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This paper examines two bikeshare programs implemented in two Global South cities, examining the role of users in promoting sustainable transport. To explore the sustainability of smart cycling, we argue that it is important to understand the prevailing administrative and socio-institutional practices within a given context. For the effective stabilisation of smart regimes, harmony between the administrative and socio-institutional practices must be established. In this context, we introduce a complementary approach to understanding transitions. Maintenance of political commitments and institutional support are crucial for cycling success, not incidental footloose initiatives. We explore two case studies in the context of the Global South, in the first one top-down policies and planning initiatives dictate the directions of transitions by enabling or constraining user routines. In the second one, citizens take control to resolve a transport deficit by initiating and driving a very bottom-up user-led transition narrative. We propose a framework to cater to the unique political, cultural and smart discourses of the Global South and the role of users in conjunction with the administrative and socio-institutional practices around them. Investigating both the bikeshare cases through the lens of this framework provides unique insights extending our knowledge beyond the built environment features of sustainable planning initiatives. Our findings reveal the complex narratives that are in play in developing nations and conclude that understanding and realising cycling transitions in southern megacities require a different approach compared to the Global North.

Chapter 1 Reimagining Place through the Sandbox Studio Pedagogy: An Introduction -- Chapter 2 Head, Heart, and Hands Model for Placemaking Learning: The Sandbox Studio Approach -- Chapter 3 Capturing the Multiplicities of Place: Neighbourhood and Classroom -- Chapter 4 Performing Landscape: Landscape as Medium for Placemaking -- Chapter 5 Realising 'Rights to the City' in Contested Space -- Chapter 6 Learning Placemaking and Green Space Design: A Case Study -- Chapter 7 Conclusion: Placemaking as Critical Pedagogy of Place.

Jeepneys are paratransit vehicles which constitute the bulk of urban transport in many cities in the Philippines. There are around 179,000 jeepneys of which 90% are fifteen years or older. However, this is not without so many other issues on the road. To address this, the government issued a landmark policy enabling the Public Utility Vehicle Modernisation Program (PUVMP), a transformational large-scale initiative focused on land-based public transport in which the majority are jeepneys. The program brings about a comprehensive reform covering new policies in the franchising process, vehicle modernization, operator consolidation and changes in the current business model, financing and a more structured route planning process, among others. This is, however, an ambitious undertaking, not merely because of its scale, but the likely disruption to the current, relatively informal model by which jeepneys are regulated. This paper uses deductive thematic analysis, based upon a review of the literature on informal/formal hybridised urban transport regulatory models, to investigate the reform's likely impact on the dynamics of the sector. As such it tentatively confirms the likely issues arising when transitioning from an informal model to a more formalised one. The paper raises imperatives for the global informal transport sector as a whole.

While transport hubs function largely as mobility interchanges, they also serve as spaces of conflict and negotiation, particularly when informal livelihoods of poor populations take place in public spaces like streets and transport terminals. This condition poses challenges to urban planners and transport officials on how to promote inclusive cities without sacrificing urban mobility. We examine how informal trading has become embedded in the land-use patterns of Baclaran, a strategic transport hub in Metro Manila. Three factors emerge as critical in understanding how and why informal trading thrives in Baclaran: a) the presence of commuters as captive market; b) mixed land use and activity agglomeration; and c) multi-layered socio-spatial relations. Our empirical data also shows how normalized informal trading in a mobility node has triggered transport route diversion and supported the growth of small-scale informal transport.

Historic urban centers (HUCs) such as the Ermita District in Manila display a compact, mixed, and human-scale urban form. Because of these features, people in these areas still depend on either walking or riding a pedicab (also known as cycle rickshaws) to reach their destinations. The latter mode, considered an informal non-motorized transport (NMT), is widely preferred by commuters as their first- and last-mile trip option to navigate the narrow street network of these historic districts. However, it is unclear what factors affect an individual's first- and last-mile choices. Through a face-to-face intercept survey, respondents were asked about their relative preference between the two mode choices to capture the factors that influenced their decision to walk or to ride the pedicab within Ermita. By utilizing logit choice analysis, the study identified statistically significant mode-specific, as well as qualitative, variables that influenced individual decisions. The probability outcome showed that the most significant factors were access and/or egress time, cost over travel time, safety, and accessibility of the walking environment. It is also important to note that pedicab users had a longer average trip distance (about a kilometer) than walkers, and women, including those who were accompanied by children, preferred to use pedicabs. Results from this study can help district-level planning and policymaking in three ways: (1) by improving the physical environment through encouraging the use of NMT such as walking and pedicab riding as crucial first- and/or last-mile options for individuals in HUCs; (2) by aligning routes and regulations for pedicab services to be part of an overall transport service provision, and (3) by undertaking infrastructure improvements for safer walkway environments for pedestrians, considering the implications of walking and pedicab riding to individual, population-level health outcomes and overall quality of life.