Doc 9718 an/957 Handbook on Radio Frequency Spectrum Requirements for Civil Aviation

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6.5    SPECTRUM MANAGEMENT

IN THE FUTURE
6.5.1    The worldwide demand for frequencies continues to increase, placing considerable pressures on the spectrum management process. Growth patterns vary between world regions, with developed economies experiencing expansion in (generic) mobile communications, both terrestrial and satellite, and in sound and television broadcasting. Elsewhere, fixed links for point-to-point communications are important in areas without an extensive ground-based (cable) infrastructure, or where radio services in large areas with difficult terrain have to be developed. Bandwidth efficient technologies can provide substantial gains in the amount of information processed per unit of bandwidth. Attention is also strongly focused on the release of spectrum no longer needed, or inefficiently used, or where the service concerned fails to argue the case for retention.
6.5.2    A result of this new trend is that spectrum earmarked for use at some point in the future, or where no plans exist for use, can no longer be retained, effectively creating a situation in which it may never be possible to successfully reinstate a claim. In this process, the aeronautical industry, with its long timescales for international agreement and coordination, is at a serious disadvantage compared to other users, particularly to those users where commercial considerations are prime. Instances of arbitrary forcible release of spectrum to such commercial services are expected to increase.
6.5.3    Demand is unlikely to be satisfied solely by the application of the procedures of administrative negotiation and agreement used in the past, in which majority support at ITU conferences has been the criterion for change. Further, there are practical limits to the technical sharing of frequencies between services (i.e. shared allocations) which in the final analysis often merely advances eventual saturation. Spectrum managers are therefore seeking fresh initiatives to provide more effective ways of awarding and recovering frequencies.
6.5.4    In some countries, procedures are being introduced in which the recognition of economic forces would play a controlling role. Spectrum award to the highest bidder and licensing costs are the parameters in which market forces will be applied to restrict demand, ration allocations, and affect the speedy return of frequencies no longer needed. While this is initially applicable to high-profile services, such as land mobile and broadcasting, and in congested areas, it will in the longer term affect aeronautical allocations, increasing the cost of licences and applying pressure to release under-used frequencies. Although there is some recognition that for any methodology to be completely viable it must take into account essential social and community services and protect their interests, this reasoning has not yet been extended to include aviation, which spectrum managers are coming to regard as just another type of commercial operation, albeit with some special safety connotations. Spectrum pricing, which is a levy on the use of radio frequency spectrum, is in some countries being extended to aeronautical spectrum.
6.5.5    Future aeronautical radio services are anticipated to make much greater use of bandwidth efficient systems through the application of modern technology for reduction of channel spacing, and increased channel capacity and digital technology. The overall effect of these technological improvements is to meet the expected increase in air traffic around the world in the years ahead, which in some areas is expected to double, and perhaps up to and beyond the year 2030 without any significant increase in spectrum. Introduction of new aeronautical systems or services may require additional frequency bands to be made available for aviation.

6.6    SPECTRUM MANAGEMENT SUMMARY
The objective of radio frequency spectrum management is to create a rational, controlled regime whereby the scarce radio frequency resource is planned in such a manner as to meet the competing and conflicting demands of all of the radio services intending to make use of it. It is characterized by an international treaty agreement within the ITU on the principles and objectives to be adhered to in pursuance of agreed international policies, which include, in particular, the following:
a) a complementary set of domains addressing the separate aspects of allocations, supporting regulations, technical planning, service licensing and frequency registration, embodied within an enabling set of agreed Radio Regulations;
b) the application of these agreed principles and measures within national territories by national telecommunication authorities. This process also includes the national coordination role for both implementation of international agreements and for the development of coordinated national proposals for the purpose of international negotiation and agreement;
c) the recognition that radio plays a vital role in the safe operation of aircraft, and the acceptance that aviation, through ICAO, may create standards for equipment and for frequency plans; and
d) the realization that technical and regulatory measures alone cannot meet all future demands of radio services for access to scarce frequencies. Present trends are leading to consideration of other means, including in particular the restriction of demand through the application of economic measures, such as administrative pricing and auction of frequency bands to the highest bidder.

______________________

Chapter 7
STATEMENT OF FREQUENCY ALLOCATIONS,

TECHNICAL DETAILS AND ICAO POLICY

This chapter addresses the main subject matter in detail, structured as follows:

Section 7-I. List of frequency bands.
Section 7-II. Civil aviation frequency allocations — ICAO policies and related information (including a composite statement for each frequency band):
• allocation table;

• footnotes;

• ICAO policy;

• aviation use; and

• commentary.
Section 7-III. Radio Regulations and other ITU material of importance to aeronautical services including:
• identification of Regulations of importance to civil aviation; and

• ICAO policy.

Section 7-IV. Review of ITU Resolutions and Recommendations, including:
• reference to all Resolutions and Recommendations of the Radio Regulations affecting aeronautical services; and

• ICAO policy for each Resolution and Recommendation of the Radio Regulations.

SECTION 7-I. LIST OF FREQUENCY BANDS

Band	Service	Aviation use	Section 7-II page no.
*130–535 kHz	ARNS	NDB	7-17
*2 850–22 000 kHz	AM(R)S	Air-ground communications (HF voice and data)	7-27
3 023 and 5 680 kHz	AM(R)S	Search and rescue	7-39
74.8–75.2 MHz	ARNS	Marker beacon	7-41
*108–117.975 MHz	ARNS AM(R)S	VOR/ILS localizer/ GBAS/VDL Mode 4	7-43
*117.975–137 MHz	AM(R)S	Air-ground and air-air communications (VHF voice and data)	7-53
121.5, 123.1 and 243 MHz	AM(R)S	Emergency frequencies	7-59
328.6–335.4 MHz	ARNS	ILS glide path	7-61
406–406.1 MHz	MSS	Search and rescue	7-63
*960–1 164 MHz	ARNS/RNSS AM(R)S	Air-ground communications/ DME/SSR/ACAS/UAT	7-67
1 030 and 1 090 MHz	ARNS	SSR/ACAS/ADSB	7-67
*1 164–1 215 MHz	ARNS/RNSS	DME/GNSS	7-67
*1 215–1 400 MHz	RLS/RNSS ARNS	GNSS Primary surveillance radar	7-77
*1 525–1 559 MHz	MSS (s-E)^**	Satellite communications	7-85
*1 610–1 626.5 MHz	AMS(R)S (s-E, E-s)	Satellite communications	7-97
*1 626.5–1 660.5 MHz	MSS (E-s)**	Satellite communications	7-97
*1 559–1 626.5 MHz	ARNS/RNSS/ MSS	GNSS	7-97
*2 700–3 300 MHz	ARNS/RNS/ RLS	Primary surveillance radar	7-109
*4 200–4 400 MHz	ARNS	Radio altimeter	7-115
*5 000–5 250 MHz	ARNS AM(R)S AMS(R)S	MLS/UAS command and non-payload communication/airport surface communication	7-119
*5 350–5 470 MHz	ARNS	Airborne weather radar	7-131
8 750–8 850 MHz	ARNS/RLS	Airborne Doppler radar	7-135
9 000–9 500 MHz	ARNS/RNS	Precision approach radar/ airborne weather radar/ ASDE	7-137
13.25–13.4 GHz	ARNS	Airborne Doppler radar	7-143
15.4–15.7 GHz	ARNS/RLS	ASDE/other systems	7-145
24.25–24.65 GHz	RNS	ASDE	7-151
31.8–33.4 GHz	RNS	ASDE/airborne radar	7-153
AM(R)S: Aeronautical mobile (route) service AMS(R)S: Aeronautical mobile-satellite (route) service ARNS: Aeronautical radionavigation service MSS: Mobile-satellite service RLS: Radiolocation service RNS: Radionavigation service RNSS: Radionavigation-satellite service

* A graphical presentation of the allocations of the aeronautical services, together with other services and relevant footnotes to which these bands are also allocated, is in Figures 7-1 to 7-7.

** In the frequency bands 1 545–1 555 MHz and 1 646.5–1 656.5 MHz, priority is supposed to be given to accommodating the spectrum requirements of the aeronautical mobile-satellite (R) service providing transmission of messages with priority 1 to 6, as defined in Article 44 of the Radio Regulations; no allocation to AMS(R)S has been made in this frequency band.

Figure 7-1.    70–1 606.5 kHz

Figure 7-2.    2 400–22 250 kHz

Figure 7-3.    100–146 MHz

Figure 7-4.    942–1 427 MHz

Figure 7-5.    1 452–1 670 MHz

Figure 7-6.    2 500–4 800 MHz

Figure 7-7.    4 800–5 830 MHz
SECTION 7-II.    CIVIL AVIATION FREQUENCY

ALLOCATIONS — ICAO POLICY STATEMENTS AND

RELATED INFORMATION

(including a composite statement for each frequency band)

The following material is reproduced from Article 5 of the ITU Radio Regulations to provide necessary information on the regulatory basis of the Table of Frequency Allocations.
Note 1.— Extracts from the ITU Radio Regulations are presented against a shaded background.
Note 2.— This edition incorporates the changes to the Radio Regulations adopted at WRC-07.

ARTICLE 5 FREQUENCY ALLOCATIONS 5.1 In all documents of the Union where the terms allocation, allotment and assignment are to be used, they shall have the meaning given them in Nos. 1.16 to 1.18, the terms used in the three working languages being as follows:
Frequency distribution to	French	English	Spanish
Services	Attribution (attribuer)	Allocation (to allocate)	Atribución (atribuir)
Areas or countries	Allotissement (allotir)	Allotment (to allot)	Adjudicación (adjudicar)
Stations	Assignation (assigner)	Assignment (to assign)	Asignación (asignar)
Section I. Regions and areas 5.2 For the allocation of frequencies the world has been divided into three Regions* as shown on the following map and described in Nos. 5.3 to 5.9.

Note 1.— The map is reproduced in Figure 3-1 of this handbook.
Note 2.— Nos. 5.3 to 5.22 are not included in this handbook.

*5.2.1 It should be noted that where the words “regions” or “regional” are without a capital “R” in these Regulations, they do not relate to the three Regions here defined for purposes of frequency allocation.

. . .

Section II. Categories of Services and Allocations

5.23 Primary and secondary services

5.24 1) Where, in a box of the Table in Section IV of this Article, a band is indicated as allocated to more than one service, either on a worldwide or Regional basis, such services are listed in the following order:

5.25 a) services the names of which are printed in “capitals” (example: FIXED); these are called “primary” services;

5.26 b) services the names of which are printed in “normal characters” (example: Mobile); these are called “secondary” services (see Nos. 5.28 to 5.31).

5.27 2) Additional remarks shall be printed in normal characters (example: MOBILE except aeronautical mobile).

5.28 3) Stations of a secondary service:

5.29 a) shall not cause harmful interference to stations of primary services to which frequencies are already assigned or to which frequencies may be assigned at a later date;

5.30 b) cannot claim protection from harmful interference from stations of a primary service to which frequencies are already assigned or may be assigned at a later date;

5.31 c) can claim protection, however, from harmful interference from stations of the same or other secondary service(s) to which frequencies may be assigned at a later date.

5.32 4) Where a band is indicated in a footnote of the Table as allocated to a service “on a secondary basis” in an area smaller than a Region, or in a particular country, this is a secondary service (see Nos. 5.28 to 5.31).

5.33 5) Where a band is indicated in a footnote of the Table as allocated to a service “on a primary basis”, in an area smaller than a Region, or in a particular country, this is a primary service only in that area or country.

5.34 Additional allocations

5.35 1) Where a band is indicated in a footnote of the Table as “also allocated” to a service in an area smaller than a Region, or in a particular country, this is an “additional” allocation, i.e. an allocation which is added in this area or in this country to the service or services which are indicated in the Table (see No. 5.36).

5.36 2) If the footnote does not include any restriction on the service or services concerned apart from the restriction to operate only in a particular area or country, stations of this service or these services shall have equality of right to operate with stations of the other primary service or services indicated in the Table.

5.37 3) If restrictions are imposed on an additional allocation in addition to the restriction to operate only in a particular area or country, this is indicated in the footnote of the Table.

5.38 Alternative allocations

5.39 1) Where a band is indicated in a footnote of the Table as “allocated” to one or more services in an area smaller than a Region, or in a particular country, this is an “alternative” allocation, i.e. an allocation which replaces, in this area or in this country, the allocation indicated in the Table (see No. 5.40).

5.40 2) If the footnote does not include any restriction on stations of the service or services concerned, apart from the restriction to operate only in a particular area or country, these stations of such a service or services shall have an equality of right to operate with stations of the primary service or services, indicated in the Table, to which the band is allocated in other areas or countries.

5.41 3) If restrictions are imposed on stations of a service to which an alternative allocation is made, in addition to the restriction to operate only in a particular country or area, this is indicated in the footnote.

Directory: safety -> acp -> repository
acp -> Information paper
acp -> Acp wgc6/WP24 aeronautical communications panel (acp) working group c meeting 6 Toulouse, France October 20-24, 2003
acp -> Joint meeting of the
acp -> Working paper
acp -> Amcp wgm/WP19 19 August 2002 Aeronautical Mobile Communication Panel (amcp) Working Group-m meeting Fifth Meeting Saint Petersburg, Russia, 19 to 23 August 2002 Agenda Item 4: satcom
acp -> Acp wgf/16 wp 27 Rev. 1 International Civil Aviation Organization
acp -> Working paper
acp -> Working paper
repository -> Doc 9718 an/957 Handbook on Radio Frequency Spectrum Requirements for Civil Aviation

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