Differential GPS

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Differential Global Positioning System (DGPS) is an enhancement to Global Positioning System that uses a network of fixed ground based reference stations to broadcast the difference between the positions indicated by the satellite systems and the known fixed positions. These stations broadcast the difference between the measured satellite pseudoranges and actual (internally computed) pseudoranges, and receiver stations may correct their pseudoranges by the same amount.

The term can refer both to the generalized technique, as well as specific implementations using it. For instance, the FAA's WAAS system uses differential techniques to improve accuracy, broadcasting the corrections via L band satellite transmissions. Other examples of similar systems include the European Geostationary Navigation Overlay Service, Japan's Multi-Functional Satellite Augmentation System, Canada's CDGPS and the commercial VERIPOS, StarFire and OmniSTAR systems.

The term is also often used to refer specifically to systems that re-broadcast the corrections from ground-based transmitters of shorter range. For instance, the United States Coast Guard runs one such system in the US and Canada on the longwave radio frequencies between 285 kHz and 325 kHz. These frequencies are commonly used for marine radio, and are broadcast near major waterways and harbors. Australia runs a similar service for land and air navigation, broadcasting their signal on commercial AM radio stations.

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[edit] History

When GPS was first being put into service, the military was concerned about the possibility of enemy forces using the globally-available GPS signals to guide their own weapon systems. To avoid this, the main "coarse acquisition" signal (C/A) was deliberately degraded by offsetting its clock signal by a random amount, equivalent to about 100 metres of distance. More accurate guidance was possible, but only for users that had the proper decryption keys. Known as "Selective Availability", or SA for short, the system seriously degraded the usefulness of the GPS signal for non-military users.

This presented a problem for civilian agencies who currently operated various radio navigation systems such as LORAN for maritime use, or the VOR and NDB systems used for air navigation. These systems cost millions of dollars a year to operate, and could be replaced for little cost (to them) with GPS-based systems. However, the accuracy offered with SA turned on was simply too poor to make this realistic. The simplest solution to the problem would be to simply turn SA off, but the military rejected requests from various agencies (notably the FAA, USCG and DOT) for security reasons.

Through the early to mid 1980s, a number of agencies developed a solution to the SA "problem". Since the SA signal was changed slowly, the effect of its offset on positioning was relatively fixed – that is, if the offset was "100 meters to the east", that offset would be true over a relatively wide area. This suggested that broadcasting this offset to local GPS receivers could eliminate the effects of SA, resulting in measurements closer to GPS's theoretical performance, around 15 meters. Additionally, another major source of errors in a GPS fix is due to transmission delays in the ionosphere, which could also be measured and corrected for in the broadcast. This offered an improvement to about 5 meters accuracy, more than enough for most civilian needs.[1]

The US Coast Guard was one of the more aggressive proponents of the DGPS system, experimenting with the system on an ever-wider basis through the late 1980s and early 1990s. These signals are broadcast on marine longwave frequencies, which could be received on existing radiotelephones and fed into suitably equipped GPS receivers. Almost all major GPS vendors offered units with DGPS inputs, not only for the USCG signals, but also aviation units on either VHF or commercial AM radio bands.

They started sending out "production quality" DGPS signals on a limited basis in 1996, and rapidly expanded the network to cover most US ports of call, as well as the Saint Lawrence Seaway in partnership with the Canadian Coast Guard. Plans were put into place to expand the system across the US, but this would not be easy. The quality of the DGPS corrections generally fell with distance, and most large transmitters capable of covering large areas tend to cluster near cities. This meant that lower-population areas, notably in the midwest and Alaska, would have little coverage by ground-based GPS.

Instead, the FAA (and others) started studies for broadcasting the signals across the entire hemisphere from communications satellites in geostationary orbit. This has led to the Wide Area Augmentation System (WAAS) and similar systems, although these are generally not referred to as DGPS, or alternately, "wide-area DGPS". WAAS offers accuracy similar to the USCG's ground-based DGPS networks, and there has been some argument that the latter will be turned off as WAAS becomes fully operational.

By the mid-1990s it was clear that the SA system was no longer useful in its intended role. DGPS would render it ineffective over the US, precisely where it was considered most needed. Additionally, experience during the Gulf War demonstrated that the widespread use of civilian receivers by military users meant that SA was ostensibly "hurting" its own troops more than if it were turned off. After many years of pressure, the GPS operators agreed to turn off SA permanently in 2000.

Nevertheless, by this point DGPS had evolved into a system for providing more accuracy than even a non-SA GPS signal could provide on its own. There are several other sources of error that share the same characteristics as SA in that they are the same over large areas and for "reasonable" amounts of time. These include the ionospheric effects mentioned earlier, as well as errors in the satellite position ephemeris data and clock drift on the satellites. Depending on the amount of data being sent in the DGPS correction signal, correcting for these effects can reduce the error significantly, the best implementations offering accuracies of under 10 cm.

In addition to continued deployments of the USCG and FAA sponsored systems, a number of vendors have created commercial DGPS services, selling their signal (or receivers for it) to users that require better accuracy than the nominal 15 meters GPS offers. Almost all commercial GPS units, even hand-held units, now offer DGPS data inputs, and many also support WAAS directly. To some degree, a form of DGPS is now a natural part of most GPS operations.

[edit] Operation

A reference station calculates differential corrections for its own location and time. Users may be up to 200 nautical miles (370 km) from the station, however, and some of the compensated errors vary with space: specifically, satellite ephemeris errors and those introduced by ionospheric and tropospheric distortions. For this reason, the accuracy of DGPS decreases with distance from the reference station. The problem can be aggravated if the user and the station lack "inter visibility"—when they are unable to see the same satellites.

[edit] Accuracy

The United States Federal Radionavigation Plan and the IALA Recommendation on the Performance and Monitoring of DGNSS Services in the Band 283.5–325 kHz cite the United States Department of Transportation's 1993 estimated error growth of 0.67 m per 100 km from the broadcast site but measurements of accuracy in Portugal suggest a degradation of just 0.22 m per 100 km.[2]

[edit] Variations

DGPS can refer to any type of Ground Based Augmentation System (GBAS). There are many operational systems in use throughout the world, according to the US Coast Guard, 47 countries operate systems similar to the US NDGPS.

[edit] European DGPS Network

The European DGPS network has been mainly developed by the Finnish and Swedish maritime administrations in order to improve safety in the archipelago between the two countries.

[edit] United States NDGPS

The United States Department of Transportation, in conjunction with the Federal Highway Administration, the Federal Railroad Administration and the National Geodetic Survey appointed the Coast Guard as the maintaining agency for the US Nationwide DGPS network. The centralized Command and Control unit is USCG Navigation Center, based in Alexandria, VA. The USCG has carried over its NDGPS duties after the transition from the Department of Transportation to the Department of Homeland Security. There are 82 currently broadcasting NDGPS sites in the US network, with plans for up to 128 total sites to be online within the next 15 years.

[edit] Canadian DGPS

The Canadian system is similar to the US system and is primarily for maritime usage covering the Atlantic and Pacific coast as well as the Great Lakes and Saint Lawrence Seaway.

[edit] See also

[edit] References

  • ↑  Department of Transportation and Department of Defense (March 25, 2002). 2001 Federal Radionavigation Plan (PDF). Retrieved on November 27, 2005.
  • ↑  Department of Transportation and Department of Defense (March 25, 2002). 2001 Federal Radionavigation Systems (PDF). Retrieved on November 27, 2005.
  • Monteiro, Luís Sardinha; Moore, Terry and Hill, Chris. 'What is the accuracy of DGPS?', The Journal of Navigation (2005) 58, 207-225.
  • United States Coast Guard Navigation Center, Alexandria, VA; Standard Operating Procedures (2002)

[edit] External links

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