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Imo Essay

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Due to its close association with worldwide business, universal transportation of goods assumes a basic part in the aid of planet exchange as the most practical and vigour effective mode of mass transport, making a noteworthy commitment to worldwide success in both advancing and improved nations. (International Maritime Organization, 2013)

As shipping is a worldwide industry and vessels are battling in a singular worldwide market, it must be regulated at the worldwide level for any control organization to be practical and to keep up a level playing field for all ships free of standard (nationality) or proprietorship. In a manner of speaking, the worldwide character of transportation requests worldwide regulation that applies encompassing to all ships. (International Maritime Organization, 2013)

The International Maritime Organization (IMO) (the original name was the Inter-Governmental Maritime Consultative Organization, or IMCO, but the name was changed in 1982 to IMO) (International Maritime Organization, 2013) was secured by governments as a specific org under the United Nations to give hardware for intergovernmental collaboration in the field of regulation of boats occupied with worldwide exchange. IMO is answerable for the worldwide regulation of all aspects relating to universal transporting and has a key part in guaranteeing that lives at ocean are not put at danger and that nature's turf is not contaminated by vessels' operations – as summed up in IMO's mission statement : Safe, Secure and Efficient Shipping on Clean Oceans. (International Maritime Organization, 2013)

IMO's role is essential to advance and order worldwide enactment, which ordinarily applies to the ship itself, meanwhile the Contracting Governments accept the authority regarding execution and authorization. The focus when an IMO instrument has entered into force, countries that have affirmed it can apply it to ships of their own flags, and also to all diverse ships as a state of entering their ports or internal waters. This is an imperative tenet, ordinarily suggested as the standard of "no more preferable treatment ". Flag States are responsible for realizing and executing authorization on vessels in the registries. (International Maritime Organization, 2013)

IMO controls its effectiveness and key roles by conventions, codes, regulations, guidelines etc. The majority of conventions adopted under the auspices of IMO or for which the Organization is otherwise responsible, fall into three main categories. These are Maritime Safety, Prevention of Marine Pollution and Liability & Compensation. So, I could suggest that the numbers of categories might be increased. If we want to measure the IMO's achieving specific goals, we should look at all topics individually. Notwithstanding I would like to focus on two, the most critical effects of IMO in terms of Insurance and Recycling of ships.

Firstly, IMO initiatives need to continue - convention, ratification, compliance, policing and amendment. Whether it is ISM, STCW, MARPOL or HNS, the final effectiveness depends not only on the convention itself but also on the willingness and ability of IMO, national governments and commercial institutions to enforce standards around the world on a continuing basis. For ISM, opinions about the success of the Code, or otherwise, are mixed. Comments range from significant reductions in accidents to nothing more than an additional burden. The Swedish Club recently conducted a survey which suggests that ship owners expect a 30 per cent reduction in claims. It will come as no surprise that a ship-owners attitude toward ISM (International Safety Management) may strongly influence its usefulness. There is also the perception that small ship owners find it more difficult to comply with the increased administrative and procedural standards compared with that of larger ship owners or managers. (Gohlish, 2013)

The effectiveness of STCW (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) can be measured by the 'White List' of compliant countries. The first list was published in December 2000 and included 72 countries, all of whose training institutions were reviewed by IMO. A further 10 applicants were initially rejected but 23 countries were then added to the list in June 2001. There was considerable pressure on IMO to include major seafarer producing nations such as the Philippines, Indonesia and India. (Gohlish, 2013)

Furthermore, it is clear to see the common interests between marine insurers and IMO and how the two bodies can help each other. Insurers gain a comprehensive set of standards by which to evaluate prospective clients and IMO has the commercial stick to enforce their standards around the world. But does it always work that way? Insurers have been notoriously reluctant to get involved in the policing of international standards and have limited their passive support to their own specific interests; IMO appears to feel more comfortable dealing with state officials rather than the business community. Additionally, what of the marine insurers? With the business solidifying and premiums broadening after quite a while of freefall, will insurers finally give unprecedented advantages on those who show a strict congeniality with the IMO? (Gohlish, 2013)

Secondly, recycling is one of the basic principles of sustainable development and is generally, the best option for all time-expired tonnage. IMO, therefore, encourages and promotes ship recycling in compliance with the international standards on safety, health and environment. IMO’s work on ship recycling aims at the development of a realistic, pragmatic, well-balanced, workable and effective solution to the problem of ship recycling, which should take into account the particular characteristics of world maritime transport and the need for securing the smooth withdrawal of ships from trade at the end of their operating lives. (Dimakopoulos, 2013)

So to conclude, it should be a long-term goal of IMO to increase the public awareness and understanding of the role of IMO as set out in its mission statement and its achievements in this regard. Shortcomings in human performance at all levels in the chain of responsibility are a major cause of incidents. IMO should continue its efforts to address this problem. As IMO strives for full compliance with its instruments, their effectiveness will come under scrutiny with each incident resulting from human error. On the other hand, advances in technology and training provisions will offer new opportunities, which IMO can embrace in order to enhance the contribution of the human element to safety, security and environmental protection. IMO ought to have the capacity to react successfully and productively to these rising patterns and challenges. (International Maritime Organization, 2011)

Bibliography
Dimakopoulos, S., The Imo’s work on ship recycling [online] , 6 [viewed at 01 November 2013]. Available from:http://www.imo.org
Gohlish,H., IMO's impact on insurance [online] , 1-4 [viewed at 01 November 2013]. Available from: http://www.tankeroperator.com INTERNATIONAL, M.O., 2011. Strategic plan for the organization (for the six-year period 2012 to 2017) [online], 1-16 [viewed at 01 November 2013]. Available from: http://www.imo.org

INTERNATIONAL, M.O., 2011. Progress made on technical, operational and Market-Based Measures within the IMO [online], 1-16 [viewed at 31 October 2013]. Available from: http://www.imo.org…...

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