Refer to figure.
Note: There is a very similar question to this that is seen less commonly, and with feedback that is not quite as complete, question 328148.

Hydroplaning is caused by a thin layer of fluid that separates the tires from the runway. It causes substantial reduction in friction between the airplane tires and the runway surface and results in poor/no braking action. High aircraft speed, standing water, slush, and a smooth runway texture are factors conductive to hydroplaning.

• Dynamic hydroplaning occurs when there is standing water or slush on the runway deeper than the tread depth of the tyres. A wedge of water builds up, lifting the tires away from the runway surface. The speed of the airplane, the depth of the water, and the air pressure in the tires are some of the factors that affect dynamic hydroplaning.
• Viscous hydroplaning can occur when oil or accumulated rubber combines with water on a runway, it forms a very thin, impenetrable layer of slippery liquid your tires can’t break through. This is especially problematic on smooth runways, and it can occur on just a thin film of water. Viscous hydroplaning typically occurs in the touchdown zone of the runway, where you get a build-up of black rubber deposit.
• Reverted rubber hydroplaning is the result of a prolonged locked-wheel skid, in which reverted rubber acts as a seal between the tire and the runway. Entrapped water is heated to form steam, which supports the tire off the pavement.

Particularly important in this question is the mention of the rubber deposits in the touchdown zone and the runway being wet (indicating viscous hydroplaning). As an extra help, the examiner says that the runway is long so heavy braking is not required, and is also wet, removing the possibility of reverted rubber hydroplaning.

The crosswind is the only real problem here, as the lack of traction in the touchdown zone is not a massive issue for braking, but directional control may be difficult if the gear cannot gain traction in crosswind conditions.