Why did CCC 12 agree to a new performance standard specifically for onboard lashing software, rather than leaving cargo securing calculations to existing manual methods?

A. Lashing software was banned and this standard reintroduces it

B. Increasing use of onboard lashing software on containerships meant different software solutions could use differing methodologies, assumptions, and outputs — leading to inconsistent assessments of the same container securing arrangement

C. The standard is purely a licensing requirement with no technical basis

D. It only applies to vessels built before 2015

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