Before departure, the weather forecast for the planned route shows a strong combination of sub-zero air temperature and building wind/sea state known to favour rapid superstructure icing, for a smaller vessel with significant exposed rigging. What should this prompt, before getting underway?

A. Departure should always be cancelled regardless of route alternatives or de-icing preparedness whenever any icing risk is forecast

B. A specific pre-voyage risk assessment of icing potential for this route and vessel, considering route/timing alternatives to avoid or minimise exposure to the worst combination of conditions, and ensuring de-icing equipment and crew briefing are properly prepared in case some exposure cannot be avoided — treating icing risk as a planning input, not just something to react to once it starts forming

C. The forecast should be disregarded for icing-specific planning purposes since icing risk cannot be meaningfully forecast in advance

D. No special planning is needed since icing can always be managed reactively once it begins to form, regardless of forecast severity

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