Geovisualization of household energy consumption characteristics

A vast amount of quantitative data is available within the energy sector, however, there is limited understanding of the relationships between neighbourhoods, demographic characteristics and domestic energy consumption habits. We report upon research that will combine datasets relating to energy consumption, saving and loss with geodemographics to enable better understanding of energy user types. A novel interactive interface is planned to evaluate the performance of these energy-based classifications. The research aims to help local governments and the energy industry in targeting households and populations for new energy saving schemes and in improving efforts to promote sustainable energy consumption. Energy based neighbourhood classifications will also promote consumption awareness amongst domestic users. This poster describes the research methodology, data sources and visualization requirements

Space station needs, attributes, and architectural options: Space station program cost analysis

This report documents the principal cost results (Task 3) derived from the Space Station Needs, Attributes, and Architectural Options study conducted for NASA by the McDonnell Douglas Astronautics Company. The determined costs were those of Architectural Options (Task 2) defined to satisfy Mission Requirements (Task 1) developed within the study. A major feature of this part of the study was the consideration of realistic NASA budget constraints on the recommended architecture. Thus, the space station funding requirements were adjusted by altering schedules until they were consistent with current NASA budget trends

A robust method for measuring the Hubble parameter

We obtain a robust, non-parametric, estimate of the Hubble constant from galaxy linear diameters calibrated using HST Cepheid distances. Our method is independent of the parametric form of the diameter function and the spatial distribution of galaxies and is insensitive to Malmquist bias. We include information on the galaxy rotation velocities; unlike Tully-Fisher, however, we retain a fully non-parametric treatment. We find $H_0=66\pm6$ km/s/Mpc, somewhat larger than previous results using galaxy diameters.Comment: 4 pages, 1 figure, Cosmic Flows Workshop, Victoria B.C. Canada, July 1999, ed. S. Courteau, M. Strauss & J. Willick, ASP conf. serie

Extending the memory times of trapped-ion qubits with error correction and global entangling operations

The technical demands to perform quantum error correction are considerable. The task requires the preparation of a many-body entangled state, together with the ability to make parity measurements over subsets of the physical qubits of the system to detect errors. Here we propose two trapped-ion experiments to realise error-correcting codes of variable size to protect a single encoded qubit from dephasing errors. Novel to our schemes is the use of a global entangling phase gate, which could be implemented in both Penning traps and Paul traps. We make use of this entangling operation to significantly reduce the experimental complexity of state preparation and syndrome measurements. We also show, in our second scheme, that storage times can be increased further by repeatedly teleporting the logical information between two codes supported by the same ion Coulomb crystal to learn information about the locations of errors. We estimate that a logical qubit encoded in such a crystal will maintain high coherence for times more than an order of magnitude longer than each physical qubit would.Comment: 18 pages, 8 figures. The authors list has changed since the first version of this draf

Smarter choices ?changing the way we travel. Case study reports

This report accompanies the following volume:Cairns S, Sloman L, Newson C, Anable J, Kirkbride A and Goodwin P (2004)Smarter Choices ? Changing the Way We Travel. Report published by theDepartment for Transport, London, available via the ?Sustainable Travel? section ofwww.dft.gov.uk, and from http://eprints.ucl.ac.uk/archive/00001224/

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

Creative User-Centered Visualization Design for Energy Analysts and Modelers

We enhance a user-centered design process with techniques that deliberately promote creativity to identify opportunities for the visualization of data generated by a major energy supplier. Visualization prototypes developed in this way prove effective in a situation whereby data sets are largely unknown and requirements open – enabling successful exploration of possibilities for visualization in Smart Home data analysis. The process gives rise to novel designs and design metaphors including data sculpting. It suggests: that the deliberate use of creativity techniques with data stakeholders is likely to contribute to successful, novel and effective solutions; that being explicit about creativity may contribute to designers developing creative solutions; that using creativity techniques early in the design process may result in a creative approach persisting throughout the process. The work constitutes the first systematic visualization design for a data rich source that will be increasingly important to energy suppliers and consumers as Smart Meter technology is widely deployed. It is novel in explicitly employing creativity techniques at the requirements stage of visualization design and development, paving the way for further use and study of creativity methods in visualization design

Kinetic energy functional for Fermi vapors in spherical harmonic confinement

Two equations are constructed which reflect, for fermions moving independently in a spherical harmonic potential, a differential virial theorem and a relation between the turning points of kinetic energy and particle densities. These equations are used to derive a differential equation for the particle density and a non-local kinetic energy functional.Comment: 8 pages, 2 figure