Paris MOU and Tokyo MOU have confirmed that the 2026 Concentrated Inspection Campaign (CIC) will focus on Cargo Securing. The campaign runs from 1 September to 30 November 2026 and applies to all vessels calling at ports within both MOU regions during that period. Every vessel entering a Paris MOU or Tokyo MOU port during the campaign window will be checked against the cargo securing questionnaire — not just vessels flagged for inspection.
CIC campaigns matter because they change the inspection dynamic. During a CIC, PSCOs apply the campaign questionnaire on top of their standard inspection. A vessel that would normally pass a routine check can pick up deficiencies — and potentially a detention — if its cargo securing documentation or equipment is not in order. Preparation needs to start now, not in August.
The official CIC questionnaire will be published by Paris MOU and Tokyo MOU ahead of the September 2026 start date. When published, check the Paris MOU website at parismou.org for the exact questions PSCOs will use. This article covers the preparation framework based on what is already known about the campaign focus.
What is a Concentrated Inspection Campaign?
A Concentrated Inspection Campaign is a coordinated period during which PSC authorities across one or more MOU regions focus their inspection effort on a specific topic. Every vessel inspected during the campaign period is assessed against the campaign questionnaire in addition to the standard inspection. The results are compiled and published after the campaign, providing a global view of fleet compliance in that area.
Past CIC topics have included fire safety, enclosed space entry, crew familiarisation, stability, ballast water management, and navigation safety. The 2025 campaign ran jointly between Paris MOU and Tokyo MOU on Ballast Water Management. For 2026, both MOU regions have agreed to run a joint campaign on Cargo Securing, with 2027 planned to focus on enclosed space entry.
Why CIC campaigns create additional inspection risk
During a CIC, a vessel that passes its standard inspection can still receive deficiencies specifically related to the campaign topic. A PSCO who would not normally spend time on the Cargo Securing Manual will work through the CIC questionnaire question by question during the campaign window. Deficiencies identified through the CIC questionnaire go on your PSC record in the same way as any other finding — they affect your risk score and your RightShip rating.
Do not assume your vessel will not be inspected during the CIC period because it has a good PSC record. CIC questionnaires are applied to all inspected vessels, and targeting probability increases across the board during campaign periods. Treat every port call between September and November 2026 as a potential CIC inspection.
What PSCOs Will Check — Cargo Securing Focus Areas
Based on the confirmed campaign topic and the regulatory framework governing cargo securing — primarily the CSS Code (Code of Safe Practice for Cargo Stowage and Securing), SOLAS Chapter VI, and the vessel-specific Cargo Securing Manual — the following areas are expected to form the core of the CIC questionnaire.
1. The Cargo Securing Manual (CSM)
The Cargo Securing Manual is the central document for this CIC. PSCOs will verify that the CSM is on board, that it is flag state approved, that it is the correct and current version for the vessel, and that it covers the actual cargo securing arrangements in use on board. A CSM that was issued when the vessel was delivered and has never been updated — despite changes to cargo types, lashing arrangements, or equipment — is not compliant.
- CSM on board — original, flag state approved copy accessible to the Master and officers
- CSM is vessel-specific — it must reflect the actual configuration of the vessel, not a generic document
- CSM is current — updated to reflect any changes in cargo securing equipment, methods, or cargo types carried since it was last issued
- CSM covers all cargo types the vessel actually carries — a general cargo vessel that regularly carries heavy lifts must have securing arrangements for those lifts documented
- Officers are familiar with the CSM — PSCOs may ask officers where to find specific securing arrangements in the manual
2. Lashing and Securing Equipment Condition
PSCOs will physically inspect lashing and securing equipment. This is not a paperwork check — they will look at the equipment itself. Lashing rods with excessive corrosion, turnbuckles that cannot be operated, twistlocks that are worn beyond limits, chains with broken or damaged links, lashing wires with broken strands — all of these are findings. Equipment that exists on paper but is damaged or unserviceable in practice will be cited.
- Lashing rods and bars — no excessive corrosion, threads in good condition, correct length for the securing points used
- Turnbuckles — free to operate, no seized threads, locking devices present and functional
- Twistlocks — not worn beyond manufacturer limits, locking mechanism functional, no cracks or deformation
- Chains — no broken or missing links, no deformation, hooks in good condition
- Wire lashings — no broken strands (more than 10% of wires in any strand is a discard criterion), no kinking or corrosion
- Webbing straps — no cuts, fraying, or UV degradation, ratchet mechanism functional
- Shackles — correctly sized, pins moused or secured, no distortion
- Stanchions and lashing points — not deformed, welded connections in good condition
3. Stowage and Securing in Practice
If cargo is on board during the inspection, PSCOs will check that it is stowed and secured in accordance with the CSM and the CSS Code. The securing arrangement on deck must match what the CSM prescribes for that cargo type and weight. A lashing arrangement that departs from the CSM — even if the crew believe it is adequate — is a deficiency.
- Cargo stowed as per the CSM — same securing pattern, same lashing points, same equipment type specified
- Lashing angles within prescribed limits — the CSS Code specifies acceptable lashing angles; arrangements that exceed these are non-compliant
- Pre-departure securing check conducted — recorded in the deck log, signed by the responsible officer
- Heavy weather securing arrangements in place if required by the CSM for the voyage
- Cargo units properly blocked and braced — not relying solely on lashings to prevent tipping or sliding
4. Crew Familiarity with Cargo Securing Procedures
PSCOs assess crew knowledge during CIC inspections. They may ask the Cargo Officer or a deck rating to describe the securing arrangement for the current cargo, explain where to find the relevant section of the CSM, or demonstrate the operation of securing equipment. A crew that cannot answer basic questions about their own cargo securing procedures is an ISM finding as much as a cargo securing finding.
- Cargo Officer familiar with the CSM and able to locate relevant sections promptly
- Deck ratings who apply lashings familiar with correct securing methods and equipment limits
- Crew aware of the discard criteria for lashing equipment — when equipment must be taken out of service
- Training records showing crew have been familiarised with cargo securing procedures on board this vessel
5. Documentation and Records
PSCOs will check the documentation trail for cargo securing — not just the CSM, but the operational records showing that securing procedures are being followed on every voyage.
- Cargo securing checklist for the current voyage — completed before departure, signed by the responsible officer
- Deck log entries confirming pre-departure securing checks
- Heavy weather log entries if the vessel encountered heavy weather during the voyage
- Any pre-voyage stability and securing calculations required by the CSM
- Equipment inspection and maintenance records — showing lashing equipment has been inspected and condemned items removed from service
Vessel Types Most at Risk During This CIC
Cargo securing applies to all vessel types that carry general cargo, project cargo, or unitised cargo. Some vessel types carry higher risk during this CIC than others.
- General cargo vessels and multipurpose vessels — these carry the widest variety of cargo types and securing challenges. CSMs for general cargo vessels are often outdated because the cargo mix changes but the manual does not
- Container vessels — twistlock condition and lashing rod/bar serviceability will be checked. Vessels with large numbers of worn or unserviceable container securing devices are at risk
- Ro-Ro vessels — securing of wheeled cargo on car decks and trailer decks. CSM requirements for Ro-Ro cargo securing are specific and detailed
- Heavy lift and project cargo vessels — the most complex securing arrangements, often with bespoke securing plans that must be cross-referenced with the CSM
- Bulk carriers carrying bagged or unitised cargo — a bulk carrier that occasionally carries bagged cargo or containers in the hold must have this covered in the CSM
Bulk carriers carrying only bulk cargo with no unitised cargo or deck cargo may have minimal exposure to this CIC — but they should still verify that the CSM is on board, flag state approved, and that officers know where it is. A PSCO who cannot be shown the CSM within a reasonable time will record it as a deficiency.
How to Prepare Before September 2026
You have time to prepare properly. Here is what needs to happen before the campaign period starts.
- Locate and review the Cargo Securing Manual — confirm it is on board, flag state approved, and covers all cargo types the vessel currently carries. If it is out of date, contact your flag state administration to arrange an update now — not in August
- Audit all lashing and securing equipment — conduct a physical inspection of every item of securing equipment on board. Remove and replace anything that meets the discard criteria. Record the inspection and the items removed from service
- Establish a pre-departure securing checklist — if you do not already have one, create a vessel-specific checklist aligned with the CSM requirements and start using it before every cargo departure
- Familiarise officers and crew — run a briefing or drill specifically on cargo securing procedures, CSM content, and equipment discard criteria. Record it. A training record showing crew were briefed on cargo securing in the months before the CIC carries weight if a PSCO questions crew knowledge
- Review the official questionnaire when published — Paris MOU and Tokyo MOU will publish the CIC questionnaire ahead of September. When it is published, work through every question against your vessel's current state and close any gaps
CIC 2026 Preparation Checklist — Do This Now
- Cargo Securing Manual — on board, flag state approved, vessel-specific, covers all cargo types carried
- CSM last review date — check when it was last updated and whether cargo types or equipment have changed since
- All lashing rods and bars — inspected, no excessive corrosion, threads serviceable
- All turnbuckles — free to operate, locking devices present
- All twistlocks — not worn beyond limits, locking mechanism functional
- All chains — no broken links, hooks in good condition
- All wire lashings — no broken strands beyond discard criteria, no kinking
- All webbing straps — no cuts, fraying, or degradation, ratchet functional
- Condemned equipment — removed from service and logged
- Pre-departure securing checklist — in place and being used every voyage
- Crew briefing on cargo securing — conducted and recorded
- Watch Paris MOU and Tokyo MOU websites for official CIC questionnaire publication
What Past CIC Results Tell Us
Looking at the results of past CIC campaigns gives a clear picture of what to expect. In the 2024 fire safety CIC, Paris MOU reported that a significant proportion of deficiencies were related to fire detection systems and portable fire extinguishers — equipment that should be maintained as a matter of routine. In the 2025 ballast water management CIC, non-operational ODME equipment and incomplete record books were the most common findings.
The pattern across all CICs is consistent: the most common findings are not exotic regulatory failures — they are basic maintenance and documentation gaps that the vessel management knew about and had not resolved. The CIC provides a spotlight. What it reveals is usually already visible to anyone looking carefully at the vessel's maintenance records.
For the 2026 cargo securing CIC, based on the pattern of past campaigns, the findings most likely to dominate the results are:
- CSMs that are outdated or do not cover the vessel's current cargo operations
- Lashing equipment that has deteriorated beyond serviceable limits but has not been condemned and removed
- Crew who cannot demonstrate familiarity with the CSM or securing procedures
- Missing pre-departure securing records
Frequently Asked Questions
The CIC questionnaire is applied to all vessels that are inspected during the campaign period — not just those selected for a standard inspection. If your vessel is inspected for any reason between 1 September and 30 November 2026, the PSCO will work through the cargo securing questionnaire as part of that inspection. Vessels with a high risk score are more likely to be inspected and should prepare accordingly.
Paris MOU and Tokyo MOU typically publish the official CIC questionnaire several weeks before the campaign period begins. For the 2026 Cargo Securing CIC, the questionnaire is expected to be published during the summer of 2026. Monitor the Paris MOU website (parismou.org) and Tokyo MOU website (tokyo-mou.org) for the announcement.
Bulk carriers carrying only bulk cargo have limited exposure to the cargo securing CIC since bulk cargo securing is governed by different requirements (IMSBC Code) rather than the CSS Code. However, all vessels must have a Cargo Securing Manual on board if they carry any form of unitised or packaged cargo. PSCOs may still ask for the CSM to verify it exists and is accessible, even on bulk carriers.
Yes. Deficiencies identified through the CIC questionnaire carry the same weight as any other PSC deficiency. A vessel found to have no valid Cargo Securing Manual, or with cargo that is not secured in accordance with the CSM during an active voyage, could be detained. More commonly, CIC findings result in deficiencies that go on the vessel's record without detention — but these still affect the risk score and RightShip rating.
The Code of Safe Practice for Cargo Stowage and Securing (CSS Code) is an IMO instrument that provides guidance on the safe stowage and securing of cargo units, vehicles, and other cargo on ships. It applies to all ships engaged in international voyages that carry cargo subject to securing requirements. The CSS Code is referenced in SOLAS Chapter VI and forms the regulatory basis for cargo securing requirements that the CIC will assess against.