2026 Ship Cargo-Securing Inspection Campaign

The Maritime and Port Authority of Singapore (MPA) advised companies and masters of Singapore-flagged ships about a concentrated inspection campaign (CIC) on ship cargo securing conducted by member states of the Tokyo MOU and Paris MOU from 1 September to 30 November 2026 (MPA Shipping Advisory No. 21 of 2026, 24 August 2026).

What inspectors assess

The CIC focuses on compliance with the vessel's approved Cargo Securing Manual (CSM) and the safe stowage and securing of cargo during port-state-control (PSC) inspections. Inspectors may verify that the CSM is onboard and reflects the vessel's actual operations, assess the condition and suitability of cargo-securing equipment, evaluate the application of lashings, and review heavy-weather securing arrangements. The advisory identifies lashing rods, turnbuckles, twist locks, chains, wire lashings, shackles, securing points and stanchions as examples of equipment requiring attention. Deficiencies in these areas that pose a significant risk to the vessel, crew, cargo or marine environment may result in detention; the advisory does not state that a deficiency automatically produces detention in every case (MPA, 2026 advisory).

MPA preparation guidance

MPA urged the ISM company and master of each Singapore-flagged ship to self-inspect before the vessel calls at a port. The advisory calls for the approved CSM to be available onboard, approved by the vessel's classification society and accurate for the actual cargo arrangements and operations. Operators should compare cargo securing with the CSM, including correct lashing angles, blocking and bracing, and heavy-weather measures; inspect and maintain securing equipment; and ensure that crew understand the CSM, equipment limitations, securing procedures and heavy-weather actions. The master should also ensure that pre-departure cargo-securing checks are performed and that maintenance records, inspection records and voyage-specific cargo documentation are maintained and readily available. This is preparation guidance for the campaign, not an MPA-issued compliance certificate (MPA, 2026 advisory).

Checklist scope and interpretation

The appended checklist applies only to ships required to have an approved CSM onboard, such as container, Ro-Ro and general-cargo ships; it is not a universal checklist for every ship or cargo movement. It asks whether the manual contains instructions for the stowage situations found onboard, whether relevant officers understand weight limits and distribution, whether the CSM is being followed, and whether the cargo plan reflects containers' verified gross mass. It also covers a Cargo Safe Access Plan, sufficient compatible portable securing devices, maintenance of fixed and portable devices, securing throughout the voyage, bridge visibility, and heavy-weather procedures in the ship's safety-management system. A “yes” answer alone does not establish compliance with intended design parameters. A “no” answer must be accompanied by a relevant deficiency on the inspection report, while a “no” on an asterisked item may lead to detention consideration (MPA, 2026 advisory).

Campaign scope and operator responsibility

The campaign is a time-bounded inspection focus coordinated through the Tokyo MOU and Paris MOU port-state-control regimes. MPA’s advisory is preparation guidance for Singapore-flagged ships; it is not a new Singapore cargo-securing statute, a certificate issued by MPA, or a guarantee that a ship will avoid inspection. The practical responsibility remains with the company and master to ensure that the ship’s approved CSM is current, that the crew can apply it, and that cargo-specific securing arrangements and records are available when the vessel is inspected (MPA Shipping Advisory No. 21 of 2026, 24 August 2026).

The campaign window does not turn every vessel movement or every cargo item into a separate inspection statistic. MPA’s published notice gives the period and inspection focus but does not state an expected number of inspections, a detention rate, or a compliance percentage. Any later claim about campaign results would therefore need a subsequent port-state-control or MPA release with its own population, inspection period and denominator; the advisory alone supports preparation requirements and checklist interpretation, not an outcome rate (MPA Shipping Advisory No. 21 of 2026, 24 August 2026).