"The World of the [open] innovator" described the background of the revolution we are in in innovation and what the consequences are for innovation, changing towards design driven open innovation. We reframed innovation to meet new needs and values of companies and organizations in our work field. We do not take this light-hearted. We know the field of innovation and used our experience and conversation with stakeholders to come up with the insight of The [open] Innovator. What strengthened us were reactions from companies and organization we asked to cocreate or participate. There seemed to be an instant recognition and appeal to our vision and approach. But we also realize that we are in the stage of prototyping and we need you, as our lead users to be critical, yet to trust us. You, being an [open] innovator, will do great wonders, because you will be taught to deal with this uncertainty and dig in new, unknown situations or problems. You will learn the tools for research, for communication, for visualization. You will become a cooperative, open-minded problem solver. You will be able - with all the skills and tools we will provide you - to make the difference. But we need you to reflect upon your progress and needs; help us to get an insight in to your uncertainties, values and unmet needs, to enable us to improve our thinking and teaching. However, innovation can only be learned by doing! Start cracking, start experimenting, start having fun. Welcome to the future, that has just started.
DOCUMENT
![The World of the [open] innovator](https://publinova-harvester-content-prod.s3.amazonaws.com/thumbnails/files/previews/pdf/20250506150122198446.042ed686-762c-429d-ba80-1c82380cb051-thumbnail-400x300.png)
DOCUMENT
The transition from diesel-driven urban freight transport towards more electric urban freight transport turns out to be challenging in practice. A major concern for transport operators is how to find a reliable charging strategy for a larger electric vehicle fleet that provides flexibility based on different daily mission profiles within that fleet, while also minimizing costs. This contribution assesses the trade-off between a large battery pack and opportunity charging with regard to costs and operational constraints. Based on a case study with 39 electric freight vehicles that have been used by a parcel delivery company and a courier company in daily operations for over a year, various scenarios have been analyzed by means of a TCO analysis. Although a large battery allows for more flexibility in planning, opportunity charging can provide a feasible alternative, especially in the case of varying mission profiles. Additional personnel costs during opportunity charging can be avoided as much as possible by a well-integrated charging strategy, which can be realized by a reservation system that minimizes the risk of occupied charging stations and a dense network of charging stations.
MULTIFILE
Abstract The Government of the Netherlands wants to be energy neutral by 2050 (Rijksoverheid, sd). A transition towards non-fossil energy sources also affects transport, which is one of the industries significantly contributing to CO2 emission (Centraal Bureau Statistiek, 2019). Road authorities at municipalities and provinces want a shift from fossil fuel-consuming to zero-emission transport choices by their inhabitants. For this the Province of Utrecht has data available. However, they struggle how to deploy data to positively influence inhabitants' mobility behavior. A problem analysis scoped the research and a survey revealed the gap between the province's current data-item approach that is infrastructure oriented and the required approach that adopts traveler’s personas to successfully stimulate cycling. For this more precisely defined captured data is needed and the focus should shift from already motivated cyclists to non-cyclers.
DOCUMENT
Mobility hubs facilitate multimodal transport and have the potential to improve the accessibility and usability of new mobility services. However, in the context of increasing digitalisation, using mobility hubs requires digital literacy or even owning a smartphone. This constraint may result in the exclusion of current and potential users. Digital kiosks might prove to be a solution, as they can facilitate the use of the services found at mobility hubs. Nevertheless, knowledge of how digital kiosks may improve the experience of disadvantaged groups remains limited in the literature. As part of the SmartHubs project, a field test with a digital kiosk was conducted with 105 participants in Brussels (Belgium) and Rotterdam (The Netherlands) to investigate the intention to use it and its usability in the context of mobility hubs. This study adopted a mixed methods approach, combining participant observation and questionnaire surveys. Firstly, participants were asked to accomplish seven tasks with the digital kiosk while being observed by the researchers. Finally, assisted questionnaire surveys were conducted with the same participants, including close-ended, open-ended and socio-demographic questions. The results offer insights into the experience of the users of a digital kiosk in a mobility hub and the differences across specific social groups. These findings may be relevant for decision-makers and practitioners working in urban mobility on subjects such as mobility hubs and shared mobility, and for user interface developers concerned with the inclusivity of digital kiosks.
LINK
Abstract Despite the numerous business benefits of data science, the number of data science models in production is limited. Data science model deployment presents many challenges and many organisations have little model deployment knowledge. This research studied five model deployments in a Dutch government organisation. The study revealed that as a result of model deployment a data science subprocess is added into the target business process, the model itself can be adapted, model maintenance is incorporated in the model development process and a feedback loop is established between the target business process and the model development process. These model deployment effects and the related deployment challenges are different in strategic and operational target business processes. Based on these findings, guidelines are formulated which can form a basis for future principles how to successfully deploy data science models. Organisations can use these guidelines as suggestions to solve their own model deployment challenges.
DOCUMENT
This article proposes that identity formation and reformation are important dynamics that influence and are influenced by the course of a sustainability transition. We study identity (re-)formation in the transition of the dairy sector in a rural area in the Netherlands: the Green Heart. Soil subsidence, high emissions, and economic pressures require substantial changes in practices in the dairy sector and most importantly, the landscape that it is intertwined with. We use narrative analysis to study identity (re-)formation in two new stakeholder collectives that aim to address sustainability in the area. We identify discrepancies between the narratives in these collectives and the transition challenge. These discrepancies can be explained by the role that the landscape of the Green Heart plays in the identity (re-)formation within these collectives. The attachment to the current landscape forms a lock-in for the sustainability transition in this area.
DOCUMENT
There now exists a general scientific consensus that anthropogenic climate change is an inescapable reality (IPCC, 2007). The climate science has been subject to, and withstood, “withering scrutiny” (Garnaut, 2008). The consequences of climate change - social, economic, environmental - will be far reaching (Stern, 2007). The critical challenge that must be taken up without delay is to achieve “radical emission reductions” in all sectors of the economy, and across all aspects of society. The climate crisis, which demands the transformation of our lives and societies (Monbiot, 2007), raises difficult questions for consumer-based neoliberal western societies (Harvey, 2011; Stern, 2007). One important but problematic aspect of the required transformation relates to contemporary western mobility (Gössling et al., 2010). In singling out transport, Cuenot (2013, p. 22) of The International Energy Agency suggests that “Transport offers the easiest path for reducing oil dependency in theory: simple readily available solutions promise a 30% to 50% improvement in fuel economy, depending on the country, while reducing carbon emissions by several gigatonnes of CO2 each year”. Wheeller (2012, p. 39), however, focusing on tourist transport, unpacks a simple paradox: “All tourism involves travel: all travel involves transport: no form of transport is sustainable: so how on earth can we have sustainable tourism?” While some modes of transport (e.g. human, electrical, solar powered) are more sustainable than others, the sustainability of high volume, high velocity, long distance transportation is clearly coming under increasing scrutiny (Peeters and Dubois, 2010). The situation is particularly acute in the case of discretionary air travel (Cohen et al., 2011; Gössling et al., 2010). Monbiot (2007) highlights the considerable challenge associated with mitigating aviation greenhouse gas (GHG) emissions, given high current and projected growth in demand for air travel, and the absence of significant scope for further technical gains in aircraft efficiency (Scott et al., 2010). In the absence of “game-changing” innovations in transport technology, it is clearly evident that the United Nations World Tourism Organization (UNWTO) Tourism Barometer 2012 forecast of 1.8 billion international travellers by 2030 is incompatible with carbon mitigation. Western governments and the industry have to date been unwilling - or unable - to make meaningful responses to the tourism transport emissions challenge. The continuing inability to bring aviation into emission trading schemes (ETS) is indicative of this impasse (Duval, 2013). As many other sectors actively respond to the call for radical emissions reduction (Scott, 2011; Scott et al., 2012), tourism could find itself generating up to 40 per cent of global carbon emissions by 2050 (Dubois and Ceron, 2006; Gössling and Peeters, 2007). This failure of response is producing an industry of environmental disregard and neglect, with contemporary tourism that may be considered profligate and dissolute. It is clearly evident that “technology and management will not be sufficient to achieve even modest absolute emission reductions” (Gössling et al., 2010, p. 119). This, according to Gössling et al. (2010), confirms that social and behavioural change is necessary to achieve climatically sustainable tourism. Indeed the UNWTO concedes that climatically sustainable tourism requires fundamental shifts in consumer behaviour (UNWTO-UNEP-WMO, 2008). However, reliance upon shifts in behaviour raises its own issues and challenges (Semenza et al., 2008). Despite evidence of growing public awareness of the impacts of air transport on climate change (Hares et al., 2010; Higham and Cohen, 2011) there remains an alarming disconnection between attitudes and (tourist) behaviour (Miller et al., 2010). Thus, an increasingly informed and concerned public, which is beginning to internalise the realities of the climate crisis (Cohen and Higham, 2011), displays few signs of behaviour change (Barr et al., 2010; Higham et al., 2014; McKercher et al., 2010). The efficacy of individual consumers bearing the costs (social, economic) and responsibilities (psychological, behavioural) of a profoundly (environmentally) unsustainable industry is clearly open to question. From this overall context, the Freiburg 2012 workshop, held in Freiburg im Breisgau in southern Germany (3-5 July, 2012) set out to explore the psychological and social factors that both contribute to and inhibit behaviour change vis-à-vis sustainable (tourist) mobility. The workshop provided an opportunity to advance a rigorous and theoretically informed knowledge base and research agenda for effective policy interventions to address tourism’s contribution to climate change. Such insights are of importance to policy makers, as policy interventions will be less effective if not based on a rigorous understanding of tourist behaviour and psychology. These understandings are needed to negotiate or remove barriers that policy makers may perceive in implementing stronger mitigation measures by signalling how such measures can be made palatable to the public. The psychological and behavioural insights achieved during the workshop informed discussion of government approaches and policy measures that are required to both (a) support the efforts of individuals/consumers to respond to the emission reduction challenge, and (b) conflate the onus of responsibility (and the anxieties of consumption fuelled climate change) from the level of the individual, to the collective levels of government, industry and economy.
LINK
This paper adopts a problematising review approach to examine the extent of mitigating climate change research in the sustainable tourism literature. As climate change has developed into an existential global environmental crisis and while tourism's emissions are still increasing, one would expect it to be at the heart of sustainable tourism research. However, from a corpus of 2573 journal articles featuring ‘sustainable tourism’ in their title, abstract, or keywords, only 6.5% covered climate change mitigation. Our critical content analysis of 35 of the most influential papers found that the current methods, scope and traditions of tourism research hamper effective and in-depth research into climate change. Transport, the greatest contributor to tourism's emissions, was mostly overlooked, and weak definitions of sustainability were common. Tight system boundaries, lack of common definitions and incomplete data within tourism studies appear to hamper assessing ways to mitigate tourism's contribution to climate change.
MULTIFILE
This chapter will introduce the circular economy (CE) and Cradle to Cradle (C2C) models of sustainable production. It will reflect on the key blockages to a meaningful sustainable production and how these could be overcome, particularly in the context of business education. The case study of the course for bachelor’s students within International Business Management Studies (IBMS), and at University College in The Netherlands will be discussed. These case studies will illustrate the opportunities as well as potential pitfalls of the closed loop production models. The results of case studies’ analysis show that there was a mismatch between expectations of the sponsor companies and those of students on the one hand and a mismatch between theory and practice on the other hand. Helpful directions for future research and teaching practice are outlined. https://www.springer.com/gp/book/9783319713113#aboutBook https://www.linkedin.com/in/helenkopnina/
MULTIFILE
