Urban tale el mana mocha1/4/2024 In the 20th century, Guayaquil had economic and demographic advantages however, Quito has since surpassed Guayaquil on several social, demographic and economic indicators. Hence, this article outlines the social and economic evolution of Guayaquil and Quito, the two primary cities of Ecuador. With global urbanization and inequality trends rising, examining the urban areas of a Latin American country could shed light on potential evolution paths. Meanwhile, inequality has also been increasing swiftly, and Latin America is among the most unequal regions in the world. Currently, roughly 80% of the populations in North and South America are urbanized, compared to the global average of 55%. Urbanization is often related to better economic and living standards and, according to the United Nations, by the mid-21st century, 70% of humankind will live in urban areas. It indicates that regions should emphasize the dominant position of firms in environmental technology innovation and formulate specific innovation measures for different organizations to better foster local green entrepreneurship. Moreover, patent enforcement is negatively related to the relationship between both of green and non-green start-ups and environmental technology of universities and firms, except for research institutes. However, the role of patent commercialization policy does not hold in other cases. Besides, patent commercialization policy plays a negative role in shaping the relationship between green start-ups and environmental technology of universities and firms and the relationship between non-green start-ups and university environmental technology. Among them, firms play the most important role, followed by research institutes and universities. The results show that environmental technology in universities, research institutes, and firms has a positive influence on both of green and non-green start-up emergences. We primarily focus on the moderating effects of patent commercialization policy and patent enforcement in the relationship. This study aims to fill this lacuna in the existing literature by investigating the relationship between green start-up entry and environmental technology in universities, research institutes, and firms. While research on the creation of green start-ups recognizes the influence of technology spillovers, less attention has been given to the relative importance of heterogeneous technology spillover sources and how they contribute to green start-up emergence. Several implications and a provocative discussion emerged from these findings. Our results showed that being a high-skilled migrant in a dynamic emerging economy is not a guarantee of success in the labour market, but it is a determinant of international and necessity-driven entrepreneurship. We tested our hypotheses using a sample of 13,368 adults between the ages of 18–64 based across the 16 Chilean regions. Consequently, these effects influence migrants’ decision to become entrepreneurs. By adopting the human capital and the institutional approach, we theorize that individual and environmental conditions produce selection/discrimination effects in the host labour market. To extend this academic discussion in the Latin-American context, this study investigates why migrants are more entrepreneurial than natives. Anecdotal evidence has suggested that the highest impact is generated by migrants in/from emerging economies. The academic debate in migrant entrepreneurship has mainly focused on movements from emerging economies into developed economies. Conclusions: The preliminary RSPQ evidence can be considered a valid and reliable instrument to assess drivers’ perception of road safety. The results of the 41-item model grouped into six dimensions (human, vehicle, road infrastructure, regulatory framework and intervention measures, socioeconomic and driving precautions) obtained the best adjustment indexes at the absolute, incremental and parsimonious levels. Results: The results suggest that the RSPQ has a clear factorial structure with high factorial weight items and good internal consistency. A pilot test was carried out to determine possible corrections and adjustments to the questionnaire, after which a Confirmatory Factor Analysis was performed on a stratified sample of 736 Ecuadorian drivers to determine its reliability and construct validity. Methodology: The design included a review of the available evidence and expert knowledge to select the dimensional items for the instrument. The objective of this study was to design and validate a Road Safety Perception Questionnaire (RSPQ). Background: Although public bodies need to know drivers’ perception of road safety, in Latin America there are no valid and reliable instruments that propose an integral dimensionality.
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