Friday, 25 December 2015

Top 10 posts for 2015

Saturday, 19 December 2015

ADS-B to enable global flight tracking

One of the things that the World Radio Conference 2015 (WRC-15) enabled was to provide a universal spectrum allocation for flight tracking. What this means in simple terms is that once completely implemented, flights will hopefully no longer be lost, like MH370. It will now be possible to accurately track flights with satellites across nearly 100% of the globe, up from 30% today, by 2018.

To make you better understand this, see this video below:

Automatic Dependent Surveillance (ADS) is a surveillance technique in which aircraft automatically provide, via a data link, data derived from on-board navigation and position-fixing systems, including aircraft identification, four-dimensional position and additional data as appropriate. ADS data is displayed to the controller on a screen that replicates a radar screen. ICAO Doc 4444 PANS-ATM notes that air traffic control service, may be predicated on the use of ADS provided that identification of the aircraft involved is unambiguously established. Two main versions of ADS are currently in use:

  • Automatic Dependent Surveillance-Broadcast (ADS-B) is a function on an aircraft or surface vehicle that broadcasts position, altitude, vector and other information for use by other aircraft, vehicles and by ground facilities. It has become the main application of the ADS principle.
  • Automatic Dependent Surveillance-Contract (ADS-C) functions similarly to ADS-B but the data is transmitted based on an explicit contract between an ANSP and an aircraft. This contract may be a demand contract, a periodic contract, an event contract and/or an emergency contract. ADS-C is most often employed in the provision of ATS over transcontinental or transoceanic areas which see relatively low traffic levels. 

The ITU press release on this topic:

The frequency band 1087.7-1092.3 MHz has been allocated to the aeronautical mobile-satellite service (Earth-to-space) for reception by space stations of Automatic Dependent Surveillance-Broadcast (ADS-B) emissions from aircraft transmitters.

The frequency band 1087.7-1092.3 MHz is currently being utilized for the transmission of ADS-B signals from aircraft to terrestrial stations within line-of-sight. The World Radiocommunication Conference (WRC-15) has now allocated this frequency band in the Earth-to-space direction to enable transmissions from aircraft to satellites. This extends ADS-B signals beyond line-of-sight to facilitate reporting the position of aircraft equipped with ADS-B anywhere in the world, including oceanic, polar and other remote areas.

WRC-15 recognized that as the standards and recommended practices (SARP) for systems enabling position determination and tracking of aircraft are developed by the International Civil Aviation Organization (ICAO), the performance criteria for satellite reception of ADS-B signals will also need to be addressed by ICAO.

This agreement follows the disappearance and tragic loss of Malaysian Airlines Flight MH370 in March 2014 with 239 people on board, which spurred worldwide discussions on global flight tracking and the need for coordinated action by ITU and other relevant organizations.

For more details see:

Saturday, 12 December 2015

LTE-Advanced Pro (a.k.a. 4.5G)

3GPP announced back in October that the next evolution of the 3GPP LTE standards will be known as LTE-Advanced Pro. I am sure this will be shortened to LTE-AP in presentations and discussions but should not be confused with access points.

The 3GPP press release mentioned the following:

LTE-Advanced Pro will allow mobile standards users to associate various new features – from the Release’s freeze in March 2016 – with a distinctive marker that evolves the LTE and LTE-Advanced technology series.

The new term is intended to mark the point in time where the LTE platform has been dramatically enhanced to address new markets as well as adding functionality to improve efficiency.

The major advances achieved with the completion of Release 13 include: MTC enhancements, public safety features – such as D2D and ProSe - small cell dual-connectivity and architecture, carrier aggregation enhancements, interworking with Wi-Fi, licensed assisted access (at 5 GHz), 3D/FD-MIMO, indoor positioning, single cell-point to multi-point and work on latency reduction. Many of these features were started in previous Releases, but will become mature in Release 13.

LTE-evolution timelinea 350pxAs well as sign-posting the achievements to date, the introduction of this new marker confirms the need for LTE enhancements to continue along their distinctive development track, in parallel to the future proposals for the 5G era.

Some vendors have been exploring ways of differentiating the advanced features of Release-13 and have been using the term 4.5G. While 3GPP does not officially support 4.5G (or even 4G) terminology, a new term has been welcomed by operators and vendors alike.

I blogged about Release-13 before, here, which includes a 3GPP presentation and 4G Americas whitepaper. Recently Nokia (Networks) released a short and sweet video and a whitepaper. Both are embedded below:

The Nokia whitepaper (table of contents below) can be downloaded from here.

Monday, 7 December 2015

ITU Workshop on VoLTE and ViLTE Interoperability

ITU recently held a workshop on "Voice and Video Services Interoperability Over Fixed-Mobile Hybrid Environments,Including IMT-Advanced (LTE)" in Geneva, Switzerland on 1st December 2015.

The following is the summary of that workshop:

I also like this presentation by R&S:

All the presentations from the workshop are available online from ITU website here.

Friday, 4 December 2015

Mobility challenges in Future Cities

I got an opportunity this week to attend an interesting 'Sir Henry Royce Memorial Lecture 2015' organised by The IET. The topic of the presentation was "Mobility for the 21st Century".

Professor John Miles reflected upon the reasons why the car dominates our urban environments and explored the challenges of freeing our cities from the log-jam of traffic congestion and associated pollution which currently seems inevitable. He proposition that, to be successful, future public transport and shared ridership systems must simply represent a better journey option than taking the car. The question is, as engineers, how we might meet this challenge and deliver success in the coming decades?

Some reactions from twitter:

Anyway, the video of the presentation is as follows:

Related news: