Global Positioning System Modernization

1. Global Positioning SystemModernization CGSIC International Subcommittee Meeting s s s s s s s s s s s s s s s s 5 December, 2002

2. Overview • Background • Constellation Status/Performance Standard • Modernization Program • The Way Ahead

3. GPS Background • Active program for over 25 years • Created from separate programs in 1973 • Developmental satellites began launch in 1978 • Operational satellites began launch in 1989 • Initial Operational Capability - 1993 • Full Operational Capability –1995 • Open civil navigation service • Signal specification available to industry and all users, both US and International • Free of direct user fees

4. GPS Satellites • Block II/IIA • All have been launched • Rockwell (now Boeing) • First launch Feb 1989 • 21 operational • Mean Mission Duration • (MMD) 9.6/10.23 yrs • Block IIR/IIR-M • In production • Lockheed/Martin • 21 procured • 6 operational • 1 destroyed on launch • MMD 10.62/8.57 yrs • Block IIF • In development • Boeing • 6 already procured • Options for 6 more • MMD 11.35 yrs

5. US Policy Goals • Encourage acceptance of GPS into peaceful civil, commercial and scientific applications • Promote safety and efficiency in transportation • Encourage private investment in/use of GPS • Strengthen and maintain national security • Promote international cooperation in using GPS for peaceful purposes

6. US Policy Principles • No direct user fees • Open market competition for user equipment • Equal access for applications development and value added services • Common use of GPS time, geodesy, and signal structure standards • Interoperability of future systems with GPS • Recognition of security issues and protecting against misuse • Protect radionavigation spectrum from disruption and interference

7. GPS Civil Applications • Enabling Technology • Unlimited growth potential • $16 Billion industry worldwide by year 2003 • Japan projected to have 44% of customer market share • Expanding Use in Transportation Safety • Aviation, Maritime, Railroad, Highway, etc • Potential to reduce land-based navigation systems • Wide Range of Other Civil Uses • Telecommunications, Surveying, Law Enforcement, Emergency Response, Agriculture, Mining, etc. • Distress Alerting Satellite System (DASS), civil component of Global Personnel Recovery System

8. Overview • Background • Constellation Status/Performance Standard • Modernization Program • The Way Ahead

9. GPS Constellation Status 27 Operating Satellites (to ensure 24) • 21 Block II/IIA satellites operational • 6 Block IIR satellites operational • 14 of 21 Block IIR satellites available • Modernizing up to 8 Block IIR satellites • Last launch: 31 Jan 01 • Next Launch: On hold • Launch vehicle issues • Continuously assessing constellation health to determine launch need

10. GPS Constellation Age Block IIR MMD = 12.67 Block IIR Predicted MMD Block IIA Predicted MMD Block IIA MMD =10.23 Block II MMD = 9.6 Block II Predicted MMD

11. GPS SPS Performance Standard • Defines the levels of performance the U.S. Government commits to provide to domestic and international civil GPS users • Not a requirements document • Current edition published October 2001 • Updated performance as a result of discontinuing Selective Availability • Available on US Coast Guard Navigation Center website • http://www.navcen.uscg.gov/ A Commitment of Service

12. GPS SPS Performance Standard

13. Overview • Background • Constellation Status/Performance Standard • ModernizationProgram • The Way Ahead

14. GPS Modernization Increasing System Capabilities Increasing Defense/Civil Benefit NAVWAR Capable Full Civil Rqmts Add’l Capabilities New Civil Signal – L5 L2C on L2 M-Code (Earth) Basic GPS SA Set to 0 GPS III • GPS-III: • Navigation Surety • Increased Accuracy • Assured Availability • Controlled Integrity • System Survivability • Other Transformational needs • Nav-related Messaging • Navigation Operations • Adjunct to BFT GPS IIR-M, IIF GPS IIA/IIR • IIR-M: Improved on all IIA capabilities and added • 2nd Civil Signal on L2 • New L1 & L2 M-Code • IIF: IIR-M capability and: • Add 3rd Civil Signal on L5 • Standard Service (~100 m) • Precise Service (~16 m) • Two Nav frequencies • L1: Civil (C/A) & Precise • code, Navigation • L-2: P-code Nav Flex Power upgrade adds ability to increase power on both P and M code signals to defeat low level enemy jamming

15. Civil GPS Modernization • Setting SA to zero considered first step • Civil users currently limited to one GPS signal • C/A code at L1 frequency (1575.42 MHz) • Low power signal, not intended for precision nav • C/A = “Coarse Acquisition”; P = “Precise” • Adding a second civil signal • C/A-type code at L2 frequency (1227.60 MHz) • Low power signal, not intended for precision nav • Adding a third civil signal • P-type codes at L5 frequency (1176.45 MHz) • Higher power signal, intended for precision nav

16. Second Civil Signal (L2C) • More robust civil signal service • Civil users currently only have codeless/semi-codeless access to P(Y) on L2 • Increased accuracy • Coded dual-frequency ionospheric corrections at the receiver • Advanced signal structure • Working Group defined signal characteristics • Better cross-correlation properties than C/A • Data-free component for robust tracking • Designated as primary L2 civil code versus C/A Begin Launch in 2004; Projected for Full Capability in 2012

17. Third Civil Signal (L5) • Improved signal structure for enhanced performance • ~ 6 dB higher power relative to L1 • Broadcast over the full registered 24 MHz band • Spectrum allocated for aeronautical radionavigation services (ARNS) (960 – 1215 MHz) • Co-primary allocation for RNSS received at the last World Radio Conference (1164 – 1215 MHz) • DME compatibility achieved by frequency reallocation, if required • L5 signal definition • RTCA SC 159, WG #1, developed L5 Specification • GPS JPO originated/coordinated ICD-GPS-705 Begin Launch in 2005; Projected Full Capability in 2015

18. Civil Benefits of GPS Modernization • More robust GPS service • Reduces vulnerability to unintentional interference • Unlikely to simultaneously affect L1, L2 and L5 • Worldwide dual frequency for en-route navigation and precision approach • Dual Frequency (L1, L5) allows ionospheric corrections in avionics onboard the aircraft • Fewer reference stations may be needed for space-based augmentation systems (e.g. WAAS) • Centimeter-level accuracy for scientific & survey applications

19. GPS Modernization Schedule

20. Overview • Background • Constellation Status/Performance Standard • Modernization Program • The Way Ahead

21. The Way Ahead (cont’d) • Future of global satellite navigation services is bright • Compatibility/interoperability is critical between GPS and future systems • European Galileo • Japanese Quasi-Zenith Seamless, global interoperability of future systems with GPS is in best interest of all navigation users

22. Summary • Stable, consistent GPS policy and service • Expanding use in transportation safety • GPS Modernization is a multiple step process • Second civil signal (L2C) beginning in 2004 • Third civil signal (L5) beginning in 2005 • GPS III addressing future dual-use requirements • Continuing international outreach to be responsive to global user needs • Compatibility/interoperability with other future systems is critical • Future GPS performance will dramatically improve as a result of modernization

23. Global Positioning SystemModernization GPS Symposium Tokyo, Japan November 12, 2002 s s s s s s s s s s s s s s s s Michael Shaw U.S. Department of Transportation

24. Backups

25. GPS Augmentations • Wide Area Augmentation System (WAAS) • Enroute thru near precision approach • Signal in space currently available • Use at your own risk until operational (2003) • Commissioning for aviation use by late 2003 • Allows reduction in ground-based nav aids • Local Area Augmentation System (LAAS) • Terminal through CAT III Precision Approach • Research and development program

26. GPS Augmentations(cont’d) • Maritime Differential GPS (MDGPS) System • Accuracy better than 10 meters • Currently 40 nations implementing Maritime DGPS • Nationwide Differential GPS (NDGPS) System • Expanding MDGPS to cover entire U.S. • Positive Train Control for railroads • Intelligent Transportation Systems for highway use • 23 stations currently operating • Full operational capability by end of 2007 MDGPS and NDGPS are one operating system covering the US coast to coast

27. A B C D E F SVN 54 SVN 43 SVN 39 SVN 41 SVN 34 SVN 36 SVN 33 SVN 51 SVN 1 SVN 46 SVN 25 2 SVN 23 SVN 38 SVN 21 SVN 40 SVN 44 3 SVN 31 SVN 30 SVN 27 SVN 32 SVN 35 4 5 g y SVN 22 SVN 13 SVN 37 SVN 26 SVN 15 SVN 24 SVN 29 SVN 17 LEGEND BUS NAV GPS Satellite Status y g g y g y g g y g g g g y g y g y g y r y g y g g g g g g g y y g y g y y g g g g g g g g y y g y y y y y y Bottom Line 16 vehicles are “yellow” (i.e. single string) 9 vehicles are yellow due to bus failures 13 vehicles are yellow due to nav failures

28. Constellation Summary • Age Summary • 7 satellites past updated mean mission duration • Health Summary • 13 Satellites one component away from navigation mission failure • 9 satellites one component away from bus failure Despite age and component issues, all satellites are providing a healthy nav signal

29. GPS Position Error Daily Performance – Global Assessment, 2002

30. Key GPS III Goals for Civil Signals • Significant increase in system accuracy • Assured and improved level of unaugmented integrity • Improved availability of accuracy with integrity • Backward compatibility with existing receivers • IOC for L5 (in combination with IIF satellites) • Smooth transition from GPS Block II to Block III • Flexibility to respond to evolving requirements with limited programmatic impacts

31. GPS III Proposed Accuracy Draft Systems Specification Threshold Objective Accuracy (95%) 2.5 m 0.5 m Horizontal Vertical 1.1 m 4.5 m Timing 5.7 nsec 1.3 nsec • Includes the effects of receivers • Threshold is for low-cost/low-performance receiver • Objective is for high-cost/high-performance receiver