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In this policy paper we discuss policy instruments which can help to decarbonise passenger cars in the European Union. We elaborate to what extent these policy instruments are effective, technology-neutral, predictable, cost-effective and enforceable. Based on these criteria, we develop recommendations for the European Union and its Member States on (1) how to shape their policy frameworks in order to achieve existing climate change mitigation targets; (2) how to support car manufacturers in selling innovative and competitive products; and (3) how to encourage consumers in Europe to purchase appropriate vehicles. We conclude that favourable policy instruments are used, but there is a strong need for adjustment and further development. The effectiveness of the current EU emission standard should be further increased by turning away from granting "super-credits" and introducing a size-based (instead of weight-based) credit system. Moreover, its overall ambition is questionable and the existing compliance mechanisms should be sharpened. Fuel taxes are an effective means to push consumers to buy energy-efficient cars. However, a sharp increase may not have the desired effects. Instead, the Member States should harmonise their excise duties at the level of those Member States, which currently impose the highest taxes (Netherlands, Italy). This includes the abolition of any diesel tax bonus. An introduction and harmonisation of vehicle taxes (purchase and circulation) should be based on a vehicle's energy consumption. Additionally, reformation efforts should aim to change the taxation of company cars in a way that vehicle sizes are reduced over time. Ambitious Member States may also want to introduce a sales quota for electric vehicles. Sales quotas are a very cost-effective policy instrument provided that the mandated technology will achieve a certain market share. This may be assumed for battery-electric vehicles. Further supportive instruments that should be considered

Public perception of the magnitude of challenges associated with climate change is still lower than that of the majority of scientists. The societal relevance of climate change has raised the need for a more direct communication between scientists and the public. However, peer-reviewed scientific articles are not well-suited to engaging a wider audience. This begets a need to explore other avenues for communicating climate change. Social media is a vibrant source for information exchange among the masses. Blogs in particular are a promising tool for disseminating complex findings on topics such as climate change, as they are easier to comprehend and are targeted at a broader audience compared to scientific publications. This chapter discusses the usefulness of blogs in communicating climate change, using our blog Climate Footnotes (climatefootnotes.com) as a case study. Drawing from communication theory and our experiences with Climate Footnotes, we identify and describe elements such as message framing, translation of scientific data, role of language, and interactivity in aiding climate change communication. The insights outlined herein help understand the nature and impact of online climate change communication. The chapter may also serve as a useful blueprint for scientists interested in utilizing blogs to communicate climate change., (VLID)3048999

Regulators increasingly pressure companies to reduce greenhouse gas (GHG) emissions. In the case of many large corporations, most emissions originate from supply chain operations. Consequently, firms often pass on external pressures to their suppliers by requesting them to implement low-carbon initiatives. While existing research suggests that external pressures from both regulators and customers are mostly effective in motivating environmental action among suppliers, it remains unexplored how organizational perception of risks and opportunities influences this relationship. The purpose of this paper is to examine empirically how the perception of climate change-related risks and opportunities moderates the influence of external pressures on a supplier’s decision to adopt low-carbon supply chain management (LCSCM) practices. The sample consists of 877 companies from 37 countries that supply to large multinational enterprises. Secondary data is sourced from CDP’s Supply Chain Program and other databases and statistically analyzed using binary logistic regression models. The results show that a supplier’s decision to implement LCSCM practices is mainly determined by customer requests to reduce GHG emissions and the stringency and effectiveness of climate change policies in its home country. Contrary to theoretical predictions, little empirical evidence is provided for a moderating influence of perceived climate-related risks and opportunities. However, in most cases a company’s perception of both risks and opportunities is directly and positively related to LCSCM. Firm size is also found to be influential, while profitability, an industry’s GHG intensity, a country’s economic development and the private sector’s responsiveness to environmental issues do not significantly affect suppliers’ behavior.

Companies are increasingly challenged for action on climate change. Most studies on business responses to climate change focus on cross-sector comparisons and neglect intra-sectoral dynamics. This paper investigates the influence of supply chain position and regional affiliation on climate change strategies within a particular industry. We present a generic framework integrating both market and non-market responses to climate change. We argue that climate change strategies comprise several corporate activities that have different foci of interaction and four main objectives: governance, innovation, compensation and legitimation. Using a global sample of 116 automotive companies, we conduct a cluster analysis and identify four types of strategy. We find that the sophistication of automobile manufacturers’ strategies significantly differs from that of suppliers. Regional affiliation and firm size prove to be determinants of the strategy type pursued. We cannot find evidence for a relationship between financial performance and a company ’ s strategic approach to climate change.

To prevent adverse effects from climate change, it is vital to involve the private sector in mitigation efforts. So far, however, research has insufficiently addressed the determinants of corporate action in specific industries. Our paper aims at bridging this gap by empirically analyzing the global automotive industry's response to climate change mitigation issues. We use publicly available information from 105 sector leaders to investigate the role of external institutional pressures and intra-organizational governance in the extent of corporate action. Based on a multiple regression analysis, we find that organizational involvement and the integration of climate change into risk management exhibit the greatest influence. Moreover, companies with business activities that necessitate interaction with the end consumer tend to be most active. Our analysis furthermore indicates that neither the stringency of a firm's home country's climate policy regime nor the degree of internationalization is associated with a higher implementation level of response strategies.

Supply chain management (SCM) increasingly needs to address both climate change mitigation and adaptation issues. While mitigation aims at sustainability by reducing the environmental impact of supply chains (SCs), adaptation entails improving resilience by increasing the ability to cope with climate-induced disruptions. Although sustainable SCM (SSCM) and resilient SCM (RSCM) are of increasing importance, there has been little effort to conceptually connect SSCM and RSCM. Our study explores the interconnections between both concepts by outlining theoretical elements and conducting a case study of four companies in the automotive SC based on company documents and interviews. Results show that SSCM is prioritised over RSCM. We furthermore highlight trade-offs and overlaps between the elements of SSCM and RSCM, which can be valuable for decision-makers, and introduce two enabling factors: transparency and diversity. We present a novel theoretical SCM framework that integrates both resilience and sustainability perspectives and make propositions for future research.

So far, research has insufficiently addressed the long-term effectiveness of business responses to climate change in delivering actual outcomes. The aim of this article is therefore to analyze the determinants of such strategies and their influence on firms' financial and carbon performance over time. It is argued that corporate carbon strategies have three main objectives: carbon governance, carbon reduction and carbon competitiveness. To assess the complex interactions between these strategic objectives, their determinants and outcomes, an integrative structural equation model is developed and empirically tested. Data are sourced from a global sample of 45 leading enterprises from the steel, cement and automotive sector, including some of the largest GHG emitters in the world. In order to account for the long-term impacts of strategies, the firm-level change in financial and carbon performance is calculated by comparing two different points in time, namely 2008 and 2013. The results provide empirical evidence for the positive effect of institutional and stakeholder pressure on emission reduction activities. Proof for a positive impact of carbon pressure on organizational capabilities and corporate competitiveness in the context of climate change cannot be established. Surprisingly, the results also indicate no relationship between carbon reduction activities and long-term improvements in carbon performance. However, such measures are linked to long-term financial gains. Advancements in carbon performance, in turn, are not found to be associated with economic benefits.

This policy brief discusses the importance of SUMPs (Sustainable Urban Mobility Plans). We test the hypothesis that the development of an ambitious plan in itself does not necessarily translate into successful policies and measures and in actual sustainable urban mobility. We find that the existence of a SUMP correlates positively with a higher share of public transport but that the existence of a SUMP does not as yet have a significant impact on the overall share of non-motorised modes of transport.