Understanding Multi-Organizational Collaboration Using Pragmatic Foundations

Contemporary organizations capability to collaborate is an important competitive advantage and aligning in business networks is an increasingly common business model. Therefore, knowledge regarding characterization of collaboration businesses as well as the structure of business interaction that consists of several dyadic relationships in a multi-actor setting is of growing importance. Understanding such multi-organizational collaboration results in knowledge essential for the coordination of actors and actions involved in the realization of the joint business assignment. In this paper a multi-organizational perspective on collaboration processes is outlined as a pragmatic construction

Digitalization of Sea Transports – Enabling Sustainable Multi-Modal Transports

In todays industries requirements are put upon that the different actors integrate their performance for the purpose of the transportation system as a whole. Door-to-door processes, seamless integration, and multi-modal integration are expressions for such movement where the requirements of the beneficiaries are put at the core. Digitalization could enable such movement. For mid- and long-range transports, sea transports has proven to be a sustainable mean of transport, but it needs to be integrated in a larger transport chain to reach its full effects. In this paper the concept of Sea Traffic Management is introduced as a way to enable integration by an increased degree of digitalization in the shipping industry and further on to the transportation system as a whole. By looking upon sea transports from a multi-organizational point of view and episodic coupling, information sharing processes in which actors’ intentions and performances (states) are shared, has been identified

The Emergence of a Multi-Organizational View on Business Processes – Experiences from a Double-loop Action Research Approach

In this paper the need for a multi-organizational perspective on business processes is outlined and a multi-grounded solution based on double-loop action research approach is proposed. Today, contemporary organizations’ capability to collaborate is an important competitive advantage and aligning in business networks is an increasingly common business model. Such development emphasizes the need for knowledge regarding how collaborative businesses could be characterized and how the constituent business interactions could be structured as several dyadic relationships in a multi-actor setting. The multiorganizational perspective proposed in this paper builds on pragmatic foundations and combines a language/action approach with a coordinative view on business processes, enabling design of complete action patterns

Challenging Dyadic Interaction in the Context of Multi-Organizational Business Processes

Value creation of today is often a co-production in multi-organizational settings. This requires knowledge about how to conceive multi-organizational actor roles as foundations for co-ordinating and efficiently co-produce customer value. Some contemporary business process modelling approaches builds upon modelling interaction between two business parties (i.e. dyadic interaction), but do not acknowledge interaction patterns involving several network actors in their different actor roles. In this paper value creation in multi-organizational businesses are seen as value chains in value networks. The notion of assignments is the underlying structure in a multi-organizational perspective on business processes and is used to create foundations for distinguishing interaction patterns. Modelling and improving multi-organizational business processes conceived as action and interaction arranged in assignment structures, imply that dyadic role models need to be challenged as generative instruments. In this paper four generic multi-organizational network actor roles are brought forward (end-customer, main actor, co-ordinating actor, and co-producing actor) given meaning in and further instantiated in generic assignment actor roles based on their involvement in different multi-organizational interaction patterns. Thus, patterns of interaction constituting multi-organizational business processes are distinguished creating the necessary conditions for diverse network actors by the identification of their role in the action logic

Dividing Multi-Organizational Businesses into Processes: Capturing Value Creation in Assignment Structures

Business transactions of today often rely on the involvement of several organizations in its preparation and realization. This means that value creation is distributed among several actors and needs to be coordinated. The division of multi-organizational businesses into business processes need to reflect the co-production of value arranged in distributed value production structures. There relies however an unresolved quest of which criteria that should govern such division of business processes. In this paper, business processes for conceiving multi-organizational businesses are identified founded in how customer assignments embed and integrate other assignments through value chains in value networks. Five core process types are identified founded in this assignment structure; development processes, planning processes, provision processes, order fulfilment processes, and evaluation processes. These processes are of both condition creating and realization characteristics to enable an efficient co-ordination of the multi-organizational business

Physical and Digital Innovation in Shipping: Seeding, Standardizing, and Sequencing

Two innovations within shipping are analyzed. (1) Containerization, an analog innovation that commenced about 50 years ago, created a new system for the handling of global trade and drove shipping costs to the point of financial irrelevance. (2) Sea traffic management is an EU digital innovation in process that aims to revolutionize the shipping business. We identify the seed innovation, which in each case initiates a standardization process and a series of sequenced and coordinated innovations that created a new transport system in one case, and are planned to fashion a smarter system in the second. We conclude with some research questions on seed innovations and the sequencing of innovations for new system emergence.

Co-using Infrastructure for Sustainability in Maritime Transports

Sustainable transportation systems require optimal co-use of infrastructure. Different means of transportation use infrastructure for its operations. At certain points these means of transportation utilizes the same infrastructure, such as e.g. passages on or under bridges, which require co-modal coordination. To create means for such coordination, situational awareness needs to be established among involved actors by digitalization and principles for information sharing. In this short paper, a co-modal transport system, GOTRIS (Göta Älv River Information Services), is used as a basis for a deeper understanding of the challenges for reaching an optimal co-use of infrastructure. By integrating information from maritime transports as one source in this coordination effort, sustainable transportation systems can be reached. This challenge is formulated in a research question and a preferred approach is stated

The concept of the sustainable port – ports becoming enablers of sustainability in trans-ports and logistics

Global transportation is one of the major contributors to greenhouse gas emissions. Portsplay an important role for the leap towards a more sustainable transport ecosystem. Overthe years, empowered by the Swedish innovation project I.Hamn, a concept for thesustainable port has been developed by the Swedish ports (see Appendix 1). This efforthas been financed by the Swedish Transport Administration’s industry programmeSustainable shipping managed by Lighthouse. The project is coordinated by the ResearchInstitutes of Sweden (RISE), and University of Gothenburg and Chalmers University ofTechnology are project partners.The result is a vision of the sustainable port, including a roadmap - developed togetherwith Lighthouse Focus group for Ports - supporting Swedish ports, in which the threepillars of sustainability have been addressed, i.e., economic, social, and environmentalsustainability.Globala transporter \ue4r en av de st\uf6rsta bidragsgivarna till utsl\ue4ppen av v\ue4xthusgaser. Hamnarna spelar en viktig roll f\uf6r spr\ue5nget mot ett mer h\ue5llbart transportekosystem. Genom insatser i innovationsprojektet I.Hamn har ett koncept f\uf6r den h\ue5llbara hamnen tagits fram av de svenska hamnarna (se Appendix 1). Satsningen har finansierats av Trafikverkets branschprogram H\ue5llbar sj\uf6fart som f\uf6rvaltas av Lighthouse. Projektet har koordinerats av Research Institutes of Sweden (RISE) tillsammans med G\uf6teborgs universitet och Chalmers tekniska h\uf6gskola.\ua0Resultatet \ue4r en vision om den h\ue5llbara hamnen, inklusive en f\ue4rdplan - framtagen tillsammans med Lighthouse Fokusgrupp Hamnar - som st\uf6djer svenska hamnar, d\ue4r de tre pelarna f\uf6r h\ue5llbarhet har tagits upp, det vill s\ue4ga ekonomisk, social och milj\uf6m\ue4ssig h\ue5llbarhet

Prestationsbaserad lön : Är det värdeskapande som belönas ?

År 2003 var företaget Skandia i hetluften då det i maj samma år beslutades att en oberoende utredningsgrupp skulle granska vissa förhållanden i Skandiakoncernen. Det visade sig att mellan åren 1997-2002 hade Skandia betalat ut fyra miljarder till personer i ledande befattningar genom bonusprogram. Belöningssystem är någonting som de flesta företagen på Stockholmsbörsen erbjuder till sina anställda. Att stimulera de anställda till att prestera enastående resultat samt motivera anställda till att åstadkomma uppsatta mål kan vara syftet med bonusprogram. Det är vanligt att benämna bonus som ett mått på prestation men ofta är det konjunkturen eller yttre faktorer som påverkar hur väl ett företag presterar. Våren år 2006 visade Sveriges Televisions, Uppdrag Granskning, två reportage angående verkställande direktörers bonusprogram och riskerna med dessa. Dessa reportage skapade ett intresse hos oss att studera de prestationsbaserade lönerna hos ett antal företag noterade på Stockholmsbörsens Large Cap-lista. Vi valde att studera den prestationsbaserade lönen i jämförelse med företagsresultat samt aktieutveckling. Detta eftersom vi ville studera om den prestationsbaserade lönen är beroende av dessa komponenter eller inte. Syftet med vår studie är att förklara i vilken utsträckning den prestationsbaserade lönen påverkas av olika komponenter. Vi kommer dessutom att jämföra den rörliga lönens utveckling under en femårsperiod med ett antal komponenter. Problemet studeras utifrån en positivistisk kunskapssyn eftersom vi inte är intresserade av att skapa förståelse genom ord för det material vi erhåller som en hermeneutisk kunskapssyn innebär. Utan vi vill se om det finns ett samband mellan ett antal komponenter och den mängden bonus de verkställande direktörerna erhåller. Vi läste först in oss på ett antal teorier och utvecklade därefter en hypotes, det vill säga ett deduktivt angreppssätt. En kvantitativ metod användes eftersom vi har en testande problemställning, vill granska ett stort antal enheter samt se samband och variationer i datan. Den teoretiska referensramen består av ett antal teorier som till exempel agentteorin, de verkställande direktörernas kraftiga löneutveckling, armlängdsmodellen, styrelsens utvärderingsarbete angående den verkställande direktörens prestation, lönen kopplad till företagets resultat, ett antal nyckeltal, konjunkturen samt lagstiftning. Utifrån dessa teorier analyserar vi det empiriska materialet från de 16 olika företagens årsredovisningar. Vi fann att den verkställande direktörens rörliga lön i liten utsträckning följer de studerade komponenterna

(Air)port Innovations as Ecosystem Innovations

Airports, among other transport hubs, are settings that rely on multi-actor collaborations for the co-production of high-quality services to its beneficiaries. Digital innovations enabling optimal and integrated performance for the actors’ value production become essential in such settings. Innovating in such contexts requires an understanding of each actor’s contribution to a common object of interest. Business process modelling approaches could provide an understanding of the distributed value production that constitutes such collaborative settings. In ecosystems, involved actors need to share this common object of interest in order to produce value on behalf of the actors as well as on behalf of the ecosystem. This chapter will elaborate on how business process modelling has been used, inter alia, as a driver to facilitate the emergence of digital innovations aimed at contributing to sustainable passenger flow (door-to-door) as the common object of interest. The case of Future Airports will be used to illustrate the emergence of three airport driven (digital) innovations that qualify as ecosystem innovations. These innovations are integrated measurement systems, information sharing platforms for common situation awareness, and passenger dashboards as a mean for the well-informed and well-prepared passengers