What practical limitations affect a crew's ability to actively de-ice a vessel's superstructure in the kind of severe weather conditions that cause rapid icing in the first place?

A. De-icing equipment and crew effort have no practical limitations in any weather condition, making proactive route/heading adjustment unnecessary

B. De-icing can always be performed safely and effectively regardless of how severe the weather conditions causing the icing actually are

C. The same severe cold, wind, and sea state that causes rapid icing also makes manual de-icing (using mallets, hot water, steam, or mechanical means) genuinely difficult and hazardous for crew working on an exposed, icy, moving deck — de-icing capability can be significantly reduced exactly when icing rate is highest, meaning route/heading changes to reduce spray generation may be more effective than relying on active de-icing alone

D. De-icing is only ever required after the vessel has already capsized, making it irrelevant as a preventive measure

A. Vessel size has no bearing on the relative risk posed by a given amount of accreted ice

B. Ice accretion capsize risk depends solely on air temperature and has no relationship to vessel size or stability margin at all

C. A given mass of accreted ice represents a much larger percentage of a small vessel's total displacement and a proportionally greater rise in centre of gravity relative to its (generally smaller) margin of stability, compared to the same ice mass on a much larger vessel — small vessels with high topside structure (masts, rigging, gear) relative to their hull size are especially vulnerable

D. Larger vessels are always more vulnerable to ice accretion capsize risk than smaller vessels, reversing the actual relationship

A. Low air temperature (well below freezing) combined with strong wind generating significant sea spray, particularly when the vessel is heading into or across the weather such that spray is regularly thrown over the bow/sides onto exposed structure — the combination of cold air and wind-driven spray icing rate is far more severe than either factor alone

B. Air temperature has no bearing on icing rate; only wind speed determines how quickly ice accumulates

C. Icing is most severe in calm conditions with no wind or spray, regardless of air temperature

D. Icing only occurs when the vessel is stationary and never occurs while underway, regardless of conditions