Implementation of a low-mach number modification for high-order finite-volume schemes for arbitrary hybrid unstructured meshes

An implementation of a novel low-mach number treatment for high-order finite-volume schemes using arbitrary hybrid unstructured meshes is presented in this paper. Low-Mach order modifications for Godunov type finite-volume schemes have been implemented successfully for structured and unstructured meshes, however the methods break down for hybrid mesh topologies containing multiple element types. The modification is applied to the UCNS3D finite-volume framework for compressible flow configurations, which have been shown as very capable of handling any type of grid topology. The numerical methods under consideration are the Monotonic Upstream-Centered Scheme for Conservation Laws (MUSCL) and the Weighted Essentially Non-Oscillatory (WENO) schemes for two-dimensional mixed-element type unstructured meshes. In the present study the HLLC Approximate Riemann Solver is used with an explicit TVD Runge-Kutta 3rd-order method due to its excellent scalability. These schemes (up to 5th-order) are applied to well established two-dimensional and three-dimensional test cases. The challenges that occur when applying these methods to low-mach flow configurations is thoroughly analysed and possible improvements and further test cases are suggested

Vehicle surface contamination, unsteady flow and aerodynamic drag

The rear surfaces of blunt-ended vehicles, such as SUVs, are vulnerable to the build-up of contaminants thrown up from wet road surfaces by their tyres. This can compromise drivers’ vision, vehicle visibility, sensor performance and aesthetics. Vision will be reduced if the rear screen and lenses of camera systems become obscured. Similarly, sensing methods such as Light Detection and Ranging [LIDAR], introduced to support higher-level Advanced Driver Assistance Systems [ADAS] and autonomous driving are also vulnerable to contaminant accumulation. In addition, vehicle users may find that dirt is transferred to their hands and clothes as they access the rear load space. Finally, rapid soiling of external surfaces can be perceived as degrading the aesthetics of premium vehicles. Such deposition is a manifestation of unsteady aerodynamics – particularly the interaction between tyre spray, wheel wakes and the vehicle rear wake. These wake structures also strongly influence aerodynamic drag which, in turn affects CO2 emissions for Internal Combustion Engine [ICE] powered cars and the range of Battery Electric Vehicles [BEV]. Hence, automotive manufacturers need a simulation approach that can be used to minimise these characteristics concurrently during vehicle development. This work met that need by developing and deploying an innovative simulation process which predicts both contaminant accumulation and drag at the same time, by numerically representing unsteady aerodynamics, tyre spray and surface water behaviour. It is now integrated into the vehicle development process at Jaguar Land Rover [J/LR] where it is being used to develop new cars. This has been achieved by using a series of novel simplified vehicle geometry and spray systems to incrementally develop and validate the simulation strategy. The work culminated with its application to a production vehicle and subsequent validation against full scale experiments, providing the first quantification of accuracy for simulations of rear surface contamination. This novel simulation approach is combined with original experiments to show that reduced vehicle ride heights can lead to increased rear surface contamination, by reducing underbody flow and moving the vehicle wake closer to the highly contaminated wheel wakes. This provides a challenge for vehicle developers as lower ride heights are used to reduce aerodynamic drag; an increasingly important objective for both ICE and BEV product development, to support lower CO2 emissions and enhanced range, respectively. Finally, the first evidence is presented to suggest that aerodynamically improved underfloors can increase rear surface contamination, or at least redistribute it towards the lower regions of the vehicle rear, such as the bumper. This raises a risk for future BEVs which combine aerodynamically advantageous smooth underfloors with vulnerable ADAS features, such as rear bumper mounted LIDAR

Faunal changes along a vegetation gradient in the Alexandria Coastal Dunefield, South Africa

Coastal dunes are distinguished by their border with the sea and the resultant abiotic and vegetation gradients perpendicular to the shore. This study, conducted in the Alexandria dunefield, tested the prediction that faunal community changes along a dunefield gradient reflect successional changes in vegetation structure. Three sites at increasing distances from the shore were examined: a vegetated dune slack, a bushpocket and dune thicket. Vegetation complexity increased inland, although the slack and pocket were similar. Arthropod and small mammal richness and diversity were highest in the thicket and lower, but similar, in the slack and bushpocket. Avifau-nal species richness increased away from the sea. The results support the hypothesis of faunal response to vegetation structure changes

Surface contamination of cars : a review

This review surveys the problem of surface contamination for cars, which poses a growing engineering challenge to vehicle manufacturers, operators and users. Both drivers’ vision and vehicle visibility need to be maintained under a wide range of environmental conditions. This requires managing the flow of surface water on wind screens and side glazing. The rate of deposition of solid contaminants on glazing, lights, license plates and external mirrors also needs to be minimised. Maintaining vehicle aesthetics and limiting the transfer of contaminants to the hands and clothes of users from soiled surfaces are also significant issues. Recently, keeping camera lenses clean has emerged as a key concern, as these systems transition from occasional manoeuvring aids to sensors for safety systems. The deposition of water and solid contaminants onto car surfaces is strongly influenced by unsteady vehicle aerodynamic effects. Airborne water droplets falling as rain or lifted as spray by tyres interact with wakes, vortices and shear flows and accumulate on vehicle surfaces as a consequence. The same aerodynamic effects also control the movement of surface water droplets, rivulets and films; hence, particular attention is paid to surface water management over the front side-glass and the deposition of contaminants on the rear surfaces. The test methods used in the automotive industry are reviewed, as are numerical simulation techniques

Simulation of rear surface contamination for a simple bluff body

Predicting the accumulation of material on the rear surfaces of square-backed cars is important to vehicle manufacturers, as this progressively compromises rear vision, vehicle visibility and aesthetics. It also reduces the effectiveness of rear mounted cameras. Here, this problem is represented by a simple bluff body with a single sprayer mounted centrally under its rear trailing edge. A Very Large Eddy Simulation (VLES) solver is used to simulate both the aerodynamics of the body and deposition of contaminant. Aerodynamic drag and lift coefficients were predicted to within +1.3% and −4.2% of their experimental values, respectively. Wake topology was also correctly captured, resulting in a credible prediction of the rear surface deposition pattern. Contaminant deposition is mainly driven by the lower part of the wake ring vortex, which advects material back onto the rear surface. This leads to a maximum below the rear stagnation point and an association with regions of higher base pressure. The accumulation of mass is linear with time; the relative distribution changing little as the simulation progresses, implying that shorter simulations can be compared to longer experiments. Further, the rate of accumulation quickly reaches a settled mean value, suggesting utility as a metric for assessing different vehicles

Challenges to select suitable habitats and demonstrate ‘additionality’ in Blue Carbon projects: A seagrass case study

© 2020 Elsevier Ltd Seagrass restoration has been suggested as a Blue Carbon (BC) strategy for climate change mitigation. For Nationally Determined Contributions (NDC) and carbon crediting schemes, BC projects need to demonstrate ‘additionality’, that is enhanced CO2 sequestration and/or avoided greenhouse gas emissions following management actions. This typically requires determining soil carbon accumulation rates (CAR), which is often done using radionuclides or surface elevation tables to estimate sedimentation rates. Here we undertook a case study, using 210Pb and 14C dating, to detect possible changes in Corg stocks and CAR following the loss and partial recovery of Posidonia seagrass meadows in South Australia since 1980–90s. The 210Pb data revealed a lack of accumulation of excess 210Pb in most sites, suggesting negligible accumulation of sediments, intense mixing of the upper layers, or accumulation of reworked sediments, precluding the estimation of reliable CAR at decadal time scales. This limitation was also encountered with 14C. The inability to compare sites over analogous periods of time prevented quantifying differences in soil Corg sequestration, thereby to demonstrate additionality. The lack of significant differences in soil Corg stocks among sites which never suffered seagrass loss, those showing recovery and those with no recovery (5.7 ± 1.2, 4.5 ± 0.7 and 3.3 ± 0.3 kg Corg m-2 within the top meter, respectively) also precluded estimates of soil Corg gains or losses. Our findings demonstrate that, while 210Pb and 14C provide important information on sediment deposition dynamics, it is not straightforward to demonstrate additionality using radionuclides in low depositional seagrass habitats exposed to hydrodynamic energy, features which may be encountered in seagrass sites. We provide insights for the selection of suitable habitats for seagrass BC projects, suggest possible alternative methods for estimating additionality, and discuss the implications of the findings for the implementation of seagrass BC strategies to mitigate greenhouse gas emissions

Challenges to select suitable habitats and demonstrate ‘additionality’ in Blue Carbon projects: A seagrass case study

© 2020 Elsevier Ltd Seagrass restoration has been suggested as a Blue Carbon (BC) strategy for climate change mitigation. For Nationally Determined Contributions (NDC) and carbon crediting schemes, BC projects need to demonstrate ‘additionality’, that is enhanced CO2 sequestration and/or avoided greenhouse gas emissions following management actions. This typically requires determining soil carbon accumulation rates (CAR), which is often done using radionuclides or surface elevation tables to estimate sedimentation rates. Here we undertook a case study, using 210Pb and 14C dating, to detect possible changes in Corg stocks and CAR following the loss and partial recovery of Posidonia seagrass meadows in South Australia since 1980–90s. The 210Pb data revealed a lack of accumulation of excess 210Pb in most sites, suggesting negligible accumulation of sediments, intense mixing of the upper layers, or accumulation of reworked sediments, precluding the estimation of reliable CAR at decadal time scales. This limitation was also encountered with 14C. The inability to compare sites over analogous periods of time prevented quantifying differences in soil Corg sequestration, thereby to demonstrate additionality. The lack of significant differences in soil Corg stocks among sites which never suffered seagrass loss, those showing recovery and those with no recovery (5.7 ± 1.2, 4.5 ± 0.7 and 3.3 ± 0.3 kg Corg m-2 within the top meter, respectively) also precluded estimates of soil Corg gains or losses. Our findings demonstrate that, while 210Pb and 14C provide important information on sediment deposition dynamics, it is not straightforward to demonstrate additionality using radionuclides in low depositional seagrass habitats exposed to hydrodynamic energy, features which may be encountered in seagrass sites. We provide insights for the selection of suitable habitats for seagrass BC projects, suggest possible alternative methods for estimating additionality, and discuss the implications of the findings for the implementation of seagrass BC strategies to mitigate greenhouse gas emissions

Statistical properties of 12.2 GHz methanol masers associated with a complete sample of 6.7 GHz methanol masers

We present definitive detection statistics for 12.2 GHz methanol masers towards a complete sample of 6.7 GHz methanol masers detected in the Methanol Multibeam survey south of declination -20 degrees. In total, we detect 250 12.2 GHz methanol masers towards 580 6.7 GHz methanol masers. This equates to a detection rate of 43.1%, which is lower than that of previous significant searches of comparable sensitivity. Both the velocity ranges and the flux densities of the target 6.7 GHz sources surpass that of their 12.2 GHz companion in almost all cases. 80 % of the detected 12.2 GHz methanol maser peaks are coincident in velocity with the 6.7 GHz maser peak. Our data support an evolutionary scenario whereby the 12.2 GHz sources are associated with a somewhat later evolutionary stage than the 6.7 GHz sources devoid of this transition. Furthermore, we find that the 6.7 GHz and 12.2 GHz methanol sources increase in luminosity as they evolve. In addition to this, evidence for an increase in velocity range with evolution is presented. This implies that it is not only the luminosity, but also the volume of gas conducive to the different maser transitions, that increases as the sources evolve. Comparison with GLIMPSE mid-infrared sources has revealed a coincidence rate between the locations of the 6.7 GHz methanol masers and GLIMPSE point sources similar to that achieved in previous studies. Overall, the properties of the GLIMPSE sources with and without 12.2 GHz counterparts are similar. There is a higher 12.2 GHz detection rate towards those 6.7 GHz methanol masers that are coincident with extended green objects.Comment: Accepted to ApJ March 2011. 28 pages, 9 figure

The ‘ins and outs’ of faecal microbiota transplant for recurrent Clostridium difficile diarrhoea at Wits Donald Gordon Medical Centre, Johannesburg, South Africa

Background. Clostridium difficile-associated diarrhoea (CDAD) is a potentially life-threatening condition that is becoming increasingly common. A persistent burden of this infectious illness has been demonstrated over the past 4 years at Wits Donald Gordon Medical Centre (WDGMC), Johannesburg, South Africa, through implementation of active surveillance of hospital-acquired infections as part of the infection prevention and control programme. Oral treatment with metronidazole or vancomycin is recommended, but there is a major problem with symptomatic recurrence after treatment. Replacement of normal flora by the administration of donor stool through colonoscopy or nasogastric/duodenal routes is becoming increasingly popular.Objectives. To identify risk factors for the development of CDAD in patients referred for faecal microbiota transplant (FMT) and evaluate the safety of administration of donor stool as an outpatient procedure, including via the nasogastric route.Methods. A retrospective record review of patients with recurrent CDAD referred for FMT at WDGMC between 1 January 2012 and 31 December 2016 was conducted.Results. Twenty-seven patients were identified, all of whom fulfilled the criteria for recurrent CDAD. One-third were aged >65 years, and the majority were female. The most common risk factors were prior exposure to antibiotics or proton-pump inhibitors and underlying inflammatory bowel disease. Three procedures were carried out as inpatients and 24 in the outpatient gastroenterology unit. At 4-week follow-up, all patients reported clinical resolution of their diarrhoea after a single treatment and there were no recurrences. The FMT procedure was associated with no morbidity (with particular reference to the risk of aspiration when administered via the nasogastric route) or mortality.Conclusions. This case series confirms that FMT is a safe and effective therapy for recurrent CDAD. In most cases it can be administered via the nasogastric route in the outpatient department. We propose that the recently published South African Gastroenterology Society guidelines be reviewed with regard to recommendations for the route of administration of FMT and hospital admission. Meticulous prescription practice by clinicians practising in hospitals and outpatient settings, with particular attention to antimicrobials and chronic medication, is urgently required to prevent this debilitating and potentially life-threatening condition