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This case study chapter reviews the evidence related to TransMilenio (TM) and its ability to promote walking among Bogotá’s citizens. A historical perspective of the Bus Rapid Transit system in Latin America and Bogotá is provided as well as some of the social, environmental and cultural implications. Through a literature review, studies that specifically assessed the role of TM in the promotion of walking and active transportation were identified. In addition, experts in the field were contacted to receive additional papers or reports from the grey literature that could have been missed through the peer-reviewed literature search. In December 2000, Bogotá implemented TM. The system has been successful in reducing traffic congestion, environmental pollution and travel times, as well as improving mobility in the city. Although not initially a goal of TM, some evidence suggests that the system has also served to promote walkability in the city. TM users are more likely to meet recommendations for daily moderate-to-vigorous physical activity and for walking for transportation, reaching an average of 22 minutes per day. Despite its many benefits, TM has some shortcomings that need to be recognised and addressed. In 2014, the daily number of TM users (2.2 million) surpassed the number of users of the traditional public transportation system, but there has still been a migration of users to private means of transportation such as motorcycles and automobiles.

According to the Colombian Labour Ministry, in 2015, 750,000 persons officially worked as household employees. Ninety-eight per cent of these employees are women who tend to live in Bogotá’s (southern) urban fringe and travel to the city’s wealthier north on a daily basis. Yet public transportation in the Colombian capital is subject to stratification. Besides overcrowding and delays, petty crime and sexual harassment, fringe areas remain underserved. Based on ethnographic data, in this chapter, the authors discuss findings from a 3-year research project on female household employees’ subjective experience of space. Specifically, the authors explore their capacity (motility) to be mobile. This perspective breaks with the limits of bounded categories such as ‘urban’, ‘neighbourhood’ or ‘class’, to highlight their situational and spatial mutability. Moreover, an investigation of motility includes people’s potential to move as well as their subjective experiences of mobility. The research shows how gender intersects with local labour regimes and infrastructure to negatively affect women’s mobility. Urban stratification is not only a question of locale of residence and access to services, but importantly (re)produced in the household employees’ subjective experience of their daily commute, which they describe as suffering. In their limited spare time, female household employees abstain from travelling, effectively curbing their active appropriation of urban space. The research thus illuminates how spatial, social and economic dimensions mutually interact to impact on the women’s lives and possibilities.

This paper aims to achieve a critical understanding of the place of psychological knowledge with regard to the international regulation of the world of work. Specifically, it seeks to explore the place and operations of psychology involved in the constitution of workers as subjects in countries that do not produce this knowledge but appropriate, adapt and hybridise it.

The transition from a “traditional” passengers transport system to a “rapid bus service” named Transmilenio is considered as a “local” focus of analysis. Working conditions and some psychological practices established in a multi‐site ethnographic study conducted within the transport system are considered to illustrate ways in which psychological knowledge contributes to the production of drivers as subjects, and to perpetuate the relationships of international subordination.

The paper establishes the particular transformations that, in terms of working conditions, frame the application of psychological knowledge. It also shows how psychological practices applied in different types of transport companies are connected to produce “traditional” workers as “the other” which has to be transformed. Finally, the psychological practices are linked to some of the global flows which aim to produce a global management at a distance”.

Even though work psychology is a source of inspiration for management techniques, there is not much research related to the local‐global implications of its practices. Thus, this paper contributes to the understanding of the ways in which North‐Atlantic psychology operates when it is applied to work settings located in the South.

This chapter explores the idea that democratic political legitimacy can emerge by other means than voting or citizen participation. Beyond these conventional methods of building legitimacy, we contend that alternative modes are emerging all over the world. Among these emergent forms are a wide range of policies, from China’s economic growth to Bogotá’s use of pantomime street crossing guards, replacing corrupt traffic police. Matched to their context, these policies may enhance political legitimacy. Particularly in locations with weak traditions of citizen participation, exploring alternatives to classic Tocquevillian participation may have more impact. Examining some major successes can illuminate alternative dynamics. We thus feature some specific non-Tocquevillian policies to open consideration of options.

This chapter presents a critical examination of the interaction between concepts such as equity and accessibility in a framework of sustainable and inclusive urban development. The analysis compiles a series of reflections that build on previous research that focusses on the role of transport as enabler of opportunities for material and social capital, healthcare and leisure, which contribute to human development and well-being. The research discusses accessibility metrics for mandatory and non-mandatory travel in the context of current global agendas for social and development policies. It also introduces methodological reflections in relation to the analysis of accessibility indices from an equity perspective highlighting the role of equity metrics such as the Palma ratio and Lorenz curves. The authors link accessibility and urban development seeking to inform current approaches for policy development and assessment in a context of high manifested inequity. The research is set in the context of the Bogotá Metropolitan Region, a paradigmatic case of transport development and policy in the Global South. The findings seek to contribute to present transport policy and practice, providing relevant insights to support actions that redistribute accessibility to opportunities and questioning some of the paradigms of mainstream transport planning in cities like Bogotá, suggesting a more relevant role of transport policy as a potential engine of equity and social development.

Purpose – This chapter reflects on the role of cycling in India, Sub-Saharan Africa and Latin America, discusses and compares explanatory factors of cycling behaviour and provides three methods of spatial analysis that can feed into local transport policy and planning.

Approach – The chapter compares important relevant contextual issues and challenges and presents examples of ongoing research on three continents.

Findings – The findings are in the first instance methodological in nature. Methods have been developed to assess the effect of barriers on access by bicycle, to quantify the avoided carbon emission associated with cycling and to help plan a demand-based cycling network.

Practical implications – Three different spatial analysis methods are presented: the planning of new bicycle infrastructure, the evaluation of existing cycling in terms of avoided carbon emission and the role of the physical environment in levels of cycling accessibility. The methods can be easily replicated and integrated into transport policy and planning at the local level.

Social implications – Effective cycling-inclusive planning in developing countries is expected to lead to higher levels of cycling that positively affect people's welfare, health and the environment.

Value of chapter – The chapter affirms that a thorough understanding of physical, social, economic and cultural factors of the developing city context are important in effective cycling-inclusive planning. It provides three relatively simple and replicable methods that are considered particularly appropriate for data scarce developing cities.

This case is appropriate for entrepreneurship courses where the topics are generation of business model, business model innovation and shared value. It can be used at undergraduate and graduate levels.

This case addresses the challenges that Mejor en Bici (in English: Best by Bike), a start-up that promotes mobility by bicycle, had to face from 2010 to 2015 at the level of its business model and generation of shared value. The case narrates the main achievements and obstacles in this path of entrepreneurship and how, through this process, a business model should be designed that allows strategic decisions to be taken to achieve sustained growth. In addition, this case examines how from early stages in entrepreneurship it is possible to generate shared value as a strategic component.

• Identify and present the value proposition of Mejor en Bici to understand where a business model starts.

• Design and evaluate the business model of Mejor en Bici from an innovation perspective.

• Apply the concept of shared value in the generation of a business proposal for Mejor en Bici based on their business model.

Identify and present the value proposition of Mejor en Bici to understand where a business model starts.

Design and evaluate the business model of Mejor en Bici from an innovation perspective.

Apply the concept of shared value in the generation of a business proposal for Mejor en Bici based on their business model.

• Osterwalder, A., & Pigneur, Y. (2010). Business model generation: a handbook for visionaries, game changers and challengers. John Wiley & Sons. Pages: 14-44; 56-108; 244-262.

• Porter, M. E. and Kramer, M. R. (2011). The big idea: Creating shared value. Harvard Business Review, 89, 1-18.

• Amit, R. and Zott, C. (2012). Creating value through business model innovation. MIT Sloan Management Review, 53, 40-59.

Osterwalder, A., & Pigneur, Y. (2010). Business model generation: a handbook for visionaries, game changers and challengers. John Wiley & Sons. Pages: 14-44; 56-108; 244-262.

Porter, M. E. and Kramer, M. R. (2011). The big idea: Creating shared value. Harvard Business Review, 89, 1-18.

Amit, R. and Zott, C. (2012). Creating value through business model innovation. MIT Sloan Management Review, 53, 40-59.

The social implication of this case lies in the motivation and guidance that potential entrepreneurs and students who analyze this case will receive. They can learn from a successful but complex experience how to start a business in a sustainable and responsible way.

CSS 3: Entrepreneurship

This chapter is a case study on Public–Private Partnerships (PPPs) in Colombia. The choice is justified by the significant progress of the country in this field and its ambitious plans to provide infrastructure and services through PPPs in the coming years. The infrastructure deficit and the evolution and current status of PPPs in Latin America frame the theme of the chapter. The case study itself explains the adoption of the PPP model in Colombia, describes the new legal and institutional framework and presents the most relevant PPP programmes and projects. The review carried out allows us to conclude that, despite the developments in recent years, PPP schemes continue to be very concentrated in the transport sector. For the effective development of the PPP model in the country, Colombia should extend such schemes to other fields, including the provision of social infrastructure and services. It should also improve some institutional aspects and project attractiveness to investors in order to increase the private capital required to finance PPP projects that currently are in the government portfolio. This chapter offers a general perspective on Colombian PPP, gathering and analyzing information for a better understanding of the current situation and the prospects for the future.