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This dataset includes two data tables of methane (CH4) fluxes measured in Arctic uplands. Dataset 1 contains CH4 fluxes measured at high temporal resolution (hourly fluxes) collected over two snow-free seasons (June–August; 2019, 2021) at Trail Valley Creek, an Arctic tundra site in the Western Canadian Arctic. Fluxes were measured with automated chambers installed in replication of six at three individual landcover vegetation units (Lichen, Shrub, Tussock) within dwarf-shrub dominated tundra. Site meteorological data are provided with the flux data at hourly resolution. Dataset 2 includes campaign-based, manual chamber measurements at sites displaying net CH4 uptake. These manual measurements were conducted during the growing season at typical, well-drained upland sites, which included, besides Trail Valley Creek, three additional sites in the Canadian and European Arctic (Havikpak Creek, Scotty Creek, Kilpisjärvi). Besides CH4 flux observations, dataset 2 contains measured greenhouse gas concentration profiles of CH4, carbon dioxide (CO2) and nitrous oxide (N2O) at 2 cm, 5 cm, 10 cm, and 20 cm soil depths, as well as site meteorological data. While wetlands are known CH4 emitters, drier arctic and boreal uplands may act as sinks of atmospheric CH4. The scope of the study and this dataset is to improve the spatial and temporal coverage of low CH4 emitting and sites displaying net CH4 uptake across the Arctic. Both datasets are meant as supplement to the published study, where further, detailed information on site conditions and methodology can be found.

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.

We estimated plant community composition as the projection cover of each vascular plant and moss species. We measured the following vascular plant functional traits: plant height, leaf size (LS), specific leaf area (SLA) and leaf carbon (C) and nitrogen (N) contents from the most common species in each site. We measured the following Sphagnum traits: stand density (number of shoots cm-2), capitulum width (cap_width, mm) and dry weight (cap_dw, mg), fascicle density (number cm-1), capitulum dry matter content (CDMC, mg g-1), capitulum water content (cap_wc, g g-1) and capitulum C and N contents and C:N ratio. The data was collected from 47 northern peatlands located in land uplift regions in Finland, Sweden and Russia: Sävar on the west coast of Bothnian Bay (63o50'N, 20o40'E, Sweden), Siikajoki (64°45' N, 24°43', Finland) and Hailuoto island (65°07' N, 24°71' E, Finland) on the east coast of Bothnian Bay, and Belomorsk-Virma (63°90' N, 36°50' E, Russia) on the coast of the White Sea. The data was collected from the different areas as follows: Siikajoki sites were sampled in August 2016, Sävar sites at the end of June 2017, Hailuoto sites during July 2017 and Belomorsk sites at the end of August 2017. We determined the plant community composition by visually estimating the projection cover of each species separately for field (vascular plants) and moss layer using the scale 0.1%, 0.25%, 0.5%, 1%, 2%, 3%, etc. There were fifteen 50 x 50 cm plots in each peatland at Siikajoki and Belomorsk-Virma, and 10 at Sävar and Hailuoto. The sample plots were located five meters apart along a transect starting from the generally treeless peatland margin and heading towards the peatland center. Plant traits were measured as follows: To measure SLA (i.e., the one-sided area of a fresh leaf divided by its oven-dry mass, cm2 g-1), the freshly picked leaf or a sample of 3 leaves in case of shrubs with small leaves was pressed flat between a board and a glass and a standardized photo was taken. The leaf size (LS, cm2) was analysed from the photos with ImageJ. The leaf samples were stored in paper bags and dried at 60°C for a minimum of 48h. The dried samples were weighed, and SLA calculated. The SLA samples were used for carbon (C) and nitrogen (N) content analysis. Leaves from each species from each site were pooled into one sample, which was milled (Retsch MM301 mill) and analyzed for C and N concentrations and for C:N ration on a CHNS–O Elemental analyzer (EA1110) (University of Oulu). Sphagnum moss samples for trait measurements were collected with a corer (7 cm diameter, area 38 cm2, height at least 8 cm) to maintain the natural density of the stand. Stand density was measured as the number of mosses in the sample. From ten individuals we measured the width of the capitula and counted the number of fascicles from a five cm segment below capitulum. We separated the ten moss individuals into capitulum and stem (5 cm below capitula) wetted them and allowed to dry on top of tissue paper for 2 min before weighing them for water filled fresh weight. Samples were placed on paper bags and dried at 60 °C for at least 48h after which the dry mass of capitula and stems were measured. CDMC and cap_wc were calculated from the fresh and dry weight. We used the capitula samples for analyses of C and N concentrations and for C:N ratio, and treated them similarly to vascular plant samples. The data was collected to find out how functional diversity and trait composition of vascular plant and Sphagnum moss communities develops during peatland succession across land uplift regions.

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 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.