Conformal isometry of the Reissner-Nordstrom-de Sitter black hole

It was pointed out by Couch and Torrence that the extreme Reissner-Nordstrom solution possesses a discrete conformal isometry. Using results of Romans, it is shown that such a symmetry also exists when a non-zero cosmological constant is allowed.Comment: 4 page

CP^n, or, entanglement illustrated

We show that many topological and geometrical properties of complex projective space can be understood just by looking at a suitably constructed picture. The idea is to view CP^n as a set of flat tori parametrized by the positive octant of a round sphere. We pay particular attention to submanifolds of constant entanglement in CP^3 and give a few new results concerning them.Comment: 28 pages, 9 figure

Mixed state geometric phases, entangled systems, and local unitary transformations

The geometric phase for a pure quantal state undergoing an arbitrary evolution is a ``memory'' of the geometry of the path in the projective Hilbert space of the system. We find that Uhlmann's geometric phase for a mixed quantal state undergoing unitary evolution not only depends on the geometry of the path of the system alone but also on a constrained bi-local unitary evolution of the purified entangled state. We analyze this in general, illustrate it for the qubit case, and propose an experiment to test this effect. We also show that the mixed state geometric phase proposed recently in the context of interferometry requires uni-local transformations and is therefore essentially a property of the system alone.Comment: minor changes, journal reference adde

Generalization of geometric phase to completely positive maps

We generalize the notion of relative phase to completely positive maps with known unitary representation, based on interferometry. Parallel transport conditions that define the geometric phase for such maps are introduced. The interference effect is embodied in a set of interference patterns defined by flipping the environment state in one of the two paths. We show for the qubit that this structure gives rise to interesting additional information about the geometry of the evolution defined by the CP map.Comment: Minor revision. 2 authors added. 4 pages, 2 figures, RevTex

Adoption of alternative fuel vehicles : Influence from neighbors, family and coworkers

During the last years, many governments have set targets for increasing the share of biofuels in the transportation sector. Understanding consumer behavior is essential in designing policies that efficiently increase the uptake of cleaner technologies. In this paper we analyze adopters and non-adopters of alternative fuel vehicles (AFVs). We use diffusion of innovation theory and the established notion that the social system and interpersonal influence play important roles in adoption. Based on a nationwide database of car owners we analyze interpersonal influence on adoption from three social domains: neighbors, family and coworkers. The results point primarily at a neighbor effect in that AFV adoption is more likely if neighbors also have adopted. The results also point at significant effects of interpersonal influence from coworkers and family members but these effects weaken or disappear when income, education level, marriage, age, gender and green party votes are controlled for. The results extend the diffusion of innovation and AFV literature with empirical support for interpersonal influence based on objective data where response bias is not a factor. Implications for further research, environmental and transport policy, and practitioners are discussed.USBESDA</p

Do tax incentives affect households' adoption of ‘green’ cars? : A panel study of the Stockholm congestion tax

Policymakers have made several attempts to introduce local and national policies to reduce CO2 emissions and stimulate the consumer adoption of alternative fuel vehicles (ethanol/E85 cars). The purpose of this paper is to analyze how a local policy measure impacts the composition of the car fleet over time. More specifically, we take advantage of the natural experiment setting caused by the introduction of the Stockholm congestion tax (2006) to analyze how the tax affected purchases of ethanol cars that were exempted from the tax. To estimate effects, we employ a Difference-in-differences methodology. By using a comprehensive database of the car fleet and car owners, sociodemographic and geographic factors are analyzed, which is unique in the existing literature. Our results suggest that the congestion tax had a significant impact on ethanol car purchases although the effect fades away over time. Furthermore, there is a positive relationship between the level of education and ethanol car purchases. Previous adoption of an ethanol car is found to be the strongest predictor of ethanol car purchases. Finally, data indicate that Stockholmers substantially increased purchases of ethanol cars half a year before the introduction of the congestion tax, which we refer to as an anticipation effect.USBESDA</p

Adoption of alternative fuel vehicles: Influence from neighbors, family and coworkers

During the last years, many governments have set targets for increasing the share of biofuels in the transportation sector. Understanding consumer behavior is essential in designing policies that efficiently increase the uptake of cleaner technologies. In this paper we analyze adopters and non-adopters of alternative fuel vehicles (AFVs). We use diffusion of innovation theory and the established notion that the social system and interpersonal influence play important roles in adoption. Based on a nationwide database of car owners we analyze interpersonal influence on adoption from three social domains: neighbors, family and coworkers. The results point primarily at a neighbor effect in that AFV adoption is more likely if neighbors also have adopted. The results also point at significant effects of interpersonal influence from coworkers and family members but these effects weaken or disappear when income, education level, marriage, age, gender and green party votes are controlled for. The results extend the diffusion of innovation and AFV literature with empirical support for interpersonal influence based on objective data where response bias is not a factor. Implications for further research, environmental and transport policy, and practitioners are discussed