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When athletes arrive in Milan for the 2026 Winter Olympics, theyll find themselves living on top of what was once a bustling 19th-century rail yard. The newly revealed athletes village is located in the citys historic Scalo di Porta Romana districtand when the Games are over, itll be converted into Italys largest-ever affordable student housing development. The Olympic Village design was led by the global architecture firm Skidmore, Owings & Merrill (SOM). It includes six mass-timber residential buildings, two former train repair sheds that have been renovated into communal spaces, and 40,000 square meters of green space. After the Winter Olympics take place, the village will be transformed into 1,700 student apartments in time for the 2026-2027 school year. [Image: courtesy SOM] The repurposing of the 2026 athletes village follows a long history of similar past efforts, including converting former athlete housing into resorts, luxury condos, and mixed-use developmentsall of which have achieved varying degrees of success. [Photo: Dave Burk/ SOM] Inside the 2026 Athletes Village Photos of Milans Scalo di Porta Romana district from the early-20th century paint a picture of an ultra-industrial zone populated by factories, smokestacks, and railway cars. Today Milans administrative body, the Comune di Milano, is in the midst of a multiyear project to convert the district into a sprawling neighborhood complete with green space and commercial and residential zones. Part of that plan includes first transforming the former rail yard into a global destination for the Olympics and, later, a student housing development. Porta Romana is a unique neighborhood, says Colin Koop, design partner at SOM. Originally situated outside the city walls, the neighborhood developed as a unique mix of industrial buildings, factories, and farms driven by its adjacency to the gate to Rome. Our project takes direct inspiration from these practical, utilitarian buildings in the siting and composition of our six, interconnected buildings. [Image: courtesy SOM] The site chosen for the athletes village, located on the southwest corner of the former rail yard, included two abandoned train repair shedswhich, according to Koop, were found in various states of ruin. To preserve the historic buildings, his team embarked on an extensive reinforcement of their existing structures. To do this, they had to entirely replace both roofs to meet seismic requirements, reconstruct several supporting walls, and rework crumbling facades with careful attention to the preservation of the buildings architectural character. The interiors are largely defined by the restored timber structure and largely left as an open hall, similar to their original spatial layout, Koop says. During the Olympics, the two buildings will serve various uses for competing athletes, including a dining hall, information and logistics center, and communal lounge. [Photo: Dave Burk/ SOM] Beside the renovated buildings are six new apartment complexes, each composed primarily of single-occupancy rooms with their own bathrooms. Every floor includes amenities like communal kitchens, study rooms, and lounges, making them easily convertible into future student housing, Koop says. Fitness centers, screening rooms, and laundry facilities are incorporated on the ground floor. Where the buildings truly stand out from previous athlete housing, though, is in their pocket courtyards and climbing greenery. These green spaces are designed both to pay homage to Milans architecture and to incorporate natural daylight in every room. [Photo: Dave Burk/ SOM] Milan has a rich tradition of courtyard buildings with vertical gardens climbing up their facades, Koop says. We were inspired by these beautiful private terraces, which soften the city’s stone, brick, and plaster facades with rich palettes of plants and trees. We set out to extend this tradition through the creation of two grand facades of social terraces, which cover the eastern and western portions of the site. By the time students are ready to move in, Koop adds, the buildings incorporated irrigated planters and metal cables will have allowed plants to cover the facades entirely, enveloping the student spaces in a canopy of green. [Photo: Dave Burk/ SOM] The challenges of repurposing Olympic housing This is far from the first time that an athletes village site has been repurposed after the Olympics. In fact, the practice has been around for decades. After the 1996 Atlanta Games, athlete housing was converted into student dorms that were first used by Georgia State University and later by Georgia Tech. Following the nearly $12 billion 2012 Summer Olympics in London, housing in the city’s East Village neighborhood was turned into mixed-use residential and commercial space, with some of the former flats retailing for as much as $1 million back in 2021. After the 2008 Games in Beijing, the Olympic Village site became public parkland and memorial spaces. In Sydney, following the 2000 Summer Games, the village was transformed into a residential suburb. These transformations have sometimes proved unsuccessful, or even damaging to local communities. The 2016 Olympic Village in Rio de Janeiro was the largest in the history of the Games at the time, but after the athlete housing was converted to luxury condos, the space reportedly fell vacant, coming to serve for some as a symbol of the Games wasteful excesses. Back in 2024when Paris was preparing to turn its athletes village into sustainable housing and office spacepolitical scientist Jules Boykoff told Fast Company that attempts to reuse Olympic infrastructure often fail. [Photo: Dave Burk/ SOM] Unfortunately, the Olympics have an ignominious tradition of creating white elephants, or stadiums and other venues that remain underused and expensive to maintain in the wake of the Games, he said. He added that organizers often make promises to build social housing that fall through, like in Vancouver in 2010 and London in 2012, when both projects ended up being essentially nationalized, paid for by taxpayers, and then promises around social housing mostly evaporated in the face of market exigencies. In the case of the 2024 Olympic Village in Paris, established residents reported during construction that they were forced out of their homes to make way for the new housing. Currently, Paris is in the process of converting the Olympics infrastructure into a new district, though concerns around gentrification remain. The Olympic Games are a limited-time event, notorious for passing through the host city in the blink of an eye. Whether the SOM team’s vision for the Milan site lasts long after 2026 remains to be seen.
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E-Commerce
Anti-Trump rallies are scheduled for Saturday, October 18 in all 50 states at over 2,500 community events, which have been dubbed “No Kings” protests. The event’s organizer, Indivisible, is calling it “the biggest day of peaceful protest in modern U.S. history.” The pro-democracy demonstrations are organized by Indivisible and a coalition of partners including: the ACLU, American Federation of Teachers, Common Defense, 50501, Human Rights Campaign, League of Conservation Voters, MoveOn, National Nurses United, Public Citizen, SEIU, and United We Dream. “Together, millions will send a clear and unmistakable message: We are a nation of equals, and our country will not be ruled by fear or force,” No Kings organizers said in a statement emailed to Fast Company. “As the president escalates his authoritarian power grab, [our] nonviolent movement continues to rise stronger. We are united once again to remind the world: America has No Kings and the power belongs to the people.” Organizers estimate million of Americans will turn out, building on the momentum of the first No Kings protests in June, which drew over 5 million people. The October 18 day of action marks the latest chapter in a growing movement of Americans spanning all ages, across red and blue states and in both rural areas and urban centers. Protestors have said they’re concerned with the current state of the U.S. democracy. Currently, the federal government is imposing mass layoffs and worker furloughs amid a government shutdown; U.S. Immigration and Customs Enforcement (ICE) agents’ raids on immigrants are growing more violent; and National Guard troops are being deployed into U.S. cities and against American citizens in the name of crime reduction. (Although judges have stalled President Donald Trumps plans to deploy the National Guard in Chicago and in Portland, Oregon, troops are now patrolling in Memphis, Tennessee.) A complete list of locations for the No Kings events can be found at nokings.org.
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E-Commerce
Schools with bell-to-bell phone bans are pushing students to bring back old-school methods to chat with friendsmuch to their teachers amusement. Schoolkids are creating a Google Doc with their friends that they all have real-time access to, and they just type into it during class, one teacher explained in a recent TikTok video. The clip had since racked up over 4.4 million views. They basically reinvented the AOL chat room. Other teachers have shared similar stories. Its like we are back in the nineties, one said. Thats what we did. Rather than get mad, many teachers praised the students’ ingenuity. Kids will always find a way, but honestly, the creativity involved is a skill worth developing, one commented. The idea of pulling up a Google Doc to communicate with friends in class is not new, as many in the comments pointed out. But it is new to Gen Alphas, many of whom have grown up with phones never far from their fingertips. Do they put BRB when they won’t be able to respond for a bit? one joked. A growing number of statesincluding New York, Florida, Oregon, and Virginiahave limited, and in some cases outright banned, cellphone use in schools. In response, students are looking back to the early 2000s and asking, What did my parents do? Along with the AOL chatroom, they are resurrecting Sony Discmans and iPod Shuffles as well as old-school games and puzzles, like Connect Four and Pac-Man, to keep them entertained while without access to phones. Concerns about distractions in class, worsening mental health, and cyberbullying are behind the bans. More than 70 percent of high school teachers say student phone distraction is a major problem, according to a 2024 survey by the Pew Research Center. Recent research also found that students who were made to hand over their cellphones while in class performed better academically than those who weren’t. That doesnt mean banning phones is a perfect solution. Parents have voiced concerns about reaching their kids in an emergency, and a recent Pew Research Center survey found that while 74 percent of U.S. adults support banning phone use during class, only 44 percent back all-day bans. One European study also found that classroom phone bans did not noticeably improve health, well-being, and focus in lessons and, instead, needed to be coupled with bigger-picture regulations to make social media platforms safer and nonaddictive to children. Problems like cyberbullying are also not exclusive to smartphones. As one commenter warned: Google Docs is a gateway drug to severe bullying. In 2024, Bark, a risk-monitoring service that scans students school-administered Google and Microsoft accounts, reported more than 8.5 million documented cases of school cyberbullying via Google Docs since 2019, according to The New York Times. As any parent will know, for teens determined to chat with friends, where theres a will, theres a way. As one commenter wrote: Wait until they rediscover passing notes.
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E-Commerce
When a door broke loose on a new electric bus in Des Moines, Iowa, and nearly fell off, it was one in a long list of problems for the local transit agency. The city began using its fleet of seven electric buses, made by the startup Proterra, in 2021. The vehicles soon showed defects in the suspensions, weatherproofing, and wheelchair ramps. After only 18 months of useand unsuccessful attempts to get the manufacturer to fix the problemsthe agency had to pull them off the road. Other cities had similar issues. In Philadelphia, Proterra buses were sidelined in 2020 after the heavy batteries started to crack the vehicle chassis. (This summer, one of those vehicles started a fire while it was in storage, destroying 16 other buses.) In Austin, 46 new Proterra buses were taken out of service last year as the agency tried to sort out glitches. In Seattle, the buses had charging issues. In Duluth, Minnesota, they struggled on hills. In Miami, dozens of the vehicles now sit unused in storage. As the buses broke down, transit agencies often couldnt get the parts they needed for repairs. Then, in late 2023, Proterra declared bankruptcy. An EV company called Phoenix, which makes school buses but had no experience with heavy-duty transit buses, took over Proterra’s bus business, and it got even harder for cities to fix issues. Now, across the country, the buses are stranded in parking lots waiting to be auctioned off for parts. Some buses that cost as much as $1 million new are selling for $20,000. Proterra’s collapse didn’t just leave cities stuck with expensive new technology that they couldn’t use. It slowed down efforts to cut emissions and made transit agencies more skeptical of climate tech startups trying to reinvent the buseven though most of the problems had less to do with electrification than with flawed engineering and execution. Here’s what went wrong. A failed unicorn Not long ago, Proterra was a rising star in the transit industry. The company, founded in 2004, had been led by a former Tesla executive, Ryan Popple, since 2014. News articles called the product the “Tesla of buses,” and Popple declared that transit buses would be the first vehicles to transition fully to electric. In a 2016 interview, Popple argued that electric buses would quickly replace diesel. By 2025, he predicted, half of new transit bus purchases would be EVs, and diesel buses would begin to go extinct. “There is no such thing as clean tech,” he said. “Just tech. Proterra is a tech company that has a superior technology for public transit.” Investors were enthusiastic. Popple himself became involved with the company as an investor in early funding rounds at Kleiner Perkinshis job after Teslalater stepping in as Proterra’s CEO when the startup needed a new leader. Over time, Proterra raised nearly $700 million in venture capital from investors including Daimler, General Motors Ventures, and J.P. Morgan. In 2021, the company went public through a reverse merger with a Special Purpose Acquisition Company (SPAC), raising another $640 million. By the end of that year, it had a backlog of around $450 million in orders. It invested $76 million in a sprawling new plant in South Carolina dedicated to making its batteries, in addition to factories it already had in the state and in Southern California. At its peak, in 2022, the company had more than 1,200 employees. At its Silicon Valley headquarters, just south of San Francisco, engineering teams raced to develop proprietary batteries that could store more energy and charge faster than others on the market. Politicians saw the company as a leader in advancing the U.S.’s global competitiveness in clean technology. Were running way behind China, but you guys are getting us in the game, President Biden said on a virtual tour of one of the company’s plants in the spring of 2021. Were going to end up owning the future, I think, if we keep doing what were doing. For transit agencies, becoming an early adopter of Proterras vehicles was also a way to be seen as a leader, helping cities achieve goals on air quality and climate pollution. The buses cost far more than diesel equivalent. But hefty grants were available from the federal government, states, utilities, and sources like Volkswagens Dieselgate settlement money. And, in theory, the lifetime cost of owning the buses should have been lower than diesel, since electricity is cheaper than fuel. No one expected that the buses would be out of use a couple of years after they left the factory. Reinventing the bus Like a typical Silicon Valley startup, Proterra set out to upend the status quo. It was nice to see a new company come in and try to reinvent some things, says William Haber, the procurement lead at King County Metro, the transit agency in the Seattle area. The challenge is really how many things they tried to reinvent. Rather than making the frame of the bus from steel, like a standard bus, the company decided to use a new composite material that included fiberglass and carbon fiber. The goal was to make the bus lighter, since the giant battery in the bus added so much weight. It didnt really reduce weight to the level that they expected or that any of us were hoping that it would, says Haber. It also created a new challenge: The body of the buses started to crack. In Ithaca, New York, the transit agency quickly noticed that the buses were cracking where holes had been drilled through the composite material to mount the rear axle. The holes had destroyed the ability of the material to carry weight, and allowed moisture to get into the material and make it start to rot. Eventually, what happens is the rear axle just falls off a vehicle, says Matthew Rosenbloom-Jones, general manager at TCAT, the local agency. TCAT hired a forensic engineer to analyze the vehicles, who said that it was a basic design flaw. While the cracks could be repaired, they’d quickly reappear. The agency experienced multiple other reliability issues, from the doors to air compressors. After less than two years in usemuch of which time the buses were broken downthey had to be taken completely out of service. “We never really even got through the break-in period with these buses before they fell apart,” Rosenbloom-Jones says. Since Proterra essentially designed the bus from scratch, it also made it harder to find parts when they broke and needed to be replaced. (Asits sales grew, pandemic supply chain issues were another challenge.) Agencies discovered that the company was unprepared to provide the level of service that they needed. “It took them some time to understand how the bus market works,” says Haber. “Once we buy a number of buses, we have to operate them for a minimum of 12 years if you’re using [federal] funding. So then there’s a requirement of support through that 12 years. It was really [about] having a reasonable amount of time to respond when we ran into an issue with the bus.” The bankruptcy While the company projected a glossy image, it was struggling. After leading the company for six years, Popple decided to transition back to venture capital in 2020, and was replaced by a new CEO, Jack Allen, formerly the CEO of Navistar, now called International Motors, a truck and bus manufacturer. (Popple remained with the company as an executive director, but submitted his resignation from the board in December 2021; he died a week later of undisclosed causes at the age of 44.) As the leadership transition happened, revenue was growing, but the companywhich had never been profitablewas still burning through tens of millions a year. It had already been facing cash flow problems, and the pandemic added to the challenge with supply chain disruptions. The cost of shipping, materials, and labor rose. To qualify for federal grants and tax incentives, the company had to use a certain percentage of American-made parts, including batteries, which also kept the cost of production high. The company struggled to keep up with production, and by 2022, had an even bigger backlog of orders. At the same time, it was facing a deluge of warranty claims from agencies across the country as the buses sometimes literally fell apart. In August 2022, the company’s CFO told investors it had the “balance sheet to ride out potential economic turbulence, with more than $500 million in cash. But the company later announced a net loss of $81 million for the fourth quarter of the year. In August 2023, as the financial pressures mounted, Proterra filed for Chapter 11 bankruptcy, saying that it intended “to continue to operate in the ordinary course of business.” A few months later, Volvo bought the battery manufacturing arm of its business for $210 million. Cowen Energy, one of Proterra’s backers, acquired the company’s charging infrastructure technology (the company did not respond to requests for comment). Phoenix, a small California-based manufacturer of electric medium-duty trucks and school buses, bought the company’s bus business for $10 million, a tiny fraction of the VC money that had been invested in it. This year, the company’s estate agreed to a $29 million settlement in a lawsuit with investors who said that they had been misled about financial risks and production inefficiencies. Transit agencies can’t make repairs After Proterra’s bankruptcy, making repairs became more challenging. Agencies struggled to get help from Phoenix, which had no previous experience working with transit buses. (Phoenix did not respond to multiple request for an interview). Though Phoenix appears to be growingin June 2025, it announced that it was taking over a 1.6 million-square-foot EV manufacturing facility in China to make electric cars for international marketstransit agencies say that it’s been difficult to get the company to return calls about repairing buses. Some specialty parts became less available. “The aftermarket suppliers fell off the map,” says Coree Cuff Lonergan, CEO of transportation for Florida’s Broward County. “So we were unable to get the supplies to fix the buses.” The county’s Proterra buses broke down as much as seven times as often as its standard diesel buses. “The ability to get parts and service for them was made significantly more challenging by Proterras bankruptcy,” says Michael Schmieder, director of Everett Transit in Everett, Washington. “Critical components were not available. Proprietary software made servicing them ourselves difficult and at times impossible.” Some agencies have more resources than other for repairs; King County Transit, for example, even has staff that can make repairs to battery cells. The smallest agencies have been hit hardest. In the small college town of Iowa City, Iowa, which has four Proterra buses, the entire fleet has been parked for a year and a half because the transit agency can’t get parts. It’s critical for electric bus manufacturers to offer robust support and warranties that go well beyond what manufacturers would offer for a passenger EV, says Matthew Lichtash, an EV and clean energy consultant at PA Consulting. An electric car might offer a battery replacement if the range decreases to 70%, for examplebut a bus might need a replacement sooner. “That might be fine if you own an electric car and you’re driving around town,” he says. “But if you bought a 200-mile [range] bus and it’s now a 150-mile bus, that’s going to introduce a lot of challenges.” It’s a clear example of the fact that vision and innovation isn’t enough for a climate tech company to succeedservice networks, supply chains, and institutional reliability also need to be firmly in place. Are electric buses ready? For many agencies, the biggest problem wasn’t the fact that the buses were electric, but the fact, they say, that the company didn’t seem know how to build a bus or support it. A bus driver who had driven the vehicles told me that she thought it was obvious Proterra was more a battery company than a bus maker, judging by the mistakes they’d made. All of those basic flaws were very unusual. “We’ve rarely, if ever, experienced a situation where a bus that we purchased cannot make it to the end of its useful life,” says Erin Hockman, chief strategy officer for the Des Moines Area Regional Transit Authority. Still, some agencies had problems with the electric system, too. Many said that in cold weather, the range of the batteries dropped significantly. Others had trouble with charging, particularly in some of the company’s earlier designs. Some agencies had difficulty setting up the charging infrastructure needed to support the buses. For some agencies, the experience pushed them to wait on electric buses in general. “We’re always open to new technology as it evolves, but in the electric space, at least in the U.S. market, we have not seen the reliability yet,” says Broward County’s Lonergan. “And given our current experience, we’re not willing to make those investments at this time.” Several others have bought new electric buses from other companies like Gillig, a longtime bus manufacturer which began selling electric busses in 2019. In Everett, where half of the city’s fleet is now made up of electric Gillig buses, the vehicles have performed well, and any issues have been easier to address. Proterra had touted its “clean sheet” approach to redesigning buses. “Your opportunity is to exploit the bias these large industries have to not innovate,” Popple said in one early interview. “They are fat, dumb, and happy. Focus, concentrate, and out-work them.” But legacy manufacturers had the experience to make vehicles that worked. (At the same time, battery technology keeps improving, helping make it easy for other manufacturers to electrify.) “Gillig has been in the business a long time, and they have a robust service partnership with Cummins and others that makes getting service and support so much easier, timely, and familiar,” says Schmieder. “Transit vehicles are a complex array of systems that take a beating every day while in service. Even hybrid buses and diesel buses have issues. The issues with the eGilligs have been slightly more pronounced, but our support from Gillig and their network has been rock solid.” Like other electric vehicles, the technology continues to improve. Heat pumps may soon be available in buses, for example, which can help dramatically improve the range in cold weather. Battery range keeps getting better. And Chinese buses are still farther ahead. Shenzhen, China, a city larger than New York, transitioned to 100% electric buses eight years ago. In other countries that are importing Chinese electric buses nowunlike the U.S.the buses are noticeably better. Santiago, Chile now has thousands of electric buses in its fleet. “You just don’t see the type of reliability issues there that you’ve seen in North America,” says PA Consulting’s Lichtash. One of the reasons, he says, is that Chile has “relied a huge degree on Chinese suppliers. And I think there is a tension here in the U.S. between geopolitics and reliability.” The fate of the Proterra buses Some agencies took the Proterra buses off the road before they’d been in use for two years so that they could still qualify for a warranty; in some cases, negotiations were underway when Proterra declared bankruptcy. Now, it’s not clear whether the bankruptcy estate or Phoenix, the company that took over the business, can honor those warranties. Several agencies are in the middle of lawsuits and declined to comment on those proceedings. Others chose not to continue trying to wrangle compensation or repairs. “We would probably spend a lot of legal fees and probably not get anything, even if we did get a judgement,” says TCAT’s Rosenbloom-Jones. “Is it really in the public interest to chase someone around? Or do we just want to wash our hands and be done?” When we spoke, TCAT, like several other agencies, had been waiting for a federal waiver that would allow it to auction the buses. (The waiver is necessary in cases where agencies used some federal funding; some of the proceeds from the auction will go back to the government.) Since the buses aren’t functional, they’ll be sold for parts and scrap. In the meantime, across the country, the sleek, nearly new vehicles have sat unused for months or years. In TCAT’s case, they were moved to a field after the agency determined that they were a fire risk and could cause more even more problems. “We made the decision to get them off the property and far away,” says Rosenbloom-Jones.
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E-Commerce
Every year, new productivity hacks promise to save us from burnout, inefficiency, and disconnection at work. We reorganize calendars, color-code to-do lists, and install apps that track keystrokes and hours. And yet, despite all the hacks, employees are exhausted, disengaged, and creatively stuck. What if the problem isnt that we need more productivity toolsbut that we need more play? Thats not a metaphor. I mean literal play. The kind that is open-ended, imaginative, and unconcerned with outcomes. In my decades as a play designer and educator, Ive watched executives, engineers, and designers from companies like Google, Nike, and Lego light up when they are given permission to play again. Not because they suddenly learned to be creativebut because they remembered they already are. Play as Permission, Not Performance Play is not the opposite of work; it is the antidote to burnout. Free playspontaneous, nonhierarchical, and outcome-freerequires us to embrace possibility, release judgment, and reframe success. Those three elements are exactly what todays teams are missing. When I lead workshops, I dont hand out another strategy framework or ask people to brainstorm. I hand them Rigamajig planks or a pile of cardboard and say, Create something. Thats it. No rules, no rubric. At first, people fidget, waiting for the point. Then they loosen up. They laugh. They collaborate without titles or hierarchy. They invent. What Ive really given them is not a toy but permissionto stop performing professionalism, and to start playing again. I think of myself as a play coach. Like a sports coach, I help people unlearn the stiffness of adulthood, the belief that play is frivolous, and retrain their instinct to experiment. The difference is that play is not about winning. Its about rediscovering curiosity. Why Hacks Fail and Play Works Productivity hacks focus on controlling the process and outcome: more efficient emails, tighter schedules, and measurable success. But outcomes arent the only reason we work, and controlling the process usually kills any joy in the work. Play demands the opposite of control: letting go. Consider what happens in my sessions. At first, people compare credentials and second-guess every move. Then they start tinkering. Soon theyre laughing too hard to judge one another. Some even take off jackets and shoes. The shift is unmistakable: They move from performance to presence. Play is also radically egalitarian. In a room where the CEO and an intern are both building oddball contraptions out of wood planks, hierarchy fades. Everyone is invited to contribute, not for efficiency, but for the diversity of talents that play reveals. That leveling effect fosters the kind of psychological safety that research shows is essential for innovation. The Playful Mindset From my research and practice, Ive found that adult teams thrive when they adopt what I call the Playful Mindset: Embrace Possibility. Ask what if? and treat the workplace like an adventure playground. Release Judgment. Let go of worrying about looking silly or wasting time. Play is a judgment-free zone where odd ideas arent embarrassing but essential. Reframe Success. In play, success isnt about hitting a metricits about the experience itself. The fun is the point. And paradoxically, that freedom often produces the very innovations teams are chasing with their hacks. Be Your Own Play Coach The good news: You dont need an outside facilitator to begin. You can become your own play coach. Start small. Turn the next team meeting into a tinkering session with random office supplies. Walk the long way to lunch and make a game of it. Bring in an activity that has no deliverable attached. Play doesnt ask you to stop workingit asks you to work differently. It invites teams to reconnect as humans, to experiment without fear, and to rediscover the joy that fuels real creativity. If you want better collaboration, stronger resilience, and more authentic innovation, dont download another productivity app. Hireor becomea play coach. Because your team doesnt need another hack. They need to play.
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E-Commerce
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