Nov/Dec 2003

The European Commission's decision to go ahead with Galileo, its independent satellite navigation and communications system, looks set to transform the telematics market. Sharon Clancy reports from october's Telematics Update 2003 conference

Never mind GPS - within a few years Europe could have its very own satellite-based navigation system, Galileo. This is the first satellite navigation system designed for civilian use, and is intended to play a crucial role in delivering many of the objectives of the European Commission's 2010 transport policy, including reduced congestion and lower vehicle emissions targets.

Current tracking systems rely on signals transmitted by the US's GPS and, to a lesser extent, Russia's Glonass satellites, both designed for military use. Even the EC's EGNOS (European Geostationary Navigation Overlay Service) programme, which becomes operational in 2004 and will deliver some of the benefits of Galileo, simply enhances the signals received from GPS or Glonass satellites.

The EC decided it was not satisfactory in the long term to continue relying on the goodwill of the military authorities not to degrade signals that are absolutely critical for vehicle location purposes, so gave the green light to Galileo, a joint development with the European Space Agency.

 

Another important consideration was ensuring that European companies get a slice of the navigation equipment market, which is expected to be worth 200 billion euros by 2020, when over 3 million receivers could be in service.

An initial 1.1 billion euros has been earmarked for the three-year development phase, which runs up to 2005. In October, China became a partner in the project.

Galileo starts transmitting in 2005, and should be fully operational by 2008. It will comprise 27 active satellites plus three spare satellites in fixed orbit 24,000km above the earth. It should offer global location accuracy to within 5 to 10 metres.

In practice, Galileo is not intended to replace GPS. It is being developed with the needs of end users in mind, so the emphasis is on making the satellite technology as interoperable as possible with other systems, including GPS and cellular telephone networks.

Interoperability is important in improving coverage of open-access services in urban environments. Typically stand-alone GPS may offer no better than 50 per cent coverage, and the aim is to improve this to over 95 per cent through integration with local elements.

Paul Kompfner, senior project manager at ERTICO , the non-profit making public-private agency charged by the EC with implementing intelligent transport systems and services (ITS) in Europe, explains why Galileo is different. "GPS satellites are simply orbiting the earth, transmitting ranging signals; Galileo with its fixed orbit will offer a range of services - some free, some not."

Open Service is similar to any free-to-use global navigation satellite system, but will be interoperable with others to increase positional accuracy. A commercial service will charge users for options such as service guarantees, signal integrity and greater accuracy. The commercial service also provides a limited broadcasting capacity, passing messages from service centres to users at a rate of 500bits per second.

With positioning fixes within 5 to 10 metres, accuracy is not a problem with Galileo, says Kompfner. "Line of site remains an issue, which is why we are negotiating with the US authorities to share certain frequency bands so that a combined GPS/EGNOS/Galileo navigation receiver can be developed. This would improve the accuracy of the fix to 95 per cent."

Kompfer does not think Galileo receivers will be any more costly than GPS. However, he thinks it will be necessary to demonstrate signal integrity before EGNOS could be use for road-user charging purposes.

Stephen Clark, vice president business development for Thales, an ERTICO partner, was more explicit at the telematics conference about the benefits of Galileo for logistics companies. "Navigation and routing systems will benefit because Galileo is more accurate," he said. "More satellites are in view at any given time, so the receiver can cross-check signals. Some companies will want the benefits of the service guarantee levels and the communications option and be prepared to pay for it."

Clark said geofences could be tighter, leading to improved customer service levels; and because Galileo had signal integrity checking, proof of location would be possible. This greater accuracy would not necessarily cost more, predicted Clark. "There will be no price difference between a 12-channel dual-frequency receiver and a single-frequency GPS receiver."

The greater accuracy of Galileo position fixes was critical for the success of several EU long-term projects, said Clark, including congestion management, tolling, environmental monitoring and road safety improvements.

"Floating vehicle data systems are a more reliable method of measuring congestion than roadside sensors, and the more accurately you fix the vehicle's position, the better the data on actual road speed is." Clark predicts that from 2008, toll collection systems that rely on microwave or RF signals will be replaced by a GNSS or GSM/GPRS system.

Clark acknowledges that if this is to become reality, on-board telematics will play an increasing role. However, he says that if the EC wants black boxes fitted for regulatory purposes and to manage congestion and aid emergency services, it must ensure that the AVL and communications capabilities are also available to the operator.

That's good news for those campaigning for an integrated black box.