The potential of entrepreneurship to reduce poverty is closely tied to critical factors such as access to finance, training and education, networks and social capital, and supportive regulatory environments. Understanding and addressing these underlying issues through the lens of the Social Capital theory can help foster an entrepreneurial spirit in cities and mitigate poverty through business and community development. This paper explores the insights and standpoints of key stakeholders about poverty in Saint John and its impact on entrepreneurship. The study uses a quantitative method and analyzes data from surveys with stakeholders. The results show that social isolation, system inflexibility, individual issues, housing, and financial support programs are significant poverty challenges in Saint John, and these issues have implications for entrepreneurship. By integrating Social Capital Theory into policy initiatives, policymakers can enhance community resilience and empower vulnerable individuals. This application of social capital principles provides a holistic framework for designing effective poverty-reduction measures, offering transformative insights applicable not only to Saint John but also to diverse small cities. The study contributes a nuanced understanding of poverty’s impact on entrepreneurship, advocating for inclusive strategies that resonate with the social fabric of communities.

Micro-mobility has the potential to address first -mile challenges, improving transit accessibility and encouraging public transit usage. However, users’ acceptability of modal integration between various micro-mobility options and public transit remains largely unexplored in the literature. Our study investigates the user behavior for first-mile options, focusing on four alternatives: walking, bicycling, motorcycling, and bus, to access urban mass rapid transit (UMRT) in Hanoi, Vietnam. Based on data collected from 1380 individuals, a Nested Logit Model (NLM) was proposed to analyze the determinants of users’ acceptability under each access mode option as well as evaluate further impacts of shifts in access mode choice on vehicle-kilometer traveled and emissions. The analysis shows that the availability of access modes might increase UMRT use by 47.83%. While this increase further generates additional vehicle-kilometer traveled due to the increase in park-and-ride users, this is offset overall by the large number of motorcycle users shifting to UMRT. Under the most optimistic scenario, modal integration for transit-access trips leads to an average reduction of 17.7% in net vehicle-kilometer traveled or 14.5% in net CO₂ emissions or 10.9% in NO_x from private vehicles. Our findings also imply that the introduction of parking fees for bicycling- or motorcycling-access trips, while impactful, does not significantly change UMRT choice. Therefore, the pricing schemes should be a focus of parking planning surrounding stations. Finally, a number of policy suggestions for parking planning and first-mile vehicles are presented.

PPGIS platforms have been widely used to map social actors since the emergence of open access webGIS platforms. This identification of citizen initiatives is based on the physical location, but is rarely combined with social networking. This research seeks to close that gap by using the platIC web-based mapping tool for citizen initiatives, together with their interrelationships. Therefore, a methodical procedure has been defined to construct a geolocalised graph by identifying and categorising linked nodes. Method steps have been tested in three case studies in the Malaga region: Malaga city, Benalmadena, and Valle del Genal. They were selected for a comparative analysis in three different urban and socio-economic scenarios, namely: a tourist destination with a high density of Spanish population and floating city users; a sun-and-beach destination with a significant presence of resident foreign population; and a rural area suffering from depopulation, respectively. Mapping reveals a higher density of citizen initiatives in central urban areas and with social conflicts. Social graphs show a wider interconnection of nodes in rural areas, but isolated nodes are spread more widely there. Monitoring active citizen initiatives could serve as a basis for local administration to involve the citizenry in the management of current issues in the urban and rural context. Future research may promote new plugins to improve participatory process through webGIS platforms.

This study seeks to explore the uses, behaviors and perceptions of university students regarding mobile phones to help elucidate whether there is a relationship between the use of mobiles and the academic performance of university students. A quantitative approach based on an ad hoc questionnaire, applied before the pandemic, was used to gather evidence in this regard, which revealed the uses and educational visions of mobile phones in a convenience sample of 314 university students from nine different degree courses in two Spanish universities. Three major conclusions are formulated as part of future lines of development. First, although there is frequent use of mobile phones, the image of the mobile as a learning resource in the university classroom does not reach one-third of students. Second, although this study does not determine the causal relationship, there is a statistically significant negative relationship between average grades achieved and hours of dedication to the mobile phone. Finally, students who are unable to spend more than one hour without checking their phone obtain a significantly lower average mark than those who can stay more than one hour without checking their phone.

The service quality of a logistics operation is a key research factor. According to Parasuraman in 1988, there are 5 dimensions about the service quality. In this paper will detective the affecting factors by collecting data from 1560 customers who experienced the service of Beibu Gulf Port Group, Guangxi, China. We used structural equation modeling (SEM) to test whether the service quality factors would affect the logistics operation or not from tangible, responsiveness, reliable and empathy to assurance. Moreover, with the Regional Comprehensive Economic Partnership (RCEP) has been signed, whether this free trade agreement’s effect would affect this Group’s service quality or not would be a consideration of this research. And the traditional service quality factors will affect the RCEP implementation or not will be tested, too. The results in the paper show the significance positive in co-relationship and supporting evidences for the Group’s future development.