THE WORLD MARITIME CENTER A MARITIME REGIONAL INNOVATION PLATFORM FOR THE GREATER ORESUND REGION Robert Jacobson, PhD, Researcher/Writer Zern Liew, Designer Matthew Spaniol, Consulting Editor Atelier Tomorrow AB Malmö, Sverige/Sweden www.atelier-tomorrow.com
© 2013 Atelier Tomorrow AB This document is freely replicable in its en^rety. Please provide proper credits.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
1
Atelier Tomorrow AB Core Team, Malmö Robert Jacobson, PhD, Co-‐Founder, Chairman, Strategist Sara Palo, M.Policy, Co-‐Founder, Board Member, CEO Björn B. Bergman, Board Member Douglas Bors, MSEE, COO/Project Manager Sherri Richards, MBA, CFO/Corporate Development Zern Liew, BA, Exec. Mgt. Cert., Chief Designer
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
2
Introduction This pre-study began as an evaluation of the World Maritime Center (WMC), an iconic hybrid exhibition hall and R&D center proposed to be located in Malmö and aimed at raising public consciousness about the important role of maritime activity in the Greater Oresund Region (GORegion).1 We heartily recommend its implementation. Our pre-study investigation also resulted in recommending a second, larger goal: for the GORegion, creating a comprehensive, open, and broadly inclusive maritime regional innovation platform. This “Maritime RIP” will enhance the GORegion’s overall maritime readiness, give its ports and port cities greater visibility and importance, reenergize its citizens’ maritime esprit, and enhance its ability to benefit from a forecasted tsunami of maritime commerce while becoming better prepared. Moreover, it will make the region truly “globalist,” able to respond to grand challenges like climate change and economic uncertainty. As we studied maritime regions around the world, especially the public agencies and private enterprises that actually manage maritime commerce and trade, one thing became clear: the key to a successful maritime region is the quality of the communications among agencies, enterprises, universities, and the communities in these regions – in effect, a maritime regional innovation platform (Maritime RIP).
1 We chose the term “GORegion” to symbolize the region’s dynamism. In Swedish and Danish, göra / gøre means to act. In English, go means to move. Region means the same in each language. The GORegion energe^cally moves and acts!
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
3
Sometimes Maritime RIPs develop organically, where compact geography facilitates cooperation. This is true of the Oslo, Göteborg, Rotterdam, and Singapore Maritime RIPs. But such unplanned development can take decades and even centuries. We believe that a Maritime RIP, especially where the geography is extensive (as in the GORegion), can be organized more quickly by applying modern systems of technology and smart social organization. As a frame for our subsequent research, we examined the future of maritime commerce and trade in the GORegion as it could be from 2015 through to 2030. If the forecasts are correct, the GORegion stands to benefit from its location astride global trade routes and corridors, currently realigning from north-south to east-west. Many of these trade routes will pass directly through the GORegion. Given the imminence of a large amount of maritime commerce traveling through the GORegion, we recommend stakeholders’ immediate attention and the expedited development of a maritime RIP in the GORegion. We also foresee approaching threats that could limit the GORegion’s success as a maritimebased economy and society. The largest of these dangers is real and unavoidable change in the climate that will spawn a host of environmental demons and economic challenges. We believe, based on our prior knowledge and pre-study research including interviews with all of the GORegion ports and port cities, that a vibrant community of interest supported by an active Maritime RIP will make it more likely for the GORegion to successfully exploit the opportunities and overcome the challenges. In this report we speak almost exclusively about these issues. They are not the foremost topics of conversation among the ports and port cities; and even less among non-maritime policymakers. But they should be. This pre-study was undertaken to raise awareness among its target audience of stakeholders – Tillväxtverket, public agencies, enterprises, employee unions, universities, and research centers (the famous “triple helix” taken one step further) – and also among the grassroots: the active population that inhabits the region and is its greatest asset. This report is written in simple English and without extensive reference to the specialist literature on transport, maritime commerce, and regional development. Some specialist papers are included in the References, others in the Supplemental Documents list that accompanies this report.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
4
This is a pre-study. Its purpose is to reach the largest population of readers with new ideas. In this document, we’ve dealt with popular themes and events and actions about which readers can do something. We hope we provocative as well as rewarding. Just as the Oresund is both.
Welcome to our future.
August 2013 Robert Jacobson, Ph.D WMC Project Director Atelier Tomorrow AB
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
5
Table of Contents Introduc^on.......................................................................................................................3 Chapter 1 Pre-‐Study Methodology....................................................................................7 Chapter 2 The Greater Oresund Region.............................................................................8 Chapter 3 Significance of This Pre-‐Study.........................................................................12 Chapter 4 Mari^me Commerce & the GORegion: Growth Factors and Trends..............19 Chapter 5 Mari^me Characteris^cs of the Greater Oresund Region..............................25 Chapter 6 The Value of a Mari^me RIP For GORegion Commerce & Industry...............31 Chapter 7 Strategic and Tac^cal Planning........................................................................40 Chapter 8 Development and Funding..............................................................................46 Chapter 9 Pre-‐Study Recommenda^ons..........................................................................50
Annex 1 Interviewees and Consultants............................................................................51 Annex 2 References..........................................................................................................56 Annex 3 The Mari^me RIP PLEXUS®...............................................................................61
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
6
Chapter 1 Pre-Study Methodology Our interest in this topic had its genesis in 2007, when the region’s maritime future first became evident. Four years of conversations with stakeholders ensued. The formal pre-study was initiated in 2012 and completed over a period of six months, from December 2012 through May 2013. It comprised the following tasks: 1
Plan the pre-study in light of current concerns and developments; define the objectives.
2
Visit the Port of Los Angeles -- the world's largest -- as a case study: a port that is working hard to broaden its region's maritime esprit. Meet with Executive Director Dr. Geraldine Knatz regarding developments.
3
Conduct secondary research studying the value of existing knowledge.
4
Work with Malmö stad’s Miljöförvaltningen to arrange pre-study management.
5
Arrange and conduct interviews with executives for every GORegion port and with port-city officials who express an interest.
6
Speak with municipal and regional policymakers to gain their perspectives, including submission of plans and programs.
7
Analyze the available data and synthesize concrete recommendations for stakeholders, for review at a formal stakeholders’ meeting.
8
Prepare and submit this report to Tillväxtverket with recommendations.
9
Present and distribute this report widely, for example at the annual meeting of the International Association of Ports and Cities held in Helsinki, in July 2013.
10. Respond to questions and suggestions. Having successfully completed the pre-study, we now wish to partner with Tillväxtverket and other collaborators in follow-on planning that will result in a development plan leading to creation of a region-wide Maritime RIP, prototyped in 2014-5 and rolled-out as an operational system in the 2015-6 time period. (See Chapter 9, Pre-Study Recommendations.)
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
7
Chapter 2 The Greater Oresund Region The Greater Oresund Region (GORegion) – yesterday, today, and tomorrow – has been intimate with the Sea for a very long time, and will be for foreseeable time. Its destiny has always been, and always will be, determined to a great extent by its relation with the Sea. More than once the GORegion has been at the center of large trading regimes, twice even empires. In recent times, it has been prosperous and progressive, a leading light in Europe. In the mid-and late-20th Century, however, it suffered political and economic reversals – terrible war and industrial collapse – that jolted the region’s self-confidence and caused it to look inward, away from the Sea. The GORegion’s recovery, still in early stages, will inaugurate its future as a vital maritime power living on and with the Sea.
Our Legacy as a Maritime Region In the 900s CE, the narrow sound that separates Sjælland and Skåne was christened the urusun, from which the surrounding region takes its name. In this region, an abundance of fish and agricultural products led to trading in these and other food products. This in turn produced a surplus that could be reinvested in agriculture, extractive industries, and manufacturing. The Middle Ages and then the Northern Renaissance came quickly to the region. In the 14th and 15th Centuries, the Hanseatic League, originating among traders in what today is Germany, gradually drew in a loose affiliation trading entrepôts and towns along principal trading routes, a protective and productive affiliation. København and Malmö, originally small settlements on the shores of the Öresund, barely ports, became alternately cooperative and competitive centers of seaborne commerce.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
8
The Hanseatic League remained a major economic player in Europe into the 18th Century. København and Malmö likewise prospered. Each developed rich hinterlands that supplied agricultural products ideal for trade and materials for building the ships that carried these products and fought over them. Malmö additionally became a source of material for building new cities. The København-Malmö commerce engine got an early start. Skåne eventually became Northern Europe’s breadbasket. Although the inner regions themselves were not nautical, they nonetheless benefitted from the trade in products and shipping. As a result, both nations became international, imperial powers. In the 19th Century, Frans Kockums founded the shipbuilding establishment that took over Malmö and became one of the world’s and Europe’s largest shipbuilder. In the late 20th Century, however, low-cost labor favored Asian competition and the Swedish shipbuilding industry faltered, then collapsed. Skåne turned inward. It became a victim of what some observers today consider a form of collective post-traumatic syndrome. Its port cities retained a decent trade. But generally, popular attitudes became distinctly non-maritime.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
9
Malmö also turned inward, redefining its economy and culture to fit Information Age criteria. The GORegion followed. In the minds of their residents, the Sea was relegated to fishermen, recreational boaters, cold-water bathers, and cultural romantics.2
Our Region’s Maritime Resurgence and Realignment The Öresund Fixed Link, the Bridge, was built in the 1990s and commissioned in 2000. The Bridge physically embodied the historical union existing between Malmö and København. The first EU-funded interregional cooperation between Malmö and Copenhagen was in maritime, leading to the eventual formation of Copenhagen Malmö Port (CMP), one of the North’s largest ports with two equally prominent locations. To properly manage EU structural funds, Tillväxtverket enlarged the “Oresund Region” to include Sjælland, Region Skåne, and Region Blekinge. Until the beginning of the current decade, maritime trade within the GORegion, even enabled by land bridges (called “corridors” by the EC) that made it more robust than before, has remained largely north-south, the traditional routes that have characterized the region since Hanseatic days.
Malmö stad Oversikt Plan, 2012-3
2 This applies mainly to Sweden. Denmark was less affected by the shipbuilding disaster. It has maintained a vital mari^me establishment, a_ributable to its shipping industry; its Mari^me Administra^on; and the MDCE, the Mari^me Development Center of Europe, the nexus for an array of mari^me-‐oriented organiza^ons and ac^vi^es.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
10
But that’s changing. In the 2010s and for the rest of the 21st Century, the maturation of five formerly developing markets – the BRIC+ZA nations (Brazil, Russia, India, China, and South Africa), plus their satellite regions – will totally reorient global trade from north-south to eastwest. The GORegion with its east-west orientation has not had sufficient internal linkages to exploit its location to advantage. The provision of essential infrastructure must happen faster to successfully anticipate demand for transport. In every possible future scenario, the GORegion remains maritime – and in many scenarios, the dominant maritime region. Maintaining a proper regard for maritime, a pervasive civic awareness or esprit, is important to the region. How can this be achieved? This pre-study recommends as a solution, a maritime Regional Innovation Platform (RIP). This report gradually evolved from a pre-study for the development of a standalone World Maritime Center to a pre-study for the development of a Maritime RIP, a regional network of vested and active collaborators concerned with maritime in the GORegion. This larger ambition, however, is beyond the means available to us for the initial pre-study. Thus we recommend as a next step, a full-scale, formal development-planning study and planning program.
The GORegion's Evolving Trade Routes
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
11
Chapter 3
Significance of This Pre-Study This pre-study is a pathfinder, building a new map of the GORegion. This is significant for three reasons: 1
This pre-study calls out the region’s maritime character, makes it part of the popular discourse again. The GORegion’s most distinctive quality is its relationship to the Sea that surrounds and connects its landmasses. Most representations of the GORegion depict its terrain, its roads, rails, and airports, its populations, its economy, and of course its political domains and divisions. This pre-study begins with the premise that the maritime domain deserves the same attention to detail.
2
We live in a fast-changing world: globalism vs. climate change will become the pivot around which future social, political, and cultural strategies and formations will rotate. This pre-study forecasts sweeping changes in the GORegion as a consequence of maritime commerce, changes that will produce among its residents a more whole-earth sensibility that we call “globalism.” Globalism is a mindset, a framework, and an orientation necessary to take on and solve the challenges being created by climate change and similar threats to the GORegion’s economic and cultural sustainability. This pre-study suggests how globalism can be encouraged to take hold.
3
GORegion policies must evolve quickly to meet another set of challenges, those associated with radically increased maritime commerce … before the leading edge of this phenomenon arrives. Riding the wave of maritime commerce, like riding any large and rising wave, may appear daunting. But it is typical of waves that to properly channel their energy, it is necessary to gain speed before the wave rises. When it does, it’s necessary to quickly plot a path across the wave and aim for and ahead of it, even while making adjustments to compensate for local conditions and plan for the next wave. Not many regions have such opportunities. articulate policies that will reliably affect the entire region’s well-being. This pre-study will help it gain speed.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
12
A. First Path: A Maritime Map of the GORegion
More that 95 percent of all goods imported to Sweden arrive via the Sea.3 Half or more of those arrive via four of the larger ports (in terms of volume of commerce): Trelleborg, Helsingborg, Karlshamn, and CMP. Conversely, food produced in the GORegion – a mainstay of the economy – leaves the region mainly by sea, from several local ports. Almost all trucked exports board a ship somewhere in the GORegion. 3 De Svenska hamnarna: En grundbult I Sveriges näringsliv, Sveriges hamnar, Transportgruppen, 2013.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
13
Most of Sweden’s non-renewable fuel is imported, much of it via a single GORegion port – Karlshamn. And although tourists now frequently arrive by air, auto, buses, and fast trains, many still come by cruise ship and ferry, more now than before. As the price of petrol-fuels increases, tourism increasingly may become mainly seaborne again. Ports are vital infrastructure essential to the transport of goods and people. To fulfill their mission, ports require specific infrastructure of their own, among them docking, vehicular, and container-moving machinery, ITC for machinery and cargo management, roads and rails, and technologies for mitigating environmental impacts. Except to the people who work in and near ports, however, these infrastructural investments are largely invisible. The same is true of their complex back-office operations, which may be located elsewhere.
PORTS
AND PORT CITIES.
Ports have adapted to their port city hosts better than the port cities have adapted to their tenant ports. Historically, GORegion ports have predated and helped grow the cities in which they are located. They are major sources of revenues. Yet GORegion port cities have few interactions with their ports. They meet to talk over traffic management, finances (GORegion ports are almost all municipally owned), environmental protection and remediation, mitigating port activities that disturb city residents, to coordinate land use and development; and in the larger touristic ports, apportion recreational facilities. A recurring issue that rouses port city citizens to become involved is the conversion of port lands for retail and residential development. But long-term planning for increased trade with a few exceptions remains the responsibility of individual ports, not the port cities, the Regions, or national authorities. Issues related to maritime culture and education are seldom on the agenda. Many opportunities for ports and port cities to work together as equals are lost.4
LABOR
AND MARITIME.
Labor issues including labor unions’ status and the recruitment and training of new talent, at least for the land-based maritime industry, are generally well-settled in the GORegion. They could easily become critical, however, if there is a spike in the demand for labor, new skillsets required of workers, or factors relating to compensation arise. Adequate, welltrained, fairly-compensated, and involved labor will remain a persistent goal that could be exacerbated if trade in the GORegion radically increases per historically reliable forecasts.
4 See the Interna^onal Associa^on of Ports & Ci^es’ City Center Project (2012) included with the supplemental materials.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
14
THE
PERSONAL AND CULTURAL DIMENSION.
Assuming that the pairs of ports and the port cities constitute the region’s entire maritime map would be short-sighted. This pre-study revealed that the experience of living by and with the Sea requires its own mapping, its own description of how residents communicate with one another, and with remote others, their global sensibilities (more pronounced than among inlanders), and their ability to come to grips with and solve problems that they frame differently from others. By most standards, everyone living in the GORegion lives near the Sea. There is no dry “inland.” Living near by the Sea creates emotional connections with the Sea and with others living by and with the Sea; even if these emotions have become harder to detect against the loud blare of urban development and growth. The connection between the Sea and those living near it conditions how they perceive the world in its entirety. And if the GORegion has become increasingly cosmopolitan, even global in its outlook, it is not because an agency has ordered it, but because maritime culture is pervasive, with deep roots in the Oresund.5 The GORegion’s “social” maritime map becomes even more complex when we examine the internalized mental maps that determine how residents perceive and interact with the region’s physical and social environments, in time as well as across geography. (Space and time are two sides of the same perceptual coin.) Those who live by the Sea do not think about their environments in the same as those who live apart from it. Residents of most port cities and surrounding maritime sub-regions experience daily life as fluid and rhythmic tidal – a series of comings and goings, dynamic but not driven (that is, less stressed), except perhaps in the largest port cities. The cumulative impression of such continuous exposure to seaborne traffic is of distant, complex connections and lasting rhythms.6 Such “maritime awareness,” cultivated and reinforced by interaction via a regional innovation platform, could become a valuable asset, a state of mind better able to deal with recurring, periodic phenomena, especially natural phenomena like climate change, and able to solve problems for the longterm.7
B. The Second Path: Mapping Globalism vs. Climate Change Globalism is the collective attitude of placing the interests of the world above those of individual states or regions. Globalism is abetted by the expansion and intensification of international networks of communication, but its origins in the person are deeper. It results at
5 6 7
The Sea: A Cultural History, John Mack, Reak^on 2011. Living on and with the sea is different from living around it. The Human Shore: Seacoasts in History, John R. Gillis, University of Chicago Press 2012. The Sea, ibid.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
15
least in part from the experience of phenomena that are considered universal, that others around the world are perceived to share8 The expansion of markets is known as globalization. Globalism, however, is not about markets, a purely economic construct. Globalism as a way of thinking is larger than that. It is a worldview. It is an ideology. It is a consciousness. Globalism profoundly determines how we perceive the world, how we frame the information that is communicated to us, and how others frame the information that we communicate to them. As research reveals connections among all things, geospatial events and environmental fluctuations as well as interactions among human and other forms of life with the physical environment, such global awareness is proving increasingly valuable for problem-solving. Expanding empires and cultures always seek intensified commerce and trade. When these empires contract and disappear, improved networks for movement and communication remain. They continue to support essential trading activities, even if the enterprises that conduct these activities are diminished. When repaired and restarted, these networks are essential to regional and national recovery. This is a special feature of maritime commerce: despite the ambitions of every empire to control it, maritime commerce successfully resists tyranny from the land. It remains universal because it must succeed; an enduring expression of global community and attitudes. Maritime commerce and trade, and the industries they engender, are a vital force for communality, the sense of “togetherness” that is essential to achieving sustainability: sets of physical and social conditions that will permit our species and the other lifeforms on which we depend – ecologically, almost all of them – to survive into the future.9 The traditional grittiness of commerce, its essential purpose – gathering goods and people, loading them on vehicles for conveyance, then transporting these goods and people to another place, where they are offloaded – obscures its grander, lasting importance. We can map the forces of nature, but we seem less able to map the forces of globalism and holistic ways of thinking that are humanity’s best hope to counter adverse natural and anthropocentric threats. This pre-study revealed a faint map of relationships that do indeed favor globalism and connectivity on local, international, and global scales: correspondences among centers of commerce; cultural commonalities that travel with trade; and especially maritime commerce, since it is so uniform from place to place. If these relationships can be 8 Songs of Experience: Modern American and European VariaNons on a Universal Theme, Mar^n Jay, University of California Press 2005. 9 For example, see UNCTAD’s strong posi^on in this regard: h_p://unctad.org/en/Pages/DITC/ClimateChange/Climate-‐ Change.aspx/; and the EC’s Ac^on Plan for an Integrated Mari^me Strategy h_p://europa.eu/legisla^on_summaries/mari^me_affairs_and_fisheries/mari^me_affairs/l66049_en.htm/ , subsequently embodied in DG MARE’s forthcoming “Blue Growth” strategy, h_p://ec.europa.eu/mari^meaffairs/policy/blue_growth/index_en.htm/ .
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
16
strengthened, made evident, and allowed to infuse current place-oriented parochialism, there’s just a chance that they can tip the scales toward strengthening of common understandings and purposes, enough to prop up efforts to deal with crises on a global basis. The irony is that the very institutions of maritime commerce that might suit this purpose, in the GORegion as elsewhere – primarily the ports, port cities, and the larger maritime community – are themselves ambivalent. On the one hand, they are vigorously involved in positive “globalistic” initiatives as the EC’s championing of “green” maritime technology and methods, and the establishment of sea-land “corridors” to facilitate trade and reduce wasteful land-based transport. But on the other hand, they remain caught up in paradigms that promote competition and discourage collaboration. Turning the tables on this dilemma – promoting collaboration and discouraging competition – could greatly enhance the quality of life in the GORegion and make it a potent agent for change on the European and world stages. It is happening, but it must happen faster. The challenges, both positive (increased trade) and negatives (accelerating climate change and sea-level rise) are still latent but accumulating faster than solutions. If they become widespread and kinetic, the result could be catastrophic. Promoting (and adopting) policies that are “game-changers” should be a top priority for the GORegion’s maritime stakeholders.
C. The Third Path: Mapping Policies that Effect the GORegion’s Innovation Capacity in Maritime and Other Domains This pre-study was conceived and funded for the specific purpose of determining the value of a maritime regional innovation platform, a way of increasing overall innovative capacity in the GORegion as well as sustainable economic activity and social development. However, this is only a pre-study. It cannot specify the exact form that the Maritime RIP should or will take. But it can and does suggest factors important to consider when the GORegion’s RIPs finally are implemented. Most importantly, this pre-study describes the progression of events that are necessary to make the final decision and anchor them to a timetable.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
17
A satellite view of the Greater Oresund Region (to the left) and the Baltic Sea region, gateway to Central and Eastern Europe, and Asia.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
18
Chapter 4
Maritime Commerce & the GORegion: Growth Factors and Trends The GORegion leads Europe in sophisticated new industries (like new media and pharma) and its agriculture remains among Europe’s most profitable. Soon maritime commerce will be added to the list. Most important among these factors are:
New technologies for managing seaborne transport and back-office functions.
Maritime transport’s increasing advantage over other modes of transport as... – Fossil and synthetic fuels become scarce, more expensive, and possibly unavailable. – Terrestrial and air travel become problematic as a result of extreme weather. – New ship designs are more economic and environmentally friendly. – The integration of other modes of transport in the “marine” function. – Heightened cooperation and collaboration among ports and port cities.
The spectacular growth of markets for food, raw materials, and manufactured products in the formerly “developing world” regions, Asia and Latin America.
The reorientation of trade corridors west-to-east (replacing traditional north-south routes) that will unite the GORegion with destinations in Latin America, Africa, and Asia – especially China, India, and Southeast Asia.
In 2014 and thereafter, the EC’s Horizon 2020 R&D program and specifically, the “Blue Growth” initiative to base regional and continental growth on maritime assets.
The first two of these trends are self-explanatory. Alternative energy production and technologies for energy conservation will bring historic change to economies now powered by wasteful, carbon-intensive fossil and synthetic fuels. Technological developments will enable greater flexibility in adjusting trade routes and deploying vessels and vehicles, on a day-to-day or even moment-to-moment basis. The price of commodities, the number of ships competing to enter a port, the availability of land-bridge transport – these and many other factors today enter into decisions that, like a giant card game, result collectively in the orderly movement of trade around the world.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
19
In the European theater, the designation of specific “corridors” for the movement of goods has enabled unprecedented rationalization. Frictions that once prohibited flexible trading patterns have been reduced or eliminated. This can be to the advantage of the GORegion as a maritime region, as these trading patterns now are headed its way. Maritime transportation fits the bill in terms of its inherent sustainability, compared with other forms of transport. Ships are becoming more efficient, as are the means of loading and unloading them – especially Ro-Ro (roll-on/roll-off vehicles) and container shipping. The completion of global communication networks for the exchange of information creates opportunities for the total rationalization of voyage planning. And the last factors that might have weighted in favor of competing modalities – the ubiquity of land transport, the speed of transport by air, etc. – are declining in saliency compared with the requirement that transport of goods and people must become ever more sustainable. Maritime is already the dominant mode of transportation for goods sent by sea and landbridge; in the future, this dominance will become general. The GORegion will benefit probably more than, but with certainty at least as much as, other advanced transport-based regional economies.10 The last trend on the list, increasing EC investment to bolster continental maritime capacity, is a factor and also as a goal. Securing EC support for the GORegion’s share of international trade routes and corridors, and its ability to handle this influx of trade, is vital to maximizing the region’s maritime potential now and into the next decade (by which time the GORegion should be auto-innovative and self-sustaining, able to give back to Europe many times over). The central two trends, the growth of markets in former “developing” regions in Asia and Latin America, and the reorientation of trade routes to serve these markets, deserve the immediate attention of and action by GORegion policymakers and planners. The maturation of the BRIC+ZA economies – China in the forefront, then Brazil, India, Russia, and South Africa, each with its geographic penumbra of satellite economies – is now almost complete. Experts forecast a doubling or even tripling of growth in these economies, resulting in their greatly increased demand for business and consumer imports and an outpouring of exports. Food of course continues to be a key import, but in China (and one presumes, the other nations) the market is growing for sophisticated, manufactured imports – products and systems instead of the raw materials once used as an input for cheap manufacture.11
10 Swedish Shipping, Hege Solberg, ed., Horn Forlag A/S, 2013. 11 T rade Routes: What has changed, what will change? Euler Hermes Special Report, No. 1192, February 2013. (Euler Hermes is a research arm of Allianz.) This is a tremendous resource, full of data but easy to understand.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
20
These last factors can give a massive boost to the GORegion, which is (per capita) a regional leader of food exports and global leader in the export of advanced products. If, however, trade follows routes other than those that traverse the GORegion, these factors become irrelevant. Everything that can be done to ensure trade cross the GORegion must be done! Emerging east-west trade routes run counter to the traditional north-south trade routes typical of 19th and 20th Century Europe, when its national economies were based on imperialism and colonialism. The new trade routes serve a continental economy and come with the requirement for a new reciprocity. The BRIC+ZA nations have the means to absorb both traditional products and advanced products and systems in vast quantities, but they also have much to export to Europe, including products far more sophisticated than the cheap raw materials, food, clothing, and appliances that were typical of those regions in the last decades of the 20th Century. Today, competition for global trade is becoming more complicated – and played for much higher stakes.12 Is the GORegion prepared? That is the topic of Chapter 5. Oresund Crossing
Klaipeda, Lithuania 12 Future of World Trade: Top 25 sea and air freight routes in 2030, PwC Economic Views: Future of World Trade, March 2011.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
21
Signs of the Times: New Maritime Trading Opportunities As East Meets West
EulerHermes (Allianz),Trade Routes: What has changed, what will change, 2013
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
22
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
23
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
24
PwC, 25 Top Air and Sea Trade Routes in 2030, 2011
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
25
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
26
Chapter 5 Maritime Characteristics of the Greater Oresund Region The GORegion is geographically and demographically one of Europe’s smaller regions, yet it is diverse: home to 11 significant ports and port cities, arranged in a semi-circle that arcs west and south from Helsingborg and Landskrona to København (CMP), Køge, Malmö (CMP), and Trelleborg. It then flips and runs east and north from Ystad and Simrishamn to Åhus, Karlshamn, and Karlskrona.13 These maritime pairs surround smaller towns and villages, large bodies of water, farms, and forests.
A. the GORegion and Maritime Esprit Much of the GORegion is rural and some of it wild, but its population is concentrated mainly in its port cities. It already derives most of its economy from the port cities, although agriculture still plays a large part in the region’s prosperity. Except in the largest cities, however, the GORegion is mainly identified with its traditional, more homey (though industrially well-organized) agronomy, its small-town civic life, and its rural culture. What is most interesting about the GORegion, on both sides of the Sound, is that although “maritime” has been a strong iconic concept for a thousand years throughout the regions, the ports and their host cities – with the exception of København and to a lesser degree, Malmö – intrude very little upon the land from their coastal redoubts. And except for boaters and vacationers, the ports are relatively unheralded and unappreciated by the populace. What a contradiction! A well-placed observer interviewed for this pre-study worries that “the entire region is suffering post-traumatic stress as a result of the events of the 1980s and 1990s” (the collapse of the Kockums shipbuilding enterprise and the region’s dockyard economy), which is why it has apparently turned its back to the Sea. Perhaps.
13 There is also Helsingør, sister city to Helsingborg across the Sound, home to the spectacular new Danish Mari^me Museum – part exhibi^on hall, part mari^me-‐research center – funded by the Danish shipping industry. Helsingør’s role in mari^me commerce today is as a ferry terminal for the pedestrian and auto ferries crossing between Helsingør and Helsingborg. This is unlikely to change: Helsingør is surrounded by the highest-‐priced residen^al real estate in Denmark. A tunnel may eventually create a fixed link to sister city Helsingborg.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
27
A latent maritime esprit, a main subject of the pre-study, remains.14 Cultivating this source of civic energy and providing it with physical and virtual venues for its expression – a task beyond the capacity of the ports, even if they were interested (as they should be) – may be the key to unlocking the region’s potential for supporting a sustainable and resilient maritime economy and society.
B. The GORegion Ports Svenska hamnar (SH) reports that in 2011, GORegion ports – the “Southwest” and “South,” as SH calls the region – together handled 41 million tons of cargo, about 29 percent of Sweden’s annual tonnage (141 million tons). Svenska hamnar’s chart only accounts for nine of the GORegion’s ports. When København and Køge, the main Danish ports are figured in, the total tonnage in the GORegion that year – especially when København and Køge are figured in – was probably around 42 or 43 million tons. This traffic was divided more or less equally between North Sea traffic and Baltic Sea traffic. Four of Sweden’s largest ports are located in the GORegion: Copenhagen Malmö Port (CMP) and Helsingborg (soon to ally itself with CMP), more or less on the southern extremities of the North Sea; and Trelleborg (the ultimate Ro-Ro terminal) and Karlshamn (major oil importer and exporter of wood and other raw materials), both on the Baltic Sea. In all of the Nordic lands, only the Västra Götalands region on the North Sea, home to 10 ports including Sweden’s traditional ocean-going port, Göteborg (also Sweden’s secondlargest city), is in the same category. In 2011, Västra Götalands accounted for 35 percent of total Swedish tonnage, about 49 million tons. Almost all of this trade passed through Göteborg, the only port in the nation equipped to handle today’s mega-container ships (though its top import remains oil). When Göteborg and Copenhagen Malmö Port are removed from this portrait, the remaining GORegion ports are clearly more productive that their counterparts elsewhere in Sweden and Denmark. Moreover, the trade situation is expected to tip even further toward the GORegion ports because they occupy an increasingly favorable geographical location in the middle of emerging east-west trade. Cargo is increasingly shipped from Western Europe to CMP and Helsingborg (though most still arrives via Göteborg); then is transhipped across Skåne and Blekinge; and then via the eastern ports – mostly Karlshamn and Karlskrona – to the Baltic states, principally Lithuania. 14 Even in the “big ci^es” like København and Malmö, the effect is pronounced. People s^ll think of themselves as “sea people,” even If they only gaze upon the sea. Many bi_ersweet anecdotes are associated with Malmö’s mari^me legacy. See Per Svenssons’ local bestseller, Malmö: Världens svenskaste stad, En oauktoriserad biografi, Weyler, 2011.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
28
Next it is transhipped across Ukraine and Russia. Via Central Asia, it arrives in the Far East where it is consumed by the rapidly expanding economies of China, India, and their satellite economies; by the Japanese economy, still active despite natural and manmade disasters; and by the economies of Southeast Asia. Other GORegion ports, like Trelleborg and Ystad, face across the western extent of the Baltic Sea to serve Central and Eastern Europe. Karlskrona with economic support from the EC is working to develop trade routes that travel south, via Germany, Poland and the Caucasus to southern Europe and the Middle East.15 This traffic is bidirectional. The rewards for providing service are high, as are the opportunity costs for not providing service. The incentives to prepare for a maritime future come built-in. If the region is prepared, geography is on the side of the GORegion ports – but only if they have the resources, the talent, and the infrastructure to exploit their location and provide quality, convenient service to the traders. Göteborg for example has 24 railways capable of carrying freight. This plethora enables Göteborg to efficiently tranship cargo east and south, thus overcoming its geographic disadvantage on Sweden’s northwest coast. The GORegion ports are less-well served. One informant told the author that the largest of Sweden’s freight railways seems unable (and unconcerned) about better serving the GORegion ports. Trafikverket, the Swedish national transport-development agency, is only now, after many years, implementing freight-capable rail for Skåne and Blekinge. Blekinge has arranged its own local rail with help from the EC and an infusion of national funding. In Danish Öresund, the situation is much the same: ad hoc.
C. In Practical Terms, Cooperation And Collaboration Trump Competition Most of the GORegion ports have plans to expand and intensify their respective businesses; some broadly innovative and ambitious, some incremental. Several ports are considering new lines of business, like the production of offshore alternative energy. In one notable case, a private concern, Oresund Dockyards, is proposing to unilaterally enlarge its presence in quiet, privately-owned Landskrona so that it can offer high-end ship maintenance and refitting services to the region’s increasing traffic. Correspondingly, there is a popular perception within the community of ports and port cities that ports must fiercely compete with one another in order to respond to shippers who can on 15 See the “Bal^c Corridor” flyer, published by local municipali^es who have organized a grassroots movement to realize their plan, in the Suppor^ng Documents collec^on.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
29
short notice alter their fleets’ destinations and transhipment arrangements if one port’s price is better than another’s. There is more legacy than logic behind this presumption. Each GORegion port is unique in terms of the mix of services it provides, the specific goods that pass through it, the geographical markets it serves, and its corresponding ports overseas. If the ports were to coordinate better, even collaborate, the shippers would have fewer opportunities to engage ports in bidding wars, forcing down their margins and revenues. This has proven the case elsewhere, as on the US West Coast and in Singapore, where government-mandated coordination has partly or completely replaced competition among the ports, resulting in a common front that is collectively advantageous (lower overhead overall) and individually beneficial (higher ROI) for the ports and their municipal and district owners. It should be possible to engender more organic, autonomous cooperation and collaboration among the GORegion’s ports via a Maritime RIP, thereby reaping the rewards of coordination and collaboration while avoiding stultifying bureaucratic intervention.
D. The Port Cities The GORegion port cities for the most part manifest only slight interest in the maritime situation despite being surrounded and criss-crossed by large bodies of water. Their main interests are these:
Environmental protection Tourism associated with coasts Barriers between port activities and the city Financial payments from owned ports Opportunities for real-estate development Development of new lines of business Historical events and celebrations
These are appropriate concerns, but generic. They are almost the same topics as those of cities without ports, except that the port cities derive substantial revenues from their ports as well as from land development and service fees. Whether local industry is on the water or on the land seems the major differentiating factor. GORegion port cities and their ports are generally not hostile. Indifference is more often the rule. So long as the rent is paid, the noise kept down, and the trash cleaned up, the port is a welcome renter. Only when there is a dispute or the port must hand over cash for some civic activity does a more serious conversation ensue.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
30
Some port managers act as enablers, encouraging the city leaders to stick to their knitting. They do not do this to thwart city goals but simply to avoid distractions with economic support. (It’s not the best way to run a port, however.) Port directors as tenants are more sensitive to the cities’ moods than the cities are as landlords to the ports. Exceptions stand out: notably Blekinge, where the cities and ports are tightly integrated and mutually involved in classic “triple helix” economic and development planning coordinated by Blekinge Tekniska Högskola. A similar situation pertains in Denmark, where Copenhagen Business School’s maritime program plays a similar role stitching together diverse interests. Region Skåne’s first, impressive foray into the maritime domain is the Maritime Center located in the fishing village of Simrishamn, on Skåne's Baltic Sea coast. Here experts in the fields of maritime and marine affairs conduct research and gather with colleagues from the Baltic nations – part of the Baltic Sea Program – to plan joint activities that one day could benefit the GORegion in substantial ways.16 The GORegion city where maritime reigns supreme is Helsingør, ironically the region’s port city with the least commercial maritime activity (consisting mainly of the passenger and car ferries that ply the narrow strait between Helsingør and Helsingborg.) Helsingør is the location of the Danish Maritime Museum, soon to reopen after massive alterations and improvements, an expression of the Danish shipping industry’s vitality. The Museum’s mission is cultural, contemporary as well as historical. It exists to stir Dane’s blood and of course, to draw tourists. Additionally, it will recruit future professional workers to Denmark’s expanding maritime sector with economic support from the maritime’s industry.
Danish Maritime Museum, Helsingør
16 Bal^c Sea Program, h_p://h_p://eu.bal^c.net/.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
31
E. Other Salient Characteristics The GORegion is defined by the Sea. Water is everywhere. And the Sea is never far away. Skåne is a peninsula, surrounded by the Sea on three sides; Blekinge, a salient, surrounded by water on two sides. Sjælland is an island, completely surrounded. As sea levels rise and threaten over-topping GORegion ports and port cities, inland water tables will be rising rise too, and threaten flooding. All locations within the GORegion are susceptible to climate change and economic woes. The hope is that their common concerns will breed common solutions. Other domains where GORegion maritime and non-maritime interests intersect are employment, economic prosperity, and globalism as a sustainability-positive mindset with economic consequences. Growth in maritime and land-bridge traffic in the GORegion will create new jobs. Many will be professional, many skilled trades, others in services and retail responding to the general rise in employment. Many of the jobs in maritime per se will be completely new to the region, creating opportunities for young people and new residents. How large this growth will be, and how many jobs will be created, is currently an unknown. It depends on the GORegion’s response to these opportunities and the shape of its primary maritime employment sector, then secondary and tertiary sectors. With trade comes prosperity. Traders occupy the precious “in-between” that unites buyers with sellers, a position that gives them unique knowledge, access to social networks, and prior experience with trades, each of which can become a source of wealth. Trading cultures tend to be active, energetic, and innovative, factors that make a place exciting to inhabit – thus attracting the best talent and capabilities, local and imported, which add to the attractiveness of the trading region. This virtuous cycle is priceless. Places where successful trading cultures exist are more active and prosperous than their non-trading neighbors. More precise quantitative measures need to be found, but the interactions among trade, talent, acquisition, and attractiveness are anecdotally well established. Port cities and port hinterlands – categories that when taken together cover every habitat in the GORegion – stand to benefit by proximity to maritime commerce and cultural exchanges that promote general economic prosperity.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
32
Chapter 6 The Value of a Maritime RIP: GORegion Commerce & Industry A. Resilience Now, Readiness for the Future There are many positive things to say about the region and its people, especially their entrepreneurial zeal, industrious nature, willingness to take risks (within limits), desire for adventure, inclusiveness, equal opportunity, and pursuit of social and economic equality. Furthermore, the region holds in high regard its collective commitment to sustainability and inclusion. But readiness and preparedness for the region’s destiny as a maritime society, with a maritime economy and maritime culture, has been neglected. Too much reliance has being placed on the ports – which, after all, are merely businesses engaged in arranging deals and moving things about. Other institutions should be putting shoulders to the wheel. One reason for this negligence is that conversations among the stakeholders in the region are partial, fractured, and momentary. Or they simply don’t take place. Each port and port city we interviewed for this pre-study had interesting, unique qualities and competencies that could complement the operations of the others: specialized market knowledge, long-term visions, potential collaborations, tricks of the trade, or other ideas, concepts and initiatives resulting from knowledge combination. This potential falls short, however, because action relies on cooperation and collaboration— and there is simply no structure or forum to ferment these ideas. Some respondents claimed that Svenska hamnar or the specialized consultancies provide sufficient coordinative glue, but the most knowledgeable informants made the case that despite the help that outside thirdparties provide, extensive coordination and collaboration mostly do not take place. Amid the crisis, the GORegion’s leaders and citizens have done a good job of managing the recovery, restoring its joie de vivre and its resilience—however in a piecemeal way, as a series of mitigations, projects, and campaigns, are responding to rectifying immediate issues. It is governance as usual, filling the potholes, offering quality municipal services, etc. But crisis
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
33
invokes change, and the future of maritime will critical. Competing under the auspices of the traditional frameworks will be difficult or even counter-productive, as new realities follow the precipitating disruption. Grand challenges and opportunities are imminent, no longer hypothetical. And no challenge or opportunity in local experience will be so grand, imminent, and real as the coming age of the modern maritime GORegion.
Region Skåne’s universe of grand challenges lacks a maritime component. With the exception of Västra Götalands Region and Denmark, this is typical of regional development agencies.17 Resilience is a finite quality embedded in already existing structures and systems—and it can be exhausted if not replenished. To avoid putting the region’s resilience to the test, what the GORegion needs is readiness, a proactive stance, rather than continuous adaptation to situations as they occur. Better anticipation brings about the ability to shape the future – being ready to face and lead change on a continuous basis. This is the definition of a learning, actionoriented society. Creating a maritime regional innovation platform (Maritime RIP) is a fit challenge and a good place to begin. Our conceptual model of an ideal Maritime RIP is hypothetical, based on extensive experience with communities of interest supported by social networks and 17 Phil Cooke, “From clusters to pla]orm policies in regional development,” published by Dansk Drhvervsstyrelsen, 2012, h_p://regionalt.erhvervsstyrelsen.dk/forskerar^kler/373919/.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
34
technologies. But it is, however, only our vision. The actual form of a Maritime RIP suited to the GORegion will reflect its users and stakeholders inspirations and implementation at each step: design, funding, development, deployment, and operation. We are the facilitators.
B. Existing Local Examples of Maritime Innovation BLEKINGE AND THE BALTIC SEA MARITIME PARK. Blekinge province, a component of the larger GORegion, is home to two forward-looking pairs of ports and port cities, Karlskrona and Karlshamn. These cities, together with Blekinge Tekniska Högskola (BTH) and the Baltic Sea Maritime Park, and their respective cities, a mini-maritime innovation platform is in the process of construction and operation.
DENMARK. The Maritime Development Centre of Europe (MDCE), a government-chartered private enterprise, and Danish Maritime Authority (DMA) have implemented much of the same. Denmark’s maritime geography is small and the Danish fleet is generally ocean-going not frequently in København or Malmö. Nevertheless, the MDCE and DMA cooperation has built an impressive cluster of professional associations, trade groups, manufacturers, shippers, and other interested parties in support of Danish initiatives.
VÄSTRA GÖTALANDS
AND
SEABORG. Västra Götalands and Göteborg are Sweden’s most
traditional maritime region and city. Their maritime innovation platform, including Chalmers and Göteborg Universities, Region Västra Götalands, and Göteborg, has developed organically, is effective and it corresponds with ports around the world. Again, there is much to be learned. At 2013’s Swedish Maritime Day, (the first such event), modeled on the 2012 EU Maritime Day also held in Götaborg, the strata of coordinated maritime and marine activities reporting on their activities, each supportive of the others, was impressive. The Västra Götalands maritime innovation platform is different from the future GORegion Maritime RIP in two important ways. First, it is geographically much smaller, more concentrated, with actors. Second, it is home to only one global-scale port, Göteborg, which serves maritime commerce mainly flowing on long-established, less-dynamic trade routes.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
35
C. A Maritime RIP for the GORegion DEFINITION. VINNOVA defines an innovation platform as “an active, dynamic constellation of actors whose complementary and collaborative activities result in continuous, positive social and technical/technological change, usually in a domain specified by the developer/funder of the innovation platform (e.g., healthcare, education, housing, human and/or natural ecosystems, business systems, and so forth).”.18 To describe the GORegion’s future Maritime RIP, we start with VINNOVA’s definition of a generic innovation platform and add the qualifiers, regional, meaning applicable within a geography larger than a single location; and maritime, the domain of activities that involve business conducted on, under, or via the Seas, the central purpose (from its users’ point of view) for creating the Maritime RIP. The major port cities in Skåne, Blekinge, and eastern Sjælland constitute the initial geography for the Maritime RIP. Its value is measured by the variety and quality of transactions that it enables, its ease of use, the systems that it internally supports, the ability of individuals to alter and add to the operations of the Maritime RIP, and resulting adaptations in the GORegion itself that enable individual members and groups to accomplish some or all of their stated goals through use of the Maritime RIP.
MEMBERSHIP. Informed participation by the lay population as well and by knowledgeable professionals increases the value of the Maritime RIP as a large-scale innovation engine and as a device and methodology for promoting educational, organizational, and cultural development in the GORegion..19 This is the democratic basis of the Maritime RIP, the source of its power.
18 White Spaces InnovaNon in Sweden: InnovaNon policy for exploring the near possible, Phil Cooke and Arne Ericksson, VINNOVA 2011:10, September 2011. Cooke and Eriksson describe the current, most thorough concept of the ideal innova^on pla]orm. The concept was first championed as an alterna^ve to the mediocre hub and cluster concepts in the 2009 VINNOVA publica^on, The InnovaNon PlaMorm: Enabling balance between growth and renewal, Niklas Arvidsson & Ulf Mannervik – Normann Partners, VINNOVA 2009:25, October 2009. White Spaces is based on research conducted mainly in Malmö and Region Skåne. 19 It’s important to dis^nguish between this use of the term innovaNon plaMorm, as a meta-‐social network, and its use in the past to describe a technology that supports mul^ple applica^ons and new inven^on. The VINNOVA defini^on deals with human agency, the enhancement of human understanding and successful ac^on in the world.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
36
CONSTITUTIONAL PURPOSE. The Maritime RIP’s foundation is a community of individuals and organizations committed to the premise that, in a region dominated by maritime commerce, there will be challenges and opportunities that the Maritime community must proactively and practically address and manage. The community comprises all active stakeholders in the Greater Oresund Region. The supporting framework must be designed and implemented with the intention to serve two million or more “regionalistas” eligible and invited to participate.
ORGANIZATION. The Maritime RIP societal component is organized as a multi-regional and independent public institution. Leadership is chosen from among the agencies, enterprises, political organs, civil groups, schools and individuals who comprise the Maritime RIP’s audience. The initial leadership is provisional. One of its first tasks is to develop an efficient, democratic system for management and participation. This is indeed both a delicate and a crucial assignment.
MANAGEMENT. The Maritime RIP infrastructure is managed by technical staff reporting to the formal leadership. User participation is managed by selected, well-trained facilitators, moderators, and researchers whose focus is Maritime RIP use cases, interactions, and outcomes.
SERVICES. The principal services that will be available via the mature Maritime RIP, clustered by category of activity, are: 1
Communication networks and protocols for... Announcements and news about the GORegion as a maritime region Invitations to participate in tasks and events related to regional development Fractal management: initiatives proposed by leadership and from the bottom-up Decision-making systems that encourage involvement in relevant projects Personal expression platforms via blogs, forums, topic groups (i.e., USENET model)
2
GORegion communal self-awareness and development via real-time: Community demographics, economic indicators, cultural commentaries Situation awareness: state of the GORegion, port cities and ports Descriptions of notable community features, social phenomena, and research Profiles of member organizations, contacts, and evolving group sub-systems Organic identification, prioritization, and action on challenges and projects
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
37
3
Activities, task definition, and project management: systems and tools for... System management, maintenance, and optimization Community participation and collaboration in challenge/crisis identification and solution generation Formal consultation, coordination, and collaboration services Segmented services for public agencies, enterprises, SMEs, NGOs, educational and cultural institutions, and grassroots civic groups Cooperative and coordinated strategizing and action, especially among agencies and enterprises, to extract what the region needs from national and EU policymakers.
4
Education, edification, and involvement: processes and systems for... Experiential learning and knowledge combination Globalism and holistic problem-solution platforms Fractal management of maritime phenomena (i.e., ubiquitous care and concern) Entertainments that lead to self-awareness of the GORegion as a maritime region Research and development for evolving the Maritime RIP to adapt to and anticipate the changing needs
5
Situation awareness regarding the objective state of the GORegion and its parts Visualization and virtual worlds for rapid sharing of “state” and “status” information Devices for interacting and manipulating data and its presentation-geared for individuals as well and communities Issue advocacy via direct linkages to policy- and decision-makers Reports and conversations on specific elements of GORegion topics, life, and events Archived information and presentations on aspects of GORegion life Collaborative technologies that enable more rapid ideation and prototyping of important technical, marketing, and management innovations for use in the GORegion and also for sale to partners MIPs in Europe and worldwide.
6
Globalism Opportunities for autonomous, self-directed action and collaboration Linkages to similar regions elsewhere in Europe and around the world for global action collaboration Forecasting technologies and futurist social networks for anticipating issues Development of technical systems that serve these new responsibilities and engagements as current technical systems cannot
7
Theme-ing and branding Regional identity, expression, and development as the purest, most essential and sustainability-providing 21st and 22nd Century forms of social innovation.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
38
D. Expressing Global Leadership: The World Maritime Center and Port-City Satellite Centers The Maritime RIP’s first form will depend on its initial mandate and change within the constructs of that purpose over time. For now, ATAB is working with its most recent renditions of the “World Maritime Center” proposed to Malmö stad and various regional leaders in maritime and urban development. As a network, the Maritime RIP has no physical manifestation except for its human interfaces at different scales and for different purposes. However, experience tells us that complementary physical expressions of networks are necessary for individuals and communities to identify with, navigate, and make use of network-supported environments. Graphical representations of complex networks are never satisfying, so we present only a very simple map that approximately locates the Maritime RIP’s social and technical network infrastructure. In addition to its local network, the WMC will be linked with other maritime regions via a global digital network. For the GORegion Maritime RIP, two types of physical expressions are proposed. The first is a central institution, the physical “World Maritime Center” (WMC) that acts as a literal hub for the semi-circle of ports and port cities that constitute the virtual WMC. A logical location for this portion of the WMC is Malmö, for various reasons: proximity to services, adequacy of infrastructure, a pool of sophisticated talent able to operate the Maritime RIP’s technology and facilitate its social functions, centrality of its location, logistics, and adequate developable land near CMP, the most prominent and one of the largest GORegion ports. The WMC will be a hybrid institution, part network-management and R&D “laboratory,” part touristic/pedagogic exhibition about maritime in the GORegion and in the world at large. It will anchor a community of professionals providing back-office and other services to shippers, brokers, and the wider industry. The second physical expression of the WMC is the satellite centers established in port cities and population centers within the GORegion. Here citizens can have real-time experiences related to maritime and learn about (for example) working in the field, as a first step toward recruiting the best and brightest to work in the region’s expanding maritime industry. These centers will be staffed and maintained locally by paid personnel and volunteers, and act as the eyes and ears for the locales and surrounding regions, and also as incoming recipients and disseminators of information and knowledge shared on and by the network.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
39
Based on conversations with ports and port cities, each of the port cities interviewed for this project could easily host a WMC satellite center. It will come down to which cities want to play significant auxiliary roles in the evolution and growth of the WMC and the overall Maritime RIP. The main WMC center will be networked with partner maritime innovation platforms in other European locations and elsewhere in the world. The synergies that result will benefit the GORegion’s maritime community and further elevate its position as a global center of excellence. For the Malmö community, specifically, the WMC will anchor a substantial maritime industrial park and research center that is itself a formidable engine of innovation and regional development. This is the subject of a supplemental paper for Malmö stad that ATAB will share with Tillväxtverket on its completion.
Artists’ conception of a radically redeveloped Nyhamncajen in Malmö’s Middle Harbor, a potentially ideal site for the WMC. Nyhamncajen features a maritime-themed urban development comprising professional offices, residences, retail outlets, and entertainment venues including public-access ways, parks, and scenic views of City Center and the Sea. (From Copenhagen Malmö Port’s “Vision 2020” planning document.)
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
40
Partial Interior of “Palaemon,” The World Maritime Center (West Hall conception by ATAB Designer Zern Liew) (Palaemon is named for the Greek god, commonly portrayed as “The Boy and the Dolphin,” who looks after sailors in distress.)
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
41
Chapter 7
Strategic and Tactical Planning and Action Forecasting is an inexact science. For this report, based on expert sources, we assumed a cumulative 15-20 percent annual increase in maritime commerce traffic through 2020 and a cumulative 30-40 percent increase through 2030. These are dramatic increases. Even if the forecasts are high, substantial GORegion investments in infrastructure, social organization, and training still are warranted. Moreover, for port cities to fully benefit from hosting ports, and for ports to reciprocally benefit from port cities’ support, a new class of public servants – maritime cultural and pedagogical workers – should be acquired by ports and port cities, perhaps on a shared basis. Their task is to enlarge and enhance the interface between the ports and the cities; and also, to establish a “maritime esprit” that the International Association of Port Cities reports has been proven a vital ingredient to successful port city and port partnering.20 Planners and policymakers must become comfortable working in the new environment in which maritime is a dominant force. One way to do this is to anticipate and address key formative issues. Many of these issues are implicit in the list of services to be carried out by the World Maritime Center and the GORegion Maritime RIP, listed in Chapter 6, Section C, above. A Swedish innovation-management expert interviewed for this study spoke strongly of the need for “concrete methods to pull together innovation-platform participants.” Innovation platforms (IPs) are widely championed as sources of continuous social and technical innovation. Theoretically, they succeed because they create incentives for organizations and individuals from different backgrounds, with different skillsets and points of view, to come together to deal with large, even “grand” challenges facing nations, regions, and societies. Besides funding, foremost among these incentives is access to the innovations – ideas, services, and products – that the IP generates.
20 The Port Center Concept, Greta Marini, Interna^onal Associa^on of Ports and Ci^es (in French, AIVP), 2012.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
42
However, at the onset, the rewards for participation are uncertain; it will take awhile for tangible results to manifest. Until they do become available, the possibility that the outcomes may benefit some participants more than others tests the good-faith participation of all actors and may compromise the objectivity of some. No wonder the innovation-management expert also noted that despite the hopes pinned on innovation platforms, getting their diverse teams “to work together well really is difficult.” We have learned quite a lot about innovation and its management, and policymaking and planning as its precursor, in the last 75 years. We have a good idea what works and produces good outcomes and what doesn’t. Certain objective conditions must prevail – funding, adequate organization, and solid project plan – but equally important, and less amenable to prior analysis, is a flexible, comprehensive approach to planning, capable and creative leadership, and a shared vision of the IP’s mission that is urgent, inspiring, and thoughtful. When implementation is required on a broad front, openness is required also.21 We believe that a maritime regional innovation platform (Maritime RIP) starts out with certain advantages. A RIP is not abstract. It has immediate clients, the region and the people who live and work in it. It is accountable to others besides the participants themselves which helps with cohesion. Also, the maritime-focus guarantees that the RIP team will be engaged in dealing with large and grand challenges almost immediately, with outcomes shortly to follow. Demanding circumstances quickly consolidate multiple visions into a single vision, especially with competent leadership capable of identifying and using constraints and opportunities to gain buy-in. Based on the literature on planning for uncertain futures, our planning experience, and our sense of how urgent the situation is, we propose the following process to guide the creation of a Maritime RIP and a World Maritime Center. In the real world, this process will be continuous, iterative, inclusive, and adaptable. For this report, we describe the process in linear terms: phases conducted by specific types of people to achieve limited, pre-specified goals. It’s important to keep the differences in mind. Writing is pedantic. The actual work will be exciting and inviting, more than we can imagine!
21 An “Open” Approach to InformaNon Policy Making, Robert Jacobson, Ablex 1989.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
43
PHASE 1. DEEP RESEARCH. Maritime RIP planners must understand and deeply appreciate the character and composition of the GORegion and its emerging maritime context: what the future portends and what the region can best do in response, The EC calls this “smart specialization”: identifying and then playing to a region’s strengths. 22 This research will use ethnographic methods to inventory the region’s perceived strengths and weaknesses in the face of perceived challenges: growing maritime commerce, the globalization of the maritime industries, and the strengthening of bonds among the many stakeholders in a future Maritime RIP and WMC – not least, the cities of Malmö and København who co-own the region’s largest port, Copenhagen Malmö Port and are developing many positive correspondences hearkening back to Hanseatic League days. Deep research has to “go deeply” into possible challenges and preliminary desired responses. Objective tools for deep research include regional development techniques, trend analysis, and linear programming. Subjective tools include scenario planning, charrettes, and visualization/simulation techniques.23 Testing of alternative visions and frameworks to guide the overall effort can be expedited by first envisioning and characterizing the Maritime RIP and WMC, thereby applying to the process the most important human-imposed constraint.
PHASE 2. DEPLOY PLEXUS
IN ITS PLANNING MODE.
PLEXUS is the name we’ve given to the underlying fabric of the WMC and the Maritime RIP. PLEXUS will make possible the implementation of the WMC and the Maritime RFP – their social organization, technological base, and the purposes they must fulfill. PLEXUS is recursive. Just as railroads are used to build new railways, PLEXUS contains within it the methodology for its planning, development, implementation, and proliferation. “Plexus,” a word invented by the medical profession in the 17th Century, refers to any complex network of life-support – in those days, the human nervous and circulatory systems. Plexus was derived from the Latin word for “to braid,” plectere. The PLEXUS we propose, a kind of “braided” technology combined with a user-based, selfreplicating social organization, is the most effective and efficient way to support the WMC and Maritime RIP – both their development and their operation. The system is simple, somewhat like an organic, living Lego set, but its full description would fill too many pages for this report. We have included the description as Annex 3, attached to this report. 22 Guide to Research and InnovaNon Strategies for Smart SpecializaNon (RIS 3), Smart Specializa^on Pla]orm, EU Regional Policy, March 2012. It may be smart but it seems rather simple – even simplis^c. Hasn’t playing to one’s strength’s always been the best strategy and produced the best tac^cs? Well, it’s nice to be ra^fied. -‐ RJ ] 23 Strategic Scenario Planning: Enhancing Cluster CompeNNveness and CapabiliNes Through Large-‐Scale IntroducNon and FacilitaNon, Ma_hew Spaniol, a proposal, Danske Mari^me, 2013 (a_ached in Annex).
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
44
In short, PLEXUS uses virtual-worlds and physical places – the WMC and satellite centers initially located in the GORegion’s ports and port cities, and other locations into which it ® grows – to create a perpetual learning environment, or “Zone of Awareness. ” In this case, the Zone of Awareness will be dedicated to providing its “residents” with an understanding of the interaction of maritime phenomena (business, techniques, technology, social impacts, opportunities for social and commercial exploitation, and so forth) with the life of the GORegion and the people and communities who populate it. Different communities of interest will find different uses for PLEXUS. They will be encouraged to discover these uses and provided with the training and tools to innovate and collaborate, thereby to invent means for supporting and refining these uses. So, for example, one stratum of information and services may be available to maritime professionals, who are responsible for its maintenance and development; another for marine ecologists and others concerned with sustainable uses of sea life and the marine environment; a third for geographers and economists studying the evolution of the GORegion as a burgeoning maritime power; a fourth for farmers, agronomists, agricultural enterprises and associations; and so on. For teachers and students, and the population at large, PLEXUS will (with user involvement) develop and feature learning systems, “serious” games, and simulations that can contribute to the GORegion becoming a superlative learning society able to branch out into any number of productive activities, enterprises, and industries. As an engine of experience and shared knowledge, PLEXUS will generate new jobs, even jobs that do not exist today, opening paths to participation in society for new residents of the region and other currently underutilized citizens.24 A PLEXUS development team, a contemporary version of an industrial “skunkworks” (usually an elite corps of capable innovators and implementors), will be responsible for PLEXUS’ design, development, deployment, and operations based on GORegion characteristics, competencies, and challenges to be met as the region adopts to its new maritime situation. The team also will have promotional and marketing responsibilities, working in cooperation with public agencies, commercial enterprises, and civil organizations, in case the decision is made to sell the model – PLEXUS, the WMC, and Maritime RIP – in other regions of the world, and then to network with those regions, forming a global maritime Zone of Awareness … and action. Global grand challenges may require it. For more information on PLEXUS and its development, please read Annex 3.
24 Significantly, women and girls, who oLen experience difficulty finding careers in technology and management, have a high ap^tude for inven^ng and working with the types of social and emo^ve media on which PLEXUS will rely.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
45
PHASE 3. DEPLOYMENT
AND TRAINING.
Initial users of PLEXUS, the early adopters, will be drawn to the project of their own accord. Typically, early adopters are keen to explore systems and willing to self-educate themselves in terms of specifying operational objectives and acquiring the knowledge necessary to achieve them. Their enthusiasm and abilities should not mislead project managers regarding the training that most future PLEXUS users will require, at least in the early stages of system roll-out. Pedagogical experts from universities and training facilities will be called upon to develop curriculums for users in different situations and with different competencies. These curriculums will be flexible to suit diverse user groups and individual users. For initiatives like the WMC and Maritime RIP, the goal is for existing users to educate new users much as they do in other domains. Ultimately, PLEXUS will be self-replicating and self-governing.
PHASE 4. DISCOVERY. When PLEXUS has been prototyped and refined, researchers and experienced users can begin discovery. Discovery in this case will be a systematic process of investigation to uncover the optimal uses of PLEXUS in support of the maritime mission, and specifically how the WMC and Maritime RIP can be optimized to promote GORegion selfawareness, community identities, collaboration networks, the evolution of social organization and relevant technology, and the new science of understanding embodied in PLEXUS. In applied problem resolution contexts, users may begin tackling sophisticated environmental issues, advocating policy, and launching and working on campaigns for sustainable, high quality of life conditions for life and work in the GORegion. Special concerns will be how to use the WMC and Maritime RIP to promote cooperation among ports and port cities, and between them and providers of infrastructure, policymakers, and essential commercial enterprises – and of course, how a maritime esprit can be inculcated among the citizenry, generating popular understanding of and support for initiatives necessary to the GORegion’s emergent maritime character and economy. It’s easy to speculate what a socio-technical system like PLEXUS can do, how it will be used is up to the people who use and benefit by it. This is the truest evocation of the “Triple Helix,” only now the helix is quadruple with the participation of the populace.
PHASE 5. CONTINUOUS
REFINEMENT AND REPURPOSING.
Abundant interactions will require the constant monitoring and adjusting of PLEXUS and the WMC and Maritime RIP that it supports, with one overarching purpose: to drive, develop, and elevate the GORegion as a dominant maritime region. These include interactions between the system and the specific
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
46
industrial and social environments in which it functions and interactions among the various user populations and the uses they make of the Maritime RIP. The sum total of these events will be the macro-interactions occurring via PLEXUS between the WMC, the Maritime RIP, and the GORegion. Relentlessly they will reshape each other as they seek singularity – the integration of the WMC and Maritime RIP with the GORegion’s maritime destiny, with PLEXUS as the “place” in which all interests meet to innovate, collaborate, debate, and evolve the region that provides them sustenance and value. Monitoring and anticipating these interactions permits the development of further metrics and methods to assess and improve the operation of all elements involved in the process of maritime regional innovation and development.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
47
Chapter 8
Development and Funding A. Wise and Prudent Investments in Our Future PLEXUS, the WMC, and the Maritime RIP are each large projects, albeit ultimately parts of an interconnected whole. While their combined value to the GORegion can be immense, we return to the problem faced by all nascent innovation platforms: they are unprecedented. Thus they are risky – but it is difficult if not impossible to imagine what can substitute for them, given the tasks each must carry out to ensure the GORegion’s future adaptability, sustainability, and resilience in the face of awesome human and environmental challenges. Each component has antecedents that partly accomplish, on a much smaller scale, what this ensemble is capable of doing as a whole. So while they require a good deal of innovation in terms of development and application, they do not require a lot of a priori invention. Nor are these projects as expensive or complex as was the Fixed Link, Malmö’s City Tunnel, or the general development of the GORegion as a creativity and information society that has retained its regard for agriculture and nature as essential to the good life. Nevertheless, they are challenging in their own ways – not least, in developing the collective mindset that believes they are necessary and possible. But in our opinion and that of experts with whom we have spoken, they will be prudent investments in the GORegion’s future. When increased productivity and prosperity in the GORegion, the ability to take on grand challenges like mitigating the local effects of climate change, and an overall higher quality of life for the citizens of the GORegion are taken into account, these developments may be among the region’s wisest investments ever. The moment is uniquely opportune, as it was when the Hanseatic League turned a backward region of Europe into one of the Continent’s most important, dynamic, and prosperous societies, Developing PLEXUS is a three-year project. The WMC and satellite centers are together a one to three year project that will result in a vibrant, stable, and adaptive Maritime RIP. Properly staged and managed, these projects constitute a bold, five-year, region-wide megaproject that can be completed by the end of the decade or sooner – none too soon in the face of oncoming waves of change in maritime commerce, the physical environment, and the world at large.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
48
As a pre-study, this research project did not provide for production of a full-blown development plan with budget and timetable. Producing a complete development plan for the WMC and Maritime RIP, based on PLEXUS or some other foundational system, is an appropriate and timely follow-on project.
B. Initial Cash and In-kind Funding Logical initial cash and in-kind funding sources are this project’s principal initial beneficiaries:
Port cities and ports Traders and shippers Secondary and tertiary industries Maritime professional-service firms Technology and service providers Public agencies and NGOs Universities and training centers Purchasers of expertise gleaned from this experience
Other, traditional funding sources include the EC, as part of its 2014 “Blue Growth” Initiative; Tillväxtverket and VINNOVA in Sweden, DASTI and EBST in Denmark; national, regional, and private development funds; and public and private foundations.
C. ATAB’s Post-WMC Project Activities As part of its activities for this project, ATAB prepared a proposal for VINNOVA’s VINNVÄXT regional-development grant program. ATAB’s proposal, VINNOVA remarked, was creative and ambitious, but there were not the means locally to acquire the necessary support required of a credible application. (The VINNVÄXT proposal is included with the Supplemental Documents.25 If comity and serious cooperation can be achieved, there is every chance that the majority of Maritime RIP-development expenses can be met with EC funds, either from DG MARE’s 2014 “Blue Growth Strategy,”26 or DG Enterprise & Industry’s many programs serving economic development, transport, maritime, innovation, and smart specialization. 25 This is typical of the problems trying to organize mul^-‐party ini^a^ves in the GORegion: separate short-‐term agendas and large distances separate ports from one another, even though they are not compe^^ve. This situa^on underscores the need for a GORegion Mari^me RIP to provide such coordina^on. 26 EC Mari^me Affairs, “Blue Growth,” h_p://ec.europa.eu/mari^meaffairs/policy/blue_growth/index_en.htm/.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
49
Blue Growth is of special interest, since the GORegion generally and the WMC and Maritime RIP in particular each conform to DG MARE’s plans for supporting sustainable use of the Sea to drive development on the land. In the process of conducting this pre-study, ATAB established good relations with key EC division leaders and regional managers. We intend to solicit DG MARE’s early attention with proposals such as the Maritime Ensemble Network.27 Also based on this project, ATAB is seeking a grant from VINNOVA to develop a maritime advocacy-platform that can advise the Swedish Government on receiving Blue Growth funding for our national maritime projects.28 Following completion of our formal responsibilities to Tillväxtverket, ATAB presented the ideas in this report at the annual meeting of the International Association of Ports and Cities in Helsinki, 13-14 July 2013.29 Besides Helsinki, the host city, Malmö was the only Nordic city represented at this important conference. We described the WMC project and promoted the GORegion as an excellent testing ground for other projects and their prototypes. Response to our presentation was extremely positive and heartening. We are approaching several cities in Europe and Latin America about collaborations somewhat like those discussed in this report.
D. Coda Other maritime regions, like Bremen, Rotterdam, Shanghai, and Singapore are preparing initiatives similar if not as bold as those discussed in this report. They too wish to accelerate and promote their innovativeness and creativity. When DG MARE’s Blue Growth opens next year, it is going to be at the center of a hurricane of claims on its resources. The GORegion should be prepared to compete ferociously.30
27 “A strategy for promo^ng Europe’s mari^me ensembles to build public awareness & poli^cal support for large-‐scale, holis^c policies & planning,” ATAB, 18 June 2012, presented to DG MARE (a_ached). 28 "Na^onal advocacy pla]orms for increased par^cipa^on in Horizon 2020," VINNOVA, Program descrip^on in Supplemental Documents (Swedish). h_p://www.vinnova.se/sv/Ansoka-‐och-‐rapportera/Utlysningar/Effekta/Na^onella-‐ paverkanspla`ormar-‐for-‐okat-‐deltagande-‐i-‐Horisont-‐2020/ 29 "Building a Mari^me Innova^on Pla]orm in the Oresund Region: Restoring Mari^me Culture and Esprit for Our Mari^me Future," Robert Jacobson, Annual Mee^ng of the Interna^onal Associa^on of Ports and Ci^es, 13-‐14 June 2013, Helsinki.h_p://www.aivp.org/helsinki/en/2013/05/28/building-‐a-‐mari^me-‐innova^on-‐pla]orm-‐in-‐the-‐oresund-‐region-‐ restoring-‐mari^me-‐culture-‐and-‐esprit-‐for-‐our-‐mari^me-‐future-‐2/ Please request a copy of the paper from ATAB. 30 Blue Growth: Scenarios and drivers for Sustainable Growth from the Oceans, Seas and Coasts, European Commission, DG MARE, 13 August 2012, Annex 5 Cluster reports (included in Supplemental Documents).
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
50
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
51
Poster for EC Maritime Directorate 2012 Meeting On Maritime Spatial Planning, precursor to the forthcoming Blue Growth Initiative in 2014
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
52
Chapter 9
Pre-Study Recommendations FIRST PRIORITY: Within Tillväxtverket, prepare for the Greater Oresund Region’s future as a dominant maritime region. Make it a permanent programmatic priority.
SECOND PRIORITY: Commission ATAB to follow-up this pre-study with an adequately-funded project that leads to production of an actionable development plan, with startup funding, to begin formal development of PLEXUS, the GORegion’s future Maritime Regional Innovation Platform, the World Maritime Center, and WMC satellite centers.
OTHER RECOMMENDATIONS: 1
Appoint an internal “GORegion Steering Committee” to organize and conduct various policy-research and planning activities in behalf of the constituent Regions and Sjælland, including tasks spelled out in these Recommendations.
2
Sponsor and collaborate in a Phase Two, post-pre-study WMC project resulting in a complete and workable development plan for the WMC and Maritime Regional Innovation Platform, IP, enabling large-scale fundraising to take place.
3
Convene several visioning charrettes and planning workshops throughout the GORegion to educate the populace about coming changes. Characterize the proposed WMC and Maritime Regional Innovation Platform.
4
Sponsor research to determine the contents of an ideal Maritime Element that can be incorporated in regional and municipal general plans. This Maritime Element should contain explicit standards for its completion and publication.
5
Sponsor the immediate preparation and presentation of a regional response to the EC’s forthcoming (2014) “Blue Growth” Initiative.
6
Sponsor the revision, refinement, and submission of a qualified proposal for VINNVÄXT proposal to VINNOVA and similar proposals to other agencies for longterm development funding of maritime initiatives in the GORegion.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
53
Annex 1 Interviewees and Consultants Advisors & Interviewees Affilia^ons for iden^fica^on purposes only.
Dr. Chris^ne Isakson, Ph.D., Post-‐Doctorate Fellow, Stanford Program, Stanford University
Ursula Hoebeke, General Manager, Henrik Smith Residence, WMU, Malmö
Søren Kielgast and Dr. Tomas Vedsmand, Partners, GEMBA Innova^on A/S, Vedbæk, Denmark
Helena Broomé, Chairwoman, Malmö Harbor Businesses Associa^on, Malmö
Jens Henrik Møller, CEO, GEMBA Seafood Inc., Vedbæk, Denmark
Bo Reimer, Professor, Media Studies, Malmö högskola, Malmö
Christer Persson, Co-‐Founder, Eksploria AB, Malmö
Ma_hew Spaniol, Danske Mari^me, København
Teresa Jonek, Research Director, Almega, Stockholm
Susan Schwartz, YouWho Brand Management, San Mateo, California, USA
David Carlson, CEO, Designboost, Malmö
Björn Bergman, CEO, Svenska Stadskärnor AB (Swedish City Downtowns Associa^on), Malmö
Mads H. Odgaard, Danish Technical Ins^tute and Odgaard Consult, København Nicolai Okkels, Triagonal (Informa^on Design) A/S, København Debra Jane Zeller, Art Curator and Import/Export Consultant, Tucson, Arizona, USA Thomas Alsev Christensen, Director, and Søren Jensen, Chief Consultant, DASTI, København
Dr. Phil Cooke, Professor, Centre for Advanced Studies, Cardiff University, Wales, UK Dr. Donald Walsh, Interna^onal Marine Incorporated, Myrtle Point, Oregon, USA Donald Pickering, CEO, and Donald Davis, CTO, One Ocean, Inc., Sea_le, Washington, USA Jakob LeFevre, CEO, Job2Sea.com, København
Dr. Jonas Ma_hing, SP, Swedish Research Ins^tute, Malmö
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
54
Universities
Maritime & Marine Institutions
World MariPme University (Malmö)
SEA-‐U Marine Science Center (Malmö)
Dr. Björn Kjerfve, President
Michael Palmgren, CEO
Eva Holtén, Assistant to the President Neil A. Bellefontane, Vice President (Academic); Professor Olof Lindén, PhD, Director, Research & Doctoral Programs; Professor, MEM Anders Ihr, Director of Administra^on Henrik Nilsson, Research Associate Chris Hoebeke, Chief Librarian Malmö Högskola (Malmö) Dr. Eva Enquist, Vice Rektor (re^red) Dr. Anna-‐Karin Alm, Project Leader, Malmö högskola, Malmö Blekinge Tekniska Högskola (Karlskrona) Göran Broman, Professor, Director, Sustainability-‐ Driven Innova^on Group Lund University (Helsingborg) Mats Johnsson, PhD, Professor, Packaging Logis^cs; Program Manager, Logis^cs Service Management
Swedish Sea Rescue Society Museum, Kåseberga (Ystad) Thank you, very friendly Veteran Rescuers and Curators! MariPme Development Center of Europe (København) Steen Sabinsky, Director Jan Boyesen, Business Development Director Danish Shipowners (København) Peter Bjerregaard, Execu^ve Director European Commission (Brussels) Carla Montesi, DG MARE, Director, Region 5, North and Bal^c Seas Reinhard Buescher, DG ENTERPRISE & INDUSTRY, INNOVA Transportgruppen, Svenska hamnar (Swedish Ports) (Stockholm) Mikael Castanius, Branch Manager InternaPonnal AssociaPon of Port CiPes (Le Havre, France) Dr. Greta Marini, Interna^onal Development Bruno Delsalle, Deputy Director World Port of Los Angeles (Los Angeles, California) Dr. Geraldine Knatz, Execu^ve Director Annenberg FoundaPon (Los Angeles, California) David Confor^, Director, Special Projects (Dock One)
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
55
Public Agencies Sweden, Office of the Minister of infrastructure (Stockholm)
Blekinge Region (Karlskrona) Daniel Sköld, Director, Bal^c Mari^me Science Park
Honorable Catarina Elmsäter-‐Svärd, Minister
Linus Karlsson, Region Blekinge
Åsa Löfling, State Secretary
Swedish MariPme AdministraPon (Nörrkoping)
VINNOVA (Stockholm)
Ann-‐Catrine Ze_erdahl, General Director
Lars-‐Gunnar Larsson, VINNVÄXT Program Head
Swedish MariPme Forum (Stockholm)
Trafikverket (Swedish Transport Agency, (Stockholm)
Anna Hammargren, Coordinator
Elin Sandberg, Strategic Planner
Swedish Marine Technology Forum (Uddevalla) Karina Lineér, Managing Director
Region Skåne Peter Askman, Environmental Strategist, Kris^anstad Mats Petersson, Infrastructure, Kris^anstad Ann-‐Marie Camper, Skånes Sea and Waters, Simrishamn Tony Spodnjak, Invest in Skåne, Malmö Sustainable Business Hub Scandinavia AB (Malmö)
MARKIS (Interreg IV-‐A, Skagerrak & KaQegat) Agne_a Pe_ersson, Project Leader, Region Våstra Götalands Danish MariPme AdministraPon (København) Mogens Schrøder Bech, Head of Division Danish MariPme Museum (Helsingør) Jørgen Selmer, Director/Curator
Håkan Knutsson, Execu^ve Director
Kimo BalPc Sea (Simrishamn)
Media EvoluPon City (Malmö)
Jan Lundmark, CEO
Christer Månsson, Execu^ve Director
Fredric Strömberg, Project Manager
Magnus Thure Nilsson, Vice President Sten Selander, Business Development Director
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
56
Port Cities Helsingborg Ulrike Stålnacke, Council Member, Harbor Commission Chair Karlshamn
Christer Larsson, City Planner, City Planning Department Carina Rafstedt, Assistant to City Planner, City Planning Department
Sven-‐Åke Svenson, Council Chairman
Göran Rosberg, Informa^on Officer, Planning Department
Göran Persson, City Manager
Göran Larsson, Director, Cultural Department
Karlskrona
Magnus Metz, Exhibi^on Chief, Mari^me Specialist, Cultural Department
Mats Lindblom, Deputy Mayor KrisPanstad (majority owner of Åhus Port)
Olga Schlyter, Assistant Curator, Historic Buildings, Cultural Department
Jan Pålsson, City Manager
Katarina Carlsson, Head of Development, Cultural Department
Køge
Bo Gen^li, Librarian, Archives, City Library
Eric van Leenen, Interna^onal Coordinator
Pehr Andersson, Director, Economic Development Office
Landskrona Torkild Standberg, City Council President
Agneta Nilsson, Business Development Officer Stefan Månsson, Business Development Officer
Malmö stad Anders Rubin, Vice Mayor, Infrastructure/Educa^on Katarina Pelin, Director, Environment Department Trevor Ian Graham, Project Manager, Environment Department Per-‐Arne Nilsson, Environmental Strategy Branch, Environment Department Anita Tapper, Finance Officer, Urban Development and Climate, Environment Department
Simrishamn Niklas Geidenstam, Planning Department Trelleborg Jonas Rosenkvist, City Manager Ystad Kris^na Bendz, Mayor
Rasmus Fredriksson, Project Leader, Urban Development & Climate, Environment Department
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
57
Ports
Port of Køge / Scandinavian Transport Center
Åhus Hamn & Stuveri AB (Åhus Harbor & Stevedoring AB)
Anders Larsson, Öresund Dockyards (port tenant)
Thomas Elm Kampmann, CEO
Frederick Åsare, President
Simrishamn Harbor
Copenhagen Malmö Port
Madeleine Lundin, Marint Centrum (not in town during visit)
Prof. Peter Maskell, Chairman of the Board Anders Rubin, Former Chairman of the Board
Port of Landskrona (owned by Norsk Hydro)
Johan Ros^n, CEO
Lars Nisson, Port Director
Lennart Pe_ersen, Deputy CEO Gert Nørgaard, Director, Strategy & Planning Port of Helsingborg Andréas Eriksson, Marke^ng & Informa^on Director
Port of Trelleborg Agneta Nilsson, Communica^ons Manager Port of Ystad Johan Lundqvist, CFO/EVP
Karlshamn Port Mats Olsson, CEO Port of Karlskrona Anders Jaryd, Chief, Technical Division, City of Karlskrona Tore Almhöf, Chief, Strategic Planning, Organizer, Bal^c-‐Link
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper cre
58
Annex 2 References 150 years with the Port of Trelleborg, Ingrid Wall, Trelleborgs hamn, October 2012. “Baltic-Link corridor – part of the Trans-European Transport Network, TEN-T,” Baltic-Link Association, Kommunledningsförvaltningen, 2012-3. “Blue Growth: opportunities for marine and maritime sustainable growth,” Communication from the Commission to the European Parliament, The Council, the European Economic and Social Committee and the Committee of the Regions, 13 September 2012. Case Study—The Global Maritime Knowledge Hub, Torger Reve and Marius Nordkvelde, BI Norwegian School of Management, Department of Strategy and Logistics, Report No. 1/2010. City Dock #1, A Proposal to Develop a World Class Marine Research Center at the Port of Los Angeles, The Port of Los Angeles, Commission welcomes “historic” agreement on new Trans-European Transport Network,” EC press release IP/13/478, 30 May 2013. Danish Maritime Cluster (DKMK), Maritime Development Center of Denmark, 2011-14. “Danmarks maritima tillväxtplan,” Mogens Schrøder Bach, Sjøfartsstyrelsen, Danmark, presentation at Swedish Maritime Day, Göteborg, 9 April 2013. “European INNOVA Conference 2012 Charter: Towards an Effective European Ecosystem for Competitive New Industries,” INNOVA and DASTI, 2012. “EU to support the upgrade of Swedish maritime infrastructure,” Trans-European Transport Network Executive Agency, 28 February 2013. “Framtidens hamn – från bromsklots till vasst logistikföretag,” Erik Froste, Södertalje Hamn, presentation at Swedish Maritime Day, Göteborg, 9 April 2013.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
59
“From clusters to platform policies in regional development,” Phil Cooke, Erhvervsstyrelsen (DK), 2012, http://regionalt.ehrversstyrelsen.dk/forskerartikel_regional_development/. "Gateways, Corridors, and Global Freight Distribution: Transpacific Issues," Jean-Paul Rodrique, Canada’s Asia-Pacific Gateway and Corridor Research Consortium, Gateway and Corridor Workshop, Regina, Saskatchewan, February 21 2007 (in Supplemental Documents). Green Bridge on Nordic Corridor, 2011-EU-21010, European Union, July 2012. “Havsmiljö, maritim strategi och maritim innovation,” Lisa Emelia Svensson, Regeringens havs- och vattenambassadör, presentation at Swedish Maritime Day, Göteborg, 9 April 2013. “Helsingborgs hamn: The harbor in bullet points,” Helsingborgs hamn, 2013. “Havsplanering ur ett svenskt perspektiv, hur avväga intressen?” Ingela Isaksson, Länstyrelesen Västra Götaland, and Joacim Johannesson, HaV, presentation to Swedish Maritime Day, Göteborg, 9 April 2013. “Hög tid för jobb- och tillväxtsatsning I sydöstra I Sverige,” Catharina Elmsäter-Svärd, Infrastrukturminister, Näringsdepartementet, Swedish Government, 2013-02-27. Internetworking function of Sea and Waters of Scania, Ann-Marie Camper, coordinator, Skånes Hav och Vatten, Marint Centrum, Simrishamn/Region Skåne, slide presentation, 2013-04-11. Kort om Innovationsnetværk Service Platform, (DK) Styrelsen for Forskning og Innovation, 2012. Karlskrona bygger vidare! Karlskrona kommun, 2013, www.karlskrona.se/sv/VisitKarlskrona/ Landskrona hamn, Landskrona Hamn AB, 2012. Malmöföretagen – förr och nu, Rikard Smitt, Project Management AB, 2007. Maritime Action Plan of the Free Hanseatic City of Bremen, Der Senator für Wirschaft und Häfen, Freie Hansestadt Bremen, Ministry of Economic Affairs and Ports, May 2011. “Maritime Regional Innovation Platform for Sweden’s Greater Oresund Region,” Atelier Tomorrow AB, presentation to the Global Network of Port Cities annual conference, “Culture and Competitiveness of Port Cities,” Helsinki, 13-15 June 2013. NetPort Karlshamn News, March 2013, www.netport.se
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
60
“New visitor attractions in Singapore and sustainable destination development,” Joan C. Henderson, Nanyang Business School, Nanyang Technological University, Singapore in Worldwide Hospitality and Tourism Themes, Vol. 2, No. 3, 2010, pp. 251-264. “Oresund Drydocks: Vi bygger et Marint centrum for framtidens sjöfart,” Anders Larsson, Oresund Drydocks/Oresund Heavy Industriest, presentation at Swedish Maritime Day, 9 April 2013. Oslo Region Maritime Cluster, Oslo Technopol KIS, 2011. Oversiksplan för Malmö – ÖP 2012, Planstrategi, Utställningsförslag, Malmö stad, January 2013, www.malmo.se/op/karta/ . The Port Center Concept, Greta Marini, International Association of Cities and Ports (in French, AIVP), 2012. Port Cities, 13:28 GMT, International Association of Cities and Ports (in French, AIVP), 2008. Port Vision 2030 shows the way for the Port of Rotterdam,” Nico van Dooren, Project Manager, Port Vision, Port of Rotterdam Authority, Port Technology International, 2013, www.porttechnology.org/. Port Innovation: Greener energy for innovative ports and terminals, Green Efforts, Jacobs University Bremen gGmbH,Workgroup Maritime Logistics, Bremen, 2012. “Regeringen skall börja bygga ut Europakorridoren,” Gunnar Sibbmark, VD och vice ordförande, Europakorridoren AB, Europakorridoren Nyhetsbrev 50, November 2012. Regional kulturplan för Skåne, 2011-2012, Kulturförvaltning, /Region Skåne, reviderard 2011-1027. “Sjötransporter i Östersjön efter 2015,” Carl Carlsson, Sveriges Redareförening, presentation at Swedish Maritime Day, Göteborg, 9 April 2013. Skilda världar? Malmös 1990-tal et kort historiskt perspektiv, Peter Billing, Malmö stad, 2000. Songs of Experience, Martin Jay, University of California Press, 2005. Strategic Scenario Planning: Enhancing Cluster Competitiveness and Capabilities Through LargeScale Introduction and Facilitation, Danske Marine, 2013. “Suzhou Special: Suzhou Industrial Park attracts millions of business tourists,” Zhou Furong and Fang Yi, China Daily, 2012-01-07.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
61
Svensk sjöfartsnäring – Handlingsplan för förbättrad konkurrentskraft, Regeringskansliet, Näringsdepartementet, Artikelnummer 2013:10, 17 januari 2013. De Svenska hamnarna, En grundbult I Sveriges näringsliv, Sveriges Hamnar, Transportgruppen, 2013, (slide presentation, www.sverigeshamnar.se/). Swedish Shipping, Hege Solberg, ed., Horn Forslag A/S, 2013-4. The Sea: A Cultural History, John Mack, Reaktion Books, 2011. The Human Shore, John R. Gillis, University of Chicago Press, 2012. The Smart Guide to Service Innovation, European Commission, DG Enterprise & Industry, Guidebook Series: How to support SME Policy from Structural Funds, 2012. Towards a Sustainable Maritime Transport Corridor: How Could Security and Safety Help Attain This Goal? Andria Benner, James McDonald, and Abderrahim Sallak, Master's Thesis, School of Engineering, Blekinge Tekniska Högskola, Karlskrona, June 2008. Trade Routes: What has changed, what will change? Economic Outlook, No. 1192, Euler Hermes (an Allianz company), February 2013. Transport Infrastructure and Network Adaptation to Climate Change: Issues and Strategies for Ports, presented at 2012 International Transport Forum Annual Summit, OECD, from UNCTAD AdHoc Expert Meeting on “Climate Change Impacts and Adaptation, ‘A Challenge for Ports,’”, 29-30 September 2011, Geneva, by Philippe CRIST, OECD International Transport Forum Research Centre. Utvärding av flaggskeppsinitiativet, “En industripolitik för en globaliserad tid,” Malmö stad response to open inquiry by EU Regionkomittén, as part of “Regions and Cities supporting Europe 2020, Europe’s growth strategy,” 1 March 2013, for conference held in Brussels, 10 April 2013. “Utvecklingsmöjligheter för det maritima näringslivet,” Panel Discussion, moderator Anna Hammergren, VD Sjöfartsforum, Swedish Maritime Day, Göteborg, 9 April 2013. Varför finns Malmö? Krisen I ett historiskt perspektiv, Mikael Stigendal, Möllevangens Samhällsanalys, Malmö stad, 1996.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
62
Varvsstaden, Kockumsområdet söder om Stora Varvsgatan: Kulturhistorisk utredning, Carola Lund, Maria Lundberg, och Olga Schlyter, Kulturförvaltning, Malmö stad, Fastigheten Hamnen 21:149, Rapport 2007:009. Vores Nye Region / Our New Region / Var Nya Region: Copenhagen & Malmoe / Köpenhamn & Malmö / København & Malmø, City of Copenhagen and City of Malmö / European Regional Development Fund, Interreg II – Öresund, 1999. “What role can Marine Spatial Planning play to implement ‘Blue Growth’?” Carla Montesi, Director, Directorate 5, North Sea & Baltic Sea, DG MARE, EC, Presentation to Swedish Maritime Day, Göteborg, 9 April 2013. Wikipedia entries on Skåne (Scania), Blekinge, Malmö, Karlskrona. “Ystad port sets a new record,” Ystad Hamn Logistik AB, 2013, www.ystad.se/.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
63
Annex 3 ® The Maritime RIP PLEXUS A Scalable, Flexible, and Integrated “Virtual & Physical” Support System for the GORegion Maritime Regional Innovation Platform
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
64
PLEXUS
Introduction The RIP PLEXUS is an idea for manifesting the GORegion Regional Innovation Platform (RIP) in both virtual and physical spaces – to fully leverage the social/collaborative aspects of the Internet, the emotive engagement of being present at physical locations, and the rich interactions between the two. THE PHYSICAL PLEXUS is made up of a cluster of Augmented Reality/Interactivity (AR/I) Nodes installed in locations of maritime significance, and anchored by a city’s WMC hub (the WMC office.) Each AR/I Node is a self-contained package of inexpensive electronics and sensors. Visitors to the location will be able to connect to the local Wi-Fi mesh created by these Nodes to access guided explorations of the location, AR interactive functions, social media services, and access to the information and collaborative services on the VIRTUAL PLEXUS. The WMC hub provides a central, physical location for administration, seminars and special exhibits.
THE VIRTUAL PLEXUS mimics the PHYSICAL PLEXUS in its architecture. The central hub will be the global WMC website. This is then surrounded by a cluster of related websites, portals and services; each of which provides services relevant to a different audience group such as the general public, school students, maritime industry representatives and related advocacy groups. Visitors to the VIRTUAL PLEXUS can access telepresence services on the AR/I Nodes such as real time webcam views and sensor readings; thus connecting remote visitors to actual locations.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
65
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
66
PLEXUS
Goals & Features Goals Engage experientially, socially and emotively across both physical and virtual spaces. Establish the presence of the GORegion Maritime RIP in both physical locations and virtual spaces.
Connect people, ports, cities, maritime industries, and marine sustainability with integrated activities.
Enable discovery by revealing what was previous hidden: stories on virtually guided tours, interactive Augmented Reality (AR), remote sensors and underwater telepresence probes.
Build and maintain the relevance and interconnectedness of: My port, My city, and My life.
Celebrate history and imagine future possibilities.
Features
Can be of any size and can be easily replicated to any city. Start small with just a WMC hub (office) and website. Extend by adding more web services and AR/I Nodes. Integrates physical locations and Internet/social/collaborative services.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
67
PLEXUS
Components Overview PHYSICAL WMC Hub (Office) AR/I Nodes Office in Malmö and Standardized other cities. hardware packages installed in locations. On-site exhibits. Act as remote eyes, Experiential ears and connectors technologies like VR to physical locations rigs and simulators. of significance.
VIRTUAL WMC Website Partner Websites WMC web presence. Related and complementary websites. Online exhibits, some Themed to appeal to sponsored by different stakeholders. relevant bodies.
Hub of operations. Place to hold workshops, seminars etc. On-side terminals to access AR/I Nodes in any city around the work.
Meeting place and virtual collaboration point. The launching point to related websites. Connect to AR/I Node for armchair travelers.
Turn up and engage. Public visitors and industrial tourists.
Wi-Fi mesh and special sensors provides rich on-site interactions via augmented reality, high-bandwidth content, and social interactions. Virtual guided tours/explorations. Turn up with a smartphone or tablet and engage with sitespecific experiences.
PRE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
Reach out and connect with related organizations and services.
Log in to engage. On any device. Social enabled. Learn, discover, and collaborate.
68
AR/I Nodes
Each node is a small, ruggedized, invisibly-deployed box containing a computer, basic sensors, a live camera, GPS beacon and a Wi-Fi transponder. (There may be other communications such as Bluetooth.) Depending on the location, there may be additional sensors and telepresence devices like the Spyfish® submarine telepresence vehicle (http://www.spyfish.com/) An AR/I Node can also be interfaced with other systems such as a ship’s transponder, or the data-feed from an off-shore bouy. Unique high-bandwidth content enriches every visit to the location through AR and other interactive services. This encourages people to actually visit the location (with their smartphones and tablets.)
P RE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
69
PLEXUS
Interactivity Interaction Types Data driven – simulations, experiments, live monitoring, etc. Learning/discover driven – galleries, exhibits, etc. Social – web-based interactions, AR-based interactions, etc. Immersive presence – on-site or in VR-based exhibits. Narrative – guided walking historical tours.
Some Interaction Ideas Inter-location interactions: Standing at Malmö port, and see what Helsinki looks like. Wave to strangers on the other side! Real time shipping information: Which ship is that going past? Where did it come from? Where is it going next? Look through its hull and see its cargo (with AR.) Real time sensor information: What is the weather like 20km, 50km, 300km off shore? What’s the sea temperature? pH level? Concentration of diatoms… Underwater telepresence: What is living there? What is the water quality like? What does a fish see? Under a ship, off a pier, near an oil rig… Virtual sailing: Sail virtual paper boats or rubber duckies around the world. Ship-sized postcards: Attach messages and pictures to passing ships. Read other people’s postcards attached to that ship. Location specific information: Webcams from each grid point. See maps, shipping routes, interact with people at each physical node. Time-travel: Pan around with your phone/tablet to see what that location looks like 100, 200 etc. years ago. Walk around and listen to stories from the past. Meet historical figures in-situ. Games: Treasure hunt, mystery solving games using the AR/I Nodes to guide participants from one location to another. A maritime-themed Amazing Race. Links to arts and cultural events.
P RE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
70
PLEXUS
Deployment
Copenhagen Malmö
World Maritime Center
Helsingør Simrishamn
Danish Maritime Museum Marine Center
Helsingborg Karlskrona Køge Ystad
Regional Satellite Centers
Åhus Karlshamn Kristianstad Landskrona Trelleborg
Local Satellite Centers
P RE-‐STUDY FOR TILLVÄXTVERKET: THE WORLD MARITIME CENTER © 2013 Atelier Tomorrow A B. Freely replicable in its en^rety Please provide proper credits.
71
