A facile route to a novel aza-crown ether incorporating three thiophene moieties

The preparation of the first of a novel type of large thiophene-containing aza-crown ether is reported. The macrocycle is synthesised by linking a 3,4-dialkoxythiophene moiety with two 3-hydroxythiophene units and ring closure is effected by reaction with piperazine via the Mannich reaction

Configuration Management for Distributed Software Services

The paper describes the SysMan approach to interactive configuration management of distributed software components (objects). Domains are used to group objects to apply policy and for convenient naming of objects. Configuration Management involves using a domain browser to locate relevant objects within the domain service; creating new objects which form a distributed service; allocating these objects to physical nodes in the system and binding the interfaces of the objects to each other and to existing services. Dynamic reconfiguration of the objects forming a service can be accomplished using this tool. Authorisation policies specify which domains are accessible by which managers and which interfaces can be bound together. Keywords Domains, object creation, object binding, object allocation, graphical management interface. 1 INTRODUCTION The object-oriented approach brings considerable benefits to the design and implementation of software for distributed systems (Kramer 1992). Con..

Security policy refinement using data integration: a position paper.

In spite of the wide adoption of policy-based approaches for security management, and many existing treatments of policy verification and analysis, relatively little attention has been paid to policy refinement: the problem of deriving lower-level, runnable policies from higher-level policies, policy goals, and specifications. In this paper we present our initial ideas on this task, using and adapting concepts from data integration. We take a view of policies as governing the performance of an action on a target by a subject, possibly with certain conditions. Transformation rules are applied to these components of a policy in a structured way, in order to translate the policy into more refined terms; the transformation rules we use are similar to those of global-as-view database schema mappings, or to extensions thereof. We illustrate our ideas with an example. Copyright 2009 ACM

Self-managed cells and their federation

Future e-Health systems will consist of low-power, on-body wireless sensors attached to mobile users that interact with a ubiquitous computing environment. This kind of system needs to be able to configure itself with little or no user input; more importantly, it is required to adapt autonomously to changes such as user movement, device failure, the addition or loss of services, and proximity to other such systems. This extended abstract describes the basic architecture of a Self-Managed Cell (SMC) to address these requirements, and discusses various forms of federation between/among SMCs. This structure is motivated by a typical e-Health scenario

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

Expressive Policy Analysis with Enhanced System Dynamicity

Despite several research studies, the effective analysis of policy based systems remains a significant challenge. Policy analysis should at least (i) be expressive (ii) take account of obligations and authorizations, (iii) include a dynamic system model, and (iv) give useful diagnostic information. We present a logic-based policy analysis framework which satisfies these requirements, showing how many significant policy-related properties can be analysed, and we give details of a prototype implementation. Copyright 2009 ACM

The Fundamental Dilemma of Bayesian Active Meta-learning

Many applications involve estimation of parameters that generalize across multiple diverse, but related, data-scarce task environments. Bayesian active meta-learning, a form of sequential optimal experimental design, provides a framework for solving such problems. The active meta-learner's goal is to gain transferable knowledge (estimate the transferable parameters) in the presence of idiosyncratic characteristics of the current task (task-specific parameters). We show that in such a setting, greedy pursuit of this goal can actually hurt estimation of the transferable parameters (induce so-called negative transfer). The learner faces a dilemma akin to but distinct from the exploration--exploitation dilemma: should they spend their acquisition budget pursuing transferable knowledge, or identifying the current task-specific parameters? We show theoretically that some tasks pose an inevitable and arbitrarily large threat of negative transfer, and that task identification is critical to reducing this threat. Our results generalize to analysis of prior misspecification over nuisance parameters. Finally, we empirically illustrate circumstances that lead to negative transfer

Policy Refinement: Decomposition and Operationalization for Dynamic Domains

We describe a method for policy refinement. The refinement process involves stages of decomposition, operationalization, deployment and re-refinement, and operates on policies expressed in a logical language flexible enough to be translated into many different enforceable policy dialects. We illustrate with examples from a coalition scenario, and describe how the stages of decomposition and operationaliztion work internally, and fit together in an interleaved fashion. Domains are represented in a logical formalization of UML diagrams. Both authorization and obligation policies are supported. © 2011 IFIP.Accepted versio