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Internationalisation became an important component of science parks (SPs) practices. In recent years, they have started to include, among the portfolio of their services, the support and fostering of their tenant firms’ internationalisation, such as soft-landing programmes and international immersion experiences for start-ups. Thus, the main aim of this chapter is to analyse these internationalisation practices in the light of the network and internationalisation theories. Based on an exploratory multiple case study the authors conducted in three Brazilian SPs located in the South of Brazil (Rio Grande do Sul State) – Tecnopuc in Porto Alegre, Tecnosinos in São Leopoldo and Feevale Techpark in Campo Bom. The authors provide evidences on how cohesive internal and external ties, networks as well as the level of specialisation are the key drivers of the internationalisation process of SPs and their tenant firms.

This chapter introduces how the built environment and walking are connected. It looks at the interrelationships within the built environment, and how those are changing given planning and policy efforts to facilitate increased walking for both leisure activity and commuting. Using a broad review and case-based approach, the chapter examines this epistemological development of walking and the built environment over time, reviews the connections, policies and design strategies and emerging issues. The chapter shows many cases of cities which are creating a more walkable environment. It also reveals that emerging issues related to technology and autonomous vehicles, vision zero and car-free cities, and increased regional policy may play a continued role in shaping the built environment for walking. This dialogue provides both a core underpinning and a future vision for how the built environment can continue to influence and respond to pedestrians in shaping a more walkable world.

This chapter works with Lefebvre’s “Right to the City” (1996b) to understand how a Smart City initiative was being implemented and as a consequence who benefitted. While a model of citizenship is offered in smart cities, the “actually existing” smart city in fact reconfigures models of citizenship in ways that instrumentalize technology and data that can reinforce the patterns of exclusion for marginalized groups. Therefore, this chapter aims to understand how citizens participate in smart city projects and whether they can in fact lead to the exacerbation of existing urban historical, material, and social inequalities. The chapter focuses on some of those excluded by smart city projects: the urban poor, street traders, and those who live in informal settlements and explores the way in which they access and participate in the city. In the Global South context, India is a key actor in implementing a national-level smart city program, and research was undertaken in the city of Chennai to investigate the way that the India Smart Cities Mission was being planned and implemented and the corresponding implications for marginalized communities. The chapter argues that there is a need to recognize the value of a range of everyday, small-scale ways in which citizens employ technologies and data that meet their needs in a social and spatially embedded context. In this way, marginalized people may be empowered to have what Lefebvre describes as “the right to the oeuvre, to participation and appropriation” (1996, p. 173) in urban space.

The universal “promise of entrepreneurship” has gone far beyond the borders of countries where it emerged. Education systems might play an important role in this process by legitimizing entrepreneurship related myths, principles, and social hierarchies. Surprisingly, against the literature on the role of education in producing and allocating human capital, entrepreneurship education development on organizational, national, and global scale is only emerging as a theme of mainstream academic discussions. This paper applies multi-level approach to get insights on what role might higher education have in promoting global “entrepreneurial culture,” with a focus on post-Soviet countries. We analyze supra-national initiatives, national policies, leading universities’ practices, and the actual characteristics of entrepreneurship education programs in these universities. Our results suggest that drivers of entrepreneurship education development in national higher education systems of post-Soviet countries are not only the “concrete” and “technical” institutional factors on the national level, but also the broader cultural environment. Though institutional environment in post-Soviet countries does not always objectively meet high international standards we found many cases when official policy documents state goals related to teaching entrepreneurship in higher education and there are concrete programs devoted to entrepreneurship education sharing largely similar “entrepreneurial” worldviews. We also found that the actual perceptions and strategies of the actors directly involved in entrepreneurship education practices demonstrate much higher similarity than formally declared education policies in the related countries.

Despite a hangover from the worldwide economic crisis, international trade rebounded nicely with a record-level growth in late 2010. A sharp rise in international trade has sparked the international traffic growth. A majority of this traffic growth originated from maritime logistics which could move cargoes in large volume and at cheaper freight costs. Due to its cost-efficiency and easy access, maritime logistics typically accounts for more than half of the worldwide freight volume. However, maritime logistics poses a greater supply chain risk, since ocean carriers used for maritime logistics are more vulnerable to unpredictable weather conditions, piracy attacks, terrorist hijacking, and cargo damages on the open sea than any other modes of transportation. Also, given the vast areas that maritime logistics covers, it is more difficult to protect maritime logistics activities from potential hazards and threats.

To better protect maritime logistics activities from potential security lapses, this chapter introduces and develops a variety of systematic security measures and tools that were successfully used by best-in-class companies and government entities across the world. Also, this chapter proposes a total maritime security management model as a way to formulate maritime risk mitigation strategies. To elaborate, this chapter sheds light on the roots of maritime security measures and tools, the ways that those measures and tools are best utilized, the roles of advanced information technology in maritime security from the global supply chain perspectives, the visualization and identification of potential maritime and its related supply chain risks, and policy guidelines that will help enhance maritime security.