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Agriculture is the largest sector of Pakistan’s economy, contributing almost 22% to the GDP and employing almost 45% of the total labor force. The two largest food crops, wheat and rice, contribute 3.1% and 1.4% to the GDP, respectively. The objective of this research was to calculate the energy return on investment (EROI) of these crops on a national scale from 1999 to 2009 to understand the size of various energy inputs and to discuss their contributions to the energy output. Energy inputs accounted for within the cropping systems included seed, fertilizer, pesticide, human labor, tractor diesel, irrigation pump electricity and diesel, the transport of fertilizer and pesticide, and the embodied energy of tractors and irrigation pumps. The largest per-hectare energy inputs to wheat were nitrogen fertilizer (52.6%), seed (17.9%), and tractor diesel (9.1%). For rice, the largest per-hectare energy inputs were nitrogen fertilizer (32%), tube well diesel (19.8%), and pesticide (17.6%). The EROI of wheat showed a gradual downward trend between 2000 and 2006 of 21.3%. The trend was erratic thereafter. Overall, it ranged from 2.7 to 3.4 with an average of 2.9 over the 11-year study period. The overall trend was fairly consistent compared to that of rice which ranged between 3.1 and 4.9, and averaged 3.9. Rice’s EROI dipped sharply in 2002, was erratic, and remained below four until 2007. It rose sharply after that. As energy inputs increased, wheat outputs increased, but rice outputs decreased slightly. Rice responded to inputs with greater output and an increase in EROI. The same was not true for wheat, which showed little change in EROI in the face of increasing inputs. This suggests that additional investments of energy in rice production are not improving yields but for wheat, these investments are still generating benefits. The analysis shows quantitatively how fossil energy is a key driver of the Pakistani agricultural system as it traces direct and indirect energy inputs to two major food crops.

Management of natural resources is pivotal for sustained economic growth—the increasing ecological footprints causing biocapacity deficit threaten the resource conversation agenda. The study identified the potential causes and consequences of natural resource depletion in a broad cross-section of 138 countries. Ecological footprints, international migrant stocks, industrial value-added, and population growth influenced natural resource capital across countries. The results show that ecological footprints, industrial value-added, and population growth are the detrimental factors of resource capital. In contrast, continued economic growth is helpful to conserve natural resources for future generations. The rise and fall in the natural resource degradation are evident in the wake of international migrants’ stocks to support an inverted U-shaped relationship between them. The Granger causality inferences confirmed the one-way linkages, running from international migrant stocks, economic growth, and population growth to natural resource degradation. It verifies migrants-led, affluence-led, and population-led resource degradation. Ecological footprints Granger causes industrial value-added across countries. The forecasting estimates suggested that economic growth would likely to influenced greater in magnitude to resource degradation by its innovation shocks of 4.791%, followed by international migrant stocks, population growth, ecological footprints, and industrial value added by their innovation shocks of 4.709%, 1.829%, 1.247%, and 0.700%, respectively. The study concludes that international migrant stocks should manage smartly, causing more resource degradation via a channel of increasing biocapacity deficit across countries.

Poor air quality (PAQ) is a global concern, especially in urban areas, and is often seen as an important element of social sustainability given its negative impact on health and quality of life. However, little research has been undertaken in cities of the developing world to explore how residents perceive poor air quality, its main causes, what control measures should be used to address PAQ and where the main responsibility rests for implementing control measures. The research described in this paper sought to address these points, using a questionnaire-based survey (n = 262) in Nigeria’s federal capital city of Abuja (n = 137) and the state-capital city of Enugu (n = 125). The survey took place during the COVID-19 pandemic (October 2020 to March 2021), and was stratified to ensure representation across a number of demographic groups such as gender, age, education and income. The results were analysed using the Kruskal–Wallis non-parametric test and Hochberg’s post hoc test available in SPSS version 28. The study found that the ranking of perceptual indicators and the main causes of PAQ had much agreement between respondents from both cities and between demographic groups. Smoke, odour and dust particles were perceived to be the most important indicators of PAQ, while the main sources of PAQ were waste and bush burning, vehicle use and power generators. The two most preferred control measures were proper waste management and the avoidance of bush burning. However, there was a significant difference between the two cities in terms of the main organisations responsible for addressing PAQ, with respondents from Abuja citing the federal government, while those from Enugu cited the state government. Interestingly, younger people in Enugu noted that the government should take more responsibility in controlling PAQ than did the older demographic in that city, but this difference was not seen in Abuja. Overall, this study reveals that residents in these two Nigerian cities clearly recognise their exposure to PAQ and it suggests that these perceptual indicators, and views on sources and interventions should be central to designing policies to control this important issue.

This paper investigates how social outcomes from urban transport projects typically play out by reflecting on multi-scale spatial changes induced by projects over time, and the extent to which such changes meet varied interests in project outcomes. We use a multi-methods case study approach using two exemplars, a metro project in London and Seoul, which established extensive public transport networks to support urban growth. Our study highlighted that urban transport network expansion does not always enhance life opportunities for all due to intermediate and cumulative impacts of spatial changes induced by projects. Immediate benefits such as enhanced accessibility were often undermined by long-term consequences of incremental spatial changes at local scales. This study also indicated that differential patterns of spatial changes around nodes between centre and periphery could be attributed to multiple negative impacts on people living in the most deprived areas. To enhance social outcomes, we suggest an integrated approach to urban transport and spatial development that focuses on scale and temporal dimensions of spatial transformation enacted by projects. In conclusion, achieving sustainable and equitable effects from urban transport infrastructure requires careful examination of broader societal consequences of long-term spatial changes and locational contexts, especially function and socio-economic conditions.

Despite the fundamental role given to the sustainability of intergenerational programming regarding their demonstrated impact on an aging society, only a few studies have undertaken an exploration of the qualitative core dimensions of sustainable intergenerational programs. This article addresses how the sustainability of educational intergenerational programs relates to why and how intergenerational program managers in the Portuguese area of Porto may have developed different attitudes and beliefs around adequate implementation of the programs. Drawing on qualitative interview data of a four-case fieldwork study conducted in Porto, Portugal, the study examines autonomy, empowerment, and intergenerational relationships as dimensions other than time duration behind program sustainability. Attention to the managers’ narratives on how intergenerational programs are implemented can help to explain why some dimensions are more highlighted than others. A qualitative analysis of intergenerational program sustainability, it is argued, offers considerable findings which provide opportunities to its implementation and intersection with managers’ beliefs. Findings suggest a need to de-emphasize both time duration and managers’ persona as the key for sustainability. We recommend intergenerational program sustainability as an area for future theorizing through providing a conceptualizing framework that might go beyond the normative focus on its duration and into the relational nature of these programs.

The Human Mobility Transition model describes shifts in mobility dynamics and transport systems. The aspirational stage, ‘human urbanism’, is characterised by high active travel, universal public transport, low private vehicle use and equitable access to transport. We explored factors associated with travel behaviour in Africa and the Caribbean, investigating the potential to realise ‘human urbanism’ in this context. We conducted a mixed-methods systematic review of ten databases and grey literature for articles published between January 2008 and February 2019. We appraised study quality using Critical Appraisal Skills Programme checklists. We narratively synthesized qualitative and quantitative data, using meta-study principles to integrate the findings. We identified 39,404 studies through database searching, mining reviews, reference screening, and topic experts’ consultation. We included 129 studies (78 quantitative, 28 mixed-methods, 23 qualitative) and 33 grey literature documents. In marginalised groups, including the poor, people living rurally or peripheral to cities, women and girls, and the elderly, transport was poorly accessible, travel was characterised by high levels of walking and paratransit (informal public transport) use, and low private vehicle use. Poorly controlled urban growth (density) and sprawl (expansion), with associated informality, was a salient aspect of this context, resulting in long travel distances and the necessity of motorised transportation. There were existing population-level assets in relation to ‘human urbanism’ (high levels of active travel, good paratransit coverage, low private vehicle use) as well as core challenges (urban sprawl and informality, socioeconomic and gendered barriers to travel, poor transport accessibility). Ineffective mobility systems were a product of uncoordinated urban planning, unregulated land use and subsequent land use conflict. To realise ‘human urbanism’, integrated planning policies recognising the linkages between health, transport and equity are needed. A shift in priority from economic growth to a focus on broader population needs and the rights and wellbeing of ordinary people is required. Policymakers should focus attention on transport accessibility for the most vulnerable.