Operational Guide · Registers & Logbooks

# Indian Ocean MOU: Regional Specificities

The Indian Ocean MOU regime, active since 1999 with member States from Australia to Iran, recorded almost 6,000 inspections in 2025 and a detention rate of 4.38%: a regime often less familiar to Western operators.

Indian Ocean MOU IOMOU PSC Indian Ocean

## Operational Explanation

The Indian Ocean MOU (IOMOU) is the IMO-recognised regional Port State Control regime for the Indian Ocean area, operational since the Committee's first meeting in Goa in January 1999. The founding signatories (Australia, Eritrea, India, Sudan, South Africa, Tanzania) have over time been joined by numerous other States: Mauritius, Sri Lanka, Iran, Kenya, Maldives, Oman, Yemen, France (Réunion), Bangladesh, Comoros, Mozambique, Seychelles, Myanmar and Madagascar.

In 2025, 5,958 inspections were conducted in the region, up 11.68% on 2024; 3,072 ships were found with non-conformities, for a total of 13,962 deficiencies recorded. The regional detention rate rose to 4.38% (from 4.24% in 2024), with the average number of deficiencies per inspection rising to 2.34.

## Regulatory Reference

The Indian Ocean MOU applies the same international instruments (SOLAS, MARPOL, MLC 2006, STCW) as the other regional regimes, with independent targeting and reporting. The region took part in the 2025 Concentrated Inspection Campaign on Ballast Water Management, conducted jointly with the Paris MOU and Tokyo MOU from September to November 2025.

## Scope of Application

Ships calling at ports of Indian Ocean MOU member States, a broad geographic area spanning major commercial routes between East Africa, the Middle East, the Indian Subcontinent and Australia.

## Procedure / How to Complete It

1. Consult the most recent Indian Ocean MOU Annual Report for regional statistics and specific priorities.
2. Check which member States will actually be touched by the voyage, given the geographic breadth and variety of States party to the regime.
3. Check the Ship Risk Profile calculated specifically by the Indian Ocean MOU, distinct from that of other regimes.
4. Pay attention to the ballast water management system, an area of verification in the joint 2025 CIC.
5. Consider the average number of deficiencies per inspection (2.34 in 2025) as a reference indicator in documentary preparation.

## Practical Example

Example: a ship transiting between the Persian Gulf and East Africa with scheduled port calls in Oman and Kenya pre-emptively checks the Indian Ocean MOU Ship Risk Profile, consults the priorities of the latest regional Annual Report, and ensures full compliance of BWM documentation before each port call.

## Real Cases

The geographic breadth and variety of Indian Ocean MOU member States (from Australia to Iran, from South Africa to Myanmar) makes this regime less immediately familiar to operators accustomed to the Paris or Tokyo MOU: the 11.68% rise in inspections in 2025 and the nearly 14,000 deficiencies recorded signal a regional control activity that is far from marginal.

## Common Mistakes Mistake Library

Mistake | Consequence | How to avoid it
--- | --- | ---
Underestimating the breadth and variety of Indian Ocean MOU member States when planning the voyage | Port calls in member States of the regime not recognised as such, with inadequate PSC preparation | Systematically check whether every scheduled port call falls within the Indian Ocean MOU regime
Ship Risk Profile not checked separately for the Indian Ocean MOU regime | Expected inspection frequency not matching the actual frequency in the region | Check the specific Ship Risk Profile before planning port calls in the region
BWM documentation not verified as a priority despite the joint 2025 CIC | Avoidable deficiency in the category subject to reinforced regional verification | Treat ballast water management as a documentary priority for port calls in the region

## PSC Observations

Indian Ocean MOU inspections follow the same risk-based targeting logic as the other regimes, with a 2025 detention rate of 4.38% and a rising average number of deficiencies per inspection (2.34), indicating intensifying regional control activity.

## Operational Tips

- Always check which port calls on the voyage actually fall within the Indian Ocean MOU regime, given the region's geographic breadth.
- Consult the most recent Indian Ocean MOU Annual Report, don't rely on the statistics of other, more familiar regional regimes.
- Prioritise ballast water management documentation, an area of reinforced verification in the joint 2025 CIC.

## Checklist

- Port calls checked against membership of the Indian Ocean MOU regime
- Most recent Indian Ocean MOU Annual Report consulted for statistics and priorities
- Indian Ocean MOU Ship Risk Profile checked separately from other regimes
- BWM documentation checked as a priority before port calls in the region
- General PSC documentation ready to standards applicable to the regional regime

## FAQ

Since when has the Indian Ocean MOU been operational?
Since the Committee's first meeting in Goa in January 1999, with founding signatories Australia, Eritrea, India, Sudan, South Africa and Tanzania, later joined by numerous other States in the region.
What was the Indian Ocean MOU detention rate in 2025?
4.38%, a slight rise from 4.24% in 2024, with 261 ships detained out of 5,958 inspections and an average of 2.34 deficiencies per inspection.
Did the Indian Ocean MOU take part in the 2025 CIC on Ballast Water Management?
Yes, jointly with the Paris MOU and Tokyo MOU, from September to November 2025, with a supplementary questionnaire applied during ordinary inspections in the campaign period.
🎬 Additional photos, videos and interactive diagrams for this topic will be available in a future version of the platform.

## Related Topics

Ship Risk Profile and New Inspection Regime Tokyo MOU: Regional Specificities Black Sea MOU: Regional Specificities

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