IMO Implementation

IMO adopts international shipping standards regulations and it is the responsibility of Governments to implement them. Implementation of IMO standards is crucial to achieving IMO’s objectives. The flag State of the ship has the ultimate responsibility for ensuring the ship meets applicable standards and for issuing certificates confirming the ship is seaworthy and the crew properly trained. Port State control exists to catch the ships that slip through the flag State net of inspections and surveys. Most IMO conventions contain provisions allowing for port State control officers to inspect ships flying foreign flags when in port. IMO has encouraged the development of regional port State control organizations, where countries involved share information on ships inspected, so sub-standard ships can be targeted and ships that are up to standard will not be detained by unnecessary inspections.

Technical assistance:
Countries that are having difficulties in implementing IMO conventions can request assistance under IMO’s Integrated Technical Co-operation Programme. The main emphasis of the programme is on training and IMO has three international training institutes under its auspices: the World Maritime University in Malmö, Sweden; the International Maritime Law Institute in Malta; and the International Maritime Academy in Trieste, Italy.

IMO - International Maritime Organization

The International Maritime Organization (IMO), formerly known as the Inter-Governmental Maritime Consultative Organization (IMCO) is the specialised agency of the United Nations with responsibility for safety and security at sea and the prevention of marine pollution from ships.

The Convention which established the IMCO (Inter-Governmental Maritime Consultative Organization) was adopted in Geneva in 1948, but it only came into force ten years later, and the new Organization met for the first time the following year in 1959 and is the only United Nations agency with its headquarters in London. The IMCO name was changed to IMO in 1982. Over the years IMO has adopted some 40 Conventions and Protocols and numerous Codes and recommendations relating to safety, pollution prevention, security measures, liability and compensation issues and facilitation of international maritime traffic.
IMO: Safe, secure and efficient shipping on clean oceans

IMO is a technical organization and most of its work is carried out in a number of committees and sub-committees, overseen by the Council and Assembly. All the committees and sub-committees of IMO are open to participation by all Member Governments on an equal basis. The IMO Secretariat is headed by the Secretary-General, assisted by a staff of some 300 international civil servants. The Secretary-General is appointed by the Council, with the approval of the Assembly.

Headquartered in London, in the United Kingdom, the IMO is a specialized agency of the United Nations with 168 Member States and three Associate Members. The IMO's primary purpose is to develop and maintain a comprehensive regulatory framework for shipping and its remit today includes safety, environmental concerns, legal matters, technical co-operation, maritime security and the efficiency of shipping. IMO is governed by an Assembly of members and is financially administered by a Council of members elected from the Assembly. The work of IMO is conducted through five committees and these are supported by technical subcommittees. Member organizations of the UN organizational family may observe the proceedings of the IMO. Observer status is granted to qualified non-governmental organizations.

The IMO is supported by a permanent secretariat of employees who are representative of its members. The secretariat is composed of a Secretary-General who is periodically elected by the Assembly, and various divisions such as those for marine safety, environmental protection, and a conference section.

SOPEP Function In The Shipping World

Ships over 400 GRT are required to follow the rules International Prevention of Marine Pollution which ratification in MARPOL 73/78, especially with the ship sailing in the international ocean.

And one of the MARPOL 73/78 rule is MARPOL Annex 1, which discusses the International Oil Pollution Prevention. In the Regulation 37 of MARPOL Annex 1 states that each tankers over 150 GRT and vessels other than tankers over 400 GRT must have on board a Shipboard Oil Pollution Emergency Plan (SOPEP) approved by the Flag Administration or Classification in fact on behalf of the flag admin.

SOPEP in itself will be a guide line how the response of the ships crew in case of oil pollution and how to report, who will be report and what should be report. It also gives a guide line to control discharge action (which consideration based on Navigation Measures and Seamanship Measures).

Oil pollution itself is divided as probably and actual spill. Actual spill is a oil discharge caused damage of vessels body or equipment or to secure the safety purpose vessels or Saving Live at sea or discharge of oil during operation ships, which caused a oil discharge exceeding 15 ppm and in a very excessive amount that will be result ecosystem contamination of sea, coastline and communities with the voyage itself.

Probable spill is a more to direct if immediate action by ship crew is not done secure the system in which failure will cause the oil spill, for example equipment failure (broken oil Hose), failure of operation management, hazard to shipping (rich Dangerous Goods) and going collision.

If the reaction on the situation and condition of the improvement is not made soon will increase the oil spill in the ship and cause loss of strength Structural integrity and make its navigation hazard for traffic flow mentioned vessels.

In the other section in SOPEP also discussed about the prevention measures that must be done before the occurrence of Operational Spill, when bunker oil, or if pipe line leakage occur, tank overflow, hull leakage, spill caused by equipment in Machinery Spaces.

To overcome the operational problems usually in ships should be provided spillpaks in addition to the oil dispersant.
At Spillpak, there are:
Absorbent socks 76 cm. He x 1.2 m (6nos)
Absorbent socks 76 cm. He x 3.66 m (3nos)
Absorbent pads 41 x 51 cm (125nos)
Pillows absorbent (46 x 46 cm) 6nos
and PPE required + disposal bags and manual instructional.
Beyond that usually also in the machinery room in the ship 2x provided Multi purpose absorbent (which can be used as, Pad, Sock, wipe and roll) of cause this tools used prior to oil spill.

In addition to oil spill can caused casualties some of the following:
- Ship grounded / stranded
- Fire and Explosion
- Collision
- Hull Failure
- Excessive Listing
- Ship submerged / foundered / wrecked
- Hazardous vapor release
- Transfer of Bunker / Lightening

In SOPEP advisable to take precautions ekskalasi of that Incident. Immediate action must consider the possibility of a fire and explosion and contamination of crew from the toxic gas because the spill.

SOPEP also include Mitigating Activities action as follows:
- Assessment of the situation and monitoring requirement
- Personnel Protection Issue (Protection equipment, Health and threats to safety, Isolation Procedures, decontamination of personnel, and disposal of removed Oils and clean-up material.

SOPEP also gave guide who should in the report, what the content of report and share responsibility for running ship crew to perform its role in case of oil spill.