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Saksbehandler                                                Vår dato      Vår referanse
Ann Irene Sæternes                                           22.06.09      Østersjøprogrammet
Telefon    +47 61 28 93 53                                   Deres dato    Deres referanse
Telefaks   +47 61 28 94 99

Til        Nasjonal referansegruppe for Interreg IV B og C
Fra        Ann Irene Sæternes, Østlandssamarbeidet

-     Oppsummering fra møte i Monitoring Committee 8 og 9. juni 2009 i Vilnius, LT

Behandlig av prosjekt under prioritet 2.1 Transport
Av de 17 prosjektene som ble behandlet hadde 2 norsk LP og ytterligere 6 norske partnere.
4 prosjekt ble avslått i en bolk pga. for dårlig kvalitet (gruppe 3 i innstilligen). Begge de med
norsk LP (Nordland fylkeskommune) var i denne gruppa. Fra norsk side tok vi ordet til
NACE prosjektet og foreslo et proaktivt engasjement fra sekretariatets side overfor alle de tre
transport-prosjektene i det nordlige Østersjøen/Barentsregionen med tanke på et felles møte
prosjektene i mellom. En mulig sammenslåing av noen av prosjektene bør vurderes før 3
søkerunde. Finland støttet det norske initiativet.

5 prosjekt ble godkjent i møtet. 4 av disse med norske partnere. 2 av prosjektene ble godkjent
med 20% reduksjon i budsjettene. 1 prosjekt ble tatt opp som strategisk prosjekt.

Under følger en gjennomgang av de godkjente prosjektene:

Prosjektnr. 2046        Baltic Biogas Bus
Leadpartner             Stockholm Public Transport Company, Sverige
Norske partnere         Ruter AS (15.000), Hordaland olje og gass (330.843,87) og Hordaland
                        Fylkeskommune (samferdsel) (15.000)
Øvrige partnere         Estland (1), Finland (1), Tyskland (2), Polen (1), Sverige (2), Latvia (1),
                        Litauen (1)
Størrelse      €
Norske midler             360.843,87 €      50% regional medfinansiering = 360.843,87 €uro
ERDF                     2.716.721,26 €
ENPI                                  0€
Varighet                42 mnd.

Summarised description of the project
Extended use of biogas for city buses will lower emissions, improve inner city air quality
and strengthen the role of public transport in an efficient strategy to limit the impact
from traffic on climate change. This three year project will stimulate cities and regions
around the Baltic Sea to use biogas driven buses.The project will generate strategies
and policies to introduce biogas as well as analyse necessary measures in biogas
production, distribution and bus operations. Activities will be executed to facilitate

further expansion. Partners in the Baltic Sea Region will form a show room to
demonstrate a sustainable transport system with the potential to reach the EU’s climate
goals. The group of partners involved represents most of the countries within the Baltic
Sea Region (BSR). The partnership offers an ideal platform for dissemination of
Knowledge, experience and technology. A broad set of associated organisations in each
country will reinforce the processes of information. Through the pan-Baltic network the
partners will obtain a better position to negotiate with infrastructure and bus suppliers
and at the same time raise the visibility of biogas buses. Dependency on fossil fuels has
tempered the interest for investment in new energy technologies, which makes public
intervention to support energy innovation both necessary and justified. To make 2nd
generation biofuels competitive to fossil fuels is a challenge – and biogas is the only
commercially available 2nd generation biofuel.The Baltic Biogas Bus project aims to
present cost effective solutions on biogas production as well as distribution and use in
buses. The monitoring of economic and environmental impacts will demonstrate a
renewable fuel for transport with excellent environmental performance. Efficient use of
biogas buses depends on a process with several steps: production from biodegradable
materials (waste, sewage sludge and landfill gas) including purification to get a gaseous
fuel (biomethane) for vehicles and distribution, either by trailer or in pipelines. Since the
characteristics of biogas are similar to natural gas it is possible to inject cleaned biogas
into the natural gas grid, so creating a cost effective solution. Handling of biogas at the
bus depots includes creating an optimal refuelling system: a fast filling system that fuels
the bus as quick as diesel would be fuelled or a slow filling system fuelling the bus over
night. The knowledge and experience from the project will form a bridge into the next
generation of renewable fuels involving hydrogen. Consequently the project will analyse
positive synergies in mixing biogas with hydrogen to get the most out of both renewable

Innstilling fra sekretariatet:
The project demonstrates sufficient quality to be approved. Its main strong feature is
a very detailed and coherent work plan with a thorough description of aims, activities,
milestones and involvement of partners. Its weakest feature is a partnership, which does not
directly involve most of the major cities from the Baltic Sea Region. This shortcoming is
partly counterbalanced by a strong and convincing dissemination strategy.

Støttet fra nasjonal sub-committe i møte 4. juni.

Prosjektnr. 2004             TransBaltic
Leadpartner                  Region Skåne, Sverige
Norske partnere              Østlandssamarbeidet inkl. 5 fylkeskommuner på Østlandet (103.209)
                             Vest-Agder fylkeskommune (30.000)
Øvrige partnere              Estland (1), Danmark (1), Finland (1), Tyskland (3), Sverige (6), Latvia
                             (1), Litauen (1), Polen (5)

Størrelse                    5.491.678 €uro
Norske midler                  133.290 €           50% regional medfinansiering = 133.290 €
ERDF                         4.037.419,30
ENPI                                 0€
Varighet                      42 mnd.

Summarised description of the project
The overall project objective is to provide regional level incentives for integration of
transport patterns and networks in the BSR, as stipulated by the EU Strategy for the
Baltic Sea region, by means of joint transport development measures and jointly

implemented business concepts. While the national authorities intend to take actions to
harmonise the infrastructure planning within the BSR, the regional level stakeholders
see a need to complement this process by providing a sustainable regional growth
perspective of the harmonisation efforts. Furthermore, in light of increasing transport
flows across the BSR it is urgent to propose regional level incentives how to turn the
opportunity of enhancing the BSR gateway function in serving these flows into the
strength. TransBaltic is based on outcomes of completed transnational transport
projects in the BSR + several pan-Baltic initiatives, but will structure them into one
framework and upgrade by selected pilot business actions. The project will among all: •
develop a decision support basis for regional and national investments in transport
corridors across the BSR by means of corridor-scaled pan-Baltic traffic forecasts and
scenarios; • prepare a regional action plan with measures needed to enhance the
transport gateway function of the BSR from the sustainable regional development
perspective; • implement business concepts in the transport field and generalise the
findings at the BSR level in form of the BSR transport blueprints. • provide an umbrella
framework and create synergies between individual transnational transport projects and
pan-Baltic transport development concepts by arranging debates and agreeing on
necessary horizontal measures in shaping an integrated transport system in the BSR.
Through this the project will intend to contribute to the implementation of the EU Baltic
Sea Strategy and EU transport and cohesion policies. TransBaltic is a strategic BSR-wide
project partnered by several regional authorities, transport and logistics-related research
institutions, transport operators, logistics associations and pan-Baltic organisations, including
CMPR Baltic Sea Commission, CMPR North Sea Commission, BSSSC, BCCA, BDF and
BPO. It has also gained support from several national transport ministries. In addition to the
joint work in the partnership of committed financial and associated organisations, TransBaltic
envisages to run an intensive dialogue with state level authorities and private stakeholders in
order to adjust the actions and outcomes to needs and expectations of transport decision-
makers, operators and users around the Baltic Sea.

Innstilling fra sekretariatet:
The project demonstrates sufficient quality to be approved. The main strong feature
of the proposal is its high thematic relevance to the Programme especially addressing issues
of harmonisation of transport policies on various levels of governance. Its weakest features
are the imbalances in the partnership composition as well as inconsistencies in the work
plan. Additionally, the value for money is also questionable since some of the partners (PP1,
2 and 3) have insufficiently justified high budgets.

Støttet fra nasjonal sub-committe i møtet 4. juni – uten kutt i budsjettet
GODKJENT uten de foreslåtte budsjettkutt.
Ble også utpekt som eneste strategiske prosjekt fra denne runden.

Prosjektnr. 2003             SCANDRIA
Leadpartner                  Joint State Planning Department Berlin-Brandenburg, Tyskland
Norske partnere              Transportøkonomisk Institutt (TØI) (20.000)
Partnere fra                 Tyskland (7), Danmark (2), Sverige (8), Finland (1)

Prosjektets størrelse 4.734.500 €
Norske midler            20.000 €             50% regional medfinansiering = 20.000 €
ERDF:                 3.520.875 €
Varighet:             42 mnd.

Summarised description of the project
SCANDRIA contributes to efficient transport and logistic solutions as described in the
Action Plan for the EU Baltic Sea Strategy linking "the Baltic Sea to the Adriatic through

a corridor involving transport infrastructures and growth and innovation poles".
Reaching from the Nordic Triangle via the Öresund region, Mecklenburg-Vorpommern to
the capital region Berlin-Brandenburg it complements North-South and East-West
transport links as developed within the twin project SoNorA for the Central European
space. In the corridor described, SCANDRIA will reduce travel times between major
cities, establish efficient and multimodal logistic chains and upgrade the attractiveness
of the corridor regions for industries and services. Main objective is to increase the
infrastructural efficiency for passengers and freight and to improve the accessibility of
regional economic potentials. By activating new value-added chains innovative,
processoptimised logistic solutions shall be developed. The corridor is the shortest
connection between the Baltic Sea Region and the Adriatic region. The potentials have not
yet been used completely due to a historically caused cultural, economic and political
heterogeneity. SCANDRIA shall push forward European cohesion by infrastructural,
regional-economic and political measures.SCANDRIA will develop goods and passenger
flows via efficient intermodal nodes and modern rail rsp. road networks to meet
increased demands of a “Green Transport Corridor”. The project concentrates on three
thematic work packages:1. QUALITY OF TRANSPORT INFRASTRUCTURES (WP 3)Case
and feasibility studies investigate the capability of rail and road connections for
passengers and freight and will be added up with important transnational transport
nodes and development locations. ITS solutions are tested as well as the use of
renewable energies for reducing greenhouse gas emissions. All investigations will be
summed up in a "SCANDRIA Investment Strategy”. 2. INNOVATIVE LOGISTIC
SOLUTIONS (WP 4)In the frame of SCANDRIA “Logistic Business Development
Strategies” several business cases for logistic offers will be elaborated and tested like
new product chains and multimodal block train solutions. A marketing campaign shall
5, supported by WP 2)All aspects of SCANDRIA transport corridor development with
regard of Trans-European Transport networks shall be put into concrete terms in the
“Action Programme on the Development of the SCANDRIA Corridor". It shall include long-
term scenarios following economic needs and be harmonised at political level. It
shall be developed with the economic, scientific and political stakeholders (Triple Helix)
and communicated through a "Multimedia Communication Strategy". The project
approach involves pre-works by the INTERREG IIIB project COINCO and is harmonised with
the Interreg IVB projects TransBaltic and EWTC II.

Innstilling fra sekretariatet:
The project demonstrates sufficient quality to be approved. The main strong feature is
its relevance to the Programme as it is developing a transnational transport corridor as part
of a Baltic-Adriatic Development Corridor. Its weakest feature is the missing information in
the work plan about the practical implementation of the planned activities as well as the high
budget in relation to the planned outputs. The value for money is further questionable as
some of the partners have high budgets also in the project SONORA (Central Europe
Programme) developing the corridor to the South.

Støttet fra nasjonal sub-committe i møtet 4. juni – uten kutt i budsjettet
GODKJENT med de foreslåtte budsjettkutt på 20%. Kuttene vil ikke ramme den norske

Prosjektnr. 2049             C.A.S.H.
Leadpartner                  Turku School of Economics, Finland
Norske partnere              Utrykkingspolitiet (UP)
Partnere fra                 Tyskland (7), Danmark (2), Sverige (8), Finland (1)

Prosjektets størrelse 3.388.266 €
Norske midler           203.000 €                      50% regional medfinansiering = 203.000 €

ERDF:                        2.327.308,10 €
Varighet:                    42 mnd.

Summarised description of the project
13,361 road fatalities occurred in 2007 in the BSR. 10 percent of these are caused by
an accident involving heavy vehicle. The problem C.A.S.H. addresses is traffic safety of
Heavy Goods Vehicles (HGV's), including Dangerous Goods (DG) and oversized
transport in international traffic in each of the participating countries/regions. Although
EU legislation on HGV and DG transport is being harmonised at the European level, the
implementation and interpretation of existing regulations as well as the operating
procedures varies substantially between countries. This is very much the case also in
the BSR. C.A.S.H. aims at connecting the proper authorities across borders and
creating co-operation and dialogue between them in order to improve and promote
safer border-crossing HGV. The main emphasis is on road transport, but some
port/maritime (much of border crossing HGV traffic is by ro-ro vessels) and border
officials (e.g. to Russia) will also be involved. C.A.S.H. focuses on three main themes:
(1) harmonising training requirements of HGV and DG inspection officials in the Baltic
Sea region in WP3; (2) enhancing cooperation between authorities involved in safety of
border-crossing Heavy Goods Vehicle (HGV), Dangerous Goods (DG) and oversize
transport in WP4; and (3) testing state-of-the-art safety and security equipment and IT
systems to be used by relevant authorities in WP5. WP3 analyses and evaluates the
content of training of officials dealing with HGV and DG transport and creates new joint
training programmes with the goal to harmonise the way officials inspect HGV’s and DG
transport. WP4 has the largest WP budget and it focuses on information exchange
between BSR authorities through joint exercises and staff exchange. The third task
(WP5) involves transnational testing of the latest appliances used in HGV and DG
transport inspections, and Risk analysis and security issues related to cross-border HGV
transport in the BSR. The main expected outcome of the project is improved and
enhanced co-operation between authorities involved in safety of border-crossing Heavy
Goods Vehicle and Dangerous Goods Transport. Ultimately this will lead to less
accidents, and consequently, less people injured or dead in HGV related road traffic.
Inspection officials in the BSR enjoy harmonised training on how to monitor, inspect and
secure HGV and DG transport and are applying the same standards and methods when
inspecting HGV’s and DG transports across the BSR. Also the end-users, i.e. shippers
and transport companies of goods across the BSR and beyond will benefit from the results.
Faster and more uniform inspections will reduce costs of transport which is in
the interest of all European Union citizens, and help create a level playing field for
carriers complying with the rules. An additional outcome will also be better cooperation
in HGV related crime prevention in the BSR, thus improving security.

Innstilling fra sekretariatet:
The project does not demonstrate sufficient quality to be approved. Its main strong
feature is a committed partnership and capacity building of the safety authorities. Its
weakest feature is that the project is poorly in line with the thematic focus of the programme
and the impact on the regional development is very limited.

Det var delte meninger om dette prosjektet i den nasjonale sub-commiteen i møte 4. juni.
Noen mente det burde ligge innenfor programmets rammer og andre var enige med
sekretariatets innstilling. Konklusjonen ble å se det an og vurdere possisjoner i forhold til
behandlingen i møtet.

GODKJENT. MC medlemmene var klart uenige med innstillingen fra sekretariatet og mente
at prosjektet var i tråd med programmets tematiske fokus. Når denne endringen ble foretatt av
MC i møtet – var prosjektet på øvrige punkt i evalueringen godt nok til å bli godkjent.

Prosjektnr. 2058          EWTC II (East West Transport Corridor)
Leadpartner               Region Blekinge, Sverige
Norske partnere           Ingen
Partnere fra              Danmark (6), Sverige (12), Litauen (5), Hviterussland (3), Tyskland (5)

Prosjektets størrelse 7.499.200 €
Norske midler                 0€
ERDF:                 5.690.900 €
ENPI                    160.000 €
Varighet:             42 mnd.

Summarised description of the project
The East West Transport Corridor (EWTC) links Minsk, Vilnius, Klaipeda/Kaliningrad with
Denmark (Esbjerg) via south Sweden and with Germany via Sassnitz. It includes several
TEN-T ports, road and railway links, parts of the Nordic Triangle and Corridor IX B/D in
Lithuania/Kaliningrad region. The EWTC is also part of the Northern Transport Axis. Despite
recent drop of trade volumes due to the global financial crises, the east-west trade in BSR is
expected to continue to increase. The heavy and growing traffic in the EWTC and its
potential to become an important east-west trade route between EU, Russia, Belarus and
Far East requires attention. The efficiency is hampered by several hindrances as e.g. lack of
facilities in the hubs, quality of port-hinterland connections, low level of intermodal and
ITS services. EWTC II is a follow up to the EWTC project completed in 2007 The objective is to use the experiences from EWTC I and implement
parts of the EWTC Action Plan. The EWTC II project intends to develop the hubs as growth
centres, strengthen railway concepts, improve accesses to hubs and increase human
capabilities. The ambition is also to develop an innovative testing ground for a green corridor
concept as described in the EU "Freight Logistics Action Plan" that could serve as a best
practise case in the European perspective. It includes deployment of advanced ITS services
as well as development and testing of an information broker system. The long term goal is
to develop the EWTC to an efficient 'green' transport corridor able to match European
policies and market demands for growing freight transport. The project is composed of 6
WP’s dedicated to various aspects of the green corridor development, resulting in an EWTC
Green Corridor Action Plan, guidelines, feasibility studies and design plans for concrete
infrastructure improvements, a number of business plans and concepts, ICT-based tools and
business plans as well as education programmes. A durable network of stakeholders, the
EWTC Association, will be developed. Further, the project has ambition to unlock some rail
and maritime transport investments based on studies and designs envisaged in the project
lifetime. EWTC II plans to secure political support for the process towards the green corridor
status and that the whole EWTC should become a part of the TEN-T network extended to
Russia (Northern Axis) and Belarus. The EWTC will also strive to be included in the EU
strategy/action plan for the BSR. The partnership coming from Denmark, Sweden, Lithuania,
Germany and Belarus reflects a cross-sector approach with strong commitment from
national, regional and local authorities, ports, universities and private stakeholders. Russian
partners from Kaliningrad Oblast are integrated in the project partly funded by some ERDF
funds. The EWTC has political support from the national transport ministries in Sweden,
Denmark, Lithuania and Mecklenburg/V and from Euroregion Baltic.

Innstilling fra sekretariatet
The project demonstrates sufficient quality to be approved. Its main strong feature is
its high thematic relevance to the Programme (deployment of solutions to improve
interoperability of the transport corridor in the east-west direction) and committed
partnership. Its weakest feature is insufficient linkage between some isolated local and
bilateral activities and the Green Corridor Action Plan as well as the unreasonably high

Støttet fra nasjonal sub-committe i møtet 4. juni – uten kutt i budsjettet
GODKJENT med de foreslåtte budsjettkutt på 20%.

Totalt konsumerer de godkjent prosjektene 717.134 €uro av den norske potten. Til nå er det
brukt 2.331.297 € . Øvrige prosjekt i 2 søkerunde skal behandles i MC møtet i Oslo 15 og 16.
september og i nasjonal sub-committee 27. august.

Møtet var for øvrig ganske kaotisk til tider. Særlig i forbindelse med behandling av prosjektet
EWTC II i gruppe 2a og prosjektene i gruppa 2b. Det var vanskelig å finne fram til konsensus
i forhold til noen av prosjektene, og langvarig dialog og i noen grad opphetet diskusjon bidrog
ikke til å løse opp i problemen som oppstod. Møteleder fra Litauen var uerfaren i rollen og
hun hadde sin svare hyre med å lose igjennom møtet. Til tider hersket det tvil om hva som var
besluttet og ikke! Det var enighet i den norske delegasjonen etter møtet at en bør se nærmere
på hvordan dette kan forbedres fram mot neste MC møte i Oslo (som vil bli ledet av Arve
Skjerpen som co-chair i MC dette året). Det planlegges 2 formøter med sekretariatet for å
sikre bedre rammer rundt prosjektbehandlingen.

Fra norsk side var vi fornøyd med resultatene av MC møtet i Vilnius – både i forhold til
prosjektene og i forhold til andre saker på agendaen. Disse var:

Forholdet til ”State Aid” (mulige konflikter ifht statsstøtteregelverket) av ulike aktiviteter i
prosjektene. Her la sekretariatet fram ulike modeller for hvordan dette skulle takles. De
foreslo en modell der nasjonale delegasjoner skulle ha en aktiv rolle for å avklare mulig
konflikt mot statsstøttereglene. NO tok ordet først i behandlingen og gikk klart inn for å velge
samme modell som i Nordsjø-programmet med en selvdeklarasjon. Alle øvrige delegasjoner
støtte Norge og den modellen ble valgt.

Fortolkning av ”beneficaries” og gruppen NGO koblet opp til forholdet mellom offentlige
og private midler i programmet. Det foreligger en ny tolkning fra EU-kommisjonen på hva
som defineres som private og offetlige midler, og definisjonen i BSR-programmet er ikke helt
i tråd med dette i dag. Det kan derfor oppstå situasjoner der NGOer som defineres som private
kan få sine midler underkjent i etterkant. Ulike modeller foreslått fra sekretariatet – herunder å
oppdatere programdokumentet i henhold til ny fortolkning for å være på den sikre siden. Vi
støttet forslaget om å sjekke saken med EU-kommisjonen først og se om vi kan beholde
dagens tekst. De fleste gikk inn for at denne løsningen skulle sjekkes først, men at en
oppdatering av programmet måtte foretas dersom det ligger an til at noen NGOs kan falle
utenfor. Endelig beslutning gjøres på MC møtet i Oslo i september.

Årsrapporten for 2008 ble godkjent. Sekretariatet fikk gode ord for utformingen av denne og
at den var lett å sette seg inn i og kort og poengtert.

To land hadde gitt tilbud på gjennomføring av neste store programkonferanse i Østersjø-
programmet i forkant av møtet i Vilnius – Norge og Finland. For å unngå en pinlig affære i
MC møtet hadde vi et formøte med den finske delegasjonen for å avstemme hvordan dette
valget kunne gjøres. Begge forslagene ble framlagt for MC medlemmene. Vår felles
innstilling ble etter hvert at Finland gjennomfører konferansen i november 2010 og at Norge
gjennomfører neste konferanse i 2011 el. 2012. Det vurderes fra norsk side å koble sammen
gjennomføring av BSSSCs årskonferanse (som Norge står for tur til å arrangere igjen seinest i
2012) og programkonferansen for Østersjøprogrammet.

Lillehammer 22.06.09/Ann Irene Sæternes, rapportør


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