A vessel is loading a bulk cargo subject to the IMSBC Code that may liquefy (e.g. certain mineral concentrates). What key piece of information must be obtained and compared against the Transportable Moisture Limit (TML) before loading, and what is the consequence of getting this wrong?

A. The cargo's colour, which has no bearing on liquefaction risk

B. TML only applies to cargoes carried in containers, not in bulk

C. Only the bulk density of the cargo matters; moisture content is irrelevant under the IMSBC Code

D. The cargo's actual moisture content must be determined (via an appropriate certificate from the shipper, using a recognised test method) and compared against the TML — if the moisture content exceeds the TML, the cargo can behave like a liquid during the voyage (liquefaction), causing it to shift suddenly and potentially capsize the vessel, particularly in a beam sea

A. Increased displacement generally raises the centre of gravity if weight is added high up, and free surface effects in partially-filled tanks can reduce the effective metacentric height (GM)

B. None — stability is fixed regardless of loading

C. Only the Chief Engineer needs to consider this, never the deck watchkeeper

D. Additional weight always improves stability regardless of where it is placed

A. Significant — a failed watertight closure compromises the subdivision the vessel's damage stability calculations rely on, potentially allowing progressive flooding between compartments in the event of damage

B. Negligible — watertight doors below the waterline are rarely closed anyway

C. Only relevant if the vessel carries passengers

D. This only matters when the vessel is at anchor