Why is it valuable for a vessel experiencing significant superstructure icing to report this observation (via voluntary observing ship weather reports or directly to nearby/following traffic), beyond simply managing the icing on board?

A. Reporting observed icing has no value to any other vessel or service, since icing conditions are purely local to the reporting vessel's specific position

B. Icing reports should only be made after a vessel has already experienced a stability emergency as a result of icing

C. A first-hand report of actual icing severity at a specific position and time gives other vessels in the area, and weather/forecasting services, real observational data that can refine icing forecasts and warn following traffic of conditions more severe than the general area forecast might suggest — this mirrors the value of reporting other hazards (ice warnings, GNSS interference) elsewhere in this content, where a single vessel's direct observation has wider value beyond its own immediate situation

D. Only meteorological agencies are equipped to detect and report icing conditions; vessel observations are never useful for this purpose

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