## 6 Conclusions and Future Research  
From the experimental results, the following conclusions can be drawn:  
The total number of channels constituted over different years and displayed in the Figure 8, Figure 10, Figure 12, and Figure 14 brings to light a clearly sufficient ability to establish a fluid traffic of radio-packets within the Maritime Communication Network on Medium Frequency, the viability of which is the object of this study. It can be stated that the communication would take place without the existence of delays that slow down the correct functioning of the same. It was confirmed that there was an availability that was repeated throughout the years that ranged from a minimum of about 400 channels to a maximum of 800 to be used simultaneously. Taking into account that a typical transmission in digital selective calls in decametric/hectometric waves (MF/HF) lasts between 6 and 7 s [2], we can get an idea of the enormous communication absorption capacity of the proposed network. Figure 15: Results corresponding to the average length of channels constituted from 2018 to 2020 in the yellow geographical area under study. The communication system is based on maritime traffic due to the geographical position of the Iberian Peninsula. This makes the system viable even in different situations that cause a decrease in traffic, such as the one experienced in 2020 due to COVID-19. The number of channels available in each of the different geographical areas analysed individually reveals an availability capable of absorbing more than enough of the communication generated there, without any queues due to delays. The areas with the worst data are those known as \"Blue area 1\" and \"Blue area 2\" (Figures 8 and 9), ranging between extremes going from 4 to 15 possible channels simultaneously. The same situation was repeated throughout the three years, so it cannot be attributed to the pandemic effect due to COVID-19. There will be a number of stable channels in these two areas, which would provide permanent communication support to the ships underway through them without producing, at any time, any shadow areas that would be subject of interruption of the potential communication capacity. In areas such as \"Green area 1\" there is a simultaneity of channels that varies between an availability that goes from 80 to 160, although remaining almost always well above 100 (Figure 10). In some areas, the density of traffic and therefore the number of channels and their length increase during the summer months. This phenomenon can be clearly observed in the green area grids 2 and 4 in the case of the number of channels (Figure 10) and in the green area grids 4 and 5 in terms of channel length (Figure 11), which during the summer months reaches the maximum possible. This variation can even be seen in Figure 7 of the total channels of the system. In areas with a lower density of maritime traffic, such as the yellow grid 2 area, there is a significant variation between the channels available during the week and those available at the weekend, due to the presence of a large number of fishing boats during the week (Figure 14). As can be seen, for example, in Figures 14 and 15, the system is capable of working correctly in these areas during the weekend. If we look at the areas that are already separated from the coast, as in the case of \"Yellow area 4\", an average of 15 channels can be ensured (Figure 14), with no shadow areas generated, as we saw previously for other geographical areas. The data provided by the experiment with reference to the average length of the channels was excellent. We must bear in mind the restriction we imposed on ourselves, by which the different communication channels began to be formed from the furthest TCC cell, with the aim of getting closer to it. Undoubtedly, this means that there is a decrease of resources as channels are formed. However, the averages are satisfactory as we obtained highly centred figures within their ranges.