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Transnational corporation (TNC)-led oil investments have been widely encouraged as a mechanism for the development of the Global South. Even though the sector is characterized by major accidents, oil-based developmentalist narratives claim that such accidents are merely isolated incidents that can be administratively addressed, redressed behaviorally through education of certain individuals, or corrected through individually targeted post-event legislation. Adapting Harvey Molotch’s (1970) political economy methodology of “accident research”, this paper argues that such “accidents” are, in fact, routine in the entire value chain of the oil system dominated by, among others, military-backed TNCs which increasingly collaborate with national and local oil companies similarly wedded to the ideology of growth. Based on this analysis, existing policy focus on improving technology, instituting and enforcing more environmental regulations, and the pursuit of economic nationalism in the form of withdrawing from globalization are ineffective. In such a red-hot system, built on rapidly spinning wheels of accumulation, the pursuit of slow growth characterized by breaking the chains of monopoly and oligopoly, putting commonly generated rent to common uses, and freeing labor from regulations that rob it of its produce has more potency to address the enigma of petroleum accidents in the global south.

This study investigates the impact of multinational enterprises (MNEs) on economic and human development in Africa. Specific focus is placed on the local managerial capability building. Capability building is an important part of the Millennium Development Goals (MDGs) framework and is considered a necessary prerequisite for achieving poverty alleviation targets. The low level of local capabilities is a well-recognized issue in Africa. The study also addresses the emerging stream of research devoted to MNEs from developing countries. Such MNEs have a different level of managerial capabilities, a different corporate culture, and different operation models compared to MNEs from developed countries. This study analyzes the industrial development of Ghana and compares cases of Chinese and European MNEs operating in this country. On the basis of multimethod analysis, we provide extensive policy implications.

This chapter offers an inquiry into the emerging phenomenon of corporate social advocacy, also known as CEO activism, in a non-Western sociocultural context. It addresses gaps in CEO activism research, including a dearth of non-Western contexts, dominance of modernist perspectives, and omission of female activist CEO voices. I apply alternative theoretical lenses of Caritas, Ubuntu, Africapitalism, and postmodernism to examine facets of CEO activism in Ghana. Data were collected through long interviews with 24 activist CEO men and women and data underwent hermeneutic phenomenological theme analysis. Findings suggest that CEO activism in Ghana is motivated by a range of factors previously not articulated in the literature on CEO activism. Brand activism typologies adequately describe the causes/issues advocated by activist CEOs in Ghana – as findings advance perspectives of non-Western society CEO activists. Hence, this chapter internationalizes the CEO activism phenomenon for the public relations literature while extending diversity, equality, and inclusion, sustainability, postmodern values, and insider activist perspectives to also include Caritas, Ubuntu philosophy, and Africapitalism.

The chapter investigates the relationship between environmental management practices (EMPs) and financial performance (FP).

The study is based on a sample of 187 SMEs and uses data on six EMPs (energy, water, waste, material, emissions, and biodiversity) collected through a self-administered questionnaire from owner-managers of SMEs. Ordinary least squares regression is employed to model the hypothesized paths.

The results suggest a positive and significant relationship between EMPs (energy, water, and material) and FP. There is also a significant positive relationship between an aggregate EMP measure and FP. However, other EMPs (waste, emissions, and biodiversity) are not significantly associated with FP. Overall, these results provide empirical support to the mostly normative suggestion that the conflicting results on the environmental management and financial performance relationship are partly due to the EMP measure used.

The study is based on cross-sectional data, and therefore, it is impossible to determine any changes over time. Longitudinal studies could help confirm the relationship between EMP and FP over a longer period. From a policy perspective, this results mean that the Ghanaian EPA must monitor more closely for violations of laws and regulations relating to waste, emissions, and biodiversity since SMEs do not have incentives to manage these impacts without commensurate return.

The study contributes by documenting evidence of the relationship between multiple measures of EMP and FP. This unlike most existing studies has enabled us to report evidence of how each EMP measure affects FP differently and where win–win opportunities are for SMEs. Thus, the win–win opportunities are associated with some EMP measures but not all.

Energy consumption in transportation accounted for over 29% of total final consumption (TFC) of energy and 65% of global oil usage, and it is highly connected to mobility. Mobility is essential for access to day-to-day activities such as education, leisure, healthcare, business activities, and commercial and industrial operations. This study examines the energy consumption for the transport industry, and the level of renewable energy development in some selected Sub-Saharan African (SSA) nations. This study relied on previous publications of government, reports and articles related to the subject matter. Vehicle ownership is fast increasing, particularly in cities. Still, it begins at a relatively low level because the area is home to countries with the lowest ownership rates worldwide. In its current state, the energy sector faces significant challenges such as inadequate and poorly maintained infrastructure, dealing with increasing traffic congestion in cities, large-scale imports of used vehicles with poor emission standards that affect air quality in cities, a lack of safe and formally operated public transportation systems, and inadequate consideration for women and disabled mobility needs. Motorcycle and tricycle are dominating the rural areas, accounting for a substantial amount of this growth. Aviation is the largest non-road user of energy, and this trend is predicted to continue through 2040 as Gross Domestic Product (GDP) grows and urbanisation expands. This study revealed the energy consumption for the transport industry, and the level of renewable energy development in some selected SSA. Rail and navigation lag behind current global levels. The usage of biofuel and rail transport was recommended.