EGNOSandAfrica Detailed Concept Paper v1

Provision of satellite navigation augmentation services (SBAS)

over Africa

DETAILED CONCEPT PAPER

PACKAGE CONTENT 1 Detailed Concept Paper – Main text 2 Annex 1 – Benefits 3 Annex 2 – Technical alternatives 4 Annex 3 – Governance and service provision 5 Annex 4 – Organisations 6 Annex 5 – Description of EGNOS in Europe 7 Annex 6 – EGNOS Open Service description 8 Annex 7 - Acronymes

SBAS in Africa – Detailed Concept Paper – v1 – September 2010


over Africa

DETAILED CONCEPT PAPER

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TABLE OF CONTENTS

0. ...................................................................................................... 4 INTRODUCTION

0.1. ....................................................................................................... 4 Background

0.2. ................................................................................. 4 GNSS programmes in EU

0.2.1. ................................................ 4 The EGNOS architecture and services

0.2.2. ............. 5 EGNOS development in Europe and high level organisation

0.3. .................................. 6 Linking EGNOS to Africa: past and on-going activities

1. ...................................................... 6 PROGRAMME RATIONALE AND BENEFITS

1.1. ............................................ 7 Benefits of SBAS in Africa in the aviation sector

1.2. ..................................................................................................... 7

Benefits of SBAS in Africa in maritime, rail, land management and other user domains

2. ...................................................................... 9 PROGRAMME IMPLEMENTATION

2.1. ...................................................................................... 9 Architectural scenarios

2.2. ................................................................................... 10 Involved Organisations

2.3. ...................................................................................... 10 Governance structure

3. ................................... 11 SYSTEM DEVELOPMENT AND SERVICE PROVISION

3.1. ................................................................. 11 Industrial and procurement aspects

3.2. .................................................................... 11 Operations and service provision

4. ..................................................................................... 13 REGULATORY ASPECTS

4.1. ................................................................................................ 13 Standardisation

4.2. .................................................................................................... 13 Certification

4.3. ................................................................................................ 14 Liability policy

5. ............................................................ 15 TRAINING AND CAPACITY BUILDING

6. ........................................................................................... 16 FINANCIAL ASPECTS

7. ............................................................................................................... 17 ROADMAP

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Annex 1 – Benefits of SBAS in Africa

Annex 2 – Technical alternatives

Annex 3 – Governance and service provision

Annex 4 – Description of EGNOS in Europe

Annex 5 – EGNOS Service Definition Document

Annex 6 – Involved organizations

Annex 7 – Acronyms

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0. INTRODUCTION

0.1. Background 1. EGNOS is the first European SBAS (Space-based Augmentation System), which enhances the performances of the GPS. It is today operational and is undergoing a certification process that will allow the utilisation of the services for safety-of-life applications across Europe as of mid-2010. The system is based on satellites that cover today Europe and already the entire African continent, and could extend the provision of its service with some adaptations and the sole installation of ground facilities in African territory and connected to the European network, or alternatively to an independent EGNOS-like African system.

2. The extension of the coverage to the whole African continent would complement other compatible systems that are being deployed (WAAS in US, MSAS in Japan, GAGAN in India, SDSM in Russia), making SBAS available around the world and becoming a standard for Safety-of-Life navigation.

3. Reckoning the benefits of providing a Safety-of-Life navigation service over the African continent, satellite navigation has been proposed as the subject of cooperation within the Africa-EU Strategic Partnerships1, included in the strategy of the Commission on cooperation with Africa on transport2, and highlighted at the Europe-Africa Transport Forum3.

4. This concept paper present the details on the implementation of a system providing SBAS services over the African continent, including high level technical aspects and issues related to the service exploitation. Its aim is to identify the broad range of issues that shall be addressed during the project, and provide already preliminary indications that would be the ground for political decisions on the programme implementation.

0.2. GNSS programmes in EU A detailed description of the EGNOS architecture and services is included in "Annex – Description of EGNOS in Europe". Hereafter is a summary of basic information.

0.2.1. The EGNOS architecture and services

5. EGNOS is the acronym of European Global Navigation Overlay System and is Europe's first venture into pan-European satellite navigation. It has been designed to augment the performance of the currently existing global navigation satellite systems, the US Global Positioning System (GPS).

6. EGNOS consists of three geostationary satellites and a network of ground stations mainly across Europe, transmitting a signal containing information on the reliability and accuracy of

1 as detailed in the Action Plan of the 3rd Africa-EU Partnership on Trade, Regional Integration and Infrastructure, of the 8th Partnership on Science, Information Society and Space

2 Communication from the Commission "Partnership between the European Union and Africa. Connecting Africa and Europe: working towards strengthening transport cooperation COM(2009) 301 final, dated 24 June 2009

3 Held in the context of the “TEN-T days” conference, Naples 21-22 October 2009. See https://www.ten-t-days-2009-naples.eu

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the positioning signals broadcast by the GPS. EGNOS allows users to determine their position down to 1-2 meters compared with the 5-10 meters presently available with GPS alone.

7. EGNOS in Europe provides the following three services.

I. The Open Service

The EGNOS Open Service (OS) is intended for general purpose applications. It consists of signals for timing and positioning, freely accessible without any direct charge. The Open Service is accessible to any user equipped with a GPS/SBAS compatible receiver within the EGNOS Open Service area. No authorization or receiver specific certification is required to access and use the EGNOS Open Service signals.

II. The Safety-of-Life Service

The EGNOS Safety-of-Life Service (SoL) is intended for applications (mainly for aviation) where lives could be endangered if the performance of the navigation system is degraded below specific accuracy limits without giving notice in the specified time to alert. It consists of signals for timing and positioning, openly accessible from the EGNOS satellites and not subjected to the subscription of a specific Service Level Agreement. The Safety of Life Service is accessible to any user equipped with a GPS/SBAS compatible receiver within the EGNOS Safety of Life Service area. This service is compliant with the aviation APV-I (Approach with Vertical Guidance). III. The Commercial Service (CDDS)

CDDS consists in the provision to authorised customers (e.g. added value application providers) of the following EGNOS products for their commercial distribution: EGNOS augmentation messages in real time and raw data measurements from ground stations. These will be provided through specific service providers connected to the EGNOS data server in real time.

0.2.2. EGNOS development in Europe and high level organisation

8. The development of the EGNOS system started in 1998. EGNOS was initially a joint project of the European Space Agency (ESA), the European Commission (EC), and EUROCONTROL, the European Organisation for the safety of Air Navigation.

9. EGNOS is owned and managed by the European Union while the European Space Agency, who led the design and development of the system, is now the design and procurement agent through a delegation agreement with the European Commission. The operations of EGNOS are managed through a contract with the European Commission, by the European Satellite Services Provider, ESSP SaS, founded by seven air navigation services providers.

10. The delivery of EGNOS Signal-In-Space involves 4 major actors, namely: the European Commission as owner; the European Space Agency as design agent; the ESP as certified Service Provider; Industry Prime as "Product Developer".

11. All contracts placed between the public and the private sector, including the ESA contract with Product Developer, follow the public procurement rules of the European Commission set out in the Financial Regulation.

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0.3. Linking EGNOS to Africa: past and on-going activities 12. The extension of the EGNOS coverage beyond European territory has started already with implementation activities specifically dedicated to the coverage of countries of the Mediterranean basin. A preliminary set of stations have been deployed4, providing an initial service in the coastal area of North Africa, a Regional Plan for satellite navigation has been defined, and the services have been tested through real trials (including vessel remote tracking, rail wagon fleet localisation, airport approach, and freight multimodal transportation). Further activities are now starting and will continue the effort with deployment of additional infrastructure in the same area and the involvement of Eurocontrol and other organisations for training, certification and application development.

13. Beside the coverage of North Africa and the Mediterranean area, cooperation is on-going with the Republic of South Africa, in the context of the EU-South Africa Space Dialogue, for the implementation of a system for the provision of SBAS services over Southern Africa5, which would be a first module that, when integrated with others, would allow the provision of services over the entire continent.

14. The system architecture definition and system architecture trade-offs for the provision of service on the whole continent have been already performed in the past, within system studies managed by ESA and reviewed as part of the past EGNOS reviews6. Further studies are planned as part the EGNOS system evolution conducted by ESA7.

15. Real-life operational trials have been undertaken in Africa and in the Caribbean in recent years. In the domain of aviation, trials have involved several African countries8, with the deployment of temporary reference stations and flight testing9 and the involvement of operators like ASECNA (Agence pour la sécurité de la navigation aérienne en Afrique et à Madagascar). Vessel traffic management trials were held, and use of EGNOS for train control and supervision have been demonstrated in South Africa10. The trials have shown both the technical feasibility of the EGNOS service extension in the region, as well as the interest from the user communities. Specific research activities11 already involve African organisations, notably ASECNA and the South-African CSIR (Council for Scientific and Industrial Research) for the definition of the SBAS services in sub-Saharan Africa.

1. PROGRAMME RATIONALE AND BENEFITS

Details on the analysis of the banefits and a Cost-Benefits Analysis (CBA) for SBAS in Africa are included in Annex 1. Hereafter is a summary of the findings.

4 The activity is managed by the European Space Agency 5 RSA has shown the will to provide funding for the capital expenditure and operations over their region, as

confirmed at the EU- South Africa Joint Cooperation Council (July 2009). 6 "ISA System Architecture Definition", "ISA System Architecture Trade-Off", "Delta Design Justification File"

by Alcatel Alenia Space, ESR v.2.2 Preliminary Design Review, March 2006 7 Study Phase and Early Activities for ESR V2.4/V.3 8 Chad, Cameroon, Central African Republic, Congo, Ethiopia, Kenya, Zambia, Namibia and South Africa 9 East-to-West flight testing took place during a from Dakar to Mombasa on 19-20 May 2005 10 Gauteng, 2005 11 "ESESA: EGNOS Service Extension in South Africa" and "SIRAJ: SBAS Implementation in the regions

ACAC and ASECNA"

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1.1. Benefits of SBAS in Africa in the aviation sector 16. The adoption of SBAS can generate important benefits to civil aviation, guaranteeing higher safety, operational efficiency, and economic value. A recent cost-benefit analysis confirms the feasibility of the service extension, and estimates very high financial benefit for the African States just considering the costs saving on maintenance and security of local infrastructure, and only for part of the potential user of the service. A NPV12 of more then € 210 M was estimated for the period 2016-2046; similar assessment were made in 2000 and in 1997-99.

17. The adoption of satellite navigation services in air transport brings advantages such as: the coverage of areas currently not equipped with the traditional navigation aid instruments, the opening-up of airports and isolated regions, savings on investments at local level (by reducing drastically the need of ground facilities in the airports and consequently, their maintenance), and savings obtained by the choice of optimised routes.

18. Also the overall safety of air transport would be increased, notably with reduction of accidents during the airport approach and landing phase (reducing the number of accidents that result in controlled flight into terrain).

19. The provision of EGNOS services will be even more beneficial in Africa, covering areas currently not equipped with the traditional navigation aids, opening-up airports and isolated regions, and saving on local investments. Opening new airports would also bring reduction of costs and greater reactivity for humanitarian interventions, and commercial opportunities for airlines that could add new routes.

1.2. Benefits of SBAS in Africa in maritime, rail, land management and other user domains

20. SBAS services have also positive impacts in other applications and transport domains, such as land management (for surveying, cadastre, and others), maritime safety along the shores and in approaching ports, rail transportation, and in the oil and mining industry.

21. The preliminary discounted net benefits of the three mentioned segments over a 30-years timeframe (to 2041) is expected to surpass €300m (as compared to c. €211m for the aviation segment).

22. The use of satellite navigation technology to support train transportation will also lead to important costs savings, mainly due to reduced maintenance of signalling equipment in the rail network, augmenting its availability, reliability and safety, with benefits estimated at more than € 100 M and favouring the future expansion of the network.

23. SBAS will complement high accuracy solutions for cadastral surveying, providing service to users with lower accuracy requirements (e.g. mapping) and cost effective solution where high-accuracy low-cost service is desired, with benefits estimated at around € 10M. In cartography SBAS will guarantee a cost effective solution where high-accuracy low-cost service is desired.

24. In the open sea applications, IMO is not expected to recognize SBAS in the short term. However, SBAS could still be used as a navigation aid for leisure boats and fishing vessels.

12 Net Present Value

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Enabling RIS (River Information Systems) and increasing efficiency and safety with respect to the current situation, SBAS could contribute to the development of African inland waterways.

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2. PROGRAMME IMPLEMENTATION

2.1. Architectural scenarios The technical alternatives and architecture implementation scenario for the provision of SBAS services in Africa are described in Annex 2. Herafter is a summary.

25. The implementation of the system for the provision of SBAS services in Africa could be realized according to different architectural scenarios of integration with the European system.

26. The three satellites used by EGNOS serve today the European coverage area. However, the satellites have the potential to cover already the entire African continent, and therefore the system could extend the provision of its service with some adaptations and the sole installation of ground facilities in Africa. The evolutions of the EGNOS design could permit the integration of additional modules of ground stations for the extension of the coverage area without requiring duplications of the core processing facilities while ensuring the continuity of the service in Europe.

27. The EGNOS system could be extended with the addition of monitoring stations located in African territory and connected to the European network or, alternatively, by means of an independent EGNOS-like African system. A combination of the two scenarios could also be envisaged.

28. EGNOS is composed by the following sub-systems: RIMS, MCC, EWAN, NLES and GEO. A description of the EGNOS architecture and functionalities of the sub-system is given in Annex 5 and 6.

29. Potential scenarios of architectural implementation include:

(i) EGNOS full extension. This scenario foresees the extension of EGNOS through installation of addition RIMS on the African territory. The elements of the architecture enabling the completion of SBAS service coverage over Africa (additional RIMS, potential MCC) are integrated with the European system, which controls the service provision. The architecture and number of elements of the system would depend on the technical choices adopted.

(ii) Independent SBAS system. In this scenario, a replica of the EGNOS system is implemented in Africa, the elements of the architecture related to the service provision over Africa are fully detached from the EGNOS in Europe, and all the elements (RIMS, MCC, NLES, EWAN, GEO) are replicated.

(iii) Mixed extended/independent. EGNOS would be interfaced with a complementary African infrastructure, sharing elements in order to enable complete SBAS service provision over the whole of Africa. Some elements of the architecture enabling the service provision over Africa (RIMS, MCC, GEO) are fully integrated within EGNOS, whereas others (additional RIMS, potential additional MCC) are part of one (or more) African module(s). In this case, the system is fully controlled by an African entity.

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30. The implementation of the provision of the SBAS service in Africa could be rolled-out according to the following incremental steps:

(1) Complement ground-based infrastructure in Southern Africa for preliminary integrity testing and early provision of local accuracy enhancements

(2) SBAS Open Service over Africa

(3) SBAS Safety-of-Life mono-frequency service over Southern Africa

(4) SBAS Safety-of-Life multiple-frequency service over the whole African continent

2.2. Involved Organisations A list of potential organizations involved in the programme implementation is Annex 4.

2.3. Governance structure Preliminary elements of the governance structure for the programme implementation phases are included in Annex 3. Hereafter is a summary.

31. Several alternatives for the programme governance could be implemented. Among the institutional actors involved are: AUC, the African Regional Economic Communities, the European Commission, the European Space Agency, etc.

32. African and European Member states shall be involved in the governance structure through the appropriate mechanisms. Also member States of participating organisations (e.g. ASECNA, ESA) shall be included.

33. A steering committee shall provide policy guidance to a programme management entity at institutional level. Part of the Steering Committee on the African side could be: the AUC, the ACP (if providing funding), the RECs. Part on the European side could be: the EC, Member states. The Steering Committee would interface the EU GNSS Committee.

34. A dedicated joint Africa-EU programme management entity will have to be set-up for the management of the initiative. Such a team would provide guidance to the project team and would be charged to monitor the technical implementation activities, set and manage the project work-plan, interact with all relevant parties, etc. Part of the Joint Programme Entity could be: the AUC (with technical assistance), and the EC.

35. A Project Management Team shall be set-up for the programme implementation. Part of the Project Management Team could be African regional entities (e.g. ASECNA, etc.), EC, ESA, and others.

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3. SYSTEM DEVELOPMENT AND SERVICE PROVISION

3.1. Industrial and procurement aspects 36. The implementation of satellite navigation systems requires a very high level of technological competence, research and investment, which can be provided by only a few specialised companies. The availability of the knowledge on satellite navigation acquired in Europe in the past decades, and the reuse of the infrastructure already deployed for the provision of services in Europe are key assets to help improve services in other regions, especially in Africa.

37. In the case of an architectural choice based on a partial or full integration with the European system, the requirements related to the procurement of the infrastructure for the provision of services in Africa is constrained by the boundaries and specifications of the existing system in Europe. Therefore, the definition of the specifications and the procurement process shall be carried out under supervision of the EGNOS programme management.

38. In the case mentioned above, also the issues of risks mitigation, costs reduction, single sources, and intellectual property rights derived from current industrial context shall be considered appropriately for the procurement phase.

39. The current tendering practices and specific technical knowledge within the African organisations and research institutes shall be considered.

3.2. Operations and service provision Elements on operation, service provision and exploitation are included in Annex 3. Below is a summary.

40. The development of an appropriate institutional framework is needed to oversee and harmonise the implementation of SBAS in Africa. For the aviation sector, a three-tiered institutional model has been proposed to the aviation community in the past, with three sub-regional SBAS service providers established to operate the EGNOS system in AFI West and Central Area, AFI South and AFI East. Each sub-regional service provider shall be supervised by a Management Board composed of the concerned states and ANSPs which will oversee the provision of SBAS services in the region;

41. An AFI-wide African SBAS Supervisory Board (which could coincide with the Steering Committee in charge of the programme implementation) should be set up to coordinate and harmonise the activities of the three Service Providers and the Mediterranean Development Area. This would deal with areas such as new flight procedures, and relevant legal aspects related to navigation services provision between all AFI States under ICAO. A similar Management Board for the MEDA/North Africa region will also need to be set-up.

42. Co-ordinators of the regional groups could be: Air Traffic & Navigation Services (ATNS) for Southern Africa, ASECNA and Ghana for Central/West Africa and the Kenyan Civil Aviation Authority for East Africa. The composition of the AFI Steering Group has been proposed by the aviation community to include the regional co-ordinators, the Arab Civil

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Aviation Committee (ACAC), the African Civil Aviation Committee (AFCAC), the Galileo Euro-Mediterranean Cooperation Office (GEMCO), the EC, the Regional Economic Communities, users and ICAO as overall coordinator.

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4. REGULATORY ASPECTS

4.1. Standardisation 43. The SBAS system performance and the characteristics of the SBAS signal have been defined by the ICAO GNSS working groups, who are responsible for the GPS, GLONASS, SBAS and GBAS standards. This standardisation work was carried out at the same time as the definition of the WAAS and EGNOS systems and the SBAS standards are currently in finalised status and have been officially adopted by the ICAO member states. In parallel a standardisation work on the SBAS airborne receivers was conducted by RTCA in order to arrive at mature state of the standards, which is now used in commercial products.

44. For the coverage in Europe, EGNOS is currently compliant to DO229D (a RTCA document containing Minimum Operational Performance Standards (MOPS) for airborne navigation equipment using the Global Positioning System (GPS) augmented by SBAS).

45. The service over Africa shall have the same SBAS standard as the service over Europe and the rest of the world too.

4.2. Certification 46. The certification of the Safety-of-life service is essential for the adoption of SBAS in the aviation sector. The certification involves the provider and the system, but also the user equipment and the approach procedures to airports.

47. In Europe, the EGNOS operator is a ANSP certified that has provided to the regulator authorities a technical file for the certification of the service, which includes design and operation issues. The Commission participates to the certification process, providing part of the technical file (linked to the design aspects), by providing the appropriate safety cases against which the service is certified.

48. Within the EU, the regulatory frame to be followed for the EGNOS Certification in the aviation domain is the Single European Sky Regulatory Package, from which two regulations are directly applicable to the EGNOS context:

The SES Service Regulation for the EGNOS certification as a Navigation Service Provider (NSP) (according to Reg. 550/2004 article 7; Reg. 2096/2005 and Reg. 1108/2009 article 22a);

EC Regulation 482/2008 as software standard (30 May 2008), also amending Annex II of 2005.

The SES Interoperability Regulation for declaring the EGNOS system interoperable with other ATM systems (according to Reg. 552/2004 article 6).

49. Within the EU, according to Reg. 1108/2009 EASA will become the certifying authority for pan-European ANS services and will conduct certification activities to verify compliance of the applicant to the requirements of the SES service provision and common requirements regulations.

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50. The mutual recognition principle inscribed in these regulations ensures that certificates issued in the frame of the Single Sky Package Regulations are mutually recognised by all Member States in order to allow ANSPs to provide services in a Member State other than the country in which they obtained their certificates, within the limits of the safety requirements.

51. The issue of certification of the provider of the services in Africa shall be addressed during the implementation phase. In particular, it shall take into consideration the schemes for service exploitation, corresponding liability, the various national actors in Africa, and propose relevant certification policy.

52. The certification of the SBAS service in Africa would follow the certification schemes equivalent to those required for the provision of other aeronautical services. In lack of a pan-African regulatory framework, it would rely on the National Supervisory Authorities (NSA), or on the regional organisations where those exist.

4.3. Liability policy 53. In EU, the nature of the EGNOS SIS and services, as well as their applications, might expose the EGNOS service provider and the Union as the owner to liabilities towards users and third parties in general.

54. For the case of EGNOS in Europe, and during an initial phase until the end of 2013, the contract concluded with the ESSP SAS foresees contractual allocation of the third party liability risks between the two parties, and the part retained by the EC would be covered from the Union budget. An assessment is carried out about the actual general regulatory framework, based on which it will consider the need or not for presenting a legislative proposal in this field and to define the policy orientations for the subsequent period.

55. The matters of responsibility related to the provision of new SBAS services in Africa, notably those of the European and African service providers as well as the relevant regulatory bodies, shall be analysed before the start of service provision in Africa. The charter on the Rights and Obligations of States Relating to GNSS Services and the outcome of IGS Infrastructure Committee (IC), as well as the decision of ICAO shall be taken into consideration.

56. Different schemes could exist, depending on the choices related to the system implementation and of the service provision. On the basis of the liability schemes currently existing, notably in the civil aviation (including those in non-EU countries currently covered by EGNOS, those implemented by other SBAS provider such as WAAS – which already provides SBAS services out of US -, and services already provided in Africa), the relevant liability constraints that would impact the service provision and the exploitation scheme shall be defined.

57. The respective allocation between African and European counterparts and the measures to implement the appropriate regulatory framework, in the different alternative envisaged for the service provision scheme, shall be defined and considered in making the trade-off on the proper architectural solution.

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5. TRAINING AND CAPACITY BUILDING 58. Technical assistance for capacity building inside African organisation shall be carried out in a first phase. This shall be aimed to build a core of technical competences inside the relevant African organisations that would constitute the African "GNSS programme management entity", the counterpart of the European entities for management of the project in all its phases towards the service exploitation.

59. Capacity building shall include also technical training on GNSS systems and applications, training on space project management (including risk management), training on procurement and tendering for space projects, training on GNSS operations and service provision, certification and regulatory aspects.

60. A link between the African GNSS programme management entity and all pan-African competences in the space sector shall also be considered and elements shall be provided for its implementation.

61. Several European and ACP organizations would be involved, including Eurocontrol, as well as ICAO branches in the respective regions. The AUC would play a coordinating political role in Africa. African air traffic management organisations13 could participate, as well as agencies in the aerospace domain, Regional Economic Communities14 and industry.

62. As part of the training and capacity building activities, the funding of EU-Africa GNSS Regional technology forums and to application development activities (financing of courses, GNSS University chairs, Africa-EU GNSS applications pilot projects, innovation and technology transfer activities) shall be envisaged.

13 ASECNA, Roberts FIR, CASSOA, NAMA Nigeria, CAA Uganda, NANSC Egypt, OACA Tunisia, etc. 14 CEMAS, ECOWAS, IGAD, IOC, SADC, etc.

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6. FINANCIAL ASPECTS 63. Potential sources of funding are surveyed, analysed, and defined for the subsequent phases. This includes European Development Funds (EDF), EU-Africa Infrastructure Trust Fund, and others. A first funding from the 10th EDF Intra-ACP for the Preparatory Phase has been requested, and shall be confirmed by the ACP Secretariat.

64. Preliminary discussions on the use of the EU-Africa Infrastructure Trust Fund have shown a potential eligibility of the initiative for the use of such financing tool. It shall be complemented by the analysis and definition of the appropriate project promoter and financier.

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7. ROADMAP 65. An initial definition phase of the initiative is already on-going. This phase prepares the basis for the programme implementation, building a consolidated technical and baseline shared among the European and African partners and ensuring the relevant political support and funds. This addresses:

Investigation and definition of funding characteristics (investors, ownership, etc.).

Choice among technical alternatives and definition of the technical baseline. The provision of SBAS services over Africa could be realized according to different scenarios of integration with the European system. Preliminary indications shall be given for the Preparatory Phase, and the system architecture consolidated for the Infrastructure Deployment Phase.

Activities related to the development of EGNOS applications (e.g. with participation to ICAO sub-groups). This is needed to ensure the adoption of SBAS technology in Africa when the service is available.

66. For the subsequent implementation, the following two phases can be planned:

I. Preliminary Phase (2011-2013)

Step 1

Build a core of technical competences inside the relevant ACP organisations that would constitute a "GNSS programme management entity" that will be the counterpart of the European entities for management of EGNOS in Africa in all its phases towards the service exploitation.

Implement a preliminary backbone infrastructure (e.g. ground stations) that would serve as initial validation infrastructure and for training purposes. This infrastructure will be complemented in later phases, for any correspondent architectural choice.

Analyse and define further the aspects related to the system development and service provision, based on the preliminary findings available from the initial definition phase. This shall include aspects such as: expected performance level and associated benefits, applications development, certification policy, industrial issues, maintenance, liability policy, project management issues, cost and schedule and governance structure.

Technical "phase B" studies to develop a preliminary system design and trade-offs.

Main decision milestones for this phase:

- Accomplishment of "capacity building" preliminary phase

- Preliminary Design Review

Step 2

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Deployment of complementary backbone infrastructure, for further validation purposes and the provision of an initial service. This could be achieved e.g. through the deployment of additional ground stations, and/or the development of a regional MCC prototype.

Step 3

Implementation of applications development initiative such as pilot projects for trials and demonstrations in various application domains, and EU-Africa GNSS Regional technology fora, financing of GNSS courses and university chairs, Africa-EU GNSS innovation and technology transfer activities.

II. Infrastructure Deployment Phase (2012-2016)

The Infrastructure Deployment Phase (technical "phase C-D") would build the entire infrastructure for the service provision. The following shall be implemented within this phase:

Awarding of contract for infrastructure deployment: tendering, selection and contract negotiations (EU part)

Detailed design, procurement, deployment, validation, initial operations

Co-ordination with AUC for training.

In this phase, an important effort shall be done for the set-up of regulatory aspects, certification and service provision.

Main decision milestones for this phase:

Detailed Design Review

Operational Readiness Review

III. Exploitation Phase (2016-…)

The Exploitation Phase would start once the system to provide SBAS services over the African continent will be validated. The operator of the system shall be put in place, in compliance with the requirements derived by certification process in Africa.

SBAS in Africa – Annex to the Detailed Concept Paper – v1 – September 2010


over Africa

ANNEX 1 – Benefits of SBAS in Africa


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0. INTRODUCTION

This Annex presents the results of the analyses of the socio-economic benefits derived from the utilisation of SBAS in Africa, in different user domains, which have been carried out in the past and recently updated and finalised1. It includes the outcome of a detailed Cost-Benefit Analysis (CBA) that has analysed the adoption of SBAS technology in Africa in the aviation domain and other sectors (maritime, rail, land management and cadastre, etc.).

The results of the analyses presented here have been shared and validated with African stakeholders on several occasions2.

1. OUTCOME OF THE CBA IN THE AVIATION SECTOR

The adoption of SBAS can generate important benefits to civil aviation, guaranteeing higher safety, operational efficiency, and economic value. Those benefits are already exploited since 2003 in USA with WAAS (which is now expanding service provision to neighbouring countries), and other SBAS are being developed also in the Asian region (from India and Japan).

Many aviation stakeholders in Africa have been already advocating an extension of the EGNOS coverage to the continent, to reap safety, economic and operational benefits similar to those already available in Europe. A recent cost-benefit analysis confirms the feasibility of the service extension, and estimates very high financial benefit for the African States just considering the costs saving on maintenance and security of local infrastructure, and only for part of the potential user of the service. A NPV of more then € 210 M was estimated for the period 2016-20463; similar assessment were made in 2000 and in 1997-99

The adoption of satellite navigation services in air transport brings advantages such as: the coverage of areas currently not equipped with the traditional navigation aid instruments, the opening-up of airports and isolated regions, savings on investments at local level (by reducing drastically the need of ground facilities in the airports and consequently, their maintenance), and savings obtained by the choice of optimised routes.

Also the overall safety of air transport would be increased, notably with reduction of accidents during the airport approach and landing phase (reducing the number of accidents that result in controlled flight into terrain).

The provision of EGNOS services will be even more beneficial in Africa, covering areas currently not equipped with the traditional navigation aids, opening-up airports and isolated regions, and saving on local investments. Opening new airports would also bring reduction of costs and greater reactivity for humanitarian interventions, and commercial opportunities for airlines that could add new routes.

1 Net Present Value

2 E.g. SBAS African stakeholders' meeting (Brussels, 16 December 2009), ICAO APIRG GNSS Task Force (Nairobi, 8-10 September 2009), etc.

3 Helios, 2008 and L.E.K., 2009


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Key aircraft and equipment manufacturers have already envisaged that the extension of SBAS regional coverage will form a worldwide SBAS capacity, of which EGNOS will be a key central component, allowing seamless operations and reaping benefits across the world.

1.1. Applications and benefits

Beneficiaries in the AFI region would be the general and commercial aviation, ANSPs and airports, African States; while ground infrastructure represents the highest investment required.

SBAS can enable:

Allowing Continuous Descent Approaches in place of the higher-risk traditional step-down approach, therefore reducing the CFIT (Controlled Flight Into Terrain) occurrences.

Automatic Dependent Surveillance-Broadcast (ADS-B), allowing an aircraft to constantly broadcast its precise location and other flight data to nearby aircrafts and air traffic controllers. SBAS is expected to improve the performance of the ADS-B system.

Less reliance on ground based navaids, determining relevant savings.

Lower decision heights in the approaching phase (with APV procedures), reducing the probability of occurrence of Delays, Diversions and Cancellations (DDC).

To operate, SBAS in Africa will require installing and operating regional modules and RIMSs, equip aircrafts with SBAS receivers and update airports’ procedures.

1.2. CBA methodology and assumptions

The methodology utilized in the CBA is shared within the industry.

1.2.1. Benefits

For what concerns benefits, IFR landings have been considered the main driver for CFIT, ADS-B and DDC benefits (only for ADS-B en-route radar coverage percentage is a key variable), while the benefit for traditional navigational aids phasing out is applied only to VOR and NDB. Ten years to complete the process have been considered.

1.2.2. Costs

Ground infrastructures cost is influenced by the number of regional modules and RIMSs and the related capex and opex. Even though ground infrastructure capex and opex are expected to be partly financed by the EU, in the CBA a conservative view has been adopted and the capex and opex have been fully allocated to the project. The positive results obtained by this analysis are therefore expected to be higher than currently estimated.

The cost for aircraft equipage is mainly driven by the actual fleet. Forward-fits (i.e. buying a vehicle with SBAS receivers already built-in) is preferred and retrofitting is only applied to the marginal aircraft not in line with ICAO requirements by 2020.


The cost for airport procedures is calculated applying the cost of publishing one procedure to the IFR runways discounted by ISA penetration.

1.2.3. Other assumptions and results

The CBA (which assesses the delta from the base line scenario, i.e. Baro-VNAV without SBAS) considers a timeframe of 30 years (from 2011 to 2041). A 100% penetration of APV procedures on IFR landings is reached by 2020 (four years later than the goal set by Report of the 36th ICAO General Assembly resolution A36-23). Of these, 46% are expected to be SBAS.

The yearly net benefits (i.e. gross benefits less costs) have been discounted utilising the Discount Cash Flow methodology, i.e., the most recognised financial tool to consider a future stream of results to today’s values.

ISA cumulated benefits for aviation in the AFI region over a 30-years period will amount to c. €1.7b versus expected costs (both investments and running costs) of c. €359m. Discounted net benefits amount to c. €211m.

Benefits are expected to start in 2016, growing steadily during all the period. On the other hand, investments are expected to be important until 2016, whilst after that date mainly operating expenses are foreseen.

For the African general and commercial aviation the undiscounted benefits will amount to c. €361m (main benefits will be ADS-B system improvement and DDC occurrence limitation), with respect to required investments of c. €49m in equipage (both forward- and retro-fittings). The discounted net benefits for the industry amount to €53m.

All the intra-Africa and intercontinental flights have been considered as the “addressable market” for the base case. However, given the firm opposition of IATA to the extension of EGNOS over the continent, a sensitivity considering the rejection of the system by all IATA members has been performed. In particular, even though excluding IATA flights has a negative

4


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impact on net benefits, they remain nevertheless still largely positive (the discounted net benefits will be c. €138m).

Several other scenarios analyses (e.g., increasing the discount rate, considering different dates for full penetration of APV procedures) have been considered. However, under each of those scenarios, cumulative discounted benefits of adopting SBAS for the AFI region continue to remain largely positive.

2. BENEFITS IN MARITIME, RAIL AND OTHER USER DOMAINS

SBAS services have also positive impacts in other applications and transport domains, such as land management (for surveying, cadastre, and others), maritime safety along the shores and in approaching ports, rail transportation, and in the oil and mining industry.

2.1. Results from the CBA

The preliminary discounted net benefits of the three mentioned segments over a 30-years timeframe (to 2041) is expected to surpass €300m (as compared to c. €211m for the aviation segment)

Rail segment

The use of satellite navigation technology to support train transportation will also lead to important costs savings, mainly due to reduced maintenance of signalling equipment in the rail network, augmenting its availability, reliability and safety, with benefits estimated at more than € 100 M and favouring the future expansion of the network.

SBAS-based train control system could lead to reduced maintenance of signalling equipment, as well as increased availability and reliability of the railway network

Survey segment

Current method for cadastre in Africa is not an effective instrument to support land management and overall economic development. SBAS-based cadastral surveying is far more efficient than the traditional method and can therefore help a development of cadastral services in most African countries. SBAS will complement high accuracy solutions, provide service to users with lower accuracy requirements (e.g. mapping) and provide cost effective solution where high-accuracy low-cost service is desired, with benefits estimated at around € 10M.

In cartography SBAS will guarantee a cost effective solution where high-accuracy low-cost service is desired.

Maritime segment

In the field of water transportation, enabling river information systems with the use of satellite navigation would provide much higher levels of efficiency and safety than today, contributing to the development of African inland waterways network.


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In the open sea applications, IMO is not expected to recognize SBAS in the short term. However, SBAS could still be used as a navigation aid for leisure boats and fishing vessels.

Enabling RIS (River Information Systems) and increasing efficiency and safety with respect to the current situation, SBAS could contribute to the development of African inland waterways.

3. INTEGRATION AND ECONOMIC DEVELOPMENT

Today, only 37 % of African territory is closer than 250km from an airport equipped with ILS (see picture (a) below). With the use of SBAS, other existing airports, currently not equipped with aids to instrumental landing would be enabled, making 87 % of Africa closer than 250km from such main or regional airports.

(a) (b)

This would have main positive consequences on the regional integration and economic development of the whole continent, in particular for the isolated regions.



over Africa

ANNEX 2 – Technical Alternatives


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1. ARCHITECTURE IMPLEMENTATION SCENARIOS

EGNOS (European Geostationary Navigation Overlay Service) is the European satellite-based augmentation service (SBAS) that complements the existing satellite navigation services provided by the US Global Positioning System (GPS). The EGNOS mission has been conceived to provide GPS corrected data and integrity information over Europe.

The EGNOS system is based on three satellites that cover today Europe and the entire African continent, and could extend the provision of its service with some adaptations and the sole installation of ground facilities in Africa. The evolutions of the EGNOS design could permit the integration of additional modules of ground stations for the extension of the coverage area without requiring duplications of the core processing facilities while ensuring the continuity of the service in Europe.

The implementation of the system for the provision of SBAS services in Africa could be realized according to different architectural scenarios of integration with the European system. The EGNOS system could be extended with the addition of monitoring stations located in African territory and connected to the European network or, alternatively, by means of an independent EGNOS-like African system. A combination of the two scenarios could also be envisaged.

EGNOS is composed by the following sub-systems: RIMS, MCC, EWAN, NLES and GEO. A description of the EGNOS architecture and functionalities of the sub-system is given in Annex 5 and 6.

Hereafter is the definition of the potential scenarios of architectural implementation.1 The analysis for the trade-off of the different scenarios will be made jointly by the African and European management structure.

1.1. EGNOS full extension

This scenario foresees the extension of EGNOS through:

Installation of addition RIMS on the African territory, and

Tuning of processing algorithms

The elements of the architecture enabling the completion2 of SBAS service coverage over Africa (additional RIMS, potential MCC) are integrated with the European system. The architecture and number of elements of the system would depend on the technical choices adopted, also depending on the update implementation of EGNOS in Europe and of its standards (e.g. dual-frequency, Message Type 27 and/or Message Type 28).

1 For any given architectural scenarios, different schemes for the repartition of responsibilities between Europe and Africa are possible. This will be treated outside the scope of this Annex

2 EGNOS will already cover a large part of Africa if dual-frequency augmentation is implemented


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In this case, the following elements contribute to the service in Africa:

European infrastructure: RIMS | MCC | EWAN | NLES | GEO

African infrastructure: RIMS

1.2. Independent SBAS system

In this scenario, a replica of the EGNOS system is implemented in Africa.

The elements of the architecture related to the service provision over Africa are fully detached from the EGNOS in Europe, and all the elements (RIMS, MCC, NLES, EWAN, GEO) are replicated.


European infrastructure: -

African infrastructure: RIMS | MCC | EWAN | NLES | GEO

1.3. Mixed extension/independent

EGNOS would be interfaced with a complementary African infrastructure, sharing elements in order to enable complete SBAS service provision over the whole of Africa.

Some elements of the architecture enabling the service provision over Africa (RIMS, MCC, GEO) are fully integrated within EGNOS, whereas others (additional RIMS, potential additional MCC) are part of one (or more) African module(s)3.


European infrastructure: RIMS | MCC | EWAN | NLES | GEO

African infrastructure: RIMS | MCC? | EWAN | NLES? | GEO?

2. IMPLEMENTATION STEPS AND SERVICES

For sub-Saharan Africa, the extension could be implemented according to the following steps and incremental service levels.

(1) Complement ground-based infrastructure in Southern Africa for preliminary integrity testing and early provision of local accuracy enhancements

(2) SBAS Open Service over Africa

3 One possibility is to have the European EGNOS providing coverage in the Northern hemisphere (down to the equator, e.g. through the implementation of MT 28), and the African EGNOS ("AGNOS") providing coverage in the Southern hemisphere (up to the equator, e.g. through the implementation of MT 28 and few dual-frequency RIMS in the South of Africa).


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(3) SBAS Safety-of-Life mono-frequency service (LPV-200) over Southern Africa

(4) SBAS Safety-of-Life multiple-frequency (L1+L5) service (LPV-200) over the whole African continent

2.1. Integrity testing and early accuracy enhancement over Southern Africa

An initial infrastructure would be developed and deployed in Southern Africa for testing and consolidation of the technical aspects (design, navigation algorithms, etc.) that would be implemented in subsequent phases. Its implementation shall:

Take maximum use of the existing infrastructure for the testing phase, e.g. networks and communication channels (e.g. internet, VHF), GNSS sensor stations already deployed in Africa and providing real-time data

Optimise the current navigation algorithms (used in Europe) for the service in Africa

Test the provision of integrity levels forward compatible with Safety-of-Life requirements

Provide accuracy enhancement over the Southern African region through computation of augmentation information

This phase would enable further trials in various application domains (aviation, rail, etc.), testing of the subsequent EGNOS evolutions (MT28, dual frequency, etc.), and enable local service provision for a non-SoL service. It should take into consideration the experience and results of testing implementation and trials undertaken in the past in various regions of the world (Latin America, Africa, etc.).

No geostationary broadcast is planned during this phase.

2.2. SBAS Open Service over Africa

This phase would extend the provision of a SBAS service beyond South Africa.. This shall be done through:

Complement the preliminary infrastructure by integrating existing additional stations outside South Africa

Update of the processing elements of the preliminary infrastructure

Broadcast of test integrity information in SBAS format through the EGNOS test geostationary satellite

In the case of the mixed extended/integrated solution, the European EGNOS system shall incorporate the information (GIVE, UDREs, etc.) computed by the African module in the EGNOS message uploaded to the geostationary satellite in test mode.


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2.3. SBAS Safety-of-Life service over Southern Africa

A further step of evolution for the provision of service over Southern Africa is the provision of mono-frequency Safety-of-Life service. It shall be obtained by:

Upgrade of selected stations in Southern Africa to EGNOS SoL RIMS standards

Set-up of ground infrastructure (central processing facility, network, etc.) for the Southern African module

Broadcast of information through the EGNOS geostationary satellites (e.g. L5 downlink)

2.4. SBAS Safety-of-Life over the whole African continent

The final step of the system implementation aims to provide in a longer term multi-frequency Safety-of-Life service over the whole continent. This evolution step will be phased with the upgrade that will be implemented in Europe for the EGNOS system.

The provision of such service over the whole region would require:

Deployment of few multi-frequency stations (of the same type of what upgraded in Europe, i.e. also including Galileo if planned) spread over the continent

Integration of the African stations in the upgraded European EGNOS processing elements

Provision of legacy mono-frequency services over (Europe and) Southern Africa



over Africa

ANNEX 3 – Governance and service provision


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1. GOVERNANCE FOR THE PROJECT IMPLEMENTATION

1. Several alternatives for the programme governance could be implemented. The on-going definition activity shall provide an indication of the institutional actors involved (including AUC, the African Regional Economic Communities, the European Commission, the European Space Agency, etc.), and the corresponding mechanisms of interaction. African and European Member states shall be involved in the governance structure through the appropriate mechanisms. Also member States of participating organisations (e.g. ASECNA, ESA) shall be included.

A dedicated joint Africa-EU programme management entity will have to be set-up for the management of the initiative. Such a team would be charged to monitor the technical implementation activities, set and manage the project work-plan, interact with all relevant parties, etc.

An example of the governance scheme is showed in the picture below.

AUC

RECs (CEMAC, ECOWAS,IGAD, …)

Steering committee

Programme management

Project management

Industrialcontracts

ACPEC

EU MS

Funding

EDFITF (EIB)…

Steering Committee

Joint Programme Entity

AUC

Technicalassistance

EC

EU GNSS Committee

EGNOS Programme

management

Project Management Team

EC

ESARegional ent.e.g. ASECNA...

Industry

Figure 1 - Example of governance scheme for the project implementation

The current EGNOS system, while providing operational services, will evolve in the coming years to reflect evolution of users needs (such as links with SESAR) and technology improvements. These evolutions with their financial consequences will be part of a European work program approved at the steering committee level. The equivalent African work program, which will depend of the scenarios, shall be consistent with it.


1.1. Examples of service provision schemes

The development of an appropriate institutional framework is needed to oversee and harmonise the implementation of SBAS in Africa. For the aviation sector, a three-tiered institutional model has been proposed in the past1, in reflection of the modular architecture concept and taking advantage of the existing institutional elements already established. This model sets out that:

three sub-regional SBAS service providers should be established to operate the EGNOS system in AFI West and Central Area, AFI South and AFI East;

that each sub-regional service provider be supervised by a Management Board composed of the concerned states and ANSPs which will oversee the provision of SBAS services in the region;

an AFI-wide African SBAS Supervisory Board should be set up to coordinate and harmonise the activities of the three Service Providers and the Mediterranean Development Area. This would deal with areas such as new flight procedures, and relevant legal aspects related to navigation services provision between all AFI States under ICAO. A similar Management Board for the MEDA/North Africa region will also need to be set-up.

AFI SupervisoryBoard

AFI West/CentralManagement

Board

AFI SouthManagement

Board

AFI East Management

Board

West/Central ISA Service

Provider

SouthISA Service

Provider

East ISA Service

Provider

Institutional Structure proposedby APIRG GNSS Implementation TF

MEDA Management

Board



Board

AFI SouthManagement

Board

AFI East Management

Board


Provider

SouthISA Service

Provider

East ISA Service

Provider



Board

AFI SouthManagement

Board

AFI East Management

Board


Provider

SouthISA Service

Provider

East ISA Service

Provider

Institutional Structure proposedby APIRG GNSS Implementation TF

MEDA Management

Board

Figure 2 - High-level institutional structure

The regional management boards would oversee the provision of SBAS services in the region and will include representation from all AFI states within the region that have agreed to use SBAS navigation services for civil aviation or other purposes. States directly participate in the management board or can be represented through regional entities such as ASECNA.

1 This model was presented and endorsed in 2005 at the ICAO APIRG/15


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In support of this approach, an SBAS Potential Investors’ workshop was held in early 2006 where participants proposed to take the first steps in putting these structures into place. They proposed that:

Sub-regional groups be promptly set up with the objective to elaborate road maps for the implementation including funding structure of SBAS in Africa, with involvement of relevant regional economic organisations;

A steering group be created to coordinate and harmonise the work of three sub-regional groups and ensure liaison with MEDA and Middle East interface.

Co-ordinators of the regional groups were proposed: Air Traffic & Navigation Services (ATNS) for Southern Africa, ASECNA and Ghana for Central/West Africa and the Kenyan Civil Aviation Authority for East Africa. The composition of the AFI Steering Group was proposed to include the regional co-ordinators, the Arab Civil Aviation Committee (ACAC), the African Civil Aviation Committee (AFCAC), the Galileo Euro-Mediterranean Cooperation Office (GEMCO), the GJU (now superseded by the EC), the Regional Economic Communities, users and ICAO as overall coordinator.

A more detailed institutional proposal for the regional module in Zone A has been established following cooperation work led by ASECNA. This sees ASECNA taking on the role of the regional SBAS service provider accompanied by the ANSPs serving Cape Verde, Ghana, Nigeria and the Roberts Flight Information Region (FIR).

Proposed sub-regional management board for West/Central Africa

AFI West/Central Management Board


Provider

Cape Verde

Ghana

NigeriaASECNA

Roberts FIR




Provider

Cape Verde

Ghana

NigeriaASECNA

Roberts FIR




Provider

Cape Verde

Ghana

NigeriaASECNA

Roberts FIR

Figure 3 - West/Central Africa sub-regional management



over Africa

ANNEX 4 – Involved Organizations


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0. INTRODUCTION

This Annex contains a list of international, European, African and regional organisations that could be involved in the implementation of the system for the provision of SBAS in Africa, and in the service provision and exploitation.

The list is not exhaustive and can be completed during the programme definition phase.

1. EUROPEAN ORGANISATIONS

1.1. European Commission (EC)

Pursuant to the Article 12 of the Regulation (EC) No 683/2008 of the European Parliament and of the Council of 9 July 2008 on the further implementation of the European satellite navigation programmes (EGNOS and Galileo), the European Commission, assisted by the European GNSS Programmes Committee, is responsible for the management of the EGNOS programme.

1.2. European Space Agency (ESA)

ESA acts as Design Agent on behalf of EC. The responsibility for System design changes or evolutions and related procurement are retained by ESA during the period 2009 - 2013, under the control of programme manager (EU) which will be in charge to define the interfaces between the different work packages. In order to introduce flexibility in the interface between design activities and operation activities, the parties will define and maintain a catalogue of design related activities (including procurement) to be allocated to the System Operator which can evolve overtime, through a change management procedure.

1.3. GSA

The GSA, in accordance with guidelines issued by the Commission, accomplishes the following tasks: ensuring security accreditation, ensuring operation of the Galileo security centre, contributing to the preparation of the commercialisation of the systems and other tasks such as promotion of applications and services in the satellite navigation market.

1.4. EUROCONTROL

Eurocontrol is coordinating the operational introduction of EGNOS into the civil aviation domain in Europe and has established dedicated working arrangements with stakeholders for this purpose. Eurocontrol is coordinating the development of operational enablers (e.g. generic application safety case).

EUROCONTROL plays a central role in the definition of new aviation user requirements for EGNOS. Eurocontrol is founding member with the EU of the SESAR JU and main technical contributor to the SESAR programme and a key player in GNSS/EGNOS projects within SESAR. Eurocontrol is supporting the EU in the preparation of SES legal documents (e.g. IR and CS) related to the introduction of APV approaches.

Eurocontrol has set up an independent data collection network to contribute to certification process with independent EGNOS end to end performance assessment and plans to continue these activities to support the introduction of new applications (e.g. CAT-I).


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EUROCONTROL is also contributing to the development of an adequate framework to manage liability issues incumbent to GNSS.

1.5. National Supervisory Authorities

The Certification Authority for EGNOS will be a group of National Supervisory Authorities (NSA) under the leadership of the NSA of the country where the ESP has its seat.

The NSA is the national civil authority in charge of assuming all tasks under the Single European Sky Framework Regulation (Regulation N° 549/2004).

The role of the NSA is to assess the compliance of the ESP to the Service Provision Regulation (N° 550/2004). It also assesses the Application Safety Case from the National ANSPs.

2. INTERNATIONAL ORGANISATIONS

2.1. The United Nations Economic Commission for Africa (ECA)

Since its establishment in 1958, one of the continuing ambitions of the United Nations Economic Commission for Africa (ECA) is to strengthen the airline industry in Africa. It has played a catalytic role in the conception and development of major air transport initiatives in Africa.

Its activities influence air transport at two levels: at the macro-economic level through the formulation of overall cross-sector economic policy objectives for the continent and at the micro-economic level through its direct involvement in air transport specific initiatives.

The direct involvement of ECA within air transport began with the initiative to convene the first ever African Conference on Air Transport in November 1964 in collaboration with ICAO. This seminal conference led to the establishment of the African Civil Aviation Commission, which later became a specialized agency of the OAU/AU.

Since then, the initiatives conceived and agreed under the auspices and leadership of ECA have included the development of major programmes and policies such as the United Nations Transport and Communication Decade for Africa, the Mbabane Declaration on the Freedoms of the Air, the Yamoussoukro Declaration of 1988 as well as the Yamoussoukro Decision of 1999.

2.2. ICAO

The Western And Central Africa (WACAF) Office (Dakar, Senegal) is accredited to twenty-four (24) ICAO Contracting States in the AFI region. Its’ mandate includes the promotion of ICAO policies and standards and recommended practices (SARPs) and to further the implementation of the Air Navigation Plans (ANPs) approved by the Organization on the basis of the recommendations issued by Regional Air Navigation (RAN) Meetings and the AFI Planning and Implementation Regional Group (APIRG).

It also liaises with States of accreditation, appropriate organizations and regional civil aviation bodies, by giving advice and providing necessary assistance as required in their endeavours to establish and maintain a coordinated and high performance air navigation system aiming at a safe, orderly and efficient air transport system. The Office also provides support and assistance to the Secretariat of AFCAC.


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The Africa Planning and Implementation Regional Group (APRIG) is an ICAO regional sub-group providing a forum for effective air navigation planning and implementation.

3. PAN-AFRICAN ORGANISATIONS

3.1. African Union

The African Union (AU) is a supranational union consisting of fifty-three African states. Established in 2001, the AU was formed as a successor to the amalgamated African Economic Community (AEC) and the Organization of African Unity (OAU). The purpose of the union is to help secure Africa's democracy, human rights, and a sustainable economy, especially by bringing an end to intra-African conflict and creating an effective common market.

Given the pan-African nature of the initiative of SBAS in Africa, the African Union Commission constitutes the only existing instrument for this.

3.2. African Civil Aviation Commission (AFCAC)

The African Civil Aviation Commission (AFCAC) is a specialized agency of the African Union (AU) in the field of civil aviation.

3.3. New Partnership for Africa's Development (NEPAD)

The New Partnership for Africa's Development (NEPAD) is an economic development program of the African Union. The NEPAD was adopted at the 37th session of the Assembly of Heads of State and Government in July 2001 in Lusaka, Zambia. It’s a strategic framework for Africa’s renewal and its programs largely focus on agriculture, human resources development (especially in health, education, science and technology), infrastructure, market access and intra-African trade and preservation of the environment

4. REGIONAL AFRICAN ORGANISATIONS

It is very important to note that besides ECA, the African Union, African Development Bank, AFCAC, AFRAA, the Regional Economic Communities and other development partners have also been very instrumental in pushing forward an agenda of developing a very efficient and reliable air transport industry. These organizations and ECA are the key actors and catalysts providing the main substructure on which the various initiatives were built and the resources needed for the integrationist initiatives. The achievements so far would not have been possible without the collaborative efforts of these institutions. It is therefore important that we continue to work together to advance the airline industry for the betterment of the continent.

4.1. Role of ASECNA, other ANSPs in the region

ASECNA is an African Organisation for Air Navigation Safety which was founded in 1959 by the so called St-Louis convention. It has 18 member states (MS) out of which 15 are located in the Western and Central African sub-region. Its member states include: France, Senegal, Mauritania, Mali, Burkina Faso, Niger, Guinea Bissau, Ivory Coast, Togo, Benin, Chad, Central African Republic, Cameroon, Congo, Gabon, Equatorial Guinea, Madagascar, and the


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Comores. ASECNA is mainly responsible for the definition, the implementation and the operations of air navigation services on behalf of its Member States.

Zone A as defined by ICAO includes 15 MS of ASECNA, but also Nigeria, Ghana, Guinea, Liberia, Sierra Leone, the Gambia and Cape Verde Islands.

Nigeria, through the Nigerian Airports Management Agency (NAMA), manages its own airspaces and airports while Ghana Civil Aviation Authority manages an FIR comprising its own airspace and the upper airspace of Togo and Benin - two member States of ASECNA. Aircraft movements around the airports of the Gambia are managed by the Gambian Civil Aviation Authority while the upper airspace falls under the control of ASECNA. Guinea, Liberia and Sierra Leone fall under the Roberts FIR which is managed by a combined Secretariat. The Airport and Safety Agency (ASA) of Cape Verde Islands provides navigation services over the western limit of African airspace.

The above mentioned countries are either members of ECOWAS or CEMAC - the two main economical groupings of Sates in Western and Central Africa. They constitute a very influential voice in the definition of the AFI air navigation services policy and are located within major areas of routing. It is also worth noting that they form the majority of the member States at the level of the AFI Planning and Implementation Regional Group (APIRG).

5. REGIONAL ECONOMIC COMMUNITIES (RECS)

5.1. Economic Community of West African States (ECOWAS)

The Economic Community of West African States (ECOWAS) is a regional group of fifteen West African countries, founded on May 28, 1975 with the signing of the Treaty of Lagos. Its mission is to promote economic integration.

5.2. Southern African Development Community (SADC)

The Southern African Development Community (SADC) is an inter-governmental organization. It furthers socio-economic cooperation and integration as well as political and security cooperation among 15 southern African countries. It complements the role of the African Union.

In some areas, mere coordination of national activities and policies is the aim of cooperation. In others, the member states aim at more far-reaching forms of cooperation. For example, the members largely aim to coordinate their foreign policies and to harmonise their trade and economic policies with a view to one day establishing a common market with common regulatory institutions

5.3. Other regional organisations

To be written.


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6. OTHER ORGANISATIONS RELATED TO SATELLITE NAVIGATION

6.1. SESAR Joint Undertaking

The SESAR Joint Undertaking is an initiative of the European Commission established by Council Regulation (EC) n°219/2007 of 27/02/2007, under Article 171 of the Treaty establishing the European Community.

The aim of the Joint Undertaking is to ensure the modernisation of the European air traffic management system by federating research & development efforts in the Community. It will organise and coordinate the development activities of the SESAR project, in accordance with the ATM Master Plan.

6.2. EASA

EASA has been created with Regulation 1592/2002 to perform tasks mainly related to airworthiness of civil aviation. The scope of EASA has been extended to aircrew licensing. This will result in a better integration and simplification of the European regulatory and institutional system, the entire European aviation system being ultimately covered by common rules implemented uniformly.

In this context, the EASA, which will prepare, implement and monitor the application of these rules, is set to become by 2010 the European authority with extended powers covering all aspects of civil aviation safety to include all related satellite aspects.

Recently, according to Reg. 1108/2009 EASA will become the certifying authority for pan-European ANS services and will conduct certification activities to verify compliance of the applicant to the requirements of the SES service provision and common requirements regulations.

6.3. ICAO

Current international air transport is made possible by the existence of universally accepted standards known as Standards and Recommended Practices, or SARPs. SARPs cover all technical and operational aspects of international civil aviation, such as safety, personnel licensing, operation of aircraft, aerodromes, air traffic services, accident investigation and the environment.

Creating and modernizing SARPs is the responsibility of the International Civil Aviation Organization, or ICAO, the specialized agency of the United Nations whose mandate is to ensure the safe, efficient and orderly evolution of international civil aviation.

6.4. RTCA

RTCA (Radio Technical Commission for Aeronautics) is a private, not-for-profit corporation that develops consensus-based recommendations regarding communications, navigation, surveillance, and air traffic management (CNS/ATM) system issues. RTCA includes many government, industry and academic organisations from the United States and around the world where the member organisations represent the whole aviation community. RTCA is in charge to establish and develop Minimum Operational Performance Standards (MOPS), which are used as basis for certification.


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Essentially all RTCA products are developed by issue-oriented Special Committees staffed by volunteers. The Global Positioning system SC-159 develops minimum standards that form the basis for approval of equipment using GPS as a primary means of civil aircraft navigation. This committee is responsible for the development of the Minimum Operational Performance Standards (MOPS) for airborne navigation equipment using the Global Positioning System (GPS) augmented by the Satellite Based Augmentation System (SBAS) referenced as DO229, and whose last revision was published as DO229D in 2006.

6.5. EUROCAE

The European Organisation for Civil Aviation Equipment (EUROCAE) is a non profit organisation formed to provide a European forum for resolving technical problems with electronic equipment for air transport. EUROCAE deals exclusively with Aviation standardisation (Airborne and ground systems and equipments) and related documents as required for use in the regulation of aviation equipment and systems.

The development of a EUROCAE documents (ED) is organised by working groups where members provide experts working on voluntary basis. Typical membership of EUROCAE working groups includes national air traffic service providers, national civil aviation regulators, equipment manufacturers and air framers. EUROCAE has worked in close cooperation over the last 10 years with RTCA in order to mature the SBAS receiver standards. Works is currently ongoing in the frame of WG62 to identify whether specific deviation to DO229 is recommended for the European standards.


Provision of

satellite navigation augmentation services (SBAS) over Africa

Annex 5 - EGNOS IN EUROPE

Extract from the EGNOS Master Plan

Page 1 of 28


Table Of Contents

1 .................................................................................... 4 Introduction to EGNOS

1.1 .............................................................................. 4 What does EGNOS do?

1.1.1 .......................... 6 EGNOS development history and high level organisation

1.2 .............................................................................. 7 EGNOS potential users

1.2.1 ...................................................................... 8 EGNOS for civil aviation

1.2.2 ............................................................. 8 EGNOS OS for maritime users

1.2.3 ............................................................ 8 EGNOS OS for terrestrial users

2 ..................................................................................... 10 The EGNOS Services

2.1 ................................................................................. 10 Open Service (OS)

2.2 ..................................................................... 10 Safety of Life Service (SoL)

2.3 ............................................ 10 Commercial Data Distribution Service (CDDS)

3 .......................................................................... 13 EGNOS Programme Schedule

3.1 ......................................................................................... 13 Medium term

3.2 ...................................................................................... 15 Long term view

4 ........................................................................ 17 Current System Performances

4.1 .............................................................................................. 17 Summary

4.2 ..................................................... 18 Continuity and availability Performance

4.3 ......................................................................... 18 Current EGNOS coverage

5 ....................................................................................... 23 Potential evolutions

5.1 ............................................................ 23 Introduction of CAT-I service level

5.2 .......................... 23 Introduction of GPS L5 signal for Safety of Life applications

5.3 ........................................ 23 EGNOS and Multi Constellation Regional Services

5.4 .............................................................................. 24 EGNOS and GALILEO

6 ...................................................................................... 25 How to use EGNOS?

6.1 ................................ 25 The EGNOS Receivers and their integration in aircrafts

6.2 .................................................. 26 Procedures for Safety Of Life applications

6.2.1 ....................................................... 26 General approach for procedures

6.2.2 .............................................. 26 Fostering the use of EGNOS for aviation

7 ......................................................................................................... 28 Annex

7.1 Acronyms..................................................... Error! Bookmark not defined.

7.2 ............................................................................. 28 Reference Documents

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Table Of Figures

FIGURE 1: EGNOS GEOSTATIONARY TRANSPONDERS COVERAGE............................................................................ 4 FIGURE 2: EGNOS SYSTEM ARCHITECTURE ............................................................................................................. 5 FIGURE 3: GENERAL ORGANISATION AND PRIME CONTRACTUAL FRAMEWORKS........................................................ 7 FIGURE 5: EGNOS EDAS DATA SERVER ................................................................................................................ 11 FIGURE 4 EGNOS MASTER MILESTONE SCHEDULE UNTIL 2013.............................................................................. 14 FIGURE 6 CURRENT ECAC96 COVERAGE ................................................................................................................ 19 FIGURE 7 RESPONSIBILITIES AND DEPENDENCIES IN THE CERTIFICATION PROCESS.............ERROR! BOOKMARK NOT

DEFINED. FIGURE 8 POTENTIAL APPLICATION FOR EGNOS..................................................................................................... 25

Table Of Tables

TABLE 1: EGNOS USE IN MAIN TRANSPORT AND AGRICULTURE SECTORS................................................................. 9 TABLE 2 IMPLEMENTATION STATUS AND EXPECTED DURATION............................................................................... 16 TABLE 3 EGNOS SERVICE SUMMARY .................................................................................................................... 18 TABLE 4 CURRENT COVERAGE REQUIREMENTS DEFINED IN THE EGNOS MRD VERSION 2.0 ................................. 20 TABLE 5 EGNOS SPECIFIED OS-SOL PERFORMANCES ........................................................................................... 21 TABLE 6 EGNOS SPECIFIED CDDS PERFORMANCE ................................................................................................ 22 TABLE 7 COVERAGE EXTENSION REQUIREMENTS DEFINED IN THE EGNOS MRD 2.0........ERROR! BOOKMARK NOT

DEFINED. TABLE 8 FP7 PROJECTS SUPPORTING EGNOS(RUNNING OR UNDER NEGOCIATION)............ERROR! BOOKMARK NOT

DEFINED.

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1 Introduction to EGNOS

EGNOS is the acronym of European Global Navigation Overlay System and is Europe's first venture into pan-European satellite navigation. It has been designed to augment the performance of the currently existing global navigation satellite systems (GNSS) namely the two military satellite navigation systems operating now, the United States Global Positioning System (GPS) and the Russian GLONASS Navigation systems. EGNOS makes these two world-wide systems suitable for safety critical transport applications such as flying aircraft or navigating ships through narrow channels.

EGNOS is also designed to provide similar services to other Space based augmentation systems (SBAS) such as the Wide Area Augmentation System (WAAS) in the United States, the MSAS in Japan, and the GAGAN in India. As it is built upon common international standards, EGNOS will provide interoperability with these SBAS in such a way that a user, who has bought a GNSS receiver, will be able to use the EGNOS, WAAS, MSAS as well as the GAGAN augmentation signal depending on the corresponding region of the planet the user is located.

Figure 1: EGNOS Geostationary Transponders Coverage

1.1 What does EGNOS do? and a network of ground stations mainly across

orrecting the errors that exist in the GPS,

EGNOS provides:

d other GPS satellite errors, improving the user accuracy

Consisting of three geostationary satellitesEurope, EGNOS transmits a signal containing information on the reliability and accuracy of the positioning signals broadcast by the GPS.

EGNOS is able to do this by measuring and callowing users in Europe and beyond to determine their position down to 1-2 meters compared with the 5-10 meters presently available with GPS alone.

Through the signals broadcast by the EGNOS geostationary satellites,

(a) Corrections to the GPS errors due to atmospheric delays affecting the GPS signals an;

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(b) Boundaries to any remaining errors with an ultra-high level of confidence. These boundaries are used by a receiver located in a 'clean' environment to calculate the maximum remaining positioning error, and this is called integrity.

The EGNOS ground segment performs the computation of the integrity measurements and wide area differential corrections. To this purpose, 41 Ranging and Integrity Monitoring Stations (RIMS) will be deployed over the European territories (only 34 currently), which collect GPS, GLONASS and EGNOS GEO raw pseudo-ranges measurements. The network of RIMS is connected to 4 Master Control Stations (MCC) where integrity, differential corrections and ionospheric delays are computed by the Core Processing Facility (CPF). These data messages are sent to the Navigation Land Earth Station (NLES) for uplink as a GPS-like signal1 to the space segment made currently of four GEO satellites. The GEO satellites broadcast the GPS-like signals in a transparent manner on the GPS L1 frequency (1575.42 MHz). The four GEO transponders operating today are ARTEMIS, INMARSAT 3F2, INMARSAT 3F5, INMARSAT 4F2.

Following the modernization of the GPS, two new signals are available for civil use: at 1227.6 MHz and L5 at 1176.45 MHz. Adaptations of the EGNOS system are currently on-

going to support integrity messages broadcast in the L5-band simultaneously to L1-band. The architecture of the EGNOS system is represented in Figure 2.

GPS GLONASS

EGNOS Wide Area Network

NLES(two per GEO)

Ranging and Integrity Monitoring Stations

MCC1 MCC2 MCC3 MCC4

Master Control Centres

PACF ASQF

Support Facilities

RIMS1 RIMS2 RIMS … n

SpaceSegment

UserSegment

GroundSegment

CPF CCF

EGNOS GEOGPS GLONASS

EGNOS Wide Area Network

NLES(two per GEO)

Ranging and Integrity Monitoring Stations

MCC1 MCC2 MCC3 MCC4

Master Control Centres

PACF ASQF

Support Facilities

RIMS1 RIMS2 RIMS … n

SpaceSegment

UserSegment

GroundSegment

CPF CCF

EGNOS GEO

Figure 2: EGNOS System Architecture

1 Following SBAS signal specifications as defined in [3].

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1.1.1 EGNOS development history and high level organisation

The development of the EGNOS system started in 1998. EGNOS was initially a joint project of the European Space Agency (ESA), the European Commission (EC), and EUROCONTROL, the European Organisation for the safety of Air Navigation.

ESA at that time contracted Bi-lateral Agreements with eight European Air Navigation Service Providers, in order to organise the operations this group was know as the EOIG.

Currently, EGNOS is closing the final stages of the system design, development and qualification led by the European Space Agency (ESA). EGNOS already provides a Signal-In-Space (SIS) usable in applications. Since April 1 2009, EGNOS is owned and managed by the European Union while the European Space Agency, who led the design and development of the system, is now the design and procurement agent through a delegation agreement with the European Commission. The operations of EGNOS are managed through a contract with the European Commission, by the European Satellite Services Provider, ESSP SaS, a company based in Toulouse, France, founded by seven air navigation services providers. The contract between the Commission and ESSP SaS was signed on the 30th of September 2009 and will ensure the management of the EGNOS operations as well as the maintenance of the system until the end of 2013. Within this period a new framework will be created to ensure the longer term continuity of the operations. On the 1st of October 2009 the Open Service was launched for the use of the general public.

The delivery of EGNOS Signal-In-Space involves 4 major actors, as shown in Figure 3 namely:

the European Commission as owner;

the European Space Agency as design agent;

the ESP as certified Service Provider;

Industry Prime (currently Thales Alenia Space France) as "Product Developer";

ESP and the Industry Prime manage their established key partners (not represented here).

The European Commission has organised the industrial set-up around four main contractual frameworks. The first framework is the EC to ESA delegation agreement. Through this delegation agreement, ESA handles the procurement of evolutions of the EGNOS system that leads to the delivery of new qualified EGNOS System Releases (ESR). This is currently entrusted to an Industrial consortium under Thales Alenia Space France, the "Product Developer". The European Space Agency acts on behalf of the European Commission as the design agent orchestrating the development and the qualification of these new ESRs.

The second contractual framework is between the European Commission and the EGNOS Service Provider (ESP) who are in charge of the real-time System Operations, the System Maintenance and the end-to-end Safety management of the delivered Signal-In-Space (SiS).

The third contractual framework is currently established with the EGNOS GEO1 and GEO2 satellites provider, namely between EC and SES-ASTRA. The last two contracts will be provided to ESP as Customer Furnished Items.

Figure 3 presents an overview of the overall relationships between actors of the public and private sector for the EGNOS Service Provision Phase in the period from 2009 to 2013.

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ECESA

Product developer (TAS-F)

Service Provider / Operator

(ESP)

Product Support Services (TAS-F)

Private Sector

Contract

Delegation agreement

Contract

Contract

ESSP SAS

Thales Group (F)

Network (BT)

2 GEOs

(Inmarsat)

GEO

GEO1

(SES-ASTRA)

Thales Group (F)ESSP SAS

Thales Group (F)

Network (BT)

2 GEOs

(Inmarsat)

GEO (Artemis)

GEO1 & GEO2

(SES-ASTRA)

Thales Group (F)

Public Sector

Private Sector

Figure 3: General organisation and Prime contractual frameworks

All contracts placed between the public and the private sector, including the ESA contract with Product Developer, follow the public procurement rules of the European Commission set out in the Financial Regulation.

1.2 EGNOS potential users

Due to the nature of its real-time computations, EGNOS is by design well suited to the aviation domain. The major error contributor computed by EGNOS is the atmospheric/ionospheric delay of the GPS Radio Frequency link, which is very beneficial to the needs of aircraft both in open skies and when performing landings and departures.

In addition, some studies show that EGNOS can be useful for non-aviation users, including even urban and mass market users2, though these users have additional constraints. This is because some of the inherent GPS limitations cannot be corrected by EGNOS, like for example in the environments surrounded by obstacles, where EGNOS doesn't bring an added value due mainly to signal reflections in buildings, mountains that lead to high errors in the user position.

In order to better channel the future evolutions of EGNOS and to identify new applications, EC is organising regularly forums, events and FP call for tenders addressed to interested users in order to better capture the user needs and requests.

In the following paragraphs will be described the benefits of EGNOS SoL use in aviation and of OS use in other fields which where subject to successful tests through FP6 projects. For future SoL service use by other communities than aviation it is mandatory to analyse the needs for certification and standardisation.

2 For example, using single frequency Rx applying EGNOS ionospheric corrections and excluding Line Of Sight (LoS) affected by high multipath, or using EGNOS system integrity to improve RAIM performances.

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1.2.1 EGNOS for civil aviation

EGNOS, as WAAS, is conceived and designed for the aviation community and therefore it is the natural working environment where it reaches its optimum performance. This is obviously true for commercial aviation but it can be extended to other airspace users such as general aviation, business aviation or unmanned air systems.

There is a clear improvement of performances for the aviation sector: EGNOS gives guaranteed integrity and improves accuracy. As EGNOS will deliver increased navigation performances, it supports the achievement of Single European Sky key objectives for air transport such as increased capacity, increased safety, reduced ATM service cost and reduced environmental impact through more direct routes.

The ATM Master Plan identifies EGNOS as a key technical enabler to SESAR. In the ATM Master Plan, the following Operational Improvements are based on EGNOS:

Guidance Assistance to Airport Vehicle Driver

Enhanced Terminal Airspace with Curved/Segmented Approaches, Steep Approaches and RNAV Approaches Where Suitable

Enhanced Terminal Airspace for RNP-based Operations

Guidance Assistance to Aircraft on the Airport Surface

Enhanced Guidance Assistance to Aircraft on the Airport Surface Combined with Routing.

1.2.2 EGNOS OS for maritime users EGNOS can be used in maritime environments, within boundaries. As for aviation, local errors due to reflections are generally small, and the EGNOS satellites are normally visible.

EGNOS full service is guaranteed in European 'land masses' and coastal waters (i.e. not in the deep sea) which means in clear sky conditions. If the environment is surrounded by obstacles that can reflect the signals, the restrictions of use of EGNOS described above, apply.

Nevertheless the integrity feature of EGNOS is an interesting one and one goal that could be pursued for the maritime community is to standardise the use of EGNOS integrity for maritime users. The existing algorithms to calculate integrity for aviation could be adapted for maritime users. There is however a clear geographical limitation to the area in which EGNOS is available.

There are FP7 projects currently running and addressing the maritime applications and their results will help in better defining and improving the EGNOS use in this field (see Error! Reference source not found.).

1.2.3 EGNOS OS for terrestrial users Due to the limitations described above, EGNOS can be beneficial for terrestrial applications

(a) that work in clean sky conditions,

(b) where the better accuracy of EGNOS may be relevant for the service, as for example some agricultural or high precision applications.

The technological 'delta' needed for improved performance for terrestrial users, in a GNSS receiver to implement SBAS (WAAS/EGNOS) compared to GPS-only is low, so some manufacturers incorporate it in their products.

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Despite the limitations presented above, it appears that some logistics companies are currently now using EGNOS for real-time tracking of their trucks transporting dangerous materials rather than GPS alone. The European Commission intends to launch studies in 2010 to review the benefits that the integrity information might provide to road users communities. Further tests will be performed in 2010 to measure the operational benefits that road user communities may get from using EGNOS instead of GPS alone.

In the first half of 2009, it has been developed a specific market entry plan for the agriculture sector: EGNOS, with its "affordable precision", is the right solution for a wide range of applications, permitting to reduce pesticides and fertilisers to many European farmers that cannot afford expensive systems. Current figures show that 150.000 farmers are using EGNOS on a daily basis in Europe for special needs like ploughing, harvesting, fertilizing or watering. EGNOS is of special interest with regards to technologies like RTK (Real Time Kinematics) as it is free of charge.

Important achievements have already been reached at the end of 2009: the first ever specific market research have been performed, proving that EGNOS has already 50% market share of GNSS solutions in Agriculture and has the potential to grow. The main tractors (today there are 136 000 tractors equipped with GNSS, and 50% (68 000) being EGNOS enabled) and devices manufacturers now acknowledge the EGNOS benefits and some of them decided to introduce new EGNOS products in their portfolio, increasing the EGNOS adoption. The implementation of the set of actions will continue in 2010, with the aim of further increasing EGNOS penetration.

EGNOS Aviation Maritime Terrestrial Agriculture

Integrity YES YES TBC

(technological update needed)

To be defined NO

Accuracy YES YES YES for open-sky users

to be checked for urban users, especially with

the EDAS server

YES

Table 1: EGNOS use in main transport and agriculture sectors

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2 The EGNOS Services

2.1 Open Service (OS) The provision of the Open Service (OS) is the provision of the EGNOS SIS to the users and it corresponds to the EGNOS version 2.2 SIS.

The EGNOS Open Service (OS) is intended for general purpose applications. It consists of signals for timing and positioning, freely accessible without any direct charge. The Open Service is accessible to any user equipped with a GPS/SBAS compatible receiver within the EGNOS Open Service area. No authorization or receiver specific certification is required to access and use the EGNOS Open Service signals.

Position accuracy and availability will be better than those obtained with the GPS satellites only.

With respect to the user community, there will be no service guarantee or liability on the EGNOS signals for the Open Service.

All information on the Open Service is available in the Open Service Definition Document at http://ec.europa.eu/transport/egnos/programme/open_service_en.htm.

2.2 Safety of Life Service (SoL) The EGNOS Safety of Life Service (SoL) is intended for applications (mainly for aviation) where lives could be endangered if the performance of the navigation system is degraded below specific accuracy limits without giving notice in the specified time to alert. It consists of signals for timing and positioning, openly accessible from the EGNOS satellites and not subjected to the subscription of a specific Service Level Agreement. The Safety of Life Service is accessible to any user equipped with a GPS/SBAS compatible receiver within the EGNOS Safety of Life Service area. This service is compliant with the aviation APV-I (Approach with Vertical Guidance) requirements but is also intended to support applications in other SoL domains. In addition, navigation operations based on the EGNOS Safety of Life Service shall be carried out by the user only if a specific authorization issued by the relevant authority is received. The authorization is normally subject to: specified operational conditions and limitations, existence of published navigation procedure and to the certification of the on board navigation equipment. The EGNOS Safety of Life Signal in Space, being compatible in format to the Appendix A of MOPS DO229C, allows format compatibility with other SBAS that are also compliant with the same standards, in view of a seamless navigation capability.Safety of Life requirements are defined according to the definitions included in the Open Service Definition Document.

2.3 Commercial Data Distribution Service (CDDS) CDDS consists in the provision to authorised customers (e.g. added value application providers) of the following EGNOS products for their commercial distribution:

- EGNOS augmentation messages in real time (including satellites clock and ephemeris corrections, propagation corrections and integrity information in the SBAS format),

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- Raw data measurements from ground stations in real time (including satellite high precision pseudo-range measurements).

These will be provided through specific service providers connected to the EGNOS data server in real time. The commercial value of this data stems from its processing by other downstream value-added service providers for end users in a wide range of applications requiring better performances such as higher accuracy (than with GPS-alone) and/or integrity information.

The EGNOS Data Access Server (EDAS) is the technical core infrastructure of the provision of EGNOS data to service providers3. Application Providers connect to EDAS and exploit the EGNOS products, supplying services to final customers.

Apart from the fundamental EDAS Operations & Maintenance, the commercial exploitation will imply the setting up of last-mile connection and helpdesk support to users.

Figure 4: EGNOS EDAS Data Server

Concerning the use of (a) the EGNOS message, the same performance restrictions (accuracy, integrity) for the different communities described earlier apply: EDAS only changes the transmission channel.

Concerning the use of (b) RIMS data, this service falls under the field of D-GNSS (Differential GNSS), which offer much better accuracy, but for which other services are available.

For the moment there is no clear business model for EDAS, given the proliferation of GPS networks providing similar data: CORS, IGS, EUREF… and the proliferation of real time GNSS data available in the internet through NTRIP protocol. With the objective to secure long term EDAS O&M the commercial exploitation of EDAS is planned to be accomplished in two phases:

- Phase 1 (until 2010): prototyping (or "beta testing") phase: in this phase, access to the EDAS data is provided free-of-charge to users. The term "free-of-charge" means

3 EDAS was developed under the "GARMIS contract". EDAS Operations and Maintenance (EDAS O&M) has been contracted to AENA until March 2009 and now is under the responsibility of ESP and being tested by industry/other organizations in a free trial.

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that users will not pay a fee to access the EDAS data, but costs of installation of the connection to EDAS (e.g. telecom line) will be incurred by the user. In phase 1, access to EDAS data is intended to be as open as possible, with no restrictions on usage (except the time duration), but also no guarantee or liability coverage. Phase 1 will allow gaining an in-depth knowledge of EDAS performance, to identify possible system upgrades in time for phase 2, to investigate users and potential service providers interest;

- Phase 2 (from 2010 onwards): exploitation phase.

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3 EGNOS Programme Schedule

3.1 Medium term In the medium term, which refers to the operational phase period between April 2009 and December 2013, some important achievements are foreseen:

- a certified Service Provider for the aviation domain,

- gradual implementation of the Commercial Data Distribution Service (see chapter Error! Reference source not found.),

- extension of EGNOS services to other user communities.

The EGNOS Service Provider will have to perform the following tasks:

- to operate and to maintain the system,

- to provide the appropriate network connectivity (including GEO navigation transponders lease),

- to provide the EGNOS signal and data, in particular to civil aviation,

- to provide the Signal in Space and to obtain the appropriate certification as Navigation Service Provider

- provide the SoL service as soon as possible (its declaration is foreseen now for June 2010),

- to provide support to EC/GSA for the implementation of enabling actions for the EGNOS signal and services take up in the civil aviation market.

Marketing and technical activities will also be launched in order to extend the use of EGNOS SoL Service in other fields, such as in the road domain, maritime etc (see chapter Error! Reference source not found.).

During this period, the market "appetite" will be assessed as well as the interest in the provision of all EGNOS services. This assessment will be used to drive EGNOS evolutions (see chapter Error! Reference source not found.).

From the technical point of view, the EGNOS evolutions will reflect both the needs of potential users and likely efficiency improvements. At this stage, EGNOS evolutions are planned to be addressed by the ESA GNSS Evolution Programme. The actual content and schedule of the GNSS evolution programme is currently being defined. Final and intermediate users' feedback should be taken in due consideration

The foreseen implementation of the system updates and evolutions in the medium term can be seen in Figure 5.


2009 2010 2011 2012 2013

Safety of Life Service Declaration

New System ReleasesNew System Releases

Open Service Declaration

V2.3 SQR

GEO Transponder Technical WorkGEO Transponder Technical Work

GEO1 Operations start

EGNOS SCHEDULE OVERVIEW

V2.3.1 SQR V2.4.1 SQR V2.4.2 SQR

Operations

V2.4.1 V2.4.2 SRRs


GE

Os

Ser

vic

eP

rovi

sio n

Ne

wS

yst

em

Rel

ea

ses

2009 2010 2011 2012 2013

Safety of Life Service Declaration

New System ReleasesNew System Releases

Open Service Declaration

V2.3 SQR

GEO Transponder Technical WorkGEO Transponder Technical Work


EGNOS SCHEDULE OVERVIEW

V2.3.1 SQR V2.4.1 SQR V2.4.2 SQR

Operations

V2.4.1 V2.4.2 SRRs


GE

Os

Ser

vic

eP

rovi

sio n

Ser

vic

eP

rovi

sio n

Ne

wS

yst

em

Rel

ea

ses

Ne

wS

yst

em

Rel

ea

ses

Figure 5 EGNOS Master Milestone schedule until 2013

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3.2 Long term view

"Long term" refers to the period after 2013. In its role of EGNOS programme manager the it is re-affirmed the Commission's intention to ensure a long term operation of EGNOS, and, in particular, to provide the EGNOS signal in space and services in compliance with ICAO SBAS SARPS, subject to availability of funds, for at least another 15 years after the Current EU Financial Framework and to set forth the relevant charging and liability policies. It is nevertheless understood that the additional period of 15 years after the end of the Current EU Financial Framework does not constitute a financial commitment by the EU.

From the technical point of view, a continuous EGNOS mission evolution concept will be adopted and mission evolutions for civil aviation will be closely linked to the SESAR concept of operation and the European performance plan. Technical concepts such as the Multi-Regional, Multi-Constellation Regional System (MRS)4, might link evolutions of EGNOS to other satellite navigation systems. New system releases are foreseen also after 2013, the first one – v3 – being foreseen for 2019-2020.

EGNOS remains a top priority to Europe and a long term view is expected to be provided at political level in 2010 by the European Parliament and the Council and communicated to the users. In order to give an idea about the perspectives of EGNOS, the implementation status and expected duration of the current EGNOS mission are described in Table 2.

EGNOS Mission Technical Implementation

status

Service Status

in 2010

Expected mission lifetime

EGNOS Open SIS over EU land masses

SIS available, operations under qualification; switch to message type 2

Available, also beyond EU.

See Service declaration document and current deviations to MRD 2.0

20 years (according to

MRD)

EGNOS SoL SIS (NPA) over ECAC96

Test SIS available, operations under qualification

Available 20 years (according to

MRD)

EGNOS SoL SIS (APV-I) over ECAC96

Test SIS available over a reduced area with reduced performance, operations under qualification

To be implemented gradually beyond 2013


MRD)

EGNOS CDDS Data access available Beta testing first and exploitation phase after


MRD)

EGNOS SoL SIS (NPA) over Mediterranean

Test SIS available Available Under current planning (after

2013)

4 Described in chapter 5.3

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area

EGNOS SoL SIS (APV-I) over Mediterranean area

Test SIS available. Performance not available over Morocco

Not available Under current planning (after

2013)

Table 2 Implementation status and expected duration

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4 Current System Performances

4.1 Summary All EGNOS services are defined in a EGNOS Mission Requirement Document (MRD), which specifies the level of performance achieved by each service. The Commission published a document called Open Service Definition Document, summarizing the EGNOS Services5. The summary of the EGNOS Services is provided in Error! Reference source not found.:

Open Service Safety Of Life Commercial Service

Transmission means

RF signal (L1 frequency)

RF signal (L1 frequency)

Ground network

Navigation Receivers

GPS-SBAS receivers GPS-SBAS Safety Of Life Receivers.

None

Guarantee of Service

None Guarantee of compliance to ICAO standards (certification)

Guarantee of compliance to SLA when commercialisation will start

Definition of the Service

Delivery of Signal In Space (SIS) only. There is no SLA

Delivery of SIS + Guarantee of compliance to ICAO SARPS standards and SIS regulation (integrity - certification)

EGNOS data + Guarantee of compliance to SLA when commercialisation will start

Achieved Performance in 2010

Positioning Accuracy

-Horizontal: 3 m

-Vertical: 4 m

-Accuracy performance according to SoL specifications (see also Table 5)

-SoL service levels compliant to ICAO SARPS definition

Typical vertical positioning accuracy in the centre of Europe significantly better than spec (around 1m) whereas just within specification at the edge of the coverage, and marginal at some spots

Integrity according to the SoL specifications

EGNOS Raw data (RIMS measurements) and Corrections are provided by terrestrial network. Use of these data may be used to obtain sub-meter accuracy locally or regionally through additional processing

5 See also: http://ec.europa.eu/transport/egnos/programme/open_service_en.htm

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Open Service Safety Of Life Commercial Service

(see also Table 5)

Current Phase (October 2009)

Operational Not declared yet Commercial service, actually in the testing phase

Certification (foreseen for 2010)

Not applicable. Until the date of certification of the Service Provider, the EGNOS system will deliver a signal with a flag (Message Type 0) indicating for the aviation users that EGNOS is in a test mode

After this certification date, the signal will become a Safety Of Life message (removal of this test mode flag), and the Open Signal will then become identical to the Safety Of Life (SoL) signal

Not required.

Typical user communities

Pedestrian, in-car navigation

Aviation, Maritime, , road (tolling), emergency services

Support to pedestrian, in-car navigation applications, research (e.g. atmospheric, tectonics), high-precision GNSS

Pricing for User Free of charge up to 2013.

Policy beyond 2013 is not yet defined

Free of charge up to 2013.

Policy beyond 2013 is not yet defined

Policy to be defined to become applicable after testing period.

Table 3 EGNOS Service Summary

4.2 Continuity and availability Performance

For the continuity and availability performance see the "Open Service Definition Document" on: http://ec.europa.eu/transport/egnos/programme/open_service_en.htm

4.3 Current EGNOS coverage The EGNOS system currently primarily covers the ECAC region. The exact definition of the ECAC96 region limits is defined in Table 4.

The EGNOS Mission Requirements Document (MRD) version 2.0 describes the coverage requirements for the Open Service (OS), the Commercial Data Distribution Service (CDDS), and the Safety Of Life (SOL) service (see Table 5 and Table 6 below).

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Figure 6 Current ECAC96 coverage

ECAC 96 is composed by the following Countries: Austria, Belgium, Denmark, Finland, France, the Federal Republic of Germany, Greece, Iceland, Ireland, Italy, Luxembourg, the Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, Turkey United Kingdom, Cyprus, Malta, Monaco, Hungary, Poland, Bulgaria, Czechoslovakia, Romania, Croatia, Lithuania, Slovenia, Czech Republic, Slovak Republic Latvia and Estonia.

Service Category Coverage requirements

Open Service

EU States, Norway, Switzerland landmasses.

Morocco, Algeria, Tunisia, Libya, Egypt, Israel, the Palestinian Authority, Lebanon, Syria and Turkey (up to 40° longitude) landmasses

Commercial Service Europe (and areas covered by SoL)

Safety Of Life Service En-Route and Non Precision

Approach (NPA)

Flight Information Regions (FIRs) of the ECAC 96: Austria, Belgium, Denmark, Finland, France, the Federal Republic of Germany, Greece, Iceland, Ireland, Italy, Luxembourg, the Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, Turkey United Kingdom, Cyprus, Malta, Monaco, Hungary, Poland, Bulgaria, , Romania, Croatia, Lithuania, Slovenia, Czech Republic, Slovak Republic Latvia and Estonia.

Up to 70° latitude North and 40°

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Service Category Coverage requirements

longitude East.

Including the Canary Islands FIR and the oceanic control areas of Reykjavik, Shanwick and Santa Maria.

FIRs for Morocco, Algeria, Tunisia, Libya, Egypt, Israel, the Palestinian Authority, Lebanon, Syria, Jordan and Turkey (up to 40° longitude)

Approach with Vertical Guidance APV-I

ECAC 96 landmasses (see above), including Canary and Madeira Islands.

Up to 70° latitude North and 40° longitude East.

Landmasses of Morocco, Algeria, Tunisia, Libya, Egypt, Israel, the Palestinian Authority, Lebanon, Syria, Jordan and Turkey (up to 40° longitude)

Table 4 Current coverage requirements defined in the EGNOS MRD Version 2.0

Further extensions are being investigated to cover other adjacent regions to the ECAC region and more remote regions or continent. An example of the coverage extension for the Flight Information Region (FIR) is given in Error! Reference source not found..


EGNOS Shall Provide

EGNOS shall include built in capability to provide

(For the extension to ISCA it is assumed that additional EGNOS non-recurrent elements (e.g. RIMS) are deployed and the necessary system adaptation)

OS SoL

En-route – NPA

SoL APV-I

SoL APV-II

OS SoL

En-route – NPA

SoL APV-I

Lateral accuracy 3 m 220 m 16 m 16 m 3 m 220 m 16 m Vertical accuracy 4 m N.A. 20 m 8 m 4 m N.A. 20 m

Integrity - 1-10-7/ hour 1-2.10-7 / 150s 1-2.10-7 / 150s - 1-10-7/ hour 1-2.10-7 / 150s

Time To Alarm - 10 s 10 s6 6 s - 10 s 10 s HAL - 0,3 NM 40 m 40 m - 0,3 NM 40 m VAL - N.A. 50 m 20 m - N.A. 50 m Continuity - 1-10-5 / hour 1-8.10-6 / 15s 1-8.10-6 / 15s - 1-10-5 / hour 1-8.10-6 / 15s Global availability 0.99 0.999 N/A N/A 0.99 0.999 N/A Local Availability - N.A. 0.99 0.99 - N.A. 0.99

Area Covered European,

Mediterranean

European & Mediterranean

FIRs

European & Mediterranean Landmasses

European Landmasses

ISCA ISCA FIRs ISCA selected landmasses

Table 5 EGNOS Specified OS-SoL performances

6 The EGNOS SoL service shall provide APV-I integrity performance with a Time To Alarm of 6 s as a built in capability to meet APV-II requirements in the future over European landmasses.

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EGNOS Shall Provide Commercial Data Distribution Service

RIMS raw data EGNOS Broadcast Message Data EGNOS Products

EGNOS Health Status Data

Latency 2 s Availability 99%

Table 6 EGNOS Specified CDDS Performance

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5 Potential evolutions

5.1 Introduction of CAT-I service level

An updated service level is proposed to reflect the aviation requirement on EGNOS to support LPV operations with a "Decision Height" of 200 feet. This new service level (called “LPV 200” for the time being) would be supported by EGNOS if the performance requirements were aligned with the current ICAO CAT-I level requirements.

ICAO is currently studying this new operation and a specific work item is included in the work programme of the "ICAO Navigation Systems Panel" to propose a revision of ICAO SARPs to accommodate such a change.

The Navigation strategy of Eurocontrol is to introduce CAT-I services based on EGNOS by 2013. This evolution is likely to bring a significant positive impact on the image and marketability of EGNOS (in particular for operators flying Boeing or Airbus).

5.2 Introduction of GPS L5 signal for Safety of Life applications

The GPS SIS available for safety of life applications is planned to evolve from L1 frequency band only (current status) to L1 and L5 bands. The GPS L1 SIS should remain unchanged, ensuring backward compatibility to all GPS L1 receivers in use.

It is expected that the availability of the GPS L5 will encourage users to equip with L1/L5 dual frequency receivers, in order to obtain better performances (by improved resistance to interference and reduction of residual ionospheric errors). The full capability of GPS L5 will be implemented once the 24 foreseen GPS satellites transmitting L1 and L5 signals will be available.

The SBAS services may then evolve to take advantage of this new GPS frequency, through two aspects:

- providing an overlay to GPS L1/L5 receivers in addition to the current overlay to GPS L1 receivers,

- broadcasting SBAS overlay data through GPS L5 frequencies in addition to the current GPS L1 frequency.

The SBAS service providers would then enable the users equipped with L1/L5 receivers to get improved performance with respect to the current SBAS standards performance.

Work is on-going in different fora to investigate and compare the capabilities of different system/receiver configurations, taking into account both the GPS L5 and the Galileo signals.

5.3 EGNOS and Multi Constellation Regional Services

The current SBAS implementations are providing an overlay to the GPS SIS only. With the emergence of other GNSS systems than GPS (e.g. modernisation/completion, Galileo, Compass, QZSS) in the years to come, SBAS users will be offered an opportunity of combining the use of SBAS SIS with the other GNSS SIS.

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The current EGNOS mission (providing an overlay to GPS L1 broadcast on GPS L1) may then be enlarged to a multi-constellation regional overlay mission (providing overlay to GPS and other multi-frequencies GNSS, broadcast through multiple GNSS frequencies).

Such improved capabilities, identified as MRS (Multi-constellation Regional Services), could allow developing new applications.

The MRS concept covers very different aspects such as:

- Evolution of SBAS standard to broadcast integrity information for Galileo,

- Evolution of SBAS broadcast means for non civil aviation communities.

5.4 EGNOS and GALILEO

In essence, EGNOS will remain as the European Satellite Based Augmentation System (SBAS), as a certified system augmenting the GPS and later the future Galileo constellation, and guaranteeing independently from Galileo the integrity of the GNSS signals.

There are many questions raised about the commitment of the life duration of EGNOS, because Galileo is pointing out at the horizon of 2013 and is seen by non experts as having the "same" level of services. Apart from the political commitment of the European institutions (as explained in 3.2) it is important to emphasize the many reasons for keeping EGNOS complementary to Galileo:

First, the regulation for aviation domain foresees that the minimum notice before terminating a technology used in the domain is minimum 6 years.

Second, the benefits brought by EGNOS are significant, even with a fully fledged Galileo system, by the simple fact that for a relatively low cost, EGNOS increases the integrity of the signals, and therefore the safety for users.

Moreover, the certification process is a long established process under a clear defined regulation which will give a stability factor to the EGNOS SoL service.

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6 How to use EGNOS?

Seen the particularities of the EGNOS signals in terms of availability, reliability, precision and integrity together with the experts forecast of the GNSS market increase, it is expected that new applications of EGNOS will be soon developed (Figure 7). Details are given in the subsequent chapters.

Alert time

Precision

Source: CNES, GENESI, GSA analysis

< 10cm 3 m 10 m5 m 100 m 200 m1 m

1 s

10 s

15 s

6 s

30 s

>30 s

Terminal

NPAMarine/fluvial navigation

APV II

APV IFreight management

RUC

CAT IADAS

LBS Assettracking

En‐route navigation

CAT IIITraincontrol

Marine manoeuvringGeodesyPrecision agriculture

Emergency guidance

GPS/GLONASSEGNOS

CDDS

Figure 7 Potential application for EGNOS

6.1 The EGNOS Receivers and their integration in aircrafts There are mainly two categories of receivers: - SoL SBAS receivers: standard RTCA MOPS 229D; - non-SoL SBAS receivers: they benefit only from the improvement of the precision by means of ionospheric/GPS corrections. Retrofitting the avionics will depend on the type of aircraft, whether it is already provided with a Flight Management System (FMS) or not. Consequently the integration of SBAS receivers in the aircrafts will necessitate either:

integration into existing FMS and display, or; the provision of a display/RNAV functionality.

The majority of large commercial aircraft are already equipped with an FMS system, and therefore require just the integration of the SBAS receiver. Smaller aircraft generally are not equipped with an FMS, and so will require an RNAV system.

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6.2 Procedures for Safety Of Life applications The use of EGNOS for Safety Of Life application will follow procedures in order to ensure the compatibility of the use of ENOS signal with its delivered performances.

6.2.1 General approach for procedures Specific set of procedures have to be developed per transport sector. The most advanced sector regarding specific procedures is aviation.

6.2.2 Fostering the use of EGNOS for aviation Upon compliance of the EGNOS SIS (Signal In Space) with ICAO SBAS SARPS (Standards and Recommended Practices) over the service area specified in MRD, EGNOS will be declared a valid radio navigation aid for supporting flight operations following the certification of the service provider and the system according to the SES service and interoperability regulations respectively.

The current status of use of EGNOS by airspace users requires the development of application safety cases to demonstrate that EGNOS can be safely used to support a given type of operations in a given air traffic environment and the achievement of the standardization work carried out in the frame of the SES M/408 mandate (expected by the end of 2009) indicating the elements needed for an implementation of APV-I (the very first application of EGNOS in aviation) in civil aviation. These standards will include among others the following:

- Minimum Operational Performance Specifications (MOPS) for the APV SBAS I/II airborne equipment in coordination with EUROCAE;

- Detailed guidelines on APV procedure development and implementation;

- Detailed Guidelines on the APV procedure certification/approval issues (in cooperation with the EASA Rulemaking Task (20.003) for the airborne systems developing AMC material for RNAV (GNSS) approach operations – both airworthiness and flight operations guidance);

- Test and validation procedures including guidelines on calibration flights.

The operational use of EGNOS in aviation requires the implementation of different operational enablers. These enablers are being developed by some ANSPs (Air Navigation Service Providers), the GIANT projects (6th and 7th FP) and EUROCONTROL, who had coordinated some work and provided some guidance material. The main enablers are described below:

Flight procedures development. Guidance material is developed for use by the ANSPs during the preparation of flight procedures considering the material produced by ICAO (e.g. Obstacle Clearance Panel). Procedures design support tools have to be developed and procedure designers have to be trained. Ultimately, ANSPs will design and publish flight procedures for EGNOS.

Navigation data quality & procedure coding requirements. Navigation databases should only be available from accredited suppliers with suitable quality assurance procedures in place. EASA and National Regulatory Authorities must ensure that these suppliers are accredited.

Flight inspection requirements. Guidance material will be developed to support flight inspection activities of the EGNOS based procedures to be carried out by the ANSPs.

ATC (Air traffic Control) and aircrew: procedures and training. Air Traffic Controllers and aircrew have to be trained on the EGNOS capabilities including new

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methods of managing traffic to ensure safe and expeditious operations in nominal and contingency modes.

EGNOS-ATC interface. SBAS status monitoring and NOTAM requirements. EUROCONTROL is carrying out a study to determine the operational needs of ATC in terms of information about the GNSS status. The results of this study will determine the requirements of the EGNOS-ATC interface to be put in place.

Aeronautical Information Publication Requirements. It is an essential requirement for all procedures that all co-ordinate data published in AIPs (e.g. Runway Thresholds, Navigation Aids, Waypoints, etc.) are surveyed with reference to the WGS84 standard. Coordinate survey, procedure design and data management process through to publication has to ensure the high quality of data required for EGNOS approaches.

Airworthiness and Operational Approval Criteria. EASA has to develop and issue appropriate certification and operational approval material covering a range of configurations in terms of EGNOS receiver on-board integration.

Another line of activity planned under the FP7 addresses the study of the mission aspects for the evolution of EGNOS and Galileo. This includes the analysis of the future user needs and evolution of the mission for the future GNSS (including the evolution of EGNOS), and also its international dimension. See Error! Reference source not found. for the details on the EGNOS FP7 projects.


7 Annex

7.1 Reference Documents [1] EGNOS Mission Requirements Document, Version 2.0, 8th May 2006 [2] EGNOS MRD Configuration Control Board Terms of Reference [3] MOPS for Global Positioning System/ Wide Area Augmentation System Airborne Equipment,

RTCA/DO-229D, Dec. 2006. [4] SES Framework Regulation, Regulation (EC) No 549/2004 of the European Parliament and of

the Council of 10 March 2004 laying down the framework for the creation of the single European sky

[5] SES Service Provision Regulation, Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky

[6] SES Interoperability Regulation, Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network

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SERVICE

DEFINITION DOCUMENT

OPEN SERVICE

Ref : EGN-SDD OS V1.0

___________________________________________________________________

European Commission Directorate-General for Energy and Transport

2

Document Change Record

Revision Date Summary of Changes 1.0 01/10/2009 Initial version of the document

Approved by Date Paul Verhoef

European GNSS Programme Manager

01/10/2009

3

TABLE OF CONTENTS

1 INTRODUCTION 6

1.1 PURPOSE AND SCOPE OF THE DOCUMENT 6 1.2 REFERENCE DOCUMENTS 7 1.3 TERMS AND CONDITIONS OF EGNOS OS USE, INCLUDING LIABILITY 7 1.4 EGNOS OS LIFETIME 8

2 DESCRIPTION OF THE EGNOS SYSTEM AND SERVICE PROVISION ENVIRONMENT 9

2.1 HIGH LEVEL DESCRIPTION OF THE EGNOS SERVICE TECHNICAL FRAMEWORK 9 2.1.1 SATELLITE NAVIGATION CONCEPT 9 2.1.2 ERRORS AFFECTING USER POSITIONING 9 2.1.3 OBJECTIVE OF EGNOS 10 2.1.4 GPS OVERVIEW 11 2.1.4.1 GPS Services 11 2.1.4.2 GPS Architecture 12 2.1.5 EGNOS OVERVIEW 12 2.1.5.1 EGNOS Services 12 2.1.5.2 EGNOS: One SBAS amongst others 13 2.1.5.3 EGNOS Architecture 14 2.2 EGNOS ORGANISATIONAL FRAMEWORK 18 2.2.1 BODIES INVOLVED IN THE EGNOS PROGRAMME AND SERVICE DELIVERY 18 2.2.2 HOW TO GET INFORMATION ON EGNOS OR CONTACT THE SERVICE PROVIDER 19

3 EGNOS SIS 20

3.1 EGNOS SIS INTERFACE CHARACTERISTICS 20 3.1.1 EGNOS SIS RF CHARACTERISTICS 20 3.1.2 EGNOS SIS MESSAGE CHARACTERISTICS 20 3.2 EGNOS RECEIVERS 22 3.3 EGNOS TIME AND GEODETIC REFERENCE FRAMES 23 3.3.1 EGNOS TERRESTRIAL REFERENCE FRAME - ETRF 23 3.3.2 EGNOS NETWORK TIME: ENT – GPS TIME CONSISTENCY 24 3.4 EGNOS SIS PERFORMANCE IN THE RANGE DOMAIN 25

4 EGNOS OS PERFORMANCE 27

4.1 EGNOS OS DESCRIPTION AND CHARACTERISTICS 27 4.2 EGNOS OS STANDARD PERFORMANCE 27 4.2.1 POSITIONING ACCURACY 27

4

4.2.2 POSITIONING COMPLIANCE AREA 28 4.3 EGNOS OS LIMITATIONS 29

5 EGNOS TIME SERVICE PERFORMANCE 33

5.1 COORDINATED UNIVERSAL TIME (UTC) TIMESCALE AND UTC(K) 33 5.2 UTC(OP) DISSEMINATION VIA EGNOS SIS 34

ACRONYMS 36

APPENDIX A - EGNOS OS PERFORMANCE OBSERVED DURING THE PRE-OPERATIONAL LIFE OF THE EGNOS SYSTEM 38

A.1 EGNOS OS PERFORMANCE 38

A.1.1 POSITION ACCURACY 38 A.1.2 EGNOS OS COMPLIANCE AREA 40

A.2 EGNOS SIS AVAILABILITY 41

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EXECUTIVE SUMMARY The European Geostationary Navigation Overlay Service (EGNOS) provides an augmentation signal to the Global Positioning System (GPS) Standard Positioning Service (SPS). Presently EGNOS augments GPS using the L1 (1575.42 MHz) Coarse/Acquisition (C/A) civilian signal function. While GPS consists of positioning and timing signals generated from spacecraft orbiting the Earth, EGNOS provides correction and integrity information intended to improve positioning, navigation and timing services over Europe. The "EGNOS Service Definition Document - Open Service" (EGNOS SDD OS) is intended to give information on the EGNOS Open Service (EGNOS OS), which is the first EGNOS service to become available. The document describes the EGNOS system and Signal-In-Space (SIS), the performance achieved by the Open Service (OS), and provides information on the technical and organisational framework at European level for the provision of the OS. The EGNOS SDD OS provides an insight into the EGNOS service performance which is of use to receiver manufacturers, GNSS application developers and the final users of the EGNOS OS. The document reports the performance corresponding to the current EGNOS System Release (ESR version 2.2). The document will be updated as required in order to reflect any substantial changes and improvements to EGNOS augmentation services as they occur in the future. In this context the document includes high level information on GNSS concepts, the GPS Service, EGNOS System/Services, EGNOS Management and EGNOS Interfaces with Users as well as the minimum performance of the EGNOS OS. Some observed performance of EGNOS OS is also presented in a dedicated appendix. This document is not intended to address EGNOS SoL service performance. Appropriate information on EGNOS SoL service will be published in a separate document called the "EGNOS Service Definition Document – Safety of Life Service" (EGNOS SDD SoL) in due time for the operational implementation of the EGNOS SoL service.

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1 Introduction

1.1 Purpose and Scope of the document The EGNOS Service Definition Document - Open Service (EGNOS SDD OS) presents the characteristics of the service offered to users by the EGNOS Open Service (EGNOS OS) highlighting the positioning and timing performance currently available to suitably equipped users using both the GPS SPS broadcast signal and the EGNOS OS augmentation signal. The minimum level of performance of the EGNOS OS as specified in the EGNOS OS SDD is obtained under the condition that compliance is ensured with:

• the main GPS SPS SIS characteristic/performances defined in the GPS ICD [RD6], in SBAS MOPS appendix B [RD2] and in GPS SPS Performance Standard [RD3] and;

• the receiver characteristics as described in chapters 3 and 4. The EGNOS SDD OS comprises 5 main sections:

- this first section ("Introduction") defines the scope of the document, the relevant reference documents and deals with the terms and conditions of EGNOS OS use, including liability, and the intended lifetime of the Service;

- the second section ("Description of the EGNOS system and service provision environment") gives a brief description of the Satellite Navigation concept and the technical and organisational framework for the EGNOS services provision;

- the third section ("EGNOS SIS") introduces the EGNOS Signal in Space characteristics, and deals with EGNOS performance in the range domain;

- the fourth section ("EGNOS OS Performance") describes the positioning Service offered to users by the EGNOS OS and the standard performance in the positioning domain;

- the fifth section ("EGNOS Time Service Performance") deals with the EGNOS Time Service giving its expected performance;

While the fourth section is the core of the present document and reports on system performance in the position domain, the second section is mainly intended to introduce the OS for the benefit of those readers that may be interested in some deeper understanding of satellite navigation principles and the EGNOS system architecture. It also includes links to provide a deeper insight into the system and

7

service provision. The third and fifth sections aim to give more technical information, mainly for the benefit of receiver/applications developers interested in EGNOS. The document also includes an Appendix reporting some statistical information concerning the EGNOS performance collected during the pre-operational life of the EGNOS system. While the EGNOS performance reported in section 3.4 and 4.2 represents the minimum performance that can be expected when using the EGNOS OS; the performance reported in Appendix A shows the performance of the OS as it can typically be observed in reality. Typically, the 'minimum' performance figures tend to be more conservative than the 'observed' figures as these take account of a number of abnormal system states or non-typical environmental conditions that can statistically be expected to occur during the lifetime of the system. These two types of characterisation are considered to provide valuable and complementary insights into the EGNOS service performance for receiver manufacturers, GNSS application developers and end users of the EGNOS OS. The performance reported here is the one that can be obtained with the version of EGNOS currently in operation (ESR v2.2). Future ESRs will deliver at least a similar level of performance. This document does not address the Safety of Life Service(SoL) and the Commercial Data Distribution Service (CDDS). These will be reported on in separate dedicated Service Definition Documents to be published at the time of entry into operation of these services.

1.2 Reference Documents Reference Title RD1 ICAO Annex10 Volume I (Radio Navigation Aids) – 6th Edition – July

2006 plus amendment 82 and 83 RD2 RTCA DO 2291 RD3 GPS Standard Positioning Service Performance Standard – October

2001 RD4 Regulation (EC) No 683/2008 OF THE EUROPEAN PARLIAMENT AND

OF THE COUNCIL of 9 July 2008 on the further implementation of the European satellite navigation programmes (EGNOS and Galileo)

RD5 EC/ESA/CNES User Guide for EGNOS Application Developers Ed. 1.1 - 30/07/2009

RD6 IS GPS 200 Revision D – NAVSTAR GPS Space Segment / Navigation User Interface – 07/12/2004

1.3 Terms and conditions of EGNOS OS use, including liability

EGNOS has been designed and developed with the general goal to improve GPS performances in Europe. Its OS is intended to offer these benefits for the users of

1 Revisions C or D

8

general purpose applications freely accessible through a GPS/SBAS compatible receiver within the EGNOS OS area and without any direct charge. EGNOS OS can only be used for non safety critical purposes, i.e. purposes that have no impact on the safety of human life and where a failure in availability, integrity, continuity or accuracy of the EGNOS SIS could not cause any kind of direct or indirect personal damage, including bodily injuries or death. Although care has been taken in designing, implementing and operating the system, as well as in providing the OS, it is not meant to offer a service guarantee or liability from the EGNOS service provider, the European Community or ESA. The minimum level of performance against which the system has been designed, as well as data of actual performance, is provided in this document solely for the reasons of transparency in order to enable the user to make an informed decision regarding EGNOS OS use. However, actual EGNOS OS performance may differ in the future. The user retains his responsibility to exercise a level of care appropriate with respect to the uses to which he puts the EGNOS OS, taking into account the considerations outlined above.

- DISCLAIMER OF LIABILITY -

THE EUROPEAN COMMUNITY AS THE OWNER OF THE EGNOS SYSTEM AND ESSP SAS AS ITS OPERATOR EXPRESSLY DISCLAIM ALL WARRANTIES OF ANY KIND (WHETHER EXPRESS OR IMPLIED) WITH RESPECT TO THE OPEN SERVICE, INCLUDING, BUT NOT LIMITED TO THE WARRANTIES REGARDING AVAILABILITY, CONTINUITY, ACCURACY, INTEGRITY, RELIABILITY, FITNESS FOR A PARTICULAR PURPOSE OR MEETING THE USERS' REQUIREMENTS. NO ADVICE OR INFORMATION, WHETHER ORAL OR WRITTEN, OBTAINED BY A USER FROM THE EUROPEAN COMMUNITY OR ESSP SAS SHALL CREATE ANY SUCH WARRANTY. BY USING THE EGNOS SIS, THE USER AGREES THAT NEITHER EUROPEAN COMMUNITY NOR ESSP SAS SHALL BE HELD RESPONSIBLE OR LIABLE FOR ANY DIRECT, INDIRECT, INCIDENTAL, SPECIAL OR CONSEQUENTIAL DAMAGES, INCLUDING BUT NOT LIMITED TO, DAMAGES FOR INTERRUPTION OF BUSINESS, LOSS OF PROFITS, GOODWILL OR OTHER INTANGIBLE LOSSES, RESULTING FROM THE USE OF, MISUSE OF OR THE INABILITY TO USE THE EGNOS SIS.

- WARNING FOR CIVIL AVIATION AND OTHER SAFETY OF LIFE USERS -

Neither EGNOS, its Signal in Space (SIS), nor its operator have been certified for safety of life uses, i.e. purposes that have impact on the safety of human life and where a failure in availability, continuity, integrity or accuracy of the EGNOS SIS could cause any kind of direct or indirect personal damage, including bodily injuries or death. Certification for civil aviation process under SES regulations is under preparation. Consequently until further notice, the EGNOS SIS is broadcast with a message of a type 0 or the equivalent type 0/2 (“Do not Use”) as specified in ICAO SARPS. Civil aviation users should therefore not use the EGNOS SIS for safety critical purposes.

1.4 EGNOS OS Lifetime The EGNOS Services are intended to be provided for a minimum period of 20 years with 6 years advance notice in case of significant changes in the Services provided.

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2 DESCRIPTION OF THE EGNOS SYSTEM AND SERVICE PROVISION ENVIRONMENT

2.1 High Level description of the EGNOS Service Technical Framework

2.1.1 Satellite Navigation Concept Satellite Navigation is a technique whereby users can determine their position based on the measurement of the distance (range) between a number of orbiting satellites and the user receiver. Each satellite of the constellation broadcasts periodic signals that can be used by the user equipment to precisely determine the propagation time between the satellite signal transmission and the satellite signal reception by the receiver. This propagation time can easily be converted into a distance since, at a first approximation, the signals travel in space at a constant speed (the speed of light). Each satellite also continuously broadcasts all information necessary to determine the exact position of the spacecraft at any point in time, the so-called ephemeris. Knowing the spacecraft position and the distance from that particular satellite the user position is known to be somewhere on the surface of an imaginary sphere with a radius equal to that distance. If the distance to a second satellite is known, the user must be located somewhere on the circumference where the two spheres intersect. Using a third and fourth satellite, the location of the user can be inferred2. A GNSS receiver processes the individual satellite range measurements and combines them to compute an estimate of the user position (latitude, longitude and altitude) in a given geographical coordinate reference frame.

2.1.2 Errors affecting user positioning As explained in the previous section, the estimation of the satellite-to-user range is based on the measurement of the propagation time of the signal. A number of error sources affect the accuracy of these measurements:

• Satellite clocks: any error in the synchronisation of the different satellite clocks will have a direct affect on the range measurement accuracy. These errors are similar for all users able to view a given satellite.

2 Based on this principle (called triangulation), the location of a receiver could theoretically be determined using the distances from only 3 points (satellites). However, in reality, the determination of a location is actually based on this triangulation principle and requires in addition an estimate of the "unknown" receiver clock bias. This necessitates an additional (4th) range measurement.

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• Signal distortions: any failure affecting the shape of the broadcast signal may have an impact on the propagation time determination in the user receiver.

• Satellite position errors: if the spacecraft orbits are not properly determined by the system's ground segment, the user will not be able to precisely establish the spacecraft location at any given point in time. This will introduce an error when computing the user position. The size of the error affecting the range measurements depends on the user's location.

• Ionospheric effects: the Ionosphere is an ionized layer of the atmosphere located a few hundred kilometres above the surface of the Earth. When transiting through the ionosphere, the satellite navigation signals propagation is disturbed and range measurement errors result. The size of the error will depend on the level of solar activity (following approximately an 11-year cycle) and the satellite elevation above the horizon. For a low elevation satellite at 5° above the horizon, the error affecting the measurement is about 3 times larger than the error affecting a satellite seen at the zenith.

• Tropospheric effects: the troposphere is the lower part of the atmosphere where most weather phenomena take place. The signal propagation in this region will be affected by the specific atmospheric conditions (e.g. temperature, humidity…) and will result in range measurement errors. The size of the error will also depend on the satellite elevation above the horizon. For a low elevation satellite at 5° above the horizon, the error affecting the measurement is about 10 times larger than the error affecting a satellite seen at the zenith.

• Reflections: when propagating towards the user receiver, the navigation signals are prone to reflections from the ground or nearby objects (buildings, vehicles...). These reflected signals combine with the direct signals and bias the range measurements made by the user receiver.

• Thermal noise, Interference and User receiver design: the power level of the received navigation signals (at user receiver antenna) is extremely low. Therefore, the range measurements made by the receiver will be affected by the quality of the user receiver radio frequency module, the ambient noise level and interfering signals.

When trying to characterise the overall range measurement errors, all error sources described above are aggregated together and a unique parameter is used called the User Equivalent Range Error (UERE). The UERE is an estimate of the uncertainty affecting the range measurements for a given satellite. When computing its position, the user receiver combines the range measurements from the different satellites in view. Through this process, the individual errors affecting each range measurement are combined which results in an aggregate error in the position domain. The statistical relationship between the average range domain error and the position error is given by a factor depending on the satellite geometry and is named the DOP (Dilution Of Precision).

2.1.3 Objective of EGNOS Satellite navigation systems are designed to provide a positioning and timing service over vast geographical areas (typically continental or global coverage) with high accuracy performance. However, a number of events (either internal to the system

11

elements or external due to environmental conditions) may lead to significant positioning errors, well in excess of the typically observed navigation errors. For a large variety of users, such excessive errors will not be noticed or may have a marginal effect on the intended application. However, for a number of user communities, such large errors may directly impact the safety of operations and there is an absolute need to correct for such errors or be warned when such gross errors occur and cannot be corrected. For this reason, augmentation systems have been designed to improve the performance of existing global constellations. EGNOS is a Satellite Based Augmentation System (SBAS). SBAS systems are designed to augment the Navigation System constellation by broadcasting additional signals from geostationary (GEO) satellites and providing differential correction messages and integrity data for the satellites which are in the view of a monitoring station network. This increases the accuracy and the confidence a user can have in the satellite navigation positioning solution extending the field for satellite navigation to support more demanding applications. EGNOS OS can readily be used in a wide range of domains such as road navigation, precision agriculture or for leisure and personal mobility applications. In agriculture, EGNOS OS enables the high-precision spraying of fertilisers and pesticides, reducing the amount of chemicals needed for achieving optimal yield and productivity. It can also support innovative applications such as automatic tractor guidance or remote livestock positioning and supervision. EGNOS OS can be used in combination with geodetic techniques to improve methods in the area of property boundary mapping, land parcel identification and geo-traceability. In road transport, EGNOS OS can allow for the development of new applications such as ‘pay-per-use’ insurance or automatic road tolling, and can reduce the need for more costly alternative infrastructure. It can also be used to improve fleet tracking solutions in any road or maritime application domain. EGNOS OS improves the precision of all personal navigation applications, giving rise to a myriad of new possibilities such as guiding aids for the blind, emergency localisation, friend finding or geo-localised advertising. EGNOS OS will also broadcast a reliable time standard with unprecedented accuracy for use by computer and telecommunication networks.

2.1.4 GPS Overview

2.1.4.1 GPS Services The Navstar Global Positioning System (GPS) is a space-based radio-navigation system owned by the United States Government (USG) and operated by the United States Air Force (USAF). GPS provides positioning and timing services to military and civilian users on a continuous worldwide basis. Two GPS services are provided: the Precise Positioning Service (PPS), available primarily to the military of the United States and its allies, and the Standard Positioning Service (SPS) open to civil users (further information on SPS SIS or PPS SIS can be found on the National Executive Committee for Space-Based Positioning Navigation and Timing (PNT) website at

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http://pnt.gov/public/docs ). The GPS Signal In Space characteristics are defined in the GPS ICD [RD6]. The GPS SPS performance characteristics are defined in the GPS SPS PS [RD 3].

2.1.4.2 GPS Architecture In order to provide its services the GPS system comprises three segments: the Control, Space, and User Segment. The Space and Control segments are briefly described below. The Space Segment comprises a satellite constellation. The GPS baseline 24-slot constellation comprises 24 slots in 6 orbital planes with four slots in each plane. The baseline satellites occupy these slots. Any surplus GPS satellites that exist in orbit occupy other locations in the orbital plans. The nominal semi-major axis of the orbital plane is 26.559,7 Km. The GPS signals are broadcast on two carrier frequencies: L1 (1575,42 MHz) and L2 (1227,6 MHz). Each Satellite broadcasts three PRN (pseudorandom noise) ranging codes the P (precision) -code, the Y-code and the C/A (coarse/acquisition) -code; the civil ranging signal is the C/A code received on L1 carriers. The Operational Control System (OCS) includes four major subsystems: a Master Control Station, a back-up Master Control Station, a network of four Ground Antennas, and a network of globally-distributed Monitor Stations. The Master Control Station is located at Schriver Air Force Base, Colorado, and is operated on continuous basis (i.e. 24hours a day, 7 days a week, all year); it is the central control node for the GPS satellite constellation and is responsible for all aspects of the constellation command and control.

2.1.5 EGNOS Overview

2.1.5.1 EGNOS Services EGNOS (European Geostationary Navigation Overlay Service) is the European Satellite Based Augmentation Service (SBAS) that complements the US Global Positioning System (GPS). EGNOS provides corrections and integrity information to GPS signals over Europe. The three main EGNOS Services to be provided are:

The Open Service (OS), freely available to the public in Europe; The Safety of Life Service (SoL), that will provide the most stringent level of

signal-in-space performance to all Safety of Life user communities in Europe; The Commercial Data Distribution Service (CDDS) for customers who require

enhanced performance for commercial and professional use; OS The main objective of the EGNOS OS is to improve the achievable positioning accuracy thanks to the correction of several error sources affecting the GPS signals as described in section 2.1.2. The error sources reduced by EGNOS are those related to satellite clocks, satellite payload induced signal distortions, satellite position uncertainties and ionospheric effects. The other error sources (tropospheric

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effects, multipath and user receiver contributions) are local effects that cannot be corrected by a global or regional augmentation system. The EGNOS OS benefits from the high quality standards imposed on the design of EGNOS by the SoL Service requirements which bring additional accuracy to the satellite navigation positioning. The OS is accessible in Europe to any user equipped with an appropriate GPS/SBAS compatible receiver for which no specific receiver certification is required. The OS is available from October 2009. SoL Service The main objective of the EGNOS SoL service is to support Civil Aviation applications up to LPV (Localizer Performance with Vertical guidance) operations. However, the EGNOS SoL service will be usable in a wide range of other application domains (e.g. Maritime, Railways, Road…) but, at this stage, a detailed performance characterisation has only been conducted against the requirements expressed by civil aviation. In order to provide the Safety of Life Service, the EGNOS system has been designed so that the EGNOS Signal-In-Space (SIS) is compliant to the ICAO Standard and Recommended Practices (SARPs) for SBAS [RD1]. The detailed performance of the EGNOS SoL service is out of scope of the present document and will be described in the near future in an EGNOS Service Definition Document for the SoL Service (EGNOS SDD – SoL). The SoL Service is planned to be declared available in 2010. CDDS EGNOS Commercial Data Distribution Service (CDDS) provides authorised customers (e.g. added value application providers) the following EGNOS products for commercial distribution: - All EGNOS augmentation messages in real time (including satellite clocks and

ephemeris corrections, propagation corrections and integrity information in the SBAS format);

- Raw data from the Ranging and Integrity Monitoring Stations (RIMSs) in real time (including satellite high precision pseudorange measurements);

Application Providers are able to connect to the EGNOS Data Server, and exploit the EGNOS products, supplying services3 to final customers. The EGNOS Commercial Data Distribution Service is planned to be provided on the basis of commercial agreements between the EGNOS Service Provider and its customers. A dedicated Service Definition Document will be published for the CDDS when the service is declared available.

2.1.5.2 EGNOS: One SBAS amongst others EGNOS is part of a multi-modal inter-regional SBAS service, able to support a wide spectrum of applications in many different user communities, such as aviation, 3 Examples of potential application that could be provided by the providers are: provision of the EGNOS information in RTCM format; EGNOS pseudolites; provision of EGNOS services through RDS, DAB, WARTK, Internet; accurate ionospheric delay/TEC maps; provision of RIMS data; provision of performance data (e.g. XPL availability maps, GIVE maps, etc.); provision of EGNOS message files.

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maritime, rail, road and agriculture. Similar SBAS systems, designed to exactly the same standard (i.e. SARPs [RD1]), have already been commissioned by the US (Wide Area Augmentation System – WAAS) and Japan (MSAS). Implementation of similar additional systems is being investigated in other regions of the world (e.g. GAGAN in India and SDCM in Russia). The above mentioned existing and planned SBAS systems in the world are shown in Figure 1.

Figure 1 - Existing and planned SBAS systems In addition, most of these systems have plans to extend their service area to neighbouring regions thus paving the way for near global SBAS coverage.

2.1.5.3 EGNOS Architecture The EGNOS functional architecture is shown in Figure 2. In order to provide its services to users equipped with appropriate receivers (i.e. user segment) the EGNOS system comprises two main segments: the Space Segment, and the Ground Segment.

EGNOSWAAS MSAS GAGAN

SDCM

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Figure 2 - EGNOS Architecture

EGNOS Space Segment The EGNOS Space Segment consists of 3 Geostationary (GEO) satellites broadcasting corrections and integrity information for GPS satellites in the L1 frequency band (1575,42 MHz). At the date of publication the 3 GEOs used by EGNOS are:

GEO Name PRN Number Orbital Slot INMARSAT AOR-E PRN 120 15.5 W

INMARSAT IOR-W PRN 126 25.0 E

ARTEMIS PRN 124 21.5 E

This space segment configuration provides a high level of redundancy over the whole service area in case of geostationary satellite link failure. The EGNOS operations are handled in such a way that, at any point in time, at least two of the three GEOs broadcast an operational signal. Since it is only necessary to track a single GEO satellite link to benefit from the EGNOS OS, this secures a switching capability in case of interruption and ensures a high level of continuity of service performance.

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It is intended that the EGNOS space segment will be replenished over time in order to maintain a similar level of redundancy. The exact orbital location of future satellites may however vary though this will not impact the service offered to users. Similarly, different PRN code numbers may be assigned to future GEOs. However, all SBAS user receivers are designed to automatically detect and use any code in a pre-allocated set reserved for SBAS. Such evolutions will therefore be transparent to end users and will not necessitate any human intervention or change of receiving equipment. EGNOS Ground Segment The EGNOS Ground Segment comprises a network of Ranging Integrity Monitoring Stations (RIMS), four Mission Control Centres (MCC), six Navigation Land Earth Stations (NLES), and the EGNOS Wide Area Network (EWAN), which provides the communication network for all the components of the ground segment. Two additional facilities are also deployed as part of the ground segment to support system operations and service provision, namely the Performance Assessment and Checkout Facility (PACF) and the Application Specific Qualification Facility (ASQF) which are operated by the EGNOS Service Provider (ESSP).

RIMS The main function of the RIMS is to collect measurements from GPS satellites and to transmit these raw data each second to the Central Processing Facilities (CPF) of each MCC. The configuration used for the initial EGNOS OS includes 34 RIMS sites located over a wide geographical area. In order to improve the performance of the EGNOS system and enlarge the area where the EGNOS services can be used an extension of the monitoring network is expected in the short term which will see the inclusion of a RIMS in La Palma and the deployment of RIMS stations to Athens (Greece), Alexandria (Egypt) and Agadir (Morocco). A further extension is also planned in a slightly longer timeframe that should improve the EGNOS performances in the southern parts of the service area. Figure 3 shows the geographical distribution of RIMS already in operations and RIMS presently under development.

CPF The Central Processing Facility (CPF) is a module of the Mission Control Centres that uses the data received from the network of RIMS stations to:

• Elaborate clock corrections for each GPS satellite in view of the network of RIMS stations. These corrections are valid throughout the geostationary broadcast area (i.e. wherever the EGNOS signal is received).

• Elaborate ephemeris corrections to improve the accuracy of spacecraft orbital positions. In principle, these corrections are also valid throughout the geostationary broadcast area. However, due to the geographical distribution of the EGNOS ground monitoring network, the accuracy of these corrections will degrade when moving far away from the core service area.

• Elaborate a model of ionospheric errors over the EGNOS service area in order to compensate for ionospheric disturbances on the navigation signals.

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This function requires a dense network of monitoring stations. For this reason, the ionospheric model broadcast by EGNOS is not available for the whole geostationary broadcast area but is only provided for a region centred over Europe.

These three sets of corrections are then broadcast to users to improve the accuracy of the positioning. In addition, the Central Processing Facility estimates the residual errors that can be expected by the users once they have applied the set of corrections broadcast by EGNOS. These residual errors are characterised by two parameters:

• User Differential Range Error: this is an estimate of the residual range error after the application of clock and ephemeris errors for a given GPS satellite.

• Grid Ionospheric Vertical Error: this is an estimate of the vertical residual error after application of the ionospheric corrections for a given geographical grid point.

These two parameters can be used to determine an aggregate error bound by the horizontal and vertical position errors. Such information is of special interest for Safety of Life users but may also be beneficial to other communities needing to know the uncertainty in the position determined by the user receiver. Finally, the Central Processing Facility includes a large number of monitoring functions designed to detect any anomaly in the GPS and the EGNOS system itself and is able to warn users within a very short timeframe (less than 6 sec) in case of an error exceeding a certain threshold. These monitoring functions are tailored to the Safety Of Life functions and will not be further detailed in this document.

NLES The messages elaborated by the CPF at the Master MCC4 are transmitted to the NLESs. The NLESs (two for each GEO for redundancy purposes) transmit the EGNOS message received by the CPF to the GEO satellites for broadcasting to users and to ensure the synchronisation with the GPS signal.

CCF The EGNOS system is controlled through a Central Control Facility (CCF) located in each of the Master Control Centres. These facilities are manned on a 24/7/365 basis in order to ensure permanent service monitoring and control.

4 EGNOS has 4 MCC located in Ciampino (It), Langen (Ge), Swanwick (UK), Torrejon (Sp), which rotate in their rule of Master.

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Figure 3 - EGNOS RIMS sites (RIMS in operations are indicated with a yellow pentagon, RIMS

under deployment are indicated with a grey square)

2.2 EGNOS Organisational Framework

2.2.1 Bodies involved in the EGNOS programme and Service delivery The European Community, represented by the European Commission (EC), is the owner of the EGNOS system. The European Commission is in charge of the overall EGNOS programme management and as such, is responsible for making decisions regarding the system exploitation and the evolutions. The European Space Agency (ESA) led the technical development of the EGNOS system in the past and is now mandated by the European Commission to play the role of design and procurement agent for the system evolutions. The European Satellite Services Provider (ESSP) SAS is a company established by a number of major European Air Navigation Service Providers. The founding members of ESSP SAS are the Air Navigation Service Providers of France (DGAC/DSNA), Germany (DFS), Italy (ENAV SpA), Portugal (NAV-EP), Spain (AENA), Switzerland (Skyguide) and the United Kingdom (NATS). The EGNOS

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service provider has its headquarters in Toulouse (France) and its service provision centre in Madrid (Spain). ESSP SAS has been awarded the operations and service provision contract by EC for EGNOS until 2013.

2.2.2 How to get information on EGNOS or contact the service provider A number of websites are made available by the European Commission, the European Space Agency and the EGNOS service provider ESSP SAS to provide detailed information on the EGNOS programme, the system status and system performance, as well as to give access to a number of useful tools. Information on the EGNOS Programme can be found on the EC website at:

Information on EGNOS system aspects can be found on the ESA website at:

Official reporting of EGNOS Status and Performance can be found on EGNOS Service Provider website at:

Application developers will also be able to find useful material and assistance on a dedicated website (URL TBD) being developed by the GNSS Supervisory Authority. Additional useful information on EGNOS real time performance can also be found at: http://www.esa.int/navigation/egnos-perfo (operated by ESA) The EGNOS service provider operates the EGNOS HELPDESK. For any question on the EGNOS system status, EGNOS system performance, access to EGNOS data or anomaly reporting, the EGNOS service provider website or the following e-mail address should be used:

Another useful link is the FAA website which reports GPS and WAAS performance: http://www.nstb.tc.faa.gov/

[email protected]

www.essp-sas.eu

http://www.esa.int/esaNA/egnos.html

http://ec.europa.eu/transport/egnos/index_en.htm

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3 EGNOS SIS

3.1 EGNOS SIS Interface Characteristics The EGNOS Signal In Space format is compliant with the ICAO Standards and Recommended Practices (SARPs) for SBAS [RD1.] This section provides an overview of the EGNOS SIS interface characteristics but is not intended to provide a full description of the SIS format.

3.1.1 EGNOS SIS RF Characteristics The EGNOS GEO satellites transmit right-hand circularly polarised (RHCP) signals in the L band at 1575.42 MHz (L1). The broadcast signal is a combination of a 1023-bit PRN navigation code of the GPS family and a 250 bits per second navigation data message carrying the corrections and integrity data elaborated by the EGNOS ground segment. The EGNOS SIS is such that, at all unobstructed locations near ground level from which the satellite is observed at an elevation angle of 5 degrees or higher, the level of the received RF signal at the output of a 3 dBi linearly polarized antenna is within the range of –161 dBW to –153 dBW for all antenna orientations orthogonal to the direction of propagation. It is intended that future geostationary satellites used for EGNOS replenishment will broadcast higher minimum signal power levels in order to improve the acquisition and tracking performance of the user receiver.

3.1.2 EGNOS SIS Message Characteristics The EGNOS SIS Navigation Data is composed of a number of different Message Types (MT) as defined in the SBAS standard established by ICAO for use in civil aviation. Table 1 below reports the MTs that are used by EGNOS and their purpose.

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Message Type

Contents

0 Don't Use (SBAS test mode) 1 PRN Mask 2-5 Fast corrections 6 Integrity information 7 Fast correction degradation factor 95 GEO ranging function parameters 10 Degradation parameters 12 SBAS network Time/UTC offset parameters 17 GEO satellite almanacs 18 Ionospheric grid point masks 24 Mixed fast/long-term satellite error corrections 25 Long-term satellite error corrections 26 Ionospheric delay corrections 27 EGNOS service message 63 Null message

Table 1 – EGNOS SIS transmitted MT The format and detailed information on the content of the listed MTs and their use at SBAS receiver level are given in ICAO SARPs [RD 1] and RTCA SBAS MOPS [RD2].

- WARNING - It is important to note that up to the certification of EGNOS for civil aviation use, EGNOS will transmit the message MT0 (Don't Use-SBAS test mode) meaning that the Service can not be used for Safety of Life applications. During this phase, the contents of MT0 are similar to the one that should normally be broadcast through a MT2 (i.e. fast corrections) and it can be processed by a non-SoL receiver like a regular MT2. This kind of message is usually named MT0/2. In case of a major failure in the system, which would necessitate the ceasing of use of the EGNOS service for all kind of applications (i.e. including the ones based on the OS service), the content of MT0 is left empty. When the System is certified for aviation use and the MT0 is removed, the performance experienced by OS users should be unchanged. Depending on the type of receiver used, it may be that the EGNOS OS is denied during this period due to the type of implementation chosen by some receiver manufacturers. Should users encounter such a problem, they should contact their receiver manufacturers since the EGNOS service provider will not be in a position to solve this problem which is beyond its control.

5 MT 9 is broadcast with some information about the orbital position of the broadcasting GEO satellite. However, at this stage, the EGNOS system does not support the Ranging function as described in ICAO SARPs. This is indicated by a special bit coding of the Health and Status parameter broadcast in MT 17.

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3.2 EGNOS Receivers Since the SBAS standards were initially derived to support navigation for civil aviation applications, the reference SBAS receiver processing standards have also been developed by the civil aviation community. These standards are called SBAS Minimum Operational Performance Standards (MOPS) and are published by RTCA under the reference DO-229 [RD2]. The MOPS targets aviation use and therefore supports both horizontal and vertical navigation and implements a large number of features aimed at ensuring the integrity of the derived position. A number of these specific message processing techniques are not required for non-Safety of Life applications and may even result in degraded performance over what could be reached if implementing a tailored processing of EGNOS signals for OS. However, at this stage, no unique standard exists describing the use of EGNOS messages for OS users and therefore, different types of implementation have been selected by receiver manufacturers. As a minimum, it is expected that an SBAS receiver designed to support the OS will:

• Use the Geostationary satellite ranging function if available (broadcast through message types 9 and 17, this function is currently not supported by EGNOS)

• Decode and apply satellite clock corrections (broadcast through message types 2-5 and corresponding to satellites selected by message type 1)

• Decode and apply satellite ephemeris corrections (broadcast through message types 24-25)

• Decode and apply ionospheric corrections (broadcast through message type 26 for ionospheric grid points selected by message type 18)

• Take into account major warnings sent through the SBAS messages (broadcast through message types 2-5 and 6)

Additionally, an OS receiver may use the content of message type 12, if used for time determination. For the purpose of assessing the EGNOS OS performance as reported in Section 4, the following assumptions have been made for the OS user equipment processing: The system performance shall be met with any receiver that implements the MOPS DO-229 navigation weighted solution and message processing (equivalent to Class 3 GPS/WAAS receiver requirements) but which does not take into consideration the protection level criteria to declare that a solution is available. Note that in the monitoring of satellites/Ionospheric Grid Points, an EGNOS OS receiver is assumed to take into account the UDRE/GIVE indicator status as a MOPS receiver Class 3 (i.e. it will discard those satellites or IGPs which are either "Not Monitored" or are labelled as "Don't Use"). Many GNSS receivers currently available on the market are able to receive and process EGNOS signals and can be used to support numerous non-safety of life applications. A non-exhaustive list of EGNOS compatible receivers available on the market with general information on their suitability for a set of identified applications can be found in the EC/ESA/CNES publication "User Guide for EGNOS Application Developers " [RD 5] and on the EGNOS service provider website.

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3.3 EGNOS Time and Geodetic Reference Frames Strictly speaking, the time and position information that are derived by an SBAS receiver which properly applies the EGNOS corrections are not referenced to the GPS Time and the WGS84 reference systems as defined in the GPS Interface Specification. Specifically, the position coordinates and time information are referenced to separate reference systems established by the EGNOS system, namely the EGNOS Network Time (ENT) timescale and the EGNOS Terrestrial Reference Frame (ETRF). However, these specific EGNOS reference systems are maintained closely aligned to their GPS counterparts and, for the vast majority of users, the difference between these two time/terrestrial reference frames is negligible.

3.3.1 EGNOS Terrestrial Reference Frame - ETRF The EGNOS service was initially designed to fulfil the requirements of the aviation user community as specified in the ICAO SBAS SARPS. This reference established the GPS Terrestrial Reference Frame, WGS84, as the terrestrial reference to be adopted by the civil aviation community. The EGNOS Terrestrial Reference Frame (ETRF) is an independent realisation of the International Terrestrial Reference Frame (ITRF) which is a geocentric system of coordinates tied to the surface of the Earth and whose unit distance is consistent with the SI6 definition of the metre. The ITRF system is maintained by the International Earth Rotation and Reference Systems Service (IERS)7 and is the standard terrestrial reference system used in geodesy and Earth research. In order to define the ETRF, the ITRF coordinates and velocities of the RIMS antennas are estimated using space geodesy techniques based on GPS data. Precise GPS ephemeris and clock corrections produced by the International GNSS Service (IGS8) are used to filter the GPS data collected over several days at each RIMS site and derive the antenna coordinates and velocities with geodetic quality. This process is repeated periodically (at least once per year) in order to mitigate the degradation of the ETRF accuracy caused by the relative drift between the two reference frames. Both ETRF and WGS84 are closely aligned to ITRF and new releases of ETRF and WGS84 are issued periodically to ensure that the level of consistency with ITRF is maintained at a level of a few centimetres. This means that, for the vast majority of applications, it can be considered that the positions computed by an EGNOS receiver are referenced to WGS84 and can be used with maps or geographical databases in WGS84.

6 Information on the International System of Units (SI) can be obtained from http://www.bipm.org/en/si/ 7 Information on IERS can be obtained from http://www.iers.org/ 8 Information on IGS can be obtained from http://igscb.jpl.nasa.gov/

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3.3.2 EGNOS Network Time: ENT – GPS Time consistency The time reference used by EGNOS to perform the synchronisation of the RIMS clocks is the EGNOS Network Time (ENT). The ENT timescale is an atomic timescale which relies on a group of atomic clocks deployed at the EGNOS RIMS sites. The EGNOS (CPF) computes the ENT in real time, using a mathematical model which processes timing data collected from a subset of the RIMS clocks. The ENT is continuously steered towards GPS Time (GPST) by the EGNOS system and the relative consistency between the two timescales is maintained at the level of tens of nanoseconds as observed in Figure 4.

Figure 4 - ENT-GPST Period Feb 08 - Jun 099

All satellite clock corrections computed by the EGNOS ground segment and transmitted to the EGNOS users are referenced to the ENT timescale. Despite the high level of consistency between the ENT and GPST timescales, EGNOS users are advised not to combine uncorrected GPS measurements (i.e. those referenced to GPST) and GPS measurements which have been corrected using EGNOS parameters (i.e. those referenced to ENT), when computing a navigation solution. Indeed, this approach might noticeably degrade the accuracy of the solution (by up to 10 to 20 metres). EGNOS users who want to combine GPS measurements referenced to different timescales should account for an additional unknown corresponding to the time offset between the two time references in the receiver navigation models. 9 Courtesy of CNES

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3.4 EGNOS SIS Performance in the range domain This section focuses on the EGNOS SIS accuracy performances in the range domain, where accuracy is defined to be the statistical difference between the estimate or measurement of a quantity and the true value of that quantity. The EGNOS system has been qualified using conservative models which take into account the detailed behaviour of the EGNOS system under a number of operating conditions. The following range accuracy parameters are assessed:

• the Satellite Residual Error for the Worst user location (SREW) in the relevant service area after ephemeris and clock error corrections, Note : The "relevant service area" is defined as the intersection of the EGNOS service area (ref to Figure 5) and the monitored GPS satellite footprint.

• the vertical pseudorange error at the considered Ionospheric Pierce Point (IPP) location due to the remaining ionospheric delay (UIVD) after applying the ionospheric corrections.

-40 -30 -20 -10 0 10 20 30 4020

30

40

50

60

70

Figure 5 - EGNOS Service Area used for SREW computation

Table 2 provides a typical pseudorange error budget when using the EGNOS OS to correct for clock, ephemeris and ionospheric errors.

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Error Sources (1σ)

Error Size (m)

GPS SREW 2,3 Ionosphere (UIVD error) 0,5 Troposphere (vertical) 0,1 GPS Receiver noise 0,5 GPS Multipath (45º elevation) 0,2 GPS UERE 5 º elevation (after EGNOS corrections)

4,2

GPS UERE 90 º elevation (after EGNOS corrections)

2,4

Table 2 – Typical EGNOS SIS UERE.

Note 1: The shaded parameters are provided for information only and give an idea of the overall range accuracy performance that can be expected when using the EGNOS OS in a clean sky environment with high-end receiver equipment properly accounting for tropospheric effects. Only the SREW and UIVD parameters are under the full control of EGNOS and do not depend on the type and brand of receiver. As stated above, the SREW and UIVD values in Table 2 relate to the "worst user location" inside the service area and are calculated with conservative models. EGNOS SIS Users will usually experience better performances. This corrected range domain accuracy performance can be compared to the one that can be expected when using GPS-standalone without the EGNOS augmentation service (Ref to Table 3).

Error Sources (1σ)

Error Size (m)

GPS Clock and Ephemeris Errors 4,010 Ionosphere vertical error 2,0 to 5,011 Troposphere (vertical) 0,1 GPS Receiver noise 0,5 GPS Multipath (45º elevation) 0,2 GPS UERE 5 º elevation (GPS Stand-alone) 7.4 to 15.6 GPS UERE 90 º elevation (GPS Stand-alone) 4.5 to 6.4

Table 3 - Typical GPS Stand Alone SIS UERE. Statistical data on the actually achieved range availability of EGNOS SIS are given in appendix A.

10 GPS Standard Positioning Service Performance Standard. 11 This is the typical range of ionospheric residual errors after application of the baseline Klobuchar model broadcast by GPS for mid-latitude regions

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4 EGNOS OS PERFORMANCE

4.1 EGNOS OS Description and Characteristics The EGNOS OS is the first EGNOS Service to be declared operational in October 2009. It is intended for general purpose applications and is provided through two out of the three GEO satellites of the EGNOS Architecture (see section 2.1.5.3). It consists of signals for timing and positioning, freely accessible without any direct charge. At the time of publication of this document the two GEOs used in the Operation for OS are identified as PRN 120 (INMARSAT AOR-E) and PRN 124 (ARTEMIS). The configuration of the GEO in operations does not change frequently. Possible updates are nevertheless reported on the EGNOS Service Provider website (see section 2.2.2). The EGNOS OS is available to any users equipped with a SBAS enabled receiver. The minimum performance reported in this section is the one that can be experienced when using receiving equipment compliant with RTCA MOPS DO229 Class 3 specifications as described in section 3.2. It also assumes GPS characteristic/performance as mentioned in section 1.1 and a clear sky environment with no obstacle masking satellite visibility greater than 5° above the local horizontal plane. The OS service will also be available to users having receivers not fully compliant to the MOPS, but which are able to process the following Message Types transmitted by EGNOS: 1, 3, 4, 5, 6, 9, 12, 17, 18, 24, 25, 26, 0/2 or 2. However, in this case, the observed performance may deviate (positively or negatively depending on the implementation chosen by the receiver manufacturer) from that reported in this section. A formal certification regime is not applicable for the EGNOS OS delivery. The terms and conditions under which the EGNOS OS is delivered are described in section 1.3.

4.2 EGNOS OS Standard Performance

4.2.1 Positioning Accuracy The EGNOS OS minimum Accuracy is specified in Table 4.

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Definition Value

Horizontal Accuracy Corresponds to a 95% confidence bound of the bi-dimensional position error12 in the horizontal local plane for the worst user location

3 m

Vertical Accuracy Corresponds to a 95% confidence bound of the uni dimensional unsigned position error12 in the local vertical axis for the worst user location

4 m

Table 4 : OS Horizontal and Vertical Accuracy Statistical values of the measured OS accuracy over Europe are provided in Appendix A.

4.2.2 Positioning Compliance Area The EGNOS OS has been qualified by defining the minimum compliance area where 99% of the time the user is able to calculate its position and the accuracy performance are those described in section 4.2.1. This area is given in Figure 6. The result is conservative as it is based on conservative models and a configuration of 30 reference stations against the 34 presently included in the EGNOS network. Users can indeed usually experience better performances as reported in Appendix A. Use of the EGNOS OS is possible beyond the area defined in Figure 6. However, the service performance will gradually degrade as the user moves away from the nominal compliance area. For a given system accuracy performance, the service will become progressively less available as the user gets further from the compliance area. Alternatively, in order to maintain a given service availability performance (for example 99% of the time), the user will have to accept statistically higher positioning errors than the ones described in section 4.2.1. More information on the actual behaviour of the system beyond the compliance area is provided in Appendix A.

12 As for the case of range errors, the horizontal and vertical positioning accuracies correspond to a composite of residual errors from different sources (EGNOS ground and space segments, local environment and user segment). The assumptions taken on residual error sources beyond the control of EGNOS (e.g. tropospheric effects, receiver noise and multipath) are similar to the ones described in section 3.4.

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Figure 6 – EGNOS OS Compliance Area

4.3 EGNOS OS Limitations The EGNOS OS has been designed to improve the accuracy of the navigation solution over that available from a GPS-only receiver. In the vast majority of cases, the EGNOS service will be available and provide performance in line or beyond the minimum performance levels described in previous sections of this document. However, in a limited number of situations, users may experience non-nominal navigation performance levels. The most common causes for such abnormal behaviour are listed below.

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Root Cause Most Likely Symptoms Broadcasting delays As explained in section 2.1.5.3, one of the functions of EGNOS is to elaborate a model of the ionosphere and to broadcast this model to users so that they can correct for the related errors. When using the SBAS standard, broadcasting all parameters necessary to build such a model may take up to 5 minutes. The full positioning accuracy may therefore not be reached as soon as the receiver is turned on.

SBAS service not immediately available The receiver does not immediately use EGNOS to compute a navigation solution and therefore the position accuracy improvement is not available until a few minutes after the receiver is turned on.

GPS or EGNOS Signal Attenuation The receiver power level of GPS and EGNOS signals is extremely low. Using satellite navigation under heavy foliage or in an in-door environment will weaken further the signals up to a point where the receiver will either lose lock of such signals or have a very degraded performance.

Degraded position accuracy The position solution may demonstrate instability with higher error dispersion than usual. It may also be affected by sudden jumps when satellites are lost due to excessive attenuation. The performance of the receiver in such a difficult environment may be improved with a high quality receiver and antenna design.

EGNOS signal blockage The EGNOS signals are broadcast by several geostationary satellites. This ensures some level of redundancy in case a satellite link is lost due to shadowing by a close obstacle (e.g. local orography or building). However, when moving North to higher latitudes, the geostationary satellites are seen lower on the user's horizon and therefore are more susceptible to masking. In any latitude, it may happen that, in an urban environment the EGNOS signals are not visible for some time.

Degraded position accuracy after some time The effect of losing the EGNOS signal on the receiver will be equivalent to reverting to a GPS-only receiver. The navigation solution will still be available but will demonstrate a degraded accuracy since no clock, ephemeris or ionopheric corrections will be available to the user receivers. Such a degradation will not however be instantaneous since the SBAS standard has been designed to cope with temporary signal blockages. The exact time the receiver can continue to provide good accuracy in case of the loss of signal depends on the receiver design.

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Root Cause Most Likely Symptoms Local Multipath In urban environments, the GPS and EGNOS signals will be prone to reflections on nearby objects (building, vehicles…). This may cause significant errors which cannot be corrected by the EGNOS system due to their local nature.

Degraded position accuracy The navigation solution will tend to meander around the true position and may demonstrate deviations of a few tens of metres. This effect will have a greater impact on static or slowing moving users. Superior receiver and antenna design is able to attenuate the effect of multipath in some specific conditions.

Local Interference GPS and EGNOS are using a frequency band that is protected by the International Telecommunication Union (ITU). However, it is possible that in some specific locations, spurious transmissions from services operating in adjacent or even more remote frequency bands could cause harmful interference to the satellite navigation systems. Such events are usually localised for ground users but this may affect a wider area for airborne users. In most cases, national agencies are in charge of detecting and enforcing the lawful use of spectrum within their national boundaries.

Degraded position accuracy or complete loss of service Depending on the level of interference, the effect on the user receiver may be a degradation of the position accuracy (unusual noise level affecting the positioning) or a total loss of the navigation service in case the interfering signals preclude the tracking of navigation signals.

Ionospheric Scintillation Under some circumstances due to solar activity and in some specific regions of the earth (especially for boreal and sub-tropical latitudes), ionospheric disturbances (called scintillation) will affect the GPS and EGNOS navigation signals and may cause the complete loss of these signals for a short period of time.

Degraded position accuracy The position solution may be affected by sudden jumps when satellites are lost due to scintillation. If the number of tracked satellites drops seriously, a three dimensional position may not be available. Eventually, the navigation service may be completely lost in case less than 3 satellites are still tracked by the user receiver. In cases when the EGNOS signal is lost, the impact will be similar to the one described for "EGNOS signal blockage" above.

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Root Cause Most Likely Symptoms Receiver Design Refer to WARNING in section 3.1.2

Variable Depending on the nature of the receiver implementation chosen by given manufacturers, the impact on the positioning may vary from sub-optimal accuracy levels to a total denial of service based on EGNOS.

Table 5 – EGNOS OS limitations: most common causes for abnormal behaviour

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5 EGNOS TIME SERVICE PERFORMANCE The EGNOS Network Time (ENT) is not a recognised metrological timescale standard and is thus not very well suited to support the potential needs of the timing user community. In order to effectively support timing applications, the EGNOS system transmits specific corrections that allow the tracing of ENT to the physical realisation of the UTC by Observatoire de Paris, UTC(OP).

5.1 Coordinated Universal Time (UTC) Timescale and UTC(k) Coordinated Universal Time (UTC), maintained by the Bureau International des Poids et Mesures (BIPM), is the time scale that forms the basis for the coordinated dissemination of standard frequencies and time signals13. UTC is computed by the BIPM by processing clock data collected over a global network of atomic clocks operated by national metrology institutes and observatories. Each of these national institutes generates locally a physical realisation of the UTC which is commonly called UTC(k). Unlike ENT and GPST which are realised as continuous timescales consistent with the SI definition of the second, UTC includes regular one second magnitude discontinuities. These "leap seconds" are introduced artificially in UTC in order to keep it aligned to mean solar time which is based on the Earth's rotation period. Ideally EGNOS should provide traceability in real time to UTC as computed by BIPM. This is however not possible due to constraints which are difficult to overcome such as the fact that the UTC time scale is a "paper timescale" which does not correspond to the time signal of any physical clock. UTC is disseminated monthly through the BIPM publication "Circular T" with a latency of 6 weeks. Instead EGNOS provides access to the local UTC realisation at Observatoire de Paris, UTC(OP). A physical link between UTC(OP) and the EGNOS system has been established so that the ENT-UTC(OP) time offset can be monitored and predicted by the EGNOS system. Figure 7 shows the evolution of the UTC-UTC(OP) offset from 2007 to mid 2009.

13 Definition extracted from http://www.bipm.org/en/practical_info/faq/time_server.html

34

Figure 7 - Cicular T UTC-UTC(OP) Long Term Evolution (2007 to mid 2009)

5.2 UTC(OP) dissemination via EGNOS SIS ENT is disseminated through the SBAS corrections embedded in the EGNOS Signal In Space. The accuracy of the local realisation of ENT computed by an EGNOS receiver depends on the user ranging accuracy (affected by the errors described in section 2.1.2). In order to access the EGNOS time service at a given instant, the EGNOS timing receiver has to estimate first the local ENT time by applying the EGNOS corrections to the GPS measurements. It is assumed that EGNOS timing users will use static receivers whose precise coordinates are known with an uncertainty of a few centimetres. In this case, the uncertainty of the local ENT time estimate can be modelled as

[ ]

tsmeasuremenofnumbertheisNlightofspeedtheisc

whereNc

UEREENT EGNOS

local sec)( =σ

Mobile EGNOS users can also have access to a local ENT realisation since it is estimated within the receiver navigation processing. In this case however the accuracy of the ENT estimate degrades with respect to the static case since it is amplified by the Time DOP14. 14 Time DOP (TDOP) is a factor due to satellite geometry and characterises how the range errors translate into time determination errors at user receiver level.

35

[ ]sec)( TDOPc

UEREENT EGNOS

local ⋅=σ

In order to relate the local realisation of ENT to UTC(OP), the EGNOS receiver has to decode the EGNOS message 12 (MT-12) which provides the time offset between the two timescales and apply it to the ENT estimate. The difference between ENT and UTC(OP) is modelled in MT-12 as an integer number of leap seconds plus a linear offset model (including the following parameters: bias, drift and time of applicability). The accuracy of the ENT-UTC(OP) offset estimated by the EGNOS system and broadcast in the MT-12 is specified as 10 nanoseconds (3σ).

36

ACRONYMS AOR-E Atlantic Ocean Region – Est ASQF Application Specific Qualification Facility BIPM Bureau International des Poids et Mesures C/A Coarse Acquisition CCF Central Control Facility CDDS Commercial Data Distribution Service CPF Central Processing Facilities DAB Digital Audio Broadcasting dBi deciBel isotropic dBW deciBel Watt DOP Dilution Of Precision EC European Commission ECAC European Civil Aviation Conference EGNOS European Geostationary Navigation Overlay Service ENT EGNOS Network Time ESA European Space Agency ESR EGNOS System Release ESSP European Satellite Services Provider ETRF EGNOS Terrestrial Reference Frame EU European Union EWAN EGNOS Wide Area Network GAGAN GPS Aided Geo Augmented Navigation GEO GEOstationary satellite GIVE Grid Ionospheric Vertical Error GNSS Global Navigation Satellite System GPS Global Positioning System GPST GPS Time HNSE Horizontal Navigation System Error HPE Horizontal Precision Error ICAO International Civil Aviation Organization ICD Interface Control Document IERS International Earth Rotation and reference systems Service IGP Ionospheric Grid Point IGS International GNSS Service IOR-W Indian Ocean Region - West IPP Ionospheric Pierce Point ITRF International Terrestrial Reference Frame ITU International Telecommunication Union LPV Localizer Performance with Vertical guidance MCC Mission Control Centre

37

MOPS Minimum Operational Performance Standard MSAS MTSAT Satellite-Based Augmentation System MT Message Type NLES Navigation Land Earth Station OCS Operational Control System OS Open Service PACF Performance Assessment and Checkout Facility PNT Positioning Navigation and Timing PPS Precise Positioning Service PRN Pseudo Random Noise RD Reference Document RDS Radio Data System RF Radio Frequency RHCP Right-Hand Circularly Polarised RIMS Ranging and Integrity Monitoring Station RTCA Radio Technical Commission for Aeronautics RTCM Radio Technical Commission for Maritime Services SARPs Standard and Recommended Practices SAS Société par Actions Simplifiée SBAS Satellite Based Augmentation System SDCM System for Differential Correction and Monitoring SDD Service Definition Document SI Système International d'unités (international system of unit) SIS Signal In Space SoL Safety of Life SPS Standard Positioning Service SREW Satellite Residual Error in the Worst user location TDOP Time Diluition Of Precision UDRE User Differential Range Error UERE User Equivalent Range Error UIVD User Ionospheric Vertical Delay US United States USAF United States Air Force USG United States Governament UTC Co-ordinated Universal Time UTC(OP) Co-ordinated Universal Time (Observatoire de Paris) VNSE Vertical Navigation System Error VPE Vertical Precision Error WAAS Wide Area Augmentation Services WARTK Wide Area Real Time Kinematic WGS84 World Geodetic System 84 xPL Protection Level (generic)

38

APPENDIX A - EGNOS OS PERFORMANCE OBSERVED DURING THE PRE-OPERATIONAL LIFE OF THE EGNOS SYSTEM This Appendix A to the EGNOS OS SDD presents typical observed values of the EGNOS OS performance and EGNOS SIS availability. Most of these data have been collected and processed by the EGNOS service provider. Statistical observed system performance can be found on the ESSP website.

A.1 EGNOS OS Performance

A.1.1 Position Accuracy Table A.1 gives the averaged monthly HNSE (95%) and VNSE (95%) values collected daily from each operational PRN and for six months of 2009 at 19 RIMS sites.

HPE 1,02 0,86 0,84 0 ,84 0,89 0,90 0,89VPE 1,01 0,98 1,04 1 ,16 1,17 1,21 1,10HPE 1,05 1,02 1,12 1 ,09 1,18 1,17 1,10VPE 0,94 0,96 1,05 1 ,03 1,04 1,07 1,01HPE 0,85 0,77 0,78 0 ,76 0,82 0,87 0,81VPE 0,82 0,79 0,88 0 ,94 1,04 1,02 0,92HPE 1,11 0,95 1,00 1 ,01 1,04 1,04 1,03VPE 1,75 1,62 1,65 1 ,72 1,78 1,67 1,70HPE 0,62 0,57 0,60 0 ,64 0,66 0,61 0,62VPE 1,54 1,54 1,40 1 ,29 1,41 1,51 1,45HPE 0,85 0,87 0,88 0 ,95 0,97 0,99 0,92VPE 1,44 1,31 1,28 1 ,27 1,29 1,41 1,33HPE 0,86 0,93 0,93 0 ,91 1,00 1,02 0,94VPE 1,09 1,01 1,13 1 ,07 1,15 1,17 1,10HPE 0,80 0,82 0,81 0 ,78 0,83 0,85 0,81VPE 1,14 1,04 1,07 1 ,02 1,06 1,05 1,06HPE 0,87 0,85 0,92 0 ,86 0,93 0,81 0,87VPE 0,97 1,03 1,09 1 ,11 1,08 1,05 1,05HPE 0,86 0,83 0,88 1 ,04 1,04 0,94 0,93VPE 2,54 2,52 2,47 2 ,56 2,38 2,25 2,45HPE 0,84 0,80 0,76 0 ,87 0,86 0,77 0,82VPE 1,67 1,76 1,72 1 ,75 1,78 1,76 1,74HPE 1,14 1,21 1,31 1 ,28 1,35 1,35 1,27VPE 1,76 1,72 1,91 1 ,86 1,71 1,77 1,79HPE 0,81 0,77 0,82 0 ,78 0,81 0,85 0,81VPE 1,08 1,03 1,05 1 ,11 1,16 1,20 1,10HPE 0,60 0,55 0,51 0 ,57 0,59 0,62 0,57VPE 1,39 1,42 1,31 1 ,17 1,23 1,24 1,29HPE 0,77 0,70 0,66 0 ,72 0,73 0,77 0,72VPE 1,43 1,37 1,30 1 ,32 1,22 1,28 1,32HPE 0,94 0,87 0,83 1 ,09 1,05 0,92 0,95VPE 2,16 2,18 2,19 2 ,33 2,27 2,16 2,22HPE 0,63 0,56 0,53 0 ,61 0,64 0,63 0,60VPE 1,58 1,64 1,52 1 ,45 1,61 1,64 1,57HPE 0,98 1,08 1,10 1 ,06 1,09 1,05 1,06VPE 1,40 1,32 1,33 1 ,40 1,52 1,35 1,39HPE 1,01 0,96 0,94 0 ,96 0,99 1,01 0,98VPE 1,10 1,16 1,08 1 ,10 1,16 1,08 1,11

03/09 04 /09 05/09 06/0 9 07/09 08/09 Average

CTN

PRN 1 20

GLG

KIR

GVL

WRS

LAP

SWA

ROM

ALB

ZUR

BRN

TLS

TRO

PDM

LSB

TRD

CRK

M LG

SDC

HPE 1,02 0,87 0,85 0 ,84 0,89 0,93 0,90VPE 1,01 0,98 1,04 1 ,16 1,16 1,26 1,10HPE 1,05 1,03 1,12 1 ,08 1,18 1,16 1,10VPE 0,93 0,96 1,05 1 ,03 1,03 1,10 1,02HPE 0,85 0,77 0,79 0 ,76 0,82 0,91 0,82VPE 0,82 0,79 0,88 0 ,94 1,04 1,02 0,92HPE 1,12 0,96 1,00 1 ,01 1,03 1,10 1,04VPE 1,74 1,61 1,65 1 ,72 1,77 1,75 1,71HPE 0,62 0,57 0,60 0 ,64 0,66 0,65 0,62VPE 1,54 1,52 1,40 1 ,28 1,41 1,48 1,44HPE 0,85 0,87 0,89 0 ,95 0,97 0,99 0,92VPE 1,43 1,31 1,29 1 ,26 1,30 1,43 1,34HPE 0,86 0,93 0,94 0 ,90 1,00 1,02 0,94VPE 1,09 0,99 1,13 1 ,07 1,14 1,17 1,10HPE 0,80 0,83 0,80 0 ,78 0,83 0,84 0,81VPE 1,14 1,03 1,07 1 ,02 1,06 1,10 1,07HPE 0,87 0,85 0,92 0 ,86 0,93 0,80 0,87VPE 0,96 1,02 1,09 1 ,11 1,08 1,03 1,05HPE 0,86 0,83 0,88 1 ,04 1,05 0,96 0,93VPE 2,53 2,51 2,46 2 ,55 2,40 2,35 2,47HPE 0,84 0,82 0,74 0 ,86 0,85 0,84 0,83VPE 1,67 1,75 1,71 1 ,74 1,79 1,79 1,74HPE 1,13 1,21 1,32 1 ,28 1,35 1,36 1,27VPE 1,76 1,72 1,91 1 ,86 1,72 1,84 1,80HPE 0,81 0,77 0,82 0 ,78 0,81 0,83 0,80VPE 1,07 1,03 1,05 1 ,11 1,16 1,21 1,11HPE 0,60 0,55 0,51 0 ,57 0,59 0,62 0,57VPE 1,39 1,41 1,31 1 ,17 1,22 1,23 1,29HPE 0,77 0,70 0,66 0 ,72 0,73 0,76 0,72VPE 1,43 1,37 1,30 1 ,32 1,22 1,30 1,32HPE 0,94 0,87 0,83 1 ,10 1,06 0,95 0,96VPE 2,17 2,17 2,18 2 ,34 2,29 2,30 2,24HPE 0,63 0,56 0,53 0 ,61 0,64 0,65 0,60VPE 1,58 1,63 1,51 1 ,45 1,61 1,62 1,56HPE 0,98 1,10 1,08 1 ,05 1,09 1,10 1,06VPE 1,40 1,32 1,31 1 ,39 1,52 1,39 1,39HPE 1,01 0,97 0,95 0 ,97 0,99 0,99 0,98VPE 1,10 1,17 1,08 1 ,09 1,16 1,11 1,12

Average05/09 06/0 9 07/09 08/09

WRS

CTN

AL B

GLG

KIR

GVL

TRO

LAP

SWA

ROM

CRK

ZUR

BRN

TLS

SDC

PDM

LSB

TRD

M LG

PRN 1 24 03/09 04 /09

Table A.1 – Monthly averages of Accuracy (95%) values observed in the period March-August 2009.

39

Figure A.1 shows a map of the position of those 19 sites (i.e. the green points). The values reported are provided by the ESSP Service Provision Unit and have been obtained with the PEGASUS tool15 using consolidated SBAS messages. The goal of this consolidation is to compute the EGNOS system performance at user level with no SBAS data gaps except those derived from a real SIS outage. One can observe that, for all stations, the measured accuracy performance far exceeds the minimum performance described in Section 4.2.1.

Further/updated information on EGNOS OS observed performance can be found/requested via the EGNOS Service Provider website (see section 2.2.2).

Figure A.1 – Data collection station position

15 Performance simulation tool developed by Eurocontrol and used to assess performance of EGNOS when using a MOPS compliant receiver

40

A.1.2 EGNOS OS Compliance Area The performance that a user can typically observe is usually better than the minimum ones reported in section 4.2. Figure A.2 presents the results of a simulation elaborated in the frame of the qualification of EGNOS OS and is representative of the real performance obtained during a day of Spring 2008 during a dedicated test campaign.

Figure A.2 – EGNOS OS Accuracy coverage area as observed using service volume simulation

based on real data collection (spring 2008) The extension of the area where the Horizontal and Vertical accuracy requirements are met for more than 99% of the time is significantly improved over the minimum area reported in section 4.2.2. This is mainly due to the combined effect of additionally deployed RIMSs in the North (Svalbard and Jan Mayen - Norway) and in South West (Nouakchott - Mauritania) and to improvements implemented to the EGNOS system.

41

A.2 EGNOS SIS Availability Table A.2 and Figure A.3 report the observed percentages of time a valid EGNOS SIS is received over a 6-month period of time. A valid SIS is defined as a Signal-In-Space compliant with ICAO SARPs and RTCA MOPS. It is to be noted that this data does not refer to the availability of a specific EGNOS service level since it does not take into account compliance to specific positioning performance requirements. Values are reported separately for the two GEOs in the operational configuration (EGNOS OP) and for the combination of them.

Availability (%) 03/09 04/09 05/09 06/09 07/09 08/09

GEO OP 1 (PRN120) 99.89 99.98 99,63 99,95 99,73 99,74GEO OP 2 (PRN124) 99.87 100 99,98 99,99 98,99 99,92At least one EGNOS OP SIS 100 100 100 100 99,99 100

Table A.2 – Observed EGNOS SIS availability from GEO in EGNOS OP in the period March-August 2009

Signal Availability (%)

95,00

96,00

97,00

98,00

99,00

100,00

03/09 04/09 05/09 06/09 07/09 08/09

m/y

%

PRN 120PRN 124At least 1 OP SIS

Figure A.3 - Observed EGNOS SIS availability from GEO in EGNOS OP in the period March-

August 2009 It is to be noted that the observed values for EGNOS signal availability demonstrate a high degree of robustness which ensures that, almost at all times, at least one geostationary satellite is broadcasting EGNOS corrections.

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over Africa

ANNEX 7 – Acronyms


2

Acronym Meaning

ANSP

Air Navigation Service Provider

APV Approach Procedure with Vertical Guidance

ARTES 9 Advanced Research in Telecommunications

ASQF Application Specific Qualification Facility

ATM Air Traffic Management

CCF Central Control Facility

CDDS

Commercial Data Distribution Service

CFI

Customized Furnished Items

CPF – CS Central Processing Facility – Check Set

CPF – PS Central Processing Facility – Processing Set

CPF Central Processing Facility

DME

Distance Measuring Equipment

EASA European Aviation Safety Agency

EC European Commission

ECAC European Civil Aviation Conference

ECSS European Cooperation for Space Standardization

EDAS EGNOS Data Server

EGNOS European Geostationary Navigation Overlay Service

EOIG EGNOS Operator and Infrastructure Group

EPO EGNOS Project Office

ESA European Space Agency

ESP EGNOS (Service) Provider

ESR EGNOS System Release


3

Acronym Meaning

ESSP European Satellite Services Provider; It was awarded the ESP

EU European Union

EUROCAE European Organisation for Civil Aviation Equipment

FIR Flight Information Region

FP7 7th Framework Programme

GEO Geostationary Satellite

GIVE Grid Ionospheric Vertical Error

GPS Global Positioning System

GSA European GNSS Supervisory Agency

ICAO NSP International Civil Aviation Organization Navigation Systems Panel

ICOS Integrity and Continuity of Service

IERS International Earth rotation and Reference systems Service

IGP Ionosphere Grid Point

INSPIRE Interface System for Provision In Real Time for EGNOS data

IOP Initial Operation Phase

ISA

Inter Regional SBAS for Africa

ISCA

Inter regional SBAS Cooperation Area

k/o Kick-off; authorisation to start activities under a contract

KOM Kick Off Meeting

LBS

Location Based Services

LEO/STUM Library of EGNOS Operations; formerly System Technical User Manual (STUM). New name created to avoid confusion with a similar term used for another, ESSP generated document.

LME Local Maintenance Equipment

LPV 200 Localizer Performance with Vertical Guidance to 200’


4

Acronym Meaning

MCC Mission Control Centre

M & C Monitoring and Control

MEAB Mission Evolution Advisory Board

MOPS Minimum Operational Performance Standards

MRD Mission Requirements Document

MT 10 SBAS Message Type 10 – Degradation parameters

MT 27 SBAS Message Type 27 – Service message

MT 28 SBAS Message Type 28 - Clock epheremis covariance matrix

NavChain Navigation Chain of EGNOS, composed of the RIMS, CPF and NLES elements that directly contribute to the EGNOS messages

NLES Network Land Earth Station

NOTAM Notice To Airmen

NPA Non Precision Approach

NSA National Security Agency

ONCR Operational Non Conformance Report

OURD Operator User Requirement Document

PACF Performance Assessment and Checkout Facility

PCIP Preliminary Change Implementation Proposal

PDR Preliminary Design Review

PMP Project Management Plan

RF Radio Frequency

RFP Request For Proposal

RIMS Ranging and Integrity Monitoring Station

SARPs Standards And Recommended Practices

SBAS Satellite Based Augmentation System

SC Safety Case


5

Acronym Meaning

SES

Single European Sky

SESAR

Single European Sky ATM Research

SIS Signal In Space

SLA Service Level Agreement

SoL Safety of Life

SQR System Qualification Review

SP Service Provider

SRR System Requirements Review

STUM/LEO System Technical User Manual/Library of EGNOS Operations; the latter term is intended to replace the former to avoid confusion with a similar term used for another, ESSP generated document.

RTCA Radio Technical Commission for Aeronautics

TAS Thales Alenia Space SAS

WAAS Wide Area Augmentation System