(www.MaritimeCyprus.com) From 1 September to 30 November 2026 , the Paris and Tokyo Memoranda of Understanding (MoUs) on Port State Control (PSC) will conduct a joint Concentrated Inspection Campaign (CIC) focusing on cargo securing. During this period, PSC officers will apply a dedicated inspection questionnaire alongside routine inspections across ports in Europe and the Asia-Pacific region. While avoiding deficiencies or detention will be a priority for operators, the campaign is also a timely reminder that shortcomings in cargo securing often reflect wider operational risks, many of which can ultimately lead to P&I claims. More than a compliance exercise Cargo securing is a fundamental part of safe ship operations. Poorly secured cargo can shift on passage, damage the vessel or other cargo, potentially compromise the vessel’s stability, create a risk to the crew, or lead to cargo being lost overboard. Such situations can create environmental and navigational hazards, as well as having high associated costs of recovery. From a liability perspective, the implications are significant. Under Article III Rule 2 of the Hague-Visby Rules, the carrier must: “Properly and carefully load, handle, stow, carry, keep, care for, and discharge the goods carried.” Where this obligation is not met, cargo interests may pursue claims against the carrier. In many cases, investigations identify the following shortcomings: Incorrect lashing arrangements applied to the cargo Stability considerations not properly addressed Incorrectly declared verified gross mass (VGM) and vertical centres of gravity (VCG) Poor condition of lashing or securing equipment Using lashing equipment incorrectly or outside the manufacturers design limits Failure to follow the vessel’s Cargo Securing Manual (CSM) Premature removal of lashings prior to port entry Failure to follow the requirements and guidance of the CSS Code What PSC inspectors will be looking for Although the final CIC questionnaire will