Impacts of Climate Modes on Air-Sea Heat Exchange in the Red Sea

The impacts of various climate modes on the Red Sea surface heat exchange are investigated using the MERRA reanalysis and the OAFlux satellite reanalysis datasets. Seasonality in the atmospheric forcing is also explored. Mode impacts peak during boreal winter [December–February (DJF)] with average anomalies of 12–18 W m−2 to be found in the northern Red Sea. The North Atlantic Oscillation (NAO), the east Atlantic–west Russia (EAWR) pattern, and the Indian monsoon index (IMI) exhibit the strongest influence on the air–sea heat exchange during the winter. In this season, the largest negative anomalies of about −30 W m−2 are associated with the EAWR pattern over the central part of the Red Sea. In other seasons, mode-related anomalies are considerably lower, especially during spring when the mode impacts are negligible. The mode impacts are strongest over the northern half of the Red Sea during winter and autumn. In summer, the southern half of the basin is strongly influenced by the multivariate ENSO index (MEI). The winter mode–related anomalies are determined mostly by the latent heat flux component, while in summer the shortwave flux is also important. The influence of the modes on the Red Sea is found to be generally weaker than on the neighboring Mediterranean basin.

Estimation of chlorophyll degradation into phaeophytinin Anaptychia ciliaris as a method to detect air pollution

Se estudia la influencia de los siguientes factores sobre el valor del cociente de feofitinización DO 435 nm/DO 415 nm en el líquen Anaptychia ciliaris (L.) Kórber: edad del líquen, concentración final de pigmentos, trasplante de los líquenes a áreas distintas sobre sustratos diferentes o similares y el valor de pH del sustrato original o el adoptado tras el trasplante. Se discute la utilización de A. ciliaris como un bioindicador de la presencia de factorcs acidificantes en la atmósfera o en el agua de lluvia que provoquen la feofitinización de las clorofilas.

Biomonitoring of air pollutants by using lichens (Evernia prunastri) in areas between Kenitra and Mohammedia cities in Morocco.

In this study, Evernia prunastri, a lichen growing in its natural habitat in Morocco was analysed for the concentration of five heavy metals (Fe, Pb, Zn, Cu and Cr) from eleven sites between Kenitra and Mohammedia cities. The control site was Dar Essalam, an isolated area with low traffic density and dense vegetation. In the investigated areas, the concentration of heavy metals was correlated with vehicular traffic, industrial activity and urbanization. The total metal concentration was highest in Sidi Yahya, followed by Mohammedia and Bouznika. The coefficient of variation was higher for Pb and lower for Cu, Zn and Fe. The concentrations of most heavy metals in the thalli differed significantly between sites (p<0.01). Principal component analysis (PCA) revealed a significant correlation between heavy metal accumulation and atmospheric purity index. This study demonstrated also that the factors most strongly affecting the lichen flora were traffic density, the petroleum industry and paper factories in these areas. Overall, these results suggest that the index of atmospheric purity and assessment of heavy metals in lichen thalli are good indicators of the air quality at the studied sites.

Performance analysis of a feasible air-cycle refrigeration system for road transport

The performance of an air-cycle refrigeration unit for road transport, which had been previously reported, was analysed in detail and compared with the original design model and an equivalent Thermo King SL200 vapour-cycle refrigeration unit. Poor heat exchanger performance was found to be the major contributor to low coefficient of performance values. Using state-of-the-art, but achievable performance levels for turbomachinery and heat exchangers, the performance of an optimised air-cycle refrigeration unit for the same application was predicted. The power requirement of the optimised air-cycle unit was 7% greater than the equivalent vapour-cycle unit at full-load operation. However, at part-load operation the air-cycle unit was estimated to absorb 35% less power than the vapour-cycle unit. The analysis demonstrated that the air-cycle system could potentially match the overall fuel consumption of the vapour-cycle transport refrigeration unit, while delivering the benefit of a completely refrigerant free system.

Design, construction and testing of an air-cycle refrigeration system for road transport

The environmental attractions of air-cycle refrigeration are considerable. Following a thermodynamic design analysis, an air-cycle demonstrator plant was constructed within the restricted physical envelope of an existing Thermo King SL200 trailer refrigeration unit. This unique plant operated satisfactorily, delivering sustainable cooling for refrigerated trailers using a completely natural and safe working fluid. The full load capacity of the air-cycle unit at -20 °C was 7,8 kW, 8% greater than the equivalent vapour-cycle unit, but the fuel consumption of the air-cycle plant was excessively high. However, at part load operation the disparity in fuel consumption dropped from approximately 200% to around 80%. The components used in the air-cycle demonstrator were not optimised and considerable potential exists for efficiency improvements, possibly to the point where the air-cycle system could rival the efficiency of the standard vapour-cycle system at part-load operation, which represents the biggest proportion of operating time for most units.

Experimental Investigation into the Free-Air Cooling of Air-Cooled Cylinders

This paper describes an experimental investigation into the surface heat transfer coefficient of finned metal cylinders in a free air stream. Eight cast aluminium alloy cylinders were tested with four different fin pitches and five different fin lengths. The cylinders and their fins were designed to be representative of those found on a motorcycle engine. Each electrically heated cylinder was mounted in a wind tunnel and subjected to a range of air speeds between 2 and 20 m/s. The surface heat transfer coefficient, h, was found primarily to be a function of the air speed and the fin separation, with fin length having a lesser effect. The coefficient increases with airspeed and as the fins are separated or shortened. It was also noted that a limiting value of coefficient exists, influenced only by airspeed. Above the limiting value the surface heat transfer could not be increased by further separation of the fins or reduction in their length.