The following is a list of key elements required for e-Navigation position fixing:

These and others methodological problems should be solving as soon as possible, because all fi xing systems characteristics have to be considerate in the same standardized way. The next important problems in implementation position systems to E-navigation are:

Current GNSS has a common weakness in that they are all subject to accidental or intentional interference. Hence, alternative and independent position fi xing capabilities need to be considered.
Consideration should be given to independent non-GNSS Electronic
Position Fixing System and sensors as a potential component of E-Navigation.

E-Navigation systems should enable the electronic capture of radar ranges, radar and visual bearings, etc. for position fi xing.

The standardization and unambiguous interpretation of information plays an essential role in the appropriate accomplishment of navigational information acquisition and exchange processes in the E-Navigation System. The defi nition of relevant standards will enable unequivocal interpretation of the information. Measures taken to unify the above mentioned standards are aimed at the development of the navigational information ontology. The starting point for the creation of this ontology is an analysis and classification of navigational information accounting for its kind and range. This will allow to sort out the structure of navigational information, thus the availability and exchange of information will be extended.

There is a clear need to equip the master of a vessel and those responsible for the safety of shipping ashore with modern proven tools to make marine navigation and communications more reliable and thereby reduce errors - especially those with a potential for loss of life, injury, environmental damage and undue commercial costs. More substantial and widespread benefi ts for states, shipowners and seafarers can be expected to arise from the increased safety at sea which is the core objective of E-Navigation. According to the United Kingdom's Marine Accident Investigation Branch, navigational errors and failures have been a signifi cant element in over half of the incidents meriting a full investigation in the last four years.

There are already a great many electronic navigational and communication technologies and services available or in development - such as Automatic Identifi cation System (AIS), Electronic Chart Display and Information Systems (ECDIS), Integrated Bridge Systems/ Integrated Navigation Systems (IBS/ INS), Automatic Radar Plotting Aids (ARPA), radio navigation, Long

Range Identifi cation and Tracking (LRIT) systems, Vessel Traffi c Services (VTS) and the next modifi ed generation of Global Maritime Distress and Safety System (GMDSS) - which can provide automatically the master and those ashore with the necessary information they require.

In addition to reducing navigational errors and failures, these technologies can deliver benefi ts in areas such as search and rescue, pollution incident response, security and the protection of critical marine resources, such as fishing grounds. They can also offer operational benefi ts by enabling the capture of advance information on cargo arrival and increased throughput capacity in congested ports, fairways, and waterways, or in poor visibility conditions.

However, if such technological advancement remains uncoordinated, there is a risk that the future development of the global shipping industry will be hampered through lack of standardization on board and on land, incompatibility between vessels, and an increased and unnecessary level of complexity.

By taking a pro-active lead through the development of a strategic vision, IMO also has the opportunity to contribute to improvements in the international organizational structure overseeing marine navigation, improve international co-operation and give guidance to other organizations involved, such as the IHO and IALA and key stakeholders such as equipment designers, suppliers, navigation practitioners, shipowners and the port industry.

Furthermore, the strategy has the potential to contribute positively to the reduction of the burden on all countries, including developing countries, in having to maintain physical aids to navigation. It should also assist separate initiatives such as those currently under consideration in the Facilitation (FAL) Committee e.g. the development of electronic means for the clearance of ships and the submission of information to a single point (the 'Single Window' concept), which are aimed at reducing the range of reporting obligations on the ship-owner and ship master.

Due to problems of IBS defi nition an affords should be made to standardise and defi ne minimal subsystems and modules of Integrated Bridge Systems and such defi nition will be base for further e-navigation system defi nition and creation. The IBS system is nowadays the integration of following subsystems: Radar/ARPA, ECDIS/ENC, VDR/SVDR, Systems of control HAP/CSAAP, Gyrocompass, Autopilot/Trackpilot, Logs, Echosounder, GMDSS, SSAS Ship Security Alert System, External communication, AIS, DGNSS and Inertial and mooring support systems. So many integrated electronic systems and devices under one system will lead to several problems unknown yet on the base of experience with less integrated systems. The following research problems should be then resolved:

Most likely the fi nal versions of the e-navigation system will be the combination or above solutions. In more near future the system will be most likely developed in two stages: