A. proposal is the development of an International

A. DESCRIPTION OF THE PROPOSED SOLUTION1. International Maritime PKI descriptionThe foundation of our proposal is the development of an International Maritime Public Key Infrastructure that should act as the coordinator of the infrastructure and may be functionally under International Maritime Organization.

On the other hand each maritime country should develop its own public key infrastructure that should satisfy a minimum number of the International Maritime PKI standards in order to be compatible. Hence, in this paper the International Root Certification Authority along the International Root Registration Authority assumed to be functioning under the IMO and called PKI-IMO. Respectively, the national part of the International Maritime PKI called national Maritime PKI (PKI-NMO), i.e. Greek Maritime PKI (PKI-Greek-MO). The national organizations based on each country’s responsible authority where they operate the corresponding national Certification and Registration authorities.

National Certification and Registration authorities divided to national Vessels Certification and Registration authorities and to national Officers Certification and Registration authorities. (See figure: … ) 1.1 International Maritime PKI AuthorityThe International Maritime PKI Authority under the International Maritime Organization publishes the criteria and the legislations that a national Maritime PKI (PKI-NMO) must meet in order to be part of the PKI-IMO. The maritime nation that wants to be part of the PKI-IMO makes a request to IMO in order to register with the International Root Registration Authority. IMO and International Root Registration Authority are responsible to check if the candidate nation’s maritime PKI fulfills the criteria for registration. Following a successful registration the International Root Certification authority of the IMO signs with the PKI-IMO root certificate the registered nation’s national root certificate and therefore makes that nation’s PKI-NMO part of the International Maritime Public Key Infrastructure Organization (PKI-IMO). Therefore the IMO is responsible to validate each nation’s request to be a legitimate partner of the PKI-IMO, thus IMO register and certifies only national sub-certification and sub-registration authorities and not vessels or officers.

It is important to highlight the importance to control the registration of the national authorities to the PKI-IMO in order to avoid the possible registration of a National PKI authority that it is not complying with the minimum standards. 1.2 National Maritime PKI Authority National Maritime PKI Authority divided in two independent PKI: Vessels’ PKI and Officers’ PKI. Each PIK has its Registration and Certification authority and its particular measures that should be met by vessels and officers in order to registered and certified. However, noted that both PKI have their national root certificates respectively signed by the international root certificate of the PKI-IMO. National Vessels Maritime PKI Authority operates the Vessels registration and certification authorities, which are responsible to check, validate and finally register and certify all the vessels that operating under the nation’s flag. Accordingly, National Officer Maritime PKI Authority operates the Officers registration and certification authorities, which are responsible to check, validate and finally register and certify all the maritime officers of this country. Therefore, each vessel is registered and it has its unique key-pair along with the corresponding National Vessels Maritime PKI certificate on a smart token.

Best services for writing your paper according to Trustpilot

Premium Partner
From $18.00 per page
4,8 / 5
4,80
Writers Experience
4,80
Delivery
4,90
Support
4,70
Price
Recommended Service
From $13.90 per page
4,6 / 5
4,70
Writers Experience
4,70
Delivery
4,60
Support
4,60
Price
From $20.00 per page
4,5 / 5
4,80
Writers Experience
4,50
Delivery
4,40
Support
4,10
Price
* All Partners were chosen among 50+ writing services by our Customer Satisfaction Team

Respectively each maritime officer is registered and it has its unique key-pair along with the corresponding National Officer Maritime PKI certificate on a smart token. Noted, for each two National PKI Authorities that are registered and certified from PKI-IMO then they able to trust each other and consequently both nations’ vessels and officers have trusted relations. 1.

3 Certificates and Smart TokensIn order to advantage IMO-PKI capabilities each registered vessel should equip with a special device that would be able to read vessel’s smart token and officer of the watch (OOW) smart token simultaneously; for simplicity of this paper this special device named as “smart token reader”. The smart token reader should be able to use both vessel and OOW certificates and key-pairs as needed for authentication, encryption, decryption, and signing of data. In addition smart token reader should have a data input device (keyboard, USB reader) and should be connected to the GPS and the improved AIS (AAS) transmitted of the vessel. Finally the smart token reader should be on secure place preferably on the vessel’s bridge. 1.

4 The Procedure When the vessel commissioned the National PKI-NMO register and certifies the vessel as shown then a representative of the PKI-NMO and a representative of the owner place the smart token of the vessel in the special smart token reader of the vessel and they sealed it. Assumed that the vessel is anchored and none officer is commissioned yet, the smart token reader broadcast vessels data via improved AIS (AAS) signed only with vessel’s certificate. All the broadcasting data receivers are able to authenticate the vessel and simultaneously indirectly informed of the OOW absence on the specific vessel.

Therefore the receivers they are able to evaluate this information as needed for safety, security, or legislative reasons. When an officer commissioned on the vessel should have with him his smart-talking and each time that starts his duty, as an officer of the watch (OOW), on the bridge should place his smart token to the vessel’s smart token reader. It is obvious that since an officer should be responsible for the vessel at all time, the corresponding officer’s smart token must be also placed on the reader along with the vessel’s smart token. Thus, the absence of either vessel’s or officer’s smart token is a reason to alarm the vessels nearby and the coast guard. 2 Automatic Authentication System (AAS)The proposed Automatic Authentication System (AAS) is improved AIS that is able to switch between two modes of operation: authentication only (A mode) and authentication along with encryption (A/E mode). The authentication only mode (A mode) should consider as the predefined mode of operation and would be used at all times everywhere on the globe with the exception of some piracy hot zones that PKI-IMO should encourage the use of (A/E mode). The main advantage of the A/E-mode over the simple A-mode is that the signed data of the vessel and the officer of the watch are broadcasted encrypted and thus only authenticated nearby vessels and the authorities may decrypt them and have access to them.

Therefore the not authenticated nearby pirates do not gain access to sensitive vessel’s data where the vessel is still able to broadcast its data for safety reasons without to compromise its security. Noted that both modes of AAS operation, especially A/E mode, needs a considerable more bandwidth along with better quality of the signal in order to operate than conventional AIS needs; however this technical considerations are beyond the scope of this research. 2.

1 Authentication only mode (A-mode) of the AASThe aim behind the A-mode is to give the opportunity to the maritime community to use distant automatic strong authentication instead of the inadequate automatic identification used today. Therefore by using the experience from internet security this research considers each vessel kind such as a public access server and the officer on watch as the administrator of this server where the nearby vessels considered such as the clients of the server. Keeping those similarities in mind as each browser must be able to authenticate each web server’s certificate the next logical step is to provide all vessels with the equipment that be able to authenticate others vessels signed data. That equipment is an AAS on A-mode that both broadcast digitally signed data and authenticates received data from other vessels’ AAS. Assume that a cargo vessel and a coast guard vessel are inside each other AAS broadcasting data.

On cargo vessel’s smart token reader are placed both vessel’s smart token and officer of watch smart token; reminded that smart tokens save the signed from PKI-IMO digital signatures of the cargo vessel and the OOW respectively. Then the AAS equipment inputs the data that the conventional AIS uses (i.e. Ship name, id, speed, position, etc.) and digitally sign them with both cargo vessel’s certificate and OOW certificate and broadcast them via radio. The coast guard’s AAS equipment receives the broadcasted data and automatically checks the validity of the cargo vessel and OOW digital certificates according to the validity of the PKI-NatonalMO and the PKI-IMO signing of the certificates.

If the examination of the digital certificates is successful the coast guard AAS equipment informs the coast guard officers for a successful authentication of the cargo vessel and validates the broadcasted cargo vessel’s data. Otherwise if the vessel’s or the OOW certificate has a problem the coast guard AAS equipment informs the coast guard officers for a partial successful authentication or even for a failed authentication and automatically alarms and downgrades the validity of the cargo vessel’s broadcasted data. On the same way cargo vessel is able to authenticate the coast guard vessel along with its supervisor officer. The above procedure is possible even if the cargo vessel is from a foreign nation of that of the coast guard because both trust and they are undeniable sure about the PKI-IMO public key, and therefore they are able to validate the PKI-IMO signing over the PKI-NationalMO and therefore PKI-NationalMO signing over the vessel and OOW certificates. Noted that the above procedure is totally automatic and all the restriction and the precondition of a PKI are applied (i.e.

Revocation lists, secure public dissemination of the PKI-IMO certificate/public key); however the examination of them is beyond the scope of this paper. Finally it is very important to highlight that the PKI-IMO and the organization that supporting it does not have any active role on the authentication procedures that they are automatic and they do not imply any kind of active communication with any of the national or international public key infrastructures. That it is not true for the Authentication/Encryption mode that needs the active support of both the national and international public key infrastructures.