FINAL REPORT - Stakeholders - Ofcom

ecommended for future good management of spectral efficiency. These performance
improvements are unlikely to lead to any change in band allocation requirements in the
short term although it can be expected that they will contain the future growth of civil radar
system requirements within these bands.
3.2.8.5 X Band and Ku Band Civil ATC Radars
X band contains a mix of short range approach radars and surface movement radars. Ku
band contains three surface movement radars (Heathrow, Edinburgh and Stansted
Airports). The use of X band short range approach radars is likely to remain static for the
foreseeable future. The use of surface movement radars is likely to increase as a result of
increased traffic and security requirements. Given the short range requirements for
surface movement radar and the downward looking nature of the antenna, the question
arises as to whether two bands are necessary for this application. X band offers superior
weather performance although a larger antenna is required to maintain beam shape
requirements. The possibility of moving surface movement radars currently located in Ku
band to X band should therefore be considered.
3.2.9 Socio Economic Issues
This section first considers general socio-economic issues associated with primary radar
systems and then examines the cost and implementation issues associated with the
potential spectrum management improvement initiatives outlined in the report. Any costs
given can only be considered illustrative at this stage.
3.2.9.1 Spectrum Management
The UK CAA deploys a high level of expertise to manage aeronautical spectrum in coordination
with the MoD. Coupled with close co-operation with Ofcom, this arrangement
provides the appropriate level of expertise needed to achieve spectrum management
objectives. Approaches to band sharing are discussed separately.
3.2.9.2 Public Perception
Primary radar is seen by aviation professionals and public alike as an essential safety of
life technology. It is assumed that aircraft are under permanent surveillance by one
system or another. The possibility that performance might suffer as a result of
interference from a third party would probably be considered unacceptable.
3.2.9.3 Equipment Costs
The cost of providing aeronautical surveillance radar services is very high due to the high
performance and integrity requirements. Also they are generally produced in low volume
which results in substantial development cost overheads.
Approximate project costs for a dual channel L band radar system are in the range £5m to
£10m. Approximate costs of SSR equipment is in the range £2m to £4m. Building and
services costs are very variable depending on location and access road requirements but
are likely to exceed £4m. An S band Primary Radar is likely to cost around £3m
including buildings. These high costs result in long life expectancy for the equipment
which, in turn, reduces the rate of the modernisation of the technology. Replacement
costs assume that the new equipment can be installed in parallel with existing equipment
thereby avoiding service outages and related costs. These costs also make allowance for
installation and formal acceptance procedures.
It will be appreciated that air traffic service providers would be reluctant to spend these
sums of money if cheaper alternative technologies were readily available. This is
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