COMMISSION OF THE EUROPEAN COMVIUNITIES 
C0M(94) 248 final 
Brussels, 14.06.1994 
COMMUNICATION FROM THE COMMISSION 
Draft 
COUNCIL RESOLUTION 
on the European contribution to the development of a 
Global Satellite Navigation System 
(presented by the Commission) 
f\ 
COMMUNICATION FROM THE COMMISSION 
SATELLITE NAVIGATION SERVICES : 
A EUROPEAN APPROACH 
6-
TABLE OF CONTENTS 
General Context 1 
1. The GNSS issues 5 
1.1. Civil application 5 
1.1.1. Transport applications 5 
1.1.2. Geodesy, land survey 6 
1.1.3 Other applications 6 
1.2. Civil user requirements 7 
1.2.1. General requirements 7 
1.2.2. Civil Aviation requirements 7 
1.2.3. Maritime requirements 8 
1.2.4. Other users 8 
1.3. GNSS evolution 8 
1.3.1. Experimental phase 8 
1.3.2. Implementation of a complement 9 
1.3.3. Implementation of a global multimodal system 9 
1.4. Economic / Industrial perspective 10 
1.4.1. On board receiver 10 
1.4.2. Space segment 10 
1.4.3. Ground infrastructure 10 
1.4.4. User benefits 10 
1.5. Conclusions 11 
2.The European scene and the European Union role 12 
2.1. Current situation 12 
2.2. ESA 12 
2.3. EUROCONTROL 13 
2.4. European Telecom Operators 13 
2.5. The European Union 13 
2.5.1. Inclusion in the Trans European Transport Network 14 
2.5.2. Inclusion in the Trans European Telecommunication Network 14 
2.5.3. Inclusion in the Fourth Framework Program R&D 14 
c 
3. Actions required within the European Union 15 
3.1. Actions required 15 
3.1.1. Detailed GNSS design studies 15 
3.1.2. GNSS 1 15 
3.1.3. GNSS 2 16 
3.1.4. European Cooperation 16 
3.2. Conclusions 17 
GENERAL CONTEXT 
Introduction 
This communication aims at establishing a European Union programme for satellite navigation. 
A Commission action programme is considered urgent and essential for both industry and 
potential users. 
1- Satellite navigation / positioning services 
Satellite navigation is a special form of radionavigation whereby position is determined 
by calculating the distance between a number of satellites and the user. These distances are 
determined by the time the signals travel from the satellites to the user. It allows an 
unlimited number of users to be served by one satellite system, since no emission from the 
user is required to determine the position, and is applicable to any mode of transport. 
Satellite position fixing is emerging as a developing application of space and is forecast 
to bring numerous benefits for many industrial sectors such as fishing and fishery controls, 
oil and gas recovery offshore, resource exploration or geodesy, national and regional 
planning... 
These services are provided by a constellation of satellites broadcasting signals which are 
processed by receiver equipment, either portable or panel, mounted on board the vehicle. 
Recent progress in this field allows a user, equipped with a small low cost-receiver, to 
determine his position, speed and trajectory anywhere on the Earth. 
2. Coherence with the European Union Policies 
The Treaty on European Union mandates under, Article 129C, the Commission to prepare 
guidelines for the implementation of Transeuropean Networks. The Commission considers 
that navigation satellites are an integral part of these Transeuropean Networks. 
It should also be mentioned that the White Paper on Growth, Competitiveness and 
Employment contains a list of projects that includes a Multi-modal Positioning System by 
Satellites which is essential for air, sea and ground management systems and certainly the 
most important component of the future European Radionavigation Plan. 
The report of the Wise Men on the situation of the Air Transport Industry also insists on 
the need to accelerate the implementation of satellite technologies to contribute to the 
improvement of Air Traffic Management in Europe. 
The European Parliament recently adopted a Resolution -1 on Space policy for the next 
decade which specifically calls for an urgent European action in the field of satellite 
navigation and asks the Commission to establish a European Strategy in order to enable the 
European industry to participate in the implementation of Global Navigation Satellite 
Systems, and as an intermediate step, to secure access to existing navigation satellite 
facilities. 
In its Communication to Council and European Parliament, entitled "The Community and 
Space" (COM (92) 360 final), the Commission declares its intention to ensure reliable and 
efficient position fixing services for European users with all parties concerned. 
Satellite navigation is one of the major areas in which the European Union can encourage 
a market lead development of its space industries. It is estimated that the annual world 
market for related satellite user equipment arrive at 5 Billion ECU2 in 1998. The total 
world market over the next 15 years is estimated at 50 - 100 Billion ECU of which the 
largest part will be for consumer electronics. 
3. International context 
Internationally there are no wide variations, between countries and continents, in the levels 
of involvement and commitment to satellite navigation. The United-States has already put 
into orbit its Global Positioning System (GPS). This system- a complete constellation of 
operational military satellites which offers, free of direct charges (at least until 2003 ) 
civilian users a permanent world-wide positioning service providing a minimum accuracy 
of 100 m. 
The Russian Federation is planning a similar system, initiated at the time of the USSR, and 
named GLONASS - (Global Navigation Satellite System ). This system may also provide 
services to civilian users but technical difficulties and financial issues make its future 
somewhat uncertain. 
Neither GPS nor GLONASS can meet all civil user navigation requirements. Those 
systems will need to be extended to meet future requirements. 
1 Report on the Community and Space (PE 298-366) May 1994 
Source : "Assessment of the potential of satellite navigation systems and the European 
dimension of their utilisation" - Study for the European Commission 
INMARSAT will operate from 1996 onwards its new generation of geostationary satellites 
(the four INMARSAT III). Each of these satellites is being fitted with a transponder 
designed to relay navigation signals generated by the appropriate ground infrastructure in 
order to improve the utility of GPS/GLONASS for the civil use. They could thus constitute 
an augmentation of those systems. INMARSAT is presently looking for customers to 
exploit that resource. 
By providing navigation signals through the military system (GPS) the United States has 
already acquired an important expertise that will enable it to implement a global civil 
navigation system as required by potential users. 
The Japanese government recently decided on a fully nationally funded programme for the 
launch of geostationary satellites with a navigation function to improve GPS/GLONASS 
services for the Asian region mainly for aeronautical purposes. 
4. European context 
4 In Europe, many countries, and some organisations like EUROCONTROL and ES A, as 
well as transport associations have developed a thorough understanding of the future 
operational and industrial implications of satellite navigation and of the political, 
institutional, technical and financial issues related to the provision of space segment services 
and the use of receiver equipment. 
But no real organisational structure and action plan have been created to set the scene for 
a consolidated European strategy and a subsequent implementation programme. 
The analysis of the situation provided hereafter demonstrates the need for the European 
Union to play its part in this emerging strategic field and to create the conditions for a 
European competence in this technology,which will permit the large and various user 
requirements to be met in a profitable way by European industry. 
INMARSAT is an internationally-owned cooperative which provides mobile communications 
worldwide. Established in 1979 to serve the maritime community, INMARSAT has since 
evolved to become the only provider of global mobile satellite communications for 
commercial and distress and safety applications, at sea, in the air and on land. 
European Space Agency 
5. Need for an urgent action 
This Communication is being submitted now because urgent decisions are needed on the 
initiation of a European involvement in the implementation of the Global Navigation 
Satellite System (GNSS). As mentioned above INMARSAT is looking for customers for 
the navigation transponders on board its INMARSAT III satellites. Accordingly it will call 
for proposals in_ early summer 1994 and expect to allocate these transponders before 
winter 1994. This explains why a European action is needed as early as October 1994. 
Absence of action in this time frame will jeopardise the ability of the European Union, and 
Europe in general, to contribute to the establishment of a global civil navigation satellite 
system. 
1. THE GNSS ISSUES 
The provision of satellite navigation services is presently under U.S. monopoly through GPS. 
GPS was conceived primarily to serve military user requirements and cannot as such satisfy 
most of civilian user expectations. GPS and GLONASS, if it matures, require significant 
adjustments to become civil usable systems. A future system satisfying civilian user 
requirements, and particularly transport services, will bear the generic name of GNSS - Global 
Navigation Satellite System. 
11. Civil applications 
GNSS will be the first radio navigation system in history to have the potential to meet the 
requirements of practically all areas in which radio positioning and navigation can be 
applied. Therefore, GNSS is likely to become an indispensable part of world-wide 
infrastructure. 
1.1.1. Transport applications 
Today's aviation and shipping would be impossible without the extensive use of 
radio navigation. Each of these activities could derive numerous benefits from the 
application of satellite navigation. 
Potential benefits for aviation are : reduced cost and weight of on-board navigation 
equipment; reduced cost of ground infrastructure; high accuracy and unlimited 
system capacity necessary for a potential breakthrough in air traffic management. 
Potential benefits for shipping include : low equipment cost; one system world­
wide instead the numerous different systems in use today; high accuracy 
permitting the use of satellite navigation for harbour approach and in narrow 
waterways, where current radio navigation accuracy is insufficient; simplified 
navigation through the integration of satellite positioning with digital map displays; 
easy implementation of position reporting systems, particularly for the surveillance 
of fishing vessels and dangerous goods. 
To date position fixing has been used for the navigation of long distance freight 
carriers in a relatively limited number of cases. However, the expected 
development in the medium to long term for land vehicles is that they will carry 
satellite positioning devices just like a car carries stereo equipment today. Some 
of the possible applications, in combination with other communication equipment 
are : driver assistance in conjunction with digital maps and on-line information 
services; database applications; fleet management (public transportation, freight and 
delivery services, valuable or hazardous goods tracking, etc.); traffic 
optimalisation; road pricing. 
1.1.2 Geodesy, land survey, offshore exploration 
Surveyors are a rather small, but important users group. The high cost of 
maintaining national reference networks as well as the cost of actual surveying 
tasks can be significantly reduced by use of satellite positioning. Economic effects 
in the offshore sector can be significant, as the allocation of revenue from the 
recoverable deposits within an exploitation block depends on the exact definition 
of the boundaries of these blocks. 
1.1.3. Other applications 
There are numerous other applications of GNSS, which will become operational 
once the level of development has reached a mature stage. For instance, 
agriculture, where an optimum distribution of fertilizers can be achieved by linking 
accurate position data with in situ measurements of yields. 
Furthermore, the high quality precise time distribution and synchronizatio can be 
used for timing purposes on the ground. 
Finally, there is an enormous potential for satellite navigation in leisure activities. 
Hikers, amateur pilots and sailors as the most common examples of user groups 
whose safety and pleasure can be enhanced. 
1.2. Civil user requirements 
1.2.1. General requirements 
The complexity of the present situation can be appreciated in the light of the two 
following fundamental considerations : 
- the availability of GNSS as a public service and/or a commercial service for civil 
use is foreseeable in the near future but still does not exist; existing GPS gives 
only the flavour of it; 
- many categories of users and service providers are studying the potential 
applications of GNSS as perceived through the experimental use of GPS but their 
detailed requirements have not generally been developed. 
Users will increasingly rely on GNSS as it comes to fulfil their operational 
requirements, provided that the cost-benefit relation is satisfactory and that 
appropriate regulations are adopted to take care of the nature of the applications 
and the mode of operation. 
These operational requirements can be turned into system performance 
requirements expressed in terms of the following characteristics : 
- accuracy : acceptable error of positioning depending on the type of application; 
- integrity : ability of the system to alert, in the appropriate time frame, 
malfunctioning; 
- availability : measurement of the amount of time the system will be unusable. 
- continuity of service : relates to the commitment required from the service 
providers to offer perennial service under stable financial conditions. This 
comprises the institutional issue of who controls the systems as well as the 
financial issue of the cost recovery mechanism. 
1.2.2. Civil aviation requirements 
Among the users, the civil aviation community is the most demanding but also the 
most advanced in identifying quantitatively its needs. 
8 
The Civil Aviation Authorities, working cooperatively under the auspices of ICAO, 
are paving the way for the introduction of GNSS and its evolution towards a self 
sufficient navigation system allowing the replacement of classical ground based 
radionavigation aids for "en-route", approach and landing phases of flight. 
The highly dynamic environment in an airplane and the high safety standard to be 
fulfilled for air transport make aviation community requirements the most stringent 
among the user categories. Therefore in its present driving role for developing all 
aspects of GNSS technology, the aviation community will have to resolve all 
institutional, legal, technical cost recovery issues. 
1.2.3. Maritime requirements 
Generally considered as less demanding than aviation, maritime requirements might 
well appear to be as stringent after a more thorough analysis. 
The International Lighthouse Authorities (IALA) has created with the active 
support of several National Administrations a specialised committee to study their 
requirements 
1.2.4. Other users 
The other user categories engaged in refining their expectations, deemed to be 
easier to satisfy compared to those of aviation, will benefit from the clarification 
of the major difficulties related to the exploitation of GNSS for aid navigation; 
representing also a large number of users they will facilitate the financing of any 
system. 
1.3. GNSS evolution 
In this perspective, in order to match the development of user requirements, the evolution 
of GNSS is foreseen as follows. 
1.3.1. Experimentation phase (short term) 
Nowadays, GPS is available free of charge and offers a guaranteed accuracy to 
civil users of 100 m but guarantees neither integrity, nor availability, nor 
continuity of service on an internationally acceptable basis. Therefore, it can be 
used for experimentation or as an additional sensor for position fixing or navigation 
in non safety critical applications. 
1.3.2. Implementation of a Complement (medium term) 
This year will see the start by the Civil Aviation community, of the process of 
developing the GNSS first generation - GNSS 1 - on the basis of GPS and, 
possibly, GLONASS constellations augmented by additional satellites and 
appropriate ground segments. This process as presently envisaged, comprises the 
use of the navigation payloads of the geostationary INMARSAT III satellites and 
the implementation of ground based monitoring stations and processing centres. 
These will elaborate appropriate signals that will be relayed by INMARSAT to user 
receivers. This augmentation should remedy to some extent present GPS 
(GLONASS) deficiencies and will provide greater accuracy, availability and 
integrity. These extra services might be chargeable to the users (the basic GPS 
services remaining free of charge till 2003 at least) and may allow commercial 
operations using GNSS 1 provided that the certification process when needed is 
completed. 
In parallel other improvement techniques will be developed based on autonomous 
integrity monitoring, particularly useful in northern latitudes where an INMARSAT 
augmentation cannot be used. 
However, the political and institutional issues linked to U.S. ownership and control 
of GPS still need be resolved in order to guarantee continuity of service for the 
European and other countries outside the US and allow the withdrawal of the 
classical radionavigation aids. This implies active negotiations in the appropriate 
international organizations. Before the completion of such negotiations and even 
if at GNSS 1 stage the full benefit of the system is not yet achieved, a greater 
number of categories of users will be able to operate it; other categories will be 
able to refine their exploitation philosophies and efficiently plan their future 
operations. 
1.3.3. Implementation of a global civil multimodal system (long term) 
Later, from the European point of view, a system will bear the name of GNSS 
second generation - GNSS 2 - when all institutional, technical, financial problems 
will have been resolved to allow a truly civil internationally controlled service to 
be provided to users as a self-sufficient navigation means on an equitable basis with 
a transparent cost recovery mechanism. Technically, GNSS 2 as such is not yet 
defined and may either evolve from a step by step transition from GNSS 1 or by 
the phased out replacement of GNSS 1 by a new (but certainly backward 
compatible) technology. 
10 
14. Economic/Industrial Perspective 
1.4.1. On board receiver 
The availability of GPS free of direct user charges has greatly expanded the user 
base for satellite-based position-fixing services. The markets for satellite 
navigation receivers are of considerable size. The total world market for satellite 
navigation equipment in 1996 will be close to 3 Million units^. With the 
assumption of an average unit price decreasing to less than 1 000 ECU per unit, 
the annual market volume would be approx. 3 Billion ECUS in 1996, with further 
substantial growth in the following years. Navigation in landvehicles will probably 
become as familiar and widespread as car stereo equipment. Part of these will rely 
on satellites. With more than 120 Million cars in use in Europe today, the potential 
market is enormous. 
"GPS is increasingly moving forward as the main navigation system in all traffic 
modes. Whereas its market in special market segments, such as shipping, will be 
saturated soon, while its introduction in aviation and land-based transport is only 
at the beginning. The number of user equipment sales in 1996 is estimated to 
amount to 2,700,000 sets worth 3,000 to 5,000 MECU of which approximately 
74% will go into new market segment of land vehicle navigation, 16% into 
maritime and 2%into aviation applications7. Though this division into market 
segments is disputable, the figures illuminate the importance of satellite navigation 
as an economic factor. " 
1.4.2. Space segment 
Even if the space segment (the satellites themselves) is provided by GPS, 
GLONASS and INMARSAT in the short term, it will need to be replaced beyond 
2003/2005 and renewed each ten years. 
This represents a significant potential market for the European industry if it 
acquires the appropriate expertise and know how. 
As an indication the estimated cost of a full navigation constellation of 16 satellites 
is 650 MECU, plus an annual turnover of 70 MECU for the renewal of obsolescent 
satellites. 
1.4.3. Ground infrastructure 
The ground-based infrastructure needed to support the operational civil 
requirements : (integrity checking and maintenance of the satellite system) provides 
a considerable market, probably in excess of the cost of the satellites themselves. 
1.4.4. User Benefits 
5 Source : Deutsche Aerospace Study - 1993 
11 
European nations are presently operating an extensive radio navigation 
infrastructure. This includes a variety of aeronautical navigation aids such as 
DME, VOR, NDB and ILS systems and maritime systems such as LORAN-C, 
OMEGA, DECCA and maritime radio and visual beacons, not to mention land 
navigation experiments using short range communication beacons and cellular 
mobile networks. 
The present infrastructure is very costly to operate and maintain. Operating costs 
of aeronautical radionavigation systems in Europe alone have been estimated to be 
approx. 100 Million ECU per year. A significant proportion of this amount might 
be saved, if satellite navigation becomes used as the primary means of navigation. 
In any case most of the present equipment is obsolete and will need to be replaced 
over the next decade. 
The application of satellite positioning in road traffic can make a substantial 
contribution to the more efficient use of the existing road infrastructure, as well as 
the vehicle fleets. 
In total, the importance of satellite navigation, which lies not only in direct user 
benefits, but also in the associated socio-economic and industrial benefits, is of 
such an order of magnitude, that it seems essential to make this a matter of E.U. 
policy. 
1.5. Conclusions 
Positioning by satellite system is a new phenomenon that will revolutionize many activities 
exploiting location identification or navigation, create markets for new equipment and 
services and phase out other obsolete business. To date, Europe has stood aside from the 
development of this technology, contemplating the build-up of a U.S. monopoly through 
GPS. 
In 1994, the process of constituting a GNSS by the augmentation of GPS with a 
geostationary overlay based on the INMARSAT transponder will start on the initiative of 
the U.S.A. 
If Europe does not act promptly then the control of the entire system will be done from 
overseas by implementing a civil American complement to the military GPS system. User 
requirement standards and certification schemes for equipment will be set by those who 
will own and operate the upgraded system. The result would be a major dependence of 
Europe on the provision of a strategic asset for the future and a poor perspective for its 
industry to capture the huge associated market for user equipment. 
12 
2. THE EUROPEAN SCENE AND THE EUROPEAN UNION ROLE 
2.1. Current situation 
It is recognised that the ultimate objective of a truly civil internationally controlled 
navigation system (GNSS2) that can be used for all modes of transport cannot be achieved 
in one step. The technical details of components of a GNSS2, for example, have not yet 
been fully defined. Recent research (France, Germany, United Kingdom) has shown that 
there are no unsolvable technical problems which would prevent development of a GNSS2. 
The way forward (as explained in the previous chapter) would be to develop a civil GNSS1 
that makes use of the existing systems as a transitional, or intermediate, step towards 
GNSS2. This should be undertaken at the European level through the joint efforts of the 
European Union, the European Telecom operators, the European Space Agency and 
EUROCONTROL: this action should also take into account the developments already 
underway at national level . 
2.2. The European Space Agency (ESA) 
ES A is a non profit-making organisation whose main objective, as defined by its 
Convention, is to promote the European Space Technology for peaceful applications. It 
has developed the MARECS satellites which have been used by the INMARSAT 
organisation and the European Communication Satellites (ECS's) which are still being used 
by the EUTELSAT organisation for the provision of fixed communication services. In the 
field of satellite navigation ESA's studies contributed to the adaptation by INMARSAT of 
a European-made navigation pay load for its 3rd generation space segment. 
More recently, a proposal for a work programme on navigation has been submitted by the 
European Space Agency to its Member States. The proposed programme to be carried out 
under ARTES ("Advanced Research in Telecommunication Systems") - Element 9, 
involves R&D activities related to the initial global navigation satellite systems, GNSS, and 
more specifically to system complements which need to be developed and deployed in 
order to enhance GPS and GLONASS performance and make them suitable for all users, 
including civil aviation. Preparatory work on longer term GNSS will also be performed 
under ARTES - Element 9. 
The installation of navigation payloads aboard INMARSAT III satellites is looked on by 
ESA as the first implementation of what might become GNSS2. However GNSS2 will 
also involve MEO (Medium Earth Orbit) satellites for which preparatory work will be 
carried out under ARTES - Element 9, in parallel with GNSS1 - related activities. 
13 
2.3. Eurocontrol 
The SATCNS6 Working Group was created by the EUROCONTROL Committee of 
Management in November 1991, to cover satellite navigation and GNSS, satellite 
communication and automatic dependent surveillance (ADS). 
Early work concentrated on preparation of a work programme of essential initial activities, 
which for the satellite navigation area included a study of possible architecture options for 
GPS/GLONASS augmentation. The basic concept emerging was later elaborated as the 
RGIC (Ranging and Geostationary Integrity Channel). However, the importance of 
Receiver Autonomous Integrity Monitoring (RAIM) and Aircraft Autonomous Integrity 
Monitoring (AAIM) as complementary techniques was also recognised. 
In March 1994 the Committee of Management of EUROCONTROL adopted a strategy 
and position for future work in the field of satellite technology which calls for the 
implementation of satellite navigation as a sole-means navigation system for all phases of 
flight, using in a first instance existing satellite systems augmented as appropriate by 
utilising the INMARSAT III transponders. This decision stresses at the same time the need 
to further work on other augmentation techniques. 
2.4. European Telecom operators 
The success of the European involvement in GNSS 1 is likely to rely significantly on 
European Telecom Operators willingness to support the European initiatives vis-à-vis 
INMARSAT as signatories to this agency and also as providers and operators of ground 
earth stations. In addition, their involvement in subsequent GNSS2 development activities 
make them particularly useful partners. 
2.5. The European Union 
Satellite systems used for positioning and navigation can be seen as a future element of the 
Transeuropean Transport and Telecommunication Networks observing the principles of 
efficiency, safety and minimum environmental impact. Position-fixing capabilities can also 
be used for fisheries, geodesy, off-shore exploration, land use planning, surveillance, more 
efficient fertilizer spreading... 
There is accordingly a need for the European Union to play a leading role in their 
development and implementation in order to maintain its indépendance in a strategic area. 
6 Satellite Communication, Navigation, Surveillance 
14 
2.5.1. Inclusion in the Trans European Transport Network 
Hence the desirability of the Commission taking part in the development of the 
satellite navigation and positioning system : this concept forms a natural part of 
Trans-European Networks, pursuant to Article 129 of the Treaty of Maastricht, in 
full compliance with the principle of subsidiarity. Therefore the Commission 
recently adopted a proposal for a Council and European Parliament Decision on 
Community guidelines for the development of the Trans European Transport 
Network which identifies the satellite positioning and navigation infrastructure as 
a project of common interest for all components of the Transport Network (Article 
24/ and constitutes a major element of the European Radionavigation Plan. 
In particular the satellite positioning and navigation system should constitute one 
of the key elements required by the cost-effectiveness implementation of the Vessel 
Traffic Management and Information Network currently under definition. 
This European solution should also be integrated into the Air Traffic Management 
component of the Trans-European Transport network. 
2.5.2. Inclusion in the Trans European Telecommunication Network 
As satellite navigation systems are related to Transeuropean Network for 
Telecommunication, the associated infrastructure projects will have to conform to 
the relevant policy. 
2.5.3. Inclusion in the Fourth Framework Program R&D 
The European Union must call on the resources made available to it by the Fourth 
Research and Development Programme for developing the expertise required to set 
up the navigation system and the Commission has in fact already mentioned such 
a project in its telematic specific program.8 
Discussions have taken place with the European Space Agency (ESA) and the 
European Agency for the Safety of Air Navigation (Eurocontrol) to work out a 
common path in Europe to capitalize on each partner's capabilities. This 
cooperation, with the perspectives of enlargement to all Member States interested, 
has been included in the ECARDA9 framework; it does not prevent the 
Commission to organise bilateral contacts; 
7 COM(94) 106 of 29 March 1994 
8 COM(94) 68 final of 30 March 1994 
9 ECARDA : European Coherent Approach for R&D in Air Traffic Management 
15 
3 ACTION REQUIRED WITHIN THE EUROPEAN UNION 
The Commission is convinced that it is now essential for the European Union to take an 
initiative in the satellite navigation field so as to promote European participation in the 
development of a multimodal Global Navigation Satellite System, to secure mastery of its 
future in this field. 
As described earlier, action will fall into two parts: 
the development and implementation if necessary of a European Complement to 
existing systems using INMARSAT III satellites and any other augmentation technology 
required (GNSS). 
the activities needed for the design and definition of the future civil satellite navigation 
and positioning system (GNSS2). 
3.1 Actions required 
To attain the objectives in view* the Commission will support action as follows: 
3.1.1 Detailed GNSS design studies 
This is an essential preparatory action: conduct the studies described in section 1.2, so as to 
spell out the requirements to be met by satellite navigation systems. 
Estimated cost is ECU 13 million; the Commission believes this expense must be divided 
among the European Union and the future users of the system in a manner yet to be 
negotiated. 
3.1.2 GNSS 1 
To develop and validate the European Complement proper to the GPS/GLONASS systems 
using the capabilities of two of the four geostationary satellites to be launched by Inmarsat 
by end-1995, and various techniques for autonomous integrity monitoring (AIM) now being 
developed in Europe. 
This entails the manufacture and testing of a prototype earth station and prototype on-board 
receivers to produce if necessary an operational system. 
16 
Subsequently, depending on the outcome of the tests, provision has to be made for the 
investment required to enable an operator to produce a truly operational service. 
The Commission has envisaged a contribution10 from the specific programmes on the 
way to being adopted relative to the 4th Framework Research and Development 
Programme (FRDP), and will release from funds allocated for development of 
Trans-European Networks the sums necessary for the operational working of the 
system. 
3.1.3 GNSS 2 
Action here is designed to enable a global system to be put in place based on a set of 
satellites controlled and operated by a neutral operator for the benefit of all civil users 
without discrimination. 
The European Union's role is to ensure that Europe will have the ability to participate 
in the deployment and operation of this second-generation global system. 
The aims are therefore: 
- to identify the technology required for the space, ground and on-board segments, and 
to assist European industry to acquire the appropriate experience; 
- to participate in the institutional arrangements needed to set up a neutral operator and 
support the start-up investment required as far as necessary. 
At present only a significant research and development effort is needed over the next 
five years. For this the Commission has envisaged a contribution10 in the 4th FRDP. 
3.1.4 European cooperation 
In view of the large number of parties concerned, and the experience required, the 
steps described above can be successful only with strong, ongoing cooperation on a 
European scale. 
10 The total amount envisaged in the 4FPFRD is in the order of 45MECU 
17 
This makes it necessary to strengthen cooperation between all interested parties 
(Member States, telecommunications operators, European Space Agency, Eurocontrol) 
and to coordinate their positions in relation to non-member countries and in . 
international organizations where the subject is under debate (ICAO, IMO, ECAC, 
CEPT,12 Inmarsat, and so on). 
The Commission therefore intends to set up a high-level coordinating group tasked to 
create the right environment for the proper implementation of the above steps and to 
draw together separate actions by interested parties. 
3.2. Conclusions 
The time has come for the European Union to show its determination to master one of 
the essential tools for its economic development. 
To that end the Commission means to act as a catalyst by setting up the high-level 
group, whose task will be to coordinate action by all parties concerned and ensure that 
all steps taken are mutually consistent to avoid duplication. 
Concurrently the Commission proposes to the Council that a genuinely European 
component of the global satellite navigation system be developed by action within the 
guidelines for Trans-European Transport and Communications Networks, and the 
specific Transport and Telematics (i.e. computerized telecommunications) Programmes 
in the Fourth Framework Research and Development Programme on the way to being 
adopted. 
With that in view the Commission suggests that the attached resolution be adopted, on 
the understanding that appropriate binding decisions will be taken in accordance with 
the procedures appropriate to the abovementioned financial instruments. 
12 11 European Civil Aviation Conference 
Conference of European Postal and Telecommunications Administrations 
•7£ 
•rtft 
COUNCIL RESOLUTION 
on the European contribution to the development of a 
Global Satellite Navigation System 
Having regard to the communication from the Commission, on the European contribution to 
the development of a Global Satellite Navigation System 
(1) Whereas the setting-up of a satellite navigation system contributes to the attainment of 
important Community objectives, such as the completion of the internal market and the 
strengthening of economic and social cohesion; 
(2) Whereas the setting-up and development for the whole of European territory of a 
satellite navigation system also aim to ensure sustainable mobility of people and goods 
under the best possible social and environmental conditions; 
(3) Whereas in order to attain these objectives Community action is necessary to provide 
guidance, while complying with the principle of subsidiarity; 
(4) Whereas Article 75c requires the European Union to lay down measures to improve 
transport safety; 
(5) Whereas in order to enable Europe to set up a civil satellite navigation system without 
delay account must be taken of existing systems and current developments; 
(6) Whereas the high technology content of the matter dictates a progressive approach; 
(7) Considering action in progress, in particular the adoption by ICAO of the Future Air 
Navigation System close cooperation is necessary between the Commission and 
Eurocontrol, the European Space Agency and the European operators of 
telecommunication; 
(8) Whereas coordinated action by the European Union and European Space Agency should 
aim to raise industry to a standard of competitiveness enabling it to participate in the 
deployment of a global navigation satellite system (GNSS); 
(9) Whereas the White Paper on Growth, Competitiveness and Employment envisages the 
need for european action in the field of satellite positioning; 
43 
The Council invites the Member States: 
to take appropriate measures for participation in the European contribution to satellite 
navigation systems and to ensure that a common line is taken, particularly within 
international organizations such as ICAO, IMO, EC AC, CEPT and Inmarsat, and in relation 
to non-Member States; 
takes note: 
of the creation of a high-level coordinating group composed of representatives of national 
governments, users, telecommunications operators, the relevant international organizations, 
particularly the European Space Agency, ICAO and Eurocontrol, and industry, with the task 
of ensuring that activities undertaken in Europe in the satellite navigation field tends towards 
the same end; 
and invites the Commission: 
1. To put in hand forthwith the development and execution of a European Complement to 
existing systems using Inmarsat III satellites and any other required augmentation 
technology (GNSS1); 
2. To put in hand the work needed for the design and definition of the future civil satellite 
navigation and positioning system (GNSS2); 
3. To coordinate the provision of the resources needed to attain the foregoing objectives 
using such Community instruments as Trans-European Networks and Research and 
Development Programmes; 
4. to take into account the current developments at national level searching for a concerted 
approach in order to avoid a duplication of efforts. 
Zo 
FINANCIAL STATEMENT 
1. Title of the action 
Navigation services by satellites. 
2. Budget headings concerned 
B2 - 704 
B5 - 700 
B6-7111 
B6-7161 
3. Legal basis 
- Proposal for a decision by the European Parliament and the Council concerning 
Community guidelines for the development of the trans-european transport network 
-COM (94) 106 of 7.4.1994 
- Proposal for a Council Regulation on financial assistance by the Community in 
the field of the trans-european networks (COM (94) 62 final of 2.3.1994). 
- Proposal for specific programmes for the 4th PCRD : telematic and Transport) -
(COM (94) 68 final of 30.3.1994. 
4. Description of the action 
4.1. Objective of the action 
The proposed action must allow a European contribution to the development of 
a world and multimode system of navigation by satellites. 
The setting-up of a navigation system by satellites aims to improve productivity 
of the transport systems by placing at the disposal of users a system enabling 
them to position geographically. This action contributes therefore to the 
development of the durable and sure mobility of persons and of the assets, which 
are the fundamental objectives of the common Transport policy . 
A gradual approach is proposed: in the first phase, this involves setting up a 
European complement to the existing military systems in order to give Europe 
sufficient control of the navigation system. 
The second phase will consist in starting as soon as possible definition work of 
the future world navigation system. 
2-1 
Three major actions are necessary : 
Action 1: Definition of the operational specifications and of the architecture of 
satellite positioning system ; 
Action 2 : Setting-up a European complement to the American system GPS 
guaranteeing continuity, integrity and precision (ECU 25 
MILLION) 1995. 
Action 3: Actions pertaining to the future navigation system (ECU 
20 MILLION) 1996 - 1997 - 1998. 
4.2. Period covered by the action and methods 
This involves an action being spread out over a minimum 5-year period . 
5. Classification of expenditure 
5.1. DNO 
5.2. CD 
6. Type of expenditure 
Subsidy with 100 % (in exceptional circumstances). 
Subsidy for co-financing with other sources of the public or private sector. 
Expenses shared research projects. 
7. FINANCIAL CONSEQUENCE 
7.1 Method of calculation of the cost of the action (link between the individual costs 
and the total cost). 
Definition work of the operational specifications and of the achitecture of the 
system will require feasibility studies to an amount considered at 13 MILLION 
ECU at least by the ESA who are the project leaders. 
The costs relating to the research projects were also considered by the ESA on 
the basis of detailed studies. 
<?2. 
7.2 Breakdown by elements of the action 
ECinMk>Ecu5 
Ventilation 95-91 
Action 1 13 
Action 2 & 3 45 
Total 58 
+ 7.3. Schedule to be filled for the matched actions multiannual of MEN 
(registered voter in the basic act) 
-MEN: 
- Period of 1994-1998 application 
EC inMioEcus 
Situation 
cumulated at 
the end of 
1993 
-Budget 
1994 
3 indicative Programming 
• 
1995 
5 1996 
15 1997 
15 1998 
20 1999 and 
e.g. 
TOTAL 
-suivts 
58 
In 1994 and 1995 of the preparatory actions in the form of feasibility studies will be 
necessary (to be financed by B2-704 and/or B5-700 lines). 
The amounts indicated for 1996-1998 are indicative and will concern mainly the budget 
Research (B6-7111 and B6-7161). 
Z3 
8. ANTI-FRAUD PROVISIONS ENVISAGED (AND RESULTS OF THEIR 
IMPLEMENTATION) 
Control measures provided for by the acts quoted in item 3. 
9. ELEMENTS OF COST-CEFFECTIVENESS ANALYSIS 
9.1. Quantifiable specific objectives, population concerned 
Specific objectives: to establish an environment favourable and profitable to 
the European industrialists'; to ensure sufficient control of the transport 
infrastructure , develop a technological solution which would comply with 
large number of potential users coming from different sectors 
Population concerned: all users of the Transport system, the agricultural 
sector, certain leisure activities (yachting, light aircraft, etc.) and industry. 
9.2. Justification of the action 
Need for intervention from the Community budget : 
With regard to the setting-up of a project which has to be organized at 
continental level, coordination of the parties concerned is essential. 
Moreover, budgetary resources needed for the application cannot be mobilized 
with only one Member State, whereas numerous initiativeswithin certain states 
exist, of which convergence must be ensured while avoiding duplication. 
Choices of the methods of the intervention 
The action 1 consists of essential feasibility studies for the setting up of a 
demonstration pilot. The 4th PCRD was also retained as an intervention 
method for the three actions in view of the research projects to be carried out. 
The similar actions carried out at national level will be financed primarily by the 
Research budgets. 
Uncertainty factors 
There is a share of uncertainty regarding the proposed action timetable and 
regarding their exact breadth. 
9.3 Follow-up and evaluation of the action 
Methods provided for by the legal transactions mentioned as in point 3. 
2 y 
9.4. Coherence with the financial planning 
- The action is envisaged in the financial planning of the DG concerned. 
The objective comes within the framework of the common Transport policy (Safety 
provisions) and the trans-european Networks. 
10. ADMINISTRATIVE EXPENDITURE 
Without object. 
2. S ISSN 0254-1475 
COM(94) 248 final 
DOCUMENTS 
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ISBN 92-77-70216-8 
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