natgillin/translations-raw huggingface dataset:
Tabel 2
Capital Grants for Fleet Replacement, EUR (millions)
Kapitaltilskud til fornyelse af flåden, EUR (mio.)
The Irish authorities stated that the grants are paid as partial compensation to Bus Éireann and Dublin Bus in respect of the purchase of vehicles that are only used for running PSO services and that the grants have the effect of lowering annual PSO compensation payments.
De irske myndigheder har forklaret, at tilskuddene ydes i form af delvis kompensation til Bus Éireann og Dublin Bus for køb af køretøjer, der kun benyttes til at varetage offentlig trafikbetjening, og at tilskuddene resulterer i lavere årlige kompensationer for offentlig trafikbetjening.
However, the funding set out in Table 2 only accounts for part of the budget for the purchase of vehicles for PSO services, since some vehicles are purchased wholly or partially from Bus Éireann and Dublin Bus's own resources.
De beløb, der er anført i tabel 2, viser dog ikke hele budgettet for køb af køretøjer til offentlig trafikbetjening, eftersom nogle køretøjer helt eller delvis betales med Bus Éireanns og Dublin Bus' egne ressourcer.
Where this is the case, the fleet may be used on both commercial and PSO services.
Når det er tilfældet, kan flåden både anvendes til kommercielle tjenester og til offentlig trafikbetjening.
A depreciation charge is included with the PSO profit and loss account in respect of the use of such vehicles on PSO services.
Køretøjerne afskrives i resultatopgørelsen for den offentlige trafikbetjening, for så vidt som de anvendes til offentlig trafikbetjening.
In the case of a vehicle whose purchase was only partially grant funded, only a depreciation charge proportionate to the contribution of the bus company is included with the PSO profit and loss account in respect of the use of such a vehicle on PSO services.
Når et køretøj kun er delvis tilskudsfinansieret, afskrives det kun i forhold til busselskabets bidrag i resultatopgørelsen for den offentlige trafikbetjening, for så vidt som det anvendes til offentlig trafikbetjening.
The purchase of buses used for commercial services only is entirely at the expense of the bus companies.
Busselskaberne betaler selv for indkøb af busser, der udelukkende anvendes til kommercielle tjenester.
Financing of dedicated infrastructure
Finansiering af specifik infrastruktur
The Irish authorities have also made grants under the National Development Plans to CIÉ for the purpose of investment in infrastructure for bus services, in particular the upgrading of bus stations and the construction of a new bus garage in Dublin.
De irske myndigheder har også ydet tilskud til CIÉ under de nationale udviklingsplaner til investering i businfrastruktur og navnlig til modernisering af busstationer og opførelse af en ny busgarage i Dublin.
The amounts of these grants from 2000 to 2008 are listed in Table 3.
De tilskud, der er ydet mellem 2000 og 2008, er opregnet i tabel 3.
The grants for dedicated infrastructure examined by this Decision begin in 2000, because this is the first year of the National Development Plan 2000-06 [18], and end in 2009 [19].
De tilskud til specifik infrastruktur, der er omhandlet i denne afgørelse, blev ydet i perioden fra 2000 — det første år, hvor den nationale udviklingsplan for 2000-2006 [18] var gældende — til 2009 [19].
Table 3
Tabel 3
Capital Grants for Infrastructure, EUR (millions)
Kapitaltilskud til infrastruktur, EUR (mio.)
The Irish authorities stated that the financing of new infrastructure and operational facilities was provided solely to meet PSOs, and also that the upgrading of the infrastructure was necessary to meet quality and accessibility requirements imposed by those PSOs.
De irske myndigheder har oplyst, at finansieringen af nye infrastruktur- og driftsfaciliteter udelukkende havde til formål at opfylde offentlige serviceforpligtelser, og at det var nødvendigt at modernisere infrastrukturen for at opfylde de kvalitets- og adgangskrav, der stilles i forbindelse med disse forpligtelser.
The infrastructure in question is owned by CIÉ and, according to the Irish authorities, had not been upgraded over the years to meet operating, safety and customer requirements.
Den pågældende infrastruktur ejes af CIÉ og var ifølge de irske myndigheder ikke blevet løbende moderniseret for at leve op til de drifts- og sikkerhedsmæssige krav og kundernes krav.
The grants, along with funds generated from their own resources, enabled the companies to bring those facilities up to the required standards, in particular facilitating the travel of mobility-impaired people.
Tilskuddene og de ressourcer, som selskaberne selv bidrog med, gjorde det muligt for dem at bringe disse faciliteter op på det krævede niveau, bl.a. med hensyn til at lette befordringen af bevægelseshæmmede.
Both Dublin Bus and Bus Éireann received funding that went towards the cost of bus garages and maintenance facilities, and towards meeting the cost of accessibility works necessary at bus stations and bus stops.
Både Dublin Bus og Bus Éireann modtog midler til dækning af omkostninger til busgarager og vedligeholdelsesanlæg og dækning af omkostninger til den nødvendige sikring af adgangsforholdene på busstationer og ved busstoppesteder.
For Bus Éireann, the bulk of the funding for infrastructure/operational facilities provided related to the upgrading of the bus stations it uses across the country.
Bus Éireann anvendte de fleste af midlerne til infrastruktur-/driftsfaciliteter i forbindelse med moderniseringen af de busstationer, selskabet benytter rundt omkring i landet.
Those upgrades were for improving accessibility, the provision of dished (Kassel) kerbing, and a range of other related measures.
Formålet med denne modernisering var at forbedre tilgængeligheden, anlægge nedsænkede kantsten (Kassel-kantsten) og træffe en række andre foranstaltninger.
The Bus Éireann funding includes contributions from the European Regional Development Fund under its Interreg programme.
Midlerne til Bus Éireann omfatter bidrag fra Den Europæiske Fond for Regionaludvikling som led i Interreg-programmet.
In Dublin, an increase in the number of buses required for PSO services led to the requirement for more garage capacity.
Dette projekt tegner sig for 22 mio. EUR af de tilskud til infrastruktur-/driftsfaciliteter, der blev udbetalt til Dublin Bus.
The overall cost of the Harristown Garage was EUR 42,1 million, made up of EUR 22 million grant funding and a CIÉ/Dublin Bus own contribution of EUR 20,1 million.
Den fysiske adgang til alle de infrastrukturfaciliteter, der er ydet tilskud til som anført i tabel 3, er forbeholdt Bus Éireanns og Dublin Bus' køretøjer.
The buses garaged at Harristown operate only on PSO services.
Skoletransportordningen
The physical access to all the infrastructure facilities aided by the grants set out in Table 3 is limited to Bus Éireann and Dublin Bus vehicles.
Beskrivelse af ordningen
School Transport Scheme
CIÉ fik ansvaret for ordningen i 1967, og den er siden vedtagelsen af Transport (Re-organisation of CIÉ) Act, 1986 [20] blevet varetaget af Bus Éireann.
Description of the scheme
Ordningen gælder først og fremmest for børn i landområderne, der ellers ville have vanskeligt ved at passe deres skolegang på grund af det sted, hvor de bor.
The scheme was operated from 1967 onwards by CIÉ, and since the Transport (Re-organisation of CIÉ) Act, 1986 [20], it has been operated by Bus Éireann.
Eleverne skal bo i en vis afstand fra den nærmeste skole for at være berettiget til kørsel, men visse elever med særlige behov vil normalt have ret til kørsel hele vejen fra hjemmet til skolen.
The scheme is aimed mainly at children in rural areas who, because of where they reside, might otherwise have difficulty in attending school regularly.
135000 børn transporteres til primær- og sekundærskoler hver dag som led i skoletransportordningen.
To be eligible for the scheme, pupils must live beyond a certain distance from their nearest school, although for certain pupils with special needs a door-to-door transport between home and school is normally provided.
Det omfatter ca. 8000 børn med særlige undervisningsbehov og 9000 børn, der rejser med rutebil og tog, bl.a. på strækninger, der betjenes af private operatører.
Via the scheme, 135000 children are carried each day on school transport to primary and post-primary schools, including about 8000 children with special educational needs and 9000 children who travel on scheduled bus and rail services, including those of licensed private operators.
Bus Éireann har en flåde på 700 skolebusser, der indgår i ordningen.
Bus Éireann operates a fleet of 700 school buses as part of the scheme.
Private operatører, der har indgået kontrakt med Bus Éireann, råder over yderligere 3000 køretøjer.
Private operators on contract to Bus Éireann run a further 3000 vehicles.
De irske myndigheder har forklaret, at 86 % af tjenesterne i øjeblikket leveres af private underleverandører, og at denne andel er steget støt i de seneste år.
The Irish authorities state that 86 % of services are currently provided by private sector contractors, and that this percentage has gradually increased in recent years.
Ordningen administreres af Bus Éireanns 11 regionale kontorer, hvis arbejde koordineres af Bus Éireanns hovedkontor i Dublin.
The scheme is administered through Bus Éireann's 11 regional offices, the functions of which are coordinated by Bus Éireann's headquarters in Dublin.
Bus Éireanns administrative rolle i ordningen er ud over at forvalte selskabets egen flåde af skolebusser:
In addition to running its own dedicated school bus fleet, the administrative role of Bus Éireann in the scheme includes:
at indgå kontrakter med operatører og afregne med disse
contracting private operators and payment of contractor accounts,
at overvåge underleverandørernes aktiviteter løbende
continuous monitoring of contractor operations,
at planlægge leveringen af nye tjenester, herunder at fastlægge ruter og udarbejde køreplaner
planning the provision of new services, including route itineraries and scheduling,
at vurdere de enkelte ruter hvert år for at tage højde for ændringer i elevtallet
annual review of every route to reflect the changes in pupil turnover,
at afgøre, om elever er berettiget til kørsel
assessment of pupil eligibility,
at opkræve og bogføre elevernes bidrag
collection and accounting for pupil contributions,
at udstede billetter/buskort til elever
issue of tickets/passes to pupils,
at kontrollere alle chauffører og kontrollører i samarbejde med politiet
vetting of all drivers and inspectors, in conjunction with the police service,
at sørge for den daglige kontrol og overvågning af serviceniveau og -standarder
day-to-day supervision and monitoring of service performance and standards,
at yde enhver administrativ bistand, der kræves for at varetage ordningen, og stå til regnskab over for staten.
all administrative support necessary for the operation of the scheme and its accountability as a State service.
Finansielle rammer for skoletransportordningen
Financial arrangements for School Transport Scheme
De finansielle rammer for skoletransportordningen var fastsat i en regnskabsaftale fra 1968 [21], der blev ajourført i 1975 [22].
The financial arrangements for the School Transport Scheme were set out in an Accounting Agreement from 1968 [21], which was updated in 1975 [22].
De irske myndigheder har oplyst, at ministeriet for uddannelse og kvalifikationer i henhold til disse regler yder godtgørelse til Bus Éireann baseret på »omkostningsdækning«, og at godtgørelsen omfatter en række direkte omkostninger, der klart er afholdt i forbindelse med ordningens iværksættelse og administration, plus en andel af de indirekte omkostninger, som Bus Éireann afholder, og som beregnes efter en aftalt formel, minus indtægter fra de beløb, som forældre til elever, der benytter sig af ordningen, skal betale.
The Irish authorities state that under those arrangements, the Department of Education and Skills reimburses Bus Éireann on a ‘cost recovery’ basis and that the reimbursement is for a range of direct costs identifiable as being incurred in the operation and administration of the scheme, plus a share of the indirect costs Bus Éireann incurs calculated according to an agreed formula, less the income from charges levied on the parents of the pupils using the Scheme.
Formlen for beregning af de indirekte omkostninger, der afholdes, var i aftalen fra 1975 defineret som 13 % af visse nærmere angivne direkte omkostninger.
The formula for the calculation of the indirect costs incurred had been set at 13 % of certain defined direct costs in the 1975 agreement.
Efter forhandlinger mellem ministeriet for uddannelse og kvalifikationer og Bus Éireann blev der dog fastsat et aftalt maksimumsbeløb for disse omkostninger, som i 2011 udgjorde 16,7 mio. EUR, svarende til 10,7 % af de pågældende omkostninger for dette år, og herefter blev fastsat til 15 mio. EUR for både 2012 og 2013 [23].
However, following negotiations between the Department of Education and Skills and Bus Éireann, this charge was capped with an agreed maximum figure for the charge, which in 2011 amounted to EUR 16,7 million, or the equivalent of 10,7 % of the costs in question for that year, and then fixed at EUR 15 million for both 2012 and 2013 [23].
Betalinger til private underleverandører udgør en stor andel af de samlede direkte omkostninger, eftersom de fleste skolebusruter er udliciteret og ikke drives af Bus Éireanns egen flåde af skolebusser.
The costs of paying private sector subcontractors make up a large proportion of overall direct costs, since a majority of school transport services are contracted out, rather than run by Bus Éireann's own school transport bus fleet.
Familier til kørselsberettigede elever i sekundærskoler afkræves en beskeden egenbetaling hvert halve år.
Modest charges are levied each school term on the families of eligible post-primary (secondary) school pupils and, from the 2011/12 school year, also on the families of eligible primary school pupils.
Fra og med skoleåret 2011/12 gælder dette også for familier til kørselsberettigede elever i primærskoler.
Other higher charges apply to families of pupils at any school who avail of the scheme but are not eligible.
Egenbetalingen er højere for familier til alle skoleelever, der benytter sig af ordningen, men ikke er støtteberettiget.
The audited annual financial statements of the scheme for recent years are published by the Department of Education and Skills [24].
Ministeriet for uddannelse og kvalifikationer har offentliggjort de seneste reviderede årsregnskaber for ordningen [24].
The costs of the service each year, the charges paid by parents (pupil term charge contributions), the annual payment to Bus Éireann (net amount chargeable), and payments to contractors, since 2000 are summarised in Table 4:
De årlige driftsomkostninger, forældrebetalingen (elevernes halvårlige bidrag), den årlige betaling til Bus Éireann (det nettobeløb, der dækkes) og betalinger til underleverandører i perioden fra 2000 opsummeres i tabel 4:
Table 4
Tabel 4
School Transport Scheme, EUR (millions)
Skoletransportordningen, EUR (mio.)
Cost
Omkostninger
Parental charges
Forældrebetaling
Amount chargeable to Department of Education and Skills
Beløb, der dækkes af ministeriet for uddannelse og kvalifikationer
Payments to subcontractors
Betalinger til underleverandører
The vehicles used in the School Transport Scheme have been in general ‘cascaded’ down from other parts of the Bus Éireann fleet.
De køretøjer, der blev anvendt til skoletransportordningen, stammede typisk fra andre dele af Bus Éireanns flåde.
The rationale being that these older buses were still suitable for the generally lower mileage task of school transport.
Det skyldtes, at de ældre busser stadig var egnede til skolebuskørsel, hvor der som regel ikke køres så mange kilometer.
Therefore, as Bus Éireann supplied the buses for the scheme, it included a depreciation charge as part of the annual chargeable direct costs to the Department of Education and Skills.
Når Bus Éireann leverede busser til ordningen, afskrev selskabet dem derfor i forbindelse med de årlige direkte omkostninger, der blev dækket af ministeriet for uddannelse og kvalifikationer.
An exception to this practice of cascading was made for the period 2005 to 2008 when the Government decided to upgrade the school bus fleet to improve safety.
Denne praksis blev dog ikke fulgt i perioden fra 2005 til 2008, hvor regeringen besluttede at opgradere flåden af skolebusser for at forbedre sikkerheden.
In that period, funding amounting to EUR 24,6 million was provided by the Department of Education and Skills to Bus Éireann for the purchase of 161 additional school buses.
I denne periode bevilgede ministeriet for uddannelse og kvalifikationer Bus Éireann et beløb på 24,6 mio. EUR til indkøb af 161 yderligere skolebusser.
That funding is additional to the amounts set out in Table 4 for the annual payments.
Denne bevilling udgjorde et supplement til de årlige betalinger, der er anført i tabel 4.
No depreciation charges are made with respect to these buses as they were already fully funded by the Department of Education and Skills [25].
Disse busser afskrives ikke, eftersom ministeriet for uddannelse og kvalifikationer havde finansieret dem fuldt ud [25].
Financing of disability awareness training
Finansiering af kurser i handicapforståelse
Ireland is committed to the development of accessible transport services to meet the accessibility needs of all people, including those with disabilities.
Irland har forpligtet sig til at udvikle tilgængelige transporttjenester, der giver adgang for alle, herunder handicappede.
Accordingly, the National Development Plan 2000-06 included a funding provision of EUR 13 million for accessibility improvements to existing public transport infrastructure and facilities for both publicly and privately provided transport.
I den nationale udviklingsplan for 2000-2006 var der derfor afsat et beløb på 13 mio. EUR til forbedring af tilgængeligheden til eksisterende offentlige transportinfrastrukturer og -faciliteter, der stilles til rådighed af såvel offentlige som private operatører.
Some of this funding was used for the accessibility improvements for infrastructure, described in recitals 53 to 57.
Nogle af pengene blev anvendt til at forbedre tilgængeligheden til infrastrukturen som beskrevet i betragtning 53-57.
However, from 2001 onwards, the Department of Transport also supported disability awareness training to enhance the delivery of services by public and private transport operators to disabled people.
I 2001 begyndte ministeriet for uddannelse og kvalifikationer imidlertid også at yde støtte til kurser i handicapforståelse for at forbedre offentlige og private busselskabers tjenester til handicappede.
Bus operators used this funding to train front line personnel such as drivers and ticketing staff.
Busselskaberne anvendte denne støtte til at uddanne deres frontlinjepersonale, dvs. chauffører og billetsælgere.
At the time of the Opening Decision, only Dublin Bus, Bus Éireann and Veolia Transport had disability awareness training programmes in place and the Irish authorities stated that, under the concept ‘Transport for All’, the Department of Transport was considering providing support for disability awareness training to all private bus and coach operator sectors.
På det tidspunkt, hvor indledningsafgørelsen blev truffet, var det kun Dublin Bus, Bus Éireann og Veolia Transport, der havde iværksat kursusforløb i handicapforståelse, og de irske myndigheder oplyste, at transportministeriet overvejede at yde støtte til kurser i handicapforståelse for alle private busselskaber under slagordet »transport for alle«.
The disability awareness training programme for Bus Éireann staff commenced in November 2001 and was delivered throughout the country and a similar programme for Dublin Bus began in 2002.
Kursusforløbet i handicapforståelse for Bus Éireanns personale blev iværksat i november 2001 og gennemført i hele landet, og et lignende program for Dublin Bus blev iværksat i 2002.
Over the period 2001 to 2003 Dublin Bus and Bus Éireann received part funding for disability awareness training as set out in Table 5:
Dublin Bus og Bus Éireann fik samfinansieret deres kurser i handicapforståelse som anført i tabel 5 i perioden fra 2001 til 2003:
Table 5
Tabel 5
Funding for staff
Støtte til personalet
Costs borne by
Omkostninger dækket af
Total per company
I alt pr. selskab
Total CIÉ
I alt for CIÉ
The funding was paid to CIÉ and then transferred to the accounts of Dublin Bus and Bus Éireann.
Midlerne blev udbetalt til CIÉ, som overførte dem til Dublin Bus' og Bus Éireanns konti.
In subsequent years, no further grants were made for disability awareness training to Bus Éireann or Dublin Bus.
Bus Éireann og Dublin Bus modtog ikke yderligere tilskud til kurser i handicapforståelse i de efterfølgende år.
Such training instead became part of the normal induction training processes in those companies.
Disse kurser blev i stedet integreret i de almindelige indføringskurser i disse selskaber.
However, in recognition of the need for equivalent training in the private sector, funding was made available for disability awareness training from 2006 onwards, and for 2007 and 2008, that funding amounted to EUR 25550, which the Irish authorities emphasise was 100 % of the funding requested for this purpose by the private sector.
I erkendelse af behovet for kurser i handicapforståelse i den private sektor blev der dog afsat midler til sådanne kurser fra og med 2006.
GROUNDS FOR INITIATING THE PROCEDURE
For 2007 og 2008 drejede det sig om 25550 EUR, hvilket ifølge de irske myndigheder betød, at alle ansøgninger om midler fra den private sektor blev imødekommet.
Compensation for public bus transport services: operating compensation for urban, suburban and regional bus services, financing of new buses and the School Transport Scheme
BEGRUNDELSE FOR INDLEDNING AF PROCEDUREN
Existence of aid
Kompensation for offentlig busdrift: driftskompensation for buskørsel i byer, forstæder og regioner, finansiering af nye busser og skoletransportordningen
With regard to the existence of State aid, the Commission considered in the Opening Decision that the Irish authorities had not yet provided enough information to enable it to conclude that all the criteria set by the Altmark judgment [27] had been fulfilled.
Er der tale om støtte?
On the basis of the information provided by the Irish authorities, the Commission could not exclude the possibility that the measures constituted State aid within the meaning of Article 107(1) of the Treaty.
Med hensyn til spørgsmålet om, hvorvidt der er tale om statsstøtte, anførte Kommissionen i indledningsafgørelsen, at de irske myndigheder endnu ikke havde givet tilstrækkelige oplysninger til, at den kunne konkludere, at alle kriterierne i Altmark-dommen [27] var opfyldt.
Compatibility of aid
Kommissionen kunne på grundlag af de irske myndigheders oplysninger ikke udelukke, at foranstaltningerne udgjorde statsstøtte efter traktatens artikel 107, stk. 1.
As Bus Éireann and Dublin Bus operate scheduled and other bus services, they are undertakings which operate road transport services.
Støttens forenelighed
Therefore, the Commission considered in the Opening Decision that Bus Éireann and Dublin Bus fell within the scope of the now repealed Regulation (EEC) No 1191/69 of the Council [28].
Da Bus Éireann og Dublin Bus driver rutekørsel og andre bustjenester, er de virksomheder, der udfører vejtransporttjenester.
According to the Irish authorities, a PSO had been imposed upon CIÉ and its subsidiaries by the Transport Act, 1950, the Transport Act, 1958, and the Transport (Re-organisation of CIÉ) Act, 1986 (the ‘Transport Acts’) [29].
Kommissionen fastslog derfor i indledningsafgørelsen, at Bus Éireann og Dublin Bus henhørte under anvendelsesområdet for Rådets forordning (EØF) nr. 1191/69 [28].
As from 2003, the conditions and the amount of the annual compensation by the Irish authorities to Dublin Bus and Bus Éireann had been the subject of Memoranda of Understanding.