Cargo Securing & Lashing Inspection in Savannah.

Cargo securing and lashing inspection

A cargo securing and lashing inspection checks that the ship’s securing equipment, records and practices match its approved Cargo Securing Manual (CSM), and that cargo is actually being stowed and lashed the way the manual requires. It covers container ships, ro-ro and car carriers, general and project cargo ships, multipurpose ships, timber carriers and any ship carrying cargo units.

Shifted cargo and lost containers endanger crew and lead to costly claims. The topic now has extra attention: the Paris and Tokyo MoUs are running a concentrated inspection campaign on cargo securing from 1 September to 30 November 2026. vslSafety coordinates independent inspectors and lashing gear specialists to review the ship before or during cargo operations.

Regulatory requirements and standards

• SOLAS regulation VI/5 requires cargo units, including containers, to be loaded, stowed and secured throughout the voyage in line with the CSM approved by the Administration. SOLAS VII/5 applies the same principle to dangerous goods in packaged form.
• The Code of Safe Practice for Cargo Stowage and Securing (CSS Code) contains the principles and annexes for specific cargoes, and annex 13 gives methods for assessing the efficiency of securing arrangements for non-standardised cargo.
• MSC.1/Circ.1353/Rev.2 (December 2020), the revised guidelines for preparing the CSM, requires the manual on all ships carrying cargoes other than solid and liquid bulk. It defines maximum securing load (MSL) and requires an inspection and maintenance scheme for securing devices, covering acceptance, maintenance, repair or rejection, and records.
• Timber deck cargoes follow the 2011 TDC Code, and packing of containers and other cargo transport units follows the IMO/ILO/UNECE CTU Code.
• From 1 January 2026, SOLAS regulations V/31 and V/32, amended by resolution MSC.550(108), require the master to report containers lost at sea to nearby ships, the nearest coastal State and the flag State.

Class societies approve the CSM for many flags and publish rules for container securing systems, fixed fittings and lashing software. The master remains responsible for safe stowage and securing.

Inspection and record intervals

Item	Requirement	Interval	Reference
Cargo Securing Manual	Approved by the Administration, on board, and updated for changes to securing arrangements	Always; revise on modification	SOLAS VI/5, VII/5; MSC.1/Circ.1353/Rev.2
Portable securing devices	Routine visual examination of components in use	Per CSM inspection scheme, typically each use	MSC.1/Circ.1353/Rev.2
Fixed securing devices	Periodic inspection, maintenance and repair, with records	Per CSM and class	MSC.1/Circ.1353/Rev.2
Damaged gear	Rejection and segregation from serviceable stock	When found	CSM inspection scheme
Lashing assessment	Forces checked against MSL for the stowage, by manual method or approved software	Each loading condition	CSS Code annex 13; CSM
Containers lost overboard	Report to ships nearby, coastal State and flag State	Immediately	SOLAS V/31 (from 1 Jan 2026)

What the service includes

• Review of the approved CSM, approval letter, amendments and lashing software approval
• Check of equipment inventory against the CSM, including MSL, quantities and certificates for each device type
• Inspection of twistlocks, midlocks, lashing rods, turnbuckles, bridge fittings, stacking cones, chains, web lashings, wire lashings and shackles
• Inspection of fixed fittings: D-rings, lashing eyes, container sockets, cell guides, deck and hatch-cover foundations
• Observation of stowage and lashing against the CSM and cargo plan, including stack weights and lashing patterns
• Check of inspection and maintenance records, segregation of defective gear and crew familiarisation
• Review of heavy-weather procedures and pre-departure lashing checks
• Gap report with photographs, priorities and replacement or repair recommendations

Wire lashings and associated rigging can be renewed through our wire rope and rigging services, and cracked or wasted fixed fittings through welding and steel work, with NDT of welds where needed.

Ship and equipment types covered

Inspections cover container ships with fully automatic, semi-automatic or manual twistlocks and lashing bridges; ro-ro, ro-pax and car carriers with deck sockets, trailer trestles and chain or web lashings; multipurpose and project cargo ships with welded or bolted securing points; and timber carriers with uprights and lashing systems.

Common defects and PSC deficiencies

The 2026 CIC questionnaire looks at documents and planning (approved CSM, cargo plans, verified container weights, heavy-weather procedures), correct practice (crew following the CSM, stack limits, bridge visibility) and equipment condition (enough approved gear, correctly used and maintained, both portable and fixed). Typical findings include:

• CSM not approved, out of date, or not matching the gear actually on board
• Mixed twistlock types in one stow, or gear without certificates or MSL marking
• Bent lashing rods, seized turnbuckles, worn twistlocks and cracked D-rings
• Defective gear mixed with serviceable stock, and no inspection or maintenance record
• Stack weights or heights beyond CSM limits, and lashing calculations not done or not kept
• Unsafe access to lashing positions on container ships

Certificates and documents you receive

You receive an inspection report with the scope, methods and findings, a condition register of securing equipment by type and location, photographs and a prioritised action list. Where gear is replaced, the supplier’s certificates stating MSL and breaking load should be added to the CSM records. The report supports the ship’s own inspection and maintenance scheme but does not replace CSM approval by the flag or class.

How to prepare the vessel

Have the approved CSM, cargo plan, lashing software output, equipment inventory, certificates and maintenance records available. Inspecting empty decks shows fixed fittings best; inspecting during loading shows practice. Arrange safe access to lashing bridges and hatch covers, and assign the chief officer or bosun to accompany the inspector. Where lifting gear used for lashing work is involved, consider lifting appliance and cargo gear certification in the same call.

Information needed for a quotation

• Vessel name, IMO number, type, flag and class
• Port, ETA and ETD, and cargo operations planned
• Cargo type and trade, such as containers, ro-ro units, project cargo or timber
• Approved CSM and date of last revision
• Equipment inventory and known defects
• Recent PSC, charterer or insurer findings, or incident history
• Preferred timing: before, during or after loading

vslSafety coordinates a suitably experienced inspector at the vessel’s port and can arrange replacement gear or repairs in the same attendance.

Frequently asked questions

Which ships need a Cargo Securing Manual?

Under SOLAS VI/5 and the guidelines in MSC.1/Circ.1353/Rev.2, all ships carrying cargoes other than solid and liquid bulk cargoes need a CSM approved by the Administration. This includes container ships, ro-ro ships, general cargo and multipurpose ships. Bulk carriers and tankers that carry cargo units, for example deck cargo or containers, may also need one, and the 2026 CIC covers such ships where a CSM is on board.

What will PSC check in the 2026 cargo securing campaign?

The campaign runs from 1 September to 30 November 2026 in Paris and Tokyo MoU ports. Inspectors use a questionnaire covering the approved CSM, cargo plans, verified container weights and heavy-weather procedures; whether crew follow the manual for stowage, lashing, stack limits and bridge visibility; and whether enough approved lashing gear is on board and in good condition. Deficiencies can lead to detention.

How often must lashing gear be inspected?

There is no single IMO interval. The CSM must include an inspection and maintenance scheme, with routine visual checks by crew of gear in use and periodic inspection of fixed and portable devices, as the manual and class set out. Records of inspection, repair and rejection must be kept. Many operators add a full inventory check before and after heavy-weather seasons.

Can we use lashing gear that is not listed in the CSM?

Only if it has an equal or higher MSL, is compatible with the ship’s fittings and the manual is updated to include it. Mixing twistlocks of different types or strengths in one stow is a common cause of stack collapse and a PSC finding. Buy replacements with certificates stating MSL and breaking load, and add them to the CSM records.