During an active icing event, conditions on deck have become hazardous enough that a sensible Master would normally withdraw crew from active de-icing work, but the vessel's ice load is visibly growing and there is pressure (from the crew's own sense of urgency, or from the Master) to keep working regardless. What should guide the decision?

A. This decision should always be made by whichever crew member is physically on deck at the time, without Master involvement

B. The growing ice load is irrelevant to the decision about whether de-icing work should continue in hazardous conditions

C. Crew should always continue active de-icing work regardless of how hazardous deck conditions become, since stopping is never an acceptable option

D. The safety of the crew attempting de-icing must be weighed honestly against the marginal benefit of continued de-icing in genuinely hazardous conditions — sending crew onto an icy, pitching deck in worsening weather to fight an accumulation that route/heading changes might address more safely is not automatically the right call just because "doing something" feels more proactive than changing course

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