Expectations are high for digital technologies to address sustainability related challenges. While research into such applications and the twin transformation is growing rapidly, insights in the actual daily practices of digital sustainability within organizations is lacking. This is problematic as the contributions of digital tools to sustainability goals gain shape in organizational practices. To bridge this gap, we develop a theoretical perspective on digital sustainability practices based on practice theory, with an emphasis on the concept of sociomateriality. We argue that connecting meanings related to sustainability with digital technologies is essential to establish beneficial practices. Next, we contend that the meaning of sustainability is contextspecific, which calls for a local meaning making process. Based on our theoretical exploration we develop an empirical research agenda.
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PURPOSE: The aim of this research is to link sustainability strategies with risk management. DESIGN/METHOD: 33 unique cases were used for the data analysis. Using the cases, the researchers built a database to operationalise the theoretical framework. This database contains data on general characteristics of an organisation, strategic characteristics (mission, vision, value proposition, core values from the Balanced Score Card categories, strategic goals), strategy characteristics of the sustainability strategies, the 17 sustainability goals of the UN, risks (strategic, financial, operational) and control measures appropriate to the risks. RESULTS/FINDINGS: The first sub-question: Which risks at a strategic, financial, and operational level differ in organisations that pursue SDG 3 Good health and wellbeing, SDG 8 Decent work and economic growth and/or SDG 12 Responsible consumption and production, or do not pursue sustainability goals? It can be answered that sustainable values lead to different risks at strategic and financial levels, but not on an operational level. The second sub-question: Which risks on a strategic, financial, and operational level differ in organisations that pursue the sustainability strategy (Retain product ownership, Product life extension and/or Design for recycling) or do not pursue a sustainability strategy? It can be answered in a similar way as the first research question: that apparently sustainable strategies lead to different risks at strategic and financial levels, but not on an operational level. Operational risks were found but did not change in case of the sustainable strategy. ORIGINALITY/VALUE: Researchers have investigated whether pursuing the sustainability strategy (part 1) or contributing to the achievement of SDGs (part 2) by an organisation causes a change in strategic, financial and/or operational risks. Patterns were sought, not the magnitude of a change, because of the number of cases examined.
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Purpose: This study analyses how weather shocks influence agricultural entrepreneurs’ risk perception and how they manage these risks. It explores what risks agricultural entrepreneurs perceive as important, and how they face climate change and related weather shock risks compared to the multiple risks of the enterprise. Design/methodology: This paper uses qualitative data from several sources: eight semi-structured interviews with experts in agriculture, three focus groups with experts and entrepreneurs, and 32 semi-structured interviews with agricultural entrepreneurs. Findings: not published yet Originality and value: This study contributes to the literature about risk management by small- and medium-sized agricultural enterprises: it studies factors that shape perceptions about weather shocks and about climate change and how these perceptions affect actions to manage related risks, and it identifies factors that motivate agricultural entrepreneurs to adapt to climate change and changing weather shock risks. Practical implications can lay the foundation for concrete actions and policies to improve the resilience and sustainability of the sector, by adjusting risk management strategies, collaboration, knowledge sharing, and climate adaptation policy support.
Client: Blue Plan regional activity centre (UNEP/MAP), subcontracted through TEC Conseille, Marseille As part of a regional workshop organized by the Blue Plan in July 2008, one of the conclusions of the Group "Tourism and Climate Change” was the need for saving energy in tourism transportation and particularly of air transport, as air transport is responsible for the largest share of greenhouse gas emissions caused by tourism. In the period 1998-2005, the share of international arrivals by air in the Mediterranean area rose from 23% to 40%, respectively, or in numbers, from 47 to 122 million tourists. Some countries, particularly islands, almost entirely depend on air transport for their international tourism. For example in 2005 air transport is used by 87%, 78%, 73%, 64% and 51% of international tourists arriving in, respectively, Israel, Egypt, Spain, Tunisia and Morocco. According to Plan Bleu forecasts on international arrivals, assuming that the share of air transport remains the same, the number of tourists travelling by plane will reach over 158 million by 2025. Given the role of aviation in the emissions of greenhouse gases (GHG), such a development is clearly not sustainable in the light of the necessary reduction of emissions to avoid dangerous climate change. The overall aim of the study is to inform policy makers and entrepreneurs in both destination and in origin countries, on possible options to reduce emissions of greenhouse gases from air travel, while at the same time not impairing the economic development of tourism. To do this, CSTT has developed a tourism scenario model for all countries with Mediterranean coasts describing inbound and outbound international tourism and domestic tourism by all available transport modes and giving both contributions to GDP and total GHG emissions. This model responses to global mitigation policies (increasing the cost of carbon emissions) as well as national policies (taxes, subsidies and changes in transport quality per transport mode). Using the model both global and national policies can be assessed as well as the risks of global mitigation policies for specific countries.
