With this paper, we aim to examine the relationship between cognitive, social, and demographical factors, as well as national culture and its relationship with social entrepreneurial activity in Southeast Europe (SEE). The empirical research employs a binary logistic regression model, utilizing data obtained from the Global Entrepreneurship Monitor. For the purpose of the empirical research, we selected a sample of early-stage entrepreneurs who founded their businesses in Hungary, Romania, Slovenia, Croatia, or North Macedonia. The research sample in these five countries includes 10,012 examinees, of which 615 are social entrepreneurs. A statistically significant relationship was identified between observed phenomena in terms of entrepreneurial networking, risk aversion, individualism, entrepreneurial social image, media impact, gender, work status, and education. The results can be explained by the specific entrepreneurial context of the SEE region. We also point out recommendations for future research.

SummaryIn the modern world there are lots of considerations about transportation in general, including analysis and decision making about the current situation and planning as well, that means preparation for future needs through defining policies, goals and investments to design transportation networks and facilities. The environmental consequences of general transportation and agriculture itself are of special interest as well. Transport activities are given and unavoidable in every society, for any country, but their intensive practice often produces negative effects on surroundings. The quoted problem emerges in a special manner when observing merged -as agricultural transportation: modeling ecological issues here is particularly complex due to great number of variables and random elements dependent on subjectivity in decision making, appearance of unexpected events and often incorrect data. In this paper authors discuss different aspects of agricultural transportation and point out the importance of application of methods and models that are capable of treating uncertainties and are appropriate to keep under control the abundance of ecological effects of transportation in agriculture, making efforts towards the development of sustainable food and raw materials production.

This research includes the analysis and comparison of long-term values of key business parameters of profit-oriented companies in Serbia, which are engaged in road transport of cargo or passengers. This paper takes into account the decreasing emissions of CO2 and its relation to the size of business (in terms of transported cargo or number of passengers), and thus by the company’s business success (income, profit). In the empirical part of this research—ecological, operational, and business factors were analyzed on a sample of road carriers from Serbia, i.e., the most common type of organized transport of people or physical goods. Key difference was made between large and small companies engaged in transport activities, followed by difference between those companies which have business activities only in Serbia, or engage also in international activities in the Balkan region (or in the rest of world). The main goal of this paper is to determine statistically significant differences between transport companies in terms of key performance indicators, depending on whether they operate only domestically or abroad. In relation to company size, this paper examined the sustainability of operations in the case of the largest transport companies, which represent half of the total transport activity in the country (by number of people transported or the amount of transported cargo), compared to all small carriers with less than 50 employees. Future research involves extending this sample of road transport companies to all Balkan countries, which have not yet become a part of the European Union and including additional operational as well as environmental indicators that are not conventionally measured during vehicle inspections.

This paper deals with the issue of planning the end-of-life phase of motor vehicle life cycles in Serbia and Montenegro. This topic is trending around sustainability issues, given the very unfavorable age structure of vehicles and the increasing import of used cars, which intensifies the problem of the number of waste vehicles. On average, a motor vehicle is in active use for a period of 10 to 15 years. Individual phases of its life cycle are indicated differently, using multiple parameters. All phases are influenced by many factors, but this paper focuses on the phases of active use and the end of life of a motor vehicle. This paper investigates these two phases in terms of the influencing elements. The main aim of this study is to lay the foundations for making adequate decisions on how to handle end-of-life vehicles, from the perspective of their drivers. The study includes performing quantitative research analysis via the k-means clustering technique on a sample of 1240 drivers (private and commercial vehicles), in order to draw concrete conclusions through appropriate statistical analysis. The key findings suggest that different market, business, and environment indicators define the phases of active use and end of life, throughout the life cycle of a motor vehicle. Future research will expand the sample to surrounding countries.

This paper aims to examine the relationship between entrepreneurial attitudes of national culture and innovative entrepreneurial orientation (IEO). The empirical research employs multiple linear regression models, utilizing data obtained from the Global Entrepreneurship Monitor. For the purpose of empirical research, we selected samples of early-stage entrepreneurs incorporated in Bosnia & Herzegovina, Bulgaria, Croatia, Greece, and Slovenia. The main findings highlight a significant relationship between national cultural dimensions and innovation, while absorbing the knowledge value and information through media resources equally positively related to IEO, as well as the presence of high status disparity negatively related to IEO. The results can be explained by the specific entrepreneurial context of the SEE region. We also point out recommendations for future research.