To what extent has research conducted by the GaWC Research Network aided our understanding of large EU law firm geography?

This thesis explores whether a specific group of large EU law firms exhibited multiple common behaviours regarding their EU geographies between 1998 and 2009. These potentially common behaviours included their preferences for trading in certain EU locations, their usage of law firm alliances, and the specific reasons why they opened or closed EU branch offices. If my hypothesis is confirmed, this may indicate that certain aspects of large law firm geography are predictable – a finding potentially of interest to various stakeholders globally, including legal regulators, academics and law firms. In testing my hypothesis, I have drawn on research conducted by the Globalization and World Cities (GaWC) Research Network to assist me. Between 1999 and 2010, the GaWC published seven research papers exploring the geographies of large US and UK law firms. Several of the GaWC’s observations arising from these studies were evidence-based; others were speculative – including a novel approach for explaining legal practice branch office change, not adopted in research conducted previously or subsequently. By distilling the GaWC’s key observations these papers into a series of “sub-hypotheses”, I been able to test whether the geographical behaviours of my novel cohort of large EU law firms reflect those suggested by the GaWC. The more the GaWC’s suggested behaviours are observed among my cohort, the more my hypothesis will be supported. In conducting this exercise, I will additionally evaluate the extent to which the GaWC’s research has aided our understanding of large EU law firm geography. Ultimately, my findings broadly support most of the GaWC’s observations, notwithstanding our cohort differences and the speculative nature of several of the GaWC’s propositions. My investigation has also allowed me to refine several of the GaWC’s observations regarding commonly-observable large law firm geographical behaviours, while also addressing a key omission from the group’s research output.

Immersive Learning Research Network

Computer games have now been around for over three decades and the term serious games has been attributed to the use of computer games that are thought to have educational value. Game-based learning (GBL) has been applied in a number of different fields such as medicine, languages and software engineering. Furthermore, serious games can be a very effective as an instructional tool and can assist learning by providing an alternative way of presenting instructions and content on a supplementary level, and can promote student motivation and interest in subject matter resulting in enhanced learning effectiveness. REVLAW (Real and Virtual Reality Law) is a research project that the departments of Law and Computer Science of Westminster University have proposed as a new framework in which law students can explore a real case scenario using Virtual Reality (VR) technology to discover important pieces of evidence from a real-given scenario and make up their mind over the crime case if this is a murder or not. REVLAW integrates the immersion into VR as the perception of being physically present in a non-physical world. The paper presents the prototype framework and the mechanics used to make students focus on the crime case and make the best use of this immersive learning approach.

Low emission zones: the likely effects on the freight transport sector

London’s air quality has improved over recent decades, but is still the worst in the UK. Road transport emissions play an important part in this pollution. A low emission zone (LEZ) would help to accelerate the introduction of cleaner vehicles, and reduce the numbers of older, more polluting vehicles operating in London. The survey work carried out indicates that there is support among goods vehicle operators for an LEZ in London, depending on the precise scheme definition. Operators would generally try to comply with LEZ regulations, with most companies either using technical approaches to ensure that their London vehicle fleet complied with the required emission standard or by redeploying vehicles with the appropriate emission standard from other locations.

Logistics and the waste sector: a London case study

London has traditionally exported most of its waste to former mineral workings in surrounding counties for landfill. Many of these sites are being filled and opportunities for new sites are limited. Virtually all waste reprocessing and recycling facilities, with the exception of textile sorting and some facilities for glass and organic waste composting, are outside London. The Mayor of London's Vision for Waste in London is that by 2020, municipal waste should not compromise London’s future as a sustainable city. This will involve managing waste better, so that its impact on the local and global environment and on London communities, economy and health is minimised. The majority of waste and recyclable materials in London are currently collected and transported for recovery, disposal or reprocessing by road in large vehicles. Environmental costs include, adding to congestion, noise, energy usage, air pollution, and accidents. The Mayor is keen to increase recycling and reuse of waste materials in London, and to ensure that as more of London's waste is diverted away from landfill sites to recycling facilities. Several projects and initiatives have been established and these are reviewed in the paper.

Improving energy efficiency in the road freight transport sector: the application of a vehicle approach

Several approaches can be used to analyse performance, energy consumption and CO2 emissions in freight transport. In this paper we define and apply a vehicle-oriented, bottom up survey approach, the so called ‘vehicle approach’, in contrast to a ‘supply chain approach’. The main objective of the approach is to assess the impacts of various freight transport operations on efficiency and energy use. We apply the approach, comparing official statistics on freight transport and energy efficiency in Britain and France. Results on freight intensity, vehicle utilisation, fuel use, fuel efficiency and CO2 intensity are compared for the two countries. The results indicate comparable levels of operational and fuel efficiency in road freight transport operations in the two countries. Issues that can be addressed with the vehicle approach include: the impacts of technology innovations and logistics decisions implemented in freight companies, and the quantification of the effect of policy measures on fuel use at the national level.

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.

The challenge of high cube ISO containers for British rail freight operations

Rail freight activity in Britain has increased by almost 50% in the last ten years, with the movement of deep sea ISO containers between ports and inland terminals being a significant growth sector, with considerable further growth potential. High cube ISO containers have become more prevalent, posing a considerable challenge for rail freight operators since much of the rail network has insufficient loading gauge clearance to carry them on standard wagons. This paper investigates the extent to which rail currently handles high cube container movements to/from ports through the analysis of a representative survey of container trains in 2007. The incidence of high cube containers carried by services on gauge-cleared and non-gauge-cleared routes is identified to assess the extent to which a lack of gauge enhancement affects the movement by rail of high cube containers and to identify the impacts of the lack of gauge clearance on operating efficiency. The paper concludes with an evaluation of the likely consequences of the gauge enhancement schemes for which funding is now committed, assessing the extent to which they will reduce or remove the barriers associated with carrying high cube containers between ports and their hinterlands.