Hybrid Satellite-Terrestrial Communication Networks for the Maritime Internet of Things: Key Technologies, Opportunities, and Challenges

With the rapid development of marine activities, there has been an increasing number of maritime mobile terminals, as well as a growing demand for high-speed and ultra-reliable maritime communications to keep them connected. Traditionally, the maritime Internet of Things (IoT) is enabled by maritime satellites. However, satellites are seriously restricted by their high latency and relatively low data rate. As an alternative, shore & island-based base stations (BSs) can be built to extend the coverage of terrestrial networks using fourth-generation (4G), fifth-generation (5G), and beyond 5G services. Unmanned aerial vehicles can also be exploited to serve as aerial maritime BSs. Despite of all these approaches, there are still open issues for an efficient maritime communication network (MCN). For example, due to the complicated electromagnetic propagation environment, the limited geometrically available BS sites, and rigorous service demands from mission-critical applications, conventional communication and networking theories and methods should be tailored for maritime scenarios. Towards this end, we provide a survey on the demand for maritime communications, the state-of-the-art MCNs, and key technologies for enhancing transmission efficiency, extending network coverage, and provisioning maritime-specific services. Future challenges in developing an environment-aware, service-driven, and integrated satellite-air-ground MCN to be smart enough to utilize external auxiliary information, e.g., sea state and atmosphere conditions, are also discussed

Smart Technologies for Environmental Safety and Knowledge Enhancement in Intermodal Transport

International concerns about security in transport systems are leading to a new international regulation in this field. This introduces new requirements for operators and authorities as well as it opens new challenges, in particular when referred to seaports and maritime transport in the Mediterranean area, where many seaport terminals and infrastructures are affected by a noteworthy technological divide from North European contexts. In such contexts, the adoption of the new regulations can represent the right chance for upgrading the local operative standards, increasing latu sensu the quality of maritime transport performances, while conferring a greater level to security and safety checks. This paper explores the chances for increasing the level of Mediterranean seaport competitiveness allowed by technological innovations in transport systems, both in operations and organization of these infrastructures. The aim of the work is to study the effects of the adoption of technological solutions such as wireless communications and radiofrequency identification on the competitiveness of Mediterranean seaport infrastructures. Technological solutions designed to identify good items help operators in organizing activities in terminals and make maritime transport faster in delivering goods, by cutting the handling time and costs in seaport terminals. Seaports that adopt this kind of technologies, and the surrounding economic areas connected to seaports, have a greater attractiveness on shipping companies and operators, since they allow faster handling activities and easier checks on goods. Besides, the analysis of direct and indirect effects of the use of such technologies specifically focuses on the contribution that the use of these solutions gives in ensuring higher security levels, by increasing the level of information and knowledge associated to goods. The different types of security provided (e.g. for people, environment and goods) and the extreme flexibility of the technologies involved give the overall worth of the challenge. It seems to be a great chance of growth for the Mediterranean area, more than a mere compliance to the international security regulations.

Port-City Development: The Spanish Case

[Abstract]: The objective of this paper is to try to evaluate the port-city relationship from its onset, taking into account the challenges of port 4.0. Indicators such as the percentage of employees participating in training programs, the percentage of female employees in Galician ports, the percentage of merchandise moved by private operators and the percentage of companies with quality certification in Galician ports are evaluated. The fourth revolution is based on the transition from current fossil fuel-based energy models to alternative energy sources, changes in the logistics and transport parameters and finally, on the elimination of intermediation. The key component of the third pillar of new Economy 4.0 is complete digitalization. The optimum port-city solution must address the need of both the urban planner and the port manager to evaluate potential measures that would alleviate the pressure of dedicated port facilities on the city and vice versa to the greatest extent possible

Is China Systematically Buying Up Key Technologies? Chinese M & A transactions in Germany in the context of “Made in China 2025”. Bertelsmann Stiftung GED Study 2018

“Made in China 2025” (MIC 2025) is the Chinese central government’s main industrial policy strategy aimed at turning China into the global leader of the fourth industrial revolution. Chinese M & A transactions abroad explicitly belong to the instruments for implementing MIC 2025. Germany is an attractive location for Chinese M & A transactions and offers tailor-made know-how for MIC 2025 due to its large number of “hidden champions”, i. e. technological world market leaders in highly specialized niches. 64 percent or 112 of the 175 analyzed Chinese M & A transactions with a share of at least ten percent in German companies between 2014 and 2017 percent can be assigned to one of the ten key sectors in which China aims to assume global technology leadership with the help of MIC 2025. On the one hand, there is a clear focus on the MIC 2025 sectors of “energy-saving and new-energy vehicles”, “electrical equipment” and “high-end numerical control machinery and robotics” – i. e. sectors in which Germany can in part demonstrate significant competitive technological advantages. Even before the introduction of MIC 2025 in 2015, however, these sectors were already a focus of interest for Chinese investors in Germany. On the other hand, key sectors that played little or no role for Chinese M & A transactions in Germany have also become increasingly important since the introduction of MIC 2025. This is particularly evident in the MIC 2025 sector of “biomedicine and high-performance medical devices”. The majority of the 112 Chinese M & A transactions (just under 60 percent) that are relevant for MIC 2025 are distributed across only three German states: Baden-Württemberg (26), North Rhine-Westphalia (22) and Bavaria (18) – the very regions in which the majority of the German “hidden champions” are located. State-owned investors make up 18 percent of the Chinese M & A transactions examined, and are therefore a minority. However, taking into account only the M & A transactions that can be assigned to the MIC 2025 sectors, their share rises to around 22 percent – a possible indication of state stakeholders’ greater interest in acquiring know-how abroad for the implementation of MIC 2025. However, the formal type of ownership of Chinese companies does not show the full picture of potential state influence due to the complex interplay between the state and companies in China. Therefore, the great challenge for Germany consists in the forms of state influence that are not or only insufficiently reflected in the majority ownership type of Chinese investors

The EU should not shy away from setting CO2-related targets for transport. CEPS Policy Brief No. 229/January 2011

Transport is the only sector in the EU in which greenhouse gas emissions continue to rise. Unless this trend can be reversed, the EU will have little chance of reaching its objectives in the context of global obligations on industrialised countries to reduce emissions between 80% and 95% by 2050 compared to 1990. Many different solutions exist, including, for example, new technology such as electrification of road transport, modal shift, optimising existing technologies and policy measures and more radical measures such as binding GHG emissions targets. While there is some merit to all of these approaches, this Policy Brief argues that current EU policy thinking is not (yet) bold enough to credibly tackle the GHG emissions challenge from transport. It argues that: • The EU must take GHG emissions from the transport sector more seriously. • Sound transport pricing is important but it has limitations for the transition to a low-carbon transport system. • EU-level infrastructure policy is grossly inadequate, mainly but not only in view of the transformation of the EU transport system. • There is too much (blind) faith in technology solutions, thereby avoiding hard questions on how to curb transport growth. • Finally, well-designed technology deployment targets are a good way to start the transition to a low-carbon transport system

The Role of Trust and Interaction in GPS Related Accidents: A Human Factors Safety Assessment of the Global Positioning System (GPS)

The Global Positioning System (GPS) uses a network of orbiting and geostationary satellites to calculate the position of a receiver over time. This technology has revolutionised a wide range of safety-critical industries and leisure applications ranging from commercial fisheries through to mountain running. These systems provide diverse benefits; supplementing the users existing navigation skills and reducing the uncertainty that often characterises many route planning tasks. GPS applications can also help to reduce workload by automating tasks that would otherwise require finite cognitive and perceptual resources. However, the operation of these systems has been identified as a contributory factor in a range of recent accidents. Users often come to rely on GPS applications and, therefore, fail to notice when they develop faults or when errors occur in the other systems that use the data from these systems. Further accidents can stem from the ‘over confidence’ that arises when users assume automated warnings will be issued when they stray from an intended route. Unless greater attention is paid to the human factors of GPS applications then there is a danger that we will see an increasing number of these failures as positioning technologies are integrated into increasing numbers of application

Satellite-enabled interactive education: scenarios and systems architectures

There are specific sectors of the economy that can benefit from satellite-based tele-education. Areas, such as maritime and agriculture, share common needs for both broadband connectivity at remote geographical areas that cannot otherwise be covered, and for innovative content for tele-education purposes. Furthermore, each area has special requirements with regard to the type of content to be delivered. In this paper we propose a set of architectural designs and case scenarios that will realise such interactive end-to-end education systems based on satellite communications. Services requirements in this setting are also identified and discussed