CIC 2026 on Cargo Securing

The Paris MoU and Tokyo MOU will conduct a joint Concentrated Inspection Campaign (CIC) on Cargo Securing from 1 September to 30 November 2026.

The campaign will focus on compliance with the applicable SOLAS requirements relating to the loading, stowage and securing of cargo units and cargo transport units. The inspections will be conducted together with routine Port State Control (PSC) inspections. A vessel may be subject to one CIC inspection during the campaign period per MoU.

This CIC is not limited to checking whether securing equipment is physically available on board.

PSCOs will examine the complete chain:

Cargo Securing Manual → Cargo Plan → Verified Gross Mass → Securing Equipment → Crew Familiarisation → Actual Securing → Heavy Weather Procedures

A deficiency in any of these areas may result in a recorded deficiency, while certain failures may lead to consideration of detention.

The official CIC questionnaire contains 10 principal inspection areas, including several items marked with an asterisk. These questions are particularly important because a “NO” answer to an asterisked question may lead to consideration of detention.

No.	PSC focus area
1a	Approved Cargo Securing Manual available on board
1b	Clear lashing instructions for specific stowage situations
2	Officers' familiarity with the Cargo Securing Manual
3	Actual compliance with the Cargo Securing Manual
4	Cargo plan and Verified Gross Mass
5	Cargo Safe Access Plan
6	Availability of sufficient approved portable securing devices
7	Condition, compatibility and maintenance of securing devices
8	Cargo secured throughout the voyage
9	Bridge visibility requirements
10a–10b	Heavy weather navigation and prevention of cargo loss

The first question is straightforward: Does the ship have an approved Cargo Securing Manual on board?

But possession of the manual is only the beginning. The CIC also asks whether the Cargo Securing Manual (CSM) contains clear lashing instructions for the specific stowage situations encountered on board.

The manual should therefore be:

• approved and current;
• readily available to relevant crew;
• applicable to the ship's actual cargo arrangements;
• consistent with the securing equipment carried;
• supported by appropriate inspection and maintenance arrangements.

The IMO identifies the Cargo Securing Manual as a key instrument for ensuring that cargoes, cargo units and cargo transport units are loaded, stowed and secured safely.

It is about demonstrating that the ship has:

A “NO” to a critical item can have consequences extending beyond a simple deficiency, including consideration of detention.

The IMO also continues work on the revision of the Cargo Securing Manual guidelines, including the development of a harmonised performance standard for lashing software as a supplement to the CSM.

With the campaign beginning on 1 September 2026, shipowners and operators should not wait for the first PSC inspection to identify weaknesses.

A focused CIC 2026 Cargo Securing Readiness Assessment should be completed before the vessel enters the campaign period.

 

A best practice guide

1. Is the CIC applicable to the vessel? (question for information only)?

If the CiC is applicable to the vessel, managers and senior officers (the Master, Chief Officer and Chief Engineer) on board should ensure that every crew member is aware of the current CIC. They should particularly ensure that all related crew members have read the questionnaire and are well prepared to respond to the inspectors’ questions based on the vessel’s cargo securing manual and other official documentation relevant to the CIC’s subject.

2. a. Does the ship have an approved cargo securing manual onboard?

As stipulated in the first paragraph of MSC.1/Circ.1353/Rev.2 (issued on 7 December 2020), managers and senior officers (Master and Chief Officer) should ensure that the vessel carries a valid cargo securing manual approved by the corresponding Administration.

2. b. Does the CSM contain clear lashing instructions for all specific stowage situations found on board? (NA can only be recorded if Q2a is answered with No)?

Managers, DPAs and Senior Officers (the Master, Chief Officer and Chief Engineer) must ensure that the valid cargo securing manual on board contains clear lashing instructions for all stowage situations. They must also ensure that these instructions have been communicated to all cargo operations personnel, who must be fully aware of the capabilities and restrictions of the lashing equipment and the SWL for which it may be used.

3. Are relevant officer’s familiar with the contents of the cargo securing manual in respect of container stack weight and tier weight distribution as well as weight limitations for tank top, hatch covers and decks?

All officers involved in loading containers should be aware of the weight of the container stack (the total combined mass of all containers in a vertical column) and the correct weight distribution on each tier when using the stowage planning and ship loading software. They should also bear in mind that heavier units must be placed on lower tiers. Furthermore, with the help of company managers, they must identify the weight limitations of the vessel’s tank top, hatch covers and decks from the vessel’s ‘Design Loads’.

4.  Is the Cargo Securing Manual being complied with?

Senior officers on board who monitor and supervise cargo operations should ensure that all personnel involved have fully comprehended the provisions of the cargo security manual regarding loading operations and are strictly adhering to them (including crew members and stevedores, if applicable). Effective communication between all parties engaged in loading operations, both internal and external, is of paramount importance, as are safety measures and precautions.

5. Does the cargo plan reflect the verified gross mass of the containers being loaded?

All officers involved in loading containers should be familiar with stowage planning and ship loading software and be aware of the gross mass of the containers being loaded. This will enable them to successfully match the final cargo plan with any weight limitations and ensure safety across all aspects of container loading.

6. Does the ship have a “Cargo Safe Access Plan” (CSAP) to facilitate the proper stowage and securing of containers? (question for information only)

Managers and the vessel’s senior officers should ensure that any vessel specifically designed and fitted for carrying containers has an approved Cargo Safe Access Plan (CSAP) for all areas where containers are secured. The CSAP, which must be developed at the design stage of the vessel (as per Chapter 5 of the Annex to MSC.1/Circ.1353), details the safe walking paths, ladders and working platforms required for crew members to secure and lash shipping containers safely, thereby enabling all involved personnel to retain safe working conditions during all anticipated configurations of container stowage.

7.  Does the ship carry sufficient approved portable cargo securing devices, from the correct brand and type, onboard to properly stow and secure the cargo in accordance with the cargo securing manual?

The Master, Chief Officer and Bosun should ensure that the ship carries sufficient portable cargo securing devices of the correct brand and type for use during loading operations. If any such devices are to be installed on board for securing specific cargoes, approval must be obtained from the owners/master and the vessel’s classification society before installation.

8. Are the fixed and portable cargo securing devices in good condition, compatible with the ship and maintained in accordance with Inspection and maintenance scheme contained in the CSM?

The Master, Chief Officer and Bosun should monitor maintenance of the vessel’s fixed and portable cargo securing devices in accordance with the inspection and maintenance scheme contained in the CSM. To enable detailed monitoring, all maintenance must be recorded in the relevant vessel files and be available for inspection at any time.  When new or replacement securing devices are placed on board, they should be provided with the appropriate certification, which should be kept with the cargo security manual.   

9. Does the cargo stow comply with bridge visibility requirements?

The Master and Navigation Officer must be aware of, and strictly adhere to, the SOLAS requirements for minimum visibility (Regulation 22 – ‘Navigational bridge visibility’), which stipulate that the view of the sea surface from the conning position must not be obscured by more than 2L or 500 m (whichever is less) forward of the bow and up to 10° on either side, in all conditions of draft, trim, and deck cargo under which the vessel is expected to operate.     

10. a. Does the ship have procedures or arrangements in place, for example within the ships safety  management system, covering heavy weather navigation, including precautions to prevent the loss of cargo? (question for information only)

The managers must have prepared a checklist, such as the ‘Bridge Checklist: Navigation in Heavy Weather or Tropical Storm Areas’, for inclusion in the SMS. The Senior Officers and all bridge Officers of the Watch (OOW) on board should be aware of its content and strictly adhere to it whenever required.   

10. b.  Where they exist, have the procedures covering heavy weather navigation, including precautions to prevent the loss of cargo been complied with? (NA can only be recorded if Q10a is answered with No)

All Senior Officers and crew members engaged in cargo operations must fully comprehend and strictly adhere to the list of items included in the SMS’s ‘Navigation in heavy weather or in tropical storm areas’ checklist. Furthermore, they must record the actions they take to prevent cargo loss and ensure compliance with the relevant SMS provisions.

• Cargo Securing Manual compliance review;
• pre-PSC Cargo Securing inspection;
• verification of cargo securing arrangements;
• review of lashing equipment and maintenance records;
• crew familiarisation assessment;
• Cargo Safe Access Plan review;
• SMS procedures for heavy-weather cargo loss prevention;
• mock CIC / PSC inspection using the official 2026 questionnaire;
• preparation of corrective action plans;
• technical and regulatory consulting on SOLAS and the CSS Code.