Posted: October 20th, 2022

THE ROLE OF THE INTERNATIONAL MARITIME ORGANISATION (IMO) TOWARDS MAINTAINING AND ENHANCING MARITIME SAFETY

THE ROLE OF THE INTERNATIONAL MARITIME ORGANISATION (IMO) TOWARDS MAINTAINING AND ENHANCING MARITIME SAFETY

TABLE OF CONTENTS
Abstract i
List of Tables ii
List of Figures iv
CHAPTER 1 – INTRODUCTION 1
1.1 Background 1
1.2 Problem Statement 2
1.3 Aim 3
1.4 Research Questions 3
1.5 Research Objectives 3
1.6 Significance of the Study 4
1.7 Research Outline 4
1.8 Limitations and Delimitations 5
CHAPTER 2 – LITERATURE REVIEW AND METHODOLOGY 7
2.1 Introduction 7
2.2 Historical Context 8
2.3 Minimizing the Risks of Maritime Oil Transport BY Holistic Safety Strategies (Mimic) Project 12
2.4 Limitations and Essential Terms 12
2.5 Maritime Safety 13
2.6 Maritime Hazards 15
2.7 Maritime Risks 15
2.8 Methodology 17
2.8.1 Introduction 17
2.8.2 Research Methodology 17
2.8.3 Research Design 17
2.8.4 Source of Data 18
2.8.5 Pilot Study 19
2.8.6 Population and Sample Selection 19
2.8.7 Data Analysis Process 20
2.8.8 Validity 20
2.8.9 Reliability 21
2.9 Conclusion 21
CHAPTER 3 – FINDINGS ON DEMOGRAPHIC INFORMATION 22
3.1 Introduction 22
3.2 Age of Respondents 22
CHAPTER 4 – FINDINGS ON ORGANIZATION 28
4.1 Mandate of the Organization 28
CHAPTER 5 – FINDINGS ON MARITIME SAFETY 33
CHAPTER 6 – ANALYSIS 40
6.1 Demographic Information 40
6.2 International Maritime Organization 42
6.3 Maritime Safety 46
CHAPTER 7 – CONCLUSION AND REFLECTION 49
7.1 Conclusion 49
7.2 Recommendations 50
7.3 Reflection 51
REFERENCES 52
APPENDIX A Research Questionnaire 59

Abstract
The purpose of this study was to examine the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety. Safety in the maritime industry is crucial in enhancing productivity in the industry. International Maritime Organization contributes and playing a significant role in ensuring maritime safety. The study aims to achieve the four objectives, which include establishing the role international maritime organisation plays towards maintaining and enhancing maritime safety, investigating the structure of IMO, assessing how efficient the policies and legislations of IMO used in promoting maritime safety are and ascertaining how successful IMO is in ensuring maritime safety. Phenomenological research design was used in the research where qualitative research method helped in data collection and analysis. Respondents that participated in this research included managers and employees working in IMO. Sample size used in this research was 15. Simple random sampling played a crucial role in identifying research participants. Interim analysis of interview transcripts was undertaken using SPPS software and excels. The structure of IMO consists of an assembly, a council and five committees. Research findings further indicate that the role of IMO is to ensure maritime safety through development of safety regulations and recommendations for shipping. IMO ensures maritime safety and prevent pollutions by playing a role in technological development, fire protection, design and equipment of ships, radio communication, safety or navigations, search and rescue, facilitating international maritime traffic, increasing security in ports and on ships, port state control, flag state implementation, carriage of cargoes and straining and certification of seafarers.

List of Tables
Table 1: Age of Respondents 22
Table 2: Current Nationality of Respondents 23
Table 3: Work Experience 24
Table 4: Position of Respondents in the Organization 25
Table 5: Duration of Service in the Position 26
Table 6: Mandate of the Organization 28
Table 7: General Aim of the Organization 28
Table 8: Objectives of the Organization 28
Table 9: How successful is the Organization 29
Table 10: Membership to IMO is voluntary 29
Table 11: Why is membership to the organization voluntary? 29
Table 12: The organization covers all aspects of maritime 30
Table 13: Areas covered by the organization 30
Table 14: IMO Inclusion of offshore 31
Table 15: Tools necessary for inclusion of offshore 31
Table 16: How effective are the tools 31
Table 17: Why are the tools effective? 32
Table 18: IMO solely responsible for ensuring maritime safety 33
Table 19: Other agencies, which ensure maritime safety 34
Table 20: Contribution of agencies in ensuring maritime safety 35
Table 21: Are such contributions effective 36
Table 22: Reasons the contribution are effective 36
Table 23: How effective are conventions adopted by organization towards ensuring maritime safety 37
Table 24: Whether IMO is involved in enforcing conventions 37
Table 25: Reasons why IMO is not involved in enforcing conventions 38
Table 26: Whether IMO not being involved in enforcing conventions has significant impact on compliance rate 38
Table 27: Reasons why IMO not being involved in enforcing conventions has significant impact on compliance rate 38
Table 28: How IMO monitor compliance with conventions 39

List of Figures
Figure 1: Maritime Accident Types 16
Figure 2: Age of Respondents 23
Figure 3: Current Nationality of Respondents 24
Figure 4: Work Experience 25
Figure 5: Position of Respondents in the Organization 26

CHAPTER 2 – LITERATURE REVIEW AND METHODOLOGY
2.1 Introduction
There has been a rather increased rate of maritime safety related issues over the last decade. This has been the driving force behind international societies forming close ties and creating better plans in response to the looming problem.
The international maritime organisation (IMO) is the world shipping governing body. As stated in (IMO, 2007), it is a specialised agency of the United Nations and a global standard setting authority for safety, security and environmental performance of international shipping”. The increased number of safety problems during resent times has made the IMO organise a closer co-operation and formulate better policies aimed at tackling the issue of maritime safety. Maritime safety is a widely studied subject area and as such, there has been quite a number of contrasting views on the subject area.
Maritime safety is also a broad subject area and shares very close ties with maritime security, another subject area that is also broad as well (International Atomic Energy Agency, 2006; Mauritzson, 2011; Räisänen, 2009). It is not therefore appropriate to talk about maritime safety without indulging in maritime security, as maritime security is a part of maritime safety. Unlike maritime safety, maritime security threats are not as defined and analysed systematically with the exception of piracy and terrorism.

2.2 Historical Context
According to Werner (1964), “the sea has been synonymously linked with insecurity for those who venture into it”. The issue of maritime safety dates back to the early maritime trading ventures. The lack of safety was the sole reason why maritime trading was mainly the preserve of the ‘adventurers’ (Lützhöft and Dekker, 2002; Martínez de Osés, and Ventikos, 2006). The sea was often associated with the idea of chance or fate, hence the popular expression ‘maritime perils’. As Boisson (1999) puts it, “the frailty of human factor, in the face of inexhaustible and indefinable sea, confers on the efforts of navigation the character of bold venture, which may succeed and prove quite profitable, but which can also fail and cause irreparable losses”. It is clear that due to the dangers associated with maritime trading, the rate of success and failure was being considered as 50:50 (Kopisch and Berg, 2012).
As seen from the history of navigation since ancient times, the issue of maritime safety came gradually to the fore in the wake of accidents and disasters, thus bringing a huge change in both individual and collective behavioural practices of those engaging in maritime ventures, which still somewhat clung to ancient sailing practices and habits.
International Atomic Energy Agency (2002) observed that due to the sailing characteristics of ancient times such as; relatively small crafts, few numbers of sailors, using sails and oars as their only means of propulsion and never venturing far from the coast, that there would be relatively few associated risks. However, it was quite clear that this period was quite famous for insecurities making sea voyages extremely hazardous. Piracy was in fact a scourge of the Mediterranean in addition to terrible sea and weather conditions. Ship wreck usually caused by extremely worsened weather conditions was a constant occurrence (Lappalainen, 2011; Kopijyvä Oy, Lappalainen, Vepsäläinen and Tapaninen, 2010).
Andre and Baslez (1993), were of the opinion that not until the end of the Roman empire, sea farers were ill-equipped to confront bad weather, passengers and bulky cargoes were packed together on deck, ships were being loaded way beyond safety limits, navigators had little or no knowledge about adverse weather conditions. Ancient sailors were often associated with heavy consumption of alcohol; they were always intoxicated and of the belief that it helps them overcome their greatest fear which was the sea.
However, the safety of a voyage rests on the shoulders of a single man, the equivalent of the captain in ancient times. He bore technical responsibility for and the choice of the safest route ad ports of call (Communications et mémoires de l’Académie de Marine, 1992). It was also quite typical for ship owners to override any decision being made in order to achieve more profits even if it requires sailing in bad weather (Heijari and Tapainen, 2010).
During the middle ages, there were little significant changes on the conditions of navigation. Ships were being forced to remain in port during the winter. Towards the end of the 18th century, The Levantines sailed from 5th of May to the 26th of October only. Maritime traffic was being banned between Martinmas and Saint Peter’s day, which was the 22nd of February with the penalty of loss and total confiscation of the vessel and cargoes for defaulters (Dollinger, 1988; Chirea‐Ungureanu, and Rosenhave, 2012; Gard, 2012; Hjorth, 2013). Open sea navigation was being carried out in the Mediterranean and later, it spread to the North Sea.
There were also some advances in maritime safety during this time. The first preventive rules on loading were being implemented (Madsen, 2011; Parker, Hubinger, Green, Sargent and Boyd, 2002). The Maritime Authority in large Mediterranean ports introduced very strict legislation on freeboard, in order to tackle the excesses of unscrupulous ship owners and captains who took pride in over loading their ships, without even considering the risks, just to earn more freight (Boisson, 1999).
It is also quite important to note that the first ever load line regulation as it is being called now was adopted in Venice in 1255 (Boisson, 1999; Porathe and Shaw, 2012; Rothblum, 2000). It was being considered illegal to exceed draughts marked on the vessel by a cross.
Similar restrictions were being implemented in Barcelona, Cagliari, Pisa and Marseilles, but the most elaborate of them all were the regulations that appeared in the Genoese statutes during the 14th century. The Maritime Authorities of Genoa had not only laid down quite precise rules for the calculation of draught of ships, but also a whole new set of penalties and inspection procedures were also being adopted. Some officials were being appointed by the Afficium Gazarie to ensure that ships comply with the rules being set in place. They also attend to the affixing of irons to the hull of ships, thus signifying the load line marks (Lappalainen, 2008; Lappalainen and Salmi, 2009; Ryser, 2013). Due to this, captains or ship owners designates 2 of the crew on board to monitor or keep watch of these iron markers. A system of guaranteed fines or in extremely rare cases, confiscation of the vessel and cargoes ensured that these regulations were strictly adhered to (Attoma-Pepe, 1976; Little, 2004; Mackay, 2000; Oltedal, 2011).
Regardless of all these, shipwrecks were still occurring in the Mediterranean. This called for even more stringent measures being introduced; Northerners relied on repression, severe criminal legislations were being adopted to discourage even the most adventurous seamen. There was also the Sea Law of Oleron, which states very stringent penalties for whoever fails in his duty during navigation (Transport Canada, 2009). The captain was even mandated to cut off the head of the pilot who by ignorance might have endangered the vessel or cargo. However, these punishments were never carried out due to their barbaric nature (Kobylinski, 2009; Le Prat, 1963 and Gontier, 1965).
At the dawn of modern age, preventive rules became more generalised. There were new directives requiring ship builders and owners to see to the perfect seaworthiness of their vessels, check the low water level and lashings of cargoes securely, such as the Spanish ordinances of 1553 (Marie and Dilly, 1931). Venetian laws of 1569 prohibited ship owners from placing goods at certain places on the ship and also in France, an edict on the admiralty issued by French king Henri III in March 1584 required maritime cities to oversee the abilities of ship’s captains and the Maritime Ordinance of August 1681, devoted a whole section to seamen and ships (Emerigon, 1681).
Despite these, prevention or all associated dangers remained quite rudimentary. Maritime safety was ensured mainly by adopting Legislations to provide compensations and protection for the financial interests of ship owners, it was also ensured on the principle that various parties with interest in the maritime venture reduces these dangers by sharing the risks (Boiteux, 1968; Hetherington, Flin and Mearns, 2006).
The 18th century however witnessed series of legislations aimed at strengthening safety in maritime transport (American Bureau of Shipping, 2012). The most remarkable advance came with the Merchant Safety Act of 1858 in Britain, which empowers the state with task of monitoring, regulating and controlling all issues relating to merchant shipping and more specifically the safety of ships and the working conditions of seamen. In addition, a completely new series of technical provisions affecting the safety of equipment on wooden ships were introduced (Berg, 2011). There were also provisions mandating iron ships to be fitted with a collision and engine bulk head. These had minimal effects, as an average of 2,000 ships were lost annually. 1,313 shipwrecks causing the death of 2,340 British sailors and 1,37 passengers was being recorded in 1867 alone (Bull, 1966; Håvold, 2005).
According to Boisson (1999), the 19th century witnessed the first ever regulations on navigation at sea. Earliest steamships and a considerable number of nations became interested in steps that could be taken to avoid collision and shipwrecks. Boisson (1999) stated that, signalling where been applied by British ships as proposed by W.D, Evans who is considered the father of modern day navigation.
However, most scholars were of the opinion that international law on safety at sea was established in the first part of the 20th century through the un-resounding efforts of various international organisations. The Committee Maritime International (CMI) was set up in Antwerp, and they played vital roles in several diplomatic conferences and also took part directly in the establishment of several texts concerning maritime safety, notable of them all was the Brussels convention of 1910 and also Helpance and salvage at sea (Lilar and Van Den Bosch, 1972).
Boisson, (1999) stated that the International Labour Organisation (ILO) was established after the First World War. The organisation fostered the introduction of specific regulations on the working conditions of seamen. This organisation was also the front runner in the campaign against flag of convenience in 1930. Berg (2010) noted that even with all these safety measures being put in place, there were still shipwrecks which suggested that either these were not being effective enough or there were not being properly implemented
The post Second world war was the era marked as a decisive turning point as a convention was signed in Geneva, setting up the Inter-governmental Maritime Consultative Organisation (IMCO) in 1948 and was later converted to the present day International Maritime Organisation (IMO) in 1982 (Boisson, 1999; Håvold, 2007). Even with the coming into existence of the IMO, there were still safety related cases occurring every year which raises doubt of the efficiency of the conventions already being adopted to ensure maritime safety.

2.3 Minimizing the Risks of Maritime Oil Transport BY Holistic Safety Strategies (Mimic) Project
This report form part of work package 3 (WP 3) of the project “minimising the risks of maritime oil transport by holistic safety strategies” (MIMIC). The aim of this write my paper project was to develop a systematic model related to traffic, accident probabilities, ecosystem impacts and the response possibilities of the society to decrease the likelihood and consequences of the hazard.

2.4 Limitations and Essential Terms
The WP 3 of the MIMIC project was focused mainly on oil transport related safety issues in the Baltic Sea. It is very difficult to limit the study only to oil transport because threats to maritime safety are not only linked to oil transport and many experts on safety issues may not be able to distinguish the threats of other types of shipping such as general cargo ships, container ships and ro-ro/passenger ships (Berg, 2008). However, I will be able to show, during the course of this research, how the selected perspective is possible to keep.
Although, I will identify and also record maritime safety threats in Baltic Sea, this research will not be solely focused on the Baltic Sea and it will have a more generalised perspective, including all safety issues and how the IMO responds to them.
The essential term in this study is maritime safety. This is defined by (Del Pozo, Dymock, Feldt, Herbraid and Monteforte, 2010, 45-46): as “the combination of preventive measures intended to protect the maritime domain against, and limit the effect of accidental or natural danger, harms and damage to environment, risk or loss”.
The other terms (hazards, risks, risk analysis and risk assessment) will be presented in my dissertation.
2.5 Maritime Safety
As described earlier, maritime safety refers to accidental and natural danger, harm or damage. The greatest threat to maritime safety is security. So therefore, I cannot talk about maritime safety without talking about maritime security.
As defined by (Del Pozo, Dymock, Feldt, Herbraid and Monteforte, 2010, 45-46): maritime security as the combination of preventive and responsible measures to protect the maritime domain against threats and international unlawful acts. As a result of threats to maritime security, the IMO released a code, The International Ship Port Security Code (ISPS Code) to be followed by all ships.
Since the main aim of the IMO as far as maritime safety is concerned is to prevent marine accidents and loss of lives at sea, the preventive factors should be defined as well. (Urbanski, Morgas and Miesikowski, 2009) defines maritime safety as the safety of life and protection of property at sea from the environmental and operational threats, as well as the safety of maritime environment from pollution by the ships (Canadian Nuclear Safety Commission, 2012).
Maritime safety can further be sub-divided into four components as follows:-
• External safety, such as safe fairways, ports, safety equipment, environmental conditions.
• Internal safety, such as the ship’s damage stability, assessment of commercial premises etc. this sector takes care of classification societies, port state control etc.
• Human factor and which maybe forms the most interesting part of safety definition because most safety related incidents are as a result of human error. As a result of this, the SOLAS convention was adopted.
• Environmental impacts resulting from complex reactions between the above mentioned factors (Goldberg, 2013; Nymen et al, 2010, 12). The IMO adopted a convention (MARPOL) in other to combat this.
• Management factors, this includes both human and organisational factors. The International Safety Management code (ISM Code) was formulated by the IMO.
However, another factor that is of great importance is organisational factors (Chauvin, Lardjane, Morel, Clostermann, and Langard, 2013). Both organisational factors and human factors can be classified under operational safety. According to Salter (2006), operational safety is a combination of human factors (people), working conditions (equipment), operational procedures and organisational culture.
Due to the fact that the International Safety Management (ISM) code was being developed so as to ensure that shipping companies take liability of the safety and security matters of their operations, operational safety should therefore be taken into account when defining maritime safety.
The aviation industry is very often used as a reference domain when researching best safety management practices because the industry has seen great improvements in the subject area over the last decades (Chauvin, 2011). The International Civil Aviation Organisation (Erdoğan, 2011; ICAO, 2008), safety management manual defines safety as; “the outcome of the management of a number of organisational processes. The management of these organisational processes has the objective of keeping safety risks under organisational control. Key in this perspective is the notion of safety as an outcome and safety risk management as a process”.
2.6 Maritime Hazards
In spite of the widespread criticism against traditional risk management, safety experts still consider it as the corner stone of safety management and one of the most important tools in the prevention of maritime accidents and the identification of hazards is being considered as a vital step towards managing safety risks.
The International Civil Aviation Organisation (ICAO, 2008) defined hazard as a condition or an object with the potential of causing injuries to personnel, damage to equipment or structures, loss of materials or reduction of ability to perform a prescribed function.
2.7 Maritime Risks
According to ICAO (2008), “safety risks are defined as the assessment, expressed in terms of predicted probability and severity of the consequences of a hazard, taking as reference the worst foreseeable situation”. For example, wind can be identified as a maritime hazard, but if a ship’s master is unable to manoeuvre the vessel due to adverse wind conditions in a harbour, the possible consequences of this, collision is being classified as a maritime risk. Most maritime risks can be found from the chart below of maritime accident types (Kristiansen, 2005; Drouin, 2010).

2.8 Methodology
2.8.1 Introduction
The purpose of this study is to examine the views of selected IMO staffs and both past and present seafarers regarding the efficiency of current legislations concerning maritime safety and their views on how to improve on the existing standards of maritime safety.
The purpose of this methodology context is to:
a. Describe the research methods used in the study.
b. Explain the sample selection
c. Describe the procedure used in designing the instrument and collection of data.
d. Provide an explanation of the statistical procedure used to analyse the data
2.8.2 Research Methodology
A phenomenological research design was adopted for this study. A survey was administered to a selected sample from a specific population of staffs of the International Maritime Organisation (IMO), and both past and present seafarers. As stated by (Robson, 1993), “the term survey is commonly applied to a research methodology designed for the collection of data from a specific population, or a sample from that population and typically utilises a questionnaire or an interview as the instrument of survey.
2.8.3 Research Design
This study was qualitative in nature, which suited the use of a phenomenological research design. An open-ended questionnaire supported the collection of in-depth and broad perspectives (Saunders, 2009). Thus, the investigator through in-depth interviews used an open-ended questionnaire to gather the experiences of the respondents about the phenomenon of study (the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety).
The current research relied on the respondents’ personal experiences to achieve the objectives of the research. Hence, this study used a phenomenological research design, which suited the qualitative nature of this study (Babbie, 2012; McBurney and White, 2009). The phenomenological design suited the type of primary data gathered (descriptions and phrases) by allowing for very rich and detailed descriptions of the respondents’ experiences about the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety. Employing a phenomenological research design ensured that the results emerged from the respondents’ views instead of a structured statistical analysis (Creswell and Plano Clark, 2010).
The participants in the study of the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety were derived employees of IMO. The current research used a list-based sample framework to select 15 respondents from the International Maritime Organization (Nayak, 2014). Respondents were derived from a list of 50 employees of IMO. Random sampling played a role in identifying 15 respondents that participated in the interviews. After obtaining the consent of the management of the organization, the manager was requested to provide a list of 50 employees from which 15 respondents were identified using simple random sampling technique. After creating a listed-based sampling framework, a random number generating process facilitated the process of obtaining a simple random sample size of 15 from the listed employees of IMO.
In the sampling process, there was an equal probability of selection to identify 15 respondents. The use of an online random number generator referred to as Stat Trek generated 15 numbers from a sample population of 50 employees (Stat Trek, 2015). The random numbers generated include 25, 02, 49, 07, 04, 42, 38, 28, 13, 04, 10, 34, 12, 22, and 46. Names of employees coincided with the random numbers were listed. The identified potential respondents were contacted through email or phone to seek their consent to participate in the study. The researcher repeated the process until 15 respondents were derived
2.8.4 Source of Data
The current study relied on both secondary and primary data to meet its objectives as well as to provide answers to the research question. The study developed in line with the opinions and views of IMO staff as well as past studied on the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety. After obtaining the consent of potential respondents, the interview occurred at a convenient time and date. Primary data collection involved the use of Skype to conduct one-on-one interviews with the 15 employees of IMO. Interview questions on the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety allowed for detailed examination of variables and questions. The open-ended questions, preferred in this study, evoked responses that are rich and exploratory in nature (Saunders, Lewis and Thornhill, 2007). Moreover, open-ended questions could also evoke responses that are meaningful and culturally salient to the participant as well as potentially unanticipated in this study. Therefore, the open-ended interview questions enabled the expression of views and opinions of manager and employees of IMO. The Skype technology enabled audio recording of interviews with 15 managers and employees of IMO. The additional process entailed the extraction of audio-recorded interviews, which formed the content of 15 interview transcripts that denoted responses from each interviewee.
2.8.5 Pilot Study
The reseracher conducted a pilot study before the actual interviews, which enabled significant assessment of the suitability of the interview questions (Saunders, 2009). The pilot study entailed interviewing of six students who did not participate in the actual research. The process involved the use of pilot study interview questions. The pilot study enabled the validation of the actual interview questions and identification of irrelevance and ambiguity, if any, in the formulated questions. The investigator used comments from the pilot population, which primarily pertained to sentence structure, to adjust the interview questions for the study.
2.8.6 Population and Sample Selection
The research participants in the study of the role of the international maritime organisation (IMO) towards maintaining and enhancing maritime safety included managers and employees working in International Maritime Organization. This study used a list-based sample framework of 50 employees from which 15 respondents were carefully derived. After seeking consent of the management of IMO to allow the research in the organization, a list of 50 managers and employees was provided. The employees were listed alphabetically before being assign numbers 1 to N where N = 50. Stat Trek then played a role of generating 15 random numbers 25, 02, 49, 07, 04, 42, 38, 28, 13, 04, 10, 34, 12, 22, and 46. Names of managers and employees coinciding with the random numbers were identified and listed. The researcher contacted the identified potential respondents for their consent to participate in the study. Listed managers and employees that declined to participated were removed from the list after which the sampling process to identified more respondents was undertaken. The investigator repeated the process until 15 respondents were derived.
2.8.7 Data Analysis Process
The interview responses recorded by iFree Skype Recorder enabled the development of 15 interview transcripts, which denoted the responses from each interviewee from the 15 managers and employees working in the IMO. The analysis of the primary data occurred in stages including an interim analysis, summarizing the main points emerging from the interview, and using interview summaries to develop tentative code themes for further SPSS software and excel analysis. The interim analysis provided preliminary insights into the relevance of the conceptual framework of the current study. For each interview, there was an interview summary sheet containing the main emerging points. The interview summary sheet provided easy access to interview summaries to develop tentative code themes for further computer-aided analysis. The key variables from the interview summaries formed the codes in SPSS software for further computer-aided analysis.
2.8.8 Validity
This study exhibited high validity based on the type of data and the process of gathering and analyzing the primary data. The respondents received the study questionnaires about ten days before the interview to ensure proper interpretation and internalization of the interview questions. The use of technology such as Skype to collect primary data in the study also enhanced the validity of results. Using technology enabled this study to eliminate human errors arising from memory failure on respondents’ views. In addition, recording and storing of the interview data in a password protected PC ensured the privacy of primary data in wait for further analysis.
2.8.9 Reliability
The current exhibited the highest level of reliability through various approaches. First, simple random sampling technique used in this study ensured access to relevant information from suitable managers and employee working in IMO. The sampling approach in this study eliminated erroneous data, which irrelevant respondents could give.
2.9 Conclusion
This chapter is being aimed at creating an actual review on the history, development and relevant studies already carried out on the subject area. Traditional maritime safety is being focussed on stochastic events, failures, malfunctions, errors and the consequences related to these events.
It is clear that the issue of maritime safety had undergone series of evolution in the past, each aimed at creating a more secure and safe maritime industry. Nonetheless, there have been several flaws and shortcomings, which would be tackled later on in the course of the study. These raises doubt of the efficiency and implementation of the various conventions being put in place by the IMO to ensure maritime safety.
This chapter aimed to create a theoretical background and framework for the study. It was discovered that there were many issues, which have been taken into consideration when the comprehensive safety concept of maritime transport is being defined.

CHAPTER 3 – FINDINGS ON DEMOGRAPHIC INFORMATION
3.1 Introduction
Respondents that participated in this study include people working in International Maritime organization. The researcher invested various characteristics of the sample population and indicated in this chapter. Characteristics of the sample population investigated include age of respondents, current nationality of the respondents, work experience of the respondents, position of the respondents in the organization and duration of service in the organization.
3.2 Age of Respondents
Table 1 and Figure 2 (Age of respondents) indicate that 20% of the respondents were aged 18-30 years, 33% were aged 31-40 years, 27% were aged 41-50 years, 13% were aged 51 – 60 years and 7% were aged 61 years and above. Majority of the respondents comprising 80% were therefore aged over 30 years.
Table 1: Age of Respondents
Age
Frequency Percent Valid Percentage Cumulative Percentage
Valid 18-30 years 3 20 20 20
31-40 years 5 33 33 53
41-50 years 4 27 27 80
51-60 years 2 13 13 93
61+ years 1 7 7 100
15 100 100

Figure 2: Age of Respondents

Table 2 and Figure 3 (Current nationality of respondents) shows that 13% of the respondents were American, British, Zambian, Spanish and Mexican while Israeli, Japanese, Chinese, Ghanaian and Brazilian comprised 7% each.
Table 2: Current Nationality of Respondents
Current Nationality
Frequency Percent Valid Percentage Cumulative Percentage
Valid American 2 13 13 13
Briton 2 13 13 27
Zambian 2 13 13 40
Spanish 2 13 89 53
Mexican 2 13 89 67
Israeli 1 7 44 73
Japanese 1 7 7 80
Chinese 1 7 7 87
Ghanaian 1 7 7 94
Brazilian 1 7 7 100
15 100 100

Figure 3: Current Nationality of Respondents

Table 3 and Figure 4 (Work experience) shows that 13% of the respondents had worked in the organization for 2 years, 20% had worked for 2 – 5 years and 47% had worked in the organization for 6 – 10 year while 20% had worked in IMO for more than 10 years.
Table 3: Work Experience
Work Experience
Frequency Percent Valid Percentage Cumulative Percentage
Valid 2 Years 2 13 13 13
2-5 Years 3 20 20 33
6-10 years 7 47 47 80
More than 10 years 3 20 20 100
15 100 100

Figure 4: Work Experience
Table 4 and Figure 5 (Position in the Organization) indicate that the respondents comprised senior manager, Helpant managers, operation managers, human resource managers and security officers. Majority of the respondents were operation managers with 33%, senior manager comprised 7%, 27% were Helpant managers, 13% were security officers and 20% of the respondents were human resource managers.
Table 4: Position of Respondents in the Organization
Position in the Organization
Frequency Percent Valid Percentage Cumulative Percentage
Valid Senior Manager 1 7 7 7
Helpant manager 4 27 27 33
Operation Manager 5 33 33 67
Human Resource Manager 3 20 20 87
Security officer 2 13 13 100
15 100 100

Figure 5: Position of Respondents in the Organization
Table 5 and Figure 6 (Duration of service in the position) indicate that 7% of the respondents had served in their position for less than 2 years, 27% had served for 2 – 5 years, 40% had served 6 – 10 years and 27% had served for more than 10 years.
Table 5: Duration of Service in the Position
Duration of Service in the Position
Frequency Percent Valid Percentage Cumulative Percentage
Valid Less than 2 Years 1 7 7 7
2-5 Years 4 27 27 33
6-10 years 6 40 40 73
More than 10 years 4 27 27 100
15 100 100

Figure 6: Duration of Service in the Position
CHAPTER 4 – FINDINGS ON ORGANIZATION
The role of International Maritime Organization was also subject of investigation as presented in the current chapter.
4.1 Mandate of the Organization
Table 6 indicate results on views of respondents on Mandate of the Organization. From the table 100% (n = 15) indicated that improving maritime safety is the mandate of IMO while 93% (n = 14) reported that the preventing pollution from ships is the mandate of the organization.
Table 6: Mandate of the Organization
Mandate of the Organization No. of Respondents % Response
Improving Maritime safety 15 100
Preventing Pollution from Ships 14 93

Table 7 indicate results on views of respondents on General Aim of the Organization. From the table 100% (n = 15) indicated that promoting security is the general aim of IMO while 100% (n = 15) also reported that developing regulatory framework is the general aim of the organization.
Table 7: General Aim of the Organization
General Aim of the Organization No. of Respondents % Response
Promote Security 15 100
To develop Regulatory Framework 15 100

Table 8 indicates results on views of respondents on the objectives of IMO. From the table 100% (n = 15) indicated that the objective of IMO is to ensure safety, 100% (n = 15) of the respondents reported the objective of the organization is to secure ships and 87% (n = 13) reported that the objective of the organization is to encourage efficient shipping.
Table 8: Objectives of the Organization
Objectives of the Organization No. of Respondents % Response
To ensure safety 15 100
To secure ships 15 100
To encourage efficient shipping 13 87

Table 9 indicates result on views of respondents on how successful is the Organization. From the table 47% (n = 7) of the respondents indicated that the organization is very successful, 33% (n = 5) of the respondents reported IMO is fairly successful and 13% (n = 2) reported that the organization id somehow successful while 7% (n = 1) noted that the organization is not successful.
Table 9: How successful is the Organization
How successful is the Organization No. of Respondents % Response
Very successful 7 47
Fairly successful 5 33
Somehow successful 2 13
Not successful 1 7

Table 10 (Membership to IMO is voluntary) shows that 93% (n = 14) of the respondents agreed that membership to IMO is voluntary while 7% (n = 1) disagreed by indicating that membership to IMO is not voluntary.
Table 10: Membership to IMO is voluntary
Membership to IMO is voluntary No. of Respondents % Response
Yes 14 93
No 1 7

Table 11 indicates results on views of respondents on why is membership to the organization voluntary. According to 60% (n = 9) of the respondents, membership to IMO is voluntary to encourage cooperation, 87% (n = 13) reported it is to enhance commitment among member states, 13% (n = 2) noted that it is voluntary because it is a democratic world and 67% (n = 10) reported that it is voluntary to encourage non-member states to join the organization.
Table 11: Why is membership to the organization voluntary?
Why is membership to the organization voluntary No. of Respondents % Response
To encourage cooperation 9 60
It enhances commitment 13 87
It is a democratic world 2 13
To encourage others to join the organization 10 67

Table 12 (The organization covers all aspects of maritime) shows that 87% (n = 13) of the respondents agreed that the organization covers all aspects of maritime while 13% (n = 2) reported that the organization does not cover all aspects of maritime.
Table 12: The organization covers all aspects of maritime
The organization covers all aspects of maritime No. of Respondents % Response
Yes 13 87
No 2 13

Table 13 indicates results on views of respondents on the areas covered by the organization. According to 100% (n =15) of the respondents, the organization covers safety and security of shipping, 93% (n = 14) reported that prevention of pollution is one of the role played by the organization. Moreover, 67% (n = 10) of respondents said that ship design is covered by IMO while 53% (n = 8), 87% (n = 13), 80% (n = 12) and 73% (n = 1) reported that IMO covers ship construction, ship manning, ship operation and ship disposal respectively.
Table 13: Areas covered by the organization
Areas covered by the organization No. of Respondents % Response
Safety and security of shipping 15 100
Prevention of pollution 14 93
Ship design 10 67
Ship construction equipment 8 53
Ship manning 13 87
Ship operation 12 80
Ship disposal 11 73

Table 14 (IMO inclusion of offshore) shows that 80% (n = 12) of the respondents that participated in the study agreed that it is true that the organization operations include offshore while 20% (n = 3) denied the claim.
Table 14: IMO Inclusion of offshore
Inclusion of offshore No. of Respondents % Response
Yes 12 80
No 3 20
Table 15 indicates results on views of respondents on the Tools necessary for inclusion of offshore. From the table 67% (n = 10) indicated that the legal instruments are some of the tools used by IMO in the inclusion of offshore, 73% (n = 11) of the respondents reported that governance is another used for inclusion of offshore and 60% (n = 9) reported that finance is critical for inclusion of offshore.
Table 15: Tools necessary for inclusion of offshore
Tools necessary for inclusion of offshore No. of Respondents % Response
Legal instruments 10 67
Governance 11 73
Finance 9 60

Table 16 indicates results on views of respondents on how effective the tools for offshore inclusion are. According to 76% (n =10) of the respondents, the tools are very effective, 20% (n = 3) reported that that the tools are effective, 7% (n = 1) noted that the tools are somehow effective and 7% (n = 1) reported that the tools are not effective.
Table 16: How effective are the tools
How effective are the tools No. of Respondents % Response
Very effective 10 67
Fairly effective 3 20
Somehow effective 1 7
Not effective 1 7

Table 17 indicates results on views of respondents on why the tools are effective. According to 93% (n =14) of the respondents, the tools are effective because they are designed to help achieve the intended purpose, 67% (n = 10) reported that the tools influence maritime operation directly, 80% (n = 12) observed that the tools are well designed to achieve their goal thereby leading to success.
Table 17: Why are the tools effective?
Why are the tools effective No. of Respondents % Response
They help achieve the intended purpose 14 93
They influence maritime operations directly 10 67
They are well designed to succeed 12 80

CHAPTER 5 – FINDINGS ON MARITIME SAFETY
The current chapter examined maritime safety based on the views and opinions of managers and employees of International Maritime Organization. Maritime safety is a very important agenda since water transport play a significant role in the global economy. A lot of people and valuable resources are transported by water transport, which makes the safety of both people and the resources and materials being transport important. Maritime safety entails life protection as well as property protection using regulations, technological development and management of different forms of waterborne transportation. The role of International Maritime Organization with respect to maritime safety as highlighted in this chapters is key to understanding maritime safety.
Table 18 (IMO solely responsible for ensuring maritime safety) shows that 13% (n = 2) of the respondents agreed that IMO solely responsible for ensuring maritime safety while the majority comprising 87% (n = 13) disagreed implying that there are other agencies involved in maritime safety. Maritime safety being a very important role of International Maritime Organization is not the only role played by the organization. Apart from maritime safety, other responsibility of is to prevent marine pollution. Pollution is a threat to marine life. Therefore, it is very necessary to prevent pollution and its impact especially pollution due to oil spill
Table 18: IMO solely responsible for ensuring maritime safety
Is organization solely responsible for ensuring maritime safety? No. of Respondents % Response
Yes 2 13
No 13 87

Table 19 indicates results on views of respondents on other agencies, which ensure maritime safety. According to 87% (n =13) of the respondents, European Maritime Safety Agency (EMSA) is one of the agencies, 67% (n = 10) of the respondents mentioned Australian Maritime Safety Authority’s and 73% (n = 11) identified Asia-Pacific Heads of Maritime Safety Agencies. Moreover, 60%, 87%, 53%, 40% and 53% of the respondents mentioned other agencies such as African Maritime Safety, Maritime & Coastguard Agency (MCA), Egyptian Authority for Maritime Safety (EAFMS), South African Maritime Safety Administration and China Maritime Safety Administration. The success of ensuring maritime safety and prevention of water pollution requires the contributions of other like-minded entities. Since the world share the waters, it is important to monitor and ensure that no single country or ship threaten the life of seafarers and their property. It is for that reason that nations need to join hands in curbing water pollution and insecurity. Several agencies work in collaboration with others in ensuring that maritime safety is upheld while minimizing pollution at the same time. Some of the agencies that work to ensure security and curb pollution as presented in the Table 19 include European Maritime Safety Agency (EMSA), Australian Maritime Safety Authority’s (AMSA’s), Asia-Pacific Heads of Maritime Safety Agencies (APHoMSA), African Maritime Safety and Maritime & Coastguard Agency (MCA) among others.
Table 19: Other agencies, which ensure maritime safety
Other agencies which ensure maritime safety No. of Respondents % Response
European Maritime Safety Agency (EMSA) 13 87
Australian Maritime Safety Authority’s (AMSA’s) 10 67
Asia-Pacific Heads of Maritime Safety Agencies (APHoMSA) 11 73
African Maritime Safety 9 60
Maritime & Coastguard Agency (MCA) 13 87
Egyptian Authority for Maritime Safety (EAFMS) 8 53
South African Maritime Safety Administration 6 40
China Maritime Safety Administration 8 53

Table 20 (Contribution of agencies in ensuring maritime safety) indicates that 100% (n = 15) of the respondents reported that the agencies contribute in enhancing maritime safety. According to 93% (n =14) of the respondents, agencies such African Maritime Safety, Maritime & Coastguard Agency (MCA) and Egyptian Authority for Maritime Safety (EAFMS) among others contribute in reducing risk of maritime accidents. Also, all respondents 100% (n =15) indicated that the agencies minimize marine pollution from ships. Agencies involved in ensuring maritime safety are many. For instance, European Maritime Safety Agency (EMSA) plays a significant role in Europe. European Maritime Safety Agency (EMSA) offers scientific and technical Helpance, which the European commission needs in ensuring maritime security, response to pollution caused by ships, prevention of pollution and maritime safety. The agencies help in achieving the objective of IMO in ensuring maritime safety and prevention of pollution using different tools. Some of the tools used by the agencies include legislation. After formulating legislation with specific objectives, maritime agencies monitors the implementation of such legislations and evaluating effectiveness of such legislation the purpose of putting in place measures to ensure success in ensuring maritime safety and prevention of pollution among others. Agencies such as European Maritime Safety Agency (EMSA), Australian Maritime Safety Authority’s (AMSA’s), Asia-Pacific Heads of Maritime Safety Agencies (APHoMSA), African Maritime Safety and Maritime & Coastguard Agency (MCA) among others also have other roles, which include Helping member states with practical implementation of legislation regarding maritime security and pollution. Australian Maritime Safety Authority’s on the hand promote maritime safety, protect maritime environment, provide research, offer rescue service, offers infrastructure needed for safety navigation and it also prevent and combat ship-sources pollution in maritime environment.
Table 20: Contribution of agencies in ensuring maritime safety
Contribution of agencies in ensuring maritime safety No. of Respondents % Response
They en enhance safety 15 100
They reduce risk of maritime accidents 14 93
The minimize marine pollution from ships 15 100

Table 21 (Are such contributions effective) shows that 93% (n = 14) of the respondents agreed that the contributions of agencies are effective while 7% (n = 1) said that the contributions of the agency are not effective. The contributions of agencies cannot be underestimated since they have been effective in helping avert dangers that once pose serious threats to the lives of people as well as properly. European Maritime Safety Agency formed following Erika accident has been effective in avoiding posing reoccurrences of such incidences thereby enhancing the maritime safety. The contributions of agencies in ensuring maritime safety and protection of the environment have been quite effective. With strict regulation, maritime safety is ensured and the marine environment is closely watched.

Table 21: Are such contributions effective
Are such contributions effective No. of Respondents % Response
Yes 14 93
No 1 7

Table 22 (Reasons the contribution are effective) indicate results on views of respondents on Reasons the contribution are effective. From the table 87% (n = 13) indicated that reason why they are effective is that they serve the purpose in accordance with the IMO objectives while 100% (n = 15) reported that the contributions of the agencies help in the achievement of the objectives of the International Maritime Organization. The contributions of the agencies are effective because the resolutions they make affect sea vessel in different regions across the globe. For instance, the regulations formulated by European Maritime Safety Agency affect member state of the European commission and any vessel that ply such territory. Therefore, such initiatives help in making sure that country and industry players conform to the regulation and the result is maritime safety and reduced pollution of the maritime environment.
Table 22: Reasons the contribution are effective
Why are they effective No. of Respondents % Response
They serve the purpose 13 87
They help achieve IMO objectives 15 100

Table 23 (How effective are conventions adopted by organization towards ensuring maritime safety) indicates that 33% (n = 5) of the respondents reported that the conventions adopted are effective. According to 53% (n =8) of the respondents, the convention are effective, 7% (n = 1) and 7% (n = 1) indicated that the conventions are somehow effective and the conventions are not effective respectively.

Table 23: How effective are conventions adopted by organization towards ensuring maritime safety
How effective are conventions adopted by organization towards ensuring maritime safety No. of Respondents % Response
Very effective 5 33
Fairly effective 8 53
Somehow effective 1 7
Not effective 1 7

Table 24 (Whether IMO is involved in enforcing conventions) shows that 13% (n = 2) of the respondents agreed that IMO is involved in enforcing conventions while the majority of the respondents 87% (n = 13) said that IMO is not involved in enforcing conventions.
Table 24: Whether IMO is involved in enforcing conventions
Is IMO involved in enforcing conventions No. of Respondents % Response
Yes 2 13
No 13 87

Table 25 (Reasons why IMO is not involved in enforcing conventions) indicates that 60% (n = 9) of the respondents reported that the reason why IMO is not involved in enforcing convention because it has a mandate of playing s supervisory role. According to 13% (n = 2) of the respondents, IMO is democratic that it why it is not involved in enforcing conventions. In addition 33% (n = 5) and 80% (n = 12) indicated enforcing the convention is not their responsibility and that it is effective if members states are allowed to implement convention respectively.
Table 25: Reasons why IMO is not involved in enforcing conventions
Reasons why IMO is not involved in enforcing conventions No. of Respondents % Response
It plays a supervisory role 9 60
It is democratic 2 13
That is not its responsibility 5 33
It is effective if members states are allowed to implement convention 12 80

Table 26 (Whether IMO not being involved in enforcing conventions has significant impact on compliance rate) shows that 80% (n = 12) of the respondents agreed that there is great impact since Imo is not involved in enforcing convention while 20% (n = 3) disagreed.

Table 26: Whether IMO not being involved in enforcing conventions has significant impact on compliance rate
Does it have significant impact on compliance rate No. of Respondents % Response
Yes 12 80
No 3 20

Table 27 (Reasons why IMO not being involved in enforcing conventions has significant impact on compliance rate) indicates that 67% (n = 10) of the respondents reported that it makes member states have sense of belonging to IMO. According to 87% (n =13) of the respondents, the fact that IMO is not involved in enforcing convention enable member states to own the conventions with their resolution. In addition 80% (n = 12) reported that the IMO fact that IMO is not involved in enforcing conventions allows IMO to concentrate on its supervisory roles
Table 27: Reasons why IMO not being involved in enforcing conventions has significant impact on compliance rate
Reasons why IMO not being involved in enforcing conventions has significant impact on compliance rate No. of Respondents % Response
It makes members state have a sense of belonging 10 67
It enables members state own the convention 13 87
It allows IMO to play better supervisory role 12 80

Table 28 (How IMO monitor compliance with conventions) indicates that 100% (n = 15) of the respondents reported that IMO monitor compliance with conventions through ship inspection. According to 93% (n =14) of the respondents, certification system is one of the means used by IMO to monitor compliance with conventions while 67% (n = 10) reported that IMO uses regular report from relevant authorities and stakeholders to monitor compliance with conventions.

Table 28: How IMO monitor compliance with conventions
How does IMO monitor compliance with conventions No. of Respondents % Response
Ship inspection 15 100
Certification system 14 93
Regular report from relevant authorities 10 67

CHAPTER 6 – ANALYSIS
6.1 Demographic Information
The purpose of this research was to examine the role of the international maritime organisation towards maintaining and enhancing maritime safety from the perspective of managers and employees. Therefore, in order to achieve the purpose of the study, suitable method and strategies were necessary. Primary research approach was critical in this study since the gaps left the past studies could only be bridged in this research using opinions as well as views of managers and employees working in IMO. In order to achieve research objectives, which include to describe the structure of the IMO, to Assessment of the role of the international maritime organisation in maintaining and enhancing maritime safety and to examine policies and legislations of IMO geared towards promoting maritime safety and their efficiency primary data was essential. Other objectives include reviewing of already existing researches on the maritime safety, to conduct a qualitative analysis on the success achieved so far by the IMO on the maritime safety and to make recommendations to improve on and maximise maritime safety. Phenomenological research design was important in achieving the purpose of the study since the experience of the respondents was key to the investigation of the phenomenon in the study, which is role of the international maritime organisation towards maintaining and enhancing maritime safety. Thus, sample population targeted in this study was managers and employees working in International Maritime Organization. Simple random sampling was used in the identification of the respondents that actually participated in the study where qualitative method was used to collect the views and opinions of the respondents about the role of the international maritime organisation towards maintaining and enhancing maritime safety. The sample size in this phenomenological study was 15. Therefore, 15 managers and employees of International Maritime Organization were derived from a list of 50 employees provided by the organizations using simple random sampling.
Interviews, was used in the data collection. The choice on qualitative and quantitative approach in the study design was based on high quality of data that was needed hence making the study have high reliability. Qualitative technique is data-rich given that the core part of the analysis is textual in nature. Qualitative technique is commonly grounded on the perspective of an inductive view of research and theory, which usually leads the study to a conclusive theory. Thematic content analysis was used to analyze the primary data collected in this study. The analysis of the primary data occurred in stages including an interim analysis, summarizing the main points emerging from the interview, and using interview summaries to develop tentative code themes for further SPSS software and excel analysis. The interim analysis provided preliminary insights into the relevance of the conceptual framework of the current study. For each interview, there was an interview summary sheet containing the main emerging points. The interview summary sheet provided easy access to interview summaries to develop tentative code themes for further computer-aided analysis. The key variables from the interview summaries formed the codes in SPSS software for further computer-aided analysis where the researcher used SPSS software and excel to analyze data. The results of the analysis were presented in form of tables and figures.
The research investigated different characteristics of the respondents, which included age of respondents, current nationality of the respondents, work experience of the respondents, position of the respondents in the organization and duration of service in the organization. The findings indicated that majority of the respondents comprising 80% were aged 30 years and above. This shows that the participants in this study were adults and not young inexperience children. Concerning the nationality of the respondents, the results of the current study indicate that the 15 interviewees that participated in this research were citizens of 10 different countries. The nationality of the respondents included American, British, Zambian, Spanish, Mexican, Israeli, Japanese, Chinese, Ghanaian and Brazilian. The findings indicate the composition of the managers of International Maritime Organization, which come from different parts of the world. Therefore, having respondents from different countries and cultural was essential in this study since it offered experiences from different cultural background. Concerning the work experience of the respondents, the findings of this study indicate that 87% of the respondents have worked in the IMO for not less than 2 years. This is a significant pointer to the accuracy of the study since the respondents had many years experience in the International Maritime Organization, which implies that they provided their views based on their experience of many years. The respondents served in various positions in the organization. The positions of the respondents include senior manager, Helpant manager, operation manager, human resource manager and security officer. Since majority of the respondent held senior positions in the organization, it means that they were better placed to provide the primary data needed in this study to achieve the objectives of this research. When asked how long they had served in their respective positions 93% of the respondents said they had been in their current position for more than two years, which implies that they were experienced enough to understand their role and the operations of the organization. The findings of this study clearly indicate that the respondents that participated in the research were experienced and were highly place in the organization to provide inaccurate information.
6.2 International Maritime Organization
The research also investigated different aspect of International Maritime Organization. Such analysis was necessary in understanding the role of the international maritime organisation towards maintaining and enhancing maritime safety. Aspects of the IMO investigated in this study include its mandate, aim, objectives, success of the organization, operations and tools the organization uses in its operations. The respondents were unanimous that the mandate of International Maritime Organization is two: namely improving maritime safety and prevention of pollutions. Responsibility of International Maritime Organization include both technical and operation areas, which affect directly maritime security and safety. The areas of operation of International Maritime Organization include technological development, fire protection, design and equipment of ships, radio communication, safety or navigations and search and rescue (Storgård, Erdogan and Tapaninen, 2012). Other areas of operation of IMO include facilitating international maritime traffic, increasing security in ports and on ships, port state control, flag state implementation, carriage of cargoes and straining and certification of seafarers. Maritime security involves a lot of technical and operations. For instance, the design of ship and equipment of ship plays a significant role in ensuring safety at sea. Therefore, the design of ships as well as the equipment used in ship should meet the standards so that such ship does not cause harm to seafarers. Maritime accidents are every costly and the negative impact of occurrence of such accident has long-term impact of global supply chain. Thus, it is worth investing necessary resources to avert possible maritime accidents right from the ship design stages (Klein, 2011). Radio communication, is another very important mandate of International Maritime Organization. Effective communication is key to ensuring safety at sea. Effective and efficient flow of information in the maritime industry can contribute significantly in averting possible dangers facing a ship and seafarers. Therefore, enabling the use of recent technology in radio communication is one of the sure means that can be used to ensure maritime safety.
In addition, technological development is very important opportunity in the industry. There is no doubt information technology is one of the drivers of the global economy (David and Gollasch, 2014). Therefore, allowing innovation and technological development, in the maritime industry is key in ensuring security since, it enable the design and development of ships and equipments used in the industry, which are more effective in ensuring security as well as smooth flow of the supply chain. Enhancing security on ships is important in the world today following security threats from terrorist attack. Since the September 2001 attack, the world has been living the fear of possible terror attack. Ships are very attractive venture for pirates since the ships transport very valuable commodities, which terrorist can use to demand ransom (Oestreich, 2012). Blowing a ship through terrorist attack can cause loss of lives as well as loss of valuable resources. Hence, enhancing security on ships and in ports is one of the sure means of ensuring maritime safety. Protection of maritime environment is also another important role of International Maritime Organization. Pollution of seas affects greatly the coastal habitat as well as other sectors of economy. For instance, oil spill in the sea can cause the death of aquatic life in the affected area, which in turn can affect the ecosystem by affecting the food chain or food web accordingly. Oil spill in the sea can also disrupt fishing and tourism activities along the affected coastline. Moreover, oil spill has the potential of killing aquatic life thereby destroying the wildlife and coral reefs, which attract tourists. Therefore, revenue from tourist can lost because of oil spill. Fishing activities can also not go on in affected coastline thereby interruptive human activity, which is also one of the sources of employment, forms many locals along the coast. Fishing industry is also able to lose a lot due oil spill. Therefore, pollution is a very serious concern in the maritime industry.
The aim of International Maritime Organization according to all respondents that participated in the study includes promoting security as well as developing regulatory framework. In order to ensure security in the sea transport sector, it starts from ship design to the daily operation at sea. Therefore, International Maritime Organization plays a significant role of promoting security. Regulations are very important in defining the security in the airtime industry. Thus developing effective policies aimed at regulating operation in the sea transport sector is key to ensuring safety in the industry. International Maritime Organization develops international regulations and recommendations aimed at preventing pollution of seas by ships as well as ensuring maritime safety (Weintrit, 2013). Maritime safety is one of the objectives of International Maritime Organization and one of the means it employs to help achieve its objectives is to develop international regulation, which are followed by shipping nations. Other objectives of International Maritime Organization include encouraging efficient shipping and to secure ships in case of emergencies.
Concerning the structure of the International Maritime Organization, the entity consists of an assembly, a council and five committees (International Maritime Organization, 2016). The committees include maritime safety committee, technical cooperation committee, facilitation committee, the legal committee and marine environment protection committee. Assembly of International Maritime Organization is regarded as the highest governing body of IMO. The assembly consist of member states, which meets normally after every two years. The role of the assembly is to approve work programme of the organizations, vote budget and determine financial arrangement of the entity. It is also the responsibility of the assembly of International Maritime Organization to elect the council. The council of International Maritime Organization is the executive organ of the organization elected by assembly for a two years term at regular sessions. The council is responsible for among other things the work of the International Maritime Organization. Other five functions of IMO include coordinating activities of the IMO, received reports and proposals of organs and committees, appointing secretary general, considering the draft work programme and enter into agreements.
Majority of the respondents that participated in the research agreed that International Maritime Organization is successful. The contribution of International Maritime Organization in ensuring maritime security and safety is a reality (Talley, 2013). The organization also values marine environment since it understands the role it plays in the global economy. As a result, it has put in place measures through regulation and supervision that limit marine pollution from human activities. Moreover, 93% of the respondents agreed that membership to International Maritime Organization is voluntary but their resolution affect every shipping nation. Most of the respondents indicated that membership to International Maritime Organization is voluntary because it is key to enhancing commitment and cooperation (Asartiotis and Benamara, 2012). International Maritime Organization relies on member states to adopt convention and implement legislation by making the conventions part of their national law. This cannot be possible if governments are forced to be members of the organization since cooperation of governments is crucial in ensuring achievement of the objectives of the organization.
The findings indicate that most of the respondents comprising 87% agreed that International Maritime Organization covers all aspects of maritime. In order for International Maritime Organization to ensure safety and security in the maritime industry, it has to look into all aspects of the industry. For instance, IMO is involved in areas such as technological development, fire protection, design and equipment of ships, radio communication, safety or navigations, search and rescue, facilitating international maritime traffic, increasing security in ports and on ships, port state control, flag state implementation, carriage of cargoes and straining and certification of seafarers. Majority of the respondents agreed that International Maritime Organization engage in offshore activities since they affect maritime safety, security and environment directly. Tools they use in the process include legislations and governance, which was found to be quite effective.
6.3 Maritime Safety
The current chapter examined maritime safety based on the views and opinions of managers and employees of International Maritime Organization. Maritime safety is a very important agenda since water transport play a significant role in the global economy. A lot of people and valuable resources are transported by water transport, which makes the safety of both people and the resources being transport important. Maritime safety entails life protection as well as property protection using regulations, technological development and management of different forms of waterborne transportation. The role of International Maritime Organization with respect to maritime safety as highlighted in this chapters is key to understanding maritime safety. The findings of this study indicate that International Maritime Organization is not solely responsible for ensuring maritime safety. A number of agencies work in collaboration with International Maritime Organization to ensure maritime safety. Maritime safety plays a very important role of International Maritime Organization Apart from maritime safety, other responsibility of is to prevent marine pollution since pollution is a threat to marine life. Thus, it is very necessary to prevent pollution and its impact due to oil spill.
Agencies that that contribute in ensuring maritime safety apart from International Maritime Organization include International Labour Organization, Secure Trade in APEC Region, Custom-Trade Partnership against Terrorism and United Nations Economic Commission for Europe. Other regional agencies mentioned by respondents in this study include European Maritime Safety Agency, Australian Maritime Safety Authority’s, Asia-Pacific Heads of Maritime Safety Agencies, African Maritime Safety and Maritime & Coastguard Agency among others. The affiliate bodies or agencies of IMO contribute significantly is ensuring compliance with organizations regulations. Therefore, success of ensuring maritime safety and prevention of water pollution requires the contributions of other like-minded entities (Ringborn, 2008). This is important since the world shares the waters and it is important they monitor and ensure that no single country or ship threaten the life of seafarers and their property. Thus, it is imperative for nations to join hands in curbing water pollution and insecurity. A number of agencies work in collaboration with others in ensuring that maritime safety is upheld while minimizing pollution at the same time. The agencies, as indicated in the findings enhance safety, reduce risk associated with maritime accidents and they contribute in minimizing marine pollutions.
EMSA for example plays a significant role in Europe by offering scientific and technical Helpance, which the European commission needs in ensuring maritime security, response to pollution caused by ships, prevention of pollution and maritime safety. European Maritime Safety Agency contributes in achieving the objective of IMO in ensuring maritime safety and prevention of pollution using different tools (Ehlers and Lagoni, 2008). Legislation is one of the most important tools used by the agencies and IMO to achieve its objectives. Once legislation is formulated maritime agencies has a role of monitoring the implementation of such legislations and evaluating effectiveness of such legislation the purpose of putting in place measures to ensure success in ensuring maritime safety and prevention of pollution among others. International Labour Organization, Secure Trade in APEC Region, Custom-Trade Partnership against Terrorism, United Nations Economic Commission for Europe and Maritime & Coastguard Agency among others play a crucial role such as Helping member states with practical implementation of legislation regarding maritime security and pollution. The tools like technology and legislations used by agencies are effective in the achievement of IMO objectives. Thus, the contributions of agencies are great since they have been effective in helping avert dangers that once pose serious threats to the lives of people as well as properly. For instance, European Maritime Safety Agency formed following Erika accident has been effective in avoiding posing reoccurrences of such incidences thereby enhancing the maritime safety. The contributions of agencies in ensuring maritime safety and protection of the environment have been quite effective. Therefore, strict regulations help in ensuring maritime safety (Schröder‐Hinrichs, Hollnagel, Baldauf, Hofmann and Kataria, 2013). Contributions of the agencies in ensuring maritime safety is effective because the directly influence maritime operations in different regions. Complying with regulation and conventions from IMO session translate to marine safety and security. Majority of the respondents disagreed that IMO is directly involved in the enforcing of the conventions. Once governments ratify conventions of IMO, they make the regulations part of their national and as a result they become responsible for implementation of the conventions. IMO plays a supervisory role, which include work of the International Maritime Organization, coordinating activities of the IMO, received reports and proposals of organs and committees, appointing secretary general, considering the draft work programme and enter into agreements.

CHAPTER 7 – CONCLUSION AND REFLECTION
7.1 Conclusion
International shipping plays a significant role in facilitating global trade since it is not only energy efficient but also it also cost-effective (Gekara, Bloor and Sampson, 2011; Kopacz, Morgaǫ and Urbaǖski, 2001)). As a result, international shipping contributes greatly to global prosperity in both developed and developing countries. However, threats posed by terrorist, armed robbery and piracy on ships at sea negatively affect marine security (International Maritime Organization, 2016). In order to address the insecurity in the maritime industry, International Maritime Organization was formed under the United Nations with aim of providing machinery for intergovernmental cooperation in the field of regulations of ships engaged in the international trade (Storgård, Erdogan, and Tapaninen, 2012). IMO has a mandate of making maritime trade and travel both safe and secure as much as possible (Iordanoaia, 2003; Rusconi, 2013). This study was therefore designed to investigate role of the international maritime organisation towards maintaining and enhancing maritime safety based on the views and opinions of managers and employees working in the organization. Phenomenological research design was used in the research where qualitative research method helped in data collection and analysis (Creswell, 2009; Babbie, 2010). Sample population include managers and employees working in IMO. Sample size used in the study was 15. The researcher used simple random sampling to identify 15 respondents from a list of 50 potential respondents. Interview was used in the primary data collection. Interim analysis of responses recorded in interview transcript was undertaken using SPPS software and excels (Babbie, 2012). Managerial employees of International Maritime Organization with at least two-year work experience provided their views on role of the international maritime organisation towards maintaining and enhancing maritime safety.
The structure of IMO consists of an assembly, a council and five committees. Assembly of International Maritime Organization is regarded as the highest governing body of IMO. IMO assembly as the highest organ of the entity consists of member states, which meets normally after every two years. The main responsibility of the assembly is to approve work programme of the organizations, vote budget and determine financial arrangement of the entity. It is also the responsibility of the assembly of International Maritime Organization to elect the council. The council of International Maritime Organization is the executive organ of the organization elected by assembly for two years terms at regular sessions (International Maritime Organization, 2016). The council is mandated to work on the International Maritime Organization, coordinate activities of the IMO, receive reports and proposals of organs and committees, appoint secretary general, consider the draft work programme and enter into agreements.
The role of IMO as indicated in the findings of the study is to ensure maritime safety through development of safety regulations and recommendations for shipping. IMO also ensure protection of the marine environment from pollution (Galic, Lusic and Skoko, 2014). International Maritime Organization prevents pollution of seas by ships by developing international regulations and recommendations for effective implementation. Responsibility of International Maritime Organization includes technical and operation areas, which affect directly maritime security and safety (Butt et al., 2013). IMO ensures maritime safety and prevent pollutions by playing a role in technological development, fire protection, design and equipment of ships, radio communication, safety or navigations, search and rescue, facilitating international maritime traffic, increasing security in ports and on ships, port state control, flag state implementation, carriage of cargoes and straining and certification of seafarers (International Maritime Organization, 2016). IMO in collaboration with agencies such as International Labour Organization, Secure Trade in APEC Region, Custom-Trade Partnership against Terrorism, United Nations Economic Commission for Europe and Maritime & Coastguard Agency are successful in ensuring maritime safety and preventing sea pollution (International Maritime Organization, 2016).
7.2 Recommendations
Maritime safety is important for the success of the sea transport sector since it affects global economy and supply chain. Therefore, in order to enhance maritime security:
1. All ships should be made to adopt latest technology and innovation. Enforcing a regulation that require even old ships to install modern technology can go a long way in reducing risks and security threats in the maritime industry.
2. It is imperative to develop modalities, which will ensure that all countries bordering any sea or ocean join IMO. Such initiative will ensure that the world move together in one direction in combating insecurity while ensuring safety and preventing pollution in an industry which contributes significantly to the global economy.
3. Future scholars should consider conducting research on the impact of insecurity on productivity of maritime industry from the perspective of managers of IMO agencies. Such study would present important information that inform all stakeholders in the maritime industry on how insecurity relate to success of the maritime industry
7.3 Reflection
This study has enhanced my research skills, which therefore makes me feel confident and empowered to conduct future research without fear. I was involved in all research processes activities right from formulation of the research topic to writing final draft of this research. I learnt that a research topic is very important since it influences the research objectives, research question and even secondary data collected. In order to ensure a successful research, I learnt that it is very crucial to review only relevant secondary data. In conducting a primary research, as was the case in this study, I learnt that caution is critical when identifying methods, tools and strategies to use in data collection and data analysis. Every research activity is very important because every activity influences the outcome of a research. A mistake made in research method identification is likely to affect research validity and reliability. Qualitative research is very much involving and requires many resources. However, I am glad; I choose phenomenological research design, which enabled me, had a wonderful experience and practical lesson in conducting qualitative research. Gratitude to my supervisor for close supervision since without tour Helpance I am sure I would have not reached this far.
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APPENDIX A Research Questionnaire
This is a sample survey questionnaire in connection with my research on the effectiveness of the IMO conventions on Maritime Safety.
I would be extremely grateful if you could complete the attached questionnaire as honestly as possible. Participation in this study is voluntary and your response would be treated with outmost confidentiality and anonymity.
If you have any questions concerning the research, please contact me
Thanks for your time.

Section 1 (About you)
(1) Sex_________________________________________________
(2) Current Nationality_____________________________________
(3) How long have you been in the organisation?__________________
(4) Current position in the organisation?_________________________
(5) How long have you been on this post?________________________
Section 2 (About the Organisation)
(6) What are the mandate of the organisation?______________________
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(7) What are the general aims of the organisation?___________________
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(8) What are the objectives of the organisation?______________________
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(9) How successful has the organisation been in achieving all these so far?
________________________________________________________
(10) Is it compulsory for all states engaging in shipping to be members of the organisation?_____________________________________________
Why?___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(11) Does the organisation cover all aspects of maritime shipping?________
(12) Can you provide the areas covered?____________________________
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(13) What about the inclusion of offshore?___________________________
________________________________________________________________________________________________________________
(14) What tools have been put in place to achieve this?________________
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(15) How effective do you think these are?__________________________
Why?___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
Section 3 (Maritime Safety)
(16) Is the organisation solely responsible for ensuring maritime safety?____
(17) If no, state other affiliated agencies?____________________________
(18) What has been their contribution to ensuring maritime safety?
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(19) Do you think these are effective?______________________________
Why?___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(20) How effective do you think the conventions being adopted by the organisation towards ensuring maritime safety are?________________
(21) Is the IMO involved in enforce these conventions?_________________
If no, why?_______________________________________________
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(22) Does this have any significant impact on the compliance rate of the conventions and legislations?_________________________________
Why?___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
(23) How does the organisation monitor compliance with these conventions?
________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

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