Food waste in recent years has become an international priority because of the large amounts of food wasted from farm to fork. In low-income countries like Nigeria, losses are significantly higher along the food chain from production to retail. There is a dearth of research that considers various crop value chains in different geographical regions and the prevailing conditions that influence these losses. Nigeria produces 3.9 million metric tonnes of citrus annually and it estimated that 30-70% is lost to postharvest losses. This study investigated the causes of losses from farm to fork along the citrus value chain in Nigeria. It adopted the ‘follow the thing’ framework to trace the journey of an orange from the farm to the consumers’ home. A multi-method methodological strategy was employed to capture the causes and impacts of losses from the perspective of core actors with the use of questionnaires, interviews and field observations. Empirical findings suggest that citrus postharvest losses are between 10-100%. Losses were found to result from an absence of processing facilities to provide a ready market for fruits. Other causes include improper postharvest handling in the form of poor harvesting techniques, inadequate storage, packaging and transportation facilities. These losses had negative impacts on the livelihood of the actors, as they directly reduced the income they obtained. The most important cause of losses identified was the lack of political willpower due to bad governance in the provision of processing facilities. This further provided a disabling environment for the citrus market to thrive. The thesis recommends ‘follow the thing’ as an adequate framework to study and understand postharvest losses.

The extent of youth unemployment in the UK in the years following the 2008 economic crisis, as well as the backdrop of longer-term concern regarding the rise of precarious work (Beck 2000, Standing 2011) prompted discussions of a 'lost generation' of young people set to feel the economic scars from embarking on their careers at a time of economic turmoil. The 2008-2009 recession was also (dubiously) labelled a 'mancession' and the first 'middle class recession'. Despite this, comparatively few sociology studies have adopted a quantitative approach to compare the class and gender dimensions of inequality in young people's employment trajectories prior to and following the 2008-2009 recession. This research makes an original contribution to the field by using longitudinal sequence analysis methods to contrast the employment trajectories of two cohorts of 16 to 24 year olds in the UK: a pre-recession and a recession cohort. In doing so, it establishes the extent to which the patterns of class and gender inequality amongst young people, not only in unemployment, but also in the movement in and out of 'precarious work', differed prior to and following the 2008-2009 recession. It finds that precarious employment was not as widespread as 'end of work' theorists suggested but that the recession brought an increased minority of young people who experienced employment difficulty. Furthermore, it argues that the recession did not advantage or disadvantage class or gender groups in a uniform way. Rather, changing trends in the recession highlighted a number of complex and shifting patterns of inequality amongst young people of different genders and from differing class backgrounds.

This thesis explores the idea of the ‘railway family’ in the British railwayindustry between 1900 and 1948. The ‘railway family’ was borne out of a desire tocreate an ‘imagined community’ of railway workers across the wide geographicalboundaries of individual railway companies and the local branches of national tradeunions. The thesis seeks to understand how railway companies and trade unionsmanaged and extended the idea, particularly through their magazines and newspapers,in order to cultivate loyalty and support amongst their employees or members andtheir families. Despite being a male-dominated industry, the idea of the ‘railway family’opened up avenues of participation for women within the railway industry, mostespecially through the women’s trade union auxiliaries. These auxiliaries were open tothe wives and daughters of railway trade unionists and created a space for theseindividuals to cultivate their own identity as part of the railway industry and as women,wives and mothers through fundraising for trade union causes, supporting the unionduring labour unrest and campaigning on political issues that affected the ‘railwayfamily’. The idea of the ‘railway family’ was not just a theoretical model but was livedin practice by railwaymen and their families within their local communities. Thecreation of occupational communities and the ways in which the ‘railway family’supported one another without the interference of railway companies and tradeunions will be explored through a case study of Gloucester. This thesis is the firstoccasion that the idea of the ‘railway family’ has been studied, both in theory and in practice, in order to understand how railway companies and trade unions interactedwith railway workers and their families and how these individuals utilised the idea tocreate a lasting support network for all those involved with the railway industry.

Thesis (doctoral)--Harvard University, 2002. / Adviser: Peter G. Rowe. Includes bibliographical references.

Thesis (M.A.)--Ohio University, June, 2006. / Title from PDF t.p. Includes bibliographical references (p. 96-100)

The effect transit investments can have on surrounding land uses has been studied in planning literature. Often it is argued that high-density, more sustainable development occurs around stations on newly constructed transit lines. This study examines the impacts of the Yonge-University-Spadina line on development in the north ends of the city of Toronto. This study is guided by three objectives. First, the research aims to determine the extent of the differences in built form and densities between the two study sites. Second, the thesis explains why these differences have emerged and what factors have shaped the evolution of the two sites. Based on the first two analyses, the research provides recommendations to encourage intensified, transit-oriented development in areas that currently do not reflect these principles. A variety of methods are used to achieve these objectives including: an analysis of empirical census data, a comparison of land uses and built form through archive and current photographs, a property value comparison, a transit ridership analysis, a review of archive newspaper articles, an examination of previous and existing policy documents, and a review of previously conducted interviews with Toronto area developers and municipal officials. This study concludes that the Yonge line has experienced significantly more growth over time than the Spadina line. It finds that the policy provisions that dictate development along the Yonge line are much more conducive to intensified growth. As a result, recommendations are made that the city establishes a similar policy framework for land around the Spadina line so that obstacles to potential for intensified growth may be eliminated. More specifically, the thesis identifies contemporary monetary and policy incentives to developers to encourage sustainable development.

No description available.

Thesis (Ph. D.)--University of Texas at Austin, 2003. / Vita. Includes bibliographical references. Available also from UMI Company.

Includes bibliographical references (p. 31-34).

Thesis (M.S.) in Ecology and Environmental Science--University of Maine, 2009. / Includes vita. Includes bibliographical references (leaves 93-103).