Energy levels, radiative rates and electron impact excitation rates for transitions in Be-like Ti XIX

We report calculations of energy levels, radiative rates and electron impact excitation cross sections and rates for transitions in Be-like Ti XIX. The general-purpose relativistic atomic structure package is adopted for calculating energy levels and radiative rates. For determining the collision strengths and subsequently the excitation rates, the Dirac atomic R-matrix code (darc) is used. Oscillator strengths, radiative rates and line strengths are reported for all E1, E2, M1 and M2 transitions among the lowest 98 levels of the n≤ 4 configurations. Additionally, theoretical lifetimes are listed for all 98 levels. Collision strengths are averaged over a Maxwellian velocity distribution and the effective collision strengths obtained listed over a wide temperature range up to 10 ^7.7K. Comparisons are made with similar data obtained from the flexible atomic code (fac) to highlight the importance of resonances, included in calculations with darc, in the determination of effective collision strengths. Discrepancies between the collision strengths from darc and fac, particularly for forbidden transitions, are also discussed. 

Energy levels, radiative rates and electron impact excitation rates for transitions in He-like Kr XXXV

We report calculations of energy levels, radiative rates and electron impact excitation cross sections and rates for transitions in He-like Kr XXXV. The grasp (general-purpose relativistic atomic structure package) is adopted for calculating energy levels and radiative rates. For determining the collision strengths and subsequently the excitation rates, the Dirac Atomic R-matrix Code (darc) is used. Oscillator strengths, radiative rates and line strengths are reported for all E1, E2, M1 and M2 transitions among the lowest 49 levels. Additionally, theoretical lifetimes are listed for all 49 levels. Collision strengths are averaged over a Maxwellian velocity distribution and the effective collision strengths obtained listed over a wide temperature range up to 10 ^8.1K. Comparisons are made with similar data obtained with the Flexible Atomic Code (fac) to assess the accuracy of the results and to highlight the importance of resonances, included in calculations with darc, in the determination of effective collision strengths. Differences between the collision strengths from darc and fac, particularly for forbidden transitions, are also discussed. Finally, discrepancies between the present results of effective collision strengths from the darc code and earlier semi-relativistic R-matrix data are noted over a wide range of electron temperatures for many transitions of KrXXXV. 

Energy levels, radiative rates and electron impact excitation rates for transitions in He-like Ti XXI, v XXII, Cr XXIII and Mn XXIV

We report calculations of energy levels, radiative rates and electron impact excitation cross sections and rates for transitions in He-like Ti XXI, V XXII, Cr XXIII and Mn XXIV. grasp (general-purpose relativistic atomic structure package) is adopted for calculating energy levels and radiative rates. For determining the collision strengths and subsequently the excitation rates, the Dirac atomic R-matrix code (darc) is used. Oscillator strengths, radiative rates and line strengths are reported for all E1, E2, M1 and M2 transitions among the lowest 49 levels of each ion. Additionally, theoretical lifetimes are listed for all the 49 levels of the above four ions. Collision strengths are averaged over a Maxwellian velocity distribution and the effective collision strengths obtained listed over a wide temperature range up to 10 ^7.5K. Comparisons are made with similar data obtained using the flexible atomic code (fac) to highlight the importance of resonances, included in calculations with darc, in the determination of effective collision strengths. Discrepancies between the collision strengths from darc and fac, in particular for forbidden transitions, are also discussed. Finally, discrepancies between the present results for effective collision strengths with the darc code and earlier semi-relativistic R-matrix data are noted over a wide range of electron temperatures for many transitions in all ions. 

Energy levels, radiative rates, and electron impact excitation rates for transitions in Li-like ions with 12≤Z≤20

We report calculations of energy levels, radiative rates, and electron impact excitation rates for transitions in Li-like ions with 12≤Z≤20. The grasp (general-purpose relativistic atomic structure package) is adopted for calculating energy levels and radiative rates, while for determining the collision strengths and subsequently the excitation rates, the Dirac atomic R-matrix code is used. Oscillator strengths, radiative rates, and line strengths are reported for all E1, E2, M1, and M2 transitions among the lowest 24 levels of the Li-like ions considered. Collision strengths have been averaged over a Maxwellian velocity distribution, and the effective collision strengths obtained are reported over a wide temperature range up to 10^7.4 K. Additionally, lifetimes are also listed for all calculated levels of the ions. Finally, extensive comparisons are made with results available in the literature, as well as with our parallel calculations for all parameters with the Flexible Atomic Code, in order to assess the accuracy of the reported results. 

Energy levels, radiative rates and electron impact excitation rates for transitions in C III

We report energy levels, radiative rates (A-values) and lifetimes for the astrophysically important Be-like ion C III. For the calculations, 166 levels belonging to the n ≤ 5 configurations are considered and the GRASP (General-purpose Relativistic Atomic Structure Package) is adopted. Einstein A-coefficients are provided for all E1, E2, M1 and M2 transitions, while lifetimes are compared with available measurements as well as theoretical results, and no large discrepancies noted. Our energy levels are assessed to be accurate to better than 1 per cent for a majority of levels, and A-values to better than 20 per cent for most transitions. Collision strengths are also calculated, for which the Dirac Atomic R-matrix Code (DARC) is used. A wide energy range, up to 21 Ryd, is considered and resonances resolved in a fine energy mesh in the thresholds region. The collision strengths are subsequently averaged over a Maxwellian velocity distribution to determine effective collision strengths up to a temperature of 8.0 ×10[5]K, sufficient for most astrophysical applications. Our data are compared with the recent R-matrix calculations of Fernández-Menchero et al., and significant differences (up to over an order of magnitude) are noted for several transitions over the complete temperature range of the results.

Energy levels, radiative rates and electron impact excitation rates for transitions in Fe XIV

Energies and lifetimes are reported for the lowest 136 levels of Fe XIV, belonging to the (1s(2)2s(2)2p(6)) 3s(2)3p, 3s(3)p(2), 3s(2)3d, 3p(3), 3s(3)p(3)d, 3p(2)3d, 3s(3)d(2), 3p(3)d(2) and 3s(2)4l configurations. Additionally, radiative rates, oscillator strengths and line strengths are calculated for all electric dipole (E1), magnetic dipole (M1), electric quadrupole (E2) and magnetic quadrupole (M2) transitions. Theoretical lifetimes determined from these radiative rates for most levels show satisfactory agreement with earlier calculations, a swell as with measurements. Electron impact excitation collision strengths are also calculated with the Dirac atomic R-matrix code (DARC) over a wide energy range up to 260 Ryd. Furthermore, resonances have been resolved in a fine energy mesh to determine effective collision strengths, obtained after integrating the collision strengths over a Maxwellian distribution of electron velocities. Results are listed for all 9180 transitions among the 136 levels over a wide range of electron temperatures, up to 10(7.1) K. Comparisons are made with available results in the literature, and the accuracy of the present data is assessed.

Secure data networks for electrical distribution applications

Smart Grids are characterized by the application of information communication technology (ICT) to solve electrical energy challenges. Electric power networks span large geographical areas, thus a necessary component of many Smart Grid applications is a wide area network (WAN). For the Smart Grid to be successful, utilities must be confident that the communications infrastructure is secure. This paper describes how a WAN can be deployed using WiMAX radio technology to provide high bandwidth communications to areas not commonly served by utility communications, such as generators embedded in the distribution network. A planning exercise is described, using Northern Ireland as a case study. The suitability of the technology for real-time applications is assessed using experimentally obtained latency data.

The ejected mass distribution of Type Ia supernovae: a significant rate of non-Chandrasekhar-mass progenitors

The ejected mass distribution of Type Ia supernovae (SNe Ia) directly probes progenitor evolutionary history and explosion mechanisms, with implications for their use as cosmological probes. Although the Chandrasekhar mass is a natural mass scale for the explosion of white dwarfs as SNe Ia, models allowing SNe Ia to explode at other masses have attracted much recent attention. Using an empirical relation between the ejected mass and the light-curve width, we derive ejected masses Mej and 56Ni masses MNi for a sample of 337 SNe Ia with redshifts z <0.7 used in recent cosmological analyses. We use hierarchical Bayesian inference to reconstruct the joint Mej-MNi distribution, accounting for measurement errors. The inferred marginal distribution of Mej has a long tail towards sub-Chandrasekhar masses, but cuts off sharply above 1.4 M⊙. Our results imply that 25-50 per cent of normal SNe Ia are inconsistent with Chandrasekhar-mass explosions, with almost all of these being sub-Chandrasekhar mass; super-Chandrasekhar-mass explosions make up no more than 1 per cent of all spectroscopically normal SNe Ia. We interpret the SN Ia width-luminosity relation as an underlying relation between Mej and MNi, and show that the inferred relation is not naturally explained by the predictions of any single known explosion mechanism.

Energy versus data integrity trade-offs in embedded high-density logic compatible dynamic memories

Current variation aware design methodologies, tuned for worst-case scenarios, are becoming increasingly pessimistic from the perspective of power and performance. A good example of such pessimism is setting the refresh rate of DRAMs according to the worst-case access statistics, thereby resulting in very frequent refresh cycles, which are responsible for the majority of the standby power consumption of these memories. However, such a high refresh rate may not be required, either due to extremely low probability of the actual occurrence of such a worst-case, or due to the inherent error resilient nature of many applications that can tolerate a certain number of potential failures. In this paper, we exploit and quantify the possibilities that exist in dynamic memory design by shifting to the so-called approximate computing paradigm in order to save power and enhance yield at no cost. The statistical characteristics of the retention time in dynamic memories were revealed by studying a fabricated 2kb CMOS compatible embedded DRAM (eDRAM) memory array based on gain-cells. Measurements show that up to 73% of the retention power can be saved by altering the refresh time and setting it such that a small number of failures is allowed. We show that these savings can be further increased by utilizing known circuit techniques, such as body biasing, which can help, not only in extending, but also in preferably shaping the retention time distribution. Our approach is one of the first attempts to access the data integrity and energy tradeoffs achieved in eDRAMs for utilizing them in error resilient applications and can prove helpful in the anticipated shift to approximate computing.

Economic optimization of wind farms in function of the cost of energy produced

Esta tese apresenta um estudo sobre otimização económica de parques eólicos, com o objetivo de obter um algoritmo para otimização económica de parques eólicos através do custo da energia produzida. No estudo utilizou-se uma abordagem multidisciplinar. Inicialmente, apresentam-se as principais tecnologias e diferentes arquiteturas utilizadas nos parques eólicos. Bem como esquemas de funcionamento e gestão dos parques. São identificadas variáveis necessárias e apresenta-se um modelo dimensionamento para cálculo dos custos da energia produzida, tendo-se dado ênfase às instalações onshore e ligados a rede elétrica de distribuição. É feita uma análise rigorosa das características das topologias dos aerogeradores disponíveis no mercado, e simula-se o funcionamento de um parque eólico para testar a validade dos modelos desenvolvidos. Também é implementado um algoritmo para a obtenção de uma resposta otimizada para o ciclo de vida económico do parque eólico em estudo. A abordagem proposta envolve algoritmos para otimização do custo de produção com multiplas funções objetivas com base na descrição matemática da produção de eletricidade. Foram desenvolvidos modelos de otimização linear, que estabelece a ligação entre o custo económico e a produção de eletricidade, tendo em conta ainda as emissões de CO2 em instrumentos de política energética para energia eólica. São propostas expressões para o cálculo do custo de energia com variáveis não convencionais, nomeadamente, para a produção variável do parque eólico, fator de funcionamento e coeficiente de eficiência geral do sistema. Para as duas últimas, também é analisado o impacto da distribuição do vento predominante no sistema de conversão de energia eólica. Verifica-se que os resultados obtidos pelos algoritmos propostos são similares às obtidas por demais métodos numéricos já publicados na comunidade científica, e que o algoritmo de otimização económica sofre influência significativa dos valores obtidos dos coeficientes em questão. Finalmente, é demonstrado que o algoritmo proposto (LCOEwso) é útil para o dimensionamento e cálculo dos custos de capital e O&M dos parques eólicos com informação incompleta ou em fase de projeto. Nesse sentido, o contributo desta tese vem ser desenvolver uma ferramenta de apoio à tomada de decisão de um gestor, investidor ou ainda agente público em fomentar a implantação de um parque eólico.

Road traffic information platform for energy and emissions savings

Apesar das recentes inovações tecnológicas, o setor dos transportes continua a exercer impactes significativos sobre a economia e o ambiente. Com efeito, o sucesso na redução das emissões neste setor tem sido inferior ao desejável. Isto deve-se a diferentes fatores como a dispersão urbana e a existência de diversos obstáculos à penetração no mercado de tecnologias mais limpas. Consequentemente, a estratégia “Europa 2020” evidencia a necessidade de melhorar a eficiência no uso das atuais infraestruturas rodoviárias. Neste contexto, surge como principal objetivo deste trabalho, a melhoria da compreensão de como uma escolha de rota adequada pode contribuir para a redução de emissões sob diferentes circunstâncias espaciais e temporais. Simultaneamente, pretende-se avaliar diferentes estratégias de gestão de tráfego, nomeadamente o seu potencial ao nível do desempenho e da eficiência energética e ambiental. A integração de métodos empíricos e analíticos para avaliação do impacto de diferentes estratégias de otimização de tráfego nas emissões de CO2 e de poluentes locais constitui uma das principais contribuições deste trabalho. Esta tese divide-se em duas componentes principais. A primeira, predominantemente empírica, baseou-se na utilização de veículos equipados com um dispositivo GPS data logger para recolha de dados de dinâmica de circulação necessários ao cálculo de emissões. Foram percorridos aproximadamente 13200 km em várias rotas com escalas e características distintas: área urbana (Aveiro), área metropolitana (Hampton Roads, VA) e um corredor interurbano (Porto-Aveiro). A segunda parte, predominantemente analítica, baseou-se na aplicação de uma plataforma integrada de simulação de tráfego e emissões. Com base nesta plataforma, foram desenvolvidas funções de desempenho associadas a vários segmentos das redes estudadas, que por sua vez foram aplicadas em modelos de alocação de tráfego. Os resultados de ambas as perspetivas demonstraram que o consumo de combustível e emissões podem ser significativamente minimizados através de escolhas apropriadas de rota e sistemas avançados de gestão de tráfego. Empiricamente demonstrou-se que a seleção de uma rota adequada pode contribuir para uma redução significativa de emissões. Foram identificadas reduções potenciais de emissões de CO2 até 25% e de poluentes locais até 60%. Através da aplicação de modelos de tráfego demonstrou-se que é possível reduzir significativamente os custos ambientais relacionados com o tráfego (até 30%), através da alteração da distribuição dos fluxos ao longo de um corredor com quatro rotas alternativas. Contudo, apesar dos resultados positivos relativamente ao potencial para a redução de emissões com base em seleções de rotas adequadas, foram identificadas algumas situações de compromisso e/ou condicionantes que devem ser consideradas em futuros sistemas de eco navegação. Entre essas condicionantes importa salientar que: i) a minimização de diferentes poluentes pode implicar diferentes estratégias de navegação, ii) a minimização da emissão de poluentes, frequentemente envolve a escolha de rotas urbanas (em áreas densamente povoadas), iii) para níveis mais elevados de penetração de dispositivos de eco-navegação, os impactos ambientais em todo o sistema podem ser maiores do que se os condutores fossem orientados por dispositivos tradicionais focados na minimização do tempo de viagem. Com este trabalho demonstrou-se que as estratégias de gestão de tráfego com o intuito da minimização das emissões de CO2 são compatíveis com a minimização do tempo de viagem. Por outro lado, a minimização de poluentes locais pode levar a um aumento considerável do tempo de viagem. No entanto, dada a tendência de redução nos fatores de emissão dos poluentes locais, é expectável que estes objetivos contraditórios tendam a ser minimizados a médio prazo. Afigura-se um elevado potencial de aplicação da metodologia desenvolvida, seja através da utilização de dispositivos móveis, sistemas de comunicação entre infraestruturas e veículos e outros sistemas avançados de gestão de tráfego.

Sediment dynamics and tidal inlet relocation in mixed-energy settings: the case of Ancão inlet (Algarve - Portugal)

Tese de dout., Ciências do Mar, Faculdade de Ciências do Mar e do Ambiente, Univ. do Algarve, 2003

Assessing energy consumption in supply chains

The paper addresses the transport activities and associated energy consumption involved in the production and supply of two products: jeans and yoghurt. In the case of jeans, the analysis is from the locations in which cotton is grown, to retail outlets in the UK; in the case of yoghurt, the analysis is from the supply of milk on farms, to retail outlets in France. The results show that the transport stages from the point of jeans manufacture to UK port are responsible for the greatest proportion of transport energy use per kilogram of jeans in the UK supply chain. In the case of the French yoghurt supply chains, the results indicate that each of the three transport stages from farm to third-party distribution centre consume approximately the same proportion of total freight transport energy. The energy used on the transport stage for yoghurt from third-party distribution centre to retail outlet varies depending on the type of retail outlet served. Far greater quantities of energy are used in transporting jeans than yoghurts from farm/field to retail outlet. This is explained by the distances involved in the respective supply chains. Both case studies demonstrate that the energy used by consumers transporting goods to their homes by car can be as great as total freight transport energy used in the supply chain from farm/field to retail outlet (per kilogram of product transported).

Analysing energy use in supply chains: the case of fruits & vegetables and furniture

An increasing number of producers, retailers and third-party logistics providers are interested in carrying out energy assessments of their product supply chain. This is due to sensitivity about climate change and carbon emissions, but also to high energy prices. This paper presents an analytical approach developed to measure energy use in logistics activities in product supply chains. The approach (based on the Life Cycle Approach) quantifies energy use in transport and logistics activities at all stages of a product supply chain. The work has demonstrated that such an assessment approach based on the supply chain is useful in comparing the energy use implications of different strategies. This supply chain approach can be used to consider options such as sourcing and distribution centre locations, transport modes, road freight vehicle types and weights, vehicle load factors, empty running, transport distance and the balance between consumer shopping trips and delivery to the home.

Energy efficiency and greenhouse gas emissions of different supply chains: a comparison of French, UK and Belgian cases

Freight transportation system is critical to economic activity but it carries significant environmental costs, notably GHG emissions and climate change : energy use and corresponding CO2 emissions is increasing faster in freight transport than in other sectors and this increase is primarily the result of increased trade. This paper compares the transport activities, associated energy consumption and CO2 emissions of different supply chains for a range of products in three countries: Belgium, France and United Kingdom. Among the products considered are furniture and ‘fruits & vegetables’. For each of these products, different supply chains, involving more or less transport activity and associated energy consumption are analysed in each country. The comparison highlights some of the main factors that influence GHG emissions for different supply chains and illustrates how they vary according to product and country of final distribution. In more detail, the paper addresses the main differences between the supply chains of these products namely, the origin of their sourcing, the logistical organisation between production and retail and different types of retail outlet. The origin of the sourcing impact is mainly related to distance. The impact of the logistical organisation between raw material and retail on GHG emissions is linked to the mode and vehicle choice and to the load factor. As for retail, the consumer trip emissions, between his home and the retail outlet, are also an important part of the whole supply chain emissions. It is worthwhile to notice that our goal in this project is to consider the whole supply chain, from production to consumption. Therefore a particular focus is put on the mobility behaviours of consumers purchasing the studied products during their shopping and dropping back home activities related to these products. Especially a web based survey has been conducted and the gathered results offer an opportunity for drawing a more detailed picture of the associated CO2 emissions. This paper uses the results of an ongoing research on supply chain energy efficiency, funded by ADEME (the French Energy Agency) through the French program on transport research (PREDIT). This research is based on a comprehensive review of the various approaches to quantifying the environmental impacts of supply chains together with data collection from a range of organisations including manufacturers, retailers and transport companies. We will first present the developed methodologies, then the results corresponding to each studied product will be described. A discussion of the potential application of the research approach to the wider debate about the environmental impact of freight transport and the scope for GHG emissions reduction targets to be achieved will be included.