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This paper investigates the extent to which clients were able to influence performance measurement appraisals during the downturn in commercial property markets that began in the UK during the second half of 2007. The sharp change in market sentiment produced speculation that different client categories were attempting to influence their appraisers in different ways. In particular, it was recognised that the requirement for open-ended funds to meet redemptions gave them strong incentives to ensure that their asset values were marked down to market. Using data supplied by Investment Property Databank, we demonstrate that, indeed, unlisted open ended funds experienced sharper drops in capital values than other fund types in the second half of 2007, after the market turning point. These differences are statistically significant and cannot simply be explained by differences in portfolio composition. Client influence on appraisal forms one possible explanation of the results observed: the different pressures on fund managers resulting in different appraisal outcomes.

AbstractIn 2004 and 2005, the UK worked on carbon capture and storage (CCS) being included in the EU Emissions Trading Scheme (ETS). This develop ed monitoring and reporting guidelines (MRG) for capture, transpo rt and injection, wit h storage to be regulated under a separate framework. Since this was reported at GHGT8, some substantial developments from the European Commission (EC) have evolved, whi ch prompted further work by the UK. In particular this work has provided new MRG speci fically for geological storage sites, including for leakage from storage sites, and for enhanced oil recovery. T hese will be described. During this time, t he IPCC published its 2006 IPCC Guidelines for National Greenhouse Gas Inventories. The k ey methodolo gical principles for environmentally-sound CCS established in these guidelines should form the basis for EU ETS accounting, and these will be briefly described. In 2006/7 the EC issued revised M RG to cover Phase II of the EU ETS (2008-2012). These now required CCS projects to be ‘opted-in’ under a case-by-case approval process (Article 24). The UK government proceeded with an ‘opt-in’ applicatio n for a project nominated by the Carbon Capture and Storage Association (CCSA). The EC have now proposed to fully include CCS in the ETS for Phase III (from 2013) as described in the proposed ETS Directive (23 January 08). The EC have also established their own process to develop CCS MRG from the UK MRG (Nov 2007) and this is being reported separately by Groenenberg and Wartmann at GHGT9. So an evolving process for CCS in the EU ETS, but one which has helped to establish some fundamental principles for including CCS in an y emissions trading scheme.

This edited volume presents a comprehensive review of energy development in Asia over the past three decades. It covers supply and demand, current policy issues and Asia's efforts towards a low carbon pathway in the future. The book is organised in four parts and brings the reflections of energy experts from around the world.

Le secteur des transports traverse une transition rapide vers les véhicules électriques afin de minimiser notre dépendance aux combustibles fossiles et de réduire les émissions de CO2. Cela se produit également dans le secteur du transport de marchandises, avec un déploiement rapide des camions électriques. Ce document propose que le remplacement des camions diesel par des camions électriques ait lieu d'abord sur les itinéraires où la cargaison est livrée d'un endroit à une altitude plus élevée à un endroit à une altitude plus basse. De cette façon, le système de freinage à récupération du camion peut recharger complètement la batterie du camion. Cet article étudie des scénarios où les camions électriques pourraient fonctionner indéfiniment sans électricité du réseau pour charger leurs batteries. Ce concept a été nommé camion électrique à mouvement perpétuel (PMET). Les résultats montrent qu'avec une pente moyenne de 5 %, une vitesse de 60 km/h, le poids de la cargaison doit être au moins 1,32 fois le poids du camion, ce qui permet d'atteindre la PMET. Le PMET est une alternative intéressante pour réduire la demande d'électricité et accroître la durabilité du secteur des transports. El sector del transporte está pasando por una rápida transición a los vehículos eléctricos para minimizar nuestra dependencia de los combustibles fósiles y reducir las emisiones de CO2. Esto también está sucediendo en el sector del transporte de carga, con un rápido despliegue de camiones eléctricos. Este documento propone que el reemplazo de camiones diésel por camiones eléctricos debe ocurrir primero en rutas donde la carga se entrega desde un lugar con mayor altitud a un lugar con menor altitud. De esta manera, el sistema de frenado regenerativo del camión puede recargar completamente la batería del camión. Este documento investiga escenarios en los que los camiones eléctricos podrían operar indefinidamente sin electricidad de la red para cargar sus baterías. Este concepto se denominó camión eléctrico de movimiento perpetuo (PMET). Los resultados muestran que con una pendiente media de la carretera del 5%, velocidad de 60 km/h, el peso de la carga debe ser al menos 1.32 veces el peso del camión, se puede lograr PMET. El PMET es una alternativa interesante para reducir la demanda eléctrica y aumentar la sostenibilidad del sector del transporte. The transportation sector is going through a rapid transition to electric vehicles to minimize our reliance on fossil fuels and reduce CO2 emissions. This is also happening in the cargo transport sector, with a rapid deployment of electric trucks. This paper proposes that the replacement of diesel trucks with electric trucks should first happen on routes where cargo is delivered from a location with a higher altitude to a location with a lower altitude. This way, the regenerative braking system of the truck can completely recharge the truck's battery. This paper investigates scenarios where electric trucks could operate indefinitely without grid electricity to charge their batteries. This concept was named perpetual motion electric truck (PMET). Results show that with an average road slope of 5 %, 60 km/h speed, the weight of the cargo should be at least 1.32 times the weight of the truck, PMET can be achieved. PMET is an interesting alternative to reduce electricity demand and increase the sustainability of the transport sector. يمر قطاع النقل بمرحلة انتقال سريعة إلى السيارات الكهربائية لتقليل اعتمادنا على الوقود الأحفوري وتقليل انبعاثات ثاني أكسيد الكربون. ويحدث هذا أيضًا في قطاع نقل البضائع، مع الانتشار السريع للشاحنات الكهربائية. تقترح هذه الورقة أن يتم استبدال شاحنات الديزل بالشاحنات الكهربائية أولاً على الطرق التي يتم فيها تسليم البضائع من موقع ذي ارتفاع أعلى إلى موقع ذي ارتفاع أقل. وبهذه الطريقة، يمكن لنظام الكبح المتجدد للشاحنة إعادة شحن بطارية الشاحنة بالكامل. تبحث هذه الورقة في السيناريوهات التي يمكن أن تعمل فيها الشاحنات الكهربائية إلى أجل غير مسمى بدون كهرباء الشبكة لشحن بطارياتها. أطلق على هذا المفهوم اسم الشاحنة الكهربائية ذات الحركة الدائمة (PMET). تظهر النتائج أنه مع متوسط انحدار الطريق بنسبة 5 ٪، وسرعة 60 كم/ساعة، يجب أن يكون وزن الحمولة 1.32 مرة على الأقل من وزن الشاحنة، ويمكن تحقيق PMET. تعد PMET بديلاً مثيرًا للاهتمام لتقليل الطلب على الكهرباء وزيادة استدامة قطاع النقل.

Health systems are large contributors to national carbon footprints. David Pencheon and Jeremy Wight examine what we know about how to reduce emissions

Green Business Process Management (BPM) focuses on the ecological impact of business processes. This article provides a systematic mapping study of Green BPM literature to evaluate five attributes of the Green BPM research area: (1) scope, (2) disciplines, (3) accountability, (4) researchers and (5) quality control. The results allow developing a research agenda to enhance Green BPM as an approach for environmentally sustainable organizations. We rely on a dichotomy of knowledge production to present research directives relevant for both academics and practitioners in order to help close a rigor-relevance gap. The involvement of both communities is crucial for Green BPM to advance as an applied, business-oriented discipline.

Internal migration between Chinese provinces has increased substantially since the mid-1980s. Though it is generally agreed that this has been driven by economic factors, climatic factors might also have had a part to play. The challenge is to evaluate the impact of climatic factors on migration in the simultaneous presence of changing socio-economic influences. We resolve this challenge by carrying out a statistical multivariate regression analysis on bilateral migration rates between Chinese provinces. The analysis simultaneously includes climate change in the form of climate anomalies (temperature, precipitation, sunshine) and various socio-economic factors including energy consumption. To this end we have constructed a unique three-dimensional panel dataset (time, sending province, receiving province) with bilateral migration rates between 30 provinces for the period 1987-2015. Due to the distributional properties of the data and underlying theory we use a Poisson Pseudo Maximum Likelihood (PPML) estimator but include OLS estimates for comparison. The results suggest that increases in temperature and precipitation are significant migration push factors while increased sunshine discourages push migration. Provincial differentials in per capita energy consumption and Gross Regional Product (GRP) are also significant drivers of migration.