Welcome City Lab is an innovation platform dedicated to urban tourism that includes the world’s first incubator specifically for this sector. It was created in July 2013 by Paris&Co, with the support of the City of Paris, BPI France, Paris Convention and Visitors Bureau, and the French General Directorate of Enterprise (DGE). Its other founding members are Atout France, the Caisse des Dépôts, the Conseil Départemental des Hauts-de-Seine, Galeries Lafayette, Groupe ADP, the Métropole du Grand Paris, Paris Inn Group, RATP Group, Sodexo and Viparis. The innovation platform offers start-ups and players in the tourist sector a full range of services: an incubator, a place for networking, discussions and co-working, a test platform and a monitoring unit.
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Over the last decade, sport and physical activity have become increasingly recognised and implemented as tools to foster social cohesion in neighbourhoods, cities and communities around Europe. As a result, numerous programmes have emerged that attempt to enhance social cohesion through a variety of sport-based approaches (Moustakas, Sanders, Schlenker, & Robrade, 2021; Svensson & Woods, 2017). However, despite this boom in sport and social cohesion, current definitions and understandings of social cohesion rarely take into account the needs, expectations or views of practitioners, stakeholders and, especially, participants on the ground (Raw, Sherry, & Rowe, 2021). Yet, to truly foster broad social outcomes like social cohesion, there is increasing recognition that programmes must move beyond interventions that only focus on the individual level, and instead find ways to work with and engage a wide array of stakeholders and organisations (Hartmann & Kwauk, 2011; Moustakas, 2022). In turn, this allows programmes to respond to community needs, foster engagement, deliver more sustainable outcomes, and work at both the individual and institutional levels. The Living Lab concept - which is distinguished by multi-stakeholder involvement, user engagement, innovation and co-creation within a real-life setting - provides an innovative approach to help achieve these goals. More formally, Living Labs have been defined as “user-centred, open innovation ecosystems based on a systematic user co-creation approach, integrating research and innovation processes in real-life communities and settings” (European Network of Living Labs, 2021). Thus, this can be a powerful approach to engage a wide array of stakeholders, and create interventions that are responsive to community needs. As such, the Sport for Social Cohesion Lab (SSCL) project was conceived to implement a Living Lab approach within five sport for social cohesion programmes in four different European countries. This approach was chosen to help programmes directly engage programme participants, generate understanding of the elements that promote social cohesion in a sport setting and to co-create activities and tools to explore, support and understand social cohesion within these communities. The following toolkit reflects our multi-national experiences designing and implementing Living Labs across these various contexts. Our partners represent a variety of settings, from schools to community-based organisations, and together these experiences can provide valuable insights to other sport (and non-sport) organisations wishing to implement a Living Lab approach within their contexts and programmes. Thus, practitioners and implementers of community-based programmes should be understood as the immediate target group of this toolkit, though the insights and reflections included here can be of relevance for any individual or organisation seeking to use more participatory approaches within their work. In particular, in the coming sections, this toolkit will define the Living Lab concept more precisely, suggest some steps to launch a Living Lab, and offer insights on how to implement the different components of a Living Lab.
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The field of city logistics can be characterized by its many local demonstrations and trials, that are quite often not lasting longer than the trial period. The number of demonstrations that continued and were implemented in daily practice is limited. Freight partnerships proved to be a good first step to engage stakeholders. This contribution proposes a new way to develop a more action-driven form of these partnerships that follows from a solution approach, which has proved successful worldwide in fostering innovation deployment, but has not yet been applied explicitly in the domain of City Logistics: Living Labs. The living lab approach ensures that the stakeholders are involved much earlier in the in planning and implementation processes, and that the proposed city logistics implementation is revised and continuously improved to meet stakeholder needs and obtain maximum impact for a long time. This contribution summarizes the steps that have to be taken to set-up and work in a city logistics living lab (CLLL). A CLLL can be defined as a dynamic test environment where complex city logistics innovations can be implemented, following a cyclical approach, where several solutions can be experimented and re-adjusted or improved to fit the real-life city challenges. In the Horizon 2020 project CITYLAB, we developed practical guidelines for establishing and running a city logistics living lab based on several living lab- and field test methodologies that enables stakeholders to set-up and run a CLLL. This contribution discusses the most important CLLL phases, roles, and characteristics, as well as the tools that are available. Next, this contribution shows the first results of cities in which CLLLs are actually set up, or already running. © 2016 The Authors.
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Een vraagarticulatieproces met projectmanagers en -leiders uit private en Triple-Helix organisaties laat zien dat zij behoefte hebben aan tools voor: 1. Het bepalen van de juiste incentives om stakeholders actief te betrekken in multi-sector collaboratieve innovatieprojecten (verder verwezen als innovatieprojecten), en 2. Het concreet, transparant en op één lijn te krijgen van de belangen van de partners. Vandaar dat dit project betreft het doorontwikkelen van het Degrees of Engagement diagram (DoE-diagram), een tool voor het managen van stakeholder engagement in innovatieprojecten voor het behalen van de maatschappelijke opgaven. Hiermee sluit het project aan bij de programmalijn ‘rollen, belangen en coördinatie’ van de Kennis en Innovatieagenda van de missie Maatschappelijke Verdienvermogen- thema’s Klimaat & Energie en Circulaire economie. Het consortium bestaat uit de Hogeschool van Amsterdam (HvA), KplusV en Amsterdam Smart City (ASC). De HvA ontwikkelde het DoE-diagram. Voor het identificeren van stakeholders bevat het DoE-diagram attributen op project- en organisatieniveau. In dit project wordt het DoE doorontwikkeld door onderzoek te doen naar: 1. De attributen op individuniveau en potentiele nieuwe attributen op project- en organisatieniveau, 2. De mate waarin deze attributen invloed hebben op het bepalen van de passende incentives, de concretisering van de partnerbelangen en al dan niet succesvolle verloop van innovatieprojecten, 3. Een verkenning van een digitale versie van het DoE voor het managen van in- en uitstappen van partners. Hiermee beoogt het project twee doelen: 1. Inzicht verkrijgen in stakeholderconfiguraties voor het ondersteunen van beslissingen met betrekking tot stakeholder-engagement, 2. Bouwen van een consortium van partijen die vervolg aan het project gaan geven door longitudinaal onderzoek te doen naar de inzet van de uitbreiding van het DoE-diagram en het maken van een werkend prototype en testen van de digitale versie ervan.
The anterior cruciate ligament (ACL) is a strong rope-like tissue which connects the femur to the tibia in the knee joint. Its function is to provide structural stability to the knee while preventing unnatural forward movement of the tibia relative to the femur. Acute complete ACL ruptures during movements like knee hyperextension or sudden changes of direction (pivoting) damage two entities: the ligament itself and its nerve connections to the posterior tibial nerve (PTN). PTN innervation in the ACL is essential for: a) proprioception (e.g. perception of position and movement/acceleration experienced by the ligament), and b) stability of the knee joint. Upon ACL rupture, the orthopedic surgeon reconstructs the ACL with a graft from the hamstring, patellar or quadriceps tendon. After the surgery, the goal is to regain neuromuscular control and dynamic stabilization during rehabilitation as soon as possible for a quick return to sports and daily activities. However, surgeons are not able to reconstruct the nerve gap between the PTN and the grafted ligament due to the microscopic size of the innervation in the ACL. Not linking the PTN to the graft creates a disconnection between the knee joint and the spinal cord. To mitigate these disadvantages in ACL surgery, this study focuses on activating the growth of proprioception nerve endings using a ligament loaded with growth factors (neurotrophins). We hypothesize that neurotrophins will activate proprioceptive fibers of neurons close to the ACL. We describe graft fabrication steps and in vitro experiments to expand on the regeneration capacity of a commercially available ACL-like synthetic ligament called LARS. The results will bring the ACL regeneration field closer to having a graft that can aid patients in regaining mobility and stability during locomotion and running, confidence in the strength of the knee joint, and quick return to sports.
The maximum capacity of the road infrastructure is being reached due to the number of vehicles that are being introduced on Dutch roads each day. One of the plausible solutions to tackle congestion could be efficient and effective use of road infrastructure using modern technologies such as cooperative mobility. Cooperative mobility relies majorly on big data that is generated potentially by millions of vehicles that are travelling on the road. But how can this data be generated? Modern vehicles already contain a host of sensors that are required for its operation. This data is typically circulated within an automobile via the CAN bus and can in-principle be shared with the outside world considering the privacy aspects of data sharing. The main problem is, however, the difficulty in interpreting this data. This is mainly because the configuration of this data varies between manufacturers and vehicle models and have not been standardized by the manufacturers. Signals from the CAN bus could be manually reverse engineered, but this process is extremely labour-intensive and time-consuming. In this project we investigate if an intelligent tool or specific test procedures could be developed to extract CAN messages and their composition efficiently irrespective of vehicle brand and type. This would lay the foundations that are required to generate big data-sets from in-vehicle data efficiently.
Centre of Expertise, onderdeel van Hanze
