Innovation Management Techniques and Tools: a review from Theory and Practice

Knowledge is considered to be an economic driver in today’s economy. It has become a commodity, a resource that can be packed and transferred. The objective of this paper is to provide a comprehensive review of the scope, trends and major actors (firms, organizations, government, consultants, academia, etc.) in the development and use of methods to manage innovation in a knowledge-driven economy. The paper identifies the main innovation management techniques (IMTs) aiming at the improvement of firm competitiveness by means of knowledge management. It will specifically focus on those IMTs for which knowledge is a relevant part of the innovation process. The research study, based on a survey at the European level, concludes that a knowledge-driven economy affects the innovation process and approach. The traditional idea that innovation is based on research (technology-push theory) and interaction between firms and other actors has been replaced by the current social network theory of innovation, where knowledge plays a crucial role in fostering innovation. Simultaneously, organizations in both public and private sectors have launched initiatives to develop methodologies and tools to support business innovation management. Higher education establishments, business schools and consulting companies are developing innovative and adequate methodologies and tools, while public authorities are designing and setting up education and training schemes aimed at disseminating best practices among all kinds of businesse

A robust spectral method for solving Heston’s model

In this paper, we consider the Heston’s volatility model (Heston in Rev. Financ. Stud. 6: 327–343, 1993]. We simulate this model using a combination of the spectral collocation method and the Laplace transforms method. To approximate the two dimensional PDE, we construct a grid which is the tensor product of the two grids, each of which is based on the Chebyshev points in the two spacial directions. The resulting semi-discrete problem is then solved by applying the Laplace transform method based on Talbot’s idea of deformation of the contour integral (Talbot in IMA J. Appl. Math. 23(1): 97–120, 1979)

Description of data-sources used in SafetyCube. Deliverable 3.1 of the H2020 project SafetyCube

Safety CaUsation, Benefits and Efficiency (SafetyCube) is a European Commission supported Horizon 2020 project with the objective of developing an innovative road safety Decision Support System (DSS) that will enable policy-makers and stakeholders to select and implement the most appropriate strategies, measures and cost-effective approaches to reduce casualties of all road user types and all severities. This deliverable describes the available data in the form of an inventory of databases that can be used for analyses within the project. Two general types of data are available: one describing the involvement of different components for the road safety (vehicles, infrastructure, and the road user) and one describing the injury outcomes of a crash. These two database categories are available to the partners of SafetyCube and gathered in two excel tables. One table contains traffic databases (accident and naturalistic driving studies) and the second table contains injury databases. The tables contain information on 58 and 35 variables, respectively. The key information describing the databases that was needed for the inventory were items such as: Type of data collected (crashes, injuries, etc.) Documentation of the variables Sampling criteria for the data collected SafetyCube partners with access to the data Extent of data access (raw data vs. summary tables) The tables contain 36 traffic accident databases, five naturalistic driving studies or field-tests and 22 injury databases where of four were coded in both sheets

Identification of infrastructure related risk factors, Deliverable 5.1 of the H2020 project SafetyCube

The present Deliverable (D5.1) describes the identification and evaluation of infrastructure related risk factors. It outlines the results of Task 5.1 of WP5 of SafetyCube, which aimed to identify and evaluate infrastructure related risk factors and related road safety problems by (i) presenting a taxonomy of infrastructure related risks, (ii) identifying “hot topics” of concern for relevant stakeholders and (iii) evaluating the relative importance for road safety outcomes (crash risk, crash frequency and severity etc.) within the scientific literature for each identified risk factor. To help achieve this, Task 5.1 has initially exploited current knowledge (e.g. existing studies) and, where possible, existing accident data (macroscopic and in-depth) in order to identify and rank risk factors related to the road infrastructure. This information will help further on in WP5 to identify countermeasures for addressing these risk factors and finally to undertake an assessment of the effects of these countermeasures. In order to develop a comprehensive taxonomy of road infrastructure-related risks, an overview of infrastructure safety across Europe was undertaken to identify the main types of road infrastructure-related risks, using key resources and publications such as the European Road Safety Observatory (ERSO), The Handbook of Road Safety Measures (Elvik et al., 2009), the iRAP toolkit and the SWOV factsheets, to name a few. The taxonomy developed contained 59 specific risk factors within 16 general risk factors, all within 10 infrastructure elements. In addition to this, stakeholder consultations in the form of a series of workshops were undertaken to prioritise risk factors (‘hot topics’) based on the feedback from the stakeholders on which risk factors they considered to be the most important or most relevant in terms of road infrastructure safety. The stakeholders who attended the workshops had a wide range of backgrounds (e.g. government, industry, research, relevant consumer organisations etc.) and a wide range of interests and knowledge. The identified ‘hot topics’ were ranked in terms of importance (i.e. which would have the greatest effect on road safety). SafetyCube analysis will put the greatest emphasis on these topics (e.g. pedestrian/cyclist safety, crossings, visibility, removing obstacles). To evaluate the scientific literature, a methodology was developed in Work Package 3 of the SafetyCube project. WP5 has applied this methodology to road infrastructure risk factors. This uniformed approach facilitated systematic searching of the scientific literature and consistent evaluation of the evidence for each risk factor. The method included a literature search strategy, a ‘coding template’ to record key data and metadata from individual studies, and guidelines for summarising the findings (Martensen et al, 2016b). The main databases used in the WP5 literature search were Scopus and TRID, with some risk factors utilising additional database searches (e.g. Google Scholar, Science Direct). Studies using crash data were considered highest priority. Where a high number of studies were found, further selection criteria were applied to ensure the best quality studies were included in the analysis (e.g. key meta-analyses, recent studies, country origin, importance). Once the most relevant studies were identified for a risk factor, each study was coded within a template developed in WP3. Information coded for each study included road system element, basic study information, road user group information, study design, measures of exposure, measures of outcomes and types of effects. The information in the coded templates will be included in the relational database developed to serve as the main source (‘back end’) of the Decision Support System (DSS) being developed for SafetyCube. Each risk factor was assigned a secondary coding partner who would carry out the control procedure and would discuss with the primary coding partner any coding issues they had found. Once all studies were coded for a risk factor, a synopsis was created, synthesising the coded studies and outlining the main findings in the form of meta-analyses (where possible) or another type of comprehensive synthesis (e.g. vote-count analysis). Each synopsis consists of three sections: a 2 page summary (including abstract, overview of effects and analysis methods); a scientific overview (short literature synthesis, overview of studies, analysis methods and analysis of the effects) and finally supporting documents (e.g. details of literature search and comparison of available studies in detail, if relevant). To enrich the background information in the synopses, in-depth accident investigation data from a number of sources across Europe (i.e. GIDAS, CARE/CADaS) was sourced. Not all risk factors could be enhanced with this data, but where it was possible, the aim was to provide further information on the type of crash scenarios typically found in collisions where specific infrastructure-related risk factors are present. If present, this data was included in the synopsis for the specific risk factor. After undertaking the literature search and coding of the studies, it was found that for some risk factors, not enough detailed studies could be found to allow a synopsis to be written. Therefore, the revised number of specific risk factors that did have a synopsis written was 37, within 7 infrastructure elements. Nevertheless, the coded studies on the remaining risk factors will be included in the database to be accessible by the interested DSS users. At the start of each synopsis, the risk factor is assigned a colour code, which indicates how important this risk factor is in terms of the amount of evidence demonstrating its impact on road safety in terms of increasing crash risk or severity. The code can either be Red (very clear increased risk), Yellow (probably risky), Grey (unclear results) or Green (probably not risky). In total, eight risk factors were given a Red code (e.g. traffic volume, traffic composition, road surface deficiencies, shoulder deficiencies, workzone length, low curve radius), twenty were given a Yellow code (e.g. secondary crashes, risks associated with road type, narrow lane or median, roadside deficiencies, type of junction, design and visibility at junctions) seven were given a Grey code (e.g. congestion, frost and snow, densely spaced junctions etc.). The specific risk factors given the red code were found to be distributed across a range of infrastructure elements, demonstrating that the greatest risk is spread across several aspects of infrastructure design and traffic control. However, four ‘hot topics’ were rated as being risky, which were ‘small work-zone length’, ‘low curve radius’, ‘absence of shoulder’ and ‘narrow shoulder’. Some limitations were identified. Firstly, because of the method used to attribute colour code, it is in theory possible for a risk factor with a Yellow colour code to have a greater overall magnitude of impact on road safety than a risk factor coded Red. This would occur if studies reported a large impact of a risk factor but without sufficient consistency to allocate a red colour code. Road safety benefits should be expected from implementing measures to mitigate Yellow as well as Red coded infrastructure risks. Secondly, findings may have been limited by both the implemented literature search strategy and the quality of the studies identified, but this was to ensure the studies included were of sufficiently high quality to inform understanding of the risk factor. Finally, due to difficulties of finding relevant studies, it was not possible to evaluate the effects on road safety of all topics listed in the taxonomy. The next task of WP5 is to begin identifying measures that will counter the identified risk factors. Priority will be placed on investigating measures aimed to mitigate the risk factors identified as Red. The priority of risk factors in the Yellow category will depend on why they were assigned to this category and whether or not they are a hot topic

Coupled networks of permanent protected areas and dynamic conservation areas for biodiversity conservation under climate change

The complexity of climate change impacts on ecological processes necessitates flexible and adaptive conservation strategies that cross traditional disciplines. Current strategies involving protected areas are predominantly fixed in space, and may on their own be inadequate under climate change. Here, we propose a novel approach to climate adaptation that combines permanent protected areas with temporary conservation areas to create flexible networks. Previous work has tended to consider permanent and dynamic protection as separate actions, but their integration could draw on the strengths of both approaches to improve biodiversity conservation and help manage for ecological uncertainty in the coming decades. As there are often time lags in the establishment of new permanent protected areas, the inclusion of dynamic conservation areas within permanent networks could provide critical transient protection to mitigate land-use changes and biodiversity redistributions. This integrated approach may be particularly useful in highly human-modified and fragmented landscapes where areas of conservation value are limited and long-term place-based protection is unfeasible. To determine when such an approach may be feasible, we propose the use of a decision framework. Under certain scenarios, these coupled networks have the potential to increase spatio-temporal network connectivity and help maintain biodiversity and ecological processes under climate change. Implementing these networks would require multidisciplinary scientific evidence, new policies, creative funding solutions, and broader acceptance of a dynamic approach to biodiversity conservation

Inventory of assessed infrastructure risk factors and measures, Deliverable 5.4 of the H2020 project SafetyCube

Inventory of assessed infrastructure risk factors and measures, Deliverable 5.4 of the H2020 project SafetyCub

Identification and safety effects of road user related measures. Deliverable 4.2 of the H2020 project SafetyCube

Safety CaUsation, Benefits and Efficiency (SafetyCube) is a European Commission supported Horizon 2020 project with the objective of developing an innovative road safety Decision Support System (DSS). The DSS will enable policy-makers and stakeholders to select and implement the most appropriate strategies, measures, and cost-effective approaches to reduce casualties of all road user types and all severities. This document is the second deliverable (4.2) of work package 4, which is dedicated to identifying and assessing road safety measures related to road users in terms of their effectiveness. The focus of deliverable 4.2 is on the identification and assessment of countermeasures and describes the corresponding operational procedure and outcomes. Measures which intend to increase road safety of all kind of road user groups have been considered [...continues]

Breaking Functional Connectivity into Components: A Novel Approach Using an Individual-Based Model, and First Outcomes

Landscape connectivity is a key factor determining the viability of populations in fragmented landscapes. Predicting ‘functional connectivity’, namely whether a patch or a landscape functions as connected from the perspective of a focal species, poses various challenges. First, empirical data on the movement behaviour of species is often scarce. Second, animal-landscape interactions are bound to yield complex patterns. Lastly, functional connectivity involves various components that are rarely assessed separately. We introduce the spatially explicit, individual-based model FunCon as means to distinguish between components of functional connectivity and to assess how each of them affects the sensitivity of species and communities to landscape structures. We then present the results of exploratory simulations over six landscapes of different fragmentation levels and across a range of hypothetical bird species that differ in their response to habitat edges. i) Our results demonstrate that estimations of functional connectivity depend not only on the response of species to edges (avoidance versus penetration into the matrix), the movement mode investigated (home range movements versus dispersal), and the way in which the matrix is being crossed (random walk versus gap crossing), but also on the choice of connectivity measure (in this case, the model output examined). ii) We further show a strong effect of the mortality scenario applied, indicating that movement decisions that do not fully match the mortality risks are likely to reduce connectivity and enhance sensitivity to fragmentation. iii) Despite these complexities, some consistent patterns emerged. For instance, the ranking order of landscapes in terms of functional connectivity was mostly consistent across the entire range of hypothetical species, indicating that simple landscape indices can potentially serve as valuable surrogates for functional connectivity. Yet such simplifications must be carefully evaluated in terms of the components of functional connectivity they actually predict

NEOTROPICAL XENARTHRANS: a data set of occurrence of xenarthran species in the Neotropics

Xenarthrans – anteaters, sloths, and armadillos – have essential functions for ecosystem maintenance, such as insect control and nutrient cycling, playing key roles as ecosystem engineers. Because of habitat loss and fragmentation, hunting pressure, and conflicts with 24 domestic dogs, these species have been threatened locally, regionally, or even across their full distribution ranges. The Neotropics harbor 21 species of armadillos, ten anteaters, and six sloths. Our dataset includes the families Chlamyphoridae (13), Dasypodidae (7), Myrmecophagidae (3), Bradypodidae (4), and Megalonychidae (2). We have no occurrence data on Dasypus pilosus (Dasypodidae). Regarding Cyclopedidae, until recently, only one species was recognized, but new genetic studies have revealed that the group is represented by seven species. In this data-paper, we compiled a total of 42,528 records of 31 species, represented by occurrence and quantitative data, totaling 24,847 unique georeferenced records. The geographic range is from the south of the USA, Mexico, and Caribbean countries at the northern portion of the Neotropics, to its austral distribution in Argentina, Paraguay, Chile, and Uruguay. Regarding anteaters, Myrmecophaga tridactyla has the most records (n=5,941), and Cyclopes sp. has the fewest (n=240). The armadillo species with the most data is Dasypus novemcinctus (n=11,588), and the least recorded for Calyptophractus retusus (n=33). With regards to sloth species, Bradypus variegatus has the most records (n=962), and Bradypus pygmaeus has the fewest (n=12). Our main objective with Neotropical Xenarthrans is to make occurrence and quantitative data available to facilitate more ecological research, particularly if we integrate the xenarthran data with other datasets of Neotropical Series which will become available very soon (i.e. Neotropical Carnivores, Neotropical Invasive Mammals, and Neotropical Hunters and Dogs). Therefore, studies on trophic cascades, hunting pressure, habitat loss, fragmentation effects, species invasion, and climate change effects will be possible with the Neotropical Xenarthrans dataset