FINAL REPORT - Stakeholders - Ofcom

possible options which would reduce potential costs – use of alternative radar services
and the use of an S band rather than an L band solution.
The release of Ku band would involve the replacement of three surface movement radar
installations at Heathrow, Stansted and Edinburgh. The traffic levels at all three airports
are such that the facilities must provide comprehensive coverage. The costs are likely to
be of the order of £9m (project costs). The amount of spectrum released needs to be
confirmed with the MoD. A particular uncertainty in the cost estimate relates to complexity
of providing adequate coverage. This needs expert assessment by NATS.
The study on “Techniques for Improving Radar Spectrum Utilization” is likely to put
forward proposals for new techniques which may be developed for use in air traffic
services. These techniques are likely to require extensive development and evaluation
over the long term. It is important that the resources and the timescales required to
develop a mature product for deployment in air traffic control are not underestimated.
3.2.9.8 General Improvements to the Spectral Characteristics of Primary
Radar
The report recommends the use of solid state transmitters and pulse compression as the
technology of choice for replacement radar systems. This is likely to be implemented in
the area of en route radars and approach radars at major airports during the next
replacement cycle. Note that radar systems have a relatively long life expectancy –
typically about 15 to 20 years so it may take some time before this generation of
equipment is installed at all locations. A difficult area is the provision of this type of
equipment at the smaller airports which currently use S band magnetron systems. Even
more problematic are those airports which use limited range, low cost X band magnetron
based equipment. These airports may find it difficult to justify the cost of solid state
systems given the relatively low cost of magnetron systems.
A long term policy of replacing magnetron systems is the appropriate objective and this
could be encouraged by the adoption of the current emission mask as a national
objective. The cost of replacing magnetron systems is estimated at around £66m (S band
and X band approach radars) and could be implemented under the normal replacement
cycle. Increases in spectral efficiency are likely to be offset by increasing demand for
radar services.
This approach has the disadvantage that the smaller airports may choose to dispense
with a radar service rather than incur the cost of purchasing a new radar. Clearly this has
safety implications.
Some improvement in spectral efficiency could be achieved by the use of filters. This is a
relatively low cost option with benefits only in specific circumstances. The cost is in the
range £20k to £100k per installation.
The use of modern spectrally efficient radars in L, S and X bands is unlikely to release
spectrum for other purposes in the short or medium term although it can be expected that
they will contain the future growth of radar system requirements within these bands.
The requirements for improved spectral performance could be incorporated in the
relevant CAA Policy papers.
3.2.9.9 Band Sharing
The overriding recommendation in the area of band sharing is for the development of a
methodology which can assess the feasibility of band sharing. This would lead to a more
strategic approach to the identification of band sharing opportunities. Air traffic service
providers and regulators are required to adopt a safety oriented view which requires strict
adherence to safety management procedures. Safety management procedures require
Page 59