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conditions of almost zero visibility.
While it is too early to pinpoint all of the future programme’s elements, GNSS-2 will probably
need to be a continuation of GPS, GLONASS and EGNOS, combined with regional
enhancements that could be provided by a mix of geostationary and nongeostationary satellites
(Galileo). In this respect, the installation of navigation payloads onboard the geostationary
Inmarsat-3 satellites is considered as a first step towards GNSS-2 (has not yet been decided).
2. Galileo
An all-European satellite navigation constellation took a step closer at the start of May 1999 when
government ministers of ESA countries gave a financial commitment to setting up Galileo, a
second-generation global navigation satellite system (GNSS-2).
Document prepared by EVP Europe, August 1999 Page 11 of 14
Galileo will be a global navigation satellite system under civil control. It will consist of 21 or more
satellites, depending on the level of international co-operation, the associated ground
infrastructure and regional / local augmentations. GalileoSat is the complementary development
initiative of the ESA for the space and the associated ground control segments.
Galileo will be used in all modes of transportation for navigation, traffic and fleet management,
tracking, surveillance and emergency systems. As such, Galileo will be a key element of the
future inter-mode traffic management system. Moreover it has many non-transport applications.
The system will involve a space segment of around at least 21 medium earth orbit (MEO)
satellites, plus three geostationary earth orbit (GEO) satellites and will cost Euro 2.2 – 2.95 billion
to develop. (There are system proposals for up to 40 MEO satellites).
Taking the current planning, Galileo will be fully operable in 2008 at the latest, with the start of
signal transmission in 2005.
Galileo and GPS will be interoperable and compatible. International Partners will be involved
actively in the Galileo programme.
3. Economic Study
Macro-economic benefits totalling Euro 90 billion will be created through additional equipment,
sales and services during the service introduction and the first 15 years of operation. In these
industries, Galileo will create more than 100 000 new jobs. Potential wider benefits result from
the use of the system.
GNSS-1 replacement is also an important market: the satellites making up GNSS-1 – Inmarsat-
3, GPS and GLONASS in the short term – will need to be replaced beyond the years 2003 –2005
and then renewed approximately every 10 years. This represents a significant potential market
for Europe’s space industry if it were in a position to become a procurement source for these
replacements. As an indication of the potential business opportunities, the estimated cost of a
full navigation constellation of, for example 16 satellites, is Euro 650 million, plus an annual
turnover of Euro 70 million for the renewal of obsolete satellites.
The ground-based infrastructure needed to support the operational civil requirements also
provides a considerable market, with its total value probably in excess of the cost of the satellites
themselves.
Document prepared by EVP Europe, August 1999 Page 12 of 14
C. A short description of ADS
1. ADS10
ICAOs FANS (Future Air Navigation Systems) committee addressed the problem of the shortage
of capacity in the ATC system in a number of ways. One of the concepts, that forms the
foundation of the ICAO CNS/ATM concept, is ADS or Automatic Dependent Surveillance.
One of the major capacity shortfalls in the ATC service provided in some parts of the globe, is
the use of procedural control. Non-radar separation standards are necessarily large to
accommodate the lack of continuous updates of flight data to the controller and thereby to
accommodate the safety of aircraft under control. Additionally a fixed route structure is often
linked to operations in such areas where non-radar control is employed. This provides the
structure and predictability with which traffic can be controlled and the certainty or predictability
necessary for control to be exercised. It is, in effect, a snapshot of time approach to ATC and
therefore it is always historic.
Non-radar control is the only type of control possible in some parts of the globe – over the high
seas, or in sparsely populated areas , because it is not possible to provide an ATC infrastructure
that can support radar and communication systems. The results of this type of operation incur
penalties to aircraft operators, especially as in some areas the aircraft operating in these areas
have long sector lengths, thus the cost of non-optimal flight is high. For example, in 1992 United
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