Blog · Port State Control
Navigating Australian PSC in Late 2026: The Cargo Securing CIC and AMSA Priorities
Preparing for the 2026 Cargo Securing CIC
For ship operators, masters, and agents preparing for a Port of Brisbane call in the second half of 2026, the regulatory landscape demands careful attention. Port State Control (PSC) in Australia is rigorous, and missing a key update can lead to costly delays or detentions. This briefing provides general information to assist operators and is not intended as legal or regulatory advice.
A major event on the compliance calendar is about to commence. As announced on 3 August 2026, the Tokyo MOU and Paris MOU will launch a joint Concentrated Inspection Campaign (CIC) on Cargo Securing running from 1 September to 30 November 2026. During this three-month window, PSC officers will apply a specific questionnaire focused on SOLAS chapter VI requirements alongside routine inspections. They will scrutinize the loading, stowage, and securing of cargo units.
Masters must ensure that the approved Cargo Securing Manual is readily available and that the crew is fully familiar with its contents. Inspectors will look closely at the condition of lashing gear, twist locks, and chains, ensuring they are free from severe corrosion and maintained properly. Exceeding maximum permissible container stack weights or ignoring weight distribution limits will likely trigger a deficiency or even a detention.
AMSA Inspection Priorities and ISM Deficiencies
Understanding AMSA's historical targeting helps operators prepare for unannounced boardings. According to the data published in the AMSA Port State Control resources, the 2024 Annual Inspections Report logged 2,264 initial PSC inspections resulting in 133 PSC detentions. This represents a 5.9% detention rate. Across those inspections, AMSA recorded 5,960 deficiencies, averaging 2.63 per inspection.
The standout metric for operators to note is that the International Safety Management (ISM) Code accounted for the largest category of detainable deficiencies at 27.57%. A high rate of ISM detentions indicates that inspectors are looking past superficial hardware faults and penalizing underlying safety management failures. To mitigate this risk, operators should use tools like Berthfile to run a free PSC risk check based on AMSA published data, ensuring their Safety Management System is not just a binder on a shelf, but actively implemented by the crew.
Biofouling Compliance: DAFF Requirements
When preparing for an Australian port call, it is crucial to separate PSC safety checks from biosecurity requirements. Biofouling management is mandatory for vessels arriving in Australian territorial seas from international locations, a rule in force since 15 June 2022. Importantly, this regime is administered by DAFF under the Biosecurity Act 2015 and its regulations, not by AMSA. While AMSA handles the separate anti-fouling systems (AFS) certification, DAFF controls the biofouling arrival scheme.
Operators must submit all biofouling information through the Maritime Arrivals Reporting System (MARS) prior to arrival.
Accepted Proactive Management Practices
There is a common misconception that a compliant antifouling coating alone satisfies Australian arrival rules. It does not. DAFF specifies exactly three accepted proactive biofouling management practices for commercial vessels. The first is operating under a Biofouling Management Plan and Record Book consistent with Appendix A of the Australian Biofouling Management Requirements for Commercial Vessels (ABFMR-CV). The second is cleaning all biofouling from the hull and niche areas within 30 days before arrival. The third is implementing an alternative management practice that DAFF has pre-approved, requiring an application at least 30 days before arrival.
Furthermore, ABFMR-CV Version 4 took effect on 30 April 2026, bringing updated formatting and minimum content requirements for in-water cleaning reports under Appendix B. While the IMO 2023 Guidelines, resolution MEPC.378(80) adopted on 7 July 2023, provide an excellent global framework, they remain voluntary. The ABFMR is Australia's binding minimum standard.
In-Water Cleaning and Ballast Water
If a vessel cannot meet the proactive biofouling standards and requires reactive in-water hull cleaning upon arrival in Queensland waters, operators face additional regulatory layers. Any in-water cleaning in Queensland requires separate state approval, handled by Biosecurity Queensland (13 25 23) and the Department of Environment, Tourism, Science and Innovation (DETSI), on top of the federal requirement to capture biological waste.
Similarly, ballast water is regulated federally by DAFF under the Biosecurity Act 2015. Discharges must meet the Ballast Water Management Convention D-2 standard, limiting the viable organisms released into local waters.
Practical Takeaways for Agents and Masters
To ensure a smooth port call in late 2026, communication between the operator, the master, and the local agent is key. Masters should conduct a thorough internal check of all cargo securing arrangements well before entering Australian waters. Superintendents must audit the vessel's SMS to close any gaps that could trigger an ISM deficiency during an AMSA boarding. Finally, agents should verify that the vessel's MARS pre-arrival report accurately reflects one of the three accepted proactive biofouling practices, preventing costly biosecurity interventions upon arrival at the Port of Brisbane. This comprehensive approach to compliance will protect the vessel from delays and maintain a strong risk profile.