natgillin/translations-raw huggingface dataset:
Ved brev af 19. april og af 30. juni 2004 underrettede Det Forenede Kongerige Kommissionen om, at den skotske regering havde til hensigt at gennemføre to offentlige udbud vedrørende kontrakter om levering af transportydelser til de nordlige og vestlige øer.
By letters of 19 April and 30 June 2004, the United Kingdom informed the Commission of the intention of the Scottish Executive to carry out two public tenders for contracts to provide transport services to the northern and western islands.
Kommissionen har derefter modtaget flere formelle klager og uformelle bemærkninger fra interesserede parter vedrørende uforenelig statsstøtte, som hævdes at være ydet til de virksomheder, som varetager disse transportydelser [2].
The Commission has since received several formal complaints and informal comments from interested parties regarding alleged incompatible State aid granted to the undertakings which operate those transport services [2].
På baggrund af disse klager sendte Kommissionen adskillige anmodninger om supplerende oplysninger til Det Forenede Kongerige i henhold til artikel 5 i Rådets forordning nr. 659/1999 af 22. marts 1999 om fastlæggelse af regler for anvendelsen af EF-traktatens artikel 93 (nu artikel 88) [3] (herefter »procedureforordningen«), som blev besvaret.
Following these complaints, the Commission sent several requests for further information to the United Kingdom pursuant to Article 5 of Council Regulation (EC) No 659/1999 of 22 March 1999 laying down detailed rules for the application of Article 93 (now Article 88) of the EC Treaty [3] (hereinafter ‘the Procedural Regulation’) to which answers were provided.
Den 16. april 2008 besluttede Kommissionen at indlede den formelle undersøgelsesprocedure vedrørende statsstøtte i forbindelse med NorthLink Ferries Limited, Cowal Ferries Limited og CalMac Ferries Limited [4].
On 16 April 2008 the Commission decided to initiate the formal investigation procedure regarding State aid measures related to NorthLink Ferries Limited, Cowal Ferries Limited and CalMac Ferries Limited [4].
Den 16. juli 2008 fremsendte Det Forenede Kongerige sine bemærkninger som svar på beslutningen om at indlede den formelle undersøgelsesprocedure.
On 16 July 2008 the United Kingdom sent its observations in reply to the decision to initiate the formal investigation procedure.
Ved brev af 22. december og af 2. februar 2009 fremlagde Det Forenede Kongerige supplerende oplysninger.
By letters of 22 December 2008 and 2 February 2009 the United Kingdom provided additional information.
Kommissionen modtog bemærkninger fra adskillige interesserede parter efter offentliggørelsen af beslutningen om at indlede den formelle undersøgelsesprocedure.
The Commission received comments from several interested parties following the publication of the decision to initiate the formal investigation procedure.
Det Forenede Kongerige blev anmodet om at svare på disse bemærkninger.
The United Kingdom was invited to respond to those comments.
Den 11., 12. og 13. december 2008 holdt Kommissionen møde med repræsentanter for flere interesserede parter: NorthLink Ferries Limited, Cowal Ferries Limited, CalMac Ferries Limited, Pentland Ferries, Western Ferries (Clyde) Limited, Orkney County Council, Argyll and Bute Council, Inverclyde Council, skotske ministre og den skotske regering samt Peer Pressure Group.
On 11, 12 and 13 December 2008, the Commission met with representatives of several interested parties: NorthLink Ferries Limited, Cowal Ferries Limited, CalMac Ferries Limited, Pentland Ferries, Western Ferries (Clyde) Limited, Orkney County Council, Argyll and Bute Council, Inverclyde Council, Scottish Ministers and Scottish Executive and Peer Pressure Group.
På baggrund af de supplerende oplysninger, som den havde modtaget under den formelle undersøgelsesprocedure, fastslog Kommissionen, at en del af ordningen udgjorde eksisterende støtteext.
On the basis of the additional information received during the formal investigation procedure, the Commission concluded that part of the scheme constituted existing aid.
Den besluttede derfor at indlede samarbejdsproceduren, som omhandlet i artikel 17 i procedureforordningen, sideløbende med den formelle undersøgelsesprocedure.
It therefore decided to initiate, in parallel to the formal investigation procedure, the cooperation procedure foreseen pursuant to Article 17 of the Procedural Regulation.
Den 17. marts 2008 holdt Kommissionen møde med repræsentanter for Det Forenede Kongerige.
On 17 March 2009 the Commission met with representatives of the United Kingdom.
På dette møde informerede Kommissionen, i overensstemmelse med procedureforordningens artikel 17, medlemsstaten om, at den anså en del af ordningen for at udgøre eksisterende støtte, og gav udtryk for den foreløbige opfattelse, at visse aspekter af ordningen ikke længere var forenelige med fællesmarkedet.
In this meeting, in accordance with Article 17 of the Procedural Regulation the Commission informed the Member State that it considered part of the scheme to constitute existing aid and expressed its preliminary view that some aspects of the scheme were no longer compatible with the common market.
Medlemsstatens myndigheder fik mulighed for at fremsætte deres bemærkninger til denne foreløbige opfattelse både på mødet og senere i skriftlig form.
The Member State’s authorities were given the opportunity to submit their comments on this preliminary view both at the meeting and later in written form.
Den 23. marts 2009 anmodede Kommissionen Det Forenede Kongerige om supplerende oplysninger.
On 23 March 2009, the Commission requested additional information from the United Kingdom.
Disse oplysninger blev fremsendt den 15. maj 2009 og den 3. juli 2009.
That information was provided on 15 May and 3 July 2009.
Sagen vedrører levering af regelmæssig færgesejlads mellem det skotske fastland og øerne ud for Skotlands vest- og nordkyst.
The case concerns the provision of regular ferry shipping services between the Scottish mainland and the islands off the west and north coasts of Scotland.
På nuværende tidspunkt leveres disse ydelser hovedsagelig inden for kontrakter om offentlige tjeneste [5], og operatørerne modtager kompensation for deres ydelser.
These services are currently mainly provided under public service contracts [5] and the operators benefit from compensation for their performance.
Da lovrammerne vedrørende de offentlige tjenester er forskellige for de vestlige og de nordlige øer, og støttemodtagerne er separate juridiske enheder, behandles ruterne til henholdsvis de vestlige og de nordlige øer separat i resten af denne beslutning.
Since the legal frameworks governing the public services provided in the western and northern islands are different and the beneficiaries are separate legal entities, the western islands and northern islands routes are treated separately in the remainder of the current Decision.
DE VESTLIGE ØER
WESTERN ISLANDS
FÆRGERUTER
MARITIME ROUTES
Kort 1 viser de eksisterende færgeruter ved de vestskotske øer.
The existing ferry routes in the western Scottish islands are set out in Map 1.
Kort 1
Map 1
Sejlruter i Vestskotland
Maritime routes in western Scotland
OPERATØRER
OPERATORS
I 1950'erne var kystsejladsen med passagerer, post og gods omkring de vestlige øer [6] domineret af to offentligt ejede selskaber, nemlig Caledonian Steam Packet Company Ltd. og David MacBrayne Ltd.
In the 1950s, passenger, mail and cargo coastal shipping services in the western islands [6] were dominated by two publicly-owned companies: Caledonian Steam Packet Company Ltd and David MacBrayne Ltd.
I 1973 blev Caledonian Steam Packet Company Ltd. fusioneret med en del af David MacBrayne Ltd., og Caledonian MacBrayne Ltd blev dannet. Det nye selskab blev overdraget hoveddelen af den faste rutefart på Firth of Clyde og det vestlige højland samt de vestlige øer.
In 1973, Caledonian Steam Packet Company Ltd was merged with part of David MacBrayne Ltd to form Caledonian MacBrayne Ltd. The new company was made responsible for most of the regular shipping services on the Firth of Clyde and the West Highlands and Islands.
Før 2006 var Caledonian MacBrayne Ltd. statsejet og hørte under ministeren for Skotland, og efter kompetenceoverdragelsen i 1999 overgik selskabet til den skotske regering.
Before 2006 Caledonian MacBrayne Ltd was wholly owned by the State, under the responsibility of the Secretary of State for Scotland, and, after devolution in 1999, by the Scottish Executive.
I oktober 2006 blev Caledonian MacBrayne Ltd. omstruktureret for at adskille rollen som ejer af aktiver i form af fartøjer og landfaciliteter fra færgedriftsrollen.
In October 2006 Caledonian MacBrayne Ltd was restructured to separate the vessel and shore asset ownership role from the ferry-operating role.
Den nye struktur fremgår af figur 1.
The new structure is shown in Chart 1:
Nuværende ejerstruktur
Current ownership structure
Den skotske regering
Scottish Executive
Ejer de aktiver, som anvendes af CalMac Ferries Ltd og Cowal Ferries Ltd
Company owning the assets used by CalMac Ferries Ltd and Cowal Ferries Ltd
Selskab for sejlads til Clyde
Commercial company for Clyde
Selskab for sejlads til Hebriderne
Commercial company for Hebrides
Beskæftiger besætning
Employing embarked personnel
Beskæftiger landbaseret personale
Employing shore-based personnel
Færgedriften blev overført til to nye selskaber, CalMac Ferries Ltd og Cowal Ferries Ltd, der blev oprettet som to helejede datterselskaber af David MacBrayne Ltd. Det sidstnævnte var tidligere et »sovende selskab«, der var helejet af den skotske regering.
The ferry service operations were transferred to two new companies, CalMac Ferries Ltd and Cowal Ferries Ltd, which were created as two wholly-owned subsidiaries of David MacBrayne Ltd. The latter was previously a dormant company fully owned by the Scottish Executive.
CalMac Ferries Ltd. overtog sejladsen til Hebriderne sammen med to helejede datterselskaber, Caledonian MacBrayne Crewing (Guernsey) Ltd. og Caledonian MacBrayne HR (UK) Ltd., der beskæftiger henholdsvis besætning på fartøjerne og landbaseret personale.
CalMac Ferries Ltd took over the services to the Hebrides, along with two wholly-owned subsidiaries, Caledonian MacBrayne Crewing (Guernsey) Ltd and Caledonian MacBrayne HR (UK) Ltd, which employ respectively embarked and shore-based personnel.
Cowal Ferries Ltd. overtog sejladsen på Clyde.
Cowal Ferries Ltd took over the services on the Clyde.
Samtidig bevarede Caledonian Maritime Assets Ltd. (herefter »CMAL«) ejerskabet til fartøjer og anløbsbroer anvendt til færgedriften på Clyde og til Hebriderne.
In parallel, Caledonian Maritime Assets Ltd (hereinafter ‘CMAL’) retained ownership of the vessels and piers that are used for the operation of the Clyde and Hebrides ferry services.
På nuværende tidspunkt befragter CalMac Ferries Ltd. en flåde på 29 fartøjer af CMAL til transporten af passagerer, køretøjer og gods til øerne ud for den skotske vestkyst og i Clyde-mundingen.
CalMac Ferries Ltd at present charters a fleet of 29 vessels from CMAL to provide passenger, vehicle and shipping services to the islands off the West Coast of Scotland and in the Clyde estuary.
To andre skibe befragtes separat.
Two other vessels are kept on separate charters.
Cowal Ferries Ltd befragter også sine tre skibe af CMAL.
Cowal Ferries Ltd also charters its three vessels from CMAL.
Da de forskellige ovennævnte selskaber tilhører den samme koncern, og af hensyn til overskueligheden, vil navnet »CalMac« i resten af denne beslutning blive anvendt generelt om de selskaber, der er ejet af David MacBrayne Ltd. og, i perioden før omstruktureringen, om Caledonian MacBrayne Ltd., Caledonian Steam Packet Company Ltd. og David MacBrayne Ltd.
Given that the various companies referred to above belong to the same group and for simplicity, for the remainder of the current Decision the term ‘CalMac’ will be used indistinctively to refer to the companies owned by David MacBrayne Ltd and, in the period prior to the restructuring, to Caledonian MacBrayne Ltd, Caledonian Steam Packet Company Ltd and David MacBrayne Ltd.
Der er på nuværende tidspunkt 26 ruter i det netværk, som betjenes af CalMac.
There are currently 26 routes within the network served by CalMac.
Hvad angår CalMac Ferries Ltd. alene, transporterede selskabet i løbet af det år, der sluttede 31. marts 2006, 5,3 mio. passagerer, 1,1 mio. biler, 94000 erhvervskøretøjer og 14000 busser på disse ruter.
As regards CalMac Ferries Ltd alone, in the year ended on 31 March 2006, it transported 5,3 million passengers, 1,1 million cars, 94000 commercial vehicles and 14000 coaches on these routes.
CalMac har praktisk taget ingen konkurrence på de ruter, selskabet driver.
CalMac has virtually no competition on the routes it serves.
Dets eneste konkurrent, Western Ferries Ltd., sejler kun i Clyde-mundingen mellem Gourock i øvre Firth of Clyde og Dunoon på den skotske Cowal-halvø som vist på kort 2.
Its sole competitor, Western Ferries Ltd, operates only on the Clyde estuary between Gourock, located in the Upper Firth of Clyde, and Dunoon, located in the Cowal peninsula of Scotland as illustrated in Map 2.
Kort 2
Map 2
Færgeruter i Clyde-mundingen
Maritime routes in the Clyde estuary
FORPLIGTELSER TIL OFFENTLIG TJENESTE
PUBLIC SERVICE OBLIGATIONS
Den overordnede lovramme, som giver mulighed for at yde finansiel støtte til færgetransportydelser i Skotland, er Highlands and Islands Shipping Services Act af 1960 [8], som ændret ved § 70 i Transport (Scotland) Act 2001 [9] og ved § 45 i the Transport (Scotland) Act 2005 [10].
The general legal framework allowing for financial support for the performance of ferry transport services in Scotland is the Highlands and Islands Shipping Services Act of 1960 [8] as amended by Section 70 of the Transport (Scotland) Act 2001 [9] and by Section 45 of the Transport (Scotland) Act 2005 [10].
Denne lovramme blev suppleret med »forpligtelser« fra ministerens side med CalMacs samtykke [11].
This legal framework was complemented by ‘undertakings’ by the Secretary of State with the agreement of CalMac [11].
Lovrammen er meget overordnet.
The legal framework is very general.
Der fastsættes blot heri, at de skotske myndigheder kan give tilskud eller yde lån til personer til transportformål.
It merely states that the Scottish authorities may make advances by way of grant or loan to persons for purposes relating to transport.
Der angives ingen nærmere detaljer om betingelserne for sådanne tilskud eller lån.
It does not specify in detail the conditions for making such advances.
Ifølge forpligtelsen af 1995 ydes tilskud og lån til CalMac til søtransportydelser med henblik på at opretholde eller forbedre økonomiske eller sociale forhold i højlandet og på øerne.
The 1995 undertaking provides for grants and loans to CalMac for the performance of sea transport services to maintain or improve economic or social conditions in the Highlands and Islands.
Indtægtsstøtte skal dække driftsunderskud, mens kapitalstøtte og lån er beregnet til investeringer som f.eks. indkøb af skibe og arbejde på moler og havne.
Revenue grants are intended to cover operating deficits while capital grants and loans are intended for investment purposes, such as the acquisition of vessels and works on piers and harbours.
Alle detaljer vedrørende den offentlige tjeneste, såsom hvilke ruter der var berettiget til støtte, regelmæssighed, hyppighed, kapacitet, tariffer og støttebeløb, blev fastsat af de skotske myndigheder og meddelt CalMac i årlige skrivelser.
All the details of the public service, such as the routes qualifying for support, regularity, frequencies, capacities, fare rates and subsidy amounts, were decided by the Scottish authorities and communicated to CalMac via annual letters.
I oktober 2006 udløb den sidste forpligtelse af 1995 med omstruktureringen af CalMac.
In October 2006, the last 1995 undertaking lapsed with the restructuring of CalMac.
Der blev ikke undertegnet yderligere forpligtelser herefter indtil september 2007, hvor den nugældende kontrakt om offentlig tjeneste af 2007 trådte i kraft.
No further undertaking was signed from then until September 2007, when the current 2007 public service contract entered into force.
CalMac har siden september 2007 varetaget færgetransporten inden for aftalen af 2007 om offentlig tjeneste efter at have vundet en offentlig udbudsprocedure [12] (V-Ships var det eneste andet selskab, der afgav bud, som det senere trak tilbage).
Since September 2007 CalMac has been providing ferry transport services under the 2007 public service contract following its winning bid in a public tender procedure [12] (V-Ships was the only other bidder which later withdrew from the process).
Kontrakten om offentlig tjeneste af 2007 dækker alle ruter, som indtil det tidspunkt blev drevet af CalMac, bortset fra Gourock-Dunoon, og specificerer de forpligtelser til offentlig tjeneste, som skal opfyldes.
The 2007 public service contract covers all routes operated until then by CalMac, with the exception of Gourock-Dunoon, and specifies in detail the public service obligations to be met.
Tjenesterne omfatter passager-, bil- og godstransport.
The services include passenger, car and freight transport.
De skibe, som anvendes til at levere tjenesterne, lejes af CMAL, det selskab, der blev oprettet i oktober 2006, og hvis eneste aktivitet består i at eje og udleje skibene.
The vessels used to provide the services are leased from CMAL, the company created in October 2006 and whose only activity is the ownership and lease of the vessels.
I 2005-2006 blev der iværksat et offentligt udbud vedrørende ruten Gourock-Dunoon med henblik på at finde operatører til at levere en tjeneste uden restriktioner og tilskud.
In 2005-2006 a public tender for the Gourock-Dunoon route was launched, seeking operators to run an unrestricted and unsubsidised service.
Tre selskaber tilkendegav interesse i den indledende fase (Western Ferries, CalMac og V-Ships), men ingen af selskaberne indgav efterfølgende et bud.
Three companies manifested an interest in the initial phase (Western Ferries, CalMac and V-Ships) but eventually no company submitted a bid.
Indtil kontrakten af 2007 om offentlig tjeneste trådte i kraft, var kompensationen for driften af Gourock-Dunoon-ruten ikke adskilt fra kompensationen for de øvrige ruter, idet den blev udbetalt som en samlet betaling uden øremærkning til de enkelte ruter.
Until the 2007 public service contract entered into force, the compensation for the operation of the Gourock-Dunoon route was not distinguished from the compensation paid for the other routes, as there was one single payment in block, with no hypothecation to individual routes.
Efter at kontrakten om offentlig tjeneste af 2007 trådte i kraft, udbetales støtten til Gourock-Dunoon-ruten separat til CalMac.
Since the entry into force of the 2007 public service contract, the subsidy for the Gourock-Dunoon route is paid separately to CalMac.
Forpligtelserne til offentlig tjeneste vedrørende denne rute og den respektive kompensation vedrører udelukkende passagertransport, og erhvervskøretøjer er ikke omfattet.
The public service obligations for that route and the respective compensation are intended for the transport of passengers only, commercial vehicles being excluded.
CalMac må imidlertid gerne levere transportydelser til erhvervskøretøjer på rent kommercielle vilkår.
However, CalMac is free to provide transport services for commercial vehicles on purely commercial terms.
Da Gourock-Dunoon-ruten ikke indgik i kontrakten af 2007 om offentlig tjeneste, er retsgrundlaget for den kompensation, som vedrører denne rute, fortsat Highlands and Islands Shipping Services Act af 1960, som ændret ved § 70 i Transport (Scotland) Act 2001 og ved § 45 i Transport (Scotland) Act 2005.
Since the Gourock-Dunoon route was excluded from the 2007 public service contract, the legal basis for the compensation related to this route continues to be the Highlands and Islands Shipping Services Act of 1960 as amended by Section 70 of the Transport (Scotland) Act 2001 and by Section 45 of the Transport (Scotland) Act 2005.
Der har gennem årene været en betydelig kontinuitet i de ruter til de vestlige øer, som drives af CalMac.
There has been considerable continuity over the years in the routes operated by CalMac in the western islands.
Der har dog været nogle ændringer, besluttet af de skotske myndigheder, såsom lukningen af en rute efter åbningen af en bro, nye forbindelser på eksisterende ruter og øget frekvens.
Nevertheless, some changes have occurred by decision of the Scottish authorities, such as the closing of one route following the opening of a bridge, new services in existing routes and increased frequencies.
Kapaciteten er generelt blevet øget, idet gamle skibe er skiftet ud med nye, som generelt har større kapacitet end de tidligere skibe [13].
Capacities have in general increased through the replacement of old vessels by new ones, generally offering larger capacity than the vessel being replaced [13].
Tarifferne er generelt steget i takt med inflationen [14].
In general, tariffs have increased in line with inflation [14].
Indtil videre har CalMac modtaget følgende betalinger fra de skotske myndigheder vedrørende disse forpligtelser til offentlig tjeneste:
CalMac has so far received the following payments from the Scottish authorities relating to those public service obligations:
Offentlige midler, som er tilført CalMac siden 1995
Public money granted to CalMac since 1995
(i mio. GBP)
(GBP million)
Underskudsstøtte
Deficit grants
Kapitaltilskud/lån [15]
Capital grants/loans [15]
Hvad Gourock-Dunoon-ruten angår, har Det Forenede Kongerige fremlagt finansielle oplysninger, der viser nettoomsætningen for de aktiviteter vedrørende offentlig tjeneste (hovedsagelig passagertransport) og de kommercielle aktiviteter (hovedsagelig biltransport), som CalMac har udført siden regnskabsåret 2002/03.
With regard to the Gourock-Dunoon route, the United Kingdom have provided financial information showing the net turnover of the public service activities (mostly passenger transport) and of the commercial activities (mostly vehicle service) carried out by CalMac since the 2002/2003 financial exercise:
Resultatopgørelse for CalMacs aktiviteter vedrørende offentlig tjeneste og kommercielle aktiviteter på Gourock-Dunoon-ruten siden 2002/2003
Profit and loss account of public service and commercial activities of CalMac in the Gourock-Dunoon route since 2002/2003
Aktiviteter vedrørende offentlig tjeneste
Public service activities
Kommercielle aktiviteter
Commercial activities
Resul-tat
Profit/Loss
Beløbene i tabel 2 er fremkommet ved en analytisk regnskabsprocedure på grundlag af de vedtægtsmæssige regnskaber.
The amounts indicated in the table 2 result from an analytical accounting exercise on the basis of the statutory accounts.
De kommercielle indtægter er fortrinsvis indtægter fra transport af køretøjer og fra de respektive passagerer [16].
Commercial revenues are mostly vehicular revenues and revenues from the respective passengers [16].
Indtægter fra offentlig tjeneste stammer fortrinsvis fra gående passagerer.
Public service revenues are mostly from foot passengers.
På udgiftssiden er fælles omkostninger, f.eks. omkostninger til personale, skibe og terminaler vedrørende blandede passager- og bilfærger, opdelt i forhold til den gennemsnitlige kapacitetsanvendelse til køretøjer og gående passagerer.
On the expenditure side, common costs such as personnel, vessel and terminal costs related to mixed passenger-vehicle vessels, are split according to average vessel capacity use for vehicles and for foot passengers.
Selskabets revisor (KPMG LLP) har udført aftalte procedurer vedrørende metoder samt regnskabets detaljer og indhold.
Agreed procedures have been carried out by the Company Auditor (KPMG LLP) on the methodology, accounting detail and statement content.
Der er ikke fundet betydelige forskelle mellem de beløb, som er angivet i tabel 2 ovenfor, og CalMacs relevante regnskaber og optegnelser.
No significant differences were found between the amounts reported in table 2 above and the underlying books and records of CalMac.
DE NORDLIGE ØER
NORTHERN ISLANDS