GPS World

Category: Opinions

  • Raytheon Interview: GPS OCX Program Status

    Don Jewell, our intrepid Defense editor, finally stopped traveling long enough to catch up with Robert “Bob” Canty, the Raytheon vice president and program manager for the GPS OCX program. They managed to find time for a very interesting and uplifting conversation concerning the history, current status, and way ahead for the next-generation GPS operational ground control segment. Uplifting because, incredibly, this critical space program is actually on schedule and on budget. Alert the media and roll the presses!

    DJ (Don Jewell): Bob I really appreciate you taking the time to sit down with GPS World and talk about OCX which is the future GPS Operational Ground Control Segment located at Schriever AFB in Colorado.

    BC (Bob Canty): Don, I am always happy to talk about OCX. The program is doing extremely well and it is a good space story to tell.

    DJ: Great, Bob. Now, historically, exactly how long has the Raytheon OCX team effort been in place? By that I am referring to the fact that Raytheon was required to prepare some amount of operational software for the last demo phase during the OCX competition, before contract award, that would supposedly be used at a later date. Are you making use of that software, and if you count that time during the competition phase, exactly how long have you or your team been working the OCX program?

    BC: Don, what’s interesting is that we (Raytheon) were involved all the way back in the SARD (System Architecture and Requirements Definition) days, the early 2000s. I have personally been involved since the SARD days as well when we were supporting the Spectrum Astro and the Boeing teams. Then, after the SARD phase, the Spectrum Astro team joined the Lockheed Martin team, so then we were supporting Lockheed Martin (LMCO) and Boeing in that phase. When the space and control segment competitions were separated we had a PRDA (Program Research and Development Announcement) team, and consequently our team has been together since 2005. So our team has been around GPS a long time…when we came into the last phase, which was Phase A, of the program our team had a very mature design and a very mature approach. The Raytheon team was integrated and had many of the process steps behind us when we came into Phase A.

    Essentially, we designed in Phase A the ability to be able to reuse that software in Phase B, so 97 percent of the software we developed in Phase A is being reused now in Phase B. Now, because of our reuse heritage, we have reuse from many different programs. We were able to incorporate that experience into Phase A and deliver a significant amount of code. Just from a DSLOC (Delivered Source Lines of Code) standpoint, on the order of 40 percent of the Block 1 code is completed and integrated together. When you look at equivalent source lines of code, or how much effort it took us to put that DSLOC together, it was about 75,000 lines of code. So when I take a look at all the code that AEP/LADO (Architecture Evolution Plan [current GPS ground control system]) has as delivered source lines of code, our final program will have less than half the lines of code than are currently in operations with the AEP/LADO program.

    Now to get back to your original question about Raytheon’s longevity with the OCX program. In November 2007, Raytheon won a $160 million Phase A System Design and Risk Reduction contract. In February 2010, just 12 months ago, Raytheon was awarded a 73-month, $886 million contract for Blocks 1 and 2 of the GPS Advanced Control Segment (OCX). Raytheon has been working the next-generation GPS control system for more than 10 years. Now the Raytheon team, as such, has been in place since the PDRA phase so we have worked together for over five years. By establishing our technical approach and processes prior to Phase A, we were able to move very quickly into maturing our system design. This allowed us to develop software that is reusable in Phase B.

    DJ: That’s great Bob, but why the smaller overall amount of code? Are you just utilizing a more modern and efficient software development language?

    BC: Right, Don, it has to do with the overall efficiency of the code and the way it is architected and designed. There are many things we are doing with this particular code. Specifically we build functionality once and use it in many places in the architecture. By understanding the complete construct of what we have to deliver, we can get a tremendous amount of efficiency by the way we architect the overall SW and reuse pieces. We build once and deploy in several different places.

    DJ: That sounds like very efficient code, Bob. What exactly is the primary software development language the Raytheon team is using?

    BC: It is primarily C++ and Java.

    DJ: So that must make it easier to follow sequences and find errors and problems in the code.

    BC: It does, and from an integration standpoint, the overall modularity approach of a Service Oriented Architecture (SOA), facilitates integration. An SOA done right, and they aren’t all designed correctly, partitions code into much smaller modules with standard interfaces that makes it easier to integrate and test. Plus, in older architectures, you had to integrate all the code together before you could find problems among modules. In today’s OCX architecture you can really isolate problems down to different layers in the architecture, which also makes it much simpler to integrate and test.

    DJ: It certainly sounds like OCX software will be easier to maintain. And I think you mentioned to me before that there will be no reuse of the AEP software in the OCX code.

    BC: Right. We have no AEP code in our architecture at all. We are, however, reusing some parts of the LADO (Launch and Early Orbit, Anomaly Resolution, and Disposal Operations) software. Some of the software code that Braxton has, especially for modeling and simulation — and I will talk more about that in a minute — is being validated in our modeling and simulation framework. We are bringing all that reuse of Braxton software into our overall offering.

    Essentially, Don, the entire OCX architecture was designed to easily evolve to accommodate new functionally, automation and changes in the mission CONOPS (Concept of Operations). It is also a very efficient design. Our design will use less than half the lines of code as AEP/LADO with twice the capability. As I said, we purposely did not reuse any AEP software. We have taken advantage of Braxton’s validated LADO IIR, IIR-M, and IIF models. Raytheon is also taking advantage of our Eclipse Command and Control and Equinox Mission Management product suites. ITT reuses designs from its GPS IIR, GPS IIR-M, and GPS IIIA , and Raytheon’s NCS (Network Centric Systems) brings reuse from the FAA’s (Federal Aviation Administration) Wide-Area Augmentation System better known as WAAS.

    DJ: I guess that makes sense, and it’s obviously more economical for cost and schedule to automate and reuse software where you can. And since you mentioned LADO, many of the 2SOPS (2nd Space Operations Squadron) operators tell me that they prefer to use the Braxton LADO system and software because so much of it is automated. It does away with human interpretation and is less prone to fat fingering errors, especially during times of high-operations tempo on the operations floor at Schriever AFB.

    BC: Absolutely. In our system going forward, we are bringing more automation into play. As you start bringing in NAVWAR (Navigation Warfare) in Block II, the overall goal is to have the same or a fewer number of operators than are on the GPS operatio
    ns floor today. We are essentially doubling the operational capacity with the same or a fewer number of people. We are introducing much more automation into OCX program, more even than the Braxton LADO program has today.

    DJ: We’ve talked a lot about software and procedures, but is the OCX program also about hardware?

     

    BC: You’re right, Don. Although the GPS OCX contract is primarily a software development effort, there is a significant amount of hardware. Approximately 20 percent of the effort is hardware. In addition to the computer equipment that will support operations at the primary and alternate Master Control Stations (AMCS), we will be installing new GPS receivers in 17 globally distributed monitoring stations to monitor all GPS signals, and upgrading the ground antennas at all four legacy ground antenna (GA) locations. Most of it is COTS (commercial off the shelf) hardware, the only exception being the receivers that we put in the monitoring stations. They are custom built receivers in order to get the performance we are looking for. Since we are incorporating the M-Code (military-only code) capability into the receivers, we are required to go through an intensive information assurance (IA) accreditation process. So that is really the only custom piece of hardware out there as far as OCX is concerned.

    DJ: Does that mean that you are going to have to certify all new hardware to prove that it will operate with OCX?

    BC: Actually, no, there are only two segments of the hardware program that are going to have to be certified, and that is the GPS monitors/receivers and the key management system.

    DJ: Key management… Does that mean that you are currently working the SAASM (Selective Availability Anti-Spoofing Module) OTAR (over the air re-keying) and OTAD (over-the-air delivery) piece of the GPS control system as well within the OCX program?

    BC: Correct.

    DJ: And now the question that everyone wants answered; is the OCX program still on schedule? Will it be delivered on time?

    BC: We are on schedule and on cost. Since contract award in February 2010, we have successfully completed our Technical Baseline Review, Integrated Baseline Review, Software Specification Review, and Hardware Preliminary Design Review. We are on track for a successful system PDR in the second quarter of calendar year 2011 (2Q11). We just completed software iteration version 1.2 integration and test. We have started software iteration version 1.3 design activities so we are right on schedule. As I mentioned before, since we had a lot of code reuse coming out of Phase A, we were able to incorporate 97% of it into our iteration version 1.2 of the software baseline. We will progress all the way to version 1.7 in our software iterations for Block 1, so essentially we are currently a little less than a third of the way through our software development activity. We completed iteration 1.2 right on the day it was scheduled in our original operational baseline schedule. Starting this week we are beginning our iterative software design for iteration version 1.3 and that is scheduled to complete in the fall of 2011. So, yes, right now on the software development side we are right on schedule.

    DJ: Bob, anyone familiar with the OCX and GPS IIIA programs has heard about a supposed gap or lack of synchronization between the two programs. Is there still a gap between the OCX FOC (full operational capability) date and the proposed launch date for the first GPS IIIA satellite? If so, how large is that gap and is it getting bigger or smaller?

    BC: Don, the first GPS IIIA satellite is currently scheduled to launch in May 2014, and the OCX Block 1.0 Ready To Operate (RTO) date is August 2015. Over the past six months, we have worked closely with the GPS Directorate and GPS IIIA contractor Lockheed Martin (LMCO) to align our schedules and ensure OCX is ready to support the first IIIA launch. This has required the introduction of a streamlined Launch and Checkout System (LCS) designed to:

    • Reduce schedule risk for OCX Block 1.0 RTO through early completion of GPS IIIA integration, test, exercises, and rehearsals.
    • Provide earliest GPS IIIA-1 operational availability.
    • Provide opportunity for discovery of potential IIIA-1 design issues.

    LCS will provide Block 1.0 Initial Checkout Capability in April 2013, On-Orbit Checkout Capability (spacecraft only) in March 2014, and Full Checkout Capability (spacecraft and navigation payload) in March 2015 (in time for the scheduled IIIA-2 launch). With LCS we have essentially closed the gap between GPS IIIA launch and OCX Block 1.0 delivery.

    DJ: Great. You have theoretically closed the gap as long as LCS comes to fruition. Barring that, if required, could LADO launch the first GPS IIIA satellite?

    BC: The LADO system does not currently support the IIIA vehicle and, ultimately, it is not about launching GPS IIIA as much as it is about bringing it into operations. OCX is the only system that can bring GPS IIIA into operations. Raytheon feels the current LCS approach significantly reduces the operational risk to GPS IIIA.

    DJ: Now, Bob, as we mentioned earlier Raytheon has put together a team. You are not doing this alone, so please remind us of who your initial teammates were and are they all still on board? Have any new teammates been added and what does each teammate specialize in as far as OCX support is concerned?

    BC: Actually, we maintain the same team today with which we started the OCX contract. Raytheon‘s teammates include Boeing, ITT Corporation, Braxton Technologies, Infinity Systems Engineering, and the Jet Propulsion Laboratory. Details on each partner and its role in the GPS OCX program are as follows:

    DJ: Is the Raytheon team going to design a new Kalman filter for OCX? [Editor: for those who aren’t aware, a Kalman filter is not a hardware device but rather a set of sophisticated processing algorithms.] And if so, how do you envision the transition process progressing? Is this an area of special concern? And would Raytheon build the Kalman filter or would it be one of your teammates? If so, which one and why?

     

    BC:I think you just asked me six rapid-fire questions about the Kalman filter.Yes, we are designing new Kalman filter algorithms for OCX. Our Jet Propulsion Laboratory (JPL) teammate, with extensive experience in this area, is responsible for developing the Kalman filter algorithms and ITT Space Systems is integrating the algorithms into the OCX navigation solution. Based on past experience, we are developing a very robust and flexible transition plan in which the Kalman filter can be operated in parallel and switched in and out even after long periods of operations. We believe this will facilitate a smooth transition from the current GPS AEP OCS to OCX.


    DJ    : Bob, if you don’t mind, I would like to go back to the gap issue for just a moment, just to make sure there are no misunderstandings. According to LMCO, the GPS IIIA program is continuing to move to the left, so much so that the first IIIA launch might take place before the last IIF launch. Will this cause OCX any special problems?

    BC: Don, as stated before, the first GPS IIIA launch is scheduled for May 2
    014 and we do not anticipate any schedule problems.

    DJ: That’s great. Not to beat a dead horse, but that is a question we get a lot at GPS World, and I just wanted to make sure we had it covered. Now to move on, have there been any major surprises in the program so far, good or bad?

    BC: I have been very pleased with the collaboration efforts among the GP (GPS Directorate), SE&I (Systems Engineering and Integration), GPS IIIA, and OCX contractors. The cooperation, data sharing, and teaming are outstanding. Bringing in a diversity of views and solutions is really enhancing the program.

    DJ: Bob, is there a particular aspect of the OCX program of which you as the PM (program manager) are particularly proud?

    BC: There is. As identified earlier, we are proud to be on schedule and on cost. We have an outstanding team that is executing to meet the customer’s needs. The strong relationship we have built with our teammates, with Lockheed Martin, the GPS IIIA contractor, and our SMC customer has been vital to the success of the program to date. In addition, we believe the ability to design a solution that leverages significant software reuse has proven invaluable to reducing cost, schedule, and technical risk on the program.

    DJ: Sounds like the A-Team motto, “I love it when a plan comes together.” But what about the future, the way ahead for OCX? Is the government continuing to add requirements as you go along?

    As you know many PMs have seen their well-planned programs fail because of continuous government change requests.

    BC: Actually, Don, the requirements have been very stable on Block 1 and 2 for OCX. As for the future of OCX, the net-centric features that will be enabled by OCX will revolutionize future GPS services. We anticipate new capabilities such as:

    • Net-centric GPS user equipment will enable delivery of future GPS OCX net-centric services (e.g., situational awareness, augmentation, differential GPS) directly to end-users.
    • Net-centric user equipment and the future ISR (intelligence, surveillance, reconnaissance) sensor “cloud” will close the loop for GPS forward monitoring for assured delivery of PNT services and for identifying, locating and reporting sources of interference.
    • Collaborative, effects-based decision support tools and ad hoc planning coupled with an integrated space/ground network will tighten the NAVWAR and integrity timeline.
    • Combined planning of space, air, and ground-based L-band augmentation assets for assured PNT (position, navigation and timing).
    • Secure, cross-domain collaboration and GPS mission situational awareness will provide efficient user help-desk services and automation for constellation management.
    • Standards-based developer’s toolkits will speed delivery of new capabilities to users and ensure future interoperability.

    DJ: OK, Bob, OCX may be flashy, new, on schedule and on budget as well as being projected to be more efficient. But as the PM what do you consider to be the most impressive or critical new capabilities that OCX brings to the GPS control system and to the warfighters?

    BC: GPS OCX consolidates all ground system operations into a single, flexible, service-oriented architecture (SOA) solution that meets the needs of both legacy and future satellites. GPS OCX offers the capability to optimize across all elements of the space segment and provides net-centric interfaces and services to improve civil and commercial capabilities and enhance warfighter effectiveness well into the future.

    GPS OCX will act as a service bridge between space and user segments, enabling a more innovative, user-centric system including:
    Improved availability of signals from space

    • Increased accuracy of data
    • Flexible modern software that is easier to maintain and modernize
    • Timely clock and calendar updates
    • Enhanced anti-jam and interference performance
    • Increased capacity for satellite support
    • Increased Situational Awareness for GPS operators
    • Syncs with current satellites and future satellites
    • Performance continuity with existing GPS devices.

    GPS OCX will revolutionize command and control (C2) and mission capabilities for U.S. armed forces and our allies, transforming the focus of GPS operations from satellite C2, to user-oriented, effects-based operations. The program will increase operational efficiency by supporting network-centric capabilities, navigation warfare, and effects-based operations (EBO), while providing the war fighter secure, actionable and predictive information to enhance situational awareness, real-time decision-making, and responsiveness.

    DJ: Bob, what can you tell us about the new Raytheon GPS collaboration facility that is scheduled to open sometime this month in El Segundo, California? What part will that facility and its capabilities play, if any, in the OCX process going forward?

    BC: Don, bringing new GPS capability on-line is directly related to when the control segment (OCX) can transition the capability to everyday operations. We recognize that close collaboration is necessary for enterprise success. The GPS Collaboration Center will be used for OCX development and deployment in addition to demonstrating future GPS capabilities from across the Raytheon Corporation and the OCX team.

    DJ: Well Bob I’m certainly impressed and I want to thank you once again for your time today. This is an impressive story. There aren’t many space programs today that are on their cost and schedule budget or anywhere near it for that matter. That in itself is an amazing achievement. Any closing comments or important questions we forgot?

    BC: Don, I appreciate the opportunity to talk about the OCX program and in closing I want to say that GPS OCX, the next-generation operational gateway service, is designed to provide secure, accurate, and reliable navigation and timing information to effectively support military, commercial, and civil users. GPS OCX will act as the service integrator for ground, space, and user segments to enhance mission command and control, and situational awareness capabilities, while seamlessly supporting millions of users around the world.

    Raytheon IIS brings more than four decades of high-availability, precision-based, and command and control systems experience to GPS OCX. In addition, Raytheon IIS understands the need to move from a platform-centric to a user-centric system, and is able to deliver capability upgrades in an asynchronous environment and support the government’s desire to operate as a systems integrator. As the prime contractor for the GPS OCX program, Raytheon will continue to ensure that the solution is delivered on time, and on budget.

  • Smartphones Take on PCs: Significant Historical Moment

    It is a significant first, an iconic moment, a big deal. You will want to remember where you were when you heard that smartphones started to outsell personal computers. According to a report by market research company IDC, consumer electronics makers shipped 100.9 million smartphones worldwide in the last three months of 2010, an 87 percent jump from a year earlier. PC shipments didn’t do as well, edging up just three percent to 92.1 million. The falling prices of smartphones have contributed to this trend. The numbers are skewed by the longer life of a computer compared to a smartphone, which frequently is replaced within two years. For many of us, one doesn’t supplant the need for the other.

    Are car companies and content providers allowed to wed? At the Navigation Strategies, USA, conference, it was a striking new world with the automotive industry anxious to engage with application providers. Some of the interesting tweetable snippets from leading automotive and content providers:

    • “There is a three year development cycle with automotive. But now you can integrate an app into a vehicle in four weeks.”
    • “Maps used to an end onto itself, but now it is a way to organize information.”
    • “People will pay for connectivity in the vehicle, but may only be willing to pay during the time when it is needed.”
    • “People will pay for traffic, but you need to educate them on what it has done for them. This month you saved x money in gas, this amount of time navigating around traffic.”
    • “No one needs a map for their commute. They need their alarm clock to wake them early when their commute route is congested.”
    • “Content providers can only avoid the ‘free monster’ with value added services.”
    • “Navigation is now about smartphones and how to integrate with the car.”

    Augment my reality. I’m not the only one charmed by Wikitude (no, not WikiLeaks) from Austrian-based Mobilizy. I took a walk around a hotel parking lot with Wikitude’s Philipp Breuss-Schneeweis imagining the possibilities of Wikitude Drive, augmented-reality navigation for vehicles or pedestrians. Intended as a heads-up display, it is currently shown as a smartphone mounted on a dashboard that displays the scene ahead of you, exactly as you see it with your eyes. However, the navigation route is drawn on top of the real scene. There is an option, particularly important at night, to switch out of augmented reality to see the route as a street map. Wikitude Drive was the grand prize winner of the 2010 NAVTEQ Global LBS Challenge. World Browser, another product by Wikitude, identifies objects around you. Point your phone and it will (try to) identify your surroundings, such as landmarks, mountains, or buildings.

    Location-based social networks. I recently hosted a webinar on location-based social networks (LBSN). It is a hot topic: I had registrants from 42 countries. LBSNs are mobile apps based on developing a social community that broadcasts a user’s location and other content. LBSNs have an element of gaming that fuels and rewards usage, helps people find their friends or make new friends that share the same interest and proximity, and often provide offers and coupons from brands. A hallmark of many of these applications are check-ins, which is a manual or automated process of letting one’s community know one’s location: “I’m at Frankie’s Pizza.” There are too many LBSNs to list, but they include Booyah!, Whrrl, foursquare, Gowalla, SCVNGR. If you are interested, the webinar is available for download.

    My webinar guests were Brian Cho of Booyah!, maker of MyTown, and Chad Reed of Pelago, maker of Whrrl. MyTown is an LBSN game that proves the concept with 3.7 million users. Sessions average 55 minutes a day and at its peak had 1.1 million daily sessions. Advertisers drop items into the game that may depend on the player’s location and sometimes a clue cannot be unlocked without a visit to a retail location. MyTown drove more than 800,000 visits to H&M, a clothing retailer.

    Wirrl focuses on building affinity societies, and currently has 5,000 special interest societies, such as mountain biking, the Red Bull Society, and Mexican food lovers. Society members make recommendations to other members of their affinity group and a sophisticated algorithm builds up individual preferences. Whrrl’s revenue comes from brands that offer contests and prizes that match society members’ interests and locations. Reed says they use contests, instead of coupons or offers, to allow brands to control costs and add excitement.

    Making money. I’m often asked for advice from content providers on making money when consumers are increasingly expecting applications to be free, and some applications, such as navigation or mapping, are getting dangerously close to becoming a utility. One strategy is to add value in a way that is challenging for other companies to cookie cut. An example is Navx, a company based in Paris that provides fuel prices for up to 100,000 gas stations with hourly updates. Consolidating the data isn’t a fully automated process so it is unlikely that companies like Google, or the like, will want to get their hands dirty. Navx also identifies parking spaces, speed traps, and charging stations for electric vehicles.

    Probe sharing. Adding live connectivity to enable traffic and other services is critical for personal navigation device (PND) providers that are competing for market with smartphones. The recently announced TomTom GO 2505 is stepping up with improved traffic (updated every two minutes) from probe and traditional sources, as well as local search, fuel prices, and weather. TomTom is anxious to get its users hooked and is providing a 12-month trial subscription out of the box. Part of the traffic data set is provided by its own users, and Tom Murray of TomTom reports that more than 90 percent of its customers opt-in to contribute the data.

    The World Mobile Conference is under way. It’s looking like it is all about smartphones and tablets. More later.

  • Companies Finding TRB Enterprise and Government Market Haven

    Sometimes a market niche appears to be heading toward better things — even if the economy is not. This year’s Transportation Research Board’s Annual Meeting had its highest attendance ever. While intelligent transportation systems meetings have been shunned in the last few years as being too government-focused, some forward-thinking companies are using the Washington, D.C.-based meeting as a springboard for their enterprise location-based services offerings.

     

    WASHINGTON — While enterprise and government markets are not as sexy as traditional friend-finding location-based services, a lot can be said about companies trying to make inroads in this developing marketplace. At the recent Transportation Research Board Annual Meeting here, such companies as TomTom are leveraging its community input options from its consumer navigation devices and map-building to government and enterprise markets.

    While saying the portable navigation device will endure for a long time — and will never disappear — Maarten van Gool, TomTom’s Licensing Business Unit managing director, said that the company is looking at providing navigation and location products on multiple platforms. “For decades, we have delivered location and map content to the government and enterprise markets and we work with such companies as ESRI and Pitney Bowes Business Insight and federal, state, and local government agencies,” he said.

    Van Gool said that government experts and policy-makers need detailed and reliable decision-making support tools to make timely and cost-effective decisions on changes to their local traffic management programs. “The intelligent transportation systems market can benefit from accurate and comprehensive information about travel times, traffic speeds, local accessibility, and travel patterns, which are the basic building blocks for forming cohesive traffic management plans,” he said.

    Also at TRB last month, TomTom announced a partnership with PTV where PTV will be able to deliver TomTom traffic content, via TomTom Traffic Stats, to its customers in the transportation sector. “We are really only at the beginning of what we can offer and we look forward to delivering additional products for the government and enterprise markets based upon our vast historical traffic database and real-time traffic capabilities; these will become available over the course of 2011,” van Gool said. “The total [government] market size is yet to be quantified, and as the technology innovation in this space expands, we are on track to support it. We believe we can revolutionize traffic information by utilizing our assets and capabilities and we are working to educate the market before its full potential is reached.”

    In other TomTom news, if you haven’t seen it already, it looks as if the company is phasing out the Tele Atlas name at trade shows. Most company personnel are now wearing TomTom badges during this transition.

    In one of the big TRB announcements, the U.S. Department of Transportation’s Research and Innovative Technology Administration announced the Connected Vehicle Technology Challenge. The new competition seeks industry ideas for using wireless connectivity between vehicles.

    RITA, through the competition, is soliciting ideas for products or applications that use dedicated short-range communications, which will be the basis for a future system of connected vehicles that will communicate with each other as well as the surrounding infrastructure, such as traffic signals, work zones and toll booths.

    According to a National Highway Traffic Safety Administration report, wireless vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications can potentially address 81 percent of all unimpaired vehicle crashes. Selected prize recipients will be fully funded to present their ideas for connected vehicle technology.

    The competition, which runs through May 1, is open to all companies, not just those involved in transportation. More information can be found at www.challenge.gov.

    
Qualcomm Makes LBS News with Neer

    Concentrating on privacy as a market driver, Neer, which is a subsidiary of Qualcomm Services Labs, allows a users to determine where, when, and who their location information is sent to. The company says applications include not only allowing family members to know where a loved one is, but business users to schedule information to co-workers.

    Privacy is what Neer, which had a strong presence in the Qualcomm booth at last month’s Consumer Electronics Show, hopes separates it from the Foursquare, Gowalla, Twitter, and Facebook Places of the world.

    “First and foremost, Neer was not designed to broadcast your location to vast numbers of people. Instead, Neer allows you to selectively choose the people, places, and times you are comfortable sharing your location,” said Ian Heidt, Neer director of services strategy. “And because we enable private sharing only with those you are most close to, we have seen growing acceptance of sharing places such as one’s home or work, places that have typically been taboo in other apps. We also wanted Neer to fit in more naturally with how people behave, so Neer works simply, securely, and automatically — there is no need to ‘check in’ like other apps. And because we believe that people want to keep this information securely within their control, there are no means to share location outside Neer.”

    Right now, Heidt said that Neer is free, with no charges or advertising. “In the future, we may explore ways of including relevant ads, but for now, it is totally free on both Android and iPhone,” he said. “We are looking into numerous ways that we can monetize Neer by connecting people to the places they go. But in all cases, our primary goal is to preserve the trust that Neer is both helpful to your day and under your control.”

  • Letters to the Editor: Hope

    Hope

    I was fortunate enough in 1993 to have three minutes of fame on 60 Minutes in a program about GPS that aired between Christmas and New Year’s that year. Also in the 13-minute segment was a short demo of a GPS PLGR. A reporter asked a lieutentant colonel outside Shreiver AFB to demonstrate how far and in what direction New York City lay. The colonel said, given the bearing and distance shown on the two-line display, he theoretically could navigate all the way from Colorado to New York. That lieutenant colonel was Willie Shelton. So I have hope that he will do the right thing for GPS during his tenure as head of Space Command. [System news, p. 14]

    — Len Jacobson
    Global Systems and Marketing Inc.
    Long Beach, California
     

    Down and Deep

    Wow! The article “Down and Deep” by Frank van Diggelen [December 2010 issue] was so useful for explaining the alternatives to GPS to a bunch of suits that normally don’t get it. I’ve shared it with many of my colleagues and they’ve all had the same reaction. Thank you!

    — Ed Harrison
    Orange County Probation Department
    Santa Ana, California

  • Out in Front: Tech and Techer

    Can the development and use of smart technologies actually render us dumber? Have we already lost a mental step or two, as we equip ourselves fearlessly for the future?

    Marshall McLuhan, the “medium is the message” guy from back when, preached that tools numb whatever part of the body they amplify. By extrapolation, location-enabling tools render us less aware of our actual place.

    It causes me some discomfort to float this topic in the standard bearer for an extremely advanced high-tech industry. Yet I also felt acute and nearly continuous discomfort while reading a book over the winter holidays; a poke here, a prick there, until I was sitting on pins and needles. I had selected the volume with an eye to finding out why my adult and near-adult children, actively engaged online, have little patience with the printed page anymore, and find books practically abhorrent.

    Of course, every generation has its preferences, but this trend troubles me because it seems associated with a reluctance to truly explore, to think critically, at length, and in some depth. Also, it’s not limited to twentysomethings. I find plenty of affected folks at every age.

    booksThe book is The Shallows: What the Internet Is Doing to Our Brains, by Nicholas Carr. It provided grist galore in the online/print dichotomy — the changes in how we look for, absorb, process, and store information. And as said, it generated no little discomfort as I realized how much I, too, have changed in a decade and a half of increasing online activity, at work and in leisure.

    I began to wonder, as I read, where that other game-changing modern technology, global satellite navigation, enters the picture. Sure enough, it surfaced on page 212.

    A neuroscientist engaged in studying the brains of London taxi drivers found that their hippocampal area increased in gray matter volume because of the huge amount of street names and traffic-flow data they must memorize. She worries that when cabbies use GPS, that knowledge base will shrink, and possibly that area of the brain will atrophy or fail to develop.

    This is perhaps a trivial example that has little to do with you and me. But consider your experience and your awareness as you follow, head down, your PND or a cell-phone screen to your next destination. Do you register the environment en route, possibly including hazard factors? Do you notice other points of interest that might enrich your experience, occasion a stop, detour, or return trip — or even constitute a better destination? Once arrived, could you find your own way there again, or have you become dependent on silicon and signals?

    GNSS brings undeniable benefits in areas where it creates capabilities that did not exist before, such as measuring millimetric sway of tall buildings or changes in sea level; that is, largely in professional areas. But where it offers convenience or shortcuts in everyday life, that can be a more double-edged sword. The Internet has proved so; recall also canned, frozen, and processed pre-prepared foods, once embraced as modern timesavers. We now find they stripped essential nutrients out of our diet, undermining health and helping create an obesity epidemic.

    In some savage ironic twist, particularly since Carr has plenty to say about how Google contributes to the general online process of mental debilitation, the full 276-page text of The Shallows is currently available via Google Books.

  • Webinar Follow-up Q&A: SBAS, DGPS or Post-Processing? Which Should You Use?

    Last week, I conducted a webinar along with Dr. Michael Whitehead titled “SBAS, DGPS or Post-processing? Which Should You Use?” It was one of the best webinars I’ve conducted to date. More than 600 people registered. We barely squeezed it into 65 minutes and could have kept going for the better part of two to three hours, given the subject matter to cover and the number of questions we received before and during the webinar. Thank you for attending, if you did. If you weren’t able to you, can download it by registering here. After registering, you’ll be provided a link to download it.

    I knew that only having 65 minutes would be a serious issue for the webinar because the discussion could take many worthwhile tangents. And it was. But alas, we stuck to the presentation agenda, stayed on schedule, and were able to address several audience questions.

    We had a lot of questions before and during the webinar. As customary, I’d like to address some of those as well as present the poll results here. First, the poll questions and results with accompanying pie charts to illustrate the results.

     

    Poll #1: For those of you who use post-processing, what are the reasons you use it?

    Total votes: 117

    Gakstatter comment: This is an interesting spread with no clear dominating reason. Based on data I’ve seen and data we collected, I’m not convinced that post-processing is more accurate. If it is, is it worth the extra 10%, 20%, or ??% accuracy? I understand the votes for more reliable corrections. There’s something to say for reverse processing (forwards and backwards).

     

    Poll #2: For those of you using post-processing, from where do you access GPS base station data?

    Total votes: 129

     

    Gakstatter comment: These answers don’t surprise me. National and regional CORS have become very prolific in the past 10 years.

     

    Poll #3: For those of you who use real-time DGPS/SBAS, what is the reason you use it?

     

    Total votes: 110

    Gakstatter comment: These answers surprised me a little. I thought more people would vote for “less complicated.” Does that percentage of users really need corrected coordinates in the field? Why? E-mail me a quick answer if you have a chance.

    Poll #4: For those of you using real-time DGPS/SBAS, from where do you access DGPS/SBAS corrections?

    Total votes: 129

    Gakstatter comment: This answer doesn’t surprise me at all. I suspect RTK networks will increase due to their continued proliferation and different levels of accuracy offered.

    Poll #5: When I purchase GPS/GNSS equipment in the future, I will likely select equipment that utilizes the following correction method (select all that apply):

    Total votes: 144

    Gakstatter comment: This was the only multi-answer poll. People could select more than one answer. These answers were surprisingly close. That surprised me. It didn’t surprise me that SBAS was the leader. It surprised me that post-processing is still as predominant as it is. If you have a chance, e-mail me a quick explanation as to why you will use post-processing in the future.

    Before diving into some audience questions, I’d like to clarify the slide illustrating the post-processing plot shown below.

    During the webinar, we were discussing PPP (precise-point positioning) when this slide was displayed. This data was not corrected via PPP, but rather post-processing the pseudorange data, which is the equivalent of L1 SBAS and L1 DGPS. The point was to show how SBAS/DGPS accuracy compares to post-processing. In the real world, you won’t post-process 24 hours of data. Some of you will post-process only a few minutes of data per session in cases where you need to turn off the receiver and travel between points. In other cases, users will keep the receiver tracking between points, allowing reverse processing to work more effectively.

    On to the Questions

     

    Question #1: Will there ever be a way in which the position of a rover can become fixed by using two fixed base stations?

    Gakstatter comment: SBAS does this already. SBAS’s consist of a number of base stations within the coverage area (e.g., WAAS has 38). Data from many base stations is used to compute the correction information sent to an SBAS-enabled GPS receiver.

    I’m assuming your reasoning is to improve position integrity.

    Another method of accomplishing this is by post-processing against more than one base station or switching between DGPS beacon stations. If they differ significantly, then you might want to compare against a third base station.
    Question #2: At what point in time will the strength of the GPS signal be increased? To what strength will this occur? 500 times more powerful? What improvements in signal reception will be experienced? Indoor my house reception?
    Gakstatter comment: The GPS broadcast strength is increased with new GPS satellite model. For example, the current Block IIF satellite broadcasts the new L5 signal about four times stronger than L2C. While no one can be sure yet as to how much this will improve indoor positioning, there will be some marginal improvement in conditions where GPS doesn’t operate very well today. Also helping will be the improved code and error-correcting techniques that should make operating in difficult conditions a bit better, especially where there are a mixture of satellites with strong and weak signals.
    Also, it raises the issue of a viable L5 single frequency receiver, which should outperform the L1 C/A single frequency receivers of today.
    Question #3: NAD83, WGS84, ITRF differences, how to make the best choice?
    &nbsp
    ;
    Gakstatter Comment: I don’t think there is an incorrect choice, except maybe that NAD83 is a 2D system and will eventually give way to a 3D system, but that won’t happen in the U.S. for many years.
    Otherwise, it’s a question of matching disparate data sets. Probably the #1 question I hear from users is “why doesn’t my GPS data line up with my basemap?” The answer is almost always a difference in datums. Many papers have been written on this. Click here for a good PowerPoint presentation created by Dave Doyle of the National Geodetic Survey.
    Question #4: Are there any open source post-processing software programs available?
    Gakstatter Comment: Mike suggested looking here….http://gpspp.sakura.ne.jp/rtklib/rtklib.htm
    Question #5: If a person uses real-time correction satellites, is there a need to post-process?
    Gakstatter Comment: It’s rare that someone would do both, but not out of the question. For example, one might rely primarily on real-time corrections and record raw data for post-processing in case there is a problem receiving the real-time corrections. The opposite is true, too. One might rely primarily on post-processing and use real-time corrections as a back-up in case there is a problem with post-processing.
    Caveat emptor: There are probably datum differences between the sources of real-time and post-processing corrections. This needs to be reconciled when combining data that has used the two sources.
    Question #6: Is it possible to post-process data without using a DGPS?
    Gakstatter Comment: Yes, all that is required for post-processing is the ability to record raw observation data.
    Question #7: Are there geographic areas in the U.S. that are not covered by NGS CORS stations?
    Gakstatter Comment: No, not for pseudorange (L1) differential corrections. The distance to the base station will vary depending on where you are located and thus may affect your accuracy to some degree, but the density of CORS in the U.S. is such that you will never be more than a couple of hundred kilometers from a base station and likely much closer.
    A side note: Back in the mid-1990s, I remember experimenting with post-processing software we were developing. At that time, I tried post-processing data collected in Oregon with a base station located in Atlanta, Georgia. This was a 2,500 km baseline. It produced a result, albeit not one I would necessarily trust. The only limitation is that the two units must track common GPS satellites. With that length of baseline, it’s possible that only half of the satellites tracked may be in common.
    Question #8: What is the ideal distance range from a CORS station to your site to use post-processing?
    Gakstatter Comment: Ideally, as close as possible. The further you are from a base station, the more potential error will be introduced due to atmospheric differences between the two locations. As stated above, the density of CORS (at least in the U.S. and many parts of the world) are such that the nearest base station is quite near and likely no more than a couple of hundred kilometers away.
    Question #9: What is the trade-off between short observation time (couple of minutes) to position accuracy when using post-processing?
    Gakstatter Comment: Ok, remember we are talking about pseudorange corrections (as opposed to carrier phase). Given that the receiver has been tracking satellites for a period of time (let’s say two minutes), the observation times only need to be a few seconds for each feature to be mapped.
    For example, if you are mapping utility poles and don’t turn off the receiver between poles, you only need a few seconds (5-10 seconds) of data for each pole and average it for the final coordinate. Think about if you’re mapping a road centerline. You’ll likely record data while moving, so each second you are recording a new position.
    Question #10: What about the vertical correction? I see in the slide an antenna carried in a backpack. Is the antenna placed at ground level for point? Is there a constant correction required?
    Gakstatter Comment: Vertical accuracy is typically worse than horizontal accuracy by a factor of 1.5-2.0 due to the inferior satellite geometry, especially in areas of hilly terrain and/or trees/buildings where the horizon is blocked. Good geometry for vertical positioning requires tracking a number of GPS satellites that are low on the horizon.
    Question #11: What is the future of DGPS? I heard Coast Guard beacons were going away?
    Gakstatter Comment: The beacon stations operated by the U.S. Coast Guard are not in jeopardy and never have been. Neither have the marine beacons in the other 40+ countries that broadcast GPS corrections. However, the U.S. Department of Transportation operates 29 inland stations in the U.S. which have faced budget challenges the past few years. In April 2008, the U.S. DOT issued a policy decision to continue operating the 29 inland sites. Construction of seven sites remains that would allow the Nationwide DGPS to reach Initial Operating Capability (IOC), which would provide coverage to 99% of the continental U.S. No budget has been approved for the construction of those seven sites.

     

    Question #12: Can you briefly explain the difference between DGPS & RTK?
    Gakstatter comment: Here are a couple of good websites that explain each of these techniques. Essentially, DGPS is a real-time GPS positioning technique accurate to about 30 centimeters at the very best. RTK is a real-time GPS positioning technique accurate to about 1 centimeter.
    Question #13: How much time do you need to get the position from the base station for real-time DGPS?
    Gakstatter comment: Assuming both receivers are already tracking satellites, your receivers will begin using the base-station corrections as soon as the data link is made between the two.
    Question #14: Can you comment on advantages (if any) of using corrections from a network RTK service for DGPS corrections. Any advantages on eliminating base separation?
    Gakstatter comment: I’ve heard that DGPS corrections are optimized within an RTK Network. However, I need to research this a bit further to better understand the true advantages, if any.
    Whitehead Comment: A virtual base station (VBS) solution could be formed using the network. Thus differential GPS could exhibit the same advantages using such a network that RTK does (cancellation of atmosphere errors). The software would have to support this.
    Note though that if close to one of the Reference Stations in the network, it is probably best to just use the nearest Reference station as this will best cancel the atmosphere errors. When in the middle the network, the VBS solution would use surrounding reference stations to provide a good approximation of atmospheric errors and then output a correction that looked like it originated from a reference station (virtual station ) near to the users receiver.
    Question #15: What is up with PRN 135? Still on station?
    Gakstatter comment: Communication has be re-established with WAAS PRN 135 and is being tested by its owner, Intelsat, as well as the Federal Aviation Administration (FAA). See a detailed article by clicking here. The latest information I heard is that it’s currently at 93°W longitude undergoing testing. If the testing is successful, it will be re-located back to 133°W longitude and brought back into WAAS service. A timeline has not been published, but I’m guessing within the next 30-60 days.
    Question #16: We used to hear that your point accuracy degraded as the distance from the base station increased. One reason we used to post process. Is this still a factor?
    Gakstatter Comment: Due to advancements in GPS technology, it’s not as much of an issue as it used to be. I think this is illustrated in the results we achieved in our 24 hr test data.
    Ten years ago, it would be hard to find a GPS L1 receiver that would receive DGPS corrections from a beacon station 184km away and still achieve sub-meter horizontal accuracy at the 95% confidence level.
    I’m not saying the distance is negligible. There still the issue of tropospheric, ionospheric and satellite orbit errors as you move farther away from the base station. But, it’s certainly less of a factor than it was before.
    Whitehead Comment:
    Question #17: If we use WAAS correction, does it really help to try to use a post-processing type of software afterward? So far we just use WAAS correction.
    Gakstatter Comment: One of the reasons we collected data using several sources of real-time corrections and also showed the results of post-processing was to illustrate the differences between the two.
    If you follow proper procedures, there’s no reason to think that accuracy obtained using WAAS will differ significantly from accuracy obtained using post-processing. This is assuming that you’re using a single-frequency GPS receiver and post-processing using pseudorange corrections and not carrier-phase processing. Some receivers like the Trimble GeoXH are actually dual-frequency receivers and so data from it will likely surpass the accuracy of WAAS if you’re using its dual-frequency antenna and equivalent post-processing software.
    By proper WAAS procedures, I mean letting it track for five minutes upon initial start-up to allow it to download a current ionospheric map.
    Question #18: Does SBAS use 1 receiver and no base station? Expensive?
    Gakstatter Comment: SBAS uses 1 receiver and a lot of base stations. You just don’t have to pay for the SBAS base stations (or to use them.) The signal, like GPS, is provided free of charge.
    SBAS consists of a network of base stations (WAAS has 38) and communications satellites that broadcast corrections to users on the ground (or aviation users in the air).
    Question #19: How far north in Alberta is WAAS coverage available and useful?
    Gakstatter Comment: The primary concern would be visibility of the WAAS GEO satellite that broadcasts the correction data. Following is a map that illustrates the coverage. The contour lines are degrees above the horizon for which the two WAAS GEO satellites are visible.
    Solid line = PRN 138, Dashed line = PRN 133
    Question #20: Do you have any comments about CDGPS in Canada/US?
    Gakstatter comment: Sadly, the CDGPS service is being decommissioned March 31. You can read about it here. 
    Question #21: I am hearing from my state specialists (NRCS) regarding the LightSquared issue. We are advising working through the PNT ExComm and our cooperating partners.
    Gakstatter comment: This is a potentially serious issue for GPS users. Click here for the latest news as of February 1.
    Question #22: Where do you find the DGPS beacon station list and what is available to you?
    Gakstatter comment: I’m not sure if this is 100% complete, but it’s the most complete list I’ve seen. Click here.
    Question #23: Are most mapping-grade GPS receivers (for example Trimble GeoXh) equipped off the shelf to receive beacon signals?
    Gakstatter comment: Some receivers are equipped off-the-shelf, others are not (such as the GeoXH) and require additional hardware.
    Question #24: In which areas is it possible to use corrections from OmniSTAR?
    Gakstatter comment: Click here to view worldwide maps of OmniSTAR coverage.
    Question #25: Was the Garmin set to WAAS?
    Gakstatter comment: Yes, during the 24-hour data collection session, the Garmin unit was receiving WAAS 100% of the time as far as we could tell. The purpose of the 24-hour test period was to able to randomly sample data during that period to arrive at the accuracy statistics we presented. I randomly sampled the dataset several time
    s (averaging 10 seconds worth of positions 200 times) and the results were consistent with what we presented.
    Question #26: How does post processing account for ionosphere or troposphere errors if receiver is geographically far away from the base station? If not, does DGPS and WAAS provide better accuracy and integrity?
    Whitehead comment: Post Processing using a CORS station would take the nearest station and do differential GPS which cancels common errors in ionosphere and troposphere (ionosphere and troposphere are both temporally and spatially correlated) so if the CORS station is close, there will be good cancellation. If the receiver is far, the algorithms could use a troposphere model to account for the differential troposphere (as was done in the Presentation for BeaconT) and this would probably cancel troposphere so that remaining errors were sub-decimeter level. Differential Ionosphere errors could also be easily modeled with good results. It is likely that the performance could be made to easily surpass SBAS.
    DGPS would suffer from the same effects as does post processing, and maybe even more so since a model of differential atmosphere errors is rarely used. SBAS will likely provide better accuracy in situations where you are far from a base station.
    Question #27: What is Beacon T?
    Gakstatter Comment: While collecting data to present at the webinar, Mike noticed there was a bias in the beacon measurements. The beacon station is located ~184km away at about 7,000 ft elevation while the test site was at about 1,000 ft elevation. Initially, Mike wasn’t modeling the troposphere difference between the base and rover.
    To model the troposphere, Mike said he used a troposphere model to figure out troposphere in both locations, and then subtract the two. Although the models are not necessarily that accurate in an absolute sense, the differential tropo between the two locations is fairly accurate using the models. This differential tropo allows the receiver to correct the tropo in the base station differential to make it appear as if it originated in the rover location. Mike said he could’ve done the same for the ionosphere, but he didn’t since that is it usually less of a factor. After using the modified tropo model (Beacon T), the height bias was around 1/2 meter, which could be attributable the ionosphere. The horizontal bias is small, as you can see in the results.
    Using this troposphere model resulted in a significant improvement over the original solution.
    Question #28: Why is VBS better than WAAS?
    Gakstatter Comment: It surprised me too. The receiver used was the same that was used for beacon and WAAS. I contacted OmniSTAR for their opinion.
    John Pointon of OmniSTAR responds: “There have been incremental improvements in the VBS service over the years, mostly improvements in modeling and processing. We have added two or three extra reference stations but that hasn’t been the most critical improvement, just helped in some specific areas. These, combined with the relatively benign solar environment, result in VBS accuracy which, although not equivalent to our dual-frequency and multi-system solutions, is consistently better than either Beacon or WAAS.”
    Whitehead Comment: In the past, we’ve seen similar performance from both OmniStar VBS and WAAS.  Different atmosphere conditions and different locations can affect the performance of both. We’ve seen situations where WAAS is better.  It is probably fair to say that OmniStar is more focused on accuracy, whereas WAAS is focused on integrity.  It may be wise to do a comparison in the particular area where you operate.  Note, however, that in the US, OmniStar is referenced to NAD83 whereas WAAS is references to ITRF so positions reports between the two can differ by several meters.
    Question #29: When I look at your scatter plot, I have to ask if short-term point averaging is really effective at achieving more accurate positions?
    Gakstatter Comment: I think it’s well accepted that you are wasting time by occupying a point for 180 seconds. That said, there’s something to be said for letting the receiver track satellites for a period of time (1-2 minutes) before storing 5-10 seconds of data. Of course, if the receiver is already tracking satellites, then it’s not necessary to wait. The idea is to let the measurements settle down and take advantage of carrier-phase smoothing if the receiver uses that technique.

    Question #30: Could you go into PPP a bit more? How does it work?

    Gakstatter Comment: We opened a can of worms by discussing PPP. It’s an entirely different subject that I will cover in a future article. In the meantime, you can read Dr. Richard Langley’s article on PPP here.

    Question #31: How do you test the accuracy of SBAS collected data?

    Gakstatter Comment: In the U.S., it’s easy. Find a local survey mark using the National Geodetic Survey website. Printout the ITRF coordinates of the survey mark. If they aren’t on the datasheet, you can convert from NAD83/CORS96 to ITRF using the HTDP program. Compare the coordinates output by your GPS receiver to the coordinates of the survey mark.
    If you’re located outside of the U.S., look for a similar government agency in your country that maintains a record of survey marks. It’s vital that you are comparing coordinates referenced to the same datums.

     

    Question #32: Will there be any disadvantage if we use a EGNOS corrections in Kuwait, if we receive EGNOS?

    Whitehead Comment: Kuwait is outside the EGNOS coverage zone, so satellites to the south may not even have Clock and Orbit correctors available, which means the Receiver could not compute a correction for these satellites.  Unless the receiver can mix differentially cor
    rected ranges with non-differentially corrected ranges, it would likely drop the satellites in the south that had no corrections. This would then reduce PDOP and thus accuracy. Mixing differentially corrected ranges with non-differentially corrected ranges may give worse accuracy than no corrections at all since the SBAS system may have clock or other biases relative to GPS.
    By the way, I wish the SBAS providers would get together and share data so that they each could provide world-wide orbits and clocks. Then it would matter less if you were outside the coverage area.
    Gakstatter Comment: I’ve heard that EGNOS is planning an expansion to the south and east, so Kuwai may eventually be within the EGNOS coverage footprint. Also, you’ll want to monitor the progress of India’s GAGAN system, which is a similar SBAS. It’s possible you might fall within the GAGAN extrapolated footprint for non-aviation users.
    We covered most of the questions posed by the audience. If we didn’t address yours or didn’t provide a complete enough answer for you, please e-mail me and I’ll do my best to answer you.
    As I mentioned above, we had quite a few questions about PPP. It’s a technology that’s worthy of further coverage and discussion. Look for a future article on it.
    Thanks, and see you next time.
    Follow me on Twitter at http://twitter.com/GPSGIS_Eric

     

  • January Is Off to a Mad Start

    Join me on January 29 at 1:00 ET for a free webinar on location-enabled networking applications. I will talk with my guests from Pelago’s Whrrl and Booyah!’s MyTown about the state of the market, monetization, and the future.

    January is off to a mad start. iPhones users are no longer hostage to AT&T. CES was cooking with navigation announcements from car makers and more connected personal navigation devices. Garmin took a radical step. Location-based social networks applications are getting hotter with a new entry from Qualcomm. AT&T has a new location service for enterprises. And Groupon is sitting on a mattress stuffed with money.

    Qualcomm is now in the location-based social network business with its introduction of Neer, an application for Android and iPhones. Neer is privacy sensitive and designed to keep information within personal groups. Unlike foursquare, it is not searchable. Locations are also given names that don’t disclose specifics. For instance, it may be “meet at school,” “arrived at work,” or “meet at game.” According to Qualcomm, Neer is accurate within a few blocks.

    The market. Melissa Parrish of Forrester Research wrote a report on location-based social networks (LBSN) in July that started a heated industry discussion. Parrish estimated the market to be 4% of U.S. online adults, but many argued (some loudly) it was much larger. I asked Parrish for her current thoughts: “The LBSN market is steadily growing,” says Parrish. “Facebook Places hasn’t overpowered the market as many supposed.” This is in part because no one location-based social network app has delivered a clear and overpowering utility, allowing niche players a place at the table. Facebook also hasn’t dominated because it has been collaborative and opened up its social graph to partners like Loopt, Gowalla, and Yelp.

    Privacy continues to be a big discussion around these applications. Users are concerned both about sharing their location and having data collected about their activities. As location becomes more accurate and applications become more personalized, the creepiness factor can take hold. Parrish says the question is, “What can be done; what should be done; and what will be legislated?

    AT&T enterprise customers in for location. Last week AT&T announced Location Information Services, a cloud-based offering to provide enterprises with network-based location information for corporate assets, employee devices, and consumer handsets. “We’re seeing an increased demand from our business customers to utilize the AT&T global network to be more location aware of their assets,” said Chris Hill, AT&T. The service is being developed with LOC-AID and TechnoCom. The service is scheduled to launch later this year.

    Money is flowing. Groupon and SCVNGR are in the money. Groupon is getting a windfall. According to the New York Times, Groupon’s $950 million financing round is the largest venture financing for a start up. Groupon sells bargains in 500 international markets. Users pay up front for discounts such as 50% off shi shi cupcakes in Santa Monica or cellulite reduction treatments in Queens. Last year Groupon partnered with JiWire to enable hyper-local offerings based on a person’s real-time location, allowing contextual ads.

    SCVNGR, pronounced Scavenger, got a more modest round of $15 million. Players of this social location-based game are given challenges to compete in a particular location. Challenges might direct you to upload a photo of yourself at Sam Adam’s grave or answer a riddle about a piece of art at the Metropolitan Museum of Art. Google Ventures is one of its investors.

    Game that revenue. Advertising spends on mobile gaming apps is predicted by Juniper Research to increase ten-fold over the next five years, from $87 million worldwide in 2010 to $894 million in 2015. The immensely popular Rovio Mobile’s Angry Birds is being offered for free and sustained by ad revenue. Yet Juniper forecasts paid downloads and in-game purchases will be 10 times higher than ad spends in 2015.

    Garmin goes Apple (finally!). Apparently, after waiting to see if iPhones catch on, Garmin announced its first iPhone navigation app. The Garmin StreetPilot is a server-based solution, downloading maps as needed, rather than storing them on the phone. It sells for $39 on iTunes. In another first, Garmin is entering the personal and property tracking market with the GTU 10.

    Transform your smartphone. Pioneer unveiled SmartCradle for iPhones at CES. The cradle is used in a vehicle in conjunction with a smartphone to create a full navigation application. According to Pioneer, it is compatible with all GPS enabled apps, including MotionX-GPS Drive, which incorporates a built-in gyro sensor and accelerometer combined with an external antenna for improved GPS reception and location accuracy. The SmartCradle will also charge the connected iPhone.

    Newbie. Four months ago Geomium launched in the UK and U.S. as a new location-based social network. Michael Ferguson of Geomium says, “We are using real time location and providing our users with a dynamic experience in which they can connect to people, places, deals, and events.” Geomium finds the 20 closest deals within a few miles and provides a stream of “shouts” about what is happening nearby.

  • 2011: The Year for Galileo

    Back in December 2006, I wrote about the momentum of Galileo (Europe’s planned satellite navigation system) in an article discussing GNSS trends. Galileo has been discussed off and on for well over a decade and was a hot topic for a number of years. In fact, back around 2001, the U.S. really didn’t want the European Union to embark on the project. While there was not a clear policy against Galileo, certainly the sentiment was questioning the creation of another satellite navigation system when GPS already exists that’s free for everyone to use. Ok, it probably wasn’t that simple, but you get my point. No bueno from the U.S. at that time.

    The following is an EU slide that illustrates why the EU wants to develop its own satellite navigation system similar to GPS:

    Source: European Commission – Montpellier, France – October 2010

     

    Then, in 2004, the U.S. government abruptly changed its tune. It really doesn’t matter why and I’m not sure I’d believe the answer if I was given one, but President George HW Bush instituted a new policy that encouraged international cooperation. The U.S. SPACE-BASED POSITIONING, NAVIGATION, AND TIMING POLICY issued in 2004 stated, among other things, that the United States shall:

    “Seek to ensure that foreign space-based positioning, navigation, and timing systems are interoperable with the civil services of the Global Positioning System and its augmentations in order to benefit civil, commercial, and scientific users worldwide. At a minimum, seek to ensure that foreign systems are compatible with the Global Positioning System and its augmentations and address mutual security concerns with foreign providers to prevent hostile use of space-based positioning, navigation, and timing services;”

    Also in 2004, the U.S. and European Union signed the landmark GPS-Galileo Agreement that established a basis of cooperation. This was great news for the GNSS user community. More satellites and more signals usually equates to better performance.

    The next policy update after 2004 was last year (2010) and it was simply titled “NATIONAL SPACE POLICY“. The sentiment regarding international cooperation was the same, if not leaning more towards cooperation:

    “Engage with foreign GNSS providers to encourage compatibility and interoperability, promote transparency in civil service provision, and enable market access for U.S. industry;”

    After the 2004 GPS-Galileo policy was published, the question from the civil user community was, “When are we going to have satellites in orbit broadcasting signals we can use?”

    The answer to that question wasn’t easy, and took longer to answer than anyone predicted, including myself.

    Now, we have the answer.

    Unlike GPS and GLONASS, Galileo is a civilian project, not a military-funded one. I’m not saying GPS and GLONASS were easy to fund, but the core application was defined (military use), and the funding required to develop and maintain GPS and GLONASS is drawn from the military budget. Furthermore, the European Union is comprised of 27 member countries. The political dynamics are, obviously, very complex.

    The Galileo funding modeling initially was to be a public-private partnership (PPP). Part of it would be funded with public money and part of it would be funded by a consortium of companies. But, that wasn’t so easy. How much funding would each contribute? What’s the return on investment? How would it generate revenue? Would there be a tax receiver sales? Would there be a user charge?

    We’re not talking about small sum of money. We’re talking about several billion Euros just to get it off the ground.Think about it, how much money has the U.S. military spent to develop GPS? $30-$35 billion for development, deployment and long-term maintenance. Granted, Galileo will cost a lot less than that, but it’s still a healthy sum that no company would be willing to gamble without a solid return-on-investment (ROI) argument.

    Eventually, the PPP (Private-Public Partnership) funding model was abandoned and in late 2007, and as described in a January 2008 GPS World article:

    “European officials responsible for the EU budget said they had found funds for Galileo, proposing to draw unused money originally earmarked for natural resources programs this year and next. The move would provide some €2.4 billion ($3.3 billion) for Galileo — the budgetary shortfall left with the dissolution of the public/private partnerships — over the course of the next six years. The following month, European parliamentarians agreed with the plan, but felt it didn’t go far enough. They boosted proposed funding for Galileo, increasing the money set aside for the program in 2008 to €739 million ($1.06 billion), up from the much more modest €151 million under the transport officials’ original proposal for next year.

    Not all were sold on public funding for Galileo. But in November, European officials said they had ironed out their differences. At the 11th hour came heated debate about how Galileo funding and contracts would be awarded among member states and their respective aerospace companies. Eventually, a final accord was reached. Europe anticipates spending €3.7 billion on Galileo through 2013.”

    (Updated figures: €2.1 billion for IOV and €3.4 billion for FOC)

    That was three years ago. The EU folks have been working hard since then, but talk is cheap and people stopped talking about Galileo with the exception of a few information spikes here and there. There was nothing else to say until now.

    2011 is the Year for Galileo

    Galileo will likely meet a major milestone this summer, launching their first two satellites for in-orbit validation. But unlike the two Galileo test satellites already in orbit (GIOVE-A and GIOVE-B), these satellites will be part of the planned 30-satellite operating constellation.

    For you Galileo naysayers, the EU is past the point of no return. Eighteen satellites are contracted. There is no reversing the process. And, if I were to place a bet, it’s very unlikely to stall at 18. That would be sort of like building a structure, but not finishing the interior.

    Although I haven’t seen a detailed launch schedule or control segment plan, the latest Galileo public document I’ve read (European Commission – Montpellier, October 2010) presents the following timeline:

    2011/2012 – In-Orbit validation: Four IOV satellites and ground segment (based on European Commission presentation from October 2010).

    2014/2015 – Initial Operating Capability for early services — 18 satellites (based on European Commission presentation from October 2010).

    2019/2020 – Full Operating Capability — 30 satellites
    (based on mid-term review released January 18, 2011)

    2014 Will Be the Year of Cheap GNSS Accuracy

    I believe the magic year for GNSS will be 2014. That’s when GNSS receivers are going to be very interesting.

    Why?

    It’s no secret that I think the new L5 signal is a game-changer. Last summer I wrote an article titled “What’s Going to Happen When High-Accuracy GPS is Cheap?”  It’s all about L5.

    L1/L5 dual-frequency receivers are going to be cheap, and accurate. Today, dual-frequency (L1/L2) receivers are thousands of dollars. L1/L5 receivers will be a fraction of that cost because open signal specifications will lead to increased competition.

    As I mentioned in the article last summer, the GPS Directorate is planned to have 24 satellites broadcasting L5 by 2019. The beauty of Galileo is that it can cut that time in half and make it happen by 2014, only three years from now. Here’s how.

    Since Galileo supports L1 and L5 similar to GPS, you only need 12 x GPS satellites broadcasting L5 and 12 x Galileo satellites broadcasting L5 to have something close to 24 satellites broadcasting L5.

    The BIG question is if the U.S. and EU will coordinate orbit slots so the 12 x GPS and 12 x Galileo satellites are in a somewhat optimal 24-slot constellation instead of an uncoordinated configuration. The civil economic benefit from taking advantage of L5 as soon as possible would be substantial. Just this week, the EU issued a report stating that 6-7% of the GDP of EU countries is dependent on satellite navigation. Better accuracy enabled by L1/L5 will spur a mind-boggling number of new applications that will further broaden the GNSS user base and economic impact. It would also stimulate GNSS receiver development from a much broader range of GNSS receiver designers than we see today.

    With a combined GPS/Galileo constellation, not only will accuracy become cheaper, but availability will increase significantly. The new GPS 24+ 3 configuration is certainly a big help for high precision users with respect to availability. Can you imagine how much precise positioning availability will improve when 18 Galileo satellites (not to mention 30) are added to the mix? Last summer, the EU-U.S. Cooperation on Satellite Navigation Working Group C published a report entitled “Combined Performance for Open GPS/Galileo Receivers.” The report succinctly draws the following conclusion, with which I wholeheartedly agree:

    “The studies demonstrate and quantify the improvements that can be expected when using GPS and Galileo open services in combination under different environmental conditions. In all studied cases, the combination of GPS and Galileo led to noteworthy performance improvements as compared to single system performance. The most significant improvement is for partially obscured environments, where buildings, trees or terrain block portions of the sky. The increased number of satellites available provides robust performance even as some signals are blocked, which is reflected in a significant increase of positioning accuracy and availability.”

    Following are some data from the report that back up the conclusions on availability.

    Availability with a 15° elevation mask

    GPS only – 99.10%

    Galileo only – 100%

    GPS/Galileo – 100%

    Availability with a 30° degree elevation mask

    GPS only – 57.28%

    Galileo only – 75.02%

    GPS/Galileo – 98.93%

    Granted, you should take these numbers with a grain of salt. These are based on positioning with four satellites in view. The reality is that for high precision users, we need data from at least six satellites for robust positioning. But, I think the scale of improvement when going to GPS/Galileo constellation is obvious and will scale similarly when considering six satellite positioning.

    For all the reasons above, I’m putting my stamp on 2011 as being The Year of Galileo. Look forward to further coverage on Galileo in the coming months.

    Upcoming Jan. 26 Webinar: SBAS, DGPS or Post-processing? Which Should You Use?

    Speakers:

    Eric Gakstatter, Editor, Geospatial Solutions and Survey Scene newsletter &

    Dr. Mike Whitehead, VP of Technology at Hemisphere GPS

    Event Date: 01/26/2011 10:00 AM Pacific Standard Time, 5 PM GMT

    Tens of thousands of users around the world utilize GPS/GNSS receivers for mapping, surveying and navigating. Since autonomous GPS/GNSS typically does not provide the needed accuracy, users must rely on a source of GPS/GNSS corrections. There are three sources of GPS/GNSS corrections available to users who desire reliable GPS/GNSS accuracy in the sub-meter to three meter range: SBAS, DGPS and post-processing. Dr. Michael Whitehead, Chief Scientist at Hemisphere GPS, will join me in presenting a background on the three technologies as well as the strengths and weaknesses of each. I’ve known Mike for a number of years. He was an early innovator in the development of SBAS technology at Satloc as well as SBAS and DGPS receiver technology at Hemisphere GPS. He is one of the leading GNSS engineers in the world. I’m particularly excited about this event and promise a lively discussion that’s full of useful information, data and concepts that anyone using or considering using GPS/GNSS for mapping, surveying or navigating will find useful.

    Thanks, and see you next time.

    Follow me on Twitter at http://twitter.com/GPSGIS_Eric

     

  • GIS and Transportation 1930-2011

    By Art Kalinski, GISP

    Looming budget cuts, the uproar against grossly overpaid “public servants” such as in Belle, California, and the growing number of accidents involving elderly drivers have encouraged me to get up on my soapbox in hopes that some of you in the GIS and transportation communities can advance an old idea that may now be right for our time. How are the three events related? They are related to a suggestion I proposed at a planning meeting while serving as a GIS manager at a Metropolitan Planning Organization (MPO) – Jitneys.  To my surprise, I was dressed down for suggesting such a heretical idea. Below it the write up I submitted.

    Jitneys Are a 2-8% Solution to SOVs (Sep 2006)
    Jitney (jit’ne) n.  An operator-owned vehicle that carries one or more passengers for hire, from and to multiple door-to-door locations using the most economical variable route based on the needs of the different passengers and the skill of the driver to meet those needs. The word “Jitney” is an old English slang term for a nickel, which was the cost of a ride when Jitneys became popular in the 1930s. In other countries Jitneys are called: dabas, domus, jeepneys, tap taps, and many other names.

    Pundits say that we are in an environmental crisis, driven by use of single occupant vehicles (SOVs). We want clean air, easy commutes, low taxes with sustainable economic growth. We struggle with encouraging alternatives to SOVs (mass transit, grid road systems, land use mandates, HOV lanes, bike paths) but let’s face facts: The “genie is out of the bottle.” Most cities have evolved into regions shaped by SOVs and nothing short of draconian measures will change that. Perhaps it is time to reconsider an old transportation alternative that could reduce SOV trips 2 to 8 percent — Jitneys.

    Jitneys sprung up in major cities in the 1930s. Typically they were four-door sedans driven by the owner with only the word “JITNEY” painted on the door. Anyone who had a vehicle could become an entrepreneur transporting one or more people for a modest fee. It became a convenient and affordable way for many people to get around. Jitney impact was so significant that special interest groups lobbied to have them outlawed. In 1931 jitneys reduced Los Angeles trolley car use by 25 percent. The trolleys were ultimately displaced by highways and SOVs, which then evolved into the familiar picture of SOV gridlock.

    A major impediment cited by most users to the use of mass transit is getting to and from the transit stop. In high-density locations such as New York City, almost everyone is within two blocks of a transit stop. That is not the case in most other cities, and everyone agrees that it may take decades to change. Most cities have transportation gaps that are being inefficiently filled by SOVs. Low-density communities are not suited for mass transit, and our cul-de-sac and shopping center neighborhoods force the use of SOVs for even the smallest errands. Since most of us have no alternative to SOVs, Jitneys might be able to fill that niche.

    Jitneys could fill the gaps efficiently with no additional taxes needed for new roads or transit. They could solve an Economic Justice (EJ) issue by providing affordable transportation for low wage workers or the elderly. The collective efficiency of jitneys carrying 2-4 passengers (the ultimate car pool) would reduce pollution and the total number of cars on the road. The use of jitneys is a self-correcting system that requires no overarching management system, just natural, local supply and demand. A side employment benefit would be the small business opportunities that would be created for jitney owner/drivers.

    JITNEY SYSTEM PROS

    • No taxes needed for additional mass transit or additional roads.
    • Very efficient since the Jitney system works on supply and demand with a driver who is motivated to minimize wasted seats, mileage, gas, and idle time while maximizing his profit and service to the customer.
    • Should reduce SOV traffic 2 to 8 percent.
    • As a small-scale feeder service, Jitneys may increase the use of mass transit such as commuter rail and bus rapid transit.
    • Should reduce air pollution.
    • Should reduce the need for CBD additional parking.
    • Could eliminate the need for second or third cars in many families, which may have a corresponding effect on mortgage qualification.
    • Would solve some EJ issues, providing convenient transportation that is affordable for low-income workers and empowering those that are most dependent.
    • Jitney drivers become recognized members of their local community by providing personalized service, such as helping the elderly to the car, which fosters a greater sense of “community.”
    • Jitneys already operate successfully in many cities such as San Diego, Miami, the Hispanic community in Atlanta and New York where a jitney (gypsy cab) ride costs $1.
    • Since service is door-to-door there is a greater perception of safety, especially at night.
    • Jitneys provide a safe and convenient transportation alternative for the elderly who at some point should not drive and/or who can’t walk 3-4 blocks to a bus stop.
    • Since jitneys are ideally scaled for neighborhoods and side roads, use of jitneys could free up buses to provide better service on more heavily traveled main routes.
    • Cell phones make contact with the local jitney cheaper, easier, and more efficient than the old mobile radio dispatch system or hand wave flag-down system.
    • Jitneys can respond quickly and organically to changes in demand such a concerts and sports events.
    • Even if jitneys only have a 2 perecnt impact on SOV traffic that would be significant, and there would be little if any financial risk.
    • A network of jitneys could provide quick emergency transportation for large numbers of people in the event of natural disaster or homeland security event

    JITNEY SYSTEM CONS and (ANSWERS)

    • A well-established system of jitneys may compete with mass transit. (Since the percentage of mass transit riders is small, the impact should be minor compared to the impact on SOV users. Jitneys may actually increase the use of mass transit since they are a small-scale feeder service.)
    • Jitneys may not be as safe as a bus. (True, but can we afford to have large buses driving around with four passengers surrounded by dozens of SOVs?  We can’t make life totally risk free and we must ultimately weigh the costs verses the benefits.)
    • Jitneys may reduce pedestrian and bike traffic. (Since the number of walkers and bikers is small, the impact will be minor compared to the impact on SOV users.)
    • Some drivers may be unprofessional. (Licensing could help, but poor drivers would soon develop reputations that would lead to fewer calls and their business would dry up.)
    • Liability and safety issues (Legislation and thinking would have to change permitting jitneys to operate with the understanding that passengers ride at their own peril. This does not mean that there would be zero liability. If a driver drove in a clearly reckless manner or committed a crime he would be liable for damages. To keep insurance at a level that is reasonable, there would have to be some shared risk by the passenger. For instance, a passenger could not sue the driver for injuries sustained in a true traffic accident, or a passenger could not sue for frivolous reasons such as spilling their own hot coffee in their lap.)
    • Sharing a ride with several sweaty strangers may not be comfortable. (This is
      not transportation for everyone; it is an alternate choice for those who have few choices.)
    • Jitneys will take business away from taxi cabs and mass transit. (That could happen but can we afford to “subsidize” systems that are not efficient?  Many believe that jitneys would actually increase mass-transit use by acting as a small scale feeder service.)
    • Jitneys won’t work (It will cost almost nothing to try the concept. There are too many cases where it does work to say that it won’t work without trying it. A big federal program is not needed to solve every problem; give the free market a chance.)
    • Jitneys are flagged down by riders which won’t work in the suburbs (The ubiquitous cell phone changes the model. The driver can be easily called fora pick-up. As for the cost, we already have a working model in our suburbs. Consider the pizza delivery driver using his own vehicle as a jitney for pizzas. The drivers do well financially for the skill level needed.  Just substitute people for pizzas and see how it works.)
    • The term “jitney” sounds low rent, third-worldish. (We can come up with a new name if that’s important to people. Try cellular dispatched cars – CDC, free market transport – FMT, micro van pools – MVP, neighborhood vans, etc.)

    It is folly to think that the American public will fund and then cheerfully switch to mass transit or bikes in significant numbers during the foreseeable future. Jitneys may not be “the” solution but past history shows that they can have a measurable impact reducing the number of SOV trips, perhaps in the range of 2 to  8 percent, and that could buy us some time. Most important – no additional taxes, just permission. With one action we empower our citizens, make them less dependent, reduce SOV traffic, help the elderly, help the poor, create jobs, and create taxpayers.  

    2011 Jitney

    In 2011 there are more jitney-like services springing up under the radar. If we have another gas crisis, I believe the services will explode. I can envision an interesting GIS analysis project mapping jitney tracks compared to SOVs and mass transit while comparing the efficiency and benefits of each. Two organizations are promoting jitneys focused on the needs of the elderly:
    ITN Portland, Maine, is a 10-year-old volunteer organization that has provided transportation alternatives primarily for senior citizens. The organization has a system of vehicles, and paid and volunteer drivers. They have a car donation program and families can set up travel accounts for elderly parents that provide free transportation.

    The Beverly Foundation is a national non-profit that promotes senior transportation and mobility.

    The TRB (Transportation Research Board) has numerous papers and a subcommittee devoted to Jitneys and private cabs. As budgets tighten perhaps jitneys will gain some traction. As a leading-edge member of the baby boomer generation, I hope jitneys will be available when it’s time for me to turn in my license.

    My dressing down was accompanied by an explanation that our job was to get our hands on as much federal funding as possible and this “jitney idea” was a non-starter since it required no federal funding and might actually conflict with the long-range regional transportation plan. Even the chairman of the local Urban League was all for the idea, until he realized that it could compete with the mayor’s goal to build a light rail system.

    As a paid public employee I naively thought our job was to serve the best interests of our citizens. At the risk of sounding Pollyannaish, I gravitated to military service, GIS, and Pictometry because all personified the philosophy of doing the right thing. I also believe in the GISP Code of Ethics and I know that most of you do also. I now believe that the days of wasteful government projects are over and we need to try something different like “Doing the Right Thing.”

    Well, that’s my New Year’s rant. Please contact me regarding your opinion and experience.

    P.S.  I’m going to be at the TRB Visualization Symposium this Summer, date/location TBD.

  • CES Continues to Highlight Navigation’s Market Supremacy

    It appears that the Consumer Electronics Show is back to its pre-2009 doldrums as hotels, restaurants, cab lines, and registration numbers were up. Despite large wireless carrier presence, CES seemed to continue to be a place where aftermarket navigation providers are hawking their new units. Either way, it still is possible for LBS players, after fighting their way through miles of 3D-capable TV screens, car speakers, and dozens of entities hawking electronic tablets, to find companies still adding location to their consumer electronics offerings.

    LAS VEGAS — The Consumer Electronics Show here has historically been a place where companies rolled out new navigation systems–or enhanced existing ones. Despite wireless carriers touting how their next generation services can benefit consumers, the idea that CES is a location-based services show is misleading.

    Whether folks with a fancy location-finding social network want to believe it or not, navigation still is king when it comes to consumer awareness and sales.  In fact, most of the bigger news came from automobile manufacturers talking about their new electronics and vehicles with navigation as a prominent part of the unit.

    Ford’s honcho, Alan Mulally, said that its Sync unit is now in 3 million vehicles. He touted INRIX’ traffic services for road information.  Ford also rolled out a fully electric Focus that will have Sync and a full complement of regular systems.

    OnStar announced it was offering an aftermarket product for vehicles other than GM products. Best Buy will begin to offer the unit, the company said. However, the price, $299, plus installation, and the $18.95 a month price point, may be steep, said Thilo Koslowski, Gartner vice president. “It is cool [OnStar] is doing this. Something they should have done a while ago,” he said. “However, they are going to have to come down in price.”

    While navigation seems to be a big component in new automobiles, there still is this “oh yeah, we offer Google maps” mantra rather than explain how location-enhancement helps sell the vehicle. Rupert Stadler, chairman of the board of management of Audi AG, mentioned his company offers navigation with Google maps, while rolling out an electric car.

    Brian Inouye, Toyota’s national manager of advanced technologies, said the embedded navigation device did not die, despite the glut of portable navigation and other aftermarket devices. “When we were selling in-dash units for $3,000, and PNDs were coming out at $300 a few years ago, we were concerned,” he said. “However, people are interested in the connectivity [embedded] units have, the few wires going into the unit they have [compared to PNDs] and new personalization.”

    INRIX, fresh off a recent 60 Minutes interview with its company president, had a number of announcements at CES.  Toyota and INRIX announced the automaker will use INRIX’s real-time traffic information for the new Entune multimedia system on select audio headunits.

    INRIX also showed off its XD Traffic in a Volkswagon Passat at CES. The unit was built on Continental’s AutoLinq platform to show routes, recommended departure times and ETAs. “User personalization is one thing we have been working on.  This information includes aggregation of community routes that integrate routes and weather,” said Ken Kranseler, INRIX vice president of product management.

    Navteq, in addition to being listed as partners in a number of CES products, had location-enable device offerings such as map data for geotagging and GPS positioning for cameras and camcorders. “We are integrated into the Panasonic Lumix and Fujifilm cameras,” said Toru Yoshimura, NAVTEQ senior manager, customer marketing

    Navteq is high on its Discover Cities products for mobile device and pedestrian navigation.  “The market is larger in Europe for [pedestrian navigation]. People are walking large distances in urban areas,” said Nicki Harada, Navteq product marketing manager.    

    Aftermarket Navigation Systems Still in Spotlight at CES

    Most of the bigger aftermarket electronics manufacturers still are offering navigation in their in-dash systems. Kenwood is in top three highest selling in-dash navigation systems for 2011, said Keith Lehmann, Kenwood senior vice president. Lehman touted its partnership with Garmin and iBiquity as reasons for the company’s navigation success.

    The systems are still for the high-end buyer, with the Kenwood Excelon DNX9980HD going for $2,000.  The unit features 3D Garmin navigation and Navteq traffic data service.

    Lehmann also said Kenwood is working with Garmin, for the fourth year, to offer a rebate program.

    Pioneer announced that it was rolling out a location-based Smart Cradle that has an external GPS receiver, gyroscope/accelerometer for smartphones. Ted Cardenas, Pioneer Car Electronics Division director of marketing, said that Smart Cradle will make smartphone better at getting quality GPS signals.  Pioneer is big on putting connectivity in vehicles. “There are some limitations of smartphones — they have small screens and require a user’s complete attention,” Cardenas said, driving home the notion that Pioneer can come up with products and applications that allow users to get all of their mobile information safely without the smartphone being the end all to be all device.

    For the PND market, Magellan, Garmin and TomTom all rolled out new units with different features. Magellan’s RoadMate 9055 features lifetime traffic and Bluetooth connectivity to mobile devices. Magellan’s Stig Pederson said that the PND market will concentrate on future consumer personalization to remain competitive. “Sharing data and relevant information is something the consumer wants,” he said.

    The connected GO 2505 M LIVE comes fully-loaded with powerful LIVE services, including the award-winning TomTom HD Traffic.  The TomTom GO 2505 M LIVE will be available at retail stores and from online retailers in mid-2011 for $349 MSRP. A trial subscription of LIVE services will be available for free with each purchase.

    “The traffic is very personalized.  It looks at all considerations of the road—actual speed of traffic, rather than posted traffic speed,” said Tom Murray, TomTom’s senior vice president of market development.

    TomTom also rolled out the VIA Series PNDs into the United States and Canada markets. The PNDs are slim with a new mounting system that limits exposed wires.

    Also at CES, Nike and TomTom unveiled a new sports watch. The new running watch, which has CSR’s SirfSTAR IV GPS installed, is tied to Nike’s online running community that has four million members.

    Other CES Observations:

    • Actor Seth Rogen stopped by a Sony reception to plug the new movie, The Green Hornet, and ran down a list of things his crime-fighting car has:  Machine guns, flame thrower…and “Sony GPS navigation system, of course.”
    • CES management had an LBS zone in North Hall with 25 exhibiting companies, many international.  The goodness is, while there was not a single CES-sponsored LBS panel (though there were two in-vehicle panels), the LBS zone had great booth traffic near anchor companies OnStar and Audi.
    • AT&T Location Information Services was rolled out at their developer’s conference a day before CES.  AT&T’s partners include LOC-AID Technologies and TechnoCom.

  • New Year’s GPS Update with Col. Bernie Gruber

    Gruber-2
    Colonel Bernard Gruber, director of the GPS Directorate.

     

    Don Jewell (DJ), our Defense Editor, caught up with Colonel Bernard Gruber (BG), the newest director of the newly renamed Global Positioning Systems Directorate at SMC in Los Angeles, California. They discussed the current status of the GPS program and the way ahead. Don caught Colonel Gruber just before he departed for the East Coast for an Executive-Level Acquisition Course at the Defense Acquisition University at Fort Belvoir, Virginia.

    DJ: Colonel Gruber, thanks so much for taking the time to talk with us today. I know you are a busy man. I know our readers would benefit from a GPS program status update, and I hoped we might also discuss the future of GPS if you are comfortable with that?

    BG: It would be my pleasure, and Happy New Year to you, Don.

    DJ: Thank you, sir. One of the questions I have been asked many times is how will the re-designation as a Joint Program Office or GPS Systems Directorate versus a GPS Wing affect operations and day-to-day activities, and will it have any impact on your effectiveness as an organization or on the user community? And what exactly is your title now, anyway? I have heard so many versions. Set us straight please.

    BG: Great first question, Don. It’s been almost five years since we’ve been assigned as a Joint Program Office. And while I answer to a lot of things, my title is now officially the director of the Global Positioning Systems Directorate. The re-designation to the GPS Directorate is basically transparent when considering day-to-day activities and our effectiveness. We are still the same strong organization with the same mission and goals. We still develop, acquire and sustain GPS space, ground, and user equipment and want to keep GPS as the world’s gold standard for positioning, navigation, and timing, and the “joint” aspects of our program are as strong as ever.

    DJ: That’s great to hear sir, so business as usual, just a unit re-designation to work through. Now let’s get to a space segment question. The first GPS IIF (IIF SV-1) is on orbit and reportedly performing better than expected. Could you provide us with a status update as well as a forecast for when IIF-2 will be ready for launch, and do you expect the same performance as IIF-1?


    GRUBER-1BG    : The first-ever GPS IIF (SVN-62) is performing its navigation mission well and with the best atomic clock performance ever seen on-orbit. GPS IIF SV-2 is in final integrated system test and on track for a summer 2011 launch. We are heavily focused on getting these first couple of vehicles absolutely right to ensure that our production run of the remaining 10 IIF vehicles stays on track to support the GPS constellation. We expect to see solid performance meeting all requirements from SV-2 and all GPS IIF satellites.

    DJ: Well, we certainly hope that prediction comes true. The last time we checked the GPS IIIA program was on track as well, and perhaps even a bit ahead of schedule. Has anything changed, and how do you foresee the future of the IIIA program?

    BG: Don, we are still on track; the program has switched its focus from design to manufacturing with half of our 59 manufacturing readiness reviews completed to date. On December 17, the GPS IIIA space vehicle program received Milestone C approval, as well as authorization to initiate “long lead” parts procurement for the first two production satellites. This was a huge accomplishment for the whole GPS team. A total of eight GPS IIIA satellites will be built, with first delivery scheduled for spring 2014.

    Additionally, the Bus Real Time Simulator (BRTS), which is the first deliverable on the contract, was received by the government in September 2010. The Assembly, Integration, and Test facility construction in Denver, Colorado, is on schedule with the outside of the building fully enclosed. So, yes, we’ve been making huge progress since we successfully completed, two months early, our GPS IIIA critical design review last August.

    DJ: We hear the term all the time, but just what is Milestone C for the GPS IIIA program? And can you tell us a little more about the BRTS?

    BG: Sure. We use these terms all the time and forget that there is another audience out there that does not use them on a daily basis. Milestone C is formal approval of the work completed in engineering and manufacturing development and approval to enter production and deployment, specifically low-rate initial production (LRIP) for most programs. For satellite programs, such as GPS IIIA, this is approval to begin production. As mentioned, we were approved for long-lead parts buys for our first two IIIA production vehicles, SVs 3 and 4. It might be interesting to note here that SVs 1 and 2 were bought with research and development (R&D) dollars, just a different color of money appropriated by Congress.

    As mentioned, the BRTS was one of our very first deliverables on the IIIA contract. What we do with the BRTS is we take the simulated GPS signals that come from the A2100 bus that’s part of the Lockheed Martin GPS III system. This allows us to work through all the interface, data, and timing issues we have. Physically, it sits across the street from Los Angeles AFB in the laboratory in the Aerospace engineering facility.

    DJ: Now the OCX program (Global Positioning System (GPS) Advanced Control Segment) is also reportedly on track, but historically ground support programs for space programs have always been a problem and a long pole in the tent for GPS. Can you give us an update on OCX and what we can expect in the next couple of years?


    GRUBER-3BG    : Yes, I can. Since contract award last February, several reviews have been successfully completed: namely the Technical Baseline Review (TBR); Integrated Baseline Review (IBR); Software Specification Review (SSR); and a Hardware Preliminary Design Review (HPDR). We are planning for a system Preliminary Design Review in the spring of 2011. I know that’s a lot of reviews, but all of these will lead us to a Milestone B decision by the DOD, and is anticipated by the third quarter of fiscal year 2011, and reduce our risk posture along the way.

    Now before you ask [laughs], a Milestone B decision is formal approval of work completed in the Technology
    Development phase and approval to enter into the Engineering and Manufacturing Development phase. As you know, with OCX, we completed a source selection in February, which was a down-select from the two phase A contracts to a single developer — Raytheon Space Systems in Aurora, Colorado.

    Over the next couple of years, you can expect us to set up facilities, buy hardware, and continue software development until delivery of the first block in 2015.

    DJ: Thanks for clearing that up. Now for one of my favorite topics; what about the MUE and MGUE programs?

    BG: The Modernized User Equipment (MUE) program was established to leverage technology demonstrations to significantly reduce risk and ensure a high probability of success for the Military GPS User Equipment (MGUE) program. We have received working hardware from each of the three MUE vendors and government testing is under way. The MGUE program has progressed nicely through the latest series of program reviews and we anticipate a Milestone A decision in early 2011.

    Now, to be consistent, I guess
    I should define Milestone A, which is formal approval of a program’s Materiel Solution Analysis to go into Technology Development. For MGUE, we have written a Technology Development Strategy document, using lessons learned from the MUE program, which highlights the acquisition strategy of the new program. This document has been approved by senior Air Force acquisition officials, and we are working to achieve OSD (Office of the Secretary of Defense, Robert Gates) approval in February.

    MGUE will provide the warfighter with next-generation capabilities including a more secure GPS receiver and use of a more robust GPS military signal.

    DJ: That’s great. Plus we managed to hit all three milestones and you defined them for us. Now what about flex power? We heard there might have been more problems than first announced when all the data from the flex power demonstration was analyzed. Any comments?

    BG: After all was said and done, we considered the exercise of flex power in 2010 a great success. As you noted, there were a couple of older GPS receiver designs that exhibited unexpected behavior. To date, we have identified the issues and we now understand the behavior of these receivers during flex power conditions. Along with our sister wing, the 50th at Schriever AFB, the GPS Directorate is working with each of the affected organizations to determine the extent of operational impact, if any, and to identify acceptable techniques, tactics, or procedures that would allow these organizations to operate nominally in a flex power environment.

    DJ: Colonel Gruber, let’s stay with the user equipment topic for a moment more. What are you able to tell us about OTAD (over-the-air-distribution) and OTAR (over-the air-re-keying)?

    BG: Thanks for asking Don. A [cryptographic] key is required to unlock access to the GPS military signal. These keys are typically distributed to each military user and periodically loaded directly into each GPS receiver. As the number of military users has grown, the logistics for distributing these [physical] keys has become logistically more difficult. An over-the-air distribution capability has recently been added that facilitates the distribution of keys directly to military GPS receivers via the GPS signal, instead of physical contact or connection. We are confident this capability will help to alleviate some of the burden associated with physical key distribution. An on-orbit OTAD exercise was recently held to validate the capability and to help train users. The test, designated Transition Exercise #7, was successful and the GPS Directorate is excited to see this capability come on line in the near future.

    DJ: Certainly we know having to key military GPS receivers sometimes presents a problem and many military users (warfighters) say it can be cumbersome and time-consuming. What do you say to the warfighters that repeatedly say these are many of the reasons they have gone to commercial and civil equipment in theater, not only as a backup but sometimes as their primary PNT equipment?


    GRUBER-4BG    : The first thing that must be kept in mind is this: commercial and civil equipment is susceptible to being jammed or providing misleading information as a result of electronic attack. Warfighters depending on the integrity of their GPS data on the battlefield are assuming a significant operational risk when using commercial receivers, comparable to conducting military missions using non-secured communications. We understand that military receivers cannot always compete with commercial products in terms of the ability to rapidly incorporate the latest technology, so it is important that we receive user inputs so we can incorporate changes, if possible, in current receivers or into the design of new receivers.

    DJ: Speaking of the integrity of GPS receivers, should we be on the watch for another major ground control segment (AEP) update any time soon?

    BG: Again, with the 50th Space Wing, we actually just released and fielded AEP (Architecture Evolution Plan) Version 5.6 of our ground software. Part of our efforts to ensure seamless transition of these updates has been to develop a release process that includes a pre-engagement strategy and a test suite with many variations of current GPS user equipment. The next major update will be AEP Version 5.8. It is planned to complete depot-level software testing in the fall of 2011 and is scheduled for fielding in early 2012.

    DJ: So, no new AEP updates to concern users for a while. However, there is currently a Sources Sought for GPS IIIA launch capability that was just released. Is there a problem projected with launching IIIA satellites that we don’t know about?

    BG: There is no problem projected with launching the IIIA satellites. The GPS program has implemented a new concept of operations (CONOPS), where on-orbit testing is conducted by the program office before turning the satellite over to operations. The first GPS IIIA satellite will launch prior to the new control segment (OCX) being operational; therefore, we have taken measures to ensure a system is available to fully checkout the first IIIA spacecraft. This system, called LCS (Launch and Checkout System), ensures the maximum value of on-orbit testing to GPS III production, which in turn provides an on-orbit asset for test and checkout of the new OCX control segment as it becomes available for operations. We expect OCX and the first GPS IIIA satellite to be operationally available simultaneously.

    DJ: So, what exactly makes the launch process so different between the IIAs, IIRs, IIFs, and IIIAs?

    BG: Fundamentally there are no differences with the exception of the new CONOPS, which has gone into effect with the launch of the first GPS IIF. As I mentioned earlier, the GPS Directorate is now responsible for conducting on-orbit testing prior to turning the satellite over to the operational community.

    DJ: Now talk about a CONOPS change; this certainly sounds like a major change in policy.

    BG: Actually, Don, it is not so much a change as a move to comply with current policy. An AFSPCI (HQ Air Force Space Command Instruction) currently specifies that the program office must certify the satellite performance to the 14AF (14th Air Force) and the command (AFSPC) on-orbit. While this is commonly practiced by other space programs, GPS has been an exception. It aligns the authority to conduct the test with the program director’s accountability for its outcome. The change aligns GPS with the AFSPCI, and was first implemented on IIF-1.

    DJ: So this is a major CONOPS change that means now you are responsible, that is the GPS Directorate, for the satellite from procurement until it is declared operationally ready and turned over to the 2 SOPS (2nd Space Operations Squadron) at Schriever AFB in Colorado. And you went through that process for the first time on IIF-1. Interesting.

    That brings us to the next family of GPS satellites to be launched after IIF and that is IIIA. When exactly can we expect the first IIIA launch to occur?

    BG: We are still on track to deliver the first GPS IIIA to
    support a forecast late spring 2014 launch.

    DJ: Colonel Gruber, uncharacteristically the GPS IIIA launch date has actually moved to the left or earlier on the calendar. If the IIIA launch date keeps moving to the left, could you find yourself in the position of launching a GPS IIIA before the last IIF is launched?

    BG: As currently foreca
    st, the first IIIA certainly could launch prior to the last IIF. While we will continue to work this with the 50th and through the 14AF, this may be a plan that helps the GPS program maintain itself as the gold standard for positioning, navigation, and timing. To that end, it will give us the ability to test and characterize the first on-orbit IIIA while still keeping IIFs in reserve.

    DJ: Other than the major CONOPS change we just mentioned, what other significant changes have you made since you have been the new GPS Wing commander and now the director of the GPS Directorate?

    BG: To be honest, Don, not many. Basically, we are continuing to build on the tremendous work of Colonel (USAF, Ret.) Dave Madden. With that in mind, I spent the first 30 days just listening and learning. That gave me an opportunity then at the 90-day point to release my Director’s Intent for 2011. And shortly thereafter, I signed out the Directorate’s Strategic Plan that put our organizational goals and objectives into three bins:

    1. Mission Effectiveness, which equals mission assurance
    2. Mission Efficiency, which equals return-on-investment, and
    3. Taking care of our people — always.

    Although I didn’t change a lot, I did energize (or maybe re-energize) a few key areas. First, I wanted to close the gap between OCX and GPS IIIA, which we have now effectively done; second, I am taking another look at dual launch for future GPS space vehicles, including the use of new lithium ion (LiON) batteries and a lighter weight interface between the space vehicle and the launch vehicle; and third, I want to put a clear focus on standards so that vendors can exploit new technology and solutions for future user equipment.

    DJ: What significant challenges then do you see in your future tenure?

    BG: I think our biggest challenge is potential budget constraints in this fiscally constrained environment. Program stability is absolutely paramount for program success, and program stability requires three legs:

    1. Requirements stability
    2. Funding stability; and
    3. Personnel stability.

    We’ll keep our eye sharply on all three.

    Another major challenge facing the GPS Directorate is the proliferation of GPS user equipment, both from the perspective of the hostile intentions of our enemies, as well as interoperability or compatibility with the sheer number of GPS receivers out there. To that end, we have embarked upon an “Underwriter’s Laboratory” construct for security and performance validation.

    DJ: Colonel Gruber, I want to thank you again for your time today and ask as a final question if there are any closing comments you would like to make or any additional topics you would like to discuss?

    BG: Don, the great thing about the GPS program is that everyone truly wants to make this system work, and I’ve found that people understand GPS is a worldwide utility. As I hope I’ve articulated, we have an exciting future in this program, and you can clearly see how much is going on. And Don, let me say that I appreciate folks like you and GPS World magazine who continue to educate people around the world about our system. To that end, I would like to close with a special thanks to the men and women of the GPS Directorate for their tenacity, unparalleled work ethic, and incredible dedication to mission success.

    DJ: It is our pleasure, sir, and again, thanks for your time and for the update. Good luck at Ft. Belvoir.