Evidence for the Strong Effect of Gas Removal on the Internal Dynamics of Young Stellar Clusters

We present detailed luminosity profiles of the young massive clusters M82-F, NGC 1569-A, and NGC 1705-1 which show significant departures from equilibrium (King and EFF) profiles. We compare these profiles with those from N-body simulations of clusters which have undergone the rapid removal of a significant fraction of their mass due to gas expulsion. We show that the observations and simulations agree very well with each other suggesting that these young clusters are undergoing violent relaxation and are also losing a significant fraction of their stellar mass. That these clusters are not in equilibrium can explain the discrepant mass-to-light ratios observed in many young clusters with respect to simple stellar population models without resorting to non-standard initial stellar mass functions as claimed for M82-F and NGC 1705-1. We also discuss the effect of rapid gas removal on the complete disruption of a large fraction of young massive clusters (``infant mortality''). Finally we note that even bound clusters may lose >50% of their initial stellar mass due to rapid gas loss (``infant weight-loss'').Comment: 6 pages, 3 figures, MNRAS letters, accepte

Star Cluster Survival in Star Cluster Complexes under Extreme Residual Gas Expulsion

After the stars of a new, embedded star cluster have formed they blow the remaining gas out of the cluster. Especially winds of massive stars and definitely the on-set of the first supernovae can remove the residual gas from a cluster. This leads to a very violent mass-loss and leaves the cluster out of dynamical equilibrium. Standard models predict that within the cluster volume the star formation efficiency (SFE) has to be about 33 per cent for sudden (within one crossing-time of the cluster) gas expulsion to retain some of the stars in a bound cluster. If the efficiency is lower the stars of the cluster disperse mostly. Recent observations reveal that in strong star bursts star clusters do not form in isolation but in complexes containing dozens and up to several hundred star clusters, i.e. in super-clusters. By carrying out numerical experiments for such objects placed at distances >= 10 kpc from the centre of the galaxy we demonstrate that under these conditions (i.e. the deeper potential of the star cluster complex and the merging process of the star clusters within these super-clusters) the SFEs can be as low as 20 per cent and still leave a gravitationally bound stellar population. Such an object resembles the outer Milky Way globular clusters and the faint fuzzy star clusters recently discovered in NGC 1023.Comment: 21 pages, 8 figures, accepted by Ap

Simulating star formation in molecular cloud cores IV. The role of turbulence and thermodynamics

We perform SPH simulations of the collapse and fragmentation of low-mass cores having different initial levels of turbulence (alpha_turb=0.05,0.10,0.25). We use a new treatment of the energy equation which captures the transport of cooling radiation against opacity due to both dust and gas (including the effects of dust sublimation, molecules, and H^- ions). We also perform comparison simulations using a standard barotropic equation of state. We find that -- when compared with the barotropic equation of state -- our more realistic treatment of the energy equation results in more protostellar objects being formed, and a higher proportion of brown dwarfs; the multiplicity frequency is essentially unchanged, but the multiple systems tend to have shorter periods (by a factor ~3), higher eccentricities, and higher mass ratios. The reason for this is that small fragments are able to cool more effectively with the new treatment, as compared with the barotropic equation of state. We find that the process of fragmentation is often bimodal. The first protostar to form is usually, at the end, the most massive, i.e. the primary. However, frequently a disc-like structure subsequently forms round this primary, and then, once it has accumulated sufficient mass, quickly fragments to produce several secondaries. We believe that this delayed fragmentation of a disc-like structure is likely to be an important source of very low-mass hydrogen-burning stars and brown dwarfs.Comment: 14 pages, 8 figures. Accepted for publication by A&

Deep space network

Background, current status, and sites of Deep Space Network stations are briefly discussed

How to identify the youngest protostars

We study the transition from a prestellar core to a Class 0 protostar, using SPH to simulate the dynamical evolution, and a Monte Carlo radiative transfer code to generate the SED and isophotal maps. For a prestellar core illuminated by the standard interstellar radiation field, the luminosity is low and the SED peaks at ~190 micron. Once a protostar has formed, the luminosity rises (due to a growing contribution from accretion onto the protostar) and the peak of the SED shifts to shorter wavelengths (~80-100 micron). However, by the end of the Class 0 phase, the accretion rate is falling, the luminosity has decreased, and the peak of the SED shifts back towards longer wavelengths (90-150 micron). In our simulations, the density of material around the protostar remains sufficiently high well into the Class 0 phase that the protostar only becomes visible in the NIR if it is displaced from the centre dynamically. Raw submm/mm maps of Class 0 protostars tend to be much more centrally condensed than those of prestellar cores. However, when convolved with a typical telescope beam, the difference in central concentration is less marked, although the Class 0 protostars appear more circular. Our results suggest that, if a core is deemed to be prestellar on the basis of having no associated IRAS source, no cm radio emission, and no outflow, but it has a circular appearance and an SED which peaks at wavelengths below ~170 micron, it may well contain a very young Class 0 protostar.Comment: Accepted by A&A (avaliable with high-res images at http://carina.astro.cf.ac.uk/pub/Dimitrios.Stamatellos/publications

The formation of brown dwarfs

We review four mechanisms for forming brown dwarfs: (i) turbulent fragmentation (producing very low-mass prestellar cores); (ii) gravitational instabilities in discs; (iii) dynamical ejection of stellar embryos from their placental cores; and (iv) photo-erosion of pre-existing cores in HII regions. We argue (a) that these are simply the mechanisms of low-mass star formation, and (b) that they are not mutually exclusive. If, as seems possible, all four mechanisms operate in nature, their relative importance may eventually be constrained by their ability to reproduce the binary statistics of brown dwarfs, but this will require fully 3-D radiative magneto-hydrodynamic simulations.Comment: 7 pages, 1 figure. To appear in Astron.Nachrichten. Includes an.cls fil

Smarter choices - changing the way we travel

Summary: In recent years, there has been growing interest in a range of initiatives, which are now widelydescribed as 'soft' transport policy measures. These seek to give better information and opportunities,aimed at helping people to choose to reduce their car use while enhancing the attractiveness ofalternatives. They are fairly new as part of mainstream transport policy, mostly relativelyuncontroversial, and often popular. They include:. Workplace and school travel plans;. Personalised travel planning, travel awareness campaigns, and public transport information andmarketing;. Car clubs and car sharing schemes;. Teleworking, teleconferencing and home shopping.This report draws on earlier studies of the impact of soft measures, new evidence from the UK andabroad, case study interviews relating to 24 specific initiatives, and the experience of commercial,public and voluntary stakeholders involved in organising such schemes. Each of the soft factors isanalysed separately, followed by an assessment of their combined potential impact.The assessment focuses on two different policy scenarios for the next ten years. The 'high intensity'scenario identifies the potential provided by a significant expansion of activity to a much morewidespread implementation of present good practice, albeit to a realistic level which still recognisesthe constraints of money and other resources, and variation in the suitability and effectiveness of softfactors according to local circumstances. The 'low intensity' scenario is broadly defined as aprojection of the present (2003-4) levels of local and national activity on soft measures.The main features of the high intensity scenario would be. A reduction in peak period urban traffic of about 21% (off-peak 13%);. A reduction of peak period non-urban traffic of about 14% (off-peak 7%);. A nationwide reduction in all traffic of about 11%.These projected changes in traffic levels are quite large (though consistent with other evidence onbehavioural change at the individual level), and would produce substantial reductions in congestion.However, this would tend to attract more car use, by other people, which could offset the impact ofthose who reduce their car use unless there are measures in place to prevent this. Therefore, thoseexperienced in the implementation of soft factors locally usually emphasise that success depends onsome or all of such supportive policies as re-allocation of road capacity and other measures toimprove public transport service levels, parking control, traffic calming, pedestrianisation, cyclenetworks, congestion charging or other traffic restraint, other use of transport prices and fares, speedregulation, or stronger legal enforcement levels. The report also records a number of suggestionsabout local and national policy measures that could facilitate the expansion of soft measures.The effects of the low intensity scenario, in which soft factors are not given increased policy prioritycompared with present practice, are estimated to be considerably less than those of the high intensityscenario, including a reduction in peak period urban traffic of about 5%, and a nationwide reductionin all traffic of 2%-3%. These smaller figures also assume that sufficient other supporting policies areused to prevent induced traffic from eroding the effects, notably at peak periods and in congestedconditions. Without these supportive measures, the effects could be lower, temporary, and perhapsinvisible.Previous advice given by the Department for Transport in relation to multi-modal studies was that softfactors might achieve a nationwide traffic reduction of about 5%. The policy assumptionsunderpinning this advice were similar to those used in our low intensity scenario: our estimate isslightly less, but the difference is probably within the range of error of such projections.The public expenditure cost of achieving reduced car use by soft measures, on average, is estimated atabout 1.5 pence per car kilometre, i.e. £15 for removing each 1000 vehicle kilometres of traffic.Current official practice calculates the benefit of reduced traffic congestion, on average, to be about15p per car kilometre removed, and more than three times this level in congested urban conditions.Thus every £1 spent on well-designed soft measures could bring about £10 of benefit in reducedcongestion alone, more in the most congested conditions, and with further potential gains fromenvironmental improvements and other effects, provided that the tendency of induced traffic to erodesuch benefits is controlled. There are also opportunities for private business expenditure on some softmeasures, which can result in offsetting cost savings.Much of the experience of implementing soft factors is recent, and the evidence is of variable quality.Therefore, there are inevitably uncertainties in the results. With this caveat, the main conclusion isthat, provided they are implemented within a supportive policy context, soft measures can besufficiently effective in facilitating choices to reduce car use, and offer sufficiently good value formoney, that they merit serious consideration for an expanded role in local and national transportstrategy.AcknowledgementsWe gratefully acknowledge the many contributions made by organisations and individuals consultedas part of the research, and by the authors of previous studies and literature reviews which we havecited. Specific acknowledgements are given at the end of each chapter.We have made extensive use of our own previous work including research by Lynn Sloman funded bythe Royal Commission for the Exhibition of 1851 on the traffic impact of soft factors and localtransport schemes (in part previously published as 'Less Traffic Where People Live'); and by SallyCairns and Phil Goodwin as part of the research programme of TSU supported by the Economic andSocial Research Council, and particularly research on school and workplace travel plans funded bythe DfT (and managed by Transport 2000 Trust), on car dependence funded by the RAC Foundation,on travel demand analysis funded by DfT and its predecessors, and on home shopping funded byEUCAR. Case studies to accompany this report are available at: http://eprints.ucl.ac.uk/archive/00001233