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The data set consists of high resolution airborne measurements that were obtained mainly over Svalbard and near the sea ice edge north of Svalbard on three days in March 2013 during the campaign "SpringTime Atmospheric Boundary Layer Experiment (STABLE). STABLE was led by the Alfred Wegener Institue (AWI) and by the Finnish Meteorological Institute (FMI). The measurements were performed using the POLAR 5 research aircraft, where all research flights of 5-6 hours duration started and ended at Longyearbyen airport. During STABLE, observations focused on the vertical structure of the lower troposphere as well as boundary layer modifications, e.g. during marine cold-air outbreaks and by convection over leads in sea ice. The data set presented here predominantly consists of measurements that were obtained over the Wijdefjorden, which is a North-South oriented fjord with a length of more than 100km in the northern part of Spitsbergen. The measurements were carried out to study the boundary layer structure in the fjord as well as for analyses of the role of the topography on the atmospheric conditions. In its southern part, the fjord was covered by land-fast sea ice until about 72.5km north of the fjord's head. In its northern part, there was open water. On all three days, the corresponding flight patterns mainly consisted of vertical aircraft profiles between 30m and 1000-1500m height during saw-tooth patterns and of low- and high-level horizontal flight legs from the marginal ice zone towards the fjord and vice versa. Each file consists of measurements from one flight leg, where in each file name we include start and end time (in UTC) and the following abbreviations: • h: low-level horizontal flight leg (below 1000m flight altitude) • H: high-level horizontal flight leg (above 1000m flight altitude) • t: ascent or descent with an altitude difference 1500m (or ascent/descent at high altitudes) The airborne measurements were obtained by instruments installed in and at a turbulence nose-boom. The following variables are included in the data set (see Table 1): air pressure (static & dynamic) and wind obtained from a Rosemount 858 five-hole probe as well as temperature (Pt100 resistance thermometer), all with 100 Hz sampling rate, relative humidity (Vaisala HUMICAP in a Rosemount housing, 1Hz), radar altimeter (1Hz), and surface temperature (KT-19 radiation thermometer, 10Hz). Global Position System (GPS) and Inertial Navigation System (INS) were used to derive the aircraft's height, velocity, and position, and also for the calculation of the three wind components. Besides the GPS-based height, we provide also the more reliable pressure-based altitude. All variables are provided with 100Hz in each file. Air pressure and air temperature data were corrected as described in detail by Michaelis et al. (2022). Relative humidity data were corrected for adiabatic heating, which occurs due to compression of the air entering the Vaisala HUMICAP sensor situated in the Rosemount housing (see Smit et al., 2013). More detailed description on the measurements including the instruments' accuracies and the quality-processing of the measurements is provided by Suomi et al. (2023), for which this data set is a supplement, as well as by Michaelis et al. (2021, 2022) and Tetzlaff et al. (2014, 2015). In the latter four publications, data from the STABLE campaign is used as well but mainly from flight days other than in this data set. The corresponding data are available at Lüpkes et al. (2021a, b). Master tracks for all STABLE research flights can be found at Steinhage (2015). Finally, Hartmann et al. (2018) provide more details on the quality of such airborne measurements in general including instrument calibrations and the determination of related measurement accuracies. Note that for the wind measurements the full accuracy is only achieved and the estimates on uncertainty are only valid for straight level flight sections (Hartmann et al., 2018).

The Snow and Ice Mass Balance Array (SIMBA) is a thermistor string type IMB (Jackson et al., 2013) that measures the environment temperature SIMBA-ET and temperature change (SIMBA-HT) after an identical heating element is applied to each sensor. This SIMBA (FMI02) was deployed in the high Arctic during the Polarstern Arctic cruise (ARK-XXVII/3) on 22, September 2012. The SIMBA thermistor chain is 4.8 m long and equipped with 240 thermistors at 0.02 m spacing. Snow depth and ice thickness were derived manually by investigating the SIMBA_ET vertical temperature profiles. This SIMBA was deployed on 22 Sep 2012 at 15:15 UTC. The initial position was Latitude: 88.81287 N Longitude: 57.53883 E. The initial ice thickness was 1.44 m; Freeboard was 0.21 m and the snow depth was 0.03 m. The submitted data package includes 3 data files, i.e., SIMBA GPS position; SIMBA snow depth and ice thickness and SIMBA environmental temperature (SIMBA_ET).

Temperature and heating-induced temperature were measured along a chain of thermistors. Digital Thermistor Chain DTC16 is an autonomous instrument that was installed on drifting sea ice in the Arctic Ocean during the MOSAiC expedition on 7 November 2019. The thermistor chain was 4.16 m long and included sensors with a regular spacing of 2 cm. The resulting time series describes the evolution of temperature during the heating cycle of 20 s and after the heating cycle during the following 40 s as a function of geographic position (GPS), depth, and time between 7 November 2019 and 27 April 2020 in sample intervals of 6 hours. It also contains manually estimated position of air-snow, snow-ice, and ice-water interfaces. The DTC was installed in deformed second-year ice next to the HSVA stress panels close to RV Polarstern.

Electrification and digital tools are both on the rise. Digital tools can save time and resources, while for example hybrid and full electric marine vessels decrease operating costs and emissions in transport. These vessels require their power electronic devices to work perfectly in synchronization as a complete system, which requires careful parameterization of the equipment and control logic. The objective of this thesis is to create a simplified simulation model of a generic marine hybrid powertrain to be used in parameter testing. The minimum required parameters needed to parameterize the model to match a real-life vessel and a verification of the model's function are also needed. The simulation model was made with Matlab and Simulink from MathWorks. The modelled system's layout is based on multiple existing Danfoss Editron projects, as the model would need to be usable for different set-ups. Existing simulation models and their components were used for guidance and as building blocks. The model's logic and rules are based on Danfoss Editron's internal instructions, manuals, and knowledge. The final product is presented in sections. The simulation model contains genset models, an energy storage model, a load model, a power balance model, and a DC-link model. Input and output signals as well as relevant equations are given for each of these sections. Continuous testing was done throughout the development of the model, and the performance of the final version was verified by parameterizing it to match an existing vessel and comparing the model's output data to measured data. A list of minimum required parameters for setting up the model was constructed during the verification tests and these parameter lists are presented. Based on the relatively small errors between simulated and measured data, the model could be used in parameter and control logic testing in pre-commissioning. Further development could be done to include for example a PLC model, more precise diesel and battery models, more options for different control types, and more user interface functions. Maailma sähköistyy ja digitaaliset työkalut yleistyvät. Digitaalisilla työkaluilla voidaan säästää aikaa ja resursseja, kun taas esimerkiksi hybridi- ja täyssähkölaivat vähentävät käyttökustannuksia ja päästöjä liikenteessä. Tällaisissa laivoissa käytetyn tehoelektroniikan on muodostettava yhtenäisesti toimiva järjestelmä, mikä vaatii tarkkaa laitteiden ja ohjauslogiikan parametrisointia. Tämän työn tarkoituksena on tehdä yksinkertainen ja yleispätevä simulaatiomalli hybridilaivan sähköisestä voimansiirtojärjestelmästä parametritestaamista varten. Vähimmäisvaatimuksena olevat parametrit, joilla mallin saa parametrisoitua vastaamaan oikeaa laivaa, sekä mallin verifiointi vaaditaan myös. Simulaatiomalli toteutettiin MathWorksin Matlabilla ja Simulinkillä. Simuloidun järjestelmän rakenne perustuu useaan Danfoss Editronin todelliseen projektiin, koska mallin pitää olla sovellettavissa erilaisiin järjestelmiin. Olemassa olevia simulaatiomalleja ja niiden osia käytettiin työssä sekä suuntaohjeina että varsinaisina komponentteina. Mallin logiikka ja säännöt pohjautuvat Danfoss Editronin sisäisiin ohjeisiin, manuaaleihin ja tietoihin. Lopputulos esitellään osissa. Simulaatiossa on generaattori-, energiavarasto-, kuorma-, tehotasapaino- sekä DC-linkkimallit. Jokaiselle osiolle esitetään sisään- ja ulostulosignaalit sekä olennaiset yhtälöt. Mallia testattiin jatkuvasti sen kehityksen aikana ja lopullinen versio verifioitiin parametrisoimalla se vastaamaan olemassa olevaa laivaa ja vertaamalla mallin antamaa dataa mitattuun dataan. Mallin valmistelussa tarvitut olennaisimmat parametrit listattiin verifiointiprosessin aikana ja nämä listat esitellään työssä. Simuloidun ja mitatun datan suhteellisten pienten eroavaisuuksien perusteella tämän työn aikana rakennettu simulaatiomalli soveltuu kätettäväksi käyttöönottoa edeltävissä parametri- ja ohjauslogiikkatesteissä. Jatkokehitysvaiheissa malliin voitaisiin esimerkiksi lisätä PLC-malli, tarkemmat diesel- ja akkumallit, enemmän ohjauslogiikkavaihtoehtoja, sekä kehittää käyttöliittymää.

Tässä kandityössä tutkitaan polymeerikomposiittien käyttökohteita ja käyttöön johtaneita syitä veneteollisuudessa. Työssä on selvitetty veneteollisuuden erityisiä materiaaleihin liittyviä vaatimuksia, sekä polymeerikomposiittien soveltuvuutta veneteollisuuteen. Työstä selviää myös erilaisia polymeerikomposiittien kehityskohteita veneteollisuudessa. Tutkimus on kirjallisuuskatsaus, jonka tietolähteinä käytetään painettua kirjallisuutta, sekä julkisia internetistä löytyviä artikkeleita ja valmistajien kotisivuja. Tutkimuksessa tutkitaan pääasiassa alle 24-metrisiä veneitä, sillä sitä suurempia aluksia voidaan pitää jo laivoina. Tutkimuksessa selvisi, että polymeerikomposiitit ovat erittäin suosittu materiaali veneteollisuudessa, mutta polymeerikomposiiteilla on kuitenkin vielä kehitys tarpeita. Työn tuloksena löydettiin veneteollisuuteen sopivien polymeerikomposiittien tärkeitä ominaisuuksia, sekä käyttökohteita. This bachelor’s thesis investigates the applications of polymer composites and the reasons behind the use of polymer composites in the boat industry. The research explains what is required from materials in boat industry, and how polymer composites suite the boat industry applications. The work also reveals development needs for polymer composites in the boat industry. The study is a literature review in which printed literature as well as public articles and manufacturers' websites are used as sources. The study focuses on boats less than 24 long in length, as larger ones can already be considered ships. The study found that polymer composites are already a very popular material in the boat industry, but polymer composites still have development needs in the industry. As a result of this study, important properties, and applications for polymer composites in boat industry were found.

The data were collected from an experiment using phytoplankton cultures (Apocalathium malmogiense and Rhodomonas marina). The aim of the experiment was to study carbon cycling among phytoplankton and bacteria, and the effects on the dissolved organic matter (DOM) pool. Measured variables include phytoplankton and bacterial abundance, primary production, bacterial production and respiration, 14C-transfer from phytoplankton to DOM and bacteria, concentrations of particulate and dissolved organic carbon, nitrate, phosphate and chlorophyll a, and optical characteristics of dissolved organic matter. The experiment was conducted at Tvärminne Zoological Station, Hanko, Finland with non-axenic unialgal phytoplankton cultures and bacteria originating from the Baltic Sea. The experiment was conducted between Dec. 2017 and Apr. 2018. The experiment consisted of two parts, the DOM release experiment (part 1) and the DOM consumption experiment (part 2). Separate triplicate batch cultures of both phytoplankton species were grown for each experiment. In the DOM release experiment the cultures were grown for over 4 months and three day-long incubations (key point incubations, KPI's) were initiated on three occasions; the first KPI at early exponential growth phase and the second and third KPI's when the phytoplankton had grown more abundant. During each KPI and aliquot of the culture was inoculated with freshly collected sea water bacteria, and bacterial community composition was measured. This aliquot was then divided into two further aliquots; one was incubated with radioisotopes for productivity (primary and bacterial production) and 14C-flow analyses (production line) and one filtered through 0.8 µm for analysis of DOM optical properties. During the KPI's measurements were taken at 0, 4, 8 and 12 h. Nutrient concentrations (measured from non-filtered and 0.8 µm filtered samples) and concentration of dissolved organic carbon were measured only at 0 and 12 h. Concentrations of particulate organic carbon and nitrogen and chlorophyll a were measured only once for each KPI at the beginning of the incubation. In the DOM consumption experiments the cultures were grown to high abundance, after which the phytoplankton and most of the bacteria were filtered out. The filtrate was then inoculated with freshly collected sea water bacteria, after which it was incubated for 7 days. Bacterial abundance, production, respiration, and community composition, and concentration and optical properties of DOM were measured daily. The experimental design is explained in figure 1 of the associated publication.

Tämän diplomityön tarkoituksena on määrittää teknologiset vaihtoehdot lämpöenergian talteenotolle, varastoinnille ja hyödyntämiselle Itämeren alueen avustavalle jäänmurtajalle. Lämpöenergian talteenoton ja varastoinnin tarkoituksena on alentaa polttoaineen kulutusta, päästöjä ja käyttökustannuksia. Kansainvälisen merenkulun päästöjä tulee vähentää 50 % vuoden 2008 tasosta vuoteen 2050 mennessä. Päästötavoitteen saavuttaminen vaatii alusten energiatehokkuuden parantamista sekä vaihtoehtoisten polttoaineiden käyttöönottoa. Dieselmoottorin hyötysuhde on jo lähes 50 %. Suurin osa jäljelle jäävästä energiasta esiintyy lämpöenergiana pakokaasuissa ja jäähdytysvedessä. Tätä lämpöenergiaa voidaan ottaa talteen, varastoida ja hyödyntää aluksen sekä sen eri järjestelmien lämmittämiseen. Jäänmurtajan vaihtelevasta käyttöprofiilista johtuen talteen otettavan lämpöenergian ja sen kulutuksen suhde eivät useimmissa operointitapauksissa ole samanaikaisia. Työssä esitetään laskennallisesti jäänmurtajan lämpötase. Laskennan ja määritettyjen teknologisten vaihtoehtojen perusteella lämpöenergian talteenotto ja varastointi on kannattavaa. The meaning of this Master’s thesis is to evaluate the technologies for waste heat recovery, thermal energy storage and utilization for the assisting Baltic Sea area icebreaker. The meaning of waste heat recovery and thermal energy storage is to reduce fuel consumption, exhaust emissions and operational costs. The emissions from the international shipping should be reduced by at least 50 % by year 2050 compared to year 2008. In order to achieve the goal measures has to be taken. These measures are better energy efficiency and introduction of alternative fuels. The energy efficiency of a modern diesel engine is close to 50 %. Most of the remaining energy is in form of thermal energy in exhaust gases and cooling water. This thermal energy may be recovered, stored and utilized for the heating of the vessel and its systems. An icebreaker operates on varying engine loads and because of this the production and usage of thermal energy is not always concurrently. Based on the calculations in this thesis it is profitable to recover and store thermal energy onboard an icebreaker.

This master’s thesis is a research for identifying means to improve the manufacturability of marine feeder-booster fuel supply units. The client company Auramarine Ltd. desires to improve the manufacturability of their products for better competitiveness and relieving the production bottlenecks. The research objective is to identify design solutions which can be used to improve the client’s manufacturability locally considering their circumstances, production and the particularities of the products. The research scope is restricted to the client’s marine feeder-booster fuel supply units only. The research uses benchmarking and reverse engineering to study the differences between the client’s products and the benchmarks and to identify the differences with positive impacts on the manufacturability in the designs of the products. For expanding the perceptiveness, deepening the analysis and utilizing silent information, thematic interview is also used. The interviewees are the client’s employees of the from different departments, who have a wide understanding and long experience of the marine sector. The differences identified in the research are the positioning of the inlet and outlet pipe connections of the feeder-booster unit, proportions of the unit’s frame, implementation and installation of the electrical enclosure, orientation of the heaters, insulation material and installation of the feeder pumps. In addition, the width of the feeder-booster unit’s frame, design of the instruments and instrumentation lines, usage of product categories and modularization with the units, pipe design limitations and objectives and the unit’s frame build were identified as possible development subjects from the silent information. As a result of the research, suggestions regarding the connections, frame width, instrument design, usage of product categories and modularization and pipe design were made. Tämä diplomityö on tutkimus laivan polttoainekoneikon valmistettavuutta parantavien menetelmien tunnistamiseksi. Toimeksiantajayritys Auramarine Oy tavoittelee tuotteidensa valmistettavuuden parantamista kilpailukyvyn kohentamiseksi ja tuotannon pullonkaulojen lievittämiseksi. Tutkimuksen tavoitteena on löytää suunnitteluratkaisuja, joilla polttoainekoneikon valmistettavuutta voidaan parantaa paikallisesti toimeksiantajan tilanteen, tuotannon ja tuotteiden ominaispiirteet huomioiden. Tutkimus on rajattu koskemaan ainoastaan toimeksiantajan valmistamia merialan polttoainekoneikkoja. Tutkimuksessa käytetään kilpailijavertailua (benchmarking) ja käänteistä suunnittelua (reverse engineering). Menetelmillä tutkitaan vertailtavien tuotteiden eroavaisuuksia toimeksiantajan tuotteisiin ja tunnistetaan valmistettavuuteen myönteisesti vaikuttavia eroja tuotteiden suunnitteluissa. Havainnoinnin laajentamiseksi, analysoinnin syventämiseksi ja hiljaisen tiedon hyödyntämiseksi käytetään lisäksi teemahaastattelua. Haastateltavat ovat toimeksiantajan työntekijöitä eri osastoilta, joilla on laaja ymmärrys ja pitkä kokemus merialan polttoainekoneikoista. Tutkimuksessa havaittiin eroavaisuuksiksi polttoainekoneikon sisään- ja ulostuloputkien yhteiden sijoittelu, koneikon rungon mittasuhteet, sähkökaappien toteutus ja asennustapa, lämmittimien asento, eristeet sekä syöttöpumppujen asennustapa. Lisäksi hiljaista tietoa hyödyntäen mahdollisiksi kehityskohteiksi tunnistettiin polttoainekoneikon rungon leveys, instrumenttien ja instrumentointilinjojen suunnittelu, tuotekategorioiden ja modularisoinnin soveltaminen koneikoihin, ehdot ja tavoitteet putkistosuunnittelussa sekä koneikon rungon rakenne. Tutkimustuloksena esitettiin ehdotuksia yhteisiin, rungon leveyteen, instrumentoinnin suunnitteluun, tuotekategorioiden ja modularisoinnin hyödyntämiseen sekä putkistosuunnittelun ehtoihin ja tavoitteisiin.

In this master’s thesis, I propose a best practice for providing reduced 3D models to marine customers at sales stage at ABB, a company designing and manufacturing large electric machines. Marine customers often request 3D models early in the sales process to integrate them into their own spatial layouts. The suppliers naturally want to be able to provide models easily and swiftly. To examine what kind of product models customers want and when, and to map ABB’s current sales phase 3D modeling practices, I conducted 14 semi–structured interviews. There were both ABB engineers and marine customers among the interviewees. Using these interviews, I exploited thematic content analysis to find out which of the current methods suit for the needs considered critical. I find that the best practice is to extract the reduced customer model from detailed product designs. If the detail design is 3D modeled, NX tool Linked Exterior should be the primary solution. If, however, only a 2D detailed model is available, I recommend outsourcing. In both cases, a 3D customer model can be provided within one workday. The best practice, however, does not satisfy all customer needs. Customers desire as light model files as possible, and the maximum file size should be much lower than it currently is. Moreover, the inclusion of maintenance and service spaces in the models was widely requested. Although that can be done using Linked Exterior tool, manual extra work from both ABB designers and customers is needed. Tässä diplomityössä selvitetään, mikä olisi paras ABB:n nykyresursseilla toteutettavissa oleva tapa mallintaa yksinkertaistettuja myyntivaiheen 3D–malleja laivateollisuuden asiakkaille. Tutkielma tehtiin ABB:n yksikölle, joka suunnittelee ja valmistaa suuria sähkökoneita. Asiakkaat haluavat 3D–malleja usein jo myyntiprosessin alkupuolella, jotta he voivat integroida ne osaksi omia tilanjärjestelymallejaan. Toimittajat luonnollisesti haluavat toimittaa malleja helposti ja nopeasti. Aluksi perehdyttiin ABB:n nykyisiin myyntivaiheen 3D–mallinnusmenetelmiin sekä siihen, mitä ominaisuuksia asiakkaat tuotemalleilta vaativat ja milloin he niitä tarvitsevat. Tämä tehtiin toteuttamalla 14 puolistrukturoitua haastattelua. Haastateltavana oli sekä ABB:n insinöörejä että asiakkaita laivateollisuudesta. Haastattelujen pohjalta suoritettiin temaattinen sisällönanalyysi, jotta saatiin selville, mikä nykyisistä menetelmistä vastaa parhaiten kriittisiksi koettuja tarpeita. Todettiin, että nykyisissä olosuhteissa paras tapa tuottaa yksinkertaistettuja asiakasmalleja on tehdä ne detaljimallien pohjalta. Jos detaljimalli on 3D–mallinnettu, NX:n Linked Exterior –työkalua tulisi käyttää ensisijaisena ratkaisuna. Jos ainoastaan 2D–detaljimalli on saatavilla, suositellaan mallinnustyön ulkoistamista. Molemmissa tapauksissa 3D–asiakasmalli voidaan tarjota yhdessä työpäivässä. Ehdotettu menetelmä ei kuitenkaan tyydytä kaikkia asiakastarpeita. Asiakkaat haluavat mahdollisimman kevyitä mallitiedostoja, joiden maksimikoon pitäisi olla selvästi nykyistä pienempi. Lisäksi huoltotilojen sisällyttämistä malleihin pidettiin tärkeänä. Vaikka tämä on toteutettavissa Linked Exterior –työkalulla, manuaalista lisätyötä vaaditaan sekä suunnittelijalta että asiakkaalta.