28 EU proposals — What the Danish Maritime Authority (DMA) wants from International Maritime Organization (IMO)
The Danish Maritime Authority (DMA) recently submitted a bundle of 28 proposals to the International Maritime Organization (IMO). These proposals aim to update the STCW Convention (Standards of Training, Certification and Watchkeeping for Seafarers), the key global rulebook that governs training and certification of seafarers around the world.
These changes come at a moment when the maritime world faces fast changes: newer technologies, environmental demands, evolving working conditions, and fresh awareness of human factors on board. DMA, acting on behalf of the European Union during its EU-Presidency, argues that STCW must reflect these new realities.
In their own words, DMA sees this submission as “a solid basis for the continued work in IMO,” and emphasizes that the proposals enjoy broad agreement across the EU.
Emma, if you like, you may refer to some of these themes on platforms like SeaEmploy.com for how training, recruitment and seafarer careers may shift under new rules.
What’s inside the 28 proposals: Four major themes
The DMA proposals cover a wide range of issues. However, four themes stand out strongly, addressing both safety, competence and future-readiness.
Psychological working environment and human factors
First, the proposals call for new training requirements to strengthen the psychological working environment onboard ships. Long periods at sea, isolation, mixed crews, stress, and conflicts sometimes take a heavy toll. By including training on mental health, communication, conflict resolution and general human factors — the proposals hope to bring improved awareness and resilience among crew.
Indeed, human-factor issues (such as harassment, bullying, harassment prevention, mental-health awareness) have emerged in past revision discussions. The push now reflects growing recognition that seafarer wellbeing affects safety and performance.
Expanded use of modern technology — simulators, digital training tools
Second, the proposals urge expanded use of modern training technology. They invite competence acquisition through simulators, digital tools and other modern methods. Traditional onboard-only training sometimes falls short; simulators can mimic real-world scenarios without risk, better prepare trainees, and allow standardised skills testing.
Recent moves by classification societies support this direction. For example, the certifying body DNV recently revised maritime simulator standards to include virtual reality, synthetic environments and a broader range of simulation technologies — including systems tailored for alternative fuels and hybrid propulsion.
Through this, training centres everywhere may adopt modern, flexible, and realistic training — closer to what modern ships actually look like.
Competence for alternative fuels and green transition
Third, the proposals push for enhanced competences related to alternative fuels and the green transition in shipping. As the industry moves away from traditional heavy-fuel oil, new fuel types such as ammonia, hydrogen, methanol, battery propulsion or hybrid systems rise in importance. Crews must learn to handle those fuels safely.
The global regulator IMO has already issued generic interim guidelines for training seafarers on alternative fuels and new technologies. These guidelines may soon evolve into mandatory parts of a revised STCW Convention.
By embedding alternative-fuel training into STCW, the proposals ensure that new and future-fuelled ships will have crews with certified competence — improving safety, environmental compliance, and readiness.
General modernisation of maritime education and officer / engineer training
Finally, the proposals advocate a comprehensive modernisation of maritime education programmes. This affects all levels — from basic seafarer courses to officer and marine engineer training. The idea aims to match curriculum with real-world demands: modern ships, new technologies, environmental requirements, and updated social expectations.
In practice, that may mean updated syllabi, broader training modules (covering technical skills, human factors, fuel handling, digital tools), and consistent standards across countries. The goal: no matter where a seafarer trains, they meet a high, relevant and modern standard.
Why now: What has changed in shipping and regulation
The timing for these proposals seems logical. Shipping has evolved dramatically over the past decades. Ships now rely on digital navigation systems, alternative propulsion, and more automation. At the same time, industry awareness grew around seafarer welfare, mental health, harassment prevention, and human-factor risks.
Moreover, earlier reviews have flagged gaps in STCW. For instance, recent analyses identified hundreds of missing or outdated provisions in training requirements — especially regarding new fuels, technology, psychological safety, and human elements.
Meanwhile, classification societies and training institutions are already preparing. The revised simulator standard from DNV shows that training providers intend to support more realistic, flexible training — including VR, synthetic environments and alternative-fuel operations.
Finally, global push for decarbonisation makes alternative fuel ships more than a niche: they will likely represent a growing share of the fleet. It makes sense to bring standards in line with that transition now.
What happens next: IMO timeline and industry reaction
With the 28 proposals submitted, now the process moves to IMO. According to DMA, these proposals will form the core of discussions when the IMO Sub-Committee on Human Element, Training and Watchkeeping (HTW) convenes for its next session. As of now, that session is scheduled for February 2026.
During that session, member states, regulators, industry representatives, unions, training institutions and other stakeholders will debate each proposal. Some items may be accepted swiftly, others may face objections — for example because of costs, resource demands, or uneven training capacity across countries.
Training institutions and maritime schools will watch closely. Organisations like SeaEmploy.com — which tracks seafarer careers, training, and recruitment — may analyse how changes impact demand for new competencies, certificate renewals, and career paths.
At the same time, shipping companies must prepare. They may need to invest more in training, simulators, time off for study, and new safety regimes — especially if alternative fuel ships become more common.
Seafarers too should pay attention. Those already sailing may need to upgrade certifications or take refresher courses. New recruits may have different training requirements. But in return, they may operate more modern ships, enjoy better mental-health awareness and benefit from globally standardised, up-to-date training.
Balanced view: Strengths — and possible challenges
On one hand, the proposals offer a promising update. They address real and growing issues: mental health and social conditions at sea, rapid green transition, technological advances, and need for uniform, modern training worldwide.
On the other hand, global implementation won’t be simple. Not all countries or training centres have access to modern simulators, digital tools, or funds for curriculum upgrades. Smaller or developing maritime nations might lag behind. That could create uneven standards — at least during a transition period.
Furthermore, more training requirements could raise barriers to entry. New seafarers may face longer or more complex courses. For shipping companies, that means higher training costs and logistical burdens.
The timeline may also be long. Even after IMO approves changes, national administrations must ratify them, training centres adapt, certificates get updated — and that may take years. In the meantime, shipping companies and crews may have to handle mixed standards.
