Paris MoU 2025: Higher detention rates point to broader compliance pressures beyond individual PSC deficiencies

The Paris MoU Annual Report 2025 suggests that the maritime industry’s compliance challenge is no longer confined to isolated technical deficiencies.

Despite stable Flag State and Recognized Organization performance, detention rates have remained above pre-pandemic levels for a fourth consecutive year, while the report identifies no single regulatory area responsible for the trend—highlighting a broader operational challenge for shipowners and managers.

A changing compliance picture rather than a single compliance problem

The Paris MoU Annual Report 2025 deserves attention not because detention rates increased again but because it concludes that no single convention, regulation or inspection area explains why they remain elevated. That finding represents perhaps the report’s most important message for shipping companies.

Port State Control inspections have traditionally highlighted recurring weaknesses in specific regulatory areas. This year’s report reaches a different conclusion.

While deficiencies continue to be concentrated in familiar technical and operational areas, the overall increase in detentions appears to reflect broader compliance pressures across ship operations rather than deterioration in one particular convention.

For senior management, this shifts the discussion from “Which regulation should we improve?” to “How resilient is our overall compliance culture?”

The report concludes that the sustained increase in detention rates cannot be attributed to any single convention or inspection area, suggesting a wider operational compliance challenge rather than isolated technical weaknesses. 

Detention rates remain above historical levels

Paris MoU authorities conducted 16,474 inspections during 2025, identifying deficiencies in 9,879 inspections, recording 51,797 deficiencies, 4,744 detainable deficiencies, 688 detentions, and 19 refusals of access. The overall detention rate increased to 4.18%, continuing the upward trend observed since the pandemic and remaining well above historical averages.

Interestingly, the report stops short of attributing this trend to declining performance in any particular sector. Instead, the Chairman and Secretary-General encourage all stakeholders to reassess operational practices and maintain strict adherence to international standards, warning that the higher detention rate may indicate broader concerns regarding shipping standards.

Higher detention rates have become persistent rather than exceptional. Four consecutive years above pre-pandemic levels suggest that elevated PSC enforcement outcomes are becoming the industry’s new baseline rather than a temporary post-COVID phenomenon. 

Recurring deficiencies continue to dominate inspection outcomes

Although the report identifies no single cause behind the higher detention rate, recurring inspection findings remain remarkably consistent.

Fire safety continues to represent the largest area of non-compliance, with SOLAS Chapter II-2 accounting for 16.8% of all recorded deficiencies. It is followed by SOLAS Chapter II-1 covering structural, machinery and electrical requirements (11.6%) and MLC 2006 Title 4 relating to health protection, medical care, welfare and social security (10.1%). Together, these three areas account for almost 40% of all deficiencies identified during inspections.

At a more detailed level, inspectors continued to encounter deficiencies related to ISM implementation, fire doors, Seafarers’ Employment Agreements (SEA), engine room cleanliness and electrical installations—all well-established PSC findings that continue to challenge operators despite years of regulatory attention.

The persistence of long-standing deficiencies suggests that many operators are not facing new compliance issues, but rather continue to struggle with consistently implementing well-established safety management practices. 

Stable rankings hide underlying regulatory signals

One of the more interesting aspects of the report is what did not change.

Despite the increase in detention rates, the composition of the Paris MoU White, Grey and Black Lists remained broadly stable. Forty flag States continue to appear on the White List, while the performance categories for Recognized Organizations also show relatively limited movement.

However, beneath this apparent stability lies an important regulatory signal. The report notes that detainable deficiencies attributed to certain Recognized Organizations remain elevated compared with previous years, indicating a measurable decline in certification quality for some organisations, even though this has not yet significantly altered overall performance rankings.

In parallel, preparations are progressing for revised methodologies governing both Flag State and Recognized Organization performance, scheduled to take effect in July 2027. These revisions are likely to influence future performance benchmarking and inspection targeting across the Paris MoU region.

Stable performance tables should not necessarily be interpreted as stable regulatory expectations. The planned revision of performance methodologies indicates that PSC evaluation itself continues to evolve. 

Emerging risks extend beyond traditional PSC inspections

Beyond inspection statistics, the report raises concerns about issues that extend outside conventional Port State Control activities.

Paris MoU highlights the increasing challenge posed by false flags and fraudulent certification, noting that vessels operating outside legitimate regulatory oversight may transit regional waters without entering ports and therefore remain outside the normal risk-based inspection regime. Such ships may present risks to maritime safety, environmental protection and seafarer welfare despite avoiding routine PSC inspections.

The report also points to strengthened cooperation among regional PSC regimes and continued collaboration with the IMO and ILO, recognising that information sharing and harmonised enforcement will become increasingly important in addressing these emerging challenges.

While PSC traditionally focuses on ships calling at ports, the report signals growing attention to vessels operating beyond conventional regulatory oversight, reflecting a broader evolution in maritime compliance thinking. 

Executive questions worth considering

The report naturally raises several questions for shipowners and fleet managers:

-Does our internal PSC performance reflect the wider trends identified by Paris MoU?
-Are recurring fire safety, ISM and MLC findings receiving sufficient management attention?
-Are we analysing inspection outcomes systematically enough to identify recurring fleet-wide weaknesses rather than addressing deficiencies individually?
-Could evolving PSC methodologies from 2027 influence our future inspection profile?

The report does not answer these questions directly—but it provides sufficient evidence for management teams to begin asking them.

Why this matters

For senior maritime executives, the Paris MoU Annual Report 2025 is valuable not because it identifies new regulatory requirements, but because it highlights a more subtle shift. The report suggests that the industry’s compliance challenge has become broader and more systemic, while traditional indicators such as Flag State rankings alone may no longer provide a complete picture of operational performance.

For organisations seeking consistently strong PSC performance, the report reinforces the importance of viewing inspections not as isolated events, but as indicators of the effectiveness of the wider safety management system, maintenance culture, crew competence and organisational oversight. It also provides an early indication of regulatory themes that are likely to shape future inspection priorities and performance assessments.

Further reading

The Paris MoU Annual Report 2025 contains considerably more detail than could be covered in this Executive Brief. Readers wishing to explore the report further will find comprehensive inspection statistics, detailed analyses of deficiency trends, complete White, Grey and Black List rankings, Recognized Organization performance tables, ship-type inspection results, refusal-of-access data, and the methodology underpinning the Paris MoU’s performance evaluation system. These provide valuable benchmarking information for shipowners, managers, Flag Administrations and Classification Societies seeking a deeper understanding of PSC performance across the Paris MoU region.

source : safety4sea