Lagrangian statistics of particle pairs in homogeneous isotropic turbulence

We present a detailed investigation of the particle pair separation process in homogeneous isotropic turbulence. We use data from direct numerical simulations up to Taylor's Reynolds number 280 following the evolution of about two million passive tracers advected by the flow over a time span of about three decades. We present data for both the separation distance and the relative velocity statistics. Statistics are measured along the particle pair trajectories both as a function of time and as a function of their separation, i.e. at fixed scales. We compare and contrast both sets of statistics in order to gain an insight into the mechanisms governing the separation process. We find very high levels of intermittency in the early stages, that is, for travel times up to order ten Kolmogorov time scales. The fixed scale statistics allow us to quantify anomalous corrections to Richardson diffusion in the inertial range of scales for those pairs that separate rapidly. It also allows a quantitative analysis of intermittency corrections for the relative velocity statistics.Comment: 16 pages, 16 figure

Active and passive fields face to face

The statistical properties of active and passive scalar fields transported by the same turbulent flow are investigated. Four examples of active scalar have been considered: temperature in thermal convection, magnetic potential in two-dimensional magnetohydrodynamics, vorticity in two-dimensional Ekman turbulence and potential temperature in surface flows. In the cases of temperature and vorticity, it is found that the active scalar behavior is akin to that of its co-evolving passive counterpart. The two other cases indicate that this similarity is in fact not generic and differences between passive and active fields can be striking: in two-dimensional magnetohydrodynamics the magnetic potential performs an inverse cascade while the passive scalar cascades toward the small-scales; in surface flows, albeit both perform a direct cascade, the potential temperature and the passive scalar have different scaling laws already at the level of low-order statistical objects. These dramatic differences are rooted in the correlations between the active scalar input and the particle trajectories. The role of such correlations in the issue of universality in active scalar transport and the behavior of dissipative anomalies is addressed.Comment: 36 pages, 20 eps figures, for the published version see http://www.iop.org/EJ/abstract/1367-2630/6/1/07

Air pollution control with semi-infinite programming

Environment issues are more than ever important in a modern society. Complying with stricter legal thresholds on pollution emissions raises an important economic issue. This paper presents some ideas in the use of optimization tools to help in the planning and control of stationary pollution sources. Three main semi-infinite programming approaches are described. The first consists in optimizing an objective function while the pollution level in a given region is kept bellow a given threshold. In the second approach the maximum pollution level in a given region is computed and in the third an air pollution abatement problem is considered. These formulations allow to obtain the best control parameters and the maxima pollution positions, where the sampling stations should be placed. A specific modeling language was used to code four academic problems. Numerical results computed with a semi-infinite programming solver are shown

Scintillometry in urban and complex environments: a review

Knowledge of turbulent exchange in complex environments is relevant to a wide range of hydro-meteorological applications. Observations are required to improve understanding and inform model parameterisations but the very nature of complex environments presents challenges for measurements. Scintillometry offers several advantages as a technique for providing spatially-integrated turbulence data (structure parameters and fluxes), particularly in areas that would be impracticable to monitor using eddy covariance, such as across a valley, above a city or over heterogeneous landscapes. Despite much of scintillometry theory assuming flat, homogeneous surfaces and ideal conditions, over the last 20 years scintillometers have been deployed in increasingly complex locations, including urban and mountainous areas. This review draws together fundamental and applied research in complex environments, to assess what has been learnt, summarise the state-of-the-art and identify key areas for future research. Particular attention is given to evidence, or relative lack thereof, of the impact of complex environments on scintillometer data. Practical and theoretical considerations to account for the effects of complexity are discussed, with the aim of developing measurement capability towards more reliable and accurate observations in future. The usefulness of structure parameter measurements (in addition to fluxes, which must be derived using similarity theory) should not be overlooked, particularly when comparing or combining scintillometry with other measurement techniques and model simulations

Emission factors from road dust resuspension in a Mediterranean freeway

Particulate matter emissions from paved roads are currently one of the main challenges for a sustainable transport in Europe. Emissions are scarcely estimated due to the lack of knowledge about the resuspension process severely hampering a reliable simulation of PM and heavy metals concentrations in large cities and evaluation of population exposure. In this study the Emission Factors from road dust resuspension on a Mediterranean freeway were estimated per single vehicle category and PM component (OC, EC, mineral dust and metals) by means of the deployment of vertical profiles of passive samplers and terminal concentration estimate. The estimated PM10 emission factors varied from 12 to 47 mg VKT?1 (VKT: Vehicle Kilometer Traveled) with an average value of 22.7 ? 14.2 mg VKT?1. Emission Factors for heavy and light duty vehicles, passenger cars and motorbikes were estimated, based on average fleet composition and EPA ratios, in 187e733 mg VKT?1, 33e131 VKT?1, 9.4e36.9 VKT?1 and 0.8e3.3 VKT?1, respectively. These range of values are lower than previous estimates in Mediterranean urban roads, probably due to the lower dust reservoir on freeways. PM emitted material was dominated by mineral dust (9e10 mg VKT?1), but also OC and EC were found to be major components and approximately 14 e25% and 2e9% of average PM exhaust emissions from diesel passenger cars on highways respectively