Blog · Port State Control

Australian PSC Readiness: Navigating the 2026 Cargo Securing CIC

Published 23 August 2026

Preparing for Australian Port State Control in Late 2026

Ship operators and masters calling at Australian ports face a strict regulatory environment. The Australian Maritime Safety Authority (AMSA) is highly active under the Tokyo MOU, while the Department of Agriculture, Fisheries and Forestry (DAFF) enforces mandatory biosecurity requirements. Arriving in locations like the Port of Brisbane requires careful attention to pre-arrival reporting, equipment maintenance, and crew familiarity with safety management systems.

As we move into late 2026, recent inspection data and new regional campaigns provide a clear roadmap for what port state control officers will target. Preparation should begin well before the vessel enters Australian territorial seas.

AMSA Inspection Trends and ISM Deficiencies

Understanding AMSA's historical focus areas helps operators direct their internal audits. According to AMSA's 2024 Annual Inspections Report, published in May 2025, the agency conducted 2,264 initial port state control inspections. These resulted in 133 detentions, yielding a 5.9% detention rate. Inspectors recorded 5,960 total deficiencies, averaging 2.63 per inspection.

A critical takeaway for ship managers is that safety management under the ISM Code remains the largest detainable deficiency category, accounting for 27.57% of detainable items. Port state control officers frequently treat operational failures, such as poor equipment maintenance or crew unfamiliarity with procedures, as evidence of a wider SMS breakdown.

In addition to ISM performance, AMSA continues to scrutinize environmental compliance equipment. As noted in the AMSA Index of marine notices, the agency issued Marine Notice 2025/06 targeting the testing and inspection of oil filtering equipment under MEPC.107(49). Crews should ensure oily water separators are properly maintained, sample lines are clear, and fail-safe arrangements function correctly before arriving in Australia.

The 2026 Tokyo MOU Cargo Securing CIC

Between 1 September and 30 November 2026, the Tokyo MOU and Paris MOU are conducting a joint Concentrated Inspection Campaign (CIC) on Cargo Securing. This campaign applies to all vessels and is carried out in conjunction with routine port state control inspections.

As announced in an August 2026 press release available via Tokyo MOU Publications, port state control officers will use a standardized questionnaire to verify compliance with SOLAS cargo securing requirements. If your vessel is calling at Brisbane or any other Australian port during this window, inspectors will focus heavily on your Cargo Securing Manual (CSM).

Practical preparation for the CIC should include:

• Confirming that an approved Cargo Securing Manual is available on board and reflects the actual cargo and lashing arrangements.
• Inspecting all fixed and portable securing devices to ensure they are in good condition and supplied in sufficient numbers.
• Verifying that the Master and relevant officers are familiar with the CSM instructions and weight distribution limitations.
• Addressing any damaged lashing gear immediately, as damaged equipment is a common trigger for detainable deficiencies.

Separating AMSA PSC from DAFF Biofouling Rules

While AMSA administers the Anti-Fouling Systems (AFS) certification regime and general port state control, biofouling management falls under entirely separate jurisdiction. Mandatory biofouling rules for international arrivals are administered by DAFF under the Biosecurity Act 2015 and the Biosecurity Amendment (Biofouling Management) Regulations 2021.

Operators must report biofouling information through the Maritime Arrivals Reporting System (MARS). For compliance, there are exactly three accepted proactive biofouling management practices a commercial vessel can rely on. A compliant antifouling coating alone is not one of these accepted practices.

The three accepted methods are:

1. Operating under a Biofouling Management Plan and Record Book consistent with Appendix A of the Australian Biofouling Management Requirements for Commercial Vessels (ABFMR).
2. Cleaning all biofouling from the hull and niche areas within 30 days before arrival.
3. Implementing an alternative management practice pre-approved by DAFF, which requires an application at least 30 days before arrival.

Be aware that the Australian Biofouling Management Requirements for Commercial Vessels Version 4 took effect on 30 April 2026. This updated standard includes Appendix B, which sets out the minimum content required for an in-water cleaning report. If a vessel undergoes in-water hull cleaning in Queensland waters before calling at Brisbane, operators must also secure separate Queensland approval from Biosecurity Queensland or the Department of Environment, Tourism, Science and Innovation, on top of federal requirements.

IMO Guidelines and Practical Compliance

While Australia's binding minimum standard is the ABFMR, many operators look to international frameworks for guidance. The current international standard is the 2023 IMO Guidelines, adopted under resolution MEPC.378(80), which supersede the older 2011 guidelines. However, these IMO guidelines remain voluntary on a global level. For Australian arrivals, operators must ensure their plans specifically align with the mandatory DAFF requirements.

Using a decision support tool like Berthfile can streamline this process. The Berthfile biofouling copilot helps draft accurate MARS pre-arrival reporting paperwork, while its port state control risk check leverages published AMSA data to highlight potential vulnerabilities before your vessel arrives. By combining robust ISM practices, meticulous cargo securing preparations, and strict adherence to DAFF biofouling rules, operators can ensure a smooth and compliant port call in Australia.