Preliminary Views on WRC-15 Agenda Items 1.5, 1.15, 1.16, 1.17, 1.18

APG15-4/INP-43

/ ASIA-PACIFIC TELECOMMUNITY
The 4th Meeting of the APT Conference Preparatory Group for WRC-15 (APG15-4) / Document
APG15-4/INP-43
09 – 14 February 2015, Bangkok, Thailand / 09 February 2015

China (People's Republic of)

preliminary views on WRC-15 agenda items 1.5, 1.15, 1.16, 1.17, 1.18

Agenda Item 1.5:

to consider the use of frequency bands allocated to the fixed-satellite service not subject to Appendices30, 30A and30B for the control and non-payload communications of unmanned aircraft systems (UAS) in non-segregated airspaces, in accordance with Resolution 153 (WRC12).

1. Background

WRC-15 agenda item 1.5 calls forconsideration of the use of frequency bands allocated to the fixed-satellite service not subject to Appendices 30, 30A and 30B for the control and non-payload communications of unmanned aircraft systems (UAS) in non-segregated airspaces, in accordance with Resolution 153 (WRC-12).

At the fourteenth meeting of ITU-R WP5B in October 2014, the technical report, addressing various aspects of frequency band allocated to FSS for UAS control and non-payload communications links, has been advanced.

However, some crucial issues relating to the usage of FSS frequency bands for the UAS CNPC links in non-segregated airspaces, such as protectioncriteria for the UAS, sharing conditions with incumbent services, technical and operational measures ensuring the safety requirements of UAS, etc., have not been fully addressed.

2. Preliminary Views

Based on the above considerations, China does not support the usage of frequency bands allocated to the fixed-satellite service not subject to Appendices 30, 30A and 30B for the UAS CNPC links in non-segregated airspaces, unless the following conditions can be met,

-the safety requirements of UAS is properly addressed;

-the compatibility between UAS CNPC links and incumbent systems in related bands is ensured;

-Regulations relating to UAS operation in FSS bands do not impose any adverse impact on existing and future satellite networks of the FSS and other services in the same band.

Agenda Item 1.15:

to consider spectrum demands for on-board communication stations in the maritime mobile service in accordance with Resolution 358 (WRC-12)

1. Background

Six channels in the band 450 to 470MHz may be used by on-board communication stations with 25 kHz channel spacing in accordance with No. 5.287 of Radio Regulations. The use of these frequencies in territorial waters may be subject to the national regulations of the administration concerned. The characteristics of the equipment used shall conform to those specified in Recommendation ITU-R M.1174.2. It is recognized that on-board communication is important and effective means of communication when ships finished some critical functions.

It is noted that land mobile service was widely used in this band on a global basis, such as conventional and trunked land mobile systems. This band was also identified for use by administrations wishing to implement International Mobile Telecommunications (IMT) in the No. 5.286AA of Radio Regulations.

ITU-R Working Party 5B (WP 5B) was appointed as responsible group for this agenda item. During the WP 5B meetings in 2014, this group approved the final draft CPM texts with one method to satisfy this agenda item, which proposed to suppress Resolution 358 and revise No. 5.287 of Radio Regulations. The Recommendation ITU-R M.1174-2 was also revised to align with this method in Draft CPM Report. No new frequency are identified for on-board communication, however the digital technology and new channel spacing of 6.25 kHz were identified to make more efficient usage of existing frequencies and the mitigation technologies were introduced to mitigate the impression of congestion.

During APG 15-3 meeting held in Brisbane, Australia in June 2014, the APT Preliminary View was drafted based on input contributions submitted by administrations. APT supports the consensus which has been made in WP 5B meeting, and the single Method to address this agenda item in draft CPM text.

2. Preliminary Views

China support the method in the Draft CPM Report to satisfy the agenda item and the revision of Recommendation ITU-R M.1174-2. The Administration supports to introduce different channel spacing and harmonize the numbering of the channels to meet the increasing requirement of maritime community taken into account the importance of on-board communication for ship operations. The Administration is of the view that the usage of these frequencies in territorial waters should conform to the national regulations of the administration concerned to assure compatibility with other radio applications.

Agenda Item 1.16:

To consider regulatory provisions and spectrum allocations to enable possible new Automatic Identification System (AIS) technology applications and possible new applications to improve maritime radiocommunication in accordance with Resolution 360 (WRC 12)

1. Background

The Automatic Identification System (AIS) is a proven maritime data system, with a large number of ships equipped and a supporting terrestrial and satellite infrastructure established. The AIS is designed mainly for navigation, with top priority on vessel collision avoidance. The shipborne automatic identification system, mandated under Chapter V of the International Convention for the Safety of Life at Sea (SOLAS), has become well accepted by the maritime community and is also being used by thousands of ships not subject to the SOLAS Convention. Heavy use of AIS by thousands of vessels results in that the existing AIS 1 and AIS 2 channels are over loaded with increasing demand for maritime VHF data communications. The new Report ITU-R M.2287 indicates the necessity of additional channels for the new applications using AIS technology.

ITU-R Working Party 5B (WP 5B) was appointed as responsible group for this agenda item. A new concept called the VHF Data Exchange System (VDES) has been introduced, which integrates the functions of VHF data exchange (VDE), application specific messages (ASM) and the automatic identification system (AIS) in the VHF maritime mobile band, to support the harmonized collection, integration, exchange, presentation and analysis of marine information onboard and ashore by electronic means.

The methods to satisfy the agenda item have been categorized as four issues in the draft CPM text. Method A1 and A2 indicated the alternate choice of channels allotment to Application-Specific Messages (ASM), both method agreed to take measures in four ship transmitting channels to protect AIS channels. Method B1 and B2, method C1 and C2 considered the channel allotment of terrestrial and satellite component of VHF data exchange systems (VDES) respectively. Method D1 provides a regional VDES solution. Resolution 360 was proposed to be suppressed.

The APT Preliminary View has been drafted during APG 15-3 meeting held in Brisbane, Australia in June 2014. The APT countries support method A1 and D1 and agreed that more technical studies for the VDE terrestrial and satellite components are necessary to identify these digital communication channels in RR Appendix 18 to VDES.

2. Preliminary Views

2.1 Preliminary Views on this agenda item

-Modifications should not be required to existing AIS equipment on board existing vessels. New applications using AIS technology should be allowed to evolve, supported by communication primarily on the new frequencies identified by WRC-12, while protecting the integrity of the original operational purpose of AIS on the existing AIS frequencies.

-It is needed to take full account of the outcomes of WRC-12 on digital communication channel arrangements in RR Appendix 18 for the global, regional and national channel allocation for VDES. Different types of VDES applications and equipment in different scenarios and operating in different frequency arrangement plan could be considered.

-Any new allocation for the future applications, including satellite application, to the frequency bands listed in the Appendix 18 should be based on issued ITU-R Recommendation(s).

-VDES Satellite downlinks should not adversely impact AIS channels, ASM channels, and terrestrial component of VDES,mobile and fixed services in the same frequency band.

-Transitional arrangements are required to minimize the impact of use of new applications on the existing services using frequencies listed in the Appendix 18. The VDES equipment should provide backwards compatibility for existing AIS, the installation costs should be minimized and the proper transitional period should be considered.

-It is desirable to consider the possibility of VDES involvement in the future modernized GMDSS.

-The two channels 2027 and 2028 should be used for new AIS applications, the usage of remaining channels 1027 and 1028 should be taken into account.

-To prevent blocking of the reception of the AIS channels and ASM channels, the continuing analogue modulation transmission from ship on channels 2078, 2019, 2079 and 2020 will not be permitted.

2.2 Preliminary Views on methods to satisfy this agenda item

2.2.1On issue of ASM designation

Support Method A1.

2.2.2On issue of new applications for maritime radiocommunication – terrestrial component:

Noting the progress of studiesat ITU-R WP 5B, more technical studies of the VDES terrestrial and satellite components are necessary to identify these digital communication channels in RR Appendix 18 to VDES. The administration will make final decision at further APG meeting.

2.2.3On issue of new application for maritime radiocommunication – satellite component

2.2.4On issue of VDES regional solution

Support Method D1.

Agenda Item 1.17:

to consider possible spectrum requirements and regulatory actions, including appropriate aeronautical allocations, to support Wireless Avionics Intra-Communications (WAIC), in accordance withResolution 423 (WRC12).

1. Background

The use of Wireless Avionics Intra-Communications (WAIC) systems in the future generation of aircraft could reduce overall weight of the aircraft, reduce the amount of fuel required and bring forth subsequentenvironmental benefits. WAIC also reduces the complexity of aircraft design, improves an aircraft’s performance, enhances maintenance accessibility and reduces maintenance costs.

According to the WAIC system functionalities envisioned, WAIC systems provide radiocommunication between two or more stations on a single aircraft, they do not provide air-to-ground, air-to-satellite or air-to-air communications and will only be used for safety-related aircraft applications.

WAIC applications are divided into four categories according to the data rate and location of the transmitters, namely “low data rate inside (LI)”, “low data rate outside (LO)”, “high data rate inside (HI)” and “high data rate outside (HO)”. The low data rate transmission will use IEEE 802.15.4 and the high data rate transmission will use IEEE 802.11a/g protocol.

The ITU-R Working Party 5B is tasked to carry out studies on the spectrum requirements of WAIC systems in which several elements of each of the above four category applications were considered including the application data rate, protocol overhead, channelization overhead and modulation efficiency. As a result, the studies completed by Working Party 5B show the LIWAIC applications will require a maximum of 11MHz of spectrum andLOapplicationswill require a maximum of 40MHz of spectrum. HIapplications will require a maximum of 32MHz of spectrum andHOapplications will require a maximum of 62MHz of spectrum. The total spectrum required for all WAIC application is 145MHz.

In accordance with Resolution 423 (WRC12), the ITU-R WP5B studies on potential frequency bands for WAIC systems should firstly be focused on currently allocated to the aeronautical servicesbelow 15.7GHz. And the frequency bands below 1 GHz are generally believed not suitable for WAIC systems.

In reviewing the frequency bands above 960 MHz, several factors were taken into consideration including the size of frequency band, existing AM(R)S allocation, level of international harmonization, current use of the frequency band, aircraft control and installation, other non- technical obstacles, and values for the expected potential of sharing.

The following frequency bands were studied for WAIC systems: 2 700-2 900 MHz, 4 200-4 400 MHz, and 5 350-5 460 MHz. Additionally, 22.522.55 GHz and 23.5523.6 GHz frequency bandshave been identified as a possible candidate frequency band for WAICsystems.

ITU-R WP5B carried out compatibility studies, and the results of the studies show that 2700-2900MHz and 5 350-5 460MHz frequency bands are not feasible for WAIC system. The frequency band 4 200-4 400MHz is shown as a suitable band that can accommodate WAIC spectrum requirements.

Compatibility studies completed in the frequency bands of 22.522.55 GHz and 23.5523.6 GHzshow that these two bands are not feasible for WAIC systems.

2. Preliminary Views

China supports a new AM(R)S allocation in the frequency band 4 200-4 400 MHz for WAIC systems, and method A, Option 1 of the CPM report.AM(R)S in the frequency band 4200-4400MHz shall not cause harmful interference to, nor claim protection from, ARNS in this band.

Agenda Item 1.18:

To consider a primary allocation to the radiolocation service for automotive applications in the 77.5-78.0 GHz frequency band in accordance with Resolution 654 (WRC-12)

1. Background

Agenda item 1.18 calls for consideration of a primary allocation to the radiolocation service for automotive radar applications in the frequency band 77.5-78.0 GHz in accordance with Resolution654 (WRC-12).

In this regard, ITU-R SG5 WP5A and WP5B have carried out technical, operational and regulatory studies as responsible groups for this Agenda itemwith the help of other concerned groups.

Regarding the study on operational characteristics, new Recommendation ITU-R М.2057 “Systems characteristics of automotive radars operating in the frequency band 76-81 GHz for intelligent transport systems applications”had been published in February 2014. Regarding the sharing and compatibility studies, the draft new Report ITU-R M.[AUTOMOTIVE RADARS] – “Systems characteristics and compatibility of automotive radars operating in the frequency band 77.5-78 GHz for sharing studies”had been completed in WP5B and approved in SG5. This report concluded that “in the 77.5-78 GHz band, sharing is feasible between automotive radars and incumbent services”.

In the draft CPM text on Agenda Item 1.18, two methods have been introduced to satisfy this agenda item. Both methods support a primary allocation to the radiolocation service on a worldwide basis between 77.5 GHz and 78 GHz, but Method A suggests that the new allocation should be limited to automotive applications.

Obviously, Method A is well supported by previous sharing studies in ITU, all of which were based on short-range automotive radars and the technical parameters associated with those radars. On the other hand, the limitation to the automotive applications may potentially impede the usage of short-range high resolution radars for otherapplications. In this regard, Method B may result in a more flexible spectrum usage, though further sharing studies may be needed in the future.

2. Preliminary Views

The development of automotive radar in 76-81 GHz band can provide worldwide harmonization for safety and collision avoidance, which, if implemented, will very likely result in reduced traffic fatalities and injuries on the road.

Considering the results of sharing studies conducted by ITU, China supports a possible new primary allocation to the radiolocation service in the 77.5-78.0 GHz frequency band, and the new allocation should not cause harmful interference or constraints to existing services.

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