natgillin/translations-raw huggingface dataset:
De eksisterende færgeruter til og mellem de nordskotske øer (Orkney- og Shetlandsøerne) er angivet på kort 3.
The existing ferry routes in the northern Scottish islands (Orkney and Shetland archipelagos) are set out in Map 3.
Kort 3
Map 3
Færgeruter i Nordskotland
Maritime routes in Northern Scotland
NorthLink Orkney and Shetland Ferries Ltd. (herefter »NorthLink 1«) blev oprettet i 2000 som et 50 % - 50 % joint venture mellem Royal Bank of Scotland, en af de førende banker i Det Forenede Kongerige, og CalMac.
NorthLink Orkney and Shetland Ferries Ltd (hereinafter ‘NorthLink 1’) was established in 2000 as a 50 %-50 % joint venture between the Royal Bank of Scotland, one of the leading banks in the United Kingdom, and CalMac.
I perioden fra 2002 til 2006 drev NorthLink 1 to ruter inden for en kontrakt om offentlig tjeneste, en trekantsrute mellem Aberdeen (det skotske fastland), Kirkwall (Orkneyøerne) og Lerwick (Shetlandsøerne) og en kortere rute mellem Scrabster (det skotske fastland) og Stromness (Orkneyøerne) over Pentland Firth.
Between 2002 and 2006 NorthLink 1 operated two routes under a public service contract: one triangular route between Aberdeen (Scottish mainland), Kirkwall (Orkney) and Lerwick (Shetland) and one shorter route between Scrabster (Scottish mainland) and Stromness (Orkney), across the Pentland Firth.
Den samlede årlige færgepassagertrafik på de to ruter er på ca. 300000.
The total annual maritime passenger traffic in those two routes is around 300000.
I 2006 blev der oprettet et nyt selskab – NorthLink Ferries Ltd. (herefter »NorthLink 2«) som et datterselskab ejet 100 % af CalMac (der ejes 100 % af den skotske regering).
In 2006, a new company was established – NorthLink Ferries Ltd (hereinafter ‘NorthLink 2’) as a wholly-owned subsidiary of CalMac (itself fully-owned by the Scottish Government).
NorthLink 2 overtog driften af de to ruter til de nordlige øer samt størstedelen af NorthLink 1's aktiver og personale i 2006.
NorthLink 2 took over the operation of the two northern islands routes and most of the assets and personnel of NorthLink 1 in 2006.
Selskabet driver sin virksomhed inden for en kontrakt om offentlig tjeneste, der blev indgået den 6. juli 2006 og gælder frem til 2012.
It operates under a public service contract signed on 6 July 2006 and valid until 2012.
NorthLink 2 driver på nuværende tidspunkt to kombinerede passager-, bil- og godsfærger samt to gods- og dyretransportskibe.
NorthLink 2 currently operates two combined passenger, car and freight vessels and two freight and livestock vessels.
NorthLink 1 eksisterer stadig, men er i bund og grund et »sovende selskab« uden egentlige aktiviteter og med kun få aktiver.
NorthLink 1 still exists but it is basically a dormant company, with no regular activities and few assets.
Fra 1997 til 2002 drev P&O Ferries de to ruter, som senere blev drevet af NorthLink 1 og 2 inden for en kontrakt om offentlig tjeneste.
Between 1997 and 2002, P&O Ferries operated the two routes later served by NorthLink 1 and 2 under a public service contract.
P&O Ferries sejler ikke længere på disse ruter.
P&O Ferries no longer operates on these routes.
Siden 2001 har Pentland Ferries sejlet dagligt på ruten mellem Gills Bay på det skotske fastland og St. Margaret's Hope på Orkneyøerne.
Since 2001, Pentland Ferries has been operating a daily service in the route between Gills Bay in the Scottish mainland and St. Margaret’s Hope in Orkney.
Pentland Ferries driver to passager-, bil- og godsfærger og varetager på nuværende tidspunkt ca. 80 % af al dyretransport og transport af farligt gods mellem det skotske fastland og Orkneyøerne.
Pentland Ferries operates two passenger, vehicle and freight services and currently carries around 80 % of all livestock and dangerous goods cargoes between the Scottish mainland and the Orkney Islands.
Siden 1984 har Streamline Shipping to gange om ugen fragtet godscontainere mellem Aberdeen og Lerwick ved brug af befragtede lift-on lift-off-fragtskibe eller selskabets eget containerskib.
Since 1984 Streamline Shipping has been operating a bi-weekly container freight service between Aberdeen and Lerwick, using chartered freight lift-on lift-off vessels or its own container ship.
I 1987 indledte det også en godsrute fra Aberdeen til Kirkwall på Orkneyøerne ved brug af befragtede load on/load off-fragtskibe (herefter »lo-lo-skibe«).
In 1987 it also started container freight services from Aberdeen to Kirkwall in Orkney, using chartered freight load on/load off (hereinafter ‘lo-lo’) vessels.
Medio 2008 blev Streamline Shipping af den skotske regering tildelt en kontrakt om godstransport til de nordlige øer.
In mid-2008, Streamline Shipping was awarded a freight contract for freight transport to the northern islands by the Scottish Executive.
Siden 1971 har John O'Groats Ferries drevet en passagerrute for turister fra John O'Groats på det skotske fastland til Burwick på Orkneyøerne.
Since 1971 John O’Groats Ferries has been operating a tourist passenger ferry service from John O’Groats in the Scottish mainland to Burwick in Orkney.
John O'Groats Ferries sejler kun fra maj til udgangen af september.
John O’Groats Ferries only operates its service from May until the end of September.
I perioden fra september 2002 til juni 2003 drev Norse Islands Ferries en, til tider to, rene godsfærger mellem det skotske fastland og Shetlandsøerne.
Between September 2002 and June 2003, Norse Islands Ferries operated one and at times two freight-only vessels between the Scottish mainland and the Shetland Islands.
Norse Islands Ferries sejler ikke længere på denne rute.
Norse Islands Ferries no longer operates on this route.
To af ruterne til de nordlige øer har været underlagt forpligtelser til offentlig tjeneste, nemlig trekantsruten mellem Aberdeen (det skotske fastland), Kirkwall (Orkneyøerne) og Lerwick (Shetlandsøerne) og den kortere rute mellem Scrabster (det skotske fastland) og Stromness (Orkneyøerne).
Two northern islands routes have been subject to public service obligations: the triangular route between Aberdeen (Scottish mainland), Kirkwall (Orkney) and Lerwick (Shetland) and the shorter route between Scrabster (Scottish mainland) and Stromness (Orkney).
Kontrakten fra 2006 til 2012 omfatter imidlertid også en forpligtelse til offentlig tjeneste vedrørende godstransport med en fastsat grænse.
However, the 2006 to 2012 contract also includes a public service obligation for freight transport with a fixed limit.
Kontrakten af 1997 om offentlig tjeneste med P&O Ferries
The 1997 public service contract with P&O Ferries
De skotske myndigheder indledte en åben udbudsrunde i juni 1995 vedrørende de to ruter Aberdeen-Kirkwall-Lerwick og Scrabster-Stromness.
The Scottish authorities launched an open tender exercise in June 1995 for the Aberdeen-Kirkwall-Lerwick and Scrabster-Stromness routes.
De besluttede at udelukke CalMac fra deltagelse i udbuddet.
They decided not to allow CalMac to take part in the tender.
I udbuddet valgte den skotske regering P&O Ferries.
The tender led the Scottish Executive to choose P&O Ferries.
Ifølge kontrakten om offentlig tjeneste skulle P&O Ferries udbetales et årligt tilskud, der var underlagt en tilbagebetalingsordning med det formål at lægge loft over en eventuel fortjeneste, såfremt virksomhedens indtjening var større end budgetteret.
Pursuant to the public service contract, P&O Ferries was to be paid an annual grant, subject to ‘claw back arrangements’ aimed at capping possible benefits, should the company’s profits exceed forecasts.
P&O Ferries modtog i perioden fra 1997 til 200255 mio. GBP fra de skotske myndigheder for kontraktens udførelse [17].
P&O Ferries received GBP 55 million from the Scottish authorities over the period 1997 to 2002 [17] for the execution of the contract.
Ifølge kontrakten om offentlig tjeneste var støtten begrænset til passagerer, biler med førere og tilsvarende køretøjer såsom autocampere og motorcykler.
Under the public service contract, the subsidy was limited to passengers, accompanied cars and associated vehicles, such as motorhomes and motorcycles.
Kontrakten af 2000 om offentlig tjeneste med NorthLink 1
The 2000 public service contract with NorthLink 1
I 1998 iværksatte den skotske regering en ny udbudsprocedure vedrørende en kontrakt om offentlig tjeneste for de to ruter Aberdeen-Kirkwall-Lerwick og Scrabster-Stromness i perioden 2002-2007.
In 1998 the Scottish Executive launched a new tendering process for a public service contract on the Aberdeen-Kirkwall-Lerwick and Scrabster-Stromness routes for the 2002-07 period.
Selv om det fremgik af udbuddets specifikationer for tjenesterne, at operatørerne skulle have kapacitet til at transportere gods, forventedes dette aspekt af tjenesterne at fungere på kommercielt grundlag, dvs. uden tilskud.
While the service specifications of the public tender indicated that operators would be required to provide capacity to carry freight, this element of the service was expected to be operated on a commercial basis, that is to say without subsidy.
Det var op til tilbudsgiverne at fastsætte, præcist hvor meget godstransport de ville tilbyde, idet kapaciteten dog mindst skulle svare til det omfang, som P&O Ferries varetog på det pågældende tidspunkt, ligesom den skulle kunne øges i et rimeligt omfang i forhold til den estimerede vækst i efterspørgslen.
It was left for bidders to determine the precise level of freight services to be made available, although the capacity should be sufficient to carry at least the levels provided by P&O Ferries at the time, including reasonable increases for estimated growth in demand.
I det offentlige udbud blev rutesammensætningen og krav til minimumsantal afgange specificeret, men budgiverne blev anmodet om at foreslå detaljerede sejlplaner.
The public tender specified the route configuration and minimum number of sailings required but requested bidders to propose detailed timetables.
Der var ligeledes et krav om, at den skotske regering skulle godkende udbudsvinderens priser, og der skulle offentliggøres maksimumtariffer.
It required the successful bidder’s pricing plan to be agreed with the Scottish Executive and maximum tariffs to be published.
Det forventedes, at de første tariffer ville blive lagt på et niveau, der ikke lå betydeligt over de gældende priser.
It was expected that initial tariffs would not be set at a level significantly above prevailing rates.
I november 1998 tilkendegav 13 rederier deres interesse i det offentlige udbud.
In November 1998, thirteen shipping operators expressed an interest in the public tender.
Seks færgerederier blev udvalgt i første omgang, og tre rederier afgav endelige bud i juni 1999, nemlig SERCO Denholm, P&O Ferries og NorthLink 1.
Six ferry operators were short-listed and three ultimately submitted bids in June 1999: SERCO Denholm, P&O Ferries and NorthLink 1.
Den skotske regering udelukkede SERCO Denholms bud, fordi det var det højeste, og fordi den ikke kunne acceptere den bydendes krav om, at denne skulle kunne sælge sine skibe eller overføre gældende lejekontrakter til den skotske regering ved kontraktens udløb.
The Scottish Executive ruled out the bid from SERCO Denholm because it was the highest bid and also because it considered unacceptable the bidder’s request to be allowed to sell its vessels or transfer ongoing leases to the Scottish Executive at the end of the contract.
I september 2000 valgte den skotske regering NorthLink 1 som den foretrukne bydende.
In September 2000 the Scottish Executive chose NorthLink 1 as the preferred bidder.
NorthLink 1's bud, som vedrørte et grundtilskud på 45,7 mio. GBP ved den femårige kontrakt, var 14 mio. GBP billigere end P&O's bud.
NorthLink 1’s bid for basic subsidy of GBP 45,7 million for the 5-year contract was GBP 14 million cheaper than P&O’s bid.
NorthLink 1's skønnede udgifter var højere end P&O Ferries', men selskabet forventede at skabe ca. 8 mio. GBP mere i passagerindtægt og 13 mio. GBP mere i overskud fra godstransport, fordi det forudsatte en højere trafikvækst.
NorthLink 1’s estimated costs were higher than P&O Ferries’ but it anticipated generating about GBP 8 million more passenger income and GBP 13 million more from freight surpluses because its traffic growth assumptions were higher.
NorthLink 1 var også indstillet på at acceptere en mindre fortjeneste fra kontrakten end P&O Ferries.
NorthLink 1 was also prepared to accept less profit from the contract than P&O Ferries.
Det budget for forventede indtægter og udgifter, som NorthLink havde lagt til grund for sit bud, viste sig at være for optimistisk.
NorthLink 1’s cost and revenue projections underlying its bid proved to be too optimistic.
Denne antagelse holdt imidlertid ikke stik.
However, that assumption did not materialise.
I foråret 2001 indledte en ny operatør, Pentland Ferries, færgesejlads fra det skotske fastland til Orkneyøerne og overtog gradvis en væsentlig del af markedet for transport af passagerer, biler og gods til Orkneyøerne.
In the spring of 2001 a new operator, Pentland Ferries, started providing services from the Scottish mainland to Orkney and progressively took a substantial share of the Orkney passenger, car and freight market.
I juli meddelte et konsortium af tre transportvirksomheder [18], at de indgik i et nyt færgeselskab, Norse Island Ferries, som reaktion på de godstransportpriser, som NorthLink havde bekendtgjort i 2001, som de mente var for høje i forhold til de priser, P&O Ferries tidligere havde tilbudt.
In July 2002 a consortium of three road hauliers [18] announced that they would be part of a new ferry company, Norse Island Ferries, in reaction to the freight fares announced by NorthLink 1 in 2001, which they considered too high compared to the fares previously offered by P&O Ferries.
Primo september 2002 begyndte Norse Island Ferries at tilbyde en daglig forbindelse med en ro-ro-godsfærge mellem Shetlandsøerne og det skotske fastland og overtog i de første måneder tilsyneladende en stor del af godstransportmarkedet.
In early September 2002 Norse Island Ferries started to offer a daily ro-ro freight service between Shetland and the Scottish mainland and, for the early months of its operation, appeared to be carrying a large proportion of the freight market.
Efter at Pentland Ferries i 2001 havde bekendtgjort, at selskabet ville oprette en ny godsrute, anmodede NorthLink 1 om drøftelser med den skotske regering om virkningen af denne nye konkurrence på NorthLink 1's finansielle stilling.
Following the announcement in 2001 of the new freight service by Pentland Ferries, NorthLink 1 requested discussions with the Scottish Executive about the impact of this new competition on its financial position.
NorthLink 1 fremlagde sin forretningsmodel for den skotske regering, for at denne kunne undersøge konkurrencens virkning på selskabets levedygtighed.
NorthLink 1 made available to the Scottish Executive their business model to allow it to examine the impact of the competition on the company’s viability.
Ud fra denne model havde NorthLink 1 oprindeligt budgetteret med en samlet fortjeneste i hele kontraktens løbetid på 14,9 mio. GBP.
Based on this model, NorthLink 1 was initially projecting a total return over the lifetime of the contract of GBP 14,9 million.
De ændrede omstændigheder forvandlede dette tal til et budgetteret tab på 16,4 mio. GBP.
The changed circumstances turned this figure into a projected loss of GBP 16,4 million.
Dette rejste alvorlig bekymring for kontrahentens solvens og evne til at udføre kontrakten.
This raised serious concerns over the solvency of the contractor and its ability to execute the contract.
Ifølge Det Forenede Kongerige var den vigtigste faktor i denne forbindelse konkurrencen fra Norse Island Ferries, da denne var årsag til over 25,5 mio. GBP af den negative vending på 1,3 mio. GBP i selskabets regnskab.
According to the United Kingdom, the chief factor in this was the competition from Norse Island Ferries as this accounted for over GBP 25,5 million of the GBP 31,3 million negative turnaround in the company’s books.
Konkurrencen fra Norse Islands Ferries på markedet for godstransport til Shetlandsøerne ophørte i begyndelsen af juni 2003, da dette rederi besluttede at indstille sine aktiviteter.
The competition on the Shetland freight market from Norse Islands Ferries came to an end in early June 2003, following the decision of the latter to cease trade.
Dette betød, at NorthLink 1 nu havde udsigt til at drive bæredygtig forretning igen.
This offered the prospect of NorthLink 1 moving back on to a viable basis.
Den skotske regering besluttede således at fortsætte støtten til NorthLink 1 efter betingelserne i kontrakten om offentlig tjeneste i den overbevisning, at Norse Islands Ferries' ophør ville være tilstrækkeligt til, at kontrakten kunne fortsætte i hele dens gyldighedsperiode.
The Scottish Executive thus decided to continue to fund NorthLink 1 in line with the terms of the public service contract, believing that the cessation of Norse Islands Ferries could be sufficient to allow the contract to run its full term.
I sommeren 2003, et par måneder efter at NorthLink 1 havde påbegyndt sejladsen, meddelte selskabet imidlertid den skotske regering, at det ikke længere var realistisk, at det kunne opfylde sine kontraktlige forpligtelser i resten af kontrakten om offentlig tjenestes løbetid, dvs. til ultimo september 2007.
However, in the summer of 2003, a few months after starting operations, NorthLink 1 informed the Scottish Executive that it could no longer realistically fulfil its contractual obligations over the remainder of the public service contract period, i.e. to the end of September 2007.
Den skotske regering gennemgik, bistået af uafhængige revisorer, selskabets finansielle stilling og konkluderede, at NorthLink 1 var tæt på at være insolvent.
The Scottish Executive reviewed the company’s financial position, with the assistance of independent accountants, and concluded that NorthLink 1 was near insolvency.
Ifølge den skotske regering var der, hvis NorthLink 1 ikke fik udbetalt yderligere tilskud, en risiko for, at livsnerveforbindelserne ville blive indstillet, hvis der blev indledt konkurs over for selskabet (sådan som flere kreditorer kunne have gjort).
According to the Scottish Executive, if additional subsidies were not paid to NorthLink 1 there was a risk that, if the company had any formal insolvency proceedings filed against it (which could have been done by a number of creditors), the lifeline services would be interrupted.
De langsigtede udsigter for de offentlige tjenesteforpligtelser ville afhænge af den midlertidige bobestyrer, som ville blive udpeget for selskabet, og dennes velvilje.
The long-term future of the public service obligations would depend on the willingness of the receiver appointed to manage the company.
Den midlertidige bobestyrer ville ikke være underlagt selskabets kontraktlige forpligtelser og ville derfor ikke være forpligtet til at levere den subsidierede tjeneste.
The receiver would not be bound by any contractual obligations of the company and would not, therefore, be bound to provide the subsidised service.
Den 8. april 2004 meddelte den skotske regering efter at have været i kontakt med Kommissionens tjenestegrene, at den agtede at iværksætte et nyt udbud vedrørende denne tjeneste, og offentliggjorde en udbudsbekendtgørelse i Den Europæiske Unions Tidende vedrørende dette udbud.
On 8 April 2004 the Scottish Executive announced, following contacts with the Commission services, its intention to retender the service and published a Contract Notice in the Official Journal of the European Union relating to this tender.
Sideløbende med denne nye udbudsprocedure, som beskrives nærmere nedenfor, traf den skotske regering en række foranstaltninger for midlertidigt at sikre livsnerveforbindelsernes kontinuitet.
In parallel to this new tender procedure, which will be described further below, the Scottish Executive took a number of actions to ensure the continuity of the lifeline services in the interim.
Ændringsprotokollen af 2004 med NorthLink 1
The 2004 Minute of Amendment with NorthLink 1
Den 29. september 2004 indgik den skotske regering reviderede ændringsaftaler med NorthLink 1 med en ændringsprotokol til den offentlige tjenestekontrakt.
On 29 September 2004, the Scottish Executive concluded with NorthLink 1 revised funding arrangements, through a Minute of Amendment (hereinafter ‘MoA’) to the public service contract.
Med denne ændringsprotokol indførtes et system med underskudstilskud, som sikrede, at NorthLink 1 kunne fortsætte færgedriften indtil kontraktens overdragelse og under opfyldelse af de i kontrakten specificerede standarder.
This MoA provided for a deficit funding system, ensuring that NorthLink 1 could continue the services until the handover of the contract and to the standard specified in its specifications.
Det var også fastsat i ændringsprotokollen, at visse aktiver, som lejedes eller var ejet af NorthLink 1, i forbindelse med det næste offentlige udbud kunne stilles til rådighed, på grundlag af et skøn og til estimeret markedsværdi, til bydende, som måtte ønske at anvende dem til at levere de pågældende tjenester inden for rammerne af den fremtidige kontrakt.
The MoA also provided that certain assets, leased or owned by NorthLink 1, could be made available on the occasion of the next public tender, on a discretionary basis and at estimated market value, to bidders who would wish to use them in delivering the services within the framework of the future contract.
Med henblik på at føre budgetkontrol i den pågældende periode omfattede ændringsprotokollen foranstaltninger til kontrol af NorthLink 1's mulighed for at gå ud over betingelserne i et godkendt budget uden den skotske regerings godkendelse.
With a view to maintaining budgetary control over that period, the MoA involved measures controlling NorthLink 1’s ability to go exceed the terms of an agreed budget without the approval of the Scottish Executive.
Desuden indeholdt ændringsprotokollen bestemmelser om begrænsede »bonusbetalinger« på mellem 1,5 og 2 mio. GBP om året, forudsat at en række krævende mål med hensyn til ydelser, omkostninger og indtægter blev opnået eller overskredet.
In addition, the MoA provided for limited ‘incentive payments’ of around GBP 1,5-2 million per year, assuming a range of demanding service performance, cost and revenue targets would be met or exceeded.
Ét element i bonusbetalingen ville blive udbetalt, såfremt en række mål med hensyn til rettidighed, pålidelighed og andre aspekter af ydelserne blev opfyldt fuldt ud.
A first element of the incentive payment would be paid provided a range of punctuality, reliability and other service performance targets were met in full.
Dette element blev indført for at erstatte og styrke det system med sanktioner for manglende opfyldelse, som var indbygget i den oprindelige aftale.
This element was designed to replace and enhance the system of performance penalties built into the original agreement.
Et andet element ville blive udbetalt i tilfælde af udgiftsbesparelser/øgede indtægter i forhold til et benchmarkbudget, som den skotske regerings uafhængige revisorer havde godkendt.
A second element would be paid on the delivery of cost savings/revenue gains in comparison to a benchmark budget which the Scottish Executive’s independent accountants would have approved.
I august 2005 anmodede Auditor General (den skotske rigsrevision) Audit Scotland om at gennemgå den nye kontrakt om offentlig tjeneste, som var blevet tildelt NorthLink 1.
In August 2005, the Auditor General for Scotland asked Audit Scotland to examine the new public service contract awarded to NorthLink 1.
Audit Scotland er et offentligt organ, der blev oprettet i april 2000 i henhold til Public Finance and Accountability (Scotland) Act 2000 [19] med det formål at betjene Auditor General.
Audit Scotland is a statutory body set up in April 2000 under the Public Finance and Accountability (Scotland) Act 2000 [19] to provide services to the Auditor General.
Organet har til opgave at sikre, at den skotske regering holdes ansvarlig for en korrekt og effektiv anvendelse af offentlige midler.
Their mission is to ensure that the Scottish Executive is held to account for the proper, efficient and effective use of public funds.