Value creation through trust in technological-mediated social participation

In this article, we advocate for the use of a social-technical model of trust to support interaction designers in further reflecting on trust-enabling interaction design values that foster participation. Our rationale is built upon the believe that technological-mediated social participation needs trust, and it is with trust-enabling interactions that we foster the will for collaborate and share—the two key elements of participation. This article starts by briefly presenting a social-technical model of trust and then moves on with establishing authors rational that interconnects trust with technological-mediated social participation. It continues by linking the trust value to the context of design critique and critical design, and ends by illustrating how to incorporate the trust value into design. This is achieved by proposing an analytical tool that can serve to inform interaction designers to better understand the potential design options and reasons for choosing them.

Transition to Product Service Systems: methodology based on scenarios identification, modelling and evaluation

Part 4: Transition Towards Product-Service Systems

ESSAYS IN ENERGY, ENVIRONMENT AND TECHNOLOGICAL CHANGE

This dissertation studies technological change in the context of energy and environmental economics. Technology plays a key role in reducing greenhouse gas emissions from the transportation sector. Chapter 1 estimates a structural model of the car industry that allows for endogenous product characteristics to investigate how gasoline taxes, R&D subsidies and competition affect fuel efficiency and vehicle prices in the medium-run, both through car-makers' decisions to adopt technologies and through their investments in knowledge capital. I use technology adoption and automotive patents data for 1986-2006 to estimate this model. I show that 92% of fuel efficiency improvements between 1986 and 2006 were driven by technology adoption, while the role of knowledge capital is largely to reduce the marginal production costs of fuel-efficient cars. A counterfactual predicts that an additional $1/gallon gasoline tax in 2006 would have increased the technology adoption rate, and raised average fuel efficiency by 0.47 miles/gallon, twice the annual fuel efficiency improvement in 2003-2006. An R&D subsidy that would reduce the marginal cost of knowledge capital by 25% in 2006 would have raised investment in knowledge capital. This subsidy would have raised fuel efficiency only by 0.06 miles/gallon in 2006, but would have increased variable profits by $2.3 billion over all firms that year. Passenger vehicle fuel economy standards in the United States will require substantial improvements in new vehicle fuel economy over the next decade. Economic theory suggests that vehicle manufacturers adopt greater fuel-saving technologies for vehicles with larger market size. Chapter 2 documents a strong connection between market size, measured by sales, and technology adoption. Using variation consumer demographics and purchasing pattern to account for the endogeneity of market size, we find that a 10 percent increase in market size raises vehicle fuel efficiency by 0.3 percent, as compared to a mean improvement of 1.4 percent per year over 1997-2013. Historically, fuel price and demographic-driven market size changes have had large effects on technology adoption. Furthermore, fuel taxes would induce firms to adopt fuel-saving technologies on their most efficient cars, thereby polarizing the fuel efficiency distribution of the new vehicle fleet.

Applying Platform Design to Improve Product-Service Systems Collaborative Development

Part 3: Product-Service Systems

The connection between the university and the productive sector: technological transference

This paper analyzes the process of technological transfer from the university to the industry, firstly through a brief overview of the innovation role, and particularly of universities, according to various economic theories (Neoclassical Theory, Schumpeter and his followers, and Marxism) -- Next, the Bologna Process, a specific European case of technology transfer, is considered from empirical sources, official speeches, regulations and official documents -- Finally, the general trend of explicit relation in Argentina between the university and the productive sector is briefly analyzed from certain empirical evidence, official speeches and policies, in order to guide the understanding of this process in Latin America -- The main conclusion of the study aims to consider technological transfer as intrinsic and necessary for the contemporary capitalism

A Performance Measurement System to Manage CEN Operations, Evolution and Innovation

Part 16: Performance Measurement Systems

System Thinking to Understand Networked Innovation

Part 9: Innovation Networks

Pillars and Elements to Develop an Open Business Model for Innovation Networks

Part 9: Innovation Networks

An Agile Innovation Framework Supported through Business Incubators

Part 9: Innovation Networks

An Innovation Model for Collaborative Networks of SOA-Based Software Providers

Part 5: Service Orientation in Collaborative Networks

Building an Ontology of Product/Service-Systems: Using a Maritime Case Study to Elicit Classifications and Characteristics

Part 4: Transition Towards Product-Service Systems

Methodological and Technological Support for the Coordination of Smart Networks of SMEs

Part 2: Behaviour and Coordination

Innovation diffusion in the portuguese and italian clothing industry

Doutoramento em Economia

Validação Computacional tendo em vista a Interoperabilidade entre os Veículos Aéreos Não Tripulados

Nos dias de hoje, com o contínuo desenvolvimento e inovação no campo dos UAVs (Unmanned Aerial Vehciles), o mundo já tem como adquiridos os benefícios que estes sistemas podem fornecer. Os benefícios obtidos com a aplicação destes sistemas abrange tanto as forças armadas como industrias e organizações civis. Todas as nações e indústrias querem ter uma cota parte no futuro desta tecnologia. Diferentes UAVs foram desenvolvidos, mas estes, diferem em termos de arquitetura e protocolos de comunicação. Protocolos como o STANAG 4586, MAVLink, JAUS e ROS são só alguns exemplos. A proliferação de informação através destes sistemas e as suas consolas de comando e controlo é uma das principais preocupações, principalmente pelas forças armadas. Uma das principais prioridades é combinar forças de diferentes nações, principalmente pelos membros NATO. A necessidade de uma consola para cada tipo de sistema devido à falta de padronização apresenta assim um problema. É conhecida a necessidade de uma padronização em termos de arquitetura por camadas e de comunicação tendo em vista a interoperabilidade entre estes sistemas. Não existe nenhuma que esteja a ser implementada como documento padrão. Pretende-se que o STANAG 4586 seja o documento padrão para os membros NATO e, por conseguinte, todos os esforços estão direcionados em desenvolver sistemas que o consigam implementar. Os diferentes UAVs já existentes possuem o seu próprio protocolo de comunicação e a alteração de toda a sua estrutura não é fácil. A ideia de fazer uma conversão de linguagens como alternativa surge como uma solução teórica ótima. Utilizando um piloto automático que comunica com a sua consola através da linguagem MAVLink esta dissertação tem como objetivo desenvolver um programa computacional que converta as mensagens MAVLink em STANAG 4586 e estudar se o tempo de conversão é operacionalmente válido tendo em conta os requisitos operacionais dos sistemas.