Although glaciers in High Mountain Asia produce an enormous amount of water used by downstream populations, they remain poorly observed in the field. This study presents a geodetic mass balance of the glaciers in the Astore Basin (with differential GPS (dGPS) measurements on Harcho glacier) between 1999 and 2016. Changes near the terminus of Harcho glacier (below 3800 m a.s.l.) featured heterogeneous surface elevation changes, whereas the middle section shows the most negative changes. The surface elevation changes were positive above 4200 m a.s.l. The average annual mass balance was −0.08 ± 0.07 m w.e. a−1 derived from a dGPS and DEM comparison whereas Advanced Spaceborne Thermal Emission and Reflection Radiometer DEM-based results show a slightly positive, that is 0.03 ± 0.24 m w.e. a−1 in the same period. In contrast, the terminus indicates a substantial retreat of ~368 m (4.5 m a−1) between 1934 and 2016. The average mass balance of 19 glaciers (>2 km2) covering ~60% of the total glaciers in the Basin exhibit no net mass loss in the period of 2000−2016 and follow a pattern similar to adjacent Karakoram glaciers.

Differential Global Positioning Systems (DGPS) and the European Geostationary Navigation Overlay Service (EGNOS) are included in a group of supporting systems (Ground-Based Augmentation System (GBAS)/Space-Based Augmentation System (SBAS)) for the American GPS. Their main task is to ensure better positioning characteristics (accuracy, reliability, continuity and availability) compared to GPS. Therefore, they are widely applied wherever GPS failures affect human safety, mainly in aviation, land and marine navigation. The aim of this paper is to assess the predictable positioning accuracy of DGPS and EGNOS receivers using a vessel manoeuvring in the Bay of Gdansk. Two receivers were used in the study: a Simrad MXB5 (DGPS) and a Trimble GA530 (EGNOS), which were simultaneously recording their coordinates. The obtained values were compared with the trajectory computed using a geodetic Global Navigation Satellite System (GNSS) receiver (Trimble R10) connected to a GNSS network, ensuring an accuracy of 2–3 cm (p = 0·95). During a four-hour measurement session, the accuracy statistics of these systems were determined based on around 11,500 positionings. Studies have shown that both positioning systems ensure a similar level of accuracy of their positioning services (approximately 0·5–2 m) and they meet the accuracy requirements set in published standards.

A conventional Differential GPS (DGPS) techniques-based velocity and acceleration method (named here as ‘DVA’) may be difficult to implement in the Antarctic as there is a sparse distribution of reference stations over Antarctica. Thus, in order to overcome the baseline limitations and to obtain highly accurate and reliable velocity and acceleration estimates for airborne gravimetry, a network-based velocity and acceleration determination approach (named here as ‘NVA’), which introduces a wide network of stations and is independent of precise clock information, is applied. Here its performance for velocity and acceleration determination is fully exploited by using Global Positioning System (GPS), GLONASS, Galileo and BeiDou observations. Additionally, a standalone receiver-based method named ‘SVA’, which requires precise clock information, is also implemented for comparison. During static tests and a flight experiment over Antarctica, it was found that the NVA method yields more robust results than the SVA and DVA methods when applied to a wide area network. Moreover, the addition of GLONASS, Galileo and BeiDou systems can increase the accuracy of velocity and acceleration estimates by 39% and 43% with NVA compared to a GPS-only solution.

One of the limitations of Differential Global Positioning Systems (DGPS) is that accuracy decreases as the distance between the user and a base station increases. We have developed a new DGPS positioning strategy that is less affected by baseline length and enables better accuracy. We found correlations between satellite elevation angle and Pseudo-Range Correction (PRC) through extensive tests. As a result, better PRC values were obtained by considering differences in satellite elevation angles at a reference site and the user location. We tested the model for a variety of baseline lengths greater than 250 km, and the positioning accuracy improved by 29–66% compared with traditional DGPS based on a single reference station. Positioning accuracies comparable to those of multi-reference DGPS were achieved in some cases.

The accurate location of a vehicle in the road is one of the most important challenges in the automotive field. The need for accurate positioning affects several in-vehicle systems like navigators, lane departure warning systems, collision warning and other related sectors such as digital cartography suppliers. The aim of this paper is to evaluate high precision positioning systems that are able to supply an on-the-centimetre accuracy source to develop on-the-lane positioning systems and to be used in future applications as an information source for autonomous vehicles that circulate at high speeds on public roads. In this paper we have performed some on-road experiments, testing several GPS-based systems: Autonomous GPS; RTK Differential GPS with a proprietary GPS base station; RTK Differential GPS connected to the public GPS base station network of the National Geographic Institute of Spain via vehicle-to-infrastructure GPRS communications; and GPS combination with inertial measurement systems (INS) for position accuracy maintenance in degraded satellite signal reception areas. In these tests we show the validity and the comparison of these positioning systems, allowing us to navigate, in some cases, on public roads at speeds near 120 km/h and up to 100 km from the start position without any significant accuracy reduction.

The Hatch filter is a code-smoothing technique using integrated carrier phase observations. It is an easy technique that non-experts can use to reduce receiver noise on the pseudorange. This paper suggests a new algorithm for the optimal Hatch filter whose smoothing window width varies adaptively depending on the regional, diurnal and seasonal ionospheric variation and satellite elevation angle. We consider both quiet and storm conditions of the ionosphere. Using the well-known quiet ionospheric model, a conservative boundary value for ionospheric storm and the receiver noise statistics function of the satellite elevation angle, this algorithm can mathematically solve the optimal averaging constant for each satellite in every epoch. From a 24 hr data process result and real-time experiment, we found that the position accuracy of the optimal Hatch filter is better and more robust than that of the traditional Hatch filter. The optimal Hatch filter algorithm and its results are expected to provide a new solution for a single-frequency DGPS receiver and a thorough understanding of the relationship between the position error and the averaging constant. Furthermore, a DGPS user who applies this algorithm to a low-cost single-frequency receiver can obtain a more accurate and robust position result than via the classical Hatch filter.

After Selective Availability (SA) was turned off, the rate of change with time of the DGPS common errors (atmospheric delay, satellite orbit and clock error) became quite slow. This inevitably leads to a requirement to modify various configurations of DGPS correction message broadcasting, and reference station (RS) managers need to examine the characteristics of GPS measurement errors with SA-off. GPS error sources are temporally and spatially decorrelated, so the DGPS user position accuracy is varied by the baud-rate of the RS, the distance between the user and the station, and the noise statistics of the receiver. We identify the minimum and maximum size of correction data, interval time, the coverage range and the baud-rate that are required to maintain the existing DGPS service. Moreover, the compatibility and accuracy can be assessed to meet the users' requirements without measurements being needed. The results in this paper are used in the study and testing for the redesign of United States Coast Guard (USCG) RS. We hope that our study will be a great help in determining the flexible factors of both the RS and the user.

Because GPS is a radio navigation system which has a very low power level, it is vulnerable to RFI. Excessive RFI could cause receiver performance degradation, such as degradation of position accuracy, loss of lock and increased acquisition time. After GPS modernization plans introduce dual-frequency civil signals to mitigate ionospheric errors, RFI will remain as one of the dominant threats for differential GPS navigation systems. Examples of safety-critical civil aviation and military missions threatened by RFI include the Local Area Augmentation System (LAAS) and the Joint Precision Approach and Landing System (JPALS). This paper focuses on RFI mitigation through integrity monitoring for a DGPS system like LAAS or JPALS. The mitigation strategy consists of two parts. First, the paper develops a new RFI detection method, using a raw divergence statistic. Second, the paper investigates strategies for maintaining integrity in the case that RFI is detected.

To validate the utility of the divergence-based RFI monitor, this paper takes an experimental approach. The experiments assess the performance of the divergence metric and compare it to existing alternatives for RFI detection, such as metrics for Automatic Gain Control (AGC) and carrier-to-noise ratio (C/N0). Generating a monitoring threshold for these statistics proves challenging, because the threshold depends both on the type of RFI threat (e.g. continuous wave, narrow band, wideband, pulsed) and on environmental conditions, such as temperature. As experiments illustrate, the divergence statistic resolves these limitations, as divergence directly estimates ranging source error, independent of the type of RFI threat or the environmental conditions.

In general, a Reference Station calculates differential corrections which are valid for that exact location (zero baseline) at that particular epoch (age of corrections zero). However, DGPS users may be located as far as 200 nm away from the Reference Station and some of the errors compensated for by the Reference Station vary with space, namely satellite ephemeris, tropospheric and ionospheric errors. Therefore, the corrections calculated at the Reference Station suffer certain accuracy degradation as the separation distance increases, because of a decreasing relevance of the Reference Station data to the user. The error growth with increasing distance to the beacon is accentuated by the inability of Reference Station and user to see the same satellites, commonly termed the lack of intervisibility. The error growth with distance is the most important factor determining DGPS accuracy, but surprisingly very little has been done to assess it. US official documents and IALA state that the achievable accuracy degrades at an approximate rate of 1 m for each 150 km (80 nm) distance from the broadcast site, but this value is based on a theoretical prediction, made back in 1993. To estimate the error growth with real data, 6 DGPS receivers were placed along the Portuguese coastline at approximately 50 nm intervals from Sagres Broadcast Station, in a South – North direction. This paper describes the results of the trial.

The integration of the Global Positioning System (DGPS) with an Inertial Navigation System (INS) has been implemented for several years. In an integrated INS/DGPS system, the DGPS provides positions while the INS provides attitudes. In case of DGPS outages (signal blockages), the INS is used for positioning until the DGPS signals are available again. One of the major issues that limit the INS accuracy, as a stand-alone navigation system, is the level of sensor noise. The problem with inertial data is that the required signal is buried into a large window of high frequency noise. If such noise component could be removed, the overall inertial navigation accuracy is expected to improve considerably. The INS sensor outputs contain actual vehicle motion and sensor noise. Therefore, the resulting position errors are proportional to the existing sensor noise and vehicle vibrations. In this paper, wavelet techniques are applied for de-noising the inertial measurements to minimize the undesirable effects of sensor noise and other disturbances. To test the efficiency of inertial data de-noising, two road vehicle INS/DGPS data sets are utilized. Compared to the obtained position errors using the original inertial measurements, the results showed that the positioning performance using de-noised data improves by 34%–63%.

In this paper, the Auto-Regressive Moving-Averaging (ARMA) neural networks (NNs) will be incorporated for predicting the differential Global Positioning System (DGPS) pseudorange correction (PRC) information. The neural network is employed to realize the time-varying ARMA implementation. Online training for real-time prediction of the PRC enhances the continuity of service on the differential correction signals and therefore improves the positioning accuracy. When the PRC signal is lost, the ARMA neural network predicted PRC would temporarily provide correction data with very good accuracy. Simulation is conducted for evaluating the ARMA NN based DGPS PRC prediction accuracy. A comparative performance study based on two types of ARMA neural networks, i.e. Back-propagation Neural Network (BPNN) and General Regression Neural Network (GRNN), will be provided.

This paper offers a designed Integrated Navigation System that will permit vessels to transit safely through the Suez Canal avoiding collision and grounding in all weather environments instead of being directed to anchor, thus keeping the Canal open at all times for ship transits. The Suez Canal Integrated Navigation System (SCINS) includes Differential Global Positioning System (DGPS), Suez Canal LORAN-C system, and Vessel Traffic Management System (VTMS). The combination of DGPS and LORAN-C systems would provide real-time DGPS corrections that could be used to calibrate the Loran fix; this can be achieved by means of portable integrated DGPS/LORAN-C sets installed aboard the vessels. The addition of VTMS provides significant capability for preserving system accuracy during periods of GPS outages. Due to the interface between LORAN-C and VTMS systems, the SCINS will be able to solve the problem of targets that cannot be tracked by VTMS radars in the shadow areas behind the new bridges along the Canal. The SCINS automates position fixing in real-time, offers a designed algorithm to return the ship to the middle of the Canal and computes the cross-track error (XTE) and the ship squat. Kalman Filter design and system level performance predictions for the SCINS are briefly described. Simulation results show that the SCINS offers superior performance and better position accuracy than current integrated systems.

This paper was first presented at GNSS 2002 – European Navigation Conference – held in Copenhagen, 28th to 30th May, 2002.

At the 5th GNSS Symposium, held in Seville in 2001, the authors presented a paper entitled ‘The Portuguese DGPS network’, which began by addressing the current need for a DGPS service, given the removal of Selective Availability (Moore et al., 2001). In that paper, the benefits of DGPS for mariners, namely in terms of accuracy and integrity, were discussed and presented, in order to show that the option to embrace DGPS was, and is, still valid because it can provide the best accuracy and integrity at sea. However, the accuracy advantage afforded and the integrity check performed by DGPS are only useful if the DGPS service reaches very high standards of availability and continuity. It would be almost useless to have a DGPS service with low availability and continuity, because it could mean a ship losing the differential corrections in restricted waters, where the service is most needed. In summary, the level of benefit gained from DGPS is directly proportional to the user availability of the service and to its continuity. Having discussed accuracy and integrity last year, this paper covers issues related to availability and continuity (continuity replaced the previously used concept of reliability). The availability and continuity requirements recently adopted by the International Maritime Organization (IMO) and the International Association of Lighthouse Authorities (IALA) are presented, as well as the ways by which DGPS services can meet the very high requirements for the harbour entrance and approach phase of navigation. The concepts used in the Portuguese DGPS network to minimize downtime and ensure the highest reliability and availability, are presented as an example.

We have developed a local-area ionospheric time-delay model that consists of nominal and perturbation models. The nominal model describes the trends of ionospheric time delay over 1–2 days and uses nine parameters. The perturbation model describes rapid changes of ionospheric time delay over 2–3 hours and uses six parameters. All the parameters are estimated from raw data measured at one reference station, which has filters to estimate all the parameters of the local-area ionospheric time-delay model. With this model and Black's tropospheric time-delay model, we obtain compensated Differential GPS (DGPS) pseudorange corrections by subtracting the atmospheric time-delay difference between the reference station and the user. We believed that the model could extend DGPS coverage. To check this, we analyzed experimental data. The results show that this algorithm not only improves DGPS positioning accuracy, but also extends DGPS coverage from 100 km to more than 400 km. We named this new algorithm the Seoul National University Differential GPS (SNUDGPS).

Because of increasing traffic in urban areas, public transport has to become more attractive and efficient by introducing computer-aided dynamic passenger information and on-line vehicle location. The tram location pilot system described makes vehicle scheduling and control systems independent of expensive location infrastructure (e.g. beacons). It uses on-board autonomous DGPS positioning with dead reckoning and a radio link to the control centre. The evaluation of the measured vehicle positions clearly demonstrates that operational accuracy requirements for public transport applications are met. The whole Tramway Location System (TLS) is structured into the 3 segments: on-board equipment, components of the operation centre and roadside equipment. The trial set-up for dynamic real-time measurements of the positioning accuracy is described, and the results of the evaluation of more than 7300 position fixes at 15 geodetically measured reference points along the tramway are presented. The conclusions indicate that, during runs in city environments, DGPS combined with dead reckoning achieves vehicle positioning precise enough to enable a reliable, improved and up-to-date passenger information service at the stops.