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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.

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.

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.

Enhanced release of alkalinity from the seafloor, principally driven by anaerobic degradation of organic matter under low-oxygen conditions and associated secondary redox reactions, can increase the carbon dioxide (CO2) buffering capacity of seawater and therefore oceanic CO2 uptake. The Baltic Sea has undergone severe changes in oxygenation state and total alkalinity (TA) over the past decades. The link between these concurrent changes has not yet been investigated in detail. A recent system-wide TA budget constructed for the past 50 years using BALTSEM, a coupled physical–biogeochemical model for the whole Baltic Sea area revealed an unknown TA source. Here we use BALTSEM in combination with observational data and one-dimensional reactive-transport modeling of sedimentary processes in the Fårö Deep, a deep Baltic Sea basin, to test whether sulfate (SO42-) reduction coupled to iron (Fe) sulfide burial can explain the missing TA source in the Baltic Proper. We calculated that this burial can account for up to 26 % of the missing source in this basin, with the remaining TA possibly originating from unknown river inputs or submarine groundwater discharge. We also show that temporal variability in the input of Fe to the sediments since the 1970s drives changes in sulfur (S) burial in the Fårö Deep, suggesting that Fe availability is the ultimate limiting factor for TA generation under anoxic conditions. The implementation of projected climate change and two nutrient load scenarios for the 21st century in BALTSEM shows that reducing nutrient loads will improve deep water oxygen conditions, but at the expense of lower surface water TA concentrations, CO2 buffering capacities and faster acidification. When these changes additionally lead to a decrease in Fe inputs to the sediment of the deep basins, anaerobic TA generation will be reduced even further, thus exacerbating acidification. This work highlights that Fe dynamics plays a key role in the release of TA from sediments where Fe sulfide formation is limited by Fe availability, as exemplified by the Baltic Sea. Moreover, it demonstrates that burial of Fe sulfides should be included in TA budgets of low-oxygen basins.

Abstract Background Clupeid fisheries in Lake Tanganyika (East Africa) provide food for millions of people in one of the world’s poorest regions. Due to climate change and overfishing, the clupeid stocks of Lake Tanganyika are declining. We investigate the population structure of the Lake Tanganyika sprat Stolothrissa tanganicae, using for the first time a genomic approach on this species. This is an important step towards knowing if the species should be managed separately or as a single stock. Population structure is important for fisheries management, yet understudied for many African freshwater species. We hypothesize that distinct stocks of S. tanganicae could be present due to the large size of the lake (isolation by distance), limnological variation (adaptive evolution), or past separation of the lake (historical subdivision). On the other hand, high mobility of the species and lack of obvious migration barriers might have resulted in a homogenous population. Results We performed a population genetic study on wild-caught S. tanganicae through a combination of mitochondrial genotyping (96 individuals) and RAD sequencing (83 individuals). Samples were collected at five locations along a north-south axis of Lake Tanganyika. The mtDNA data had low global FST and, visualised in a haplotype network, did not show phylogeographic structure. RAD sequencing yielded a panel of 3504 SNPs, with low genetic differentiation (FST = 0.0054; 95% CI: 0.0046–0.0066). PCoA, fineRADstructure and global FST suggest a near-panmictic population. Two distinct groups are apparent in these analyses (FST = 0.1338 95% CI: 0.1239,0.1445), which do not correspond to sampling locations. Autocorrelation analysis showed a slight increase in genetic difference with increasing distance. No outlier loci were detected in the RADseq data. Conclusion Our results show at most very weak geographical structuring of the stock and do not provide evidence for genetic adaptation to historical or environmental differences over a north-south axis. Based on these results, we advise to manage the stock as one population, integrating one management strategy over the four riparian countries. These results are a first comprehensive study on the population structure of these important fisheries target species, and can guide fisheries management.

In an enclosure experiment, we employed two levels of inorganic NP ratios (10 and 5) for three distinct plankton communities collected along the coast of central Chile (33ºS). Each combination of community and NP level was replicated three times. The experiment lasted 12 days, and the data set include inorganic nutrients (NO3, PO4, DSi), particular organic carbon (POC), nitrogen (PON) and phosphorus (POP), Chlorophyll a, a range of fluorescence based measurements such as photochemical efficiency (Fv/Fm) and community data. The primary effect of the NP treatment was related to different concentrations of NO3, which directly influenced the biomass of phytoplankton. Additionally, low inorganic NP ratio reduced the seston NP and Chl a-C ratios, and there were some effects on the plankton community composition, e.g. benefitting Synechococcus spp in some communities.

The growing population requires a lot of food in order to sustain itself. Therefore, also, more fish need to be caught and farmed. Since a large amount of fish captured cannot be used commercially, it is usually thrown away, which in turn can be hazardous to the environment not to mention sea birds. By catch is also caught when fishing. A circular approach to this fish waste means seeing this waste as something that should be used instead of being thrown away. Usually fish waste if not discharged overboard, is converted into fish meal or fish oil. It is often costly and time-consuming. The heterogeneous nature of fish waste is an added challenge because finding solutions that work all the time with all types of fish waste is not possible. The lab-scale applications mentioned in this thesis include, but are not limited to, turning fish waste into fertilizer, feed, nutrients, peptides, enzymes, hydrolysates, biomaterials, wastewater treatment products, and biofuels. This thesis was a literature review, and no lab work was donewhen making it.Fertilizer and feed are relatively straight-forward to do, but they require more time to be aged than their commercial counterparts. Nutrients, peptides, hydrolysates, and enzymes can also be extracted from the fish waste; however, in the case of mincing the fish waste it can only replace part of the fish meat. Peptides showed interesting properties but required more research to be identified precisely. Hydroly-sates could be used for capturing moisture in the food industry, but their inner bitterness needs to be masked beforehand. Enzymes can be extracted, but their performance varies; an enzyme for dehairing leather works great, but an enzyme to make cheese creates a cheese that cannot hold moisture inside it. Fish waste can also be added into packaging materials, where the biodegradability increase, but this comes at the cost of weaker strength and an inability to hold moisture inside the package. Their properties can be improved by adding additional substances into the material. Fish waste can also be used to manufacture sorbents for treating wastewater and in the articles they could remove, for example, azodyes and lead. Fish waste can also be converted into biofuels. However, they increase some emissions, while simultaneously reducing others and they cannot be stored as long as conventionally made diesel. Fish waste has many potential applications, but their large-scale implementation requires massive investments in a circular economy.

The pivotal target of the Paris Agreement is to keep temperature rise well below 2 °C above the pre-industrial level and pursue efforts to limit temperature rise to 1.5 °C. In order to meet this target, all energy consuming sectors including the transport sector need to be restructured. The transport sector accounted for 19% of the global final energy demand in 2015, of which the vast majority was supplied by fossil fuels, of around 31,080 TWh. Fossil fuel consumption leads to greenhouse gas emissions, which accounted for about 8260 MtCO2eq from the transport sector in 2015. This paper examines the transportation demand that can be expected and how alternative transportation technologies along with new sustainable energy sources can impact the energy demand and emissions trend in the transport sector until 2050. Battery electric vehicles and fuel cell electric vehicles are the two most promising technologies for the future on roads. Electric ships and airplanes for shorter distances and hydrogen-based synthetic fuels for longer distances may appear around 2030 onwards to reduce the emissions from the marine and aviation transport modes. The rail mode will stay the least energy-demanding, compared to the other transport modes. An ambitious scenario for achieving zero greenhouse gas emissions by 2050 is applied, also demonstrating the very high relevance of direct and indirect electrification of the transport sector. Fossil fuel demand can be reduced to zero by 2050, however, the electricity demand is projected to rise from 125 TWhel in 2015 to about 51,610 TWhel in 2050, substantially driven by indirect electricity demand for the production of synthetic fuels. While the transportation demand roughly triples from 2015 to 2050, substantial efficiency gains enable an almost stable final energy demand for the transport sector, as a consequence of broad electrification. The overall Well-to-Wheel efficiency in the transport sector increases from 26% in 2015 to 39% in 2050, resulting in a respective reduction of overall losses from primary energy to mechanical energy in vehicles. Power-to-fuels needed mainly for marine and aviation transport is not a significant burden for the overall transport sector efficiency. The primary energy base of the transport sector switches in the next decades from fossil resources to renewable electricity, driven by higher efficiency and sustainability.