RISK4SEA reports that the 90-day Concentrated Inspection Campaign (CIC) on ballast water management revealed clear patterns in documentation, system readiness, and crew competence. The campaign ran from 1 September to 30 November 2025 and aimed to measure how well ships comply with the Ballast Water Management Convention and the latest operational requirements.
Core Focus Areas of the Campaign
The inspection effort examined several elements linked to the Ballast Water Management Plan, the Ballast Water Record Book, and the overall operation of onboard systems. Inspectors also assessed crew familiarity, sediment handling, and the validity of certificates or exemptions. A standard questionnaire guided all Port State Control (PSC) officers, and the same checklist was recommended for operators and crews preparing for inspections.
Four Areas That Dominated the Results
More than 90% of all findings came from four areas. These included issues with the Ballast Water Record Book, the management system’s performance, the accuracy and approval status of the management plan, and gaps in crew training. These categories formed the bulk of non-compliance cases during the CIC.
Limited Issues Found in Operational Practices
Despite initial concerns from the market, operational steps such as ballast exchange, discharge in port, and sediment removal did not generate many deficiencies. Most problems are related to documentation, familiarization, and the operation of the treatment system.
Different MoUs Show Different Levels of Focus
Inspection intensity varied across regional regimes. Tokyo MoU applied roughly three times more focus than before the CIC. Paris and Mediterranean MoUs also increased their attention, nearly doubling their activity in ballast-water-related items. Other regions showed lower emphasis compared to these three.
Ship Types Under Higher Pressure
LNG carriers faced the highest inspection pressure. LPG carriers and vehicle carriers followed. Most other vessel categories experienced about twice the attention compared with the pre-CIC period. Even with added scrutiny, LNG units recorded only two detainable deficiencies, but the increase in focus raised their overall index compared with earlier months.
Where Detentions Concentrated
General cargo ships experienced the highest number of detentions, accounting for more than half of all cases linked to the CIC. Mediterranean, Tokyo, and Black Sea regions recorded the most detentions in total. Paris MoU, despite conducting more inspections, showed fewer detentions related to ballast-water non-compliance.
Detailed Breakdown of Deficiency Codes
Across all vessels, officials recorded 110 detainable deficiencies and 2,356 non-detainable ones. Most cases related to the management system, the management plan, the record book, and crew familiarization. Other codes, such as sediment handling, exchange procedures, exemptions, or discharge violations, appeared less frequently.
How Compliance Levels Were Measured
RISK4SEA used a severity-weighted approach and compared deficiencies across regions, ports, and fleet segments. The method also applied a CIC intensity index, which highlights how much inspection pressure increased during the campaign compared with the previous 12-month period. Negative index values showed reduced focus, while higher percentages reflected stronger enforcement.
Using the Questionnaire for Stronger Readiness
The campaign’s questionnaire covered certification, approval of the management plan, crew duties, system approval, system operation, record book entries, sediment procedures, and exemption conditions. Operators and crews can use the same checklist to prepare for PSC inspections and reduce the chance of non-compliance.
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Source: SAFETY4SEA
