What key documentation should accompany a dangerous goods shipment under the IMDG Code, and what is the OOW's practical interest in it?

A. No specific documentation is required beyond the general cargo manifest

B. A dangerous goods declaration (from the shipper, identifying the UN number, class, packing group etc.), and typically a container packing certificate confirming correct packing/securing — the OOW has a direct practical interest in checking this against the actual stowage plan, since incorrect or missing declarations can mean dangerous cargo is stowed without the segregation/precautions its true hazard class requires

C. Documentation is solely the shore agent's responsibility and never reviewed on board

D. A single generic certificate covers all classes of dangerous goods identically

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

B. None — stability is fixed regardless of loading

C. 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)

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

A. This only matters when the vessel is at anchor

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

C. Only relevant if the vessel carries passengers

D. 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