Safety

China PSC: Detention Rate Hits 13.51% in H1 2026

According to statistics recently released by China PSC for January‑June 2026, a total of 5,203 initial PSC inspections were carried out across Chinese ports in the first half‑year, with 703 vessels detained, translating into an overall detention rate of 13.51%.

640 (19)
Ni Zhongxiang（倪忠祥）
Published 13:34
Safetypsc

China PSC: Detention Rate Hits 13.51% in H1 2026

According to statistics recently released by China PSC for January‑June 2026, a total of 5,203 initial PSC inspections were carried out across Chinese ports in the first half‑year, with 703 vessels detained, translating into an overall detention rate of 13.51%.
In terms of deficiency profiles of detained vessels, most recorded between 5 and 12 deficiencies per ship. Some ageing vessels exhibited more than 15 deficiencies apiece, pointing to prominent systemic non‑compliance.

Port‑wise Performance

Major detentions were concentrated at five key hub ports: Shanghai, Zhoushan, Ningbo, Guangzhou and Tianjin. Distinct detention patterns emerged due to varying trade routes and calling vessel types.
Port Detained Vessels Detention Rate
Shanghai Port 104 21.27%
Zhoushan Port 43 19.72%
Ningbo Port 43 13.87%
Guangzhou Port 42 15.50%
Tianjin Port 41 9.30%

1. Port of Shanghai — Nation‑leading detention volume; container and bulk carriers under tight oversight

Shanghai completed 489 initial PSC inspections and detained 104 vessels, delivering a detention rate of 21.27%, with an average of 5.57 deficiencies per detained ship.
As a world‑leading container hub, bulk carriers and container ships together accounted for over 70 % of total detentions. The high detention rate stems from stringent local inspection standards as well as a higher share of ageing calling vessels.

2. Port of Zhoushan — Heavy concentration on bulk carriers, underpinned by its ship‑repair base

Zhoushan recorded 218 initial inspections and 43 detentions, with a detention rate of 19.72 % and an average of 8.67 deficiencies per detained vessel.
Bulk carriers made up more than 80 % of its detained fleet, alongside tankers and general‑cargo ships. Home to China’s largest ship‑repair cluster, the port receives large volumes of ageing bulk carriers for repairs and supplies. Structural defects and poor maintenance are commonplace, raising detention risks significantly.

3. Port of Ningbo — Diversified vessel mix with moderate detention level

Ningbo carried out 310 initial inspections and 43 detentions, corresponding to a detention rate of 13.87 % and an average of 8.51 deficiencies per detained ship.
Boasting the world’s highest cargo throughput, Ningbo hosts a wide spectrum of vessel types including bulk carriers, container ships, oil tankers and chemical tankers. Overall vessel condition remains stable, and its detention rate is roughly on par with the national average.

4. Port of Guangzhou — South‑China hub showing highest deficiency density

Guangzhou conducted 271 initial inspections and 42 detentions. Its detention rate stood at 15.50 %, with the highest average deficiency count among the five major ports at 11.16 per detained vessel.
Detained vessels cover a balanced mix of container ships, bulk carriers, oil tankers and gas carriers. Deficiencies are heavily clustered in fire safety, life‑saving appliances and navigation safety, signalling room for improvement in ship‑management standards among South‑China‑trading vessels.

5. Port of Tianjin — Northern hub maintaining low detention rate

Tianjin performed 441 initial inspections and 42 detentions, achieving a relatively low detention rate of 9.30 % among major domestic ports.
Detentions mainly involved bulk carriers and container ships. Better‑regulated trade routes and well‑functioning ship‑management systems contributed to sound compliance performance.
Beyond the five ports above, Bohai Rim ports including Qingdao, Dalian, Huanghua, Rizhao and Caofeidian, as well as South‑China ports such as Zhanjiang, Fangchenggang and Zhuhai, maintain rigorous inspection routines. Ageing bulk carriers and small general‑cargo ships represent high‑risk targets in these jurisdictions.

Flag, Ship‑type & Classification Society: Flags of Convenience bear the brunt

By ship type

Bulk carriers, container ships and multi‑purpose/general‑cargo vessels constituted over 80 % of total detentions in H1 2026:
Vessel Type Detained Count
Bulk Carrier 318
Container Ship 118
Multi‑purpose Ship 116
Other Vessels 151

Bulk carriers: Top‑ranked detained segment with a large proportion of aged tonnage. Frequent issues include structural failures, watertightness defects and ageing fire‑fighting equipment.

Container ships: Second‑highest detention volume. Deficiencies centre on navigational equipment, fire‑safety systems and working‑condition related items.

Multi‑purpose / general‑cargo ships: Generally advanced in age, suffering from widespread equipment obsolescence, frequent certificate lapses and operational non‑compliance.

Liquid‑bulk vessels (oil, chemical and gas carriers), PCTCs and Ro‑Ro ships also saw notable detentions, often carrying elevated safety and pollution risks.

By flag

Panama‑flagged vessels led detention statistics across all ship types and trade routes, making them a primary focus of PSC scrutiny. Other major Flags of Convenience including Liberia and Marshall Islands followed, with detention volumes matching their port‑call base.
Notably, lesser‑known flags such as Togo, Cameroon, São Tomé and Príncipe and Comoros recorded far‑above‑average detention rates despite lower port‑call numbers. Vessels flying these flags tend to exhibit numerous severe deficiencies and are deemed high‑risk.
Source: China PSC

High‑frequency Deficiency Categories

Six root‑cause categories account for the majority of detention decisions: fire safety, life‑saving appliances, navigation safety, anti‑pollution measures, emergency & ISM‑Code compliance, plus watertight and structural integrity.

1. Fire Safety — Most prevalent detention trigger

Fire‑safety deficiencies appeared across nearly all detained vessels. Typical findings:

Damaged fire‑resistance divisions and defective sealing at penetrations through bulkheads and decks

Insufficient capacity or breakdown of fire pumps and emergency fire pumps

Inadequate pressure or missing operating instructions for fixed fire‑extinguishing systems

Inoperable dampers for engine‑room ventilation

Unprotected high‑pressure fuel pipelines and defective oil‑leak alarms

Blocked escape routes and non‑self‑closing fire‑doors

2. Life‑Saving Appliances — Traditional high‑risk domain

Damaged lifeboat hulls, missing or expired fittings

Corroded launching appliances and defective brakes for lifeboats

Defective embarkation and launch gear for rescue boats

Expired life‑raft surveys and faulty hydrostatic release units

Insufficient crew proficiency in lifeboat‑raft operations

3. Navigation Safety — Rising share of electronic‑equipment failures

Missing or defective lights, shapes and sound‑signal apparatus

Malfunctioning radar, echo‑sounders and other navigational aids

Non‑compliant ECDIS installation and out‑of‑date nautical charts

Inoperative VDR/S‑VDR and BNWAS

Incomplete nautical publications and non‑conforming voyage plans

4. Anti‑Pollution — Growing enforcement under MARPOL Annexes

Malfunctioning 15 ppm oily‑water separators and defective alarm systems

Improperly operated sewage‑treatment plants with non‑compliant discharges

Incinerator breakdowns and inadequate operational records

Defective ballast‑water‑management systems and falsified ballast‑water log‑book entries

Non‑compliant equipment for atmospheric‑emission control

5. Emergency Preparedness & ISM‑Code — Systemic management failures

Failure of emergency generators to start and supply power

Non‑compliant drills for fire, abandon‑ship and enclosed‑space entry

Ineffective ISM‑Code implementation, missing or falsified maintenance records

Non‑conforming crew certificates and under‑manning

6. Watertight & Structural Deficiencies — Major pain‑point for aged vessels

Mostly observed on bulk carriers and general‑cargo ships older than 15 years:

Poor hatch‑cover watertightness and deteriorated sealing gaskets

Inoperative closing devices for ventilators and air pipes

Hull corrosion, cracked decks and bulkheads

Mal‑functioning watertight doors and defective bilge‑level detectors

Compliance Recommendations

Pre‑arrest self‑checks for high‑risk ports: Prior to calling high‑detention‑rate ports including Shanghai, Zhoushan and Guangzhou, conduct comprehensive self‑inspections targeting fire safety, life‑saving appliances and navigational equipment. Rectify identified deficiencies in advance; deploy shore‑based superintendents on‑board when necessary.

Enhanced maintenance for ageing tonnage: For bulk carriers and liquid‑bulk vessels aged above 15 years, prioritise inspections covering structural corrosion, watertight integrity and mechanical wear. Roll out dedicated maintenance schemes to prevent minor defects from escalating into detention‑worthy items.

Improve crew proficiency and record‑keeping: Reinforce hands‑on training on emergency‑equipment operations and drill execution. Ensure competent practical performance and complete, authentic records to avoid detention caused by poor familiarity or administrative lapses.

Validate RO surveys and certificate status: Regularly verify statutory and class‑survey status. Confirm survey coverage by Recognised Organisations ahead of surveys to maintain continuous certificate validity.

Track evolving environmental regulations: Keep abreast of updates governing ballast‑water management, ship‑energy‑efficiency requirements and atmospheric‑emission standards. Upgrade equipment and update management systems pro‑actively to mitigate regulatory‑driven compliance risks.

Source: China Port State Control (China PSC), H1 2026 national PSC detention dataset

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