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M.540 for NAVTEX equipment, in Recommendation ITU-R M.541 for DSC (incorporated by reference in the RR), in Recommendation ITU-R M.1170 for Morse telegraphy and in Recommendation ITU-R M.1171 for radiotelephony. 6.6.3 Operational Requirements The MF bands are used for medium range communications up to several 100 km, during day-time mainly ground wave propagation, at night time mainly sky wave propagation. Maritime voice and data ship-to-shore and shore-to-ship communications are a continuing requirement. The frequency band 415-526.5 kHz is to be used by ships and coast stations for radio telegraphy. The maritime use of these bands was previously foreseen to transfer from Morse telegraphy to narrow-band direct printing telegraphy (NBDP), but this expectation has not as yet been realised. With the exception of two frequencies (490 kHz and 518 kHz) which are designated for the dissemination of maritime safety information by means of NBDP (NAVTEX system), Morse telegraphy has been almost the sole usage in the bands at least in Europe. Navtex transmissions broadcast information to shipping such as urgent meteorological and navigational warnings using radiotelex transmissions. In the UK Navtex transmissions are broadcast from three locations, Niton, Cullercoats and Portpatrick. The service uses both 490 kHz and 518 kHz and each station transmits at a given time. The transmission power for Navtex as recommended by the IMO is 1kW during daylight hours and 300W at night. These services have a nominal range of 270nm (500km). Coverage around UK waters is augmented by NAVTEX transmitters in the Republic of Ireland, sited at Valentia and Malin Head, both with nominal ranges of 400nm. Maritime safety information (MSI) is broadcast by MCA stations on the frequencies in Table 6-4 below. Station Frequency (kHz) Solent 1641 Milford 1767 Shetland 1770 Stornoway 1886 Yarmouth 1869 Holyhead 1880 Clyde 1883 Humber 1925 Falmouth/Milford 2670 Aberdeen 2691 Tyne Tees 2719 Table 6-4 MSI Frequencies used in the UK Page 212
The United Kingdom has closed down all coast stations offering a commercial (public correspondence) service in all frequency bands because they are no longer economically viable. If communications are not established through coast stations of other countries (e. g. the Danish coast station Lyngby Radio), the public communications needs of ships are mainly met by GSM, if close enough to a base station on land or by satellite (Inmarsat). The issue of public correspondence services and the increased use of GSM and satellite communications are addressed in more detail elsewhere in this report. Apart from the frequencies used for distress and safety, it would appear from a United Kingdom perspective that the MF bands that are designated for commercial traffic could be released for other services. Due to the international character of the maritime mobile service and the need for agreement in the ITU, would be a very time-consuming process 6.6.4 Regulatory and Standardisation Issues Coast station equipment for general as well as for distress and safety use has to comply with the R&TTE Directive. The shipborne equipment has to comply with the R&TTE Directive for equipment used for non-SOLAS purposes and with the Marine Equipment Directive concerning equipment for distress and safety under the SOLAS Convention; compliance with this Directive guarantees automatic compliance with the relevant requirements in the SOLAS Convention. 6.6.5 Possible Improvements to Existing Technology There is no incentive for any improvements to the existing technology; this applies in particular to Morse telegraphy, since its importance is rapidly decreasing (see also Section 6.6.3). 6.6.6 Possible New Technologies (in-band) With regard to SSB telephony, it is believed to be premature to consider a change-over to digital techniques. As far as the digital modes of operation are concerned, it could be envisaged that high-speed data systems in accordance with Recommendation ITU-R M.1081 might be implemented. These are presently limited to the HF bands; nevertheless they could also be implemented in the MF bands within one telephony channel. There is also the possibility to use many of the techniques addressed in section 6.5 within the spectrum allocated to the maritime mobile and mobile services between 1.6 and 3 MHz. Firstly, NVIS propagation characteristics (see 6.5.3) might provide possibilities for introducing more services in the range through sharing, however the main technology challenges will be the development of antennas for mobile stations with a high launch angle. Large vessels will of course be able to install the electrically low horizontal antennas best suited for such propagation but this may not apply to smaller ships or land vehicles if sharing was to be contemplated. The adaptive techniques described in section 6.5.1 are equally applicable to spectrum in the range 1.6 – 3 MHz and the Email and data services described in 6.5.2 might also be extended to the upper end of the MF frequency band. Although WRC-2003 was mandated to review, under its agenda item 1.14, also the frequency arrangements in the maritime MF bands concerning the use of digital technology, no pertinent decision was taken. Page 213
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Ofcom Contract AY4620 Assessment of
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3.4.7 Possible New Technologies (in
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6.7.4 Regulatory and Standardisatio
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ANNEX 4 List of pertinent ITU Recom
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It is against such socio-economic i
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There appear to be no clear pattern
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General Improvements to the Spectra
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Recommendation 3.22: Ofcom should r
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internationally for decommissioning
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� The study should further ascert
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2 Introduction to Report In these e
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maritime radiodetermination and rad
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interoperability. These provisions
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• Regulation on the interoperabil
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new entrants and new technologies w
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Foperating MHz B-20dB MHz Foperatin
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Foperating MHz B-20dB MHz Foperatin
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different types of objects (aircraf
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Frequency Amplitude Frequency Ampli
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3.2.2.6 Receivers The receiver syst
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Target size (=Radar Cross Section)
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the normal requirement for 360 degr
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management and planning. They also
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3.2.5.7 Emission Masks The ITU and
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• A long term policy to replace m
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conditions, the effect of sporadic
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signals which populate the range ce
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potentially suitable band sharing s
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ecommended for future good manageme
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possible options which would reduce
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It should be noted that a number of
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3.3.3 Technology Description 3.3.3.
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amplitudes of each antenna (calcula
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separation minima to be achieved du
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summary of the most relevant standa
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Co-ordination of PRF (pulse repetit
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Parameter Value Notes Dependencies
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interconnections, plugs, pin layout
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3.3.8.2 UAT The Universal Access Tr
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Figure 3-12 shows the format and co
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Parameter Value Notes Service topol
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Technology Band/Frequency Informati
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the cost to an already saturated ch
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3.4.2.5 ILS VOR/ILS localizers are
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3.4.3 Technology Descriptions EN-RO
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Figure 3-16 - Current (and future -
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only a standard omni-directional VH
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een switched off. L1 and L2 are the
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landing. He must carry either a rad
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3.4.4.2 Loran-C Loran-C is promoted
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Recent studies in the USA have indi
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Airport GNSS Marker Beacon ILS MLS
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The demand for the L-Band GNSS freq
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Airport GNSS Aggregate EPFD limits
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3.4.6.6 L-Band DME EUROCONTROL’s
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3.4.8.5 VHF VOR VORs are predominan
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to aviation. As discussed in sectio
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3.4.11 Conclusions and Recommendati
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Table 3-14: Summary of Developments
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Notes: • The costs are not depend
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Where technology choices do exist f
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The implementation of ADS and up an
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Maritime transport has always been
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adars operating in their vicinity.
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are a concern, however for smaller
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Though the amount of shipping traff
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4.2.2.5 Possible New Technologies (
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4.2.3.9 Possible Overall Spectrum E
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across the complete radar frequency
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4.3.3.8 Possible Overall Spectrum E
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educed frequency allocation would t
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A non harmonised frequency band is
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5 Aeronautical Communications Civil
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Within this band, 121.5 MHz and 123
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5.3.3 Current data link technology
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absolute priority which is required
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Note that HF also carries airline o
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communication services which could,
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The figure below shows the possible
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efficient solution (this relates bo
Page 161 and 162: 5.7.2 VHF Communications Digital Li
Page 163 and 164: Parameter Value Notes Channel acces
Page 165 and 166: Parameter Value Notes RF Channels M
Page 167 and 168: 5.8.2.1 Next Generation Satellite S
Page 169 and 170: As the new satellite service will s
Page 171 and 172: only power limited, and so the rang
Page 173 and 174: Parameter Value Notes ATN complianc
Page 175 and 176: Figure 5-2: Boeing Connexion system
Page 177 and 178: and incur additional aerodynamic dr
Page 179 and 180: Encourage move of HF voice to HFDL
Page 181 and 182: An illustrative example of airborne
Page 183 and 184: Illustrative value of spectrum calc
Page 185 and 186: An illustrative calculation of the
Page 187 and 188: A VDL2 channel will provide 10 time
Page 189 and 190: Recommendation 5.4: The decommissio
Page 191 and 192: 6 Maritime Communications 6.1 Intro
Page 193 and 194: following categories are amongst th
Page 195 and 196: navigational information using narr
Page 197 and 198: This standard is used around the wo
Page 199 and 200: No change in this approach is envis
Page 201 and 202: However the situation would be some
Page 203 and 204: interest to broadcasters and manufa
Page 205 and 206: 6.4.1 UK Search and Rescue (SAR) at
Page 207 and 208: 6.5.1.5 Summary As MF and HF automa
Page 209 and 210: • The class of emission, in accor
Page 211: • 415-526.5 kHz (primary or co-pr
Page 215 and 216: 6.6.8 Allocation Sharing issues In
Page 217 and 218: in an appropriate manner. Last but
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Page 221 and 222: adio-frequency technology with adva
Page 223 and 224: 6.7.9 Socio-Economic Issues The iss
Page 225 and 226: The further development of GSM and
Page 227 and 228: or TETRA. Also the integration of G
Page 229 and 230: • 161.975 and 162.025 ( formerly
Page 231 and 232: Closer to home the CEPT consultativ
Page 233 and 234: 6.10.3 Operational Requirements The
Page 235 and 236: for the purposes of distress and ur
Page 237 and 238: million . A digital or dual mode al
Page 239 and 240: Inmarsat was the world’s first gl
Page 241 and 242: carriage requirements for distress
Page 243 and 244: suppliers of radiocommunications eq
Page 245 and 246: Authorisations 31 , Article 6 of th
Page 247 and 248: Increasing convergence between tele
Page 249 and 250: administrations commit themselves t
Page 251 and 252: National Regulatory Authority for t
Page 253 and 254: 7.2.3 Public availability of inform
Page 255 and 256: COUNTRY QUESTION 2.1.1 - National O
Page 257 and 258: COUNTRY QUESTION 2.1.1 - National O
Page 259 and 260: Principal Legal Basis (Primary Legi
Page 261 and 262: 7.2.5 Change of Control Rules relat
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FIN Yes Yes No S Yes No No UK No 36
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Among the specific, identifiable co
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and charges. The results for those
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7.2.11 ITU Notification Administrat
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Frequency Management Costs Y A U No
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COUNTRY One-Off Administrative Fees
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Australia Renewal fee £2.69 per as
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COUNTRY Recurring Administrative Fe
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COUNTRY One-Off Spectrum Charges ap
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COUNTRY Recurring Spectrum Charges
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COUNTRY Recurring Spectrum Charges
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limited to vessels registered by th
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potential band sharing services. Im
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Very little use is made of the MF t
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Directive on Marine Equipment, 98/8
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8.6.4 Other AIP Issues In section 7
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ASF Additional Secondary Factor ATC
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ETRA Environment, Transport and Reg
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MF Medium Frequency (300 kHz - 3000
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RTCM Radio Technical Commission for
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ANNEX 2 Mandatory Standards Annex 2
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Band 328.6-335.4 MHz Service Aerona
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Band 1559-1626.5 MHz Service Radion
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Band 5000-5250 MHz Service Aeronaut
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Band 15.4-15.7 GHz Service Aeronaut
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Annex 2-2 Maritime Radiodeterminati
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RTCA MOPS DO 186A - MOPS for airbor
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Annex 2-4 Maritime Communications S
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ETSI STANDARDS DESIGNATION ETSI STA
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Annex 3-2 Maritime Communications E
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MARITIME SATELLITE EQUIPMENT Networ
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ANNEX 4 List of pertinent ITU Recom
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ANNEX 5 Structure of the 4, 6 and 8
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Sub-band structure of the 8 MHz mar
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5.2. receive automatically such inf
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UK Communications Act 2003 (and EC
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Annex 7-3 Aeronautical Communicatio
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Summary of the Functional and Techn
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An economic study to review spectru
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ANNEX 8 Countries in Receipt of Que
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