Diverse applications are expected to appear in the future with complex and often varying service requirements, traffic profiles and user expectations. These will require extremely advanced adaptive computing and communication systems to provide users with mobile, secure and automatic means of conducting business. A prime application area is in international travel which continues to grow supported by a significant investment in infrastructure, such as Heathrow Terminal 5.An intelligent, adaptive, self-organising wired/wireless infrastructure is essential in this environment. It is anticipated that the considerable growth in the complexity of this infrastructure will not just be due to the proliferation of established fixed equipment such as wireless base stations, surveillance cameras, security detection equipment, display and terminal equipment. The requirements will also be for a much wider deployment of more compact portable equipment, for example, location and control equipment on a wide range of transportation equipment. Radio frequency identification (RFID) tags supported by a transparent optical-RF network can be used to sense, locate and track an array of objects including luggage, mobile assets and commercial goods and can provide additional features such as boarding pass auto-tags and access control tags. The RFID tags will operate at low data rates, typically 64 kbit/s, but an airport environment can be expected to contain a few million of them. Mobile biometric sensors will be widely deployed in this environment providing advanced features. A range of fixed and mobile terminals will provide additional security measures such as chemical detection and analysis, while other terminals, fixed and mobile, will support passenger information and entertainment services on transit. The infrastructure will support an array of personal passenger and staff wireless media rich devices. The wired/wireless network envisaged will thus be huge and complex, supporting perhaps 10 million information sources, with an anticipated peak aggregate data rate of order 500 Gbit/s in a relatively local access environment. This is beyond the capability of any current network and research is needed to understand the principles upon which an effective system could be constructed.As this is such an ambitious and multidisciplinary project, a collaborative programme is proposed. The project has strong industrial involvement and support from Laing O'Rourke who will provide the application context, share design experience, user requirements and architectural constraints and Marconi who will contribute expertise in complex communication system design. At the outline proposal stage, we received feedback from EPSRC that they would welcome additional collaborations with those involved in airport operations. We are delighted that, in response, BAA and Boeing have agreed to become involved in the project, and within UCL links have been made to Dr Paul Brennan, who will contribute substantial knowledge of RfID, being involved in a major European project in the area. Finally we have additionally sought to involve equipment companies including Motorola and Agilent to ensure that we can receive expert advice across all areas within the project.

Non-domestic buildings account for approximately 18% of UK carbon emissions and 13% of final energy consumption. In contrast to domestic buildings, which can be well characterised by a few representative archetypes, the non-domestic sector is highly diverse incorporating a range of built forms to satisfy the needs of commercial, retail, public service, and other end-use sectors. These assets are also very long-lasting and it is estimated that 70% of the UK's current non-domestic buildings will still be in service in 2050. Consequently a major challenge is to design technologies and operating strategies that support a transformation of existing non-domestic buildings into efficient buildings compatible with the UK's energy and climate policy goals. Facilities managers must balance people (the occupants), place (the building's context), and processes (the installed equipment) in order to deliver agreed levels of building services to occupants, of which energy services are particularly important. However, experience has shown that the variability of occupant behaviour and long-term changes in the demand for energy services creates significant challenges for maintaining highly efficient building energy systems. Furthermore it cannot be taken for granted that future innovations will overcome these barriers. New technologies and business models - such as smart meters, heat pumps, phase change materials, real-time pricing, pervasive sensing, and more - will bring with them implicit assumptions about buildings and their occupants and facilities managers will again need to determine how they can be installed and operated effectively, in an integrated fashion. Therefore, although the future holds significant technical potential for improving the energy efficiency of non-domestic buildings, experience suggests that none of these innovations will remove the need for fundamental improvements in the energy management of non-domestic buildings, and indeed provide more opportunities for optimisation. The proposed three-year research project will therefore develop and demonstrate novel adaptive methods both to improve the energy performance of existing buildings and to ensure that these gains are preserved in the face of technological and societal change. This will be achieved by working with partners representing the education, commercial, and retail sectors, thus delivering immediate impact to the energy management of their buildings and also enabling the developed techniques to be sufficiently flexible for widespread use in other non-domestic buildings. The research will therefore help the UK transform its building stock to meet a range of energy and climate policy goals, while enabling the facilities management industry to demonstrate new products and services for domestic and international markets.

There is an urgent need for sustainable development in modern societies. As natural resources become more limited, and environmental pollution has reached alarming levels in many regions on the planet, man made activities need to switch to a more sustainable way of thinking and operation. Many governments worldwide have set ambitious sustainability targets for the near future. The UK government, specifically, has set as target the 80% reduction in carbon dioxide (CO2) emissions from all anthropogenic activities by 2050. The European Union has also included the drastic reduction of CO2 emissions, waste and energy consumption as first priorities in their agenda. The construction sector can play an important role to achieving a sustainable environment, since: a) the production of new materials is an energy intensive process, which is responsible for about 15% of the global CO2 emissions; b) buildings are usually being demolished at the end of their useful life creating waste and pollution, e.g. demolition is responsible for one third of total waste in the UK, and more than half of this waste is still sent to landfill; and c) the material demands will be doubled globally by 2050 according to recent reports. In addition, recycling is not a sustainable solution, because the recycling process is still very energy intensive and requires only marginally less energy than creating materials from scratch. A more sustainable solution is to find ways to avoid demolition of buildings at the end of their useful life. This can be done by developing innovative structural solutions that allow for the reuse of building components directly to new projects. In this way, the construction will produce less CO2 emissions (as there will be no need to manufacture new members or to recycle the old ones), much less waste will go to landfill, and the natural resources of the planet will be used more responsibly. Steel-concrete composite buildings have a large market share (more than 70% in the UK for multi-storey offices and car parks) and more than half of them use steel-concrete composite floors, i.e. the concrete slab is mechanically connected to the steel sections, which results in more economic designs. The current practice of constructing a composite floor, however, uses a connection method between the concrete slab and the steel sections that makes their separation extremely difficult; thus, the disassembly of these buildings is highly problematic. This project proposes a novel way to connect precast concrete slabs with steel sections that offers the advantages of: a) off-site fabrication of all components; b) easy and fast installation on the construction site; c) disassembly of the composite floor; and d) direct reuse of all components in new projects. The project will use experimental testing complemented by numerical analyses in order to develop the proposed novel structural system. Experiments will be conducted on both the slab-steel section connection system alone, in order to characterise its structural behaviour, and on large-scale composite beams replicating real beams in buildings. The experiments will provide evidence on the physical behaviour and the ultimate failure modes of the proposed system, whereas numerical simulations using advanced mathematical models will be used to study numerous geometrical configurations and generalise the results of the tests. Based on the results of the tests and the simulations, recommendations for the practical design of the proposed system will be proposed. The project involves collaboration with leading academics and key industrial partners in order to deliver a reliable sustainable solution for composite floor systems.

Diverse applications are expected to appear in the future with complex and often varying service requirements, traffic profiles and user expectations. These will require extremely advanced adaptive computing and communication systems to provide users with mobile, secure and automatic means of conducting business. A prime application area is in international travel which continues to grow supported by a significant investment in infrastructure, such as Heathrow Terminal 5.An intelligent, adaptive, self-organising wired/wireless infrastructure is essential in this environment. It is anticipated that the considerable growth in the complexity of this infrastructure will not just be due to the proliferation of established fixed equipment such as wireless base stations, surveillance cameras, security detection equipment, display and terminal equipment. The requirements will also be for a much wider deployment of more compact portable equipment, for example, location and control equipment on a wide range of transportation equipment. Radio frequency identification (RFID) tags supported by a transparent optical-RF network can be used to sense, locate and track an array of objects including luggage, mobile assets and commercial goods and can provide additional features such as boarding pass auto-tags and access control tags. The RFID tags will operate at low data rates, typically 64 kbit/s, but an airport environment can be expected to contain a few million of them. Mobile biometric sensors will be widely deployed in this environment providing advanced features. A range of fixed and mobile terminals will provide additional security measures such as chemical detection and analysis, while other terminals, fixed and mobile, will support passenger information and entertainment services on transit. The infrastructure will support an array of personal passenger and staff wireless media rich devices. The wired/wireless network envisaged will thus be huge and complex, supporting perhaps 10 million information sources, with an anticipated peak aggregate data rate of order 500 Gbit/s in a relatively local access environment. This is beyond the capability of any current network and research is needed to understand the principles upon which an effective system could be constructed.As this is such an ambitious and multidisciplinary project, a collaborative programme is proposed. The project has strong industrial involvement and support from Laing O'Rourke who will provide the application context, share design experience, user requirements and architectural constraints and Marconi who will contribute expertise in complex communication system design. At the outline proposal stage, we received feedback from EPSRC that they would welcome additional collaborations with those involved in airport operations. We are delighted that, in response, BAA and Boeing have agreed to become involved in the project, and within UCL links have been made to Dr Paul Brennan, who will contribute substantial knowledge of RfID, being involved in a major European project in the area. Finally we have additionally sought to involve equipment companies including Motorola and Agilent to ensure that we can receive expert advice across all areas within the project.

Diverse applications are expected to appear in the future with complex and often varying service requirements, traffic profiles and user expectations. These will require extremely advanced adaptive computing and communication systems to provide users with mobile, secure and automatic means of conducting business. A prime application area is in international travel which continues to grow supported by a significant investment in infrastructure, such as Heathrow Terminal 5.An intelligent, adaptive, self-organising wired/wireless infrastructure is essential in this environment. It is anticipated that the considerable growth in the complexity of this infrastructure will not just be due to the proliferation of established fixed equipment such as wireless base stations, surveillance cameras, security detection equipment, display and terminal equipment. The requirements will also be for a much wider deployment of more compact portable equipment, for example, location and control equipment on a wide range of transportation equipment. Radio frequency identification (RFID) tags supported by a transparent optical-RF network can be used to sense, locate and track an array of objects including luggage, mobile assets and commercial goods and can provide additional features such as boarding pass auto-tags and access control tags. The RFID tags will operate at low data rates, typically 64 kbit/s, but an airport environment can be expected to contain a few million of them. Mobile biometric sensors will be widely deployed in this environment providing advanced features. A range of fixed and mobile terminals will provide additional security measures such as chemical detection and analysis, while other terminals, fixed and mobile, will support passenger information and entertainment services on transit. The infrastructure will support an array of personal passenger and staff wireless media rich devices. The wired/wireless network envisaged will thus be huge and complex, supporting perhaps 10 million information sources, with an anticipated peak aggregate data rate of order 500 Gbit/s in a relatively local access environment. This is beyond the capability of any current network and research is needed to understand the principles upon which an effective system could be constructed.As this is such an ambitious and multidisciplinary project, a collaborative programme is proposed. The project has strong industrial involvement and support from Laing O'Rourke who will provide the application context, share design experience, user requirements and architectural constraints and Marconi who will contribute expertise in complex communication system design. At the outline proposal stage, we received feedback from EPSRC that they would welcome additional collaborations with those involved in airport operations. We are delighted that, in response, BAA and Boeing have agreed to become involved in the project, and within UCL links have been made to Dr Paul Brennan, who will contribute substantial knowledge of RfID, being involved in a major European project in the area. Finally we have additionally sought to involve equipment companies including Motorola and Agilent to ensure that we can receive expert advice across all areas within the project.