The News Hook
The Tokyo MOU released its 2025 Annual Report in May 2026 — and the data makes sobering reading. Out of 35,546 inspections conducted across the Asia-Pacific region, 1,255 ships were detained due to serious deficiencies. The detention rate was 3.53%. The number of flags on the low performance list rose to 15 — two more than the previous year. This is the region's port state control authority at work, and it covers every port call from Singapore and Port Klang to Shanghai, Yokohama, and Sydney.
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35,546 Inspections in 2025 |
1,255 Ships detained |
3.53% Detention rate |
The 2026 Concentrated Inspection Campaign: Cargo Securing
Every year, Tokyo MOU (jointly with Paris MOU) conducts a Concentrated Inspection Campaign (CIC) targeting a specific operational area. For 2026, the CIC focus is Cargo Securing — meaning every ship calling Asia-Pacific ports between September and November 2026 should expect detailed inspection of cargo lashing, securing equipment, and securing manuals. This is not optional preparation: vessels found deficient in CIC focus areas face a significantly higher probability of detention.
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What inspectors will check: cargo securing manuals, lashing equipment condition and certification, securing arrangements match ship's loading plan, crew familiarity with securing procedures
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Highest-risk vessel types: bulk carriers, general cargo vessels, container feeder vessels
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Preparation timeline: operators should conduct internal cargo securing audits at least 30 days before any Asia-Pacific port call from September 2026
How the New Inspection Regime (NIR) Targets Your Vessel
The Tokyo MOU's New Inspection Regime calculates a Ship Risk Profile (SRP) for every vessel in the APCIS database. Factors include ship type, age, flag state performance, classification society record, and deficiency and detention history. The practical impact:
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High-risk vessels face inspection windows of 5–8 months — effectively guaranteeing an inspection on almost every port call
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Standard-risk vessels are inspected every 10–12 months
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Low-risk vessels enjoy intervals of 24–36 months
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A detention in any single Tokyo MOU member port is immediately visible to all 22 member authorities — there is no fresh start in a new port
What the 2025 Data Reveals About Common Deficiencies
While full analysis awaits the complete annual report, published data and Q2 2025 PSC statistics from classification societies point to consistent problem areas:
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ISM Code: failures in the implementation and effectiveness of the Safety Management System — not the paperwork, but evidence it works in practice
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Crew certification: STCW compliance, rest hours records, and certificate authenticity
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Fire safety systems: fire detection, suppression, and emergency response equipment
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CII and SEEMP documentation: increasingly checked since 2025 enforcement phase began
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Cargo securing: will be the primary focus from September to November 2026
The Agent's Role in PSC Compliance
A port agent with strong local relationships and compliance knowledge is one of the most effective tools an operator has against unexpected PSC detention. Pre-arrival, a competent agent cross-checks certificate validity, flag state endorsements, SEEMP status, and crew documentation. During a port call, the agent is the operator's representative if PSC initiates an inspection. After a detention, the agent coordinates rectification, re-inspection scheduling, and departure clearance. In a port like Singapore — where MPA's PSC team is professional, well-resourced, and data-driven — local knowledge is not a luxury.