## 1 Introduction  
### General Context  
In recent years, the study of interactions between ships and ice in cold climate regions has garnered significant interest, driven by the upsurge in commercial activities in these zones. The ongoing effects of global warming, altering the landscape of the Arctic zone, underscore the imperative nature of grasping the intricate dynamics of navigating through ice-infested waters. The interplay between a vessel and ice is contingent on several variables: the nature and thickness of the ice, the vessel's hull design, and its operational speed [1]. Research highlights that varying ice conditions present distinct challenges for maritime vessels. Comprehending these dynamics is vital for the safety and efficiency of nautical operations [1; 2; 3; 4; 5]. To address these challenges and enhance the safety of ships operating in polar waters, the International Maritime Organization (IMO) has developed the Polar Code [6]. The Polar Code provides guidelines and standards for ships operating in polar waters, aiming to ensure the safety of navigation and minimize the environmental impact in these sensitive regions. To examine the impact of ice on ship structures, analytical methods employing mathematical models have been extensively used. These models elucidate the physical interactions during ship-ice encounters by considering factors like the ice's strength and deformation attributes, integrated with the ship's hull design [7]. Advancements in numerical simulation, particularly finite element analysis (FEA), have enhanced our ability to scrutinize ship-ice interactions under diverse conditions. This approach offers nuanced and thorough insights into these complex phenomena. By breaking down the ice and ship structures into smaller segments, these simulations reveal the dynamic responses of the hull to various ice loads [8; 9; 10; 11; 12]. In the assessment of the risks associated with these interactions, both deterministic and probabilistic methods have been employed. Deterministic strategies, exemplified by the Finnish-Swedish Ice Class Rules (FSICRs), rely on historical data and empirical evidence to formulate design criteria for ice-resistant ships [13]. However, these methods might not adequately account for the variability and uncertainties in ice conditions, particularly in areas affected by climate change [14; 15]. Conversely, probabilistic methods, which consider the statistical distribution of environmental factors, offer a more thorough evaluation of the extreme load scenarios a ship might face [16; 17]. By factoring in elements like ice density, thickness, and other environmental variables, these methods calculate the likelihood of surpassing different ice load thresholds (Figure 1). This approach fosters a more resilient and adaptable design strategy for vessels operating in ice-laden waters [13; 14; 15; 16; 17]. Simultaneously, it is important to acknowledge that modern vessels, including those intended for navigation in polar regions, are increasingly being constructed from materials other than metals, such as reinforced composites [18]. Fiber-reinforced plastic (FRP) plays a crucial role in meeting the requirements set forth by the Polar Code [19]. FRP materials, known for their lightweight and high-strength characteristics, are increasingly being incorporated into the construction of vessels that navigate polar waters. The use of FRP in shipbuilding enhances the overall structural integrity and resilience of the vessel, better equipping it to handle the challenges posed by ice-infested waters. Incorporating FRP into the construction of ships operating in polar regions aligns with the broader objectives of the Polar Code, emphasizing the importance of adopting materials and technologies that contribute to safe and sustainable navigation in these vulnerable ecosystems.