PRIMER

ON GPS AND
DGPS

Primer on GPS/DGPS
The questions most frequently asked by a ships navigator are:

Where am I?

What is the course to steer from my present position to my destination?

What is the distance from my present position to my destination?

What is my course over the ground?

What is my speed over the ground?

How long will it take me to reach my destination at my present speed?

Traditional chartwork and mathematical skills have provided the navigator with the
tools to answer these questions. In clear weather, visual bearings of prominent
charted objects and visual transits, combined with information from the speed and
distance log and the depth sounder, have served the navigator well. It is in restricted
visibility, when visual contact with the land has been lost, that the questions become
more difficult to answer. A Dead Reckoning (DR) position, although not to be
dismissed as having no value, becomes increasingly inaccurate with the passage of
time.
Electronic aids to navigation have assisted the navigator in his/her quest for answers.
Consol, Decca, Radio Direction Finder, Loran-A, Loran-C, Omega, Satnav and Radar
have all contributed to the safety of the vessel and the navigators peace of mind.
Most of the foregoing aids, with the exception of Radar, have been, or are scheduled
to be, phased out. Fortunately there is now an aid to navigation which is superior in
almost all respects to the previously available systems: the Global Positioning
System, or GPS.

Primer on GPS/DGPS

The Global Positioning System (GPS)

The Global Positioning System, or GPS, is a space-based radionavigation system
which permits users with suitable receivers, on land, sea or in the air, to establish
their position, speed and time at any time of the day or night, in any weather
conditions. The system provides a level of accuracy equal to or better than any other
radionavigation system available today.
GPS was developed, and is operated and maintained, by the United States
Department of Defense. Although originally intended for use by the US military, a
Presidential Decision Directive of March 28, 1996, concluded with the following
statement:
We will continue to provide the GPS Standard Positioning Service for peaceful civil,
commercial and scientific use on a continuous, worldwide basis, free of direct user
fees.
The Global Positioning System can be described in terms of its three elements: the
space segment, the control segment and the user segment.

Space Segment
This consists of 24 operational satellites in six circular orbits, 10,900 nautical miles
above the earth. Of the 24 satellites, 21 are
navigational Space Vehicles (SVs) and 3 are
active spares. The orbits are inclined at 55o to
the plane of the equator and the orbital period is
approximately 12 hours. This pattern allows a
receiver on or above the earth to receive signals
from five to eight SVs, 24 hours a day. The
satellites continuously transmit position and
time data which is received and processed by
GPS receivers to determine the users threedimensional position (latitude, longitude,
altitude), velocity and time.

The Control Segment

This consists of a master control station in Colorado Springs, with five monitor
stations and three ground antennas located around the world. The monitor stations
track all GPS satellites in view and collect information from the satellite broadcasts.
These remote stations are capable of tracking and monitoring the position of each
GPS satellite.

Primer on GPS/DGPS
The monitor stations transmit the information collected from the satellites to the
master control station, which then computes very precise satellite orbits. This
information is then formatted into updated navigation messages for each satellite. The
updated information is then uplinked to each satellite via the ground antennas. The
ground antennas are also used to transmit and receive satellite control and monitoring
signals.

The User Segment

This consists of the receivers, processors and antennas that allow operators at sea, on
land and in the air, to receive the transmissions from the GPS satellites and compute
their precise position, altitude, velocity and time.

How it Works
On a vessel fitted with radar, the navigator can obtain an accurate position by
measuring the distance to three prominent charted objects. If three circles are then
drawn on the chart, each having a radius equal to the measured distance off the
object, the position of the vessel is at the intersection of the three circles.

The distance to the three objects is found by measuring the time taken for a radar
pulse to travel from the vessel to the object and back again to the vessel. If the speed
of transmission of the radar pulse is known, this time can be converted to distance,
and the distance to the radar target is half the distance traveled by the radar pulse.

Primer on GPS/DGPS
The GPS system enables the navigator to fix his/her position in a manner that has
similarities to that described for radar. In the GPS system the transmissions originate
at the satellite, and contain information that enables
the receiver to compute its distance from the
satellite. This distance then places the receiver on
the surface of a sphere centered on the satellite,
with a radius equal to the range of the satellite. If
the transmissions from several satellites are
received and processed, then the receiver can be
placed at the intersection of three spheres, giving a
three-dimensional fix in latitude, longitude and
elevation.
One Satellite

Two Satellites

Three Satellites

There are other significant

differences between fixing a
position by radar and by the GPS
system, but these differences only
serve to illustrate the inherent
simplicity of the GPS system.
Like radar, the interval between the
4

Primer on GPS/DGPS
transmission of the outgoing pulse and the reception of the incoming pulse is
measured at the receiver to determine distance. The absolute time of transmission is
not required, only the interval between the transmitted and received pulses. In the
GPS system the transmission originates at the satellite and the receiver receives that
transmission some time afterwards, the time interval being dependent on the distance
of the receiver from the satellite. Unlike three prominent charted objects, satellites are
moving targets. For the receiver to determine its position with accuracy, the exact
time of transmission of the signal and the position of the satellite in its orbit at that
time must be known.
What Time Is It?
The satellite transmits information describing its position in orbit at a precise time.
The receiver detects this transmission and compares the time of arrival, as shown by a
clock in the receiver, with the time of transmission as determined by a clock in the
satellite. If the clock in the receiver was perfectly synchronized with the clock in the
satellite, and thus the delay between transmission and reception accurately measured,
then three such measurements, from three different satellites, would yield accurate
latitude, longitude and elevation. To achieve this level of synchronization between
receiver clock and satellite clock would require much more than the relatively
inexpensive quartz crystal oscillators found in GPS receivers.
GPS satellites carry four extremely accurate clocks: two cesium atomic clocks and
two rubidium atomic clocks. The design specifications for these clocks required an
accuracy of one second in 30,000 years, but this has been substantially exceeded and
the accuracy is closer to one second in 150,000 years. To ensure their continuing
accuracy, clock correction factors are transmitted to the satellites on a daily basis.
Due to the lack of synchronization between the highly accurate and stable satellite
clocks and the receiver clock, the time interval as measured by the receiver will be in
error. This will result in an error in the measured ranges and the final latitude,
longitude and elevation will be in error. The incorrect range as measured by the
receiver is known as the pseudo range. All of the pseudo ranges measured by the
receiver are in error by the same amount, being due to the same clock bias error.
Fortunately this clock bias error can be easily determined by measuring the pseudo
ranges to four satellites, instead of three. With the clock bias error known and
allowed for, the latitude, longitude and elevation can be determined to a higher order
of accuracy, and the GPS receiver clock becomes a much more reliable timekeeping
device.

Primer on GPS/DGPS
Who Are You?
All GPS satellites transmit on the same frequency. There are, in fact, two frequencies,
but only one is utilized in receivers normally found in small vessels. This is known as
the L1 frequency (1575.42 MHz). This frequency carries the navigation message and
the Standard Positioning System (SPS) code signals. With all satellites transmitting
on the same frequency, and the receiver having five or more satellites above the
horizon, there must be some manner in which the receiver can identify the unique
source of each signal that is being received. The transmissions from each satellite are,
in fact, differentiated from one another by means of a Pseudo Random Noise (PRN)
code. Each satellite has a different PRN and the GPS satellites are often identified by
their PRN number.

Sequence from satellite

Sequence from receiver
Each Navstar satellite transmits two pulse trains, copies of which are created in real
time by the receiver. An automatic feedback control loop in the receiver skews its
pulse train to bring it into correspondence with the identical pulse train being
broadcast by the satellite. When correspondence is achieved, the receiver can
establish the signal travel time plus or minus the clock error. This procedure is
repeated for at least three other satellites, to obtain the timing measurements
necessary to determine the users' three position coordinates.
How Accurate Did You Say?
The GPS system provides two levels of service; a Standard Positioning Service (SPS)
for general public use, and a Precise Positioning Service (PPS) primarily intended for
the use of the military. The SPS provides accuracys within 20 metres in the
horizontal plane, 95 percent of the time.
The Perfect Aid to Navigation?
Well, nearly but not quite. The accuracy of the system using the L1 signal approaches
20 metres. There are other sources of error which can introduce inaccuracies into the
final position ranging from 1 metre to hundreds of metres. These error sources are:
uncorrected satellite clock errors
orbital parameter data errors
ionospheric and tropospheric delays
6

Primer on GPS/DGPS

multi-path errors
geometric errors
datum selection errors.
Errors Originating at the Satellite.
Although the clocks on the SVs are extremely accurate and stable, and
despite their accuracy being checked on a regular basis, very small
errors in timing are still possible. These timing errors, coupled with
small errors in the broadcast position of the SVs, can result in ranging
errors of approximately 3 metres.
Errors due to the Signal Path
The fundamental assumption when measuring the range of an SV is that the speed of
transmission of the signal is constant. This is only true in free space and, as the signal
travels through the electrically charged particles of the earths ionosphere, and then
through the water vapour of the earths troposphere, the speed of transmission
changes. This may result in errors in the measured range to the SV of 10 to 12 metres.

Primer on GPS/DGPS
Multi-Path Error
The true range of the SV is the slant range, i.e., the range in a direct line. If there are
nearby obstructions to the signal, either within the vessel or externally, the signal may
reach the antenna after one or more reflections.

Geometric Errors
These are errors which occur in GPS, and other position fixing systems, when the
angle of cut between the position lines is very small. A small error in the measured
information can produce a significant area of uncertainty when the angle of cut is
small. Conversely, the same error in position lines intersecting at 90o produces a
small area of uncertainty. In GPS, SVs on nearly the same bearing will place the
receiver on the surfaces of spheres which intersect at small angles. Any accumulated
ranging error will lead to a large displacement of the fix.

Satellites widely separated

Good angle of cut

Error in range
Error in range

Primer on GPS/DGPS
A factor known as the Geometric Dilution of Precision (GDOP) can be calculated,
depending on the geometry of the SVs. The mariner is principally interested in
latitude and longitude, elevation not generally being an issue, and the Horizontal
Dilution of Precision (HDOP) is of more relevance. (Generally, an HDOP reading on
the receiver of less than 2.0 is considered a good fix.)

Error in range

Satellites nearly in line.

Poor angle of cut.

Error in Range

Datum Selection Errors

If the datum used by the GPS receiver in calculating latitude and longitude is
different from the datum of the chart in use, errors will occur when GPS derived
positions are plotted on the chart. GPS receivers can be programmed to output
latitude and longitude based on a number of datums. Since 1986 the Canadian
Hydrographic Service has converted some CHS charts to NAD 83. Information on the
chart will describe the horizontal datum used for that chart and for those not
referenced to NAD 83, corrections will be given to convert NAD 83 positions to the
datum of the chart. The title block of the chart will describe the horizontal datums
used for the chart and will give the corrections to convert from the datum of the chart
to NAD 83 and vice versa.

Primer on GPS/DGPS

Introduction to Differential GPS (DGPS)

What is it?
Differential GPS is a method of significantly improving the accuracy of the positions
derived from GPS receivers used by small vessel operators.
Differential position accuracies of better than 10 metres are possible with DGPS
using only the Standard Positioning Service signals.
How Does it Work?
A DGPS reference station is established along a coastal waterway in a fixed,
accurately located position. The stations GPS receiver measures the signals from all
SVs in view. As the station is in a known location, it is capable of solving equation
for the actual travel time and the theoretical travel time of each satellite signal. The
reference station can then determine any timing errors. The differential station
transmitter corrects these timing errors for all SVs in view. The ship-borne receiver
then incorporates only those corrections applicable to the SVs it is using for the
navigation solution.
The Canadian Coast Guard has implemented a DGPS network in most southern
Canadian waters using existing Medium Frequency (MF) radiobeacon transmitters,
operating on a frequency between 285 KHz and 325 KHz. The system consists of a
network of DGPS stations (reference/broadcast) linked to Control Monitors situated
at Marine Communications Traffic Centers in each Coast Guard region. The highly
reliable system is designed to operate autonomously, and to tolerate faults without
failure. The Canadian DGPS network also provides integrity monitoring. In this
sense, a warning signal advising the mariner that the service is unreliable will be
automatically transmitted in any case where the accuracy provided by the reference
station falls below established limits. Should the differential signal be lost, a DGPS
receiver can continue to operate in the GPS mode using the SPS signal.
The primary operational requirements for the Canadian DGPS service are to provide:

precise navigation service in Canadian waters where traffic and waterway

conditions warrant;
precise positioning in support of Coast Guard operations where costbeneficial; and,
precise positioning services to other government marine agencies where
fixed site broadcasts installed for the above purposes will meet their
needs.

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Primer on GPS/DGPS

How Does DGPS Work In Canada

The following illustrates the DGPS navigation service concept. A typical DGPS
station comprises of a control station (CS), reference station (RS), their associated
integrity monitors (IM) to ascertain the status and the integrity of the broadcast, and
the MF radio beacon transmitter to broadcast DGPS information to users. A control
monitor (CM) is located at a 24-hour staffed Coast Guard operational site and
maintains two way communications via dial up lines with the DGPS stations. The
CM monitors the status of the system.
CANADIAN COAST GUARD
DGPS SYSTEM

GPS
SATELLIT

DGPS
RECEIVER

MF

REFERENCE
STATION

INTEGRITY
MONITOR

TRANSMITTER

DIAL UP LINE

CONTROL/MONITOR
Canadian DGPS System
What is the World Geodetic System 1984 (WGS 84).
As it is known that the earth is not a perfect sphere, charts are referenced to a
theoretical model which best represents the earths surface. The World Geodetic
System 1984 (WGS 84) is the internationally recognized theoretical model to which
many charts are referenced by use of latitude and longitude. Canada, along with the
USA and other countries in North America have adopted a referencing system known
as North American Datum 1983 (NAD 83). For charting purposes, NAD 83 is
considered to be equivalent to WGS 84.
The position obtained by GPS receivers is normally portrayed with reference to WGS
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Primer on GPS/DGPS
84. Many receivers have the capability of portraying the position in other common
datums including NAD 83.
The corrections from the DGPS service are calculated at the reference station in the
NAD 83 coordinates. To process the information properly, DGPS receivers should
be adjusted to the WGS 84 setting. Although WGS 84 and NAD 83 are essentially
the same (only a few centimeters difference), it is highly recommended that all DGPS
receivers be set to WGS 84 to take full advantage of the precision of DGPS. When
utilizing charts other than NAD 83, DGPS latitude and longitude positions must be
adjusted to the appropriate datum using the information contained on the charts.
What information can be obtained from the DGPS Signal?
The broadcast from each DGPS station contains a number of specific message
groups providing the information mariners need to use the Differential Service. In
order for a mariner to take full advantage of all the features of this service, a DGPS
receiver should be capable of processing this information. Consult your receiver
operating manual to determine the units ability to process all DGPS formatted
messages. (Refer to APPENDIX B for message specification).
Note: Receivers using the Canadian DGPS service must be capable of processing the
Type 9 differential correction message.
The Canadian DGPS Broadcast message format is in accordance with the
International Radio Technical Commission for Maritime Service (RTCM) standard
(Standard SC 104 version 2.1)
What kind of accuracy can be expected from DGPS and how reliable is the
service?
The Levels of Service Standard for DGPS is a description of the performance users
can expect when using the differential system. This standard is defined in terms of
expected accuracy, broadcast reliability, signal availability and integrity.

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Primer on GPS/DGPS
The following table is a detailed description of the Levels of Service standards for
DGPS in Canada.

1. ACCURACY

Definition:
Levels of Service:
Standard

The expected maximum error in the geographical position between

the DGPS readings and your actual position on the face of the
earth.
The position accuracy of the DGPS service will be 10 metres (95
percent of the time) or better, in all specified coverage areas for
suitable user equipment. For the remaining 5 percent of the time,
the DGPS service may provide a positioning accuracy outside the
10 metre limit.

2. BROADCAST
RELIABILITY

Definition:

Broadcast Reliability is a function of the expected failure rate, i.e.

mean time to failure (MTTF) of the transmitter equipment at a
DGPS site and the time to repair the failure, i.e., mean time to
repair (MTTR). In statistical terms:
Broadcast Reliability =
MTTF
or
Up Time
_
MTTF + MTTR
Up Time + Down Time

Levels of Service:
Standard

The probability that the DGPS broadcast is providing healthy

DGPS corrections at specified power when a user selects it, will be
at least 99.8 percent of the time.

3. SIGNAL
AVAILABILITY

Definition:

The percentage of time during which a proper DGPS broadcast (i.e.

broadcast is healthy, generating accurate corrections and is
operating at a specified signal power) can provide, at a specified
location, a sufficient signal strength (or signal-to-noise ratio) to
enable good quality user equipment to detect the DGPS signal.

Levels of Service:
Standard

Signal availability of at least 99 percent should exist in areas of

single Canadian DGPS broadcast station coverage. Signal
availability of at least 99.8 percent should exist in areas of multiple
broadcast station coverage.
Corrections are transmitted at the speed of 200 bits per second.

4. INTEGRITY
MONITORING

Definition:
Levels of Service:
Standard

The DGPS stations autonomous ability to detect and warn the user
of out-of-tolerance conditions.
Warning within 10 seconds to users with suitably equipped
receivers.

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Primer on GPS/DGPS

What is System Integrity?

All Canadian DGPS stations are capable of detecting and automatically warning
mariners of any out of tolerance or fault condition that may affect the expected
performance from the differential service. For example, if the pseudo-range or
differential corrections being transmitted by a DGPS station result in a positioning
error greater than 10 metres, the DGPS station will automatically generate a warning
signal advising mariners that the service is out of tolerance.
System Integrity depends on the ability of:
a)
b)
c)

the DGPS station to provide a satisfactory broadcast;

the system to alert the user of any out of tolerance or unhealthy conditions
in the DGPS corrections; and
more importantly, the DGPS receivers ability to process this DGPS
alarm.

The reference station is equipped with an integrity monitor (IM) system which
verifies the accuracy of the DGPS broadcast. Basically the IM computer, knowing its
own surveyed location, is able to assess whether the DGPS broadcast is operating
within certain specified limits. If for some reason a fault is detected, a warning signal
is transmitted to the mariner within 10 seconds and an alarm is generated at the
staffed control monitor (CM) station. As part of the IM system, the DGPS station
sends routine station status messages every half hour and any alarm messages to the
CM.
Consult the DGPS operator's manual for the receiver's ability to process and display
the IM signal.
Other things you should remember when using DGPS to navigate your vessel.
To take full advantage of the DGPS service, the following is important to all DGPS
users:
Follow the manufacturers instructions for the installation, operation and
maintenance of the DGPS receiver. When operating a GPS/DGPS receiver for the
first time, ensure that the initializing instructions of the operators manual have
been followed before using the receiver for navigation.
The DGPS service provides more than just satellite corrections. Refer to your
operators manual to determine what capability your receiver has to process these
special message groups. (An explanation of these message groups is provided in
Technical Reference Annex B.)

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Primer on GPS/DGPS
The antenna must be situated on the vessel such that it is not obstructed by vessel
structures, has a clear view of the horizon and is not affected by multipathing.
Never place a GPS antenna in direct line of transmission beam of a radar
antenna.
For most GPS/DGPS antennas, it is very important for the antenna to be grounded.
Improper grounding can seriously affect the performance of a GPS/DGPS receiver.
For vessels made of metal, an antenna can be grounded by connecting to a
grounding bolt. (Make sure the grounding surface is paint free.) For vessels made
of fiberglass or wood, the antenna can be grounded to an engine block. For
fiberglass or wooden vessels operating in sea water, the antenna should be
grounded to a grounding plate on the exterior of the hull or a keel bolt on a
sailboat. Electrical interference, caused by engine spark plug wires, alternator and
other electrical devices, can also seriously affect the sensitivity of a GPS/DGPS
receiver. Consult your local marine electronics supply dealer for additional
information on electronic noise suppression.
The importance of grounding a receiver antenna cannot be emphasized
enough. This is the main reason for poor performance of all on board
electronic navigation equipment for non metal vessels.
GPS and DGPS receivers may also be affected by external sensors such as
autopilot, depth sounders, compass, wind measuring instruments, amplifying
recreational vehicle TV antennas, etc.
One specific VHF frequency (harmonic)1 can interfere directly with the GPS operating
frequency. To reduce interference of a VHF transmitter, separate the GPS / DGPS
and VHF antenna as much as possible.
A GPS or DGPS signal can be seriously affected or blocked by hydro power lines,
mountains, bridges, buildings and other man-made structures.
If the display unit is not waterproof, install the receiver in a dry area of the vessel
protected from rain or sea spray. Remember, a water resistant receiver is not
necessarily waterproof. Receivers should also be protected from excessive vibration
due to boat motion.
In certain applications where the precision of the differential service is essential, it is
recommended that high quality DGPS receivers be used. Lower quality receivers can
potentially degrade the performance of the DGPS service.
When navigating with DGPS, care should be taken when selecting the best DGPS
1

Harmonic is a multiple of a particular transmitted frequency that can affect another frequency under
certain circumstances.

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Primer on GPS/DGPS
station within range of your position. Some receivers are capable of locking
automatically onto the best available DGPS beacon signal while maintaining
surveillance on all other stations within range. Receivers can be operated in an
automatic or manual mode for DGPS station selection. If there is a concern over
which station is being used during a voyage, refer to the DGPS receiver operators
manual for selection of the appropriate display window for station selection.
For a GPS/DGPS receiver operating in manual mode, it is important to note that the
closest DGPS station is generally considered the best for receiving corrections. Keep
in mind, however, the signal may be affected or obscured by mountains, man-made
electronic interference, thunderstorms, etc.
When using a DGPS station at the limits of the advertised coverage range, additional
errors may be introduced and degradation of the position accuracy can occur. The
technical term for this error is latency or correction age. Extended range use of DGPS
may also result in a weak and less reliable signal. Always exercise caution when using
a DGPS station beyond its advertised coverage range.
If a differential station becomes unhealthy for whatever reason, and the integrity
monitoring signal is displayed on the DGPS receiver, caution should be exercised until
the station returns to normal or another DGPS station is acquired.
Mariners are reminded that paper and electronic charts used to plot a DGPS position
may have errors that far exceed the positioning accuracy of the DGPS service.

What is GPS system time rollover, and what does this mean to me?
The Global Positioning System accounts for time by using a number for every week
the service is in operation and accounts for the seconds within each numeric week. It
started counting weeks using a starting point of midnight (0000) on the evening of
January 5, 1980/morning of January 6, 1980 (UTC), and has increased its count by 1
for each week since then. Both week and seconds are broadcast as part of the GPS
message provided by the satellites and are used by receivers in their computations.
The GPS week number field in this message can only provide for numbers up to 1024
which means that, at the completion of the week 1023, the week number field rolled
over from 1023 back to 0. This occurred at midnight 21/22 August 1999. On August
22, 1999, unless repaired, many GPS receivers may have claimed that it was January
6, 1980.
It was the responsibility of the user to account for this changeover; the satellites
themselves simply start broadcasting the new week number. How this will affect
your particular GPS unit will depend on what brand and model of receiver you have.
Some receivers may merely display inaccurate date information, but others may have
also calculated incorrect navigation information or may have stopped providing
positions. If the rollover wasnt taken into account at the time your GPS receiver was
designed and built, the unit might have problems. Some units required a software
upgrade. Mariners are advised to consult with the manufacturer concerning their
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Primer on GPS/DGPS
receivers compliance to GPS rollover.
What does the term Spatial decorrelation mean?
Another minor error that can contribute to reduced system performance at the edge of
advertised DGPS coverage area is an error known as spatial decorrelation. As a
mariner proceeds further away from a DGPS station, the correction calculated at the
coastal station becomes progressively inaccurate. The correction assumes that the
DGPS station and user receiver are seeing the same distortions of the GPS satellite
signal as it passes through the earths atmosphere (ionosphere). This is not the case if
the receiver is a large distance from the DGPS station. It is estimated that error
introduced due to spatial decorrelation is 0.5 metres of additional positioning error for
every 100 km distance away from the DGPS.
MAP OF THE DGPS SERVICE IN CANADA

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Primer on GPS/DGPS
Back to the Beginning.
The questions most commonly asked by the small vessel navigator were stated at the
beginning of this guide. They are:
Where am I?
What is the course to steer from my present position to my destination?
What is the distance from my present position to my destination?
What is my course over the ground?
What is my speed over the ground?
How long will it take me to reach my destination at my present speed?
A GPS/DGPS receiver will provide the answers to all of these questions.
Where am I?
The previous sections have explained how a GPS receiver provides the navigator with
latitude and longitude in any weather conditions, twenty-four hours a day, to an
accuracy of 20 metres, 95 percent of the time. A DGPS receiver will improve the
accuracy of the position to 10 metres or better, 95 percent of the time.
What is the course to steer from my present position to my destination?
If the destination is entered into the GPS/DGPS receiver as a waypoint, the
GPS/DGPS will determine the course to steer from the current position to the
destination. Most GPS/DGPS receivers can be configured to give the course to steer
in either True or Magnetic.
What is the distance from my present position to my destination?
In addition to determining the course to the destination, the GPS/DGPS will also
calculate the distance to the destination.
What is my course and speed over the ground?
The GPS/DGPS constantly updates the current position and continuously compares
the current position with previous positions. This comparison provides an indication
of the course and speed made good, i.e., over the ground as opposed to through the
water.
How long will it take me to reach my destination at my present speed?
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Primer on GPS/DGPS

As the GPS/DGPS is continuously calculating speed over the ground and distance to
the destination, it will determine the time to reach the destination at the current speed.
These are, in fact, only a few of the features available in most GPS/DGPS receivers.
Even the moderately priced, hand held, GPS receivers provide for route planning,
position in several coordinate systems, datum selection, time in UTC or user defined
output, cross-track error indication, 2-D or 3-D position and the ability to
communicate with other instruments such as radars, plotters and auto pilots.
If the user remains aware of the potential sources of error, in particular:
incorrect datum selection,
multi-path error and masking,
poor geometry,
inherent error to the differential service,
then the GPS/DGPS receiver is a highly accurate and dependable aid to navigation.
The Internet.
There are many excellent sources of information on GPS and DGPS on the Internet.
The Canadian Coast Guard web site at
http://www.ccg-gcc.gc.ca/dgps/main.htm

has a very detailed description of the Canadian DGPS system.

A site at the University of Colorado:
http://www.colorado.Edu/geography/gcraft/notes/gps/gps_f.html

contains an excellent overview of GPS and DGPS.

If you have any comments or questions on the DGPS service in Canada, please write
to :
Canadian Coast Guard
Dept of Fisheries & Oceans
200 Kent Street
Ottawa, Ontario
K1A OE6

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Primer on GPS/DGPS
ANNEX A
Table of DGPS Reference Stations in Canada
Station Name

Id. #s of DGPS Geog. Position Frequency

Reference Station
Latitude
[khz]
Stations
ID
Longitude

Cape Race, NFLD

338,339

940

Cape Ray, NFLD

340,341

942

Cape Norman, NFLD

342,343

944

Rigolet, NFLD

344,345

946

Partridge Island, NB

326,327

939

Pt. Escuminiac, NB

332,333

936

Fox Island, NS

336,337

934

Hartlen Point, NS

330,331

937

Western Head, NS

334,335

935

St.-Jean-sur-Richelieu, QC

312,313

929

Trois Rivires, QC

314,315

928

Lauzon, QC

316,317

927

Rivire-du-Loup, QC

318,319

926

Moisie, QC

320,321

925

Wiarton, ON

310,311

918

Cardinal, ON

308,309

919

Alert Bay, BC

300,301

909

Amphritrite Pt., BC

302,303

908

Richmond, BC

304,305

907

Sandspit, BC

306,307

906

20

46 46 N
53 11 W
47 38 N
59 14 W
51 30 N
55 49 W
54 15 N
58 30 W
45 14 N
66 03 W
47 04 N
64 48 W
45 20 N
61 05 W
44 35 N
63 27 W
43 59 N
64 40 W
45 19 N
73 19 W
46 23 N
72 27 W
46 49 N
71 10 W
47 46 N
69 36 W
50 12 N
66 07 W
44 45 N
81 07 W
44 47 N
75 25 W
50 35 N
126 55 W
48 55 N
125 33 W
49 11 N
123 07 W
53 14 N
131 49 W

Bit/s

315

200

288

200

310

200

299

200

295

200

319

200

307

200

298

200

312

200

296

200

321

200

309

200

300

200

313

200

286

200

306

200

309

200

315

200

320

200

300

200

Primer on GPS/DGPS
TECHNICAL REFERENCE ANNEX B
DGPS MESSAGE GROUPS
The Canadian DGPS Broadcast is designed to transmit message Types 3, 5, 6, 7, 9
and 16 (Type 15 message, which is currently undefined, may also be included at a
later time to the DGPS service). A complete description of each message type is as
follows:
(Note: The Canadian Coast Guard is currently negotiating with the United States
Coast Guard (USCG) to ensure that mariners are provided with a seamless North
American DGPS service.)
TYPE 3 MESSAGE
A Type 3 message contains information on the identity and surveyed position of the
active reference station in the DGPS station. The Type 3 Message will contain NAD
83 coordinates.
TYPE 5 MESSAGE
This message type will notify the user equipment that a satellite which is deemed
unhealthy by its current navigation message is usable for DGPS navigation. An
example of this situation is a slowly drifting satellite clock which may render a
satellite unhealthy for GPS use, but would be correctable by the reference station for
DGPS use. The user equipment should not use an unhealthy satellite unless a Type 5
Message allowing the use of an unhealthy satellite was received within the last thirty
minutes. If the most recent Type 5 Message received does not indicate that an
unhealthy satellite can be utilized, then the use of that satellite should be discontinued
if it were being used earlier (i.e., via a previous Type 5 Message).
TYPE 6 MESSAGE
The type 6 message is a filler for the DGPS Broadcast and used only when the
reference station has no other message to transmit.
TYPE 7 MESSAGE
A Type 7 Message provides information of its broadcasting DGPS station and the
other two or three adjacent DGPS stations. Where adjacent stations are under US
jurisdiction, appropriate arrangements will be made to provide reciprocal
information. The user equipment should update its internal almanac immediately as
new information is received. When a broadcast becomes unhealthy or unmonitored in
a DGPS coverage area, the Type 7 Message will be set to indicate the subject
condition. Upon receiving the next Type 7 message, the users equipment should
immediately update its internal almanac. The user should be able to view the

21

Primer on GPS/DGPS
contents of the current Type 7 Message in order to obtain information on coverage
areas that may soon be entered.
TYPE 9 MESSAGE
Due to the advantages of greater impulse noise immunity, lower latency and a timely
alarm capability, the Type 9 Message has been selected for broadcasting DGPS
pseudo range corrections instead of the Type 1 Message.
This method of transmitting a Type 9 message at 100 bits per second (bps also known
as baud rate) and 200 bps will be used by the Canadian Coast Guard for the standard
and enhanced/multiple coverage areas respectively. (This message type is also
transmitted in version type 9-3 200 baud, 9-3 100 baud and 9-2 50 baud)
TYPE 16 MESSAGE
The Type 16 message will be utilized as a timely supplement to the notice to mariners
or notice to shipping, regarding information on the status of the local DGPS service
which is not provided in other message types. Additionally, the Type 16 Message
may provide limited information on service outages in adjacent coverage areas or
planned outages for scheduled maintenance at any broadcast site. The Type 16
Message is not intended to act as a substitute for the notice to mariners, even though
it pertains to DGPS information. Type 16 Messages will be utilized to alert the user
of an outage condition for which a broadcast in an adjacent coverage area may be
unhealthy, unmonitored, or unavailable. This information would be useful to the
mariner who is planning a transit through an affected area or whose equipment is
presently incapable of automatic selection from the beacon almanac. Further details
of an outage condition can be derived from the Type 7 Message for route planning
purposes.

22

Primer on GPS/DGPS
TECHNICAL REFERENCE ANNEX C

GLOSSARY
ACRONYMS OF COMMONLY USED DGPS TERMS
bps
CM
CS
dB
DGPS
GPS
HDOP
Hz
IM
IOD
KHz
m
MF
MSK
NAD 83
nm
ns
PR
PRC
RRC
RS
RTCM
SNR
SPS
uV/m
UDRE

bits per second

control monitor
control station
decibel
Differential Global Positioning System
Global Positioning System
Horizontal Dilution of Precision
Hertz
Integrity Monitor
Issue of Data
Kilo-Hertz
metre
Medium Frequency
Minimum Shift Keying
North American Datum of 1983
nautical mile
nano-second
pseudorange
Pseudorange Correction
Range Rate Correction
Reference Station
Radio Technical Commission for Maritime Services
Signal to Noise Ratio
Standard Positioning Service
Micro-Volt per metre
User Differential Range Error

23

Primer on GPS/DGPS
TECHNICAL REFERENCE ANNEX D
DEFINITIONS OF COMMONLY USED DGPS TERMS
Accuracy: Absolute accuracy is defined as the expected maximum error in the
geographical position as computed by the DGPS user equipment within
some specified statistical limit. For DGPS systems the limit is usually the
horizontal two-dimensional error measure called 2 drms (twice the root
mean square error). For the Canadian DGPS system, the error limit is
95percent, which is the minimum 2 drms value for bivariate normal error
distribution. The position accuracy of the DGPS Service will be 10 metres,
95percent of the time; or better in all specified coverage areas (assuming the
full 24 GPS satellite constellation and a HDOP < 2.3).
Signal Availability: The percentage of time during which a proper DGPS broadcast
(i.e. healthy and at specified signal power) can provide at a specified
location, a sufficient signal-to-noise level to enable good quality user
equipment to detect and demodulate the signal.
Broadcast Coverage: The area where a user can expect DGPS service provided by a
particular DGPS station (see map page 20). It has a limit defined by a
specified signal level of 75 uv/m (Offshore Coverage) or 100uv/m (Inshore
Coverage).
Broadcast Reliability: It is a function of the expected failure rate i.e. mean time to
failure (MTTF) of the DGPS and transmitter equipment at a site and the time
to repair the failure, i.e., mean time to repair (MTTR). In statistical terms:
MTTF
MTTF + MTTR

or

UPTIME
UPTIME + DOWNTIME (Mission Time)

Broadcast Reliability can also be expressed as the probability of a healthy

broadcast being on the air at specified power when a user randomly selects
it.
Data Rate: The number of information bits per second, which are broadcast.
Datum: A geodetic coordinate system, which is specific to a given geographical
region.
Integrity: The ability of a system to provide timely warnings to users when it should
not be used for navigation and also to verify the validity of the DGPS
broadcast.

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Primer on GPS/DGPS
Latency: The difference between the time at which the first bit of a given message is
broadcast and the time tag in the header of the pseudo range correction
messages. The time tag in the message header is the Z-Count which is
closest to the time of last measurement upon which a correction is based.
Latency is specified as an average in order to take into account the
difference between the Z-Count and the time of measurement which can be
up to 0.6 seconds.
Protection Limit: The user position error as measured by an IM, which shall not be
exceeded for a specified interval without the broadcast of an alarm.
Time to Alarm: The maximum allowable time between the appearance of an error
outside the protection limit at the integrity monitor and the broadcast of the
alarm.
Transmission Rate: The total number of bits per second which are broadcast.
UDRE: A one sigma estimate of the pseudo range correction error due to ambient
noise and residual multipath.
Unhealthy: Unable to operate within tolerance.
Unmonitored: Not monitored by an integrity monitor (IM).

25