The International Maritime Organization (IMO) is the specialized agency of the United Nations responsible for the safety of navigation and the prevention of marine and air pollution from ships. What are your three main fronts of activity at the moment?
I can start from the environmental front, citing recent developments at the 82nd session of the Marine Environment Protection Committee (MEPC). Indeed, significant progress was made in negotiations to establish a global regime of binding rules aimed at achieving the goals of the “IMO Strategy 2030.” The Strategy outlines the future vision for the international maritime sector by focusing on the ambition to reduce GHGs (greenhouse gases) emitted by ships, within a framework of rules aimed at contributing to the fight against climate change. Medium- to long-term measures, roadmaps, analyses on the impact of the strategy itself and critical issues for different countries, with related supporting measures, are part of this strategy. This is in addition to short term measures to improve energy efficiency of ships which entered into force since 2023 – which themselves built on the first mandatory energy efficiency measures for ships adopted back in 2011. These measures are supported by R&D interventions, capacity building, and technical cooperation that IMO provides to countries in need of assistance. The IMO GHG Strategy is a commitment to reduce CO2 emissions per transport work from shipping by at least 40 percent and achieve at least a 5 percent (striving 10 percent) level of adoption of technologies/fuels and or energy sources that are zero or near-zero GHG, all by 2030 – and an overall ambition to reach net-zero GHG emissions by or around, i.e. close to, 2050, taking into account different national circumstances.
Then there is the safety front. Here IMO works with reference to the SOLAS Convention, which is the most important international treaty related to safety at sea; this is a dynamic front that adapts to changes in the maritime industry, including increased traffic, new private sector developments, and new technologies. As part of this, IMO has developed and adopted anti-collision regulations, global standards for seafarer training and skills, international conventions and codes related to SAR (Search and Rescue), facilitation of international maritime traffic, transportation of dangerous goods, and more. One of the most interesting open fronts at the moment is the MASS (Maritime Autonomous Surface Ship) the up-and-coming generation of “marine cargo ship drones” whose global regulatory framework is still under discussion.
Finally, speaking of security, a hot front at the moment is the Red Sea crisis. IMO, in cooperation with its Member States and maritime industry partners, closely monitors the situation and encourages-in every possible way and within the limits of its mandate the strengthening of security measures for the transit of ships in that area. IMO, through its Secretary-General, submits a monthly report to the UN Security Council (ref: resolution S/RES/2722(2024)). The report includes the list of attacks identified since January 10, 2024, the date the resolution was adopted.
The IMO continues to actively engage in diplomacy and dialogue, while serving as a forum for bringing together stakeholders to share information, find solutions and provide assistance.
IMO provides long-term support to build the capacity of regional and national bodies to strengthen maritime security in the Red Sea, through initiatives such as the EU-funded Red Sea Project and the Djibouti Code of Conduct and its Jeddah Amendment. These activities focus on training and capacity-building, regional coordination and strategies, and information-sharing networks.
The seas seem to have resumed a central role among the scenarios in which global powers manifest their power politics (Vietnam and China, Gulf of Aden, etc.): how is international law able to protect proper navigation but at the same time evolve in parallel with the evolution of international political scenarios? In other words, how does the law of navigation “update” itself?
By its nature, IMO has a highly technical profile and is a forum where decisions are largely made by consensus. IMO regulations are updated regularly and frequently to reflect changing realities and innovations in the shipping industry. All Member States are able to bring issues to the IMO fora (namely sub-committees and committees) for discussion by the IMO membership, and together, they may agree on regulatory action to be adopted or approved. A compelling need must be established before new mandatory rules or amendments to existing mandatory instruments are progressed, and the implications of such regulations analyzed thoroughly.
IMO is a forum for all its Member States, and they can raise issues for discussion – the Member States then decide how to move forward, which can mean updating existing regulations, developing new ones, or issuing guidance. It is important to remember that at IMO all Member States are equal – when it comes to any vote, it is one Member, one vote.
What is IMO’s role in technical cooperation, especially towards developing countries?
Here I can give an overview both at the Organization level and at the Section level. IMO works within the framework of more than 50 international conventions and protocols, the implementation of which is the responsibility of member state governments. This can be a challenge, especially for developing countries, including the one-third of our members which are classified as LDCs or SIDS.
IMO is committed to supporting those who need help implementing these regulations by developing human and institutional capacities. This is what the IMO’s technical cooperation programme is for – including more than 20 ongoing and pipeline projects and programmes, worth over $100 million in total funding. My section (Maritime Security Section) which is part of the Maritime Safety Division, organizes seminars, conferences, training, risk assessments, Train-the-Trainer courses and assistance on domesticating international legislation, when it comes to maritime security we look at both ship security measures -, and (especially) port-side security measures and their implementation.
What is the role of Artificial Intelligence in the work of IMO?
It is being discussed, although it is a new area for IMO. It could revolutionize sea transport logistics and maritime security too. In the latter area, interesting developments could come from new technologies in surveillance (satellite, radar and drones). Other examples might be A.I. assistance to seafarers (e.g., watchkeeping), but also real-time open-source intelligence analysis.
IMO has always aimed to integrate new and advancing technologies in its regulatory framework – balancing the benefits against safety and security concerns, as well as costs and impact on personnel. Rapid innovations within the maritime industry may see the commercial use of AI-managed autonomous cargo ships, whether they are controlled remotely or are fully autonomous. Such change requires robust regulation. This is why Member States are already working work to develop a regulatory framework for Maritime Autonomous Surface Ships (MASS).
What is the link between maritime insecurity (piracy) and economic insecurity (of coastal communities)?
The nexus has been studied and the conclusions are that poor economic conditions are one of the predominant reasons why individuals and/or groups in coastal communities go the route of piracy or other illicit activities at sea; this is the case with piracy in the Horn of Africa and the Gulf of Guinea. The underlying narrative (as revealed, for example, from interviews with people who are caught when involved in piracy operations), is that they do not perceive themselves as criminals. In other words, piracy is just another way for them to support their families, a means of livelihood. This is in stark contradiction to the stereotype of the ideologized pirate, as seen until not too many years ago in representations of the Somali piracy cases. Generally, they claim to have been fishers, then illegal fishers, finally in the absence of alternatives to support themselves….true pirates.
To help address the issue, IMO has been issuing regular incident reports on piracy and armed robbery against ships since 1982, using data submitted by Member Governments and appropriate international organizations. IMO supports a number of initiatives to strengthen regional cooperation among States to tackle piracy and armed robbery against ships, including in Asia, East Africa and West and Central Africa.
Could you recommend a book or movie that would give us a better understanding of what you are involved in and the importance of your work?
Film: Titanic because the SOLAS convention, in its first version, was developed in 1914 as a direct result of the sinking of the Titanic. So much so that in its first draft, SOLAS clarified the minimum number of lifeboats, watch rosters, evacuation procedures, equipment needed. The current version, amended, dates to 1974.
Book: The Fifth Day by Frank Schätzing (2004). It is a science fiction novel that imagines a global socio-economic crisis triggered by mysterious events that seem to originate in the planet’s oceans. Amid blockades of maritime traffic, inexplicable tsunamis, attacks on oil platforms and the sudden disappearance of fish stocks, humanity finds itself perhaps for the first time in its history considering the absolute centrality of the marine ecosystem, until it realizes that it is in the water that the (final?) battle for the survival of the human species will be fought.