accessory 发表于 2025-3-23 10:17:46
Current evaluation practice of the Clean Development Mechanismctivities were registered in 2004, i.e. before the Kyoto Protocol went into force, and the first emission reductions were issued in 2005. This paper analyses the current evaluation practise of CDM project activities and comes to the conclusion that the two main CDM goals (the achievement of additionPseudoephedrine 发表于 2025-3-23 16:52:39
http://reply.papertrans.cn/31/3020/301920/301920_12.pngseroma 发表于 2025-3-23 20:05:12
Risk management in the Clean Development Mechanism (CDM) – the potential of sustainabilityainability labelling is a promising strategy to hedge against such failures. Labels could also serve as a business risk-hedging tool. The existing labels for the CDM are not comprehensive enough, however. A two-tiered stakeholder participatory approach with national flexibility under an internationaDigitalis 发表于 2025-3-24 01:14:30
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http://reply.papertrans.cn/31/3020/301920/301920_15.png机构 发表于 2025-3-24 09:32:07
http://image.papertrans.cn/e/image/301920.jpgGRILL 发表于 2025-3-24 13:41:52
https://doi.org/10.1007/978-3-8274-2273-6e than 22,000 single natural events having caused damages. Analyses of these data show very clearly that natural catastrophes have increased dramatically and are causing more and more damage. Inflation-adjusted economic and insured losses from these great natural catastrophes have risen to nearly US斗志 发表于 2025-3-24 18:17:26
Biologie der Süsswasserinsektenlues should be used. They can hardly be deduced from market behaviour, as the empirical risk aversion differs widely according to context. Therefore, an empirical survey has been conducted to enhance our understanding of empirical risk aversion in the context of climate change. First results give stpatriarch 发表于 2025-3-24 22:25:02
http://reply.papertrans.cn/31/3020/301920/301920_19.pngOmnipotent 发表于 2025-3-25 00:24:25
https://doi.org/10.1007/978-3-642-36533-1rt market. We study this effect using a unique dataset including information about more than 3000 journeys of inland navigation vessels in 2003, of which 700 are useful for our analysis. We demonstrate that the freight price increases by up to 100% at the lowest water levels compared to the situatio