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This section describes sustainable development (SD) in relation to infrastructure projects and explains how to evaluate SD. SD is assessed as context-dependent, considering the project’s economic, social, and ecological context. Sustainable road infrastructure projects (SRIP) should encapsulate the complete life cycle from idea to development, functionality, and maintenance. SD should be considered as part of the evaluation process prior to project execution, but it can also serve other functions. Sustainability evaluation must start with project appraisal or evaluation and the earliest stages of project decision-making. Sustainable infrastructure projects (SIPs) are evaluated using a variety of techniques and models, such as cost-benefit analysis (CBA), multi-criteria techniques, ecological and societal impact assessments, ranking techniques, models, and evaluation guidelines. Established SD structures and modelling techniques for infrastructure projects are presented from an SD perspective, with the primary objective of investigating how they operate and determining whether existing models provide an effective method for applying the SD idea into infrastructure development. CBA is a widely used strategy for evaluating alternatives to maximize sociocultural well-being. It is based on the likelihood of costing customer advantages and negative impacts and has been discussed in scholarly articles. The multi-criteria decision analysis (MCDA) approach is an acceptable methodology for addressing complex matters involving high risk, conflicting objectives, different types of information and data, different concerns and points of view, and the representation of complex and evolving biological, ecological, and financial frameworks. It combines many methodologies and offers various advantages over more conventional ways of decision-making and plan development. It should be used to increase community participation and empower partner organizations and should apply several criteria at the same time, including those that are difficult to adjust and quantify. The key difficulty with this strategy is the usage of weightings, which has been sharply criticized by several researchers. Life-cycle assessment (LCA) is an adaptive tool used to assess the ecological effects of a particular action, task, or procedure. It is applied globally to decision-making in numerous fields, including transportation, energy, and water, and has become a typical tool for determining the ecological performance of infrastructure projects. However, it has a few flaws and could benefit from improvements to assess SD with greater precision. It is a fragmented mechanism for assessing the three components of SD, but its incorporation into other evaluation approaches is desirable. The evaluation of societal implications has been conducted using a variety of methods and techniques, but there is currently no standard method for assessing the communal and appropriation consequences of infrastructure initiatives. Social life-cycle assessments (SLCAs) are advancing, but consensus remains a challenge. The Evaluation Partnership and the Centre for European Policy Studies identified several obstacles and challenges to implementing an outstanding societal assessment, such as the term ‘societal impacts’ being potentially overbroad and not adequately defined, and the lack of a suitable method for quantitatively evaluating sociological effects. Additionally, a large section of societal assessments is biased and frequently inconsequential. The chapter discussed the theoretical and methodological stances on sustainable road infrastructure, using current SID concepts and evaluation techniques thoroughly.

This Chapter examined the development of sustainable road infrastructure in Ghana including transportation roads, and laws, regulations, and frameworks. The Ministry of Transport (MoT) and the Ministry of Roads and Highways (MRH) are responsible for the development of transportation infrastructure and related services. The Department of Urban Roads (DUR) is responsible for facilitating the movement of people, goods, and services and promoting economic and social development of urban regions. The Metropolitan and Municipal Assemblies established road centres to manage, construct, and maintain city roads, the Ghana Road Fund (GRF) was established to provide funding for the maintenance of Ghana’s road network, and the Koforidua Training Centre (KTC) was established in 2007 to provide management and project implementation staff with professional development and hands-on training. The current road length is 71,418 km, including 42,045 km of feeder roads, 14,873 km of trunk roads, and 14,500 km of urban roads. The budget for preventative maintenance is expected to rise year over year. Road infrastructure development (RID) can lead to positive societal outcomes, such as financial gains, employment opportunities, social support systems, equal rights for women and men, increased productivity, and less pollution, but it can also have unintended consequences such as deteriorating air and water quality, noise and vibration, soil erosion and sedimentation, disruption of essential services, confusion between drivers and pedestrians, changes to the landscape and habitat, and eminent domain takings. Environmental and social evaluations of development projects in Ghana must comply with several laws and regulations, and there is no unified sustainability policy or guideline in place to regulate the development of highway infrastructure projects. Resettlement is expected to help those who have been displaced by development initiatives and the Environmental Protection Agency Act of 1994 provides the authority to authorize facilities, set performance standards, and ensure compliance with standards and regulations. The Forestry Policy focusses on reducing deforestation and enhancing ecological and social commitment of forest areas, while the method for managing cultural property requires investigating and cataloguing damaged objects. Sector medium-term development plan (SMTDP) provides solutions for enhanced RID access, while the strategic environmental assessment (SEA) incorporates ecological factors into the Ghana Integrated Transport Plan. The resettlement policy framework (RPF) coordinates laws, rules, and procedures to manage road infrastructure projects and establishes criteria for determining eligibility and entitlement. The Directorate of Policy and Planning of the MRH is responsible for managing road safety and the environment, while the Directorate of Monitoring and Evaluation oversees Monitoring and Evaluation of road projects. The Ghana Highway Authority’s (GHA) four-person Road Safety and Environmental Management Unit (EMU) is responsible for addressing social and environmental issues associated with the feeder roads zone. Sustainable development (SD) has not received much attention from the Ghanaian government, with state-owned institutions prioritizing economic growth over social benefits and environmental preservation. Local governments should include a sustainability framework in their strategic planning for the successful execution of sustainable projects.

The report is an environmental impact assessment of two conjoining water streams in the lower area of the Wembury catchment where freshwater meets the coast. The assessment was conducted as there were concerns that the streams may be causing exceedances of the Environmental Quality Standards (EQS) due to catchment-based inputs from anthropogenic activities.

Water, sediment samples, and other parameters were collected, measured, and treated to preserve the concentration of nutrients and metals at three sites. A comparison with the neighbouring river Erme was made to determine if the findings were coherent. The report includes recommendations and mitigation strategies needed to improve the environmental quality of the system.

Findings indicate several breaches of EQS: water nitrogen, copper and zinc, and sediment copper. The highest recorded concentrations were mainly at sites one and two, likely from point source inputs from Wembury town and pollution accumulation from upstream land use such as arable and agricultural land. A special precaution must be taken for sediment copper, increasing monitoring to ensure values do not exceed Probable Effects Level (PEL) possibly becoming dangerous for the fauna and flora but also for humans. River Erme showed to also have EQS breaches but to some degree displayed an overall better ecological status. Despite several breaches in the legal limits, Wembury displays an overall good ecological status supporting life above and below water and is therefore an appropriate model for promoting environmental stewardship. It is to be noted that the material of the coursework was further edited after its original submission.

Purpose: This chapter aims to evaluate the significant impact of Gandhian values on sustainable consumption behaviour (SCB) by applying the value-attitude-behaviour (VAB) framework. This chapter contributes by incorporating Gandhian values as one influencing factor for SCB.

Need for the Study: Values are considered as guiding principles in people’s lives. Studies suggest that values and other social and psychological factors can be vital in determining consumers’ behaviour towards sustainable consumption. There needs to be more empirical research on consumer behaviour facets of sustainable consumption for markets in India.

Methodology: The study uses partial least square structural equation modelling to empirically test proposed hypotheses and the research model of the relationship. The study results are based on data collected by administering a survey through a questionnaire confined to India.

Findings: The results indicated that Gandhian values, attitude, and sustainable consumption intention significantly influence SCB. Intention acts as a mediator between both outward and inward environmental attitudes and behaviour. The study provides directions for further research.

Practical Implications: This research study is helpful for researchers, marketers, and policymakers.

This chapter explores the reciprocal dynamics between climate change and tourism, underlining the imperative to comprehend this connection for effective mitigation strategies and sustainable practices. It focuses on two contrasting regions, the Mediterranean and Himalayan, elucidating their geographical and economic disparities. The Mediterranean, known for its coastal and marine attractions, faces high vulnerability to climate change, impacting outdoor recreation and tourism activities. This region experiences a Mediterranean climate characterised by distinct seasonal patterns, but it also grapples with high-impact atmospheric events like floods and droughts, while the Himalayan region is experiencing more untimely rain and snowfall, erratic monsoons, and decreased snowfall. These climatic challenges, coupled with a growing population and dependence on imported resources, necessitate adaptation strategies for the agricultural and food production sectors. This chapter evaluates climate anomalies and impacts in both the Indian Himalayan and the Adriatic region, with a particular focus on the tourism industry’s adaptation and mitigation capacities.

In addition to vulnerabilities resulting from climate change, it also analysed existing measures and documents related to climate change, as well as their effectiveness based on the expert opinion of the focus groups. The findings reveal that both regions experience shared and region-specific climate change impacts, affecting agriculture, water resources, human health, and infrastructure. Further research opportunities are identified, including the study of ecosystem resilience, biodiversity preservation, sustainable water resource management, and long-term public health implications of changing climatic conditions. This chapter underscores the urgency of climate action and the imperative for adaptive strategies in a complex and uncertain landscape.

A Delphi study was conducted to identify the critical variables of successful implementation of sustainable road infrastructure projects (SRIPs) in developing countries, determine the reasons for the various viewpoints held by infrastructure development professionals, determine what motivates and pushes the infrastructure sector to pursue sustainability, and determine the factors that could impact the implementation of a project for sustainable road infrastructure. Expert feedback was used to determine values for these metrics and indicators, and most of the panellists reached a consensus on the final decision. Statistical methods were used to determine whether there was a general agreement with respect to the statements and questions asked. The findings of the study were presented alongside its overarching principles. The most important criteria for SRIP implementation were socio-cultural sustainability, economic sustainability, environmental sustainability, and engineering performance, with little consensus on environmental sustainability and public participation. The primary purpose of this study was to identify the most crucial determinants of effective SRIP implementation in low-income nations. Interquartile deviation (IQD) values ranged from 7.0 to 8.1, but IQD values varied from 2.00 to 3.00. Thirty-one environmental sustainability indicators were assessed as important or very important, with 26 out of 30 having IQD values between 0.00 and 1.00. Six sub-attributes were deemed extremely significant and four important when experts examined institutional sustainability, with no consensus on the final four indications (IQD 1). Fourteen of twenty-one Public Participation Indicators were deemed ‘major’ by panellists for SRIP implementation, with consensus among experts. Ten factors contribute to diverse perceptions of sustainability, with only 2 deemed crucial and 18 deemed important. The four most essential indicators of successful SRIP implementation are VHI: 9–10). The other seven criteria were crucial because their median scores were between 7.00 and 10. The Delphi survey explained why various individuals in the infrastructure industry have divergent views on what it means to be sustainable. Twenty-one factors were identified as contributors to divergent perspectives on sustainability among infrastructure industry stakeholders. The Delphi survey also established the factors that affect the success of SRIP implementation in low-income countries, leading to the development of the conceptual SRIPI model.

This chapter discusses the proposed integrated sustainable road infrastructure project implementation (ISRIPI) model and its constructs and sub-constructs, as well as public participation (PP), climate change response (CCR), and stakeholder management (SM). CEEQUAL was the most comprehensive rating system, with 11 criteria. Lim (2009) and Ugwu and Haupt (2007) were the most thorough studies examining sustainability models for infrastructure projects, focussing on social and cultural sustainability (SCS), economic sustainability (ES), environmental sustainability (EnS), institutional sustainability (IS), health and safety (HS), project management (PM), resource utilization and management (RUM), and engineering performance (EP). The Brundtland Report and Rio Summit defined social sustainability as the right to a decent standard of living, social justice between generations, within generations, and around the world. Thin (2002) showed social justice, unity, investment, and safety as aspects of society. Rosenström et al. (2006) defined social qualities as objects that make people happy. Cultural sustainability is access to cultural assets for current and future generations, and cultural legacy is the collection of physical signals passed on from the past to each civilization and, by extension, to all humans. EnS seeks to reduce the environmental impact of road infrastructure projects. Sustainable road infrastructure project implementation (SRIPI) must consider PM issues such as delivery system, risks, duration, performance assessment, sustainability clauses, and contract type. Quality control systems must be set up to ensure the optimum utilization and management of resources in SRIPI. EP criteria measure sustainable road infrastructure projects’ (SRIP) durability, quality, resilience, adaptability, functionality, carrying capacity, and robustness. This research developed an SRIPI model based on the models of CEEQUAL, Lim (2009), and Ugwu and Haupt (2007). The hypothesized framework consists of 37 SRIPI factors, including SCS, ES, IS, HS, PM, RUM, EP, CCR, PP, and SM. It projected the analytical authority of these constructs in the success of SRIPs to test whether the realization of SRIPI outcomes depends on the supposed indicators of the variables. SRIPI is a multidimensional structure composed of 11 latent variables, derived from literature review and Delphi study findings.

Purpose: This research investigates how producers of fast-moving consumer goods (FMCG) in Karachi, Pakistan, embrace sustainable manufacturing and consumption practices.

Study design/methodology/approach: This study employed a mixed research design, incorporating both qualitative and quantitative approaches. The primary method of data collecting utilised in this study was semi-structured interviews. The survey sampled 11 FMCG manufacturers, and the data were analysed using thematic analysis.

Findings: The research revealed that economic variables were crucial in adopting sustainable consumption and production (SCP) practices among Karachi’s FMCG businesses. The economic reasons were motivated by the notion that adopting sustainable practices could result in financial benefits and enhanced market competitiveness. The research additionally discovered that consumer preferences were pivotal in stimulating sustainable practices within the FMCG business. Manufacturers indicated that adopting sustainable products and packaging was driven mainly by consumer demand.

Originality/value: This study contributes to the literature on SCP within the FMCG business. It offers valuable insights into the factors influencing sustainable practices and customer preferences. This study emphasises the importance of economic, social, and environmental aspects in fostering sustainable practices within the FMCG industry, specifically focusing on developing nation environments such as Karachi. This study’s findings can contribute valuable insights for policy formulation and decision-making processes about SCP within Karachi’s FMCG business and other similar contexts.

Published in June 2020, the European Union (EU) Taxonomy Regulation is an important tool for the reorientation of capital flows toward sustainability, establishing a classification system that enables investors to identify green economic activities. Confronted by the reporting demands of this regulation, companies are caught in a sustainability economic revolution. This study seeks primarily to understand firms’ responses to the EU taxonomy, and whether they recognize value creation opportunities by aligning market and nonmarket strategies with the taxonomy goals. For that, we conducted expert interviews and adopted a conceptual framework based on institutional theory, dynamic capabilities view and nonmarket strategy research. Our findings indicate that most firms respond reactively, while firms with sustainability-driven business models tend to respond in an anticipatory way, and firms with high greenhouse gas (GHG) emissions and low taxonomy eligibility in a defensive way. We also find evidence for mimetic isomorphism related to the influence of consulting and auditing services. Further, high levels of uncertainty, ambiguity and lack of clarity has a great impact on firms’ responses and motives. Finally, this study highlights the EU taxonomy considering a paradigmatic shift toward sustainability, which is not recognized by most firms. To this end, we find that most companies have not identified opportunities arising from nonmarket integration and, rather, see the taxonomy only as an extra regulation to be compliant with. Hence, we argue that it is crucial that firms contextualize the taxonomy within its larger institutional paradigmatic shift to capture the importance of going beyond mere compliance.