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aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.3.1 General | Applications in the maritime market may be broadly categorized as follows: • Safety-related applications. • Professional applications • Consumer applications. The user requirements for these different market sectors are presented in table 4.9 and are based on the draft revision of A860A860 prepared by the European Mari... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.3.2 Safety market | The safety market comprises: • Ocean navigation where the ship operator is the customer. • Coastal, port approach and restricted waters navigation where the marine navigation service provider is the customer. • Inland waterways where the inland waterways authority is the customer. • Operations including track control a... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.3.3 Professional market | The professional market comprises: • Fisheries operations where the customer is the operator of the fishing vessel, either on a fleet or an individual basis. • Fisheries monitoring where the customer/retailer is the agency responsible for fisheries monitoring. This agency might also act as the intermediate service prov... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.3.4 Consumer market | The consumer market in the maritime sector comprises: • Recreation and leisure where the customer is the operator of the leisure craft. |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.4 Current/planned use of GNSS | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.4.1 Existing DGPS infrastructure | With the exception of the consumer market, stand-alone GPS cannot meet the requirements of the maritime market on its inability to meet integrity requirements. This provides a clear potential driver for investment in improved systems or services. Currently there are between 60 and 80 differential GPS (DGPS) stations in... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.4.2 Safety market | Requirements for ocean navigation are currently met by a combination of systems within Europe (including GPS with RAIM, local area DGPS, radar, visual aids, celestial navigation, etc). Current systems and procedures have also been developed and implemented to meet local accuracy and integrity requirements for coastal, ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.4.3 Professional market | When applications are limited to existing DGPS coverage, then requirements may be met. However, the global nature of these applications means that requirements cannot be wholly met by DGNSS or EGNOS. Galileo will however provide substantial coverage improvements. |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.4.4 Consumer market | GPS is capable of broadly satisfying the existing requirement based upon an absolute accuracy in the range of 10 m to 100 m. With GNSS Augmentation this can be improved to 1 m to 3 m. |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.3.5 Drivers for uptake of new services | The potential drivers for introducing EGNOS or Galileo in the maritime market are to: • Supplement existing DGPS systems on the basis of improved performance (i.e. accuracy, integrity and coverage). • Replace existing DGPS and other terrestrial systems on the basis of lower overall costs. • Provide a cheaper alternativ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4 Rail transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.1 Organizational context | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.1.1 Economic factors | The tendency towards liberalization in the transport world means that in future the railways are going to have to compete even more intensively with other modes of transport. The European Train Control System (ETCS) of the future, therefore, is intended not only to improve operating efficiency, but also to seize every ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.1.2 Business needs | All railways have the same business needs: to be able to provide market-oriented, reliable, safe and cost-effective train transportation for both passengers and freight. One of the prerequisites for this is to have an appropriate system for train control and protection, which consists of fixed installations and of equi... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.1.3 European Train Control System (ETCS) | To combat this problem, particularly for high-speed trains, the International Union of Railways (UIC), on behalf of the European Commission, has developed the three level ETCS standard. This lays out the standards for development of new signalling systems that are becoming affordable with the development of new technol... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.1.4 Cab-based positioning | ETCS level 3 specifies that the train should be able to determine its position independently of the ground infrastructure, thus raising a potential application for GNSS. Furthermore, such higher levels assume the reduction and (ultimately) the removal of all trackside signals that also potentially raise specific local ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.2 Market segmentation | Table 4.10 illustrates the different categories of user in the rail transport market and the estimated market size (according to year). This market size represents the maximum number of potential users and does not represent the actual number of GNSS users. Table 4.10: Market segmentation and size (Rail) User Group 200... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.3 Applications and requirements | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.3.1 Safety critical applications | Train control: Signalling on high traffic lines using based upon GNSS is envisaged as an evolution of ETCS (see clause 4.4.1). This is likely to take place between 2005 to 2015. ETCS is being developed by European industry and will offer benefits of low cost signalling systems and reduced maintenance costs. Train super... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.3.2 Management applications | Energy optimized driving style manager: Train timetables have an additional buffer margin of time incorporated into them to ensure that trains are able to arrive on time, even if starting with a delay. The energy optimized driving style manager application will use the permitted speed profile, the train's position and ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.3.3 Passenger applications | Passenger information: Two categories of information can be identified - information prior to boarding the train and information provided to passengers whilst on the train. Prior to boarding the train, use of positioning information can enhance the quality of information provided to passengers. On-board information can... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.4 Current/Planned use of GNSS | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.4.1 Current Train Location Systems | Train operation requires the safe separation of trains while travelling on the same track and safe separation at junctions. Any failure of the system must result in a safe situation, usually with trains being brought to a stop. This is traditionally achieved by track circuits detecting the presence of a train through c... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.4.2 Future use of GNSS | The use of GNSS for non-safety critical applications remains limited to a minority of Train Operating Companies (TOCs). Despite the fact that GPS has been available for some time and meets the necessary user requirements, it appears that TOCs are, as yet, unable to justify the necessary investment on the basis of saved... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.4.5 Drivers for uptake of new services | Given the relatively low level of use of GPS, the most critical issue for the railways is whether GNSS (as a whole) can be accepted by the railway community, as opposed to EGNOS or Galileo specifically: The take-up of GNSS based services is only likely to occur where: • In regions with developing railway infrastructure... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5 Fleet and asset management | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.1 Organizational context | This clause addresses corporate users or organizations responsible for managing and/or co-ordinating a fleet of vehicles, personnel or assets as part of an operational business. For the purposes of this analysis, the clause only addresses those markets that are deemed to have an operationally critical requirement, and ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.2 Market segmentation | Table 4.12 illustrates the different categories of user in the road transport market and the estimated market size (according to year) in Europe. This market size represents the maximum number of potential users and does not represent the actual number of GNSS or Galileo users. ETSI ETSI TR 102 168 V1.1.1 (2004-02) 29 ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.3 Applications and requirements | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.3.1 Emergency services | Those applications relevant to emergency services are as follows: • Vehicle tracking: where a fleet of emergency vehicles are tracked for the purposes of managing incident response and allocating resource to urgent calls. These applications already exist, typically deploying local area GPS or regional LF radio navigati... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.3.2 Commercial operations | Fleet management and logistics: A significant proportion of commercial fleet operators, emergency services and public utilities already operate position based fleet management applications. Many of these applications are based upon GPS or terrestrial based positional systems. The transmission of geographical position i... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.4 Current/planned use of GNSS | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.4.1 Existing use of GNSS | The primary systems already in use (or emerging) within the road transport market are as follows: • Satellite based systems: - Global Positioning System (GPS). - Proprietary commercial D-GPS services. • Terrestrial based systems: - Digital cellular systems (GSM/UMTS). - RDS broadcast. - Beacons or RF networks. • On-boa... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.4.2 Shortfalls of GPS | GPS is already well established as the primary means of satellite navigation either as "sole means" or via additional wide/local area augmentation to provide a D-GPS service. The primary drawbacks of GPS are: • Lack of signal integrity. • Lack of commercial basis and service guarantees. • Low signal availability in urb... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.5 Drivers for uptake of new services | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.5.1 Drivers for GNSS | Given that existing users of GPS are unlikely to "switch" to EGNOS/Galileo and replace existing receivers for what appears to be marginal benefit, EGNOS and Galileo must focus upon three objectives, namely: • Provide a more cost effective alternative to D-GPS that will result in a more favourable business case. • Compl... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.5.5.2 Specific Galileo capabilities | The benefits to users of providing an integrated GPS/Galileo capability are: • Provision of additional availability in urban areas that could not otherwise be provided by GPS/DGPS. This is particularly valid for the target markets described in this clause. • Provision of integrity information to those users that could ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6 Regulated road transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.1 Organizational context | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.1.1 Primary organizations and stakeholders | This market has so far been led by the private marketplace, with the provision of commercial traffic congestion information to in-vehicle terminals, and the use by commercial operators of beacon and GPS based systems to track vehicles. In both cases the systems tend to operate with a high volume of low cost end user sy... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.1.2 Market evolution | The commercial market appears to be expanding rapidly. Most systems rely on GPS, except for some in-city Public Service vehicle systems that use roadside beacons. Increasing road traffic is likely to increase congestion, and governments are reluctant to increase road capacity - therefore there will be pressure to make ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.1.3 Regulatory Issues | The prime regulatory requirement is the need for all vehicles to be equipped with equipment and for this to be tamper proof. For vehicles to operate across a region, or even worldwide, the technical specifications and performance requirements need to be harmonized. Furthermore, if the equipment is also used as part of ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.2 Market segmentation | Table 4.14 illustrates the different categories of user in the road transport market and the estimated market size (according to year) in Europe. This market size represents the maximum number of potential users and does not represent the actual number of GNSS or Galileo users. Table 4.14: Market segmentation and size ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.3 Applications and requirements | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.3.1 Traffic surveillance and enforcement | In order to ensure that vehicles adhere to local traffic laws, positional information can be used as the basis of enforcing such laws. Such information could be applied to a wide variety of legislation including: • Speed restrictions. • Limited access. • Bus lanes. • Parking restrictions. • Dangerous driving/overtaking... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.3.2 Road user charging/tolling | Many major highways, bridges or tunnels across Europe are subject to specific tolls, which are levied against all vehicles passing across a designated boundary. The amount levied against each vehicle may be dependent upon the type of vehicle and in order to determine that a vehicle is subject to such a levy (i.e. is no... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.4 Current/planned use of GNSS | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.4.1 Existing use of GNSS | The primary systems already in use (or emerging) within the road transport market are as follows: • Satellite based systems: - Global Positioning System (GPS). - Proprietary commercial D-GPS services. • Terrestrial based systems: - Digital cellular systems (GSM/UMTS). - Beacons or RF networks. • On-board systems: - Odo... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.4.2 Shortfalls of GPS | GPS is already well established as the primary means of satellite navigation either as "sole means" or via additional wide/local area augmentation to provide a D-GPS service. The primary drawbacks of GPS within this market are: • Lack of signal integrity. • Lack of commercial basis and service guarantees. • Low signal ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 4.6.5 Drivers for uptake of new services | The traffic surveillance and enforcement applications rely upon a greater degree of integrity in order to enable legal or financial transactions. This integrity is required in order to accurately position each vehicle plus provide authentication of vehicle identification and therefore the means for charging. It is impo... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5 Technical assessment | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.1 Introduction | This clause discusses the performance characteristics of VDL Mode 4 and compares these to the application requirements for the market sectors analysed in clause 2. |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.2 VDL Mode 4 performance | The key features of VDL Mode 4 are: • Communication services supported: - Mobile/ground point to point. - Mobile/mobile point to point. - Ground to mobile, mobile to ground and mobile-to-mobile broadcast. - Mobile-to-mobile services operate without the need for ground infrastructure. • Channel access: - TDMA structure ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3 Definition of market requirements | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.1 Air transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.1.1 Need for navigation data distribution | There is a critical need for navigation data distribution in the air transport market. This will be largely met by EGNOS and GALILEO, but there are occasions where this may not be sufficient: • High latitude areas may not achieve EGNOS coverage. • Busy airports, where a pseudo-urban environment exists close to terminal... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.1.2 Supplementary data requirements | Supplementary data that could be useful to air transport include meteorological information, METARS, TAFs and ATIS messages. Terrain information could also be valuable to those without necessary databases already on-board. Distribution of these data is well suited to transmission by a ground-to-air broadcast datalink s... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.1.3 Link requirements | Table 5.2 provides a summary of the typical link requirements for the air transport market. The figures within the table are based upon typical operations. The figure for data capacity is based purely upon the requirement for navigation data distribution, although other supplementary applications have been taken into a... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.2 Maritime transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.2.1 Need for navigation data distribution | Given the existing DGPS infrastructure, there is not yet a clear case for the introduction of EGNOS or Galileo. That said, both systems offer potential performance enhancements and must therefore be seen a highly likely candidates in a future radio navigation system mix. With the exception of a minority of in-land oper... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.2.2 Supplementary data requirements | AIS support increased situational awareness both shore to vessel and vessel to vessel. In addition, it provides a means of broadcasting a host of other data services to vessels such as meteorological information, heading, wind speed, tidal information, etc. Such requirements are well suited to an STDMA scheme such as t... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.2.3 Link requirements | Table 5.3 provides a summary of the typical link requirements for the maritime transport market. The figures within the table are based upon typical operations in a coastal or harbour region with dense traffic requirements. The figure for data capacity is based purely upon the requirement for navigation data distributi... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.3 Rail transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.3.1 Need for navigation data distribution | There is a common belief within the industry that GNSS has a future role as an element within the radio navigation system mix for safety critical rail transport. That said, the current use of GPS is low and limited purely to management information applications. That said, much is already being done to prove the value o... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.3.2 Supplementary data requirements | There is a considerable communications requirement within the rail transport sector, both in support of signalling and also general "track to shore" communications. These in turn, cover both essential and non-essential applications. This requirement is a mix of point-to-point communications and broadcast communications... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.3.3 Link requirements | Table 5.4 provides a summary of the typical link requirements for the rail transport market. The figures within the table are based upon typical operations surrounding a major rail terminal with dense traffic requirements. The figure for data capacity is based purely upon the requirement for navigation data distributio... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.4 Fleet and asset management | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.4.1 Need for navigation data distribution | Both EGNOS and Galileo offer potential benefits to this sector, in terms of signal availability in urban environments, positional integrity and (potentially) commercial service guarantees. There are a number of factors that lead to a significant need for navigation data distribution: • The urban environment does not ne... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.4.2 Supplementary data requirements | There is a considerable two-way communications requirement within the fleet/asset management market. This is predominantly point-to-point communications between a mobile resource and a control centre (e.g. telematics, data dispatch, status monitoring, etc). These in turn, cover both essential and non-essential applicat... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.4.3 Link requirements | Table 5.5 provides a summary of the typical link requirements for the fleet/asset management market. The figures within the table are based upon a number of co-operational and simultaneous users within an urban region (e.g. major incident/event). This does not account for the potential number of simultaneous users that... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.5 Regulated road transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.3.5.1 Link requirements | Table 5.6 provides a summary of the typical link requirements for the regulated road transport market. The figures within the table are based upon a road user charging environment along a busy motorway. The figure for data capacity is based purely upon the requirement for navigation data distribution, although other su... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.4 Conclusions | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.4.1 Communication services | VDL Mode 4 can support all identified requirements. Note that the emphasis of the assessment has been on the uplink broadcast of navigation data. VDL Mode 4 provides a far wider range of communication services and the potential for use of these services in related applications will be assessed during the market accepta... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.4.2 Message characteristics | Since applications are uplink broadcast only then generally the uplink load is not a problem to sustain. One issue, which would be a subject for detailed assessment of applications, arises where long range is required (i.e. aviation and maritime) and capacity could be provided through controlled re-use slots re-use nee... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.4.3 Quality of service characteristics | VDL Mode 4 provides good support for priority and meets all requirements. User authentication: since VDL Mode 4 provides identity and position of the user (assuming that mobiles receiving an uplink broadcast service also transmit) it is well adapted to services requiring user authentication and, in particular, services... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.4.4 Coverage | There is a wide variation in maximum range and ground station operating range for the applications considered. This indicates that significant adaptation of link might be required (i.e. reduce guard range). This will be considered further when investigating the need for further standardization. ETSI ETSI TR 102 168 V1.... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 5.4.5 Summary | VDL 4 can support most uplink broadcast requirements but might need additional standardization measures as follows: • Adaptation of link characteristics (physical layer and MAC layer). • Adaptation of message set. • Addition of encryption, authentication etc. services. |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6 Market suitability assessment | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.1 Introduction | This clause provides an assessment of the wider market suitability of introducing VDL Mode 4 in each of the target markets. clause 3 has already determined the technical feasibility of utilising VDL Mode 4 for the uplink broadcast of navigation data and other applications. This clause therefore builds upon the output f... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2 Aviation | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.1 Functional suitability | VDL Mode 4 has good functional suitability for providing DGPS data distribution and the distribution of other information such as meteorological information. There will be a need in the future for a point-to-point data link that is compliant with the ATN and that can support the transfer of time-critical messages. VDL ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.2 Institutional/organizational acceptance | The institutional acceptance of any new aviation technology is absolutely key to its deployment, particularly for global use where adoption by ICAO and support from global aviation industries (such as Airbus and Boeing) is critical. VDL Mode 4 has been adopted by ICAO, but has not yet been adopted by global aviation in... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.3 Standards | Development of VDL Mode 4 surveillance and communication standards is underway by the main institutions at this stage: ICAO has developed SARPs, ETSI is developing aviation ground standards and Eurocae is developing MOPS for airborne equipment. ICAO GNSSP has developed standards for distribution of GNSS Navigation data... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.4 Competition | Competition for new data links already exists. Several new systems, which have some overlapping capabilities with VDL Mode 4, have been developed and in some cases implemented. These include Universal Access Transceiver (UAT), Mode S extended squitter and VDL Mode 2. However, none of those have the same multi function ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.5 Cost | VDL Mode 4 is expected to have a relatively low cost because of the ability to provide multiple services (e.g. navigation data distribution, point-to-point communications) using a single equipment. This means that the cost of the equipment can be shared amongst several services or applications. However, in large air tr... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.6 Terminal availability | Terminal availability is expected to be good, since at least one manufacturer is already developing systems that meet the necessary aviation requirements. For international aviation users, a global support network is also required and this is not yet available. However, it should be easily achievable if manufacturers w... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.7 Spectrum availability | VHF spectrum is scarce for aviation communication and navigation applications. There is a considerable shortage of assignable 25 kHz VHF channels and other systems also compete for these resources. Since VDL Mode 4 is more spectrum efficient than any of the competing systems it should be possible to assign sufficient c... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.2.8 Summary | Table 6.2 presents a summary of the key issues affecting market suitability. The level of suitability is represented by "high", "medium" or "low" accompanied by supporting notes where applicable. ETSI ETSI TR 102 168 V1.1.1 (2004-02) 52 Table 6.2: Market suitability (Aviation) Market suitability criteria Suitability as... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3 Maritime transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.1 Functional suitability | The maritime sector utilizes a wide range of safety critical broadcast services and it is expected that the list of applications will increase in the future. With respect to navigation data, DGPS corrections are already broadcast to vessels throughout much of Europe via existing coastal DGPS stations and MF/LF. However... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.2 Institutional/organizational acceptance | Gaining the necessary institutional acceptance will be vital to the introduction of new services and/or data link technologies. The primary route for acceptance is via IMO (see clause 4.3), in which the dominant players and influencers are the General Lighthouse Authorities (GLAs) who are responsible for the operation ... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.3 Standards | In order to gain acceptance for additional applications (such as the broadcast of navigation data) over the existing mandatory AIS service, standards for data formats will need to be developed. A number of relevant standards already exist, namely: • ITU/RTCM standards for the distribution of DGPS corrections. • RTCM sp... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.4 Competition | As outlined above, there are two primary alternatives for the broadcast of navigation data, namely MF/LF and VHF AIS. Both of these solutions have spare data capacity that could be utilized for this purpose. It may already exist in some manufacturers AIS systems. It is understood that the work undertaken by the EC GALI... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.5 Cost | As outlined earlier in clause 6.3.2, gaining support and acceptance for the increased use of VHF AIS will depend upon new services offering clear cost benefit case in the context of alternative solutions and competition. The development of new bespoke VHF data links in addition to AIS and MF beacons to support the broa... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.6 Terminal availability | See discussion in clauses 6.3.2, 6.3.3 and 6.3.5. ETSI ETSI TR 102 168 V1.1.1 (2004-02) 54 |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.7 Spectrum availability | The existing use of VHF for AIS means that spectrum is already available for the broadcast of navigation data. The implementation of a modified VHF data link may however require an additional allocation during a transition period. |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.3.8 Summary | Table 6.3 presents a summary of the key issues affecting market suitability. The level of suitability is represented by "high", "medium" or "low" accompanied by supporting notes where applicable. Table 6.3: Market suitability (Maritime) Market suitability criteria Suitability assessment Notes Functional suitability Med... |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.4 Rail transport | |
aa0108a46e41c1e350dad7b763dec0a3 | 102 168 | 6.4.1 Functional suitability | The complexity of current voice and data communications required supporting signalling and "track to shore" communications services means that there is a very high match between the potential capability of VDL Mode 4 and the needs of the rail transport market. Such applications go far beyond navigation or positioning r... |
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