Fjord-terminating glaciers in Svalbard lose mass through submarine melt and calving (collectively: frontal ablation), and surface melt. With the recently observed Atlantification of water masses in the Barents Sea, warmer waters enter these fjords and may reach glacier fronts, where their role in accelerating frontal ablation remains insufficiently understood. Here, the impact of ocean temperatures on frontal ablation at two glaciers is assessed using time series of water temperature at depth, analysed alongside meteorological and glaciological variables. Ocean temperatures at depth are harvested at distances of 1 km from the calving fronts of the glaciers Kronebreen and Tunabreen, western Svalbard, from 2016 to 2017. We find ocean temperature at depth to control c. 50% of frontal ablation, making it the most important factor. However, its absolute importance is considerably less than found by a 2013–2014 study, where temperatures were sampled much further away from the glaciers. In light of evidence that accelerating levels of global mass loss from marine terminating glaciers are being driven by frontal ablation, our findings illustrate the importance of sampling calving front proximal water masses.

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The paper compares measurement-based measures for human vibration exposure. Data were collected during sea trials on a 10 m, 50 kn coastguard craft equipped with a three-axial accelerometer at the coxswain seat and with vertically mounted gauges measuring the acceleration of the cockpit floor. The ISO 2631-1:1997 measures of vibration (namely the root-mean-square (r.m.s.) value of the whole-body vibration (determined from the frequency-weighted acceleration signal), the maximum transient vibration value (MTVV), and the vibration dose value), the ISO 2631-5:2004 measure (namely the daily equivalent static compression dose Sed), and also statistically based measures to evaluate the acceleration magnitude are compared and discussed with respect to their ability to identify the mitigating effect of the suspension seat and how the different measures rank the severity of the high-speed craft (HSC) ride. The paper concludes that the r.m.s. value and the MTVV are unsuitable for evaluation of the conditions aboard while the other investigated measures show potential in this respect. Further the approach of ISO 2631-5:2004 taking both the short-term and the long-term perspectives on the human exposure to vibration is concluded to be the most mature method well suited to evaluation of HSC conditions.

In this paper, the problem of collaborative tracking of an underwater target using autonomous surface vehicles is studied. As a solution, we consider distance-based formation control with a collision-avoidance potential function. The devised formation control protocol is applied to the formation tracking problem, where vehicles form a desired formation around a moving target and estimate its position. More precisely, the centroid of the formation tracks the target. Almost global stability is proved for the case with three tracking agents. A fully operational platform with four autonomous surface vehicles was built to implement the derived algorithms, where one of the vehicles was used to simulate a target and the rest to try to form a triangle formation around the target. Power usage of a naval vessel is highly affected by resistance forces which increases significantly with velocity. To account for this and increase the overall system endurance, the derived formation tracking protocol was furthermore modified with an additional term. Experimental results are presented.

A comparative Life Cycle Assessment is performed for different structural material concepts on a 24-m-long high-speed patrol craft. The study is comparative and determines the differences in and sensitivities to environmental impact, especially in relation to the total impact of fuel burn for the different material concepts. The material concepts are aluminium and various composite combinations consisting of glass fibre and carbon fibre with vinyl ester resin both as single skins and as sandwich with a Divinycell foam core. Commercially available standard Life Cycle Assessment software is used for the Life Cycle Assessment calculations. The study shows that regardless of hull material concept, the environmental impact is dominated by the operational phase due to relatively large fuel consumption. In the operational phase, the lightest carbon-fibre concept is shown to have least environmental impact. Considering the manufacturing phase exclusively for the different hull concepts, it is concluded that the manufacturing of the aluminium hull has a somewhat larger environment impact for the majority of Life Cycle Assessment impact categories in comparison to the different composite hulls. The significant impact on the marine and the fresh water aquatic ecotoxicity originates from the aluminium raw material excavation and manufacturing processes. It is shown that the lightest hull, the carbon-fibre sandwich concept, with a 50% structural weight reduction compared to the aluminium design, can be utilized to reduce the fuel consumption by 20% (775 ton of diesel) over the lifetime with significant impact on the dominating environmental aspects considered herein, abiotic depletion, global warming and acidification.