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A B S T R A C TEnergy-intensive processing industries (EPIs) produce iron and steel, aluminum, chemicals, cement, glass, and paper and pulp and are responsible for a large share of global greenhouse gas emissions. To meet 2050 emission targets, an accelerated transition towards deep decarbonization is required in these industries. Insights from sociotechnical and innovation systems perspectives are needed to better understand how to steer and facilitate this transition process. The transitions literature has so far, however, not featured EPIs. This paper positions EPIs within the transitions literature by characterizing their sociotechnical and innovation systems in terms of industry structure, innovation strategies, networks, markets and governmental interventions. We subsequently explore how these characteristics may influence the transition to deep decarbonization and identify gaps in the literature from which we formulate an agenda for further transitions research on EPIs and consider policy implications. Furthering this research field would not only enrich discussions on policy for achieving deep decarbonization, but would also develop transitions theory since the distinctive EPI characteristics are likely to yield new patterns in transition dynamics.

We aim for a better conceptualization of mission-oriented innovation policy (MIP). Our starting point is an analytical decomposition of societal problems and innovative solutions based on three dimensions of wickedness: (1) contestation; (2) complexity; and (3) uncertainty. We argue that both problems and solutions can be divergent (contested, complex, and uncertain) or convergent (uncontested, well-defined, and informed). Based on the resulting problem–solution typology, we suggest a process-oriented view on MIP and discuss three alternative pathways along which convergence between problems and solutions can be achieved to come from wicked problems to legitimate solutions. We illustrate these pathways using examples for different societal problems related to health (smoking bans), security (CCTV), and energy (wind turbines). For policy makers, locating a societal challenge in this problem–solution space, and implementing policy strategies to achieve problem and solution convergence, is expected to accelerate both the legitimacy of a mission and the resulting solutions.

This paper focuses on the relation between large car manufacturers' incentive and opportunity to innovate and their electric vehicle (EV) business strategies. We analyze how environmental regulation and the firm's incentive (measured by net income) and opportunity to innovate (measured by EV asset position, determined from a combination of patent, partnership and prototype data) affected EV sales over the period 1990-2011. During the EV's R&D period in the 1990s, large car manufacturers that were regulated by the full zero emission vehicle mandate developed a significantly stronger EV asset position, but did not sell significantly more EVs than their rivals. During the EV's commercialization period (2007)(2008)(2009)(2010)(2011), large car manufacturers with both a strong incentive and a strong opportunity to innovate sold significantly more EVs. Based on these results, the paper offers a typology of business strategies, several managerial implications, and recommendations for policy makers to stimulate sustainable development.

This patent study researches the relation between competitive forces and the continuation of waves of Low Emission Vehicle (LEV) development. The competitive forces included are rivalry, dispersion referring to competition in general, and the presence of new entrants. We identify four waves of LEV development over the period 1990-2010, two of which were broken before becoming a commercial success, one that was continued, and one that is the current wave of Battery Electric Vehicle (BEV) development. Although the presence of new entrants could not be tested for all cases, our findings suggest that the combination of rivalry and dispersion positively relates to continued LEV development. We conclude that continuation of the current wave of BEV development is likely, as it is supported by increases in rivalry, dispersion and the presence of new entrants. (J.H. Wesseling), j.faber1@uu.nl (J. Faber), m.p.hekkert@uu.nl (M.P. Hekkert). 1 Although no recent successes have been attained, until the early 1900s more BEVs were sold than there were ICEVs [10]. 0040-1625/$see front matter