natgillin/translations-raw huggingface dataset:
For så vidt angår kontrakten af 2007 om offentlig tjeneste med CalMac havde Kommissionen ikke tilstrækkelige oplysninger til at drage foreløbige konklusioner med hensyn til eksistensen af statsstøtte og anmodede Det Forenede Kongeriges myndigheder om at fremsende de nødvendige oplysninger.
As regards the 2007 public service contract with CalMac, the Commission did not have sufficient information to draw preliminary conclusions about the existence of State aid and requested the UK authorities submit the required information.
Kommissionen bemærkede, at nogle af de interesserede parter var af den opfattelse, at sammenknytningen af alle ruter, bortset fra ruten mellem Gourock og Dunoon, udgjorde en urimelig og betydelig indskrænkning af konkurrencen i forbindelse med udbudsproceduren, da CalMac angiveligt var det eneste selskab, som var i stand til at afgive et bud, der omfattede hele pakken.
The Commission noted that some interested parties were of the view that the bundling of all routes, with the exception of the route between Gourock and Dunoon, unduly and significantly restrained competition during the tender since only CalMac was allegedly able to offer a bid covering the entire bundle.
Kommissionen rejste også spørgsmålet om, hvorvidt udbudsbetingelsen om, at den vindende bydende skulle befragte CMAL's skibe, kan have været til fordel for CalMac.
Also, the Commission raised the question whether the tender condition that the successful bidder had to charter the CMAL vessels might have constituted an advantage to CalMac.
Hvis dette var tilfældet, er det Kommissionens opfattelse, at kontrakten ikke er tildelt ved et reelt åbent og ikke-diskriminerende offentligt udbud.
If that would have been the case, the Commission would consider that the contract has not been awarded through a truly open and non-discriminatory public procurement procedure.
Dette kan have medført en situation, hvor de skotske myndigheder betalte en højere kompensation for de pågældende krav om offentlig tjeneste, end det ellers ville have været tilfældet, og at der derfor var tale om statsstøtte i henhold til traktatens artikel 87, stk. 1.
This might have led to a situation where the Scottish authorities paid a higher compensation for the relevant public service requirements that would otherwise have been the case and therefore to the existence of State aid within the meaning of Article 87(1) of the Treaty.
I sin beslutning om at indlede en procedure anså Kommissionen traktatens artikel 86, stk. 2, for at være det korrekte retsgrundlag for vurderingen af foranstaltningens forenelighed med fællesmarkedet [37].
In the opening decision the Commission considered that Article 86(2) of the Treaty seemed to be the appropriate legal basis to assess the compatibility of the measure with the common market [37].
Kommissionen gav udtryk for tvivl om, hvorvidt betingelserne i dens beslutning om anvendelse af bestemmelserne i EF-traktatens artikel 86, stk. 2, på statsstøtte i form af kompensation for offentlig tjeneste ydet til visse virksomheder, der har fået overdraget at udføre tjenesteydelser af almindelig økonomisk interesse (herefter »beslutningen om tjenesteydelser af almindelig økonomisk interesse«) [38], var opfyldt.
The Commission expressed doubts about the fulfilment of the conditions of its Decision on the application of Article 86(2) of the Treaty to State aid in the form of public service compensation granted to certain undertakings entrusted with the operation of services of general economic interest (hereinafter ‘SGEI Decision’) [38].
For at være forenelige i henhold til traktatens artikel 86, stk. 2, skal de subsidierede tjenesteydelser svare til ægte og lovlige tjenesteydelser af almindelig økonomisk interesse, de skal være korrekt overdraget til modtageren, og kompensationen må ikke have nogen urimeligt negativ indflydelse på konkurrencen og samhandelen.
In order to be compatible pursuant to Article 86(2) of the Treaty, the subsidised services must correspond to genuine and legitimate services of general economic interest (hereinafter ‘SGEI’), must be adequately entrusted to the beneficiary and the compensation must not cause disproportionate effects on competition and trade.
I beslutningen om at indlede en procedure udtrykte Kommissionen den foreløbige opfattelse, at de tjenesteydelser, som var overdraget CalMac, var lovlige tjenesteydelser af almindelig økonomisk interesse, men på grund af manglende beviser var den ikke i stand til at vurdere, om retsakten for overdragelsen var korrekt, og om støtten til CalMac stod i et rimeligt forhold til målet, og derfor heller ikke i stand til at vurdere, om den eventuelle statsstøtte var forenelig med fællesmarkedet.
In the opening decision, the Commission took the preliminary position that the services entrusted to CalMac were legitimate SGEI but, for lack of evidence, was not in a position to assess whether the act of entrustment was adequate and whether the aid granted to CalMac was proportional to its objective and therefore to assess whether the possible State aid was compatible with the common market.
Kommissionen gav udtryk for den foreløbige opfattelse, at finansieringen af NorthLink 1 inden for ændringsprotokollen sandsynligvis ikke opfyldte det fjerde Altmark-kriterium, hvorefter kompensationens størrelse fastsættes på grundlag af en analyse af de oplysninger, som en gennemsnitsvirksomhed, der er veldrevet, ville have haft ved at opfylde forpligtelserne til offentlig tjeneste.
The Commission took the preliminary view that the financing of NorthLink 1 under the MoA was unlikely to meet the fourth Altmark criterion, which requires that the level of compensation is determined on the basis of an analysis of the costs which a typical and well run undertaking would have incurred in discharging the public service obligations.
Det var således sandsynligt, at de pågældende betalinger udgjorde statsstøtte i henhold til traktatens artikel 87, stk. 1.
Thus, the payments in question were likely to constitute State aid pursuant to Article 87(1) of the Treaty.
Hvad NorthLink 2 angår, udbad Kommissionen sig nærmere oplysninger om overførslen af aktiver fra NorthLink 1 og om kontrakten af 2006's overensstemmelse med de fire Altmark-betingelser.
With regard to NorthLink 2, the Commission sought clarifications on the transfer of assets from NorthLink 1 and on the compliance of the 2006 contract with the four Altmark conditions.
Det blev derfor ikke udelukket, at der var tale om statsstøtte.
The presence of State aid was therefore not excluded.
I sin beslutning om at indlede den formelle undersøgelsesprocedure kunne Kommissionen ikke identificere et grundlag for, at den eventuelle statsstøtte til NorthLink 2 ved en mulig overførsel af aktiver fra NorthLink 1 til under markedsprisen kunne anses for forenelig med fællesmarkedet.
In its decision to start the formal investigation procedure the Commission could not identify a compatibility basis for the possible State aid to NorthLink 2 through a potential transfer of assets from NorthLink 1 below market price.
Med hensyn til den eventuelle statsstøtte, der var ydet til NorthLink 1 inden for kontrakten af 2000 og tillægsprotokollen og til NorthLink 2 inden for kontrakten af 2006, kunne de tjenesteydelser, der var leveret af disse selskaber, anses for lovlige tjenesteydelser af almindelig økonomisk interesse, og retsakten for overdragelsen kunne anses for korrekt.
With regard to the possible State aid granted to NorthLink 1 under the 2000 contract and the MoA and to NorthLink 2 under the 2006 contract, the services delivered by these companies could be considered as legitimate SGEI and the acts of entrustment could be considered as appropriate.
På grund af manglende beviser er der derimod tvivl om, hvorvidt den eventuelle statsstøtte, der var ydet til NorthLink 1 og 2, stod i rimeligt forhold til det erklærede mål.
On the contrary, for lack of sufficient evidence it is doubtful whether the possible State aid granted to NorthLink 1 and 2 was proportional to its declared objective.
Kommissionen modtog bemærkninger fra adskillige interesserede parter inden for den frist, der er fastsat i procedureforordningens artikel 6, stk. 1.
During the time-frame provided for by Article 6(1) of the Procedural Regulation, the Commission received comments from several interested parties.
I overensstemmelse med procedureforordningens artikel 6, stk. 2, fik Det Forenede Kongeriges myndigheder mulighed for at besvare de bemærkninger, som var modtaget fra de interesserede parter, inden for den fastsatte frist.
In accordance with Article 6(2) of the Procedural Regulation, the UK authorities were given the opportunity to respond to the comments received from interested parties within that time-frame.
Følgende interesserede parter tilkendegav deres synspunkter: the European Transport Workers' Federation, James Knight fra TSL contractors Limited, Western Ferries, John Rose, Streamline Shipping, professor dr. Alfred J. Baird fra Napier University, Pedersen Consulting, James Knight og Andy Knight (på vegne af Isle of Mull Ferry Company Limited), McGill's Bus Service Limited samt to andre parter, der anmodede om, at deres identitet og indholdet af deres bemærkninger blev holdt fortroligt.
The following interested parties submitted their views: the European Transport Workers’ Federation, Mr James Knight of TSL contractors Limited, Western Ferries, Mr John Rose, Streamline Shipping, Professor Dr. Alfred J. Baird of Napier University, Pedersen Consulting, Mr James Knight and Mr Andy Knight (on behalf of Isle of Mull Ferry Company Limited), McGill’s Bus Service Limited and two other parties which requested that their identity and the content of their submission be kept confidential.
Det var denne strategi, der fik regeringen til at tilføre midler ud over de nødvendige til udførelsen af forpligtelserne til offentlig tjeneste.
It was this strategy that led the Government to inject finance beyond what was needed for the fulfilment of the public service obligations.
De citerer Auditor Generals rapport af december 2005, hvor det blev fastslået, at »prisniveauet for godstransport og den resulterende konkurrence fra Norse Island Ferries var en af hovedfaktorerne bag NorthLink 1's finansielle problemer«, og at »selv om formålet med at befragte den ekstra (gods)færge var at sikre tilstrækkelig kapacitet til at imødekomme efterspørgslen, skabte det en situation, hvor godskapaciteten rent faktisk oversteg efterspørgslen.
They quote the Auditor General’s report of December 2005, which stated that ‘the level of freight charges and the resultant competition from Norse Island Ferries was one of the key factors which contributed to NorthLink 1’s financial problems’ and that ‘while chartering the extra (freight) vessel was intended to ensure there was adequate capacity to meet demand, it created a situation whereby freight capacity actually exceeded demand.
Ekstraomkostningerne ved at drive en yderligere færge oversteg den ekstra indtægt, der blev skabt, og øgede likviditetsproblemerne«.
The additional costs of running another vessel exceeded the extra income generated and added to the cash flow problems’.
Hvad NorthLink 2 angår, gør Streamline Shipping gældende, at deres færger er underudnyttede.
With regard to NorthLink 2, Streamline Shipping argues that its vessels are under- utilised.
Ifølge Streamline Shipping har selskabet lidt stor skade som følge af NorthLink 2's annoncerede sænkning af markedspriserne med 25 % til Shetlandsøerne og 19 % til Orkneyøerne i forhold til NorthLink 1's priser.
The announced reduction in market rates by 25 % to Shetland and 19 % to Orkney for NorthLink 2 when compared to the rates charged by NorthLink 1 has badly damaged Streamline Shipping, it is argued.
Western Ferries gentog sin bekymring over de tilskud, som CalMac modtog til driften af ruten Gourock-Dunoon.
Western Ferries repeated its concerns about the subsidies paid to CalMac for the operation of the Gourock-Dunoon route.
Ifølge Western Ferries er denne rute kommercielt bæredygtig, sådan som selskabets egen overskudsgivende drift har bevist.
Western Ferries considers that this route is commercially viable, as demonstrated by its own profitable operation.
Western Ferries mener heller ikke, at Altmark-betingelserne er opfyldt, eftersom tilskuddet er større, end det ville have været nødvendigt ved en ren passagerrute, hvor der blev sejlet med en ren passagerfærge (et skønnet overskud på 1,3 mio. GBP).
It also considers that the Altmark conditions are not fulfilled since the level of the subsidy is more than that which would be needed in respect of a passenger-only service using a passenger-only vessel (estimated surplus of GBP 1,3 million).
Selskabet fremførte også det argument, at støtten anvendes til at subsidiere biltransporten, f.eks. ved at holde priserne for transport af køretøjer uændrede på trods af højere brændstofudgifter (i 2009 hævede CalMac kun priserne med 3,8 %, dvs. 1 % under inflationen).
It is also argued that the aid is being used to subsidise the vehicle service, for example by keeping vehicle transport prices unchanged in the face of higher fuel costs (CalMac increased prices in 2009 by only 3,8 %, i.e. 1 % below inflation).
Desuden har denne rute, til forskel fra NorthLinks og CalMacs rutenet, ikke været udbudt i licitation og opfylder derfor ikke EU-kravene.
Moreover, unlike the NorthLink and CalMac networks, this route has not been tendered out and is therefore not in line with EU requirements.
Ydermere mener Western Ferries, at det seneste udbud af CalMacs rutenet var for restriktivt, og at sammenknytningen af alle ruterne er uberettiget.
Furthermore, Western Ferries considers that the recent tender for CalMac’s network was too prescriptive and that the bundling of all routes is unwarranted.
På disse betingelser var CalMac den eneste, der kunne byde.
In such conditions, only CalMac was able to bid.
Med hensyn til CalMacs finansielle gennemskuelighed hævder Western Ferries, at de udgifter til Gourock-Dunoon-ruten, som er indberettet (4,2 mio. GBP om året i marts 2008), udgør en undervurdering af driftens reelle, fulde omkostninger, da pensionsforpligtelsen vedrørende færgens besætning ikke fremgår, der er ingen gennemsigtighed med hensyn til interne udgifter til fælles hovedkontorfunktioner, og de daglige lejeomkostninger til færgen er sat alt for lavt.
With regard to CalMac’s financial transparency, it is claimed that the reported cost of the Gourock-Dunoon route (GBP 4,2 million in year to March 2008) underestimates the real full cost of the service because the pension liability relating to the respective crew is not reflected, there is no transparency in inter-company charges for shared head-office functions and the daily lease costs for the service vessel are significantly understated.
Der er intet, der tyder på, at den skotske regering aktivt har overvåget en eventuel krydssubsidiering af den forretningsdel, der vedrører transport af køretøjer.
There is no evidence that the Scottish Government has been actively monitoring possible cross-subsidisation of the vehicle business.
Det er Western Ferries' opfattelse, at der, i modsætning til i NorthLinks tilfælde, allerede er et tilstrækkeligt marked for passagerer, biler og gods.
Western Ferries considers that, unlike in the situation of NorthLink, there is already sufficient market provision for passengers, cars and freight.
På grund af Western Ferries' eksisterende forbindelse er der for eftertiden ingen grund til at subsidiere transport af køretøjer.
For the future, there is no reason to subsidise vehicles due to the existing service of Western Ferries.
The European Transport Workers' Federation gav udtryk for skuffelse over, at det er nødvendigt med en revurdering af den livsnerveforbindelse, som drives af CalMac og NorthLink.
The European Transport Workers’ Federation expressed disappointment that there is a need to review again the lifeline services provided by CalMac and NorthLink.
Organisationen understreger behovet for en stabil offentlig trafikbetjening, som er lovformeligt defineret i overensstemmelse med Rådets forordning (EØF) nr. 3577/92 af 7. december 1992 om anvendelse af princippet om fri udveksling af tjenesteydelser inden for søtransport i medlemsstaterne (herefter »forordningen om cabotagesejlads«) [39].
They stress the need for a stable public service, which is legitimately defined in accordance with Council Regulation (EEC) No 3577/92 of 7 December 1992 applying the principle of freedom to provide services to maritime transport within Member States [39] (hereinafter ‘Maritime Cabotage Regulation’).
En af de interesserede parter gav udtryk for bekymring over afhængigheden af en statslig operatør, hvis monopolistiske stilling opretholdes ved kanalisering af statsstøtte.
One interested party expressed concerns about the dependency on a State provider whose monopolistic position is enforced through the channelling of State aid.
Den pågældende part mener, at udbudsprocessen for de ruter, som drives af CalMac, var snævert defineret og ikke kan anses for et åbent udbud.
This party considers that the tendering process for the routes operated by CalMac was narrowly defined and cannot be considered as an open tender.
Den interesserede part opfordrer til, at udbuddet opdeles i de forskellige ruter.
The interested party calls for unbundling of the routes subject to tender.
James Knight mener ikke, at CalMac er omkostningseffektive, og mener, at effektive private leverandører bør overtage den sejlads, som nu varetages af CalMac.
Mr James Knight considers that CalMac is not providing good value for money and that efficient private providers should take over the services currently provided by CalMac.
Han har fremlagt mulige alternative planer for, hvordan man kan reducere de subsidier, der kræves for at drive ruterne, og øge incitamenterne til innovation og omkostningseffektivitet.
He provides possible alternative plans to reduce the subsidies needed to operate the routes and to increase the incentives for innovation and cost efficiency.
En anden interesseret part mener, at den restriktion med hensyn til hyppighed, som Det Forenede Kongeriges myndigheder har pålagt CalMac på ruten Gourock-Dunoon, reelt udgør statsstøtte til Western Ferries, i alvorlig grad forstyrrer konkurrencen og styrker Western Ferries' dominerende stilling.
Another interested party considers that the frequency restriction imposed on CalMac by the UK authorities on the Gourock-Dunoon route in fact constitutes State aid to Western Ferries, seriously distorts competition and reinforces the dominating position of Western Ferries.
På den anden side gav den interesserede part udtryk for den holdning, at statsstøtten til CalMac er ydet til gengæld for en lovlig offentlig trafikbetjeningsopgave.
On the other hand, it considered that the State aid granted to CalMac is in exchange for a legitimate public service mission.
John Rose mener ikke, at udbuddet vedrørende kontrakterne til NorthLink 1 og NorthLink 2 overholdt EU-reglerne.
Mr John Rose considers that the tendering for the NorthLink 1 and NorthLink 2 contracts did not comply with EU rules.
Han hævder desuden, at Gourock-Dunoon-ruten ikke kan anses for en »livsnerve«, da der findes et alternativ i form af en vej, og et privat færgeselskab allerede tilbyder en bedre forbindelse uden tilskud.
He also contends that the Gourock-Dunoon route cannot be considered as a lifeline service since a road alternative already exists and a private ferry company already provides a better service without subsidies.
Professor Alfred Baird fremlagde undersøgelser, der tyder på, at NorthLinks drift kunne blive mere effektiv ved at forbedre flådens sammensætning, at statens stadig større rolle på de skotske færgemarkeder er i strid med EU's politik og tendenser, og at det generelt set hverken er nødvendigt eller ønskværdigt, at staten driver søtransport.
Professor Alfred Baird submitted studies indicating that the efficiency of NorthLink’s operations could be improved through improved fleet composition, that the increasing role of the State in Scottish ferry markets goes against EU policy and trends and that, in general, it is neither necessary nor desirable for the State to operate maritime transport services.
McGill's Bus Service mener ikke, der er behov for den subsidierede færgeforbindelse mellem Gourock og Dunoon for gående passagerer, da de allerede tilbyder den samme ydelse på kommercielt grundlag.
McGill’s Bus Service considers that there is no need for the subsidised foot passenger service between Gourock and Dunoon, since they are already providing the same service on a commercial basis.
Pedersen Consulting gør gældende, at udbudsprocessen vedrørende de vestlige øer var så kompleks og udgiftskrævende at følge, at CalMac var de eneste, som var i stand til at håndtere den.
Pedersen Consulting argues that the tender process for the western islands was so complex and expensive to comply with, that only CalMac was able to tackle the process.
Hvad angår ruten Gourock-Dunoon, mener Pedersen Consulting ikke, der er nogen grund til at opretholde en subsidieret bilfærgerute, da Western Ferries allerede forestår næsten 90 % af al transport af køretøjer med fortjeneste.
As regards the Gourock-Dunoon route, Pedersen Consulting considers that there is no sense in retaining a subsidised vehicle transport service since Western Ferries already profitably carries almost 90 % of all vehicular traffic.
Imidlertid vil en direkte passagerforbindelse til Gourock centerstation måske give mening som offentlig trafikbetjening.
However, a direct passenger connection with the Gourock rail head may make sense as a public transport operation.
Med hensyn til NorthLink hævdes det, at udbudsprocessen var meget mangelfuld og resulterede i en ineffektiv betjening, hvorimod Pentland Ferries allerede leverer en profitabel tjeneste, som ikke modtager tilskud.
With regard to NorthLink, it is claimed that the tendering process was completely inadequate and resulted in an inefficient service, while Pentland Ferries already provides an unsubsidised and profitable service.
Ruten Stromness-Scrabster kunne sagtens mere eller mindre sløjfes og herved spare skatteyderne penge.
The Stromness-Scrabster route could easily be made virtually obsolete, thereby saving taxpayers’ money.
DET FORENEDE KONGERIGES BEMÆRKNINGER TIL BESLUTNINGEN OM AT INDLEDE EN PROCEDURE OG TIL BEMÆRKNINGERNE FRA INTERESSEREDE PARTER
COMMENTS FROM THE UNITED KINGDOM ON THE OPENING DECISION AND ON THE COMMENTS FROM INTERESTED PARTIES
I sin beslutning om at indlede den formelle undersøgelsesprocedure gav Kommissionen udtryk for tvivl med hensyn til, om betingelsen om, at den vindende bydende af kontrakten af 2007 om offentlig tjeneste mellem Det Forenede Kongeriges myndigheder og CalMac skulle befragte CMAL's skibe, muligvis var til CalMacs fordel.
In its decision to open the formal investigation procedure the Commission expressed doubts as to whether the condition that the successful bidder in the public tender leading to the 2007 public service contract between the UK authorities and CalMac had to charter the CMAL vessels might have constituted an advantage to CalMac.
Det Forenede Kongeriges myndigheder mener ikke, at der lå nogen fordel for CalMac eller CMAL i denne bestemmelse.
The UK authorities believe that there was no advantage in this provision for CalMac or CMAL.
De mener tværtimod, at det var en fordel for andre bydende, at der var en flåde til rådighed, som opfyldte alle betingelser og alle krav til ruten, når kontrakten trådte i kraft, at det mindskede begrænsningerne for potentielle bydende og skabte lige vilkår i udbudsprocessen.
On the contrary, they consider that the ready availability of a fully compliant fleet capable of fulfilling the route requirements at commencement of the contract was an advantage to other bidders, lowered the barriers to potential bidders coming forward and created a level playing field in the tendering process.