An initial analysis of sustainable project life cycle management methodologies’ current status highlighted that social and environmental aspects of sustainable development are not addressed effectively. An acceptable model aimed at addressing the various sustainable development aspects from a project management perspective is thus needed. This study’s main research objective was consequently to develop the different elements of such a model for social business sustainability. The research focused on the three main research questions discussed below. Which lifecycles should be considered when evaluating the project’s possible impacts? Projects implement or deliver certain products, which in turn, can produce other commodities sold by the company. The three lifecycles, i.e. project, asset and product, were studied to determine which lifecycles to consider when evaluating projects’ possible impacts. It was concluded that it is specifically the project’s deliverables and its associated products that have economic, social and environmental consequences. These life cycles must therefore be considered as part of the project life cycle when evaluating social impacts. What social business sustainability impacts or aspects should be considered in the project life cycle? A sustainable development framework that can be applied to projects directly to ensure their alignment with sustainable development does not exist at present. A social sustainability assessment framework as part of a sustainability assessment framework for operational initiatives was consequently developed and introduced. The social framework was verified and validated by means of case studies, a survey and a Delphi Technique case study to test the framework’s completeness and relevance. How should project management methodologies be adopted to ensure incorporation of social business sustainability? The research indicated that the various social aspects are addressed in different ways in the individual asset life cycle phase. The social criteria in the framework should therefore also be addressed in different ways in the project management methodologies. A Social Impact Indicator (SII) calculation procedure, based on a previously introduced Life Cycle Impact Assessment (LCIA) calculation procedure for environmental Resource Impact Indicators (RIIs), was developed as a method to evaluate social impacts in the project life cycle phases. Case studies in the process industry and statistical information for South Africa have been used to establish information availability for the SII calculation procedure. / Thesis (PhD (Engineering Management))--University of Pretoria, 2006. / Graduate School of Technology Management (GSTM) / unrestricted

The worldwide ageing of the population, with an increase in associated chronic diseases, will inevitably escalate the demand for social work services at individual, group and community level. Alzheimer’s disease is one of the conditions associated with a population that is growing older. The disease was first described by Alois Alzheimer in 1906 and is characterised by progressive declines in cognitive and body functions, eventually resulting in death. It is estimated that 25 to 30 million people worldwide suffer from Alzheimer’s disease and that in 2050, 106.2 million people will be living with the disease, causing a looming global epidemic of Alzheimer’s disease (Brookmeyer, Johnson, Ziegler-Graham & Arrighi, 2007:186). At some stage in the disease’s process, most, if not all people with Alzheimer’s, require some form of care. This care is generally provided by informal (family) caregivers in the community. Providing care to an older person with Alzheimer’s disease present multiple challenges with many factors influencing the caregiving experience. When the needs of caregivers are not met, caregiver burden may result. For the many families living in rural and impoverished areas, this additional responsibility may come as an extraordinary burden and cause unwarranted stress. The goal of the study was to explore the needs and experiences of caregivers of persons with Alzheimer’s disease living in black rural communities in Mpumalanga. The guiding research question was: What are the needs and experiences of caregivers of persons with Alzheimer’s disease living in black rural communities in Mpumalanga? A qualitative research approach was followed with a collective case study research design. The population for this study was caregivers providing care to persons diagnosed with Alzheimer’s disease living within the Ehlanzeni and Nkangala Rural Districts Municipalities of Mpumalanga. Non-probability purposive sampling was utilised to generate a sample. Eleven participants who were caregivers of persons with Alzheimer’s disease living in communities within the above-mentioned municipalities were selected. Semi-structured individual interviews were conducted with participants. Interviews were voice recorded with the permission of the participants, and were transcribed by a contracted transcriber. The data gathered were analysed by the researcher and themes and sub-themes were identified. The research findings were presented by providing a profile of research participants followed by a thematic analysis of the themes and sub-themes from the transcriptions. Literature control and verbatim quotes were used to support the findings. The themes include the following: Theme One – The Alzheimer’s disease caregiver; Theme Two – Indigenous issues with regards to Alzheimer’s disease; Theme Three – Caregivers’ understanding of Alzheimer’s disease; Theme Four – The impact of Alzheimer’s disease on the caregiver and Theme Five – Support services in the community. The conclusions of this study reflect that caregivers in black rural communities in Mpumalanga have a number of needs and challenges in providing care to a person with Alzheimer’s disease. Some of the challenges include the absence of caregiving training, stigmatisation due to indigenous beliefs, traditional healers’ diagnosis and treatment of Alzheimer’s disease, limited knowledge of caregivers about Alzheimer’s disease, adverse physical, social and psychological outcomes associated with caregiving, negative experiences with the public health care system, and the limited availability and accessibility of support services in the community. The recommendations offered by this study can be used by professionals working in the field of gerontology to understand the needs and experiences of Alzheimer’s caregivers. Social workers can use the recommendations to find ways to make their services known to the communities, and improve their intervention and support to these caregivers. / Dissertation (MSW)--University of Pretoria, 2015. / Social Work and Criminology / Unrestricted

[pt] Esta pesquisa disserta sobre as soluções de mobilidade urbana em favelas de encostas como parte integrante do planejamento urbano, tendo como foco a implantação do sistema de transporte teleférico e como estudo de caso, o teleférico do Complexo do Alemão. Inicialmente é apresentado um panorama histórico das intervenções do poder público nas favelas do Rio de Janeiro e como se desenvolveu a mobilidade urbana nessas áreas. Em seguida, é exposto o problema da mobilidade nas favelas e a implantação de equipamentos alternativos de transportes. Os Projetos de implantação do teleférico Metrocable em Medellín, o teleférico de San Augustín em Caracas, o teleférico do morro da Providência e o projeto para o teleférico da favela da Rocinha são expostos como exemplos desse sistema. No Estudo de caso, foram analisados os impactos da implantação do teleférico no Complexo do Alemão, sua eficiência e principalmente, os custos de execução, operação e os custos sociais. Considera-se que o impacto estudado é moldado por análises contextuais, avaliações empíricas de visitas ao local, entrevistas com os moradores e usuários do sistema em questão, conteúdos bibliográficos e análise de indicadores. / [en] This research is on urban mobility solutions in favelas (slums) on hills as an integral part of urban planning. With a focus on the implementation of cable cars as transport systems, this research examines the cable car of the Complexo do Alemão as a case study which is located on the north side of the city of Rio de Janeiro. In Chapter 1, the research outlines the problem of poverty and absence of urban planning in Brazilian cities, which has intensified since the 1950s because of the rapid influx of migrants in search for work in the great economic city centers. Currently in Rio de Janeiro, 22 per cent of the population lives in favelas. The population of the favelas grew disproportionally in the last two decades, four times more than the population of the officially recognized areas of the city. The problem of housing in the favelization process of the city is aggravated by poor sanitation, violent conflicts, problems with security and safety, a lack of public services, poor access, precarious urban mobility, irregular services like illegal connections to electricity, among other problems. Additionally, there is the overarching problem of urban mobility. Spatial segregation makes it difficult for low-income populations to move from one place to another and is mainly due to the historical selection of occupations in isolated and peripheral areas of the city. The problem of mobility is further aggravated by underdeveloped transitional areas between the rural and urban parts of the city especially when, like in the case of this research, those populations occupy areas with steep hills. The chapter continues by tracing a history of public policies affecting the favelas of Rio de Janeiro, from the first removal of tenement houses in the city center in the nineteenth century, to the developmental policies of today. The chapter follows the formation of the first favelas with an occupation organized by the people who were removed from tenement houses and who needed to live near the economic city centers, the eventual expansion to other areas, the first removal policies for temporary housing and subsequently a more rigid posture of the state in regard to favelas. The 1960s and 1970s were periods marked by the removal and political denial of favelas, it was only in the 1980s that the state began to provide public policies to improve favelas. Thus, there has been a gradual acceptance of these occupations in the landscape of the city. Beyond the social problems aforementioned, Chapter 2 points more specifically to the problems of mobility in favelas on hills because of high building density, risks of landslides and precarious road access. In Rio de Janeiro, the state started to intervene in regard to the issue of mobility in favelas during the first term of Leonel Brizola (1983-1987), with the construction of the Inclined Plane in the Pavão Pavãozinho favela. But it was not until the Favela Bairro program that mobility initiatives were executed on a much wider scale, the program initiated walkways and improved stairs which greatly increased accessibility and the flow of traffic on road networks. With an urbanization policy for favelas in motion, other urban mobility transport systems were established, like the inclined plane on the Hill of Santa Marta in 2008 and the elevator of Cantagalo in 2010. While these transport systems assert the presence of the state in marginal communities, the daily transportation of the residents are mainly local options like vans and motorcycle taxis which continue to play a fundamental role and also contribute to the local economy. This generates income for residents because many of the people working with this type of transport also live in the favelas. The chapter then describes cable car technology and looks at specific examples of cable cars built or planning to be built in the favelas of Latin America. The lines of Medellin are used as an example because they inspired so many others like San Agustín in Caracas, Complexo do Alemão in Rio de Janeiro, Providencia in Rio de Janeiro and the cable car project of Rocinha in Rio de Janeiro. The city of Medellin for many years suffered from violence generated by drug trafficking and came to be known in the early 90s as one of the most violent cities in the world. The high murder rate and violence receded after a series of investments that occurred in the city, mainly investments towards urbanization, education and security. The urban planning of Medellin was based on major public interventions through specific projects in the poorest sectors of the city. Initially structured around the cable cars, called Metrocables, and spatially articulated with other projects extended to formal sectors of the city, known as Urban Integral Projects (Proyectos Urbanos Integrales-PUIs), the aim of these initiatives was to connect various urban spaces. One of the characteristics of these projects was the emphasis on aesthetics as an engine for social change. This aesthetic quality to the new cable cars resulted in an increase of residents self-esteem but was also criticized for its stark contrast with poor local reality. In 2004, the Line K of the cable car was constructed in Comunas 1 and 2, and initiated an urban planning of the city based on the theory of Social Urbanism, with several projects aimed at improving infrastructure and education in favelas. In 2010, Line K was supplemented by a transfer to the Line L, which goes to the Arvi Park, an ecological park created on the border of a green area to Comuna 1, stimulating tourism. There is also Line J which meets Comunas 7 and 13, inaugurated in 2008. Medellín has become a model for other cities to adopt the cable car system for transportation in favelas. One example was the cable car of San Agustín in Caracas, designed as an important integrator between the favela and the rest of the city. In January 2010, the system started was connected to the subway. In contrast to Medellin, the Metrocable system in Caracas is characterized with large stations that integrate cultural facilities, sports arenas, and shopping centers together in one convenient location. The estimated daily demand during the planning stages of the project was 15 thousand passengers. Approximately 40,000 people live in San Augustin which means that the demand estimate would amount to 37.5 per cent of the residents. The data in 2012 showed that only 4,500 passengers use the system daily, about three times less than expected, showing that the cable car, which cost 318 million dollars, is being underutilized. In Rio de Janeiro, in the favela Morro da Providência, there is a cable car built and because the favela is considered the first favela in Rio, current projects by the municipal government show that there is interest in promoting tourism and to integrate it with the dynamics of cultural and historical revitalization of the port area and the cable car is the vehicle proposed for this purpose. However, the Hill of Providence (Morro da Providência) is suffering from forced evictions, mainly due to the Morar Carioca project, an urban program of the city government. These interventions have not been discussed with the residents and involve the demolition of nearly half of the residences. The idea is to replace the residences with a historical and cultural center in the favela. According to the city administration, about 42 houses block, in the context of urban landscape, the view of the chapel located at the highest point of the hill and thus those 42 houses would have to be removed. Although the construction of the cable car has also caused the removal of a few houses, its implementation is linked more with tourism in the favela. Various resident led protests organized with activists and supported by critical news sources released in Brazil and abroad, put the Hill of Providence in the spotlight as an example of the negative impact of mega-events on the poor. Consequently, after the injunction obtained in a lawsuit, the projects in the community are at a standstill and the houses that were scheduled to be removed remain standing. In Rocinha, the PAC 2 (Accelerating Growth Program is a federal program that has as the main objective the development of the country through the planning and execution of large urban infrastructure, works in the transportation sector and the energy sector) provides for the cable car installation, an elevator, escalators, and other mobility infrastructure. This project is very controversial because the cable car project has an estimated budget of 700 million reais, an amount that would consume approximately 44 per cent of the total amount available for the PAC 2. Most debate is on the residents priorities, which if considered would require that the funds be applied to the sanitation of the favela, which the current project does not guarantee. In the project under study, the cable car will connect to the future subway station of Line 4 in São Conrado to the top of the favela and have 6 stations distributed in two lines, 2,500 meters long. This would be the third cable car built in the favelas of the city, reflecting a state trend to adopt this transportation method in favelas. It seems that cable cars are more than a modal of mass transport, but also as a way to enter favelas as a new tourist attraction of the city. In Chapter 3, the case study is presented about the cable car of Complexo do Alemão, an integral part of PAC. The cable car was built with 3.4 km in length, 152 cabins half of which are in regular operation, while the other half is parked. The system has six stations and the capacity to carry 30,000 passengers daily. The path between the first transfer station with the train, the Bonsucesso Station, and the last stop, the Palmeiras Station, is traversed in about 20 minutes. Using other means of transport, the time to travel the distance between these two places is about 40 minutes. The six stations are located on the tops of hills that form the intricacies of the favelas and therefore, many residents complain about the accessibility of the system. For those who live far away and do not see advantage in climbing the hill to use the system, it is more common to use van or motorcycle taxis to move around. This is the main reason that the cable car is underused even though residents are entitled to two free trips per day. According to the Supervia, which operates the system, the daily movement of people is about 10,000 to 11,000 people, but, as we reported, the equipment has been design for a capacity of 30,000 passengers per day. The construction of the cable car cost the government R$ 210 million, equivalent to 22.35 per cent of the total PAC work in Complexo do Alemão, and the operating cost is about 50.1 million reais a year. What we can conclude is that the cable car has a relatively high operating cost for low use by residents, and it is also expensive to build. The high investment in the cable car is not justified when there are still major problems to be solved in favelas. One of the main complaints made by residents is the lack of investments in priority areas, such as basic sanitation. As part of this research a survey was given to 50 residents. When asked if the resources used to cable car execution, being very high, could be implemented in other areas, 74 per cent said yes. Among the responses on areas where resources should be invested, they pointed mainly to sanitation, health and education. Some health problems in the favelas worsened while tourism has increased with the use of the cable car. Also according to the data from the Supervia, the percentage of passengers with gratuities, i.e. registered residents using the cable car during the week is 75 per cent and the percentage of those who paid the fare, mostly tourists, is 25 per cent. On weekends, the number of visitors almost doubled: 54 per cent of gratuities and 46 per cent of tourists. The cable car has always had a tourist appeal due to its comfort and excitement by offering the experience of getting a suspended adventure of great heights with a privileged view of the favela landscape. This also happens with the cable car of the Complexo do Alemão, but in another context, within a patrimonialization effort of those spaces. The research makes clear that even with the difficulties within a space precariously built, mobility solutions that were initially created by the residents are still the most used, for example, the alternative transport system like vans and motorcycle taxis. To establish that the cable car is the solution for urban mobility on slopes of slums is quite questionable, as each case requires a specific and detailed study. In the case of the Complexo do Alemão, for example, both positive and negative factors were found. On the one hand the cable car considerably reduced the Bonsucesso travel time to some community points and provided connection with the train, on the other, the number of users contained does not justify its high cost. It is also clear that the general population in favelas want more primary rights met like access to health care, the installation of sewer systems, and competent schools as their priority.

This dissertation reports the activities, methods, and key findings of a doctoral research project in applied anthropology and an environmental anthropology fellowship. The research project was conducted through the Department of Anthropology at the University of Michigan, while the fellowship was sponsored jointly by the Society for Applied Anthropology and the United States Environmental Protection Agency and was conducted through the Great Lakes Fellowship Program of the Great Lakes Commission, in Ann Arbor, Michigan. Together, these projects demonstrated the utility of an ethnographic approach called Risk Perception Mapping (RPM) to the public consultation and social research interests of the Commission and its associated network of environmental management agencies and organizations. Through consultation with these organizations I identified an environmental management problem to which anthropological perspectives and methods would be particularly well-suited: Can the undesirable social phenomenon of environmental discrimination be minimized by assuring greater equality in access to public participation in environmental management? To address this problem, I conducted an RPM demonstration project in a five county area surrounding the Fermi II nuclear power plant in southeastern Michigan. My research focused on cultural, geographical, and social-contextual factors that influence the nature and distribution of perceived risk among populations that are potentially affected by environmental management projects. Key findings pertain to perceptually-specific communities of environmental risk and have implications for what I call "participatory equity" in environmental management. Potential applications to Great Lakes environmental management center on developing equitable population-specific exchanges of information through which more culturally sensitive indicators of Great Lakes ecosystem integrity may emerge. Anthropological contributions to public participation in environmental management are discussed with particular attention to anthropological perspectives on the multiple publics that comprise locally affected communities of environmental risk.

(in English): The aim of this diploma thesis is to analyse an availability of care for people mostly in productive age suffering from Parkinson's disease. In the first part, the author describes in a detail symptoms and medical treatment of the disease with an emphasis on the effects of these symptoms on life of patient and his/her surroundings. Following part pay attention to a specific group of so-called Young Onset, or younger patients. Finally, the thesis analyses the current state of the care in the Czech Republic with a comparison to a Dutch model. After exposing problematic spots in the Czech model, the author offers recommendations for viable changes in the institutional care system. The technique of analysing secondary literature was used in order to achieve the aim of this thesis.

The thesis deals with the topic of ulcerative colitis and its psychosocial impact upon adolescents. The main goal of the thesis is to identify, through qualitative research, the psychosocial factors that influence the adolescent in his everyday life and to map the situations that are most difficult for the teenager. The topic is based on the theoretical part, which consists of information about the diagnosis and course of ulcerative colitis, treatment methods and complications connected with them. The theoretical part also deals with describing the psychosocial factors of ulcerative colitis and describing adolescence as the stage of an individual's life. The research part describes a qualitative research method that answers the main research question. The output of a qualitative research survey is 7 identified areas that are most influenced by ulcerative colitis during adolescence. Key words: Ulcerative colitis, adolescence, psychosocial factors, chronical disease, impact, handicap, social impact

En el presente trabajo de investigación se analiza y estima el impacto económico y social del servicio de transporte público masivo El Metropolitano que utiliza como infraestructura el Corredor Segregado de Alta Capacidad – Cosac I. Este sistema se ha constituido como el principal medio de transporte de la ciudad de Lima por atributos como: la formalidad de su servicio, la infraestructura que ofrece, su modernidad, la rapidez, entre otros aspectos que se desarrollan en las siguientes páginas. El documento está dividido en ocho capítulos. El primero está referido a los fundamentos teóricos de la investigación, el segundo contiene una breve descripción de la realidad del transporte urbano de pasajeros y de los sistemas de transporte que existen en Lima Metropolitana, la oferta actual y en este marco, se contextualiza la problemática detectada en cuanto a la informalidad, falta de regulación, baja calidad del servicio e infraestructura para la movilidad urbana en la ciudad. El tercer capítulo desarrolla la finalidad, los objetivos, justificación y alcance de la investigación. El cuarto capítulo aborda los supuestos, la hipótesis, variables e indicadores que pretendemos comprobar. Seguidamente, en el quinto capítulo se describe la metodología utilizada para realizar esta investigación y, en el sexto capítulo se presentan los resultados obtenidos de las encuestas, así como su respectiva interpretación. Por último, en el capítulo séptimo se exponen las conclusiones de la investigación realizada y en el octavo, se plasman las recomendaciones que corresponden, que esperamos sean consideradas como aporte a la gestión pública en materia de transporte. / This document of investigation measured and analyzed the economic and social impact of mass public transport service so-called “El Metropolitano” which uses as infrastructure the High Capacity Segregated Roadway  – COSAC I. This system has been established as the main means of transport of the city of Lima by attributes such as: the formality of its service, the infrastructure it offers, modernity, speed  among other aspects  that are further developed on the next chapters. The document is divided into eight chapters. The first, is related to the theoretical foundations of the research; the second chapter contains a brief description of the reality of urban passenger transport and of the transportation systems that exist in Lima Metropolitana, the existing transport offer and within that framework, the problematic detected in terms of informality, lack of regulation and low quality of service and infrastructure for urban mobility in the city. The third chapter develops the purpose, objectives, justification and scope of investigation. The fourth chapter addresses the assumptions, hypotheses, variables and indicators that we intend to verify. Next, the fifth chapter describes the methodology used to carry out this research and, in the sixth chapter the surveys outcome are presented along with the interpretation. Finally, in the seventh chapter, the conclusions of the research carried out are presented and in the eighth, the corresponding recommendations are presented, which can be a contribution to public management in the area of ​​transportation. / Trabajo de investigación

Algunas empresas están disminuyendo sus ingresos por una mala imagen creada por la percepción popular de ser contaminantes, a las que no les importa consumir recursos naturales sin tener un plan sostenible para proteger el medio ambiente. Según Pulse of the Profession® In-Depth Report: Why Social Impact Matters de noviembre del 2020, se afirma que el impacto social es una preocupación para las organizaciones. Se demostró que las prioridades corporativas apuntan no solo a proyectos específicos para sus interesados sino también a la sociedad en su conjunto y eso implica inevitablemente aspectos medio ambientales y educativos. A través de la metodología de Design Thinking, la consultora Consulting & Services S.A. diseña y desarrolla un modelo de gestión de impacto social que permite contrarrestar esta mala imagen. La aplicación de esta metodología permite que este modelo se adecue a la real necesidad de las empresas industriales y a su estrategia corporativa, mediante pasos iterativos para lograr un servicio óptimo que se alinee a las necesidades del usuario final. Se planifica un proyecto piloto del modelo de gestión aplicando las buenas prácticas presentes en la sexta edición guía del Project Management Body of Knowlegde, en adelante PMBOK® sexta edición, del Project Management Institute (PMI®). Esto permite cumplir con todos los requisitos del cliente respecto al tiempo, costo y calidad. Para la consultora los resultados financieros son: VAN que asciende a S/54,532.22 y la TIR es de 14%. / Some enterprises are reducing their income due to a bad image created by the popular perception of being polluting, which do not mind consuming natural resources without having a sustainable plan to protect the environment. According to Pulse of the Profession® In-Depth Report: Why Social Impact Matters from November 2020, it is stated that social impact is a major concern for organizations. It was shown that corporate priorities point not only to specific projects for their stakeholders but also to society as a whole and that inevitably involves environmental and educational aspects. Through the Design Thinking methodology, a social impact management model is designed and developed by the consulting firm Consulting & Services S.A. to allow counteraction of this bad image. The application of this methodology allows this model to adapt to the real needs of industrial companies and their corporate strategy, through the application of iterative steps to achieve an optimal service that is aligned to the needs of the end user. A pilot project of the management model is planned by applying good practices found in the sixth edition of the Project Management Body of Knowledge, hereinafter PMBOK® sixth edition, of the Project Management Institute (PMI). This allows meeting all customer requirements regarding time, cost and quality. For the consulting firm, the financial results are: NPV of S / 54,532.22 and an IRR of 14%. / Trabajo de investigación

Se ve al emprendimiento social como el futuro del emprendimiento, pues se requiere que las empresas se involucren más con la resolución de problemas sociales (Goyal, Sergi y Jaiswal, 2016). El presente estudio aborda el campo del emprendimiento social y emprendimiento tradicional, analizados desde su impacto en la sociedad, con el objetivo de contrastar las diferentes posturas sobre el emprendimiento social y tradicional. Es un estudio comparativo con enfoque hermenéutico, basado en la lectura y análisis de papers entre los años 2010 al 2020. Este trabajo describe cómo el concepto del emprendimiento social no tiene consenso y en cuanto al emprendimiento tradicional, se observan diversas definiciones lo que genera una confusión en algunos investigadores. Además, de las características del emprendimiento se distingue al social por tener fines sociales y económicos, a diferencia del tradicional cuyo fin primordial es incrementar sus recursos financieros, privilegiando el talento humano y las funciones que debe desempeñar. De lado de la evaluación del impacto social, se observó que existen diferentes métodos, sobre todo para el emprendimiento social, sobre el que algunos autores hacen notar el carácter subjetivo que puede tomar la medición. Por último, una de las principales problemáticas que enfrenta el emprendimiento es la dificultad en el acceso a financiamiento, que en el caso de las empresas sociales, se hace más crítico. Aunado a ello los emprendedores sociales tienen desafíos por el doble objetivo que persiguen: social y económico. / Social entrepreneurship is seen as the future of entrepreneurship, since companies are required to become more involved with solving social problems (Goyal, Sergi and Jaiswal, 2016). This study addresses the field of social entrepreneurship and traditional entrepreneurship, analyzed from their impact on society, with the aim of contrasting the different positions on social and traditional entrepreneurship. It is a comparative study with a hermeneutical approach, based on the reading and analysis of papers from 2010 to 2020. This work describes how the concept of social entrepreneurship does not have a consensus and as for traditional entrepreneurship, concepts based on different variables and their creation are observed. In addition, the characteristics of the enterprise distinguish the social one for having social and economic purposes, unlike the traditional whose primary purpose is to increase its financial resources, prioritizing human talent and the functions that it must perform. On the side of the evaluation of social impact, it was observed that there are different methods, especially for social entrepreneurship, on which some authors note the subjective nature that measurement can take. Finally, one of the main problems faced by entrepreneurship is the difficulty in accessing financing, which in the case of social enterprises, becomes more critical. In addition to this, social entrepreneurs face challenges due to the double objective they pursue: social and economic. / Trabajo de Suficiencia Profesional

El presente trabajo estudia el uso del documental “Hija de la laguna” como pieza de videoactivismo en el Perú, en específico, se elabora una metodología cualitativa para analizar los comentarios albergados en el tráiler del documental, el cual continúa generando gran expectativa debido a que toca temas coyunturales que vemos reflejados en el país. Para conocer qué tipo de interacción se genera alrededor del tráiler en cuestión, se explican términos que corresponden al impacto social generado por el producto audiovisual que se analiza. Cabe señalar, que en vista de que se considera videoactivismo, busca expresar la importancia que tiene para llegar a las personas y lograr un cambio positivo. La intención es demostrar cómo el tráiler da voz a aquellos que carecen de ella en defensa del respeto al medio ambiente y lucha de la comunidad por los derechos humanos. Por tanto, aprovechando la información proporcionada, se plantea un paradigma interpretativo con un diseño de estudio de caso que delimita a través de una guía análisis de interacción, los comentarios de los usuarios que visualizan el tráiler del documental “Hija de la laguna – Daughter of the lake” a través de la plataforma de YouTube. Así mismo, para comprender mejor la unidad analizada, se opta por desarrollar una guía de análisis narrativa, a través de una investigación descriptiva, al cual se le suma, el análisis de interacción que aborda las dimensiones: visibilidad y alcance, marcos y valores, afinidad y apoyo y prácticas comunicativas. / This paper studies the use of the documentary "Daughter of the Lagoon" as a piece of video activism in Peru, specifically, a qualitative methodology is elaborated to analyze the comments in the trailer of the documentary, which continues to generate great expectation because it touches on current issues that we see reflected in the country. To know what kind of interaction is generated around the trailer in question, terms that correspond to the social impact generated by the audiovisual product under analysis are explained. It should be noted that since it is considered video activism, it seeks to express the importance it has to reach people and achieve a positive change. The intention is to demonstrate how the trailer gives voice to those who lack it in defense of respect for the environment and community struggle for human rights. Therefore, taking advantage of the information provided, an interpretive paradigm is proposed with a case study design that delimits through an interaction analysis guide, the comments of users who view the trailer of the documentary "Daughter of the lake - Daughter of the lake" through the YouTube platform. Likewise, to better understand the analyzed unit, we chose to develop a narrative analysis guide, through descriptive research, to which is added the interaction analysis that addresses the dimensions: visibility and reach, frames and values, affinity and support, and communicative practices. / Trabajo de investigación