In the autumn of 2015, the Norwegian University of Science and Technology (NTNU) and the Swedish Polar Research Secretariat (SPRS) performed a research cruise, named the "Oden Arctic Technology Research Cruise 2015" (OATRC2015) involving the two Swedish icebreakers Oden and Frej in the international waters north of Svalbard. The ExxonMobil Upstream Research Company supported and participated in OATRC2015. The overall objective of OATRC2015 was to perform a safe cruise collecting valuable and important scientific data and to conduct full-scale field trials for testing of key technologies. The scientific scope of OATRC2015 included three major fields of studies, namely: 1) collection of full-scale data necessary to build, calibrate and validate numerical models for floaters in ice, 2) collection of full-scale data necessary to build, calibrate and validate numerical models for Ice Management operations, and 3) collection of data for health, safety and environmental research. This paper presents OATRC2015, including the objectives of the expedition, and provides an overview of the performed research and the major findings. Several companion ATC 2016 papers are complementary to this paper.

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Existing design codes and most methods for ice load calculation for conical structures do not take velocity effects into account. They were developed as an upper bound estimate for the load from slow moving ice which fails in bending against the cone. Velocity effects can be ignored when the structure is designed for an area with slow ice movement, for example, the nearshore Beaufort Sea. Sakhalin structures will be exposed to ice moving at velocities up to about 1.5 m/sec. Model tests show that quasi-static methods may underestimate the ice load on a steep cone when the interaction velocity is that high. The present paper summarizes results of published model tests with conical structures that show a velocity effect. An empirical correction factor to the Ralston method is developed to account for the increase in cone load with ice velocity. The paper also discusses velocity effects on ice failure length and possible transition from bending failure to an alternative failure mode when the ice velocity is high.