In response to new developments of work and employment in high-income countries (HICs), psychosocial aspects of work and health received increased attention. In contrast, middle-income countries (MICs) are mainly concerned with severe challenges of noxious and dangerous material work environments, poor employment conditions, and deficient social policies, leaving psychosocial aspects in a marginal role at best. More recently, differences between these two worlds were even aggravated by the COVID-19 pandemic. Yet, with economic globalisation and growing worldwide interconnectivity, the world of work in MICs is being rapidly transformed, sharing several concerns with modern Western societies. In this process, psychosocial occupational health will become an increasingly pressing issue. This contribution explores to what extent psychosocial aspects of work and health are already addressed in research originating from MICs. A selective focus on recent findings from two regions, Asia Pacific and Latin America, reveals a high degree of awareness of, and inquiry into, work-stress related problems within these countries. Importantly, in addition to incorporating research progress from HICs, these analyses identify new aspects within specific cultural and socio-economic environments, thus enriching the international state of art.

The transition to sustainable mobility is a recognized socio-economic and environmental challenge, particularly among young adults in low- and middle-income countries (LMICs). This paper addresses the lack of comprehensive research on mobility patterns for LMICs by examining the travel patterns of students, staff, and lecturers at the National Advanced School of Public Works, Yaoundé (NASPW) to understand transport mode choices and barriers to the use of public and active transport modes. Data was collected through online questionnaires from 425 participants. Findings revealed that most students (27.5%) used multiple modes of transport, with moto-taxis being the most common (21%). Lecturers primarily used private cars (50%), while staff relied on taxis or multiple modes (33%). Accessibility, vehicle speed, and flexibility appeared as the most important reasons for the preferred modes of transport. Barriers included long waiting times and traffic congestion for public transport, and distance and inadequate infrastructure for active mobility. The usage of public transportation was encouraged by its affordability and reduced travel time, whilst active options were preferred due to their cost savings and health benefits. To promote sustainable mobility for campus travel, it is crucial to encourage active modes, develop mass transport systems, and raise awareness through symposiums and conferences among students and staff.

Small island developing states (SIDS) traditionally face a set of challenges like the narrow economic structure, environmental issues, and dependence on a few ranges of economic activities forcing them to open the economy to the exterior. Therefore, their development model, like in Cape Verde depends on migration, remittances, dependence on aid, tourism, and state employment. The current research offers an insight about the nature of Cape Verde’s economy as a SIDS and the degree to which its economy depends on tourism and government services, both of which are supported through aid programs. Understanding Cape Verde’s development model is important to clarify the challenges the country faces, and its development needs to gather a long-term resilience and to understand if it is changing from a MIRAB (Migrations, Remittances, Aid and Bureaucracy) model into another one.

As an irreplaceable ecological barrier, the ecological conservation developing area (ECDA) is vital for the integrated construction of urban and rural areas, and optimization and adjustment of industrial structure. Developing green agriculture is the foundation and guarantee for improving the rural ecological environment and meeting the increasing needs of farmers′ income. Issued by the Chinese government, No. 1 Central Document stated the necessity of promoting agricultural green development (AGD) and the related technologies in dealing with ecological pressure and resource shortages, especially for large cities like Beijing. However, few empirical studies have conducted on spatiotemporal variations of AGD in ECDA of large cities. Based on the green agricultural traits of Beijing and the accessible data, we evaluate AGD and analyze its spatial and temporal heterogeneity of Beijing ECDA by constructiing a framework with 13 indicators. The weight coefficients of AGD indicators were calculated by the projection pursuit method, with the district panel data from 2006 to 2016. The results demonstrated that energy consumption is a vital factor of green agriculture production, and agricultural output value per unit of the arable land area is the key to the green agricultural revenue. From 2006 to 2016, the AGD index of ECDA had an increasing trend till 2012, followed by a decreasing tendency. The AGD index of the northern region is higher than the southern of ECDA. The obstacle degree model was used to verify AGD limiting factors. They were poor infrastructure, slow agritourism, low labor productivity, and low resource utilization efficiency that varied by districts in ECDA. Given these findings, our study is conducive to the AGD evaluation at the district (county) level for ECDA of large cities and also provides important policy implications.

Speeding is a significant global issue, with disparities in speed outcome and speed research between low- and middle-income countries (LMICs) and high-income countries (HICs). This study aims to address speed research gaps by examining the prevalence of self-reported speeding and factors influencing drivers' speeding behavior (SB) using the Theory of Planned Behavior (TPB). An online survey involving 387 anonymous drivers was conducted in Yaoundé. Results showed that all drivers reported exceeding speed limits, with 81% exceeding by 5km/h, 12% by 10km/h, and 7% by more than 10km/h in urban areas. On highways, 54% reported exceeded the limit by more than 10km/h. Age, driver's license, and gender showed significant associations with speed limits non-compliance. The study results suggests that the TPB can be useful in assessing speeding behavior, as the inclusion of TPB variables led to a more than 50% proportionate increase in SB variance. Structural equation modeling revealed attitude towards speeding as the strongest predictor of speeding intention (SI), along with certain demographics indirectly influencing SB through SI. Perceived behavioral control (PBC) and SI directly influenced SB. These findings emphasize the potential of interventions targeting attitude, intentions, and perceived behavioral control to modify speeding behavior and improve road safety.

The fourth industrial revolution (4IR) can offer significant benefits to the construction sector, improving productivity, efficiency, collaborative efforts, and product quality while promoting safety and sustainability. However, research on the application of 4IR technologies in construction is scarce in developing countries. It is crucial to understand the ability of construction companies to adopt new technologies and identify factors influencing the success of technology implementation. In this study, a questionnaire-based survey was conducted with construction professionals to evaluate the level of technological development of the construction market in an emerging economy, assess the potential for innovation implementation, and identify factors that might influence technological development. Although respondents recognized the importance of digital transformation, the results showed that most innovations are in the early stages of implementation in the construction sector, particularly technologies that are essential for the consolidation of the 4IR. Understanding the factors underlying this reality can support the development of strategies to foster innovation and harness the advantages of the 4IR in the construction industry in developing countries.

This study examines the nexus between oil prices and inflation in G20 economies, addressing critical gaps by adopting a comparative approach across three pivotal oil price downturns in 2008, 2014, and 2020 (COVID-19). The study utilized monthly time series data from January 2000 to December 2023 and the Bayesian Structural Time Series (BSTS) approach for causal impact analysis. The study found that during the global financial crisis (December 2007 to June 2014), advanced economies like Australia and the UK displayed varying degrees of negative absolute causal impact, aligning with the deflationary impact of falling oil prices. In contrast, emerging economies faced significant negative causal impacts. From June 2014 to January 2020, diverse inflation impacts were observed across G20 economies after a significant oil price decline. Advanced economies like Australia and emerging economies like Brazil experienced negative impacts, while others showed negligible effects. In the subsequent period from January 2020 to December 2023, amid the COVID-19 pandemic and substantial oil price decline, G20 countries exhibited varied inflation outcomes. Positive absolute effects indicated a notable rise in inflation with China standing out with a substantial negative impact. The wavelet coherence analyses also showed an asymmetrical impact of oil prices on inflation. The findings suggest that policymakers should adopt proactive and adaptive policy frameworks, considering the asymmetric responses of G20 economies to oil price dynamics.