International Maritime Organization
”IMO” in practice

The resolution to set up the IMO (International Maritime Organization) was adopted by the United Nations in 1948 and it was established as an international maritime organization with headquarters in London in 1958. It comprises 160 countries as full members. The IMO has set itself the goal of creating instruments for regulating merchant shipping at the international level, preventing sea pollution and improving safety at sea. Of the roughly 40 international agreements drawn up by the IMO, SOLAS (Safety of Life At Sea), the MARPOL Convention (International Convention for Protection of the Marine Environment through Prevention of Pollution from Ships) as well as the ISM code are certainly among the most important. These agreements are updated regularly to adapt them to new developments. The agreements are supplemented by about 700 codes of conduct and manuals.

The IMO is aimed at fostering cooperation between governments in all technical matters of international shipping and enforce the best possible standards in the areas of ship safety and ship management. Prevention and protection against sea pollution caused by ships as well as the battle against environmental pollution are priority goals of the IMO. In its endeavors it works together with other UN institutions as well as with other nongovernmental organizations.

IMO decisions in practice Interview with Nils-Volker Goebel

In his function as Designated Person Ashore and Company Security Officer of the Hanseatic Lloyd shipping company Nils-Volker Goebel has a lot to do with IMO decisions. ON BOARD talked to him about the IMO, its tasks and the implementation of the guidelines at the shipping company.

On Board: Can you explain to us briefly what the IMO actual does?
Nils-Volker Goebel:

When the IMO started its work, it initially focused on developing international treaties and legislation regarding safety and against pollution. That phase was extensively concluded in the 1970s. Now the IMO concentrates on constantly adapting this legislation to the latest challenges.

How do the IMO guidelines reach the shipping company and the vessels in the end?

There are standard works ­ such as SOLAS ­ in which the decisions made by the IMO are compiled in the end. In addition, there are amendments that are published once a year in some cases. Every few years there is a new, so-called consolidated version, in which the entire amendments are then published together with the individual chapters in book form as a complete work. These publications are announced by the IMO websites as well as by specialist bookstores. We as a shipping company then order these books and keep them on board our vessels.

So the captain assumes responsibility for implementation?

Then the captain initially has the task, as do the members of the crew, of examining these amendments and applying them appropriately. But we here in the shore organization of the shipping company have to do this, too, if changes apply to our work. Such as in the case of MARPOL Annex VI, with which the IMO now clearly defines the area of air pollution. Structural adjustments may then also be necessary and/or the use of other operating materials as far as bunker and lubricating oil is concerned. These are, therefore, processes that not only take place on board, but also on shore.

So you initially sift through new guidelines and filter out the things that are important for the shipping company?

Yes, of course. IMO resolutions represent international regulations whose contents have legislative significance for all those involved in maritime shipping. The classification societies, such as Germanischer Lloyd (GL), Det Noske Veritas (DNV) and others, additionally hold lecture events to disseminate information. The classification societies have already taken a closer look at the new regulations beforehand, in many cases much earlier than the shipping companies. This helps us to concentrate on the essential things in the amendments.

Shipping companies do not directly come into contact with the IMO?

Not so much directly. In principle, individual persons or companies do not become members of the IMO, but the flag and port states. I inform myself about the various aspects through the IMO website. Together with its database it is quite a valuable source of information for me.

From your point of view: What IMO agreements do you feel are especially important?

When I started with maritime shipping, the IMO was playing a leading role in supporting Port State Control. In my view this is a very good instrument for enhancing security. The ISM code that came into force later contributes significantly to making it easier to meet the requirements in connection with Port State Control. One should not forget the conventions and corresponding implementation concerning MARPOL (sea and environmental pollution) and STCW (training, certification and watchkeeping for seafarers). Last, but not least, the ISPS code represents a tool for enhancing the security of crews, ships, cargo and ports.

Thank you very much for the interesting interview and the time you have taken for us.

Port State Control checks:

  • Firefighting equipment
  • Rescue equipment
  • Safety in general
  • Requirements regarding load line
  • Navigation equipment
  • Radio equipment
  • MARPOL equipment
  • Condition of hull and engine
  • Living conditions on board
  • Ship's papers ·
  • Correct ship staffing according to certificate