authorities in Poland have been setting the pace in this transition process, not only in Poland but also in general as a global solution. The most recent example is the planned deployment of a variety of e-Navigation tools in the Vistula Lagoon: from GNSS-RTK Ground-Based Augmentation System, to virtual and synthetic aids to navigation, high-resolution bathymetry and advanced navigational software for piloting. The major objectives of this paper are, first, to summarise recent dynamics in the e-Navigation field, and second, to present a practical implementation of the e-Navigation concept in the Vistula Lagoon area. [ABSTRACT FROM AUTHOR]

The Universal Hydrographic Data Model is a new generation of marine geographic information data model, referred to as S-100 standard. In addition to supporting Electronic Navigational Charts (ENC) production, S-100 can be used as a Geographic Information System standard to model all maritime objects. Therefore, it is necessary to carry out a comprehensive study on S-100. In this review, we begin with a succinct overview of the history and development of S-100. Then we discussed the problems of S-100 and the corresponding solutions. Finally, some research directions of S-100 are proposed to provide reference for future research and application. [ABSTRACT FROM AUTHOR]

Vessel traffic services (VTS) operators can control the movements of ships in local coastal areas, and also have the technological ability to track vessels internationally, since all merchant vessels are currently equipped with global tracking systems. Digital information processing and satellite communications are powerful tools that the maritime sector is eager to take advantage of in relation to safety, environmental protection and efficiency. This paper reviews current regulations and infrastructures within the VTS and the main European Union (EU) projects that have utilized the potential of the digital era and satellite technology. Through assessment of future trends, it also proposes, for the first time, that there will be the need for a new approach to global maritime traffic services, in view of anticipated issues in future developments within this sector. This approach will consider the creation of an oceanic vessel traffic services, where all personnel would exchange information, without state borders, between ships and onshore centres worldwide. This also raises the issues of how a new technological paradigm will fare against ancient barriers of legislative scope. [ABSTRACT FROM AUTHOR]

Satellite machine-type communication plays a crucial role in the maritime Internet of Things. The realization of such a system, i.e., the VHF data exchange (VDES) satellite system, however, faces many technical challenges. Due to its global broadcasting nature, the interference generated from the emissions of the VDES satellite space stations to the incumbent or future land systems in the same band is of major concern to the International Telecommunication Union (ITU) spectrum allocation. However, neither regulatory rules nor related studies have been specified or made available in the literature regarding such interference. This paper utilizes the electromagnetic power flux density (PFD) mask concept for evaluating and constraining the emission onto earth from a satellite space station. The mathematical analysis and derivation are based on the principle that the actual interference from a space station that a land system experiences is no worse than that from any other land system allowed by the regulations. We demonstrate the derivation of such a PFD mask from three closely related regulations on the legacy land mobile systems by the Electronic Communications Committee (ECC) and ITU and present the corresponding constraints imposed on the VDES satellite system and their impacts on the performance of the system.

Developing new software components for ship bridges is challenging. Mostly due to high costs of testing these components in realistic environments. To reduce these costs the development process is divided into different stages. Whereas, the final test on a real ship bridge is the last step in this process. However, by dividing the development process into different stages new components have to be adapted to each stage individually. To improve the process we propose a mobile ship bridge system to fully support the development process from lab studies to tests in realistic environments. Our system allows developing new software components in the lab and setting it up on a ship bridge without interfering with the vessel's navigational systems. Therefore it is linked to a NaviBox to get necessary information such as GPS, AIS, compass, and radar information. Our system is embedded in LABSKAUS, a test bed for the safety assessment of new e-Navigation systems.