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A systematic review of 210 educational research, policy and professional literature studies from the period 2005-2011 identified only 17 publications which met the criteria for inclusion and contained findings relating to teachers' roles in promoting creativity and 18 for how they can be supported in doing so. The evidence from the studies suggest that teacher skills and attitudes; a willingness to act as a role model; awareness of learners' needs; flexible approaches to curriculum and lesson structure; particular types of classroom interaction with pupils, together with the use of ICT and assessment, are important components of teaching for creativity. The evidence also suggests the importance of school culture in supporting or impeding creative practice; the need to elicit teachers' prior conceptions of creativity in education; teachers taking on the role of learners to develop their own creativity; working co-constructively with a mentor or coach -which may be a creative professional from an outside agency; and the importance of teachers undertaking action research and reflection on their own classroom practice.

This paper is based on a systematic review of educational research, policy and professional literature relating to creative environments for learning in schools. Despite the search yielding 210 documents, comparatively few empirical studies were published between 2005 and 2011 that addressed the review objectives. Only 18 studies included in the review investigated the impact of creativity on learners. There was, however some evidence for the impact of creative learning environments on pupil attainment, confidence, resilience, motivation, problem-solving, interpersonal skills and school attendance. These findings have implications for policy, practice and research internationally.

This study developed, analyzed, and compared mission architectures for human exploration of Mars' moons within the context of an Evolvable Mars Campaign. METHODS: All trades assumed conjunction class missions to Phobos (approximately 500 days in Mars system) as it was considered the driving case for the transportation architecture. All architectures assumed that the Mars transit habitat would remain in a high-Mars orbit (HMO) with crewmembers transferring between HMO and Phobos in a small crew taxi vehicle. A reference science/exploration program was developed including performance of a standard set of tasks at 55 locations on the Phobos surface. Detailed EVA timelines were developed using realistic flight rules to accomplish the reference science tasks using exploration systems ranging from jetpacks to multi-person pressurized excursion vehicles combined with Phobos surface and orbital (L1, L4/L5, 20 km distant-retrograde-orbit [DRO]) habitat options. Detailed models of propellant mass, crew time, science productivity, radiation exposure, systems and consumables masses, and other figures of merit were integrated to enable quantitative comparison of different architectural options. Options for prestaging assets using solar electric propulsion versus delivering all systems with the crew were also evaluated. Seven discrete mission architectures were evaluated. RESULTS: The driving consideration for habitat location (Phobos surface versus orbital) was radiation exposure, with an estimated reduction in cumulative mission radiation exposure of up to 34% (versus a Mars orbital mission) when the habitat is located on the Phobos surface, compared with only 3% to 6% reduction for a habitat in a 20-km DRO. The exploration utility of lightweight unpressurized excursion vehicles was limited by the need to remain within 20 minutes of solar particle event radiation protection combined with complex guidance, navigation, and control systems required by the nonintuitive and highly-variable gravitational environment. Two-person pressurized excursion vehicles as well as mobile surface habitats offer significant exploration capability and operational benefits compared with unpressurized extravehicular activity (EVA) mobility systems at the cost of increased system and propellant mass. Mechanical surface translation modes (ie, hopping) were modeled and offered potentially significant propellant savings and the possibility of extended exploration operations between crewed missions. Options for extending the use of the crew taxi vehicle were examined, including use as an exploration asset for Phobos surface exploration (when combined with an alternate mobility system) and as an EVA platform, both on Phobos and for contingency EVA on the Mars transit habitat. CONCLUSIONS: Human exploration of Phobos offers a scientifically meaningful first step towards human Mars surface missions that develops and validates transportation, habitation, and exploration systems and operations in advance of the Mars landing systems.

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The Evolvable Mars Campaign (EMC) is the current NASA Mars mission planning effort which seeks to establish sustainable, realistic strategies to enable crewed Mars missions in the mid-2030s timeframe. The primary outcome of the Evolvable Mars Campaign is not to produce "The Plan" for sending humans to Mars, but instead its intent is to inform the Human Exploration and Operations Mission Directorate near-term key decisions and investment priorities to prepare for those types of missions. The FY'15 EMC effort focused upon analysis of integrated mission architectures to identify technically appealing transportation strategies, logistics build-up strategies, and vehicle designs for reaching and exploring Mars moons and Mars surface. As part of the development of this campaign, long duration habitats are required which are capable of supporting crew with limited resupply and crew abort during the Mars transit, Mars moons, and Mars surface segments of EMC missions. In particular, the EMC design team sought to design a single, affordable habitation system whose manufactured units could be outfitted uniquely for each of these missions and reused for multiple crewed missions. This habitat system must provide all of the functionality to safely support 4 crew for long durations while meeting mass and volume constraints for each of the mission segments set by the chosen transportation architecture and propulsion technologies. This paper describes several proposed long-duration habitation strategies to enable the Evolvable Mars Campaign through improvements in mass, cost, and reusability, and presents results of analysis to compare the options and identify promising solutions. The concepts investigated include several monolithic concepts: monolithic clean sheet designs, and concepts which leverage the co-manifested payload capability of NASA's Space Launch System (SLS) to deliver habitable elements within the Universal Payload Adaptor between the SLS upper stage and the Orion/Service module on the top of the vehicle. Multiple modular habitat options for Mars surface and in-space missions are also considered with various functionality and volume splits between modules to find the best balance of reducing the single largest mass which must be delivered to a destination and reducing the number of separate elements which must be launched. Analysis results presented for each of these concepts in this paper include mass/volume/power sizing using parametric sizing tools, identification of unique operational constraints, and limited comments on the additional impacts of reusability/dormancy on system design. Finally, recommendations will be made for promising solutions which will be carried forward for consideration in the Evolvable Mars Campaign work.

1:IntroductionConsidering automated construction the questions can be asked, first, what are the advantages and disadvantages of automating construction processes? Second, what are some of the implications of incorporating automated features into a building? Third, what are limitations and problems that must be overcome by robots and construction machines (some specifications for designing robotic systems tailored for architecture)? Fourth, and last, if certain optimizations can be achieved through automation, what would a likely tool box of principles or rules-of-thumb consist of, which designers could structure architectural concepts around? The first and second areas address justification and feasibility, and the third and fourth areas cover design.In preparation for this paper, the state of the art of automated construction was explored. Exemplars of papers and actual projects were identified and studied. Many of the questions asked regarding justification and feasibility have been discussed in the exemplars, but topics relating to design appear to be lacking.In order to optimize the use of automated technology, it is important that design principles based on the technology are considered. Where most of the current research and development has been initiated from a bottom-up approach by engineers and construction managers, it may be advantageous to balance that with top-down theoretical approaches initiated by designers, architects, and researchers. Researchers can use various approaches to discover rules-of-thumb and general knowledge from which designers can draw from. Architects and designers may use automation as a theme or concept whereby the structural, functional, and aesthetic components of the building may be derived. 2:Research programme for design topics in automated construction 2.1:BackgroundThe research programme proposed in this section is devoted mostly to design principles, covering overall volume and space design as well as joint and detail design. It is hoped that the results of the research will provide valuable information for the design of flexible componentbased building systems which can be assembled with robots and automated construction machines.The proposed research will be divided into two parts. 1) A theoretical research programme for the purpose of deriving a shape grammar that will provide a tool for both building volume generation and robotic work cell configuration for an orthogonal building system. 2) A simulation research programme for understanding component connections and robotic manipulation. 2.2:Proposed theoretical shape grammarsIt is assumed that an indefinite number of shape grammars that optimize the use of automated construction technologies can be derived for orthogonal or nonorthogonal buildings depending on the proposed structure, function, and aesthetic of the building. In the research proposed in this paper, however, and for the purpose of devising a guide for the design of volumes and spaces, an excercise deriving theoretical shape grammars for an o...

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