Interview: IMO Secretary-General Sekimizu

Koji Sekimizu, the new secretary-general of the International Maritime Organization (IMO), has been in office for about nine months now. He
gave an interview expressing his appreciation of the progress made by the shipping industry towards more sustainability. “I’m more than happy to talk about the activities that the regulator of the international shipping industry has taken, as IMO has a very good story to tell in this respect,” he said.

Mr Sekimizu, what has the shipping industry done to help lower CO₂ output?

SEKIMIZU: Mandatory measures were adopted by governments within IMO last year and will require, once they have entered into force in 2013, a progressive improvement in vessel efficiency and a consequent reduction in CO₂ emissions. But they leave it to the industry to determine exactly how the targets will be met. There are plenty of innovative technologies that the industry can adopt to improve vessel efficiency and reduce CO₂ output. It will be interesting to see which ones find favour.

What concepts do you envision for dealing with sulphur emissions, especially in ports?

SEKIMIZU: Sulphur emissions are regulated in MARPOL Annex VI, a revised version of which entered into force on July 1st 2010. It requires a progressive reduction, globally, in emissions of SOx, NOx and particulate matter, and introduces the concept of Emission Control Areas (ECAs) to reduce emissions of those air pollutants further in certain designated sea areas. To address air quality issues in a specific sea area, such as a busy port, any party to MARPOL Annex VI may propose the designation of an Emission Control Area based on criteria and procedures laid down in that treaty. Under the revised MARPOL Annex VI, the global sulphur cap is reduced initially to 3.50 per cent (from the previous 4.50 per cent), effective from January 1st 2012; then progressively to 0.50 per cent, effective from January 1st 2020, subject to a feasibility review to be completed no later than 2018. The limits applicable in ECAs were reduced to 1.00 per cent, beginning on July 1st 2010 (from the original 1.50 per cent); being further reduced to 0.10 per cent, effective from January 1st 2015. Again, these measures do not prescribe exactly how the emission limits should be met, which should allow innovation and technical advances to flourish. But, in essence, the shipowner has to either burn cleaner, low-sulphur, fuel, or employ a method of cleaning the ship’s exhaust gas to meet the required standards.

Regarding LNG and alternative energy sources: What, in your opinion, are the most promising technologies to achieve better protection of the environment and more efficient ships?

SEKIMIZU: IMO’s approach is not to regulate in favour of any one technology or energy source, but rather to set efficiency targets and leave it to the industry to find the best ways to meet those targets. In this way, innovation is encouraged. However, IMO is engaged in the development of a code for gas-fuelled ships, as LNG has proven to be a good alternative marine fuel, in particular in Emission Control Areas. Although we can all hope for a technological breakthrough that would solve the issue, or a new zero-carbon fuel to come on the market, there will be no magic bullet or single solution.
Hull shape, improved diesel engines and propulsion systems, to mention but a few, will continue to be the focus, besides speed reductions, which may prove to be the single most important issue in energy efficiency.