Your examiner asks: "What is the Stockholm Agreement, and how does it relate to your vessel's stability?"

A. The Stockholm Agreement is a regional agreement (applied to certain North West European RoRo passenger ferries) imposing enhanced damage stability survivability standards specifically addressing the risk of water accumulating on the RoRo deck after damage (the "water-on-deck" scenario that contributed to historical RoRo capsizing casualties) — vessels built to comply must demonstrate survivability against this specific accumulated-water scenario, beyond the baseline SOLAS damage stability standard.

B. The Stockholm Agreement is a global SOLAS amendment applying to all cargo and passenger ships worldwide, unrelated to RoRo-specific water-on-deck risk.

C. The Stockholm Agreement concerns crewing levels and working hours on RoRo vessels, with no stability content.

D. The Stockholm Agreement removed all damage stability requirements for RoRo vessels built after 1996 in the agreement's signatory states.

A. A damage control plan/booklet showing watertight subdivision, cross-flooding arrangements (for vessels relying on cross-flooding to limit heel after damage), the approved damage stability information for anticipated damage cases, and equipment for emergency shoring/temporary repairs — together with draft gauges/inclinometers to monitor actual list and trim against the predicted damage condition.

B. RoRo vessels are exempt from carrying damage stability information on board since their open vehicle decks make pre-calculated damage scenarios impossible to predict.

C. Cross-flooding arrangements are a feature only of warships, not merchant RoRo vessels, and have no application here.

D. Damage control information is held only by the classification society ashore and is not required to be carried on board.

A. Declared commercial vehicle weights can be unreliable (under-declaration is a known industry issue), so MSN guidance recommends applying an allowance/margin (commonly cited around an extra 10%) above the declared weight when calculating the vessel's loaded condition for stability purposes, rather than relying on the declared figure alone.

B. Declared vehicle weights are always precisely accurate and require no margin or allowance in stability calculations.

C. Vehicle weight allowances apply only to passenger vehicles, not commercial/heavy goods vehicles.

D. MSN guidance on vehicle weight relates only to deck loading/structural strength, with no stability calculation relevance.