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IMO number

The IMO number, formally known as the IMO Ship Identification Number, is a unique seven-digit identifier permanently assigned to ships by the (IMO), prefixed with the letters "IMO" to form a complete notation such as "IMO 1234567". It serves as an enduring reference for vessels, remaining unchanged throughout a ship's lifecycle until it is scrapped, even if the , ownership, or name changes, to facilitate global tracking, enhance maritime safety, prevent , and combat fraudulent activities in shipping. Introduced through IMO Resolution A.600(15) in 1987 and made mandatory under the International Convention for the Safety of Life at Sea (SOLAS) Chapter XI-1 Regulation 3 since January 1, 1996, the number must be prominently marked on a ship's or for visibility. The scheme applies primarily to propelled, seagoing of 100 (GT) or more engaged in voyages, excluding non-propelled vessels, pleasure yachts under 100 GT, and certain special-purpose ships like warships or research vessels. Assignment occurs at the time of , with the number issued free of charge by (formerly Maritime & Trade), the designated administrator of the IMO's global maritime database, ensuring sequential and unique allocation without national prefixes. This identifier appears on key documents such as the ship's certificate of registry and is integrated into databases like the IMO's Global Integrated Shipping (GISIS) for and inspections. Complementing the ship identification, the IMO also maintains related numbering schemes for companies and registered owners managing ships of 100 GT or more, established via Resolution MSC.160(78) in 2004, which assign similar seven-digit codes prefixed with "IMO Company" or "IMO Registered Owner" to promote accountability in safety, security, and . These numbers are voluntary for domestic voyages but mandatory for international operations, and they persist through corporate changes like mergers, with the acquiring entity's number prevailing. Overall, the IMO number system underpins the essential to modern maritime governance, supporting conventions on load lines, measurement, and .

Overview

Definition and Purpose

The IMO identification number schemes provide globally unique identifiers assigned by the (IMO), consisting of the IMO ship identification number for vessels and separate IMO unique company and registered owner identification numbers for entities managing qualifying ships, enabling comprehensive traceability throughout their operational lifecycles. The IMO ship identification number is a seven-digit number prefixed with "IMO", while the company and registered owner numbers use similar seven-digit formats prefixed with "IMO Company" or "IMO Registered Owner". By providing a standardized means of , it addresses the limitations of traditional markers such as ship names or flags, which can change frequently and hinder consistent tracking. The primary purposes of the IMO number include enhancing maritime safety through reliable and entity identification, preventing incidents by facilitating accountability in environmental , and reducing fraud such as misdeclaration of ship details or ownership. It supports international , particularly under conventions like SOLAS, by ensuring that ships and their operators can be uniquely verified across borders. These objectives originated from the recognized need for a hull-based, enduring identification method that transcends variable attributes like national flags or ownership transfers. Key benefits of the IMO number lie in its permanence, remaining unchanged regardless of flag state alterations, name changes, or ownership shifts, which ensures lifelong identifiability. Its universality is upheld by recognition across all member states, promoting seamless global maritime operations. Furthermore, the system integrates with databases like the Global Integrated Shipping Information System (GISIS), allowing for real-time access to identification data and supporting investigations into issues such as seafarer abandonments or regulatory violations.

Scope of Application

The ship identification number is mandatory for all passenger ships of 100 (GT) and upwards, as well as all ships of 300 GT and upwards, engaged on voyages, as specified in SOLAS regulation XI-1/3. This requirement ensures unique identification for vessels subject to the International Convention for the Safety of Life at Sea (SOLAS), facilitating enhanced maritime safety, security, and measures. The scheme extends voluntarily to fishing vessels of 100 GT or more (or 12 meters in length overall for non-steel hulls) on voyages, as well as to yachts and other non-SOLAS craft, to support broader tracking and regulatory compliance. For companies and registered owners, IMO identification numbers are mandatory under SOLAS regulation XI-1/3-1 for entities that own or manage ships of 100 GT or more engaged on international voyages. This includes ship management companies responsible for the operation of such vessels, ensuring accountability in ownership and operational oversight. The numbers must be inserted into statutory certificates, such as the Continuous Synopsis Record, for all applicable ships. Exclusions from the mandatory IMO ship numbering scheme include non-propelled vessels, such as barges, hopper barges, and floating docks; warships; and of primitive build. vessels below 100 GT and pleasure craft under 100 GT are generally exempt unless subject to regional mandates, though voluntary assignment remains available to promote identification. The IMO identification number scheme has global applicability across all 176 IMO member states, requiring flagged vessels and associated companies to comply with the outlined thresholds for international voyages. Regional extensions exist, such as in the , where IMO numbers are mandated for fishing vessels exceeding 24 meters in or 100 GT to combat .

Historical Development

Early Resolutions and SOLAS Integration (1987–1996)

In 1987, the (IMO) adopted Resolution A.600(15) on 19 November, introducing the voluntary IMO Ship Identification Number Scheme to assign a unique, permanent identification number to each ship, thereby addressing the limitations of changeable ship names and flags that complicated tracking and safety oversight. The scheme aimed to enhance maritime safety, prevent , and reduce fraud by providing a consistent identifier throughout a vessel's lifecycle, regardless of ownership or flag changes. Numbers were to be assigned at the time of or registration for new ships and at an early convenient date, such as during a renewal survey, for existing vessels; the format consisted of the prefix "IMO" followed by a seven-digit number. This voluntary system applied to seagoing ships of 100 and above, excluding fishing vessels, warships, and certain non-commercial craft. The scheme's integration into mandatory international regulations occurred through amendments to the International Convention for the Safety of Life at Sea (SOLAS), with Regulation XI-1/3 adopted at the 1994 SOLAS Conference and entering into force on 1 January 1996. This regulation required unique ship identification numbers for all passenger ships of 100 and above and cargo ships of 300 and above engaged on international voyages, mandating their permanent marking in a visible location on the or —on a horizontal surface visible from the air for passenger ships. For new ships constructed on or after 1 July 1996, compliance was immediate upon issuance of the certificate of registry; existing ships were granted until 1 July 1998 to obtain and mark the numbers, ensuring a phased transition from the voluntary regime. This progression from voluntary adoption to mandatory enforcement was driven by the need to close safety and environmental gaps exposed by high-profile incidents, such as the 1989 , which released approximately 11 million gallons of crude oil into Alaska's and highlighted vulnerabilities in vessel identification and pollution prevention measures. By embedding the identification scheme within SOLAS, the facilitated better global tracking of ships, improved accident investigation, and supported enforcement of safety standards, laying the groundwork for more robust maritime governance without extending to company or ownership identifiers at this stage.

Security and Ownership Enhancements (2002–2009)

Following the terrorist attacks of September 11, 2001, the International Maritime Organization (IMO) introduced significant enhancements to ship identification practices as part of broader maritime security measures under the International Ship and Port Facility Security (ISPS) Code, adopted in December 2002 and entering into force on July 1, 2004. These amendments to the International Convention for the Safety of Life at Sea (SOLAS) renumbered the existing Chapter XI as XI-1 and modified regulation XI-1/3 to mandate permanent marking of the IMO ship identification number on the hull or superstructure, as well as on lifeboats and life rafts, to facilitate rapid visual identification during security incidents. For passenger ships, the marking was required on a horizontal surface visible from the air, enhancing detectability in aerial surveillance operations. Additionally, a new regulation XI-1/5 established the Continuous Synopsis Record (CSR), an onboard document chronicling the ship's history, including registration and ownership changes, to support security verification and prevent unauthorized alterations. To address vulnerabilities in ownership accountability, particularly the risks of flag-hopping—where vessels rapidly change flags to evade regulations—and potential terrorist exploitation of opaque ownership chains, the advanced company and registered owner identification in 2004 and 2005. Resolution A.959(23), adopted by the IMO Assembly on December 5, 2003, provided guidelines for maintaining the CSR, incorporating unique identifiers for companies and owners to ensure . Building on this, in May 2005, the IMO's Safety Committee adopted resolution MSC.194(80), introducing SOLAS regulation XI-1/3-1, which required every company and registered owner managing ships of 100 or above to obtain a unique IMO identification number, effective January 1, 2009. These numbers, prefixed with "IMO" followed by seven digits, were designed to remain constant regardless of ownership transfers, linking vessels directly to responsible entities and combating fraudulent practices. These enhancements shifted the focus from mere safety-oriented identification to a security framework that integrated with the ISPS Code, enabling port state controls and authorities to verify ship histories swiftly and hold owners accountable amid heightened global threats. By 2009, full implementation had strengthened the chain of responsibility in international shipping, reducing opportunities for illicit activities while maintaining compatibility with existing ship numbering schemes.

Expansions for Non-SOLAS Vessels (2013–2017)

In 2013, the (IMO) adopted Resolution A.1078(28), which extended the voluntary application of the IMO Ship Identification Number Scheme to fishing vessels of 100 (GT) and above. This measure aimed to improve traceability and combat illegal, unreported, and unregulated (IUU) fishing by providing a unique, permanent identifier for these vessels, facilitating better monitoring and enforcement in international waters. The resolution was co-sponsored by the (FAO) to address gaps in the identification of non-commercial fishing fleets that were previously outside the mandatory SOLAS framework. Building on this, Resolution A.1117(30), adopted in 2017, further broadened the scheme's voluntary scope to encompass mobile offshore units, yachts, and other non-SOLAS vessels of 100 GT and above. This expansion recognized the need for consistent identification across diverse sectors to enhance safety, prevent , and reduce , while encouraging flag states and regional organizations to implement mandates where appropriate. The revoked the 2013 version and emphasized permanent marking of the number on the vessel's or for visibility. As of 2025, adoption of IMO numbers for these non-SOLAS vessels remains voluntary but has seen growing uptake, supported by the 's Global Integrated Shipping Information System (GISIS) database for registration and data sharing among member states. No significant updates to the scheme have occurred since 2017, though integration with digital tools like the Automatic Identification System (AIS) has improved real-time tracking for equipped vessels, including Class B AIS units common on smaller craft. However, since 2023, the has been studying a proposal to extend the format to eight digits to address the anticipated exhaustion of available seven-digit numbers by the 2040s, with ongoing discussions as of 2025. This addresses previous regulatory gaps in sectors such as recreational and , enabling enhanced global enforcement against IUU activities and maritime incidents.

Format and Structure

Ship Identification Numbers

The ship identification number, commonly referred to as the number, consists of the prefix "IMO" followed by a seven-digit number, where the first six digits form a unique sequential identifier and the seventh is a for verification. For example, the vessel Maersk Alabama is identified as IMO 8814275. The current format uses seven digits, though future numbers may be extended to eight digits when the sequential identifiers are exhausted. The check digit is calculated to ensure the integrity of the number. The first six digits are multiplied by fixed weights from left to right: 7, 6, 5, 4, 3, and 2. The sum of these products is computed, and the check digit is the value that makes the total sum (including the check digit) divisible by 10, given by the formula: \text{Check digit} = (10 - (\sum \mod 10)) \mod 10 where \sum is the weighted sum of the first six digits. This mechanism allows verification of the number's validity by recalculating the sum and confirming it modulo 10 equals zero. The IMO number is assigned permanently to the ship's upon for new vessels, serving as a lifelong identifier that remains unchanged regardless of changes in ownership, , name, or operational type, and is only retired upon the vessel's scrapping. This permanence ensures consistent tracking throughout the ship's service life. Marking requirements stipulate that the IMO number must be permanently engraved or marked in a visible location on the or . For passenger ships, an additional marking is required on a horizontal surface visible from the air to facilitate aerial identification.

Company and Registered Owner Identification Numbers

The Company and Registered Owner Identification Numbers are unique seven-digit identifiers assigned to shipping companies and registered owners to facilitate accountability in operations. These numbers follow a format prefixed by "IMO Company" or "IMO Registered Owner", followed by the seven digits, such as IMO Company 1234567 or IMO Registered Owner 7654321. The seventh digit serves as a , calculated using a method similar to that for ship numbers, ensuring the integrity and validity of the . Assignment of these numbers is managed by Market Intelligence on behalf of the (), and they are provided free of charge to qualifying entities. One unique number is issued per company or registered owner that manages or owns ships of 100 or more engaged on international voyages, and once assigned, the number remains permanent and unchanged throughout the entity's existence. In cases of mergers or acquisitions, the number of the larger entity is retained as the active identifier, while the smaller entity's number is frozen and never reassigned to another party, preserving historical traceability. Unlike ship identification numbers, which are physically marked on vessel hulls for direct tracking, company and registered owner numbers are not affixed to ships but are instead recorded in key documents such as the and the Continuous Synopsis Record, as well as in international databases like Equasis. This placement enables the linking of ownership and management chains across multiple , supporting regulatory compliance and operational oversight without requiring vessel-specific alterations. The primary purpose of these numbers is to ensure unambiguous identification of responsible parties, enhancing in scenarios involving liability, such as marine pollution incidents, safety violations, or fraudulent activities. By maintaining a unique, non-reusable identifier for each entity, the scheme prevents evasion of and supports global and efforts.

Assignment and Management

Process for Ships

The assignment of IMO ship identification numbers is exclusively managed by S&P Global (formerly IHS Markit and Lloyd's Register-Fairplay) under an agreement with the International Maritime Organization (IMO), with issuance provided free of charge to ensure global consistency and permanence in ship identification. The process begins with an application submitted by the shipyard, shipowner, operator, flag administration, or classification society, typically at the confirmed order stage or upon keel laying to allow early tracking of the hull during construction. Required details include the proposed ship name, builder's name and location, estimated gross tonnage (GT), and other particulars such as propulsion type and intended trade to verify eligibility under the scheme, which applies to propelled, seagoing merchant ships of 100 GT and above. Applications are submitted via an online form on the dedicated portal or by emailing a downloadable form to [email protected], with S&P Global verifying the provided information against scheme criteria before approval. Upon verification, the seven-digit number is issued promptly—often the same working day, though up to five working days in some cases—and immediately entered into the IMO's Global Integrated Shipping Information System (GISIS) database for global access and record-keeping. This pre-construction assignment ensures the number links permanently to the throughout its lifecycle, with updates permitted only in rare cases of clerical errors; the number remains unchanged even upon flag transfers, changes, or renaming. The assigned number is publicly searchable through the GISIS portal at gisis.imo.org, facilitating verification by administrations, port states, and other stakeholders. No IMO numbers are assigned to scrapped vessels, as their records are retained in the database with a scrapped status but not reused, nor to incomplete hulls where construction is abandoned before completion, ensuring numbers are reserved exclusively for operational or completed ships meeting the scheme's scope.

Process for Companies and Owners

The assignment of IMO company and registered owner identification numbers is managed by Market Intelligence (formerly ) on behalf of the (IMO), in coordination with flag state administrations to ensure consistency during ship registration processes. These numbers become mandatory for any company or registered owner that manages or owns a ship of 100 or above engaged on international voyages, typically triggered upon the registration or acquisition of the first qualifying vessel. Flag administrations play a key role by collecting initial entity details as part of their ship registration procedures and facilitating data exchange with to avoid duplication. To obtain a number, the company or registered owner submits required details—including the full legal name (and any former names), country and state of incorporation, date of incorporation, operational and registered addresses, and contact information—either directly to S&P Global or through their flag administration. Submissions can be made via the free online portal at www.imonumbers.ihs.com (where users first search for existing numbers), downloadable paper forms (Annexes 1 and 2 of IMO Circular Letter No. 2554), email to [email protected] with proof of entity status (such as Document of Compliance holder role or ownership documentation), or electronic fleet data exchanges in spreadsheet or XML format for larger operators. Upon receipt, S&P Global verifies the information against existing databases, including the IMO's Global Integrated Shipping Information System (GISIS), to confirm the entity is not already assigned a number; if unique, a permanent seven-digit identifier is issued (prefixed as "IMO Company" or "IMO Registered Owner") and linked to any associated ships for ongoing tracking. Processing typically takes up to three working days, with same-day responses targeted when possible, and no formal certificate is provided—instead, applicants receive confirmation via email or printable website results. Once assigned, the number remains fixed for the entity's lifetime, regardless of changes in name, address, or operational details, which must be updated through the same submission channels to maintain an in S&P Global's database. In cases of mergers or acquisitions, the number of the larger (by fleet size) is retained, while the smaller 's number is frozen and archived in the system to preserve historical records, with notifications coordinated via flag administrations or direct channels if needed. Flag states and companies are encouraged to perform annual verifications and updates through GISIS or fleet data exchanges to ensure accuracy, particularly as ships are added or transferred. This process contrasts with ship number assignments by focusing on the ongoing operational rather than individual hulls, promoting in and chains.

Implementation and Usage

Mandatory Requirements

Under the International Convention for the Safety of Life at Sea (SOLAS), passenger ships of 100 gross tonnage (GT) and upwards and cargo ships of 300 gross tonnage (GT) and upwards engaged on international voyages are required to be assigned a unique IMO ship identification number pursuant to regulation XI-1/3, which entered into force on 1 January 1996. This number must be permanently marked in a visible place either on the ship's hull or superstructure, and included on all relevant certificates and documents, such as the Safety Construction Certificate, as well as in the ship's plans and manuals for vessels constructed on or after 1 July 2005. For companies and registered owners, SOLAS regulation XI-1/3-1, effective from 1 January 2009, mandates the assignment of unique IMO identification numbers to entities managing ships of 100 GT and above on international voyages; these numbers must appear in the Continuous Synopsis Record, International Safety Management (ISM) Code documentation, and International Ship and Port Facility Security (ISPS) Code documents. Additionally, under IMO Resolution A.1117(30) adopted in 2017, the scheme applies to fishing vessels of 100 (GT) or more, or 12 meters in (LOA) or more if under 100 GT, engaged on voyages, with flag states responsible for assignment and marking to enhance and combat illegal, unreported, and unregulated (IUU) . Flag states bear primary responsibility for verifying compliance with these SOLAS requirements during inspections and statutory surveys, ensuring that IMO numbers are correctly assigned, marked, and documented. Non-compliance, such as the absence of a required IMO number or improper marking, can result in ship detention, operational restrictions, or financial penalties imposed by flag or under SOLAS enforcement mechanisms. The ISPS Code further integrates IMO ship and company numbers into security protocols, requiring their use for vessel authentication and threat assessment during operations. Regional regulations extend the IMO number scheme beyond conventional . In the , IMO numbers are mandatory for EU-flagged fishing vessels over 24 meters in length (or 100 GT) operating in EU waters, as well as for vessels over 15 meters fishing outside EU waters, to support illegal, unreported, and unregulated (IUU) fishing prevention under the EU IUU Regulation. In the United States, the (NMFS) requires IMO numbers for commercial vessels of 100 (GT) or greater, or under 100 GT but 12 meters in overall length or greater, fishing for or tuna-like species in the eastern , aligning with Inter-American Tropical Tuna Commission (IATTC) obligations and ensuring in regional . As of 2025, no new global mandates have been introduced for number assignment or display under SOLAS, maintaining the established thresholds and requirements. However, flag states are obligated to submit digital reports of ship and company particulars, including IMO numbers, through the International Maritime Organization's Global Integrated Shipping Information System (GISIS) for all SOLAS-applicable vessels, facilitating centralized verification and international cooperation on safety and security.

Verification and Public Access

Verification of IMO numbers is conducted through a combination of physical and digital methods to ensure compliance and accuracy. During (PSC) inspections, authorities perform physical checks on the ship's hull markings, where the IMO number is required to be prominently displayed, and review relevant certificates such as the ship's registry or safety construction certificate to confirm the number's validity. Digitally, the Automatic Identification System (AIS) broadcasts the IMO number for equipped vessels, enabling real-time verification by coastal authorities and vessel traffic services through satellite or terrestrial receivers. Certificate reviews are also integrated into PSC processes, where inspectors cross-reference the IMO number against international databases and the ship's documentation to detect discrepancies or alterations. Public access to IMO number data is facilitated primarily through the International Maritime Organization's () Global Integrated Shipping Information System (GISIS), a free that allows users to search the global fleet by IMO number for details including particulars, current position (if reported via AIS or other systems), ownership, and information. Company and registered owner identification numbers are viewable in linked records within GISIS, providing on corporate affiliations without requiring specialized . This system aggregates data submitted by member states and classification societies, ensuring that basic ship and company details are publicly available to support maritime safety, security, and environmental monitoring. IMO numbers are integrated into several modern maritime tracking and regulatory systems to enhance global oversight. In the Long-Range Identification and Tracking (LRIT) system, vessels transmit their number along with position data to authorized recipients, aiding in security and search-and-rescue operations for SOLAS-compliant ships. For fishing vessels, numbers are incorporated into Vessel Monitoring Systems (), which track locations to enforce fishing quotas and regulations. In efforts to prevent Illegal, Unreported, and Unregulated (IUU) fishing, the number serves as a unique vessel identifier in international databases like the FAO's Global Record of Fishing Vessels, enabling cross-border verification and sanctions. Industry software leverages from providers that query numbers to retrieve real-time vessel data, facilitating applications in , , and compliance monitoring. Despite these advancements, challenges persist, particularly with non-SOLAS vessels such as smaller fishing boats or yachts, where assignment and reporting of numbers remain voluntary, resulting in significant data gaps in public databases like GISIS. As of 2025, these gaps limit comprehensive tracking and verification for non-commercial or domestic fleets, underscoring the need for broader mandatory adoption to address IUU fishing and safety risks in vulnerable regions.

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