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University – Business Cooperation in Maritime Sector – The German-Norwegian Experience
Abstract
This study explores university-business cooperation in the maritime sector of Germany and Norway. The study used qualitative research method. Eight case studies from two Universities are presented. The results show that university-business cooperation still goes within traditional university functions: teaching and research. However, there is some evidence of entrepreneurial orientation in the university sector. We argue that further development of universities' entrepreneurial orientation and development of certain capabilities will lead to more effective university-cooperation.
... There are several types of collaboration between universities and industry [18]: ...
... The turbulent contemporary business environment imposes on maritime companies an obligation to research and engage in innovation development and implementation in order to survive in the demanding environment of growing technology and economy. Governments and maritime companies are willing to support applied research which would result in improved products that would satisfy customer needs better, decrease operational cost and ensure green operations in maritime industry [18]. ...
... The literature indicates the following findings [18]: a) Universities should develop competencies in the areas which would be interesting for maritime companies in the near future. It means that there should be a positive relation between the potentials of universities to integrate network resources and to initiate R&D and commercial collaborations. ...
The trend of innovation development is becoming increasingly prominent in both, shipping and port business. The most sophisticated ports in the world form clusters and research laboratories where the teams of experts work on the innovations in the area of digitalization and sustainability. The helix models (triple, quadruple and quintuple) were so far investigated in various fields, including maritime sector. This paper examines the application of the helix models in various branches of maritime industry, emphasizes the role of universities in the helix models and explains the concrete examples of maritime clusters as the types of collaboration. The purpose of the paper is to raise the corporate awareness of the importance of the collaboration on the innovations in maritime sector. The paper aims to promote the idea of the innovation development in maritime industry based on the collaboration of different stakeholders (governments, industries, economies, societies and environmentalists).
... New approaches to innovation has been developed, for example, open innovationChesbrough, 2002). Innovation goes steadily beyond the firm's borders and becomes a cooperative process where firms collaborate with each other (Borch and Solesvik, 2016) and other stakeholders, i.e. governments, R&D institutions and universities (Gulbrandsen and Solesvik, 2015a;2015b;Prause and Solesvik, 2011). The level of interfirm cooperation in maritime R&D development will be even more significant in the future since the industry needs more radical innovations. ...
... New approaches to innovation has been developed, for example, open innovation Chesbrough, 2002). Innovation goes steadily beyond the firm's borders and becomes a cooperative process where firms collaborate with each other ( Borch and Solesvik, 2016) and other stakeholders, i.e. governments, R&D institutions and universities ( Gulbrandsen and Solesvik, 2015a;2015b;Prause and Solesvik, 2011). The level of interfirm cooperation in maritime R&D development will be even more significant in the future since the industry needs more radical innovations. ...
... The human factor is the main cause of catastrophes in the sea. A number of shipping firms have established links with maritime universities and controls the quality of navigational education and preparation during the whole cycle of the maritime training and provide trainee places for the best students [16]. Navigational simulators became an important element of basic education of young sailors, as well as update and new course preparation of experienced vessel crews [7,17,18]. ...
In this paper, we propose to apply formal concept analysis (FCA) technique to partner selection for joint simulator training. Simulator training is an important tool for preparation of seafarers in a classroom. However, the costs to acquire simulator centers is high. That is why the educational institutions and centers can only afford limited number of simulators. Though the price for simulator classes are quite high, it still more advantageous to train sailors in class than offshore. New cloud-based technologies allow to connect simulators situated in different places, including cross-country communication. This makes it possible to carry out joint training of different simulator types. In the study, we elaborate the approach of formal concept analysis is used to facilitate partner selection from the pool of potential collaborating institutions.
... A firm may seek cooperation with a university in order to gain access to the resource base (e.g., unique equipment, labs, software, etc.) (Prause & Solesvik, 2011;Solesvik, 2011;Solesvik & Gulbrandsen, 2013 and knowledge owned by university (Fritsch & Schwirten, 1999). In some instances, a resource deficient organization cannot develop, or is not willing to internally develop required resources, knowledge and competencies (Das & Teng, 2000). ...
... The role of intermediaries in value chain activities is widely accepted in literature (See Christopher, 2016;Monczka, Handfield, Giunipero and Patterson, 2015;Fernie and Sparks, 2014;Prause and Solesvik, 2011;Zhang, 2007;Kaplinsky and Morris, 2001). Admittedly, there are more opportunities and circumstances in the cotton value chain where a group of actors draw benefits from using third party agents as intermediaries. ...
The ability of value chains to produce and deliver required products and services to the consumers depends on continuous improvements on the efficiency and effectiveness of these systems. Value chain efficiency and effectiveness improvements require the use of appropriate methods to ensure success. However, such methods can only be effectively exploited if the characteristics of the value chains are included in the framework of understanding. Value chains are complex, fragmented and continuously changing systems comprising numerous role players with different and often misaligned business objectives. Currently, there is no convergence in literature on how the framework of understanding should look like to fully inform the improvement strategies in value chains. Social network theory has increasingly become influential in explaining other fields. This study presents a discussion of how social network theory explains the performance in value chains.
... The role of intermediaries in value chain activities is widely accepted in literature (See Christopher, 2016;Monczka, Handfield, Giunipero and Patterson, 2015;Fernie and Sparks, 2014;Prause and Solesvik, 2011;Zhang, 2007;Kaplinsky and Morris, 2001). Admittedly, there are more opportunities and circumstances in the cotton value chain where a group of actors draw benefits from using third party agents as intermediaries. ...
The ability of value chains to produce and deliver required products and services to the consumers depends on continuous improvements on the efficiency and effectiveness of these systems. Value chain efficiency and effectiveness improvements require the use of appropriate methods to ensure success. However, such methods can only be effectively exploited if the characteristics of the value chains are included in the framework of understanding. Value chains are complex, fragmented and continuously changing systems comprising numerous role players with different and often misaligned business objectives. Currently, there is no convergence in literature on how the framework of understanding should look like to fully inform the improvement strategies in value chains. Social network theory has increasingly become influential in explaining other fields. This study presents a discussion of how social network theory explains the performance in value chains.
... A firm may seek cooperation with a university in order to gain access to the resource base (e.g., unique equipment, labs, software, etc.) (Prause & Solesvik, 2011) and knowledge owned by university (Fritsch & Schwirten, 1999). In some instances, a resource deficient organization cannot develop, or is not willing to internally develop required resources, knowledge and competencies (Das & Teng, 2000). ...
The paper compares the collaboration between a university and an industrial cluster in two different regions in Norway. One is a small Western coast regional university with many ties to the regional maritime industry, which is part of the strongest national industrial cluster. To examine an influence of university-business cooperation on education and research in the medical imaging industry and maritime industry of Norway, a case study approach was selected. Our study reveals a clear division of labor between teaching-oriented regional universities serving regional firms, and research-intensive large universities catering for knowledge and candidate needs for larger firms all over the country.
Small scale enterprises sector has been recognized as an integral component of economic development and it is advisable and indispensable to integrate the enterprises with Industrial parks for sustainable business operation. IPs plays a crucial role in organizing the resources and innovation of manufacturing operation through business advising, infrastructure provision, technology transfer, and R&D support which advances firms’ capability. In this sense, the objective of this was to investigate the role IPs entrepreneurial ecosystem towards improving the capability of small ventures. Data were obtained from a sample of 245 small manufacturing enterprise owners selected through simple random sampling and analysed using descriptive, multi-level regression analysis and OLS regression analysis. From this, the presence of better and suitable entrepreneurial ecosystem which consists of provision of training, market information, adequate finance, and government commitment positively contributes for improvement of small firm’s capability. Despite of this, the study also found that there are many barriers hindered the development of strong entrepreneurial ecosystem in Ethiopia, such as, human capital, institutional, financial, market, policies and legal procedures, cultural and resource barriers. The entrepreneurial ecosystem influences the resources capability more when academia-industry linkage exists. The OLS regression result also shows that the entrepreneurial skill mediates the influence of entrepreneurial ecosystem on technological capability, while managerial knowledge mediates the influence of entrepreneurial ecosystem on the firm’s resource capability. The implication for policymakers is to develop a policy that supports incorporating small firms in industrial parks entrepreneurial ecosystem and link with academia. The study also forwarded a clue for managers of small firms in improving their firms technological and resource capabilities through building managerial knowledge and entrepreneurial skills.
Logistics is a booming sector driven by the growing global market having
also a direct impact on the Baltic Sea Region. This paper will concentrate
on the situation in Mecklenburg-Vorpommern representing the
North-Eastern part of Germany which has been part of the former East
Germany. Even more than in West Germany, the East German business
structures are dominated by SME. So the majority of the mainly international
oriented logistics services in Mecklenburg-Vorpommern are realised
by networks of companies mainly consisting of SME.
Former studies on SME identified the international business as a real
challenge for SME, due to their limited resources and their lack of international
experience. Wismar University is taking part in several European
projects with focus on the Baltic Sea Region. LogOn Baltic and InterBaltic
are representing two INTERREG III B projects focusing on logistics
whereas BBDN is concentrating on internationalisation of SME
within the Baltic Sea Region. Parts of the project results will be dedicated
to the analysis of the region as a logistics service provider. So the projects
will give an insight to logistical clusters and networks including also performance
aspects.
The aim of this paper is to reflect the results of the two logistics-related
EU-projects for the region of Mecklenburg-Vorpommern applied to the
involved SME in existing logistical service networks. The results presented
are based on the outcome of empirical activities executed in the
projects as well as own research activities of Wismar University. Furthermore
the results will be presented in the context of the Baltic Sea Region.
Das Thema der Globalisierung bewegt schon seit längerer Zeit die öffentliche Diskussion in Westeuropa und in besonderem Maße auch in Deutschland. Durch die Osterweiterung der Europäischen Union im Jahr 2004 hat die Stärke der Diskussion erneut zugenommen, da durch die Grenzöffnung nach Polen viele diskutierte Probleme direkt an der deutschen Ostgrenze auftraten. Neben den Ängsten, die mit der Osterweiterung verbunden sind, stiegen damit aber auch die damit verbundenen Chancen, denn seither besteht die EU aus rund 450 Mio. Einwohner, was den Unternehmen außergewöhnliche Marktchancen eröffnet. Relativiert wird die Erwartung durch die Tatsache, dass sich der riesige EU-Markt in 25 unterschiedliche Nationen gliedert und sich die in ihm lebenden Menschen einer Vielzahl unterschiedlicher Kulturen und Sprachen zugehörig fühlen. Somit wird die Fähigkeit zum Umgang mit den vielfältigen Wirtschaftsstrukturen, Kulturen und historischen Hintergründen der verschiedenen nationalen Märkte zum Schlüsselkriterium für den Erfolg auf dem riesigen EU-Binnenmarkt. Die Lösung dieser hochkomplexen Managementaufgabe überfordert aber erfahrungsgemäß die vorhandenen Ressourcen und das Potential der großen Mehrheit von EU-Unternehmen, die dem Bereich der kleinen und mittleren Unternehmen, d.h. dem Mittelstand, zuzuordnen sind. Aktuell dominiert im europäischen Mittelstand noch eine nationale und heimatmarktliche Orientierung, so dass der gesamteuropäische KMU-Sektor noch große Probleme hat, von den Vorteilen des großen EU-Binnenmarktes zu profitieren. Zur Stärkung des Mittelstandes im erweiterten Europa wurde eine große Zahl von Initiativen ins Leben gerufen, bei denen die Hochschule Wismar in Form von mehreren EU-Projekten unmittelbar beteiligt war und ist. Zwei dieser EU-Projekte, die beide noch laufen, sollen in diesem Beitrag vorgestellt werden. So begann im Oktober 2003 das EU-Projekt "International comparative studies and course development on SME's" im Rahmen des LEONARDO-Programms der Europäischen Gemeinschaft, an dem die Hochschule Wismar als einzige deutsche Institution vertreten ist. In dem dreijährigen Projekt arbeiten zehn Partnerinstitutionen aus acht EU-Mitgliedsländern unter der Führung der Budapest Business School zusammen, um in einer vergleichenden Studie die KMU-Systeme der Partnerländer zu charakterisieren.
This paper investigates the interfirm cooperative strategies of shipbuilding firms. This paper aims to understand the system nature and dynamics of interfirm cooperative strategies adopted by firms in the shipbuilding industry related to the phase of the shipbuilding cycle. A theory-building approach from case studies is applied in this study. The study is based on interviews with managers of the Norwegian, Danish, Polish and Ukrainian shipbuilding firms. In addition, secondary data were collected. Issues relating to the aims of joining cooperative agreements; resources and competences which the shipbuilding firms and their collaborators contribute to joint ventures, strategic alliances and other collaborative arrangements; and how collaborative strategies were related to the phase of the shipbuilding cycle were explored. Implications for further research, practitioners and policy-makers are provided.
Over the last years, the concept of clustering has become a central concept for analysing the competitiveness of nations, industries and firms. The cluster concept can be usefully applied to study clustering of maritime activities. Maritime activities, such as shipping, shipbuilding and port and maritime services, are clearly geographically concentrated in a number of maritime clusters. Due to ongoing internationalization in these industries, the concentration of maritime activities in clusters is likely to increase. This observation leads to two important research questions: what are the advantages for firms to locate in clusters and what factors influence the development of maritime clusters? This study identifies four agglomeration economies that attract firms to cluster: a joint labour pool, a broad supplier and customer base, knowledge spillovers, and low transaction costs. Furthermore, it discusses the effects of aspects of the cluster structure, being the presence of internal competition, the heterogeneity of the cluster population, the entry and exit barriers, and the presence of (above mentioned) agglomeration effects. It also briefly discusses the important issue of cluster governance. This overview allows one to develop a theoretical framework to analyse clusters. In the empirical part, this framework is applied to the maritime cluster in The Netherlands. Based on empirical data, from surveys amongst firms in the maritime cluster, studies commissioned by the Dutch maritime Network and regional statistics, the presence of agglomeration economies in the cluster is shown. Secondly, it is shown that the cluster structure is beneficial for the performance. This paper finishes with conclusions and suggestions for further research.
Studies the theory of effectual reasoning with focus on the creation of firms in nonexistent or not-yet-existent markets. Effectuation takes "a set of means as given" and focuses "on selecting between possible effects that can be created with that set of means." The effectuation process is actor dependent whereas the causation process is effect dependent. Some key characteristics of effectuation are: selection criteria based on affordable loss or acceptable risk, excellence at exploiting contingencies, and explicit assumption of dynamic, nonlinear, and ecological environments. The theoretical works of March, Mintzberg, and Weick are explored to identify connections between their work and the proposed theory of effectuation. Recent empirical works that fall outside of the traditional causation models are also discussed. The four principles of effectuation are affordable loss, strategic alliances, exploitation of contingencies, and control of an unpredictable future. Based on these principles, a series of testable hypotheses are presented. The hypotheses consider the role of effectuation at different levels including the economy, the market or industry, the firm, and the founders/decision makers. The theory of effectuation advanced in this analysis concludes that the essential agent of entrepreneurship is the effectuator. (SRD)
The article presents first some theoretical considerations about the connection between productivity and networking activities of enterprises. By operationalizing networks as an agglomeration of firms in a specific region, it is argued with respect to the East German economy that such networks have not yet developped in a sufficiently matter. Additionally, a “critical“ degree of agglomeration, from which networking activities lead to higher productivity, is missing in nearly all East German regions.
The Triple Helix of university–industry–government relations is compared with alternative models for explaining the current research system in its social contexts. Communications and negotiations between institutional partners generate an overlay that increasingly reorganizes the underlying arrangements. The institutional layer can be considered as the retention mechanism of a developing system. For example, the national organization of the system of innovation has historically been important in determining competition. Reorganizations across industrial sectors and nation states, however, are induced by new technologies (biotechnology, ICT). The consequent transformations can be analyzed in terms of (neo-)evolutionary mechanisms. University research may function increasingly as a locus in the “laboratory” of such knowledge-intensive network transitions.
Purpose
The purpose of this paper is to apply a mathematical method of formal concept analysis (FCA) to facilitate evaluation of potential partners, and to select the most appropriate partner for horizontal strategic alliances. Horizontal collaboration between ship design firms is important in relation to business cyclicality in the industry. The workload in ship design firms drops during the troughs of the shipbuilding cycle and increases dramatically during the peaks of the cycle.
Design/methodology/approach
The proposed method of partnership selection applies FCA, which is based on mathematical lattice theory. FCA allows firms to evaluate and select the best suitable partners for horizontal interfirm cooperation from several possible candidate firms. Utilization of FCA allows a firm to visually analyze a potential partner for a horizontal strategic alliance.
Findings
The contribution of this study to the literature is twofold. First, it contributes to the literature on the application of FCA in management field. Second, this study contributes to the partner selection literature. The contribution of the study is an alternative quantitative method for partner selection based on FCA. FCA compliments qualitative approaches in the process of alternatives evaluation and decision‐making regarding partner selection for horizontal collaboration.
Practical implications
Practitioners from ship design firms can use the FCA tool to facilitate decision‐making relating to the screening of potential partners for horizontal cooperation with regard to pre‐specified selected criteria.
Originality/value
FCA has been marginally applied to aid managerial decision making. The FCA tool is valuable for practitioners from ship design firms to manage the selection of partners for horizontal collaboration. The FCA tool is associated with numerous advantages, notably, relative simplicity and versatility of visual analysis when compared with other mathematical approaches such as the analytic hierarchy process, the analytic network process, optimization modeling, and fuzzy set logic.
Purpose
The purpose of this exploratory study is to examine the partner selection criteria reported by maritime firms in Norway. The study aims to analyze how a maritime firm's competitive advantage can be enhanced by the selection of the right partner with reference to a strategic alliance.
Design/methodology/approach
A multiple‐case study methodology was used. Archival, survey and interview data were explored relating to the partner selection process reported by Norwegian maritime firms. Primary data were gathered from semi‐structured personal interviews with managers of Norwegian maritime firms.
Findings
Case study evidence suggests that the strategic alliances were successful when partners had been carefully selected. As detected elsewhere, successful alliances were associated with partners that had managed to build trustful and honest relationships, had common strategic goals, and partners that supplied resources and competencies. Notably, it was detected that cyclicality in the maritime industry shaped the partner selection process. Trust between partners was used as mechanism to reduce uncertainty relating to the strategic alliance process. Firms seeking long‐term alliances selected partners with substantial capital and financial stability to survive a market's downturn, as well as the resources required for expansion during a recession.
Practical implications
Presented findings have implications for practitioners, especially for managers of shipping firms, banks, shipyards, producers of ship equipment, ship design firms, and ship brokers. Practitioners need to be aware that the rationale for inter‐firm collaboration change over time, and motives are linked to the phase of the maritime cycle. Inter‐firm collaboration provides competitive advantage benefits to firms and collaboration can protect as well as create jobs and can create wealth in maritime communities.
Originality/value
A novel conceptual contribution is the exploration of links between maritime industrial cyclicality and the partner selection process relating to strategic alliances. The study also adds to debates relating to the profiles of internationalizing smaller firms.
The recent increase in information and knowledge flows within the shipbuilding industry, due to the implementation of computer-aided design and tougher market requirements for ship design, generates a need for effective collaboration between ship designers, shipowners, shipyards, suppliers, classification societies, and other supply chain partners. This paper uses a comparative case study approach to explore how two different ship design firms have organised cooperative work during the design process, and how they employed computer-aided collaborative tools for knowledge management. This study will be interesting for practitioners from shipbuilding and ship design firms, and scholars of knowledge management and applications of collaborative knowledge management tools in organisations.
The recent increase of information flow in the shipbuilding industry due to the implementation of computer-aided design and tougher market requirements for ship design stipulates a need for effective collaboration between ship designers, shipowners, shipyards, suppliers, classification societies, and other supply chain partners. This paper presents two-dimensional collaborative models for vessel design and sheds light on the features of inter-organizational and intra-organizational collaboration. Two case studies show how two different ship design companies have organized cooperative work during the design process and how they employed computer-aided collaborative tools.
This article analyses the maritime sector in Norway from a cluster perspective. The maritime sector in Norway is probably best known globally due to the country's large merchant marine fleet, but Norway also has a substantial maritime industry consisting of numerous shipyards, ship equipment manufacturers, and ship consultants, and a plethora of other companies and institutions with maritime oriented activities. These actors have together made up the essential components of the Norwegian maritime cluster. Strong interdependencies between actors in various parts of the sector and an emphasis on innovation and entrepreneurship have historically contributed to define a strong and dynamic industrial cluster. In recent years, innovation appears to have slowed down and there are signs of a growing cleavage between the manufacturing and services parts of the Norwegian maritime sector: the international competitiveness of the maritime industry has gradually eroded, as has the strength of relations across the various parts of the maritime sector.
What a delight it is to have this “essay” invited to appear in this edition of the Journal of Small Business Management (JSBM). Most of the research papers included in this issue were written by several of the courageous pioneers of the once incipient academic field of entrepreneurship. In addition, my very favorite former doctoral student and her coauthor created a cutting-edge paper on entrepreneurial education that is not only superlative but also a “must read” for dedicated professor/teachers. Dr. George Solomon, editor of JSBM, has my sincere appreciation for creating and organizing this special issue.
The creation of university spin-out companies that create wealth is a major policy objective of governments and universities. Finance is a catalyst of this wealth creation yet access to venture capital is a major impediment faced by these companies. In this article we adopt a finance pecking order perspective to examine the problems faced by those university spin-out companies seeking to access venture capital. We triangulate evidence from spin-out companies, university technology transfer offices and venture capital firms in the UK and Continental Europe to identify the problems and to suggest policy developments for these parties as well as government. We compare perceptions of high-tech venture capital firms that invest in spin-outs with those that do not, and also consider VCs’ views on spin-outs versus other high-tech firms. Our evidence identifies a mismatch between the demand and supply side of the market. In line with the pecking order theory, venture capitalists prefer to invest after the seed stage. However, in contrast to the pecking order theory, TTOs see venture capital as more important than internal funds early on. We develop policy implications for universities, technology transfer offices, academic entrepreneurs, venture capital firms and government and suggest areas for further research.
This paper investigated how universities facilitate the process of spin-off venture formation based on academic research. Building on a capability perspective, we add to the literature on university characteristics and resources by exploring how the university context impacts the entrepreneurial process. We based our study on two mid-range universities and followed the start-up process of four spin-off ventures. Based on the results of our longitudinal study, we propose a set of three university capabilities that facilitate the venture-formation process: (1) creating new paths of action, (2) balancing both academic and commercial interests, and (3) integrating new resources. Each capability is particularly important for specific phases in the venturing process. Our findings suggest that these capabilities are dependent on prior spin-off experience and reside within several actors both inside and outside of the university. Furthermore, universities with weaknesses in the identified areas can take strategic action to develop these capabilities to some degree.
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