Ukrainian Cadets Meet with IMO Leader

Thanks to the efforts of the Marine Transport Workers’ Trade Union of Ukraine and with the support of the Ministry for Communities and Territories Development of Ukraine, young people had the chance to engage in a discussion with IMO Secretary-General Arsenio Dominguez.

Cadets from the National University "Odessa Maritime Academy," Odesa National Maritime University, the Danube Institute of NUOMA, and the Maritime Transport Professional College of NUOMA joined the conversation.

Arsenio Dominguez answered topical questions on gender equality, maritime safety, the impact of environmental regulations, and the role of advanced technologies in specialist training.

How does IMO contribute to improving the quality of maritime education and training?

We work mainly in two parts. The first is the implementation of the STCW Сonvention (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978), and we have technical cooperation and capacity building programmes to assist Member States implement this instrument effectively. And when we assess the situation, we also provide advice to countries on what the specific areas they should focus on.

Of course, we also conduct audits to Member States, and on the basis of that, we also verify the implementation of IMO instruments, which includes the STCW Convention. There are educational institutions that are part of IMO: The World Maritime University in Malmö, Sweden, and the IMO International Maritime Law Institute in Malta. These institutions provide postgraduate education, and focus mainly on maritime areas such as law, environment, safety, port management, etc.

In addition, we are also looking to expand the different projects that we are establishing at IMO for Member States to attract the younger generation and talent in education, as this demonstrates the need for countries themselves to invest in maritime education and put more resources into people.

How can more women be attracted to the seafaring profession?

There are several areas where we can all work to attract more women into seafaring. For me, the statement that it is a male-dominated industry doesn't reflect the depth of change over time. We have just finalized a high-level survey with the Women's International Shipping and Trading Association (WISTA) to find out what the limitations are and how we can address the gaps for women to work in maritime transport. In some countries, there are still legal rules and legal aspects that hinder or create barriers for women in the maritime sector. So when we find them, we highlight them - mostly on a bilateral approach, not on a global level, because I don't want to embarrass countries.

I always address this issue when I talk about investing in people. And I ask shipowners, ship operators, management agencies to be prepared for women on board. Because we have had cases when I asked women who were on board ships to just say openly about the challenges they face. That is, the living conditions are not adequate for women. Also, we are talking about sanitary products that are not even on board. These should be simple, logical things for someone who operates a ship, who knows what people are on board and what we need to provide them with. But until we focus on it, until we call it out, people will not realise the shortcomings.

So we're looking at from the regulatory side how we enhance and make our room gender neutral on the technical side. It's a continuous array of work that we do at IMO, it's the steps that I take and the calls that I make to Member States, ship operators, ship owners and all those who are part of the maritime industry. And I will not slow down as long as I am Secretary General of IMO. We have made progress, but we still have many challenges ahead. And to do so, we need to take leadership and speak up.

What personally inspires and motivates you in your work every day?

The moment I had the first opportunity to attend IMO meetings, I realised that even though we are called slow, not transparent, and not ambitious, that is not true for me. I would always argue with that. Because we do so much work for everyone else around the world. We have the opportunity to make this organisation better, engage with Member States, be more flexible in the future, and be more like other UN agencies. I don't want the IMO to be always seen as a rigid bureaucratic organisation. I would like to be seen as someone who listens, who engages, who is ready for change.

But what makes me really happy and keeps me more motivated is that I actually talk to the people who are on the ships, in the ports, to the workers who are doing the work, implementing the rules that we agree at IMO. And we have to look at different sides and different approaches to make the rules applicable and implemented in the right way. You [addressing audience] are the ones who actually have the real knowledge about what works, what doesn't work, what we need to improve, when we need to stop providing you so much paperwork that doesn't allow you to do your day-to-day work.

So, I'm a person who sees an opportunity to make things better in everything. And that's what keeps me motivated on a daily basis to do my job.

What are the key challenges in maritime safety that IMO sees today?

Number one is geopolitics. This is a negative impact that affects shipping around the world, particularly on seafarers. We see this, in particular, in the Black and Red Seas, in terms of increased acts of piracy and robbery, and the criminalisation of seafarers. All of this is also partly related to geopolitics.

The second aspect is decarbonisation. The reason why this is a challenge is that it's big. It does not depend only on the decisions we make at IMO, and we rely on other sectors. For example, new technologies, we don't develop them or regulate them directly. The regulatory process exists to foster innovation, not to limit it. Then new fuels come along. They are more expensive, but they need to be produced. Scalability is a challenge. And we don't regulate the energy sector. So, we rely on them to produce these fuels in such a way that the economies of scale will play their role. They will be at the same level as conventional fuels, and that's when we can move to decarbonisation. There are also safety aspects of all these new regulations when it comes to the environment.

I keep reminding when we started going down the line of LPGs and LNGs. There was a lot of concerns from the global population, as well as seafarers, saying these are ticking bombs. Nobody is thinking that way anymore. We addressed all the regulatory aspects. We got the training, the experience. We now can operate. So, it's using the experience that we have and that we sometimes forget about, and moving gradually towards that.

But all we are talking about is these three things. These are geopolitics, decarbonisation and the negative effects on seafarers of certain aspects and situations in the world.

How do IMO's environmental regulations (e.g., emission reductions) affect seafarers' work?

The direct answer is additional training, which will be required, of course, taking into account safety aspects. Decarbonisation also has a cost, it will not be cheap. As I have said before in other conversations, we have spent a lot of money polluting the environment, so we have to invest to correct our acts.

From the very beginning, back in 2023, when we adopted the GHG strategy (2023 IMO Strategy on Reduction of GHG Emissions from Ships), it was stated that we want to put people at the centre of this process.

New technologies also play a crucial role, whether it’s wind-assisted propulsion, carbon capture and sequestration, batteries, or even the potential use of nuclear energy for ships in the future. Whether energy is generated onboard or supplied from shore, all of it is part of the broader transformation.

With alternative fuels, we will also need to adapt. I use the term "firefight”. But handling these fuels won’t be the same as with conventional ones. I remember participating in a safety drill in Cambodia, where all the personal protective equipment was completely different. But it’s a process — I completed the drill in 1 minute and 25 seconds, just 15 seconds off the target. That was my first attempt, so I am sure you will be able to do it much faster than I did [addressing the audience].

And it’s not as simple as just using an extinguisher right away — it requires a different approach. These are the various aspects we are addressing to ensure that this transition is carried out as it should be—completely safe for everyone involved.

How are new technologies changing the competency requirements for seafarers?

For several regulations, we have formal standards. And of course, training that needs to be provided. For certain technologies, we rely on those who supply the technology and on shipowners who install the technology and then provide the necessary training requirements or guidance on how to use the tools. So it's a combination. And the reason is because it will be very difficult for us to regulate each of these areas. And there are options here.

If you look at the ballast water regulation, there are several equipment types that are IMO approved, but not all of them exactly the same. So seafarers are expected to use a manual to get trained, and manufacturers need to provide such specifications. And this applies to several types of technology that are on board.

So for some areas, we provide guidance when they are more global. And when there are specific technologies and a variety of them that can be provided, there is a relationship with the ships. And it's all part of the International Safety Management Code because companies and operators need to take all these steps to ensure that they are really prepared.

What measures is IMO taking to ensure seafarers have free access to the Internet while working on ships?

There are certain boundaries in relation to the role of the International Labour Organization and the International Maritime Organization. So, we work on the safety aspects of the ship, on the regulation of the ship from start to finish. And, of course, we take care of the people on board and their activities. But we do not regulate agreements on board.

So, I have a direct call to everyone, and I keep highlighting that in order to attract seafarers, particularly the younger generation, we need to adapt, not just expect them to adapt to us. And that means providing things on board that are expected as if you were working ashore. And the Internet is one of those things. I know it's expensive. But again, for me, it's an investment in people. People who will be loyal to the companies, and in return, the companies will take good care of these good employees. All you have to do is demonstrate that you are a good worker and that you are not going to use the Internet during working hours. However, one of the messages that I am passing with the ITF is that giving seafarers the opportunity to be in contact with their loved ones, even for a couple of hours a day, by providing Internet, creates a better quality of life on board and attracts more people.

We can't regulate this, as it is currently outside the IMO's remit. But I insist on doing so to continue to call on all shipowners and ship operators to comply with these standards. Everyone can speak up. There are many companies that already provide free Internet and create good facilities for seafarers on board. However, I just want everyone to do it. This is a task we still need to work on.

How does IMO contribute to improving working conditions and protecting seafarers' rights worldwide?

This is one of those questions where some role is played by the IMO and some by the ILO. For the IMO, I highlight the work of the Sub-Committee on Human Resources, Training and Watchkeeping. We have introduced training and guidance requirements to overcome harassment and sexual harassment. We also have a legal aspect. Last year we finalised the Guidelines on fair treatment of seafarers detained on suspicion of committing crimes. We already have guidelines on what actions should be taken if there is an accident or incident at sea.

We are unable to regulate this on a mandatory basis because it is beyond the IMO's jurisdiction. In this case, legal entities and the judicial system of countries take the necessary steps.

We are very actively working on the implementation of the MLC, 2006, solving cases of abandoned ships and criminalisation of seafarers. The IMO's agenda also includes a review of an instrument such as the International Ship and Port Facility Security, which could be part of a solution or a strengthening of the role we play in ensuring seafarers' welfare.

As well as the various activities we do around the world with the support of IMO, sometimes led by Member States, we expect action from everyone. We expect flag states, port states, coastal countries, companies, operators to be involved in order to protects and guarantee the well-being of seafarers.

What professional and personal qualities should a young seafarer possess?

The first is to be a professional. Because being a professional, you immediately become a leader. You become someone who demonstrates how skilled seafarers are on board ships that ensure smooth trade around the world, as well as keeping other seafarers, the ship, the cargo and the environment safe.

The second characteristic is to be humble. It is always good to learn, listen to others, share experiences, don't keep everything to yourself and don't be afraid to ask for help, because we can't know everything and we are always learning.

The third is to be a good colleague, because sometimes we see others going through difficult circumstances and that they need support, help, and sympathy. And for me, all these qualities are what makes a good professional. And I believe that this will take you very far. At least that's how it worked for me.

What does "leadership" mean to you?

I'm leading by example. For me, this is always the key to leadership. It's not what we say that matters, it's what we do and how we do it and how we engage with people. I believe in change, and I believe in positive change.

I am not good with just statements. I will do what I know, what I can work on, and I believe it will be for the benefit of the IMO, shipping, seafarers, the environment, and society as a whole. This is one of the key aspects that I always call on people to do.

And you can be a leader even at your age. It's about how you conduct yourself, how you bring others along, how you help and facilitate people, how you share your experience. I've never been one of those who are jealous or concerned not to share because then someone else will take my place. On the contrary, the more I share, the more I explain to others how I would like something to be done and how I did it, the easier it is for me. So, to be a leader is about leading by example. You set your agenda, work on it and achieve results.