Detention and Banning
Detention and refusal of access follow the applicable regional and national regime; in 2025 the Paris MoU recorded 668 detentions from 16,474 inspections and 19 refusals of access.
Operational Explanation
The progression in article 16 of Directive 2009/16/EC and the coordinated Paris MoU framework belong to their scope. Other MoUs and States may use different criteria, national bases and consequences; there is no invariant worldwide progression.
Regulatory Reference
Paris MoU (and Tokyo MOU with similar criteria): detention criteria based on the severity of deficiencies found; banning criteria based on the number of detentions in the last 24-36 months depending on the flag's position on the White/Grey/Black lists.
In the European Union those criteria are not a matter of Memorandum. They are Article 16 of Directive 2009/16/EC, and the durations are written down. Refusal of access is mandatory for a ship flying the flag of a State on the black list which “has been detained more than twice in the course of the preceding 36 months”, or flying the flag of a State on the grey list and detained “more than twice in the course of the preceding 24 months”. The order takes effect as soon as the ship leaves the port where she was detained the third time: there is no window to sail first.
The durations are progressive and not discretionary. A first refusal of access may be lifted “only after a period of three months” from the date of issue, and only where points 3 to 9 of Annex VIII are met. A second, “only after a period of 12 months”. A third may be lifted after 24 months. And Article 16(3) closes the progression: “Any ship not meeting the criteria … shall be permanently refused access to any port or anchorage within the Union”. Three months, twelve months, twenty-four months, then permanent exclusion.
There is a second banning, however, independent of this progression, and it catches people out. Article 21 — Follow-up to inspections and detentions — allows a ship with deficiencies that cannot be rectified in the port of inspection to proceed to the nearest appropriate repair yard, chosen by the master and the authorities. But if the ship sails without complying with the conditions, or does not call at the agreed yard, Article 21(4) imposes a refusal of access with no set duration: “such refusal shall remain in force until the owner or the operator has provided evidence to the satisfaction of the competent authority … that the ship fully complies with the applicable requirements of the Conventions”. It is not a term, it is a condition: you leave it by proving compliance, not by waiting out a calendar. Force majeure aside (21(6)). This is the case where a decision taken on board, not a detention history, produces the ban.
Mind the consolidated text. Directive (EU) 2024/3099 changes all three points just set out: the Article 21(4) refusal becomes a fixed twelve months from the date of issue, the black/grey/white lists become low / medium / high performance level, and Annex VIII is replaced in full, going from twelve points to nine, with cross-references becoming “paragraphs 3 to 6”. The transposition deadline is 6 July 2027: until then the national measures transposing the previous text apply. The consolidated version published on EUR-Lex already incorporates 2024/3099 as from 5 January 2025, because EUR-Lex consolidates at the entry into force of the amending act, not at its applicability.
Scope of Application
Ships subject to the EU/Paris MoU refusal-of-access regime for the thresholds and progression described here. For any other region check the competent MoU, law and Authority decision. Refusal for failure to comply with repair-yard transfer conditions remains distinct.
Procedure / How to Complete It
- Identify port State and regional regime.
- Apply thresholds and periods only under the competent regime.
- Keep detention, refusal of access and repair-yard refusal distinct.
- Check notices, lifting conditions and national law.
Practical Example
Example: a ship detained for malfunction of the emergency generator. Technical intervention completed in 18 hours, class surveyor verification passed, PSC authority confirms release. The episode is analysed at the next Management Review, identifying the need to bring forward preventive maintenance of the generator across the whole fleet.
What Typically Goes Wrong
In 2025 the Paris MoU recorded 668 detentions from 16,474 inspections, a 4.18% rate, and 19 refusals of access. Do not generalise the year, region or denominator to other MoUs.
Common Mistakes Mistake Library
| Mistake | Consequence | How to avoid it |
|---|---|---|
| Underestimating the impact of a detention on the Ship Risk Profile for the following 36 months | More frequent, more thorough inspections continue well beyond resolution of the episode | Treat detention as an event requiring active long-term management of the risk profile, not just immediate rectification |
| No analysis linked to the NC/CAPA system after a detention | Systemic causes remain unresolved and the risk of recurrence increases | Treat every detention as a priority input for the Management Review |
| Underestimating the risk of banning after a second detention within a critical interval | Banning carries a growing ban of three months, then twelve, then twenty-four, then permanent | Carefully monitor the detention history of the ship and the fleet against the banning thresholds |
What the PSCO Checks
Operational Tips
- Manage every detention with the utmost priority and transparency towards the PSC authority, to speed up verification and release.
- Always analyse the root cause of the detention in the SMS's NC/CAPA system, don't stop at the technical repair.
- Monitor the fleet's detention history against the banning thresholds, especially if the flag is on the Grey or Black List.
Preparation checklist
Educational checklist. This summary supports learning and preparation only. It does not replace the vessel’s approved procedures, manuals, statutory documents, company SMS, or applicable official requirements. Completing it demonstrates neither compliance nor readiness for an inspection: it shows that a list has been read, not that the ship is in order. Always verify the current documents carried on board.
- Deficiencies causing the detention identified and prioritised
- Coordination with Company, DPA and classification society initiated immediately
- Formal verification of rectifications requested before release
- Episode documented in the NC/CAPA system and brought to the Management Review
- Impact on Ship Risk Profile and Company Performance monitored over time
FAQ
Related Topics
Last substantive revision of this page: 31 August 2026 · page fingerprint 52a50644ef1a