Port State Control in 2026:
Why Detentions Are Rising Fleet-Wide
Port State Control (PSC) used to be seen as a risk mainly for "problem" ships with poor track records. In 2026, the data tells a different story: detention is becoming a fleet-wide risk, and maritime professionals at every level — from officers on the bridge to shore-based compliance teams — need to understand how today's targeting systems work.
1. The 2026 Detention Picture
Global PSC inspections have held at roughly 75,000 a year since 2023, but detentions are climbing. In the busiest regime, the Tokyo MOU, detentions roughly doubled from 526 in 2021 to 1,255 in 2025. The Paris MOU detention rate has held near 4%, above the global average, while the Black Sea MOU recorded the highest regional rate at 6.8%.
📊 Key Statistic
Only about half of all PSC inspections now pass without any deficiencies, and industry data suggests roughly one in seven merchant ships will face at least one detention within any three-year period.
2. How the Risk-Targeting System Works
The Paris and Tokyo MOUs use a New Inspection Regime (NIR) built around a six-factor Ship Risk Profile:
- Ship type
- Ship age (vessels over 12 years old carry the highest weighting)
- Flag state performance (White, Grey, or Black list)
- Classification society (Recognised Organisation) performance
- Company (ISM Document of Compliance holder) fleet-wide performance
- Deficiency and detention history over a rolling 36-month period
This profile sets your inspection window — from every 5–8 months for High Risk ships to every 24–36 months for Low Risk vessels. Detention and deficiency records are shared across regimes, so a detention in a Paris MOU port is visible to Tokyo MOU inspectors when the same ship trades in Asia-Pacific.
3. Top Detainable Deficiency Categories
Across both major regimes, the same categories dominate quarter after quarter:
- ISM Code implementation — consistently the leading detainable deficiency category
- Maintenance of ship and equipment
- Fire safety — malfunctioning detection panels, expired extinguishers, blocked fire doors
- Life-saving appliances — expired servicing, inoperative davits, crew unfamiliar with LSA operation during drills
- Incorrectly rigged pilot ladders — a particular enforcement focus that can trigger follow-up inspections outside the normal window
Container ships, bulk carriers, and general cargo vessels together account for roughly 83% of detentions, and about 84% of all detentions are concentrated in the Paris and Tokyo MOU regions.
4. What's Coming: The 2026 Concentrated Inspection Campaign
The Paris and Tokyo MOUs run a joint Concentrated Inspection Campaign (CIC) each year, focusing PSC attention on a specific theme. The 2026 campaign, running 1 September to 30 November, focuses on cargo securing — meaning Cargo Securing Manual compliance, lashing equipment condition, cargo stowage plans, and crew competency in securing procedures will all come under closer scrutiny.
5. Frequently Asked Questions
What is the difference between the Paris MOU and Tokyo MOU?
Both inspect ships against the same core conventions — SOLAS, MARPOL, STCW, MLC, and the ISM/ISPS Codes — but cover different regions (Europe/North Atlantic for Paris MOU, Asia-Pacific for Tokyo MOU) and calculate flag and risk performance independently.
What is the 2026 Concentrated Inspection Campaign about?
Cargo securing. Running from 1 September to 30 November 2026, it focuses PSC attention on lashing gear, cargo stowage plans, and crew competency in securing procedures.
What deficiency category most often leads to detention?
ISM Code implementation issues are consistently the leading detainable deficiency category across both the Paris and Tokyo MOUs, closely followed by maintenance of ship and equipment and fire safety deficiencies.
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Join IAMP Today →Sources: DNV, The Maritime Executive, Paris and Tokyo MOU published data. This article is for general information and does not constitute regulatory or legal advice.