## 3 GPP Maritime Standardization and Use Cases  
The 5G system will support service continuity for maritime users between land-based 5G access and satellite-based access networks owned by the same operator or by an agreement between operators [37]. A crucial part of the multi-connectivity system is the connectivity manager that ensures quality of service (QoS) for communications. Harmonization and standardized interfaces for communications will be needed to realize the full potential of autonomous systems. The 3 rd Generation Partnership Project (3 GPP), which is a main standardization entity of 5G and beyond systems, is developing standards to enable efficient operations, including direct connections between different machines and devices. A comprehensive source for device-to-device (D2D) and vehicle-to-everything (V2X) standardization status and main interfaces can be found in [38; 39] and references therein. V2X scenarios include automated and remote driving and vehicles forming a platoon or a line travelling together. An interesting aspect of advanced V2X applications is the level of automation, which reflects the functional aspects of the technology and affects the system performance requirements. The levels of automation are defined as: 0--No Automation, 1--Driver Assistance, 2--Partial Automation, 3--Conditional Automation, 4--High Automation, and 5--Full Automation. In lower automation levels, a human operator is primarily responsible for monitoring the driving environment, whereas in higher layers, an automated system is responsible for operations. Similar work is being conducted in the development of autonomous and remote-controlled ships. The international maritime organization's (IMOs) maritime safety committee (MSC) recently approved a framework and methodology for a regulatory scoping exercise on autonomous ships to cover safety and security related matters. For the purpose of the exercise, the following definitions for degrees of autonomy were given:  
1. Degree one: Ship with automated processes and decision support: Seafarers are on board to operate and control shipboard systems and functions. Some operations may be automated and at times be unsupervised but with seafarers on board ready to take control. 2. Degree two: Remote-controlled ship with seafarers on board: The ship is controlled and operated from another location. Seafarers are available on board to take control and to operate the shipboard systems and functions. 3. Degree three: Remote-controlled ship without seafarers on board: The ship is controlled and operated from another location. There are no seafarers on board. 4. Degree four: Fully autonomous ship: The operating system of the ship is able to make decisions and determine actions by itself. Thus, the levels of autonomy have a lot of similarities between maritime and road transport. However, transformation from traditional vessels to autonomous operations takes years, also creating a clear challenge for connectivity. Ship-to-ship communication between different types of conventional \begin{table}
\begin{tabular}{c c c c} \hline \hline
**System** & **Single File (kB)** & **Update Rate (Hz)** &
\begin{tabular}{c} **Compressed Bit Rate** \\ **(Mbps)** \\ \end{tabular} \\ \hline Radar/Automatic Identification & \textless{}400 & 0.4 & 0.1 \\ System (AIS) & \textless{}20 & \textless{}1 & \textless{}0.01 \\ Mechanical Sensors & \textless{}400 & 1–10 & \textless{}1 \\ Infrared & \textless{}400 & 1–10 & \textless{}1 \\ High Definition (HD) Video & \textless{}3000 & 2–25 & 0.2–10 \\ Light Detection and Ranging & \textless{}200,000 & 1 & \textless{}2 \\ (LiDAR) & \textless{}10 & 1 & 0.001–0.01 \\ Global Maritime Distress and Safety & \textless{}10 & varies & 0.01 \\ System (GMDSS) & \textless{}10 & varies & 0.01 \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Estimated data rate requirements. and autonomous vessels will require many different systems before standardized and harmonized systems are really used in majority of vessels.