natgillin/translations-raw huggingface dataset:
Keolis er en gruppe selskaber, som opererer inden for transportsektoren, navnlig sektoren for kollektiv rutebefordring ad vej i Île-de-France.
In any case, vehicles intended for urban transport services carrying passengers most of whom were standing would not, according to OPTILE, be usable for occasional transport services requiring the use of coaches fitted out for the transport of seated passengers.
Gruppen er medlem af OPTILE.
If the mechanism were to be seen as State aid, compatibility should be assessed under the provisions of Regulation (EEC) No 1191/69, not those of Regulation (EC) No 1370/2007, for reasons of legal certainty and legitimate expectations.
Keolis' bemærkninger vedrører kun regionens foranstaltninger.
In accordance with Regulation (EEC) No 1191/69, the public-service contracts were necessary as a response to population expansion and the desire to provide an adequate scheduled public transport service by road, without making the users bear the cost, while taking account of concerns linked to environmental standards.
Forekomsten af støtte og overensstemmelse med forordning (EØF) nr. 1191/69
The contracts complied, in particular, with Article 14 of the Regulation since they included the minimum points required.
De lokale forvaltninger fik ganske vist hjælp af regionen, men Keolis hævder, at operationen var økonomisk neutral for operatørerne.
Lastly, the compensation paid to the undertakings did not exceed what was necessary to ensure the operation of the public service: it was limited to the amount of the difference between the costs of providing the services defined in the contract and the sum of all the revenues therefrom.
Uden støtte skulle de lokale forvaltninger enten have udbetalt et tilsvarende tilskud til de operatører, de havde indgået en driftsaftale med, eller have indrømmet operatørerne en reduktion af tjenesten.
Should the mechanism be regarded as State aid, there would therefore be grounds for declaring it compatible on the basis of Regulation (EEC) No 1191/69.
Operatørerne har således ikke nydt godt af nogen yderligere fordel i forhold til de offentlige finansieringer uden regionens ordning.
Keolis is a group of companies operating in the transport sector and, in particular, scheduled public transport by road in Île-de-France.
Den påklagede ordning kan i øvrigt ikke adskilles fra de driftsaftaler, der blev indgået mellem transportvirksomhederne og de lokale forvaltninger.
It is a member of OPTILE.
Den var blot et af aspekterne i forbindelse med de lokale forvaltningers indgåelse af kontrakter om offentlig tjeneste i medfør af artikel 14 i forordning (EØF) nr. 1191/69, hvis bestemmelser kontrakterne ifølge Keolis var i overensstemmelse med.
Keolis's comments related only to the measures implemented by the Region.
Dermed indebar ordningen i sig selv ikke nogen form for statsstøtte, eftersom den ikke gav operatørerne nogen økonomisk fordel.
Existence of aid and conformity with Regulation (EEC) No 1191/69
Ifølge Keolis var den ordning, som regionen indførte i 1994, en eksisterende ordning, eftersom den gennemførte bestemmelserne i artikel 19 i dekretet fra 1949 [16], som blev udstedt, inden Romtraktaten trådte i kraft.
While the Region had provided aid to the local authorities, Keolis stated that the operation was financially neutral for the operators.
De påklagede foranstaltninger skal derfor undersøges i henhold til Rådets forordning (EF) nr. 659/1999 [17], og Kommissionen kan således kun i påkommende tilfælde foreslå de franske myndigheder passende fremtidige foranstaltninger.
Without aid, the local authorities would have had either to pay an equivalent subsidy to the operators with whom they had an operating agreement or to agree to a reduction in the service.
Men da den påklagede ordning blev ophævet i 2008, er det ikke længere relevant at undersøge den.
The operators had not, therefore, received any additional advantage as compared to public financing without the Region's mechanism.
Selv om 1994 skulle blive opfattet som det år, hvor regionens ordning blev indført, er konklusionen den samme.
Furthermore, the arrangement in question could not be separated from the operating agreements reached between transport undertakings and local authorities.
Det indre marked har ganske vist ændret sig siden 1994, idet visse medlemsstater ensidigt har besluttet at åbne deres lokale markeder for personbefordring for konkurrence.
It was merely an element of the implementation by the local authorities of public-service contracts within the meaning of Article 14 of Regulation (EEC) No 1191/69, with which, according to Keolis, the contracts concerned complied.
Af den grund, der fremgår af betragtning 129, er det derfor ikke relevant at undersøge den.
According to Keolis, the arrangement set up by the Region in 1994 was an existing scheme since it applied the provisions of Article 19 of the 1949 decree [16], which had been promulgated before the entry into force of the Treaty of Rome.
Selskabet RATP Développement (»RATP Dev«) er et datterselskab af RATP, et offentligt organ, hvis hovedaktivitet er personbefordring i og mellem byer ad vej og med jernbane.
The measures in question therefore had to be considered in the context of Council Regulation (EC) No 659/1999 [17], and it would be solely up to the Commission to make proposals to the French authorities, if necessary, for appropriate measures for the future.
Organets bemærkninger vedrører kun regionens ordning og CT1-kontrakten.
However, as the mechanism in question had been repealed in 2008, there were no longer any grounds for considering it.
RATP Dev mener, at to af kriterierne mangler, for at regionens foranstaltninger kan betegnes som støtte, nemlig kriterierne om selektivitet og økonomisk fordel.
Even if 1994 were taken as the year when the mechanism was set up by the Region, the conclusion would have to be the same.
For så vidt angår selektiviteten, gjorde den særlige retlige status for markedet for kollektiv rutebefordring ad vej i Île-de-France det til et særskilt geografisk marked, hvilket også den franske konkurrencemyndighed har påpeget.
In 1994, the economic sector concerned was closed to competition, as the decisions adopted by the Commission in 1997 and 1998 [18] show.
Inden for den referenceramme, som markedet udgjorde, var regionens ordning en generel foranstaltning, som hverken var diskriminerende eller individuelt baseret, eftersom den var til rådighed for alle de virksomheder for kollektiv rutebefordring ad vej i Île-de-France, som havde indgået en driftsaftale med en lokal forvaltning.
The criterion concerning the effects on trade between Member States was therefore not satisfied.
I lyset af den geografiske [19] og materielle [20] selektivitet, som fastsat i Unionens retspraksis, udgjorde regionens ordning ikke statsstøtte, men var en generel foranstaltning.
It was true that the common market had evolved since 1994, with certain Member States having unilaterally decided to open up their local passenger transport markets to competition, But even if this evolution were sufficient now to confer the character of State aid on the arrangement set up by the Region, it would then simply have become an existing aid scheme.
For så vidt angår kriteriet om den økonomiske fordel, burde regionens tilskud sidestilles med kompensationer for offentlig tjeneste.
For the reason stated in recital 129, there were therefore no grounds for looking into it.
Disse kompensationer var i overensstemmelse med de fire Altmark-kriterier og indebar derfor ikke nogen økonomisk fordel.
RATP Développement (‘RATP Dev’) is a subsidiary of RATP, a public body whose main activity is the urban and interurban transport of passengers by road and rail.
Med hensyn til det første Altmark-kriterium, som kræver, at forpligtelserne til offentlig tjeneste er klart defineret, understreger RATP Dev, at når kompensationerne for opfyldelsen af disse forpligtelser kommer fra flere statslige organer, skal de vurderes i forhold til alle de forpligtelser til offentlig tjeneste, der er omfattet af kontrakten om offentlig tjeneste.
Its comments related only to the measures set up by the Region and the CT1 contract.
Det ville derfor være forkert at sige, at regionen kun ydede tilskud for at kompensere for de supplerende forpligtelser, som regionen pålagde virksomhederne.
RATP Dev argued that two of the criteria for classing the measures implemented by the Region as aid were missing, that of selectivity and that of economic advantage.
Der var derimod tale om et bidrag blandt flere andre til den kompensation, der blev udbetalt til transportvirksomhederne.
As regards the selectivity criterion, the special legal framework of the market in scheduled public passenger transport by road in Île-de-France made it a separate geographical market, as the French Competition Authority had also pointed out.
Forpligtelserne til offentlig tjeneste var klart defineret i de driftsaftaler, som var indgået mellem de lokale forvaltninger og transportvirksomhederne, da de ændringer, der var nødvendige for at få tilskud fra regionen, blot var et tillæg.
Within the framework of this market, the mechanism set up by the Region was a general non-discriminatory and non-discretionary measure, as it benefited all the undertakings providing scheduled public passenger transport by road in Île-de-France which had signed an operating agreement with a local authority.
Kommissionen har i øvrigt klart anerkendt forpligtelsen til at investere i rullende materiel som en forpligtelse til offentlig tjeneste, hvis opfyldelse kunne berettige kompensation, navnlig i Fællesskabets retningslinjer for statsstøtte til jernbaneselskaber [21].
In view of the conditions of geographical selectivity [19] and material selectivity [20], as defined by EU case law, the arrangement set up by the Region was not State aid but a general measure.
Med hensyn til det andet Altmark-kriterium var tilskudssatserne klart fastsat alt efter målet med indkøbet af køretøjer (25-60 % alt efter, om der var tale om en udvidelse af vognparken eller investering i en fornyelse af vognparken), og tilskudslofterne var fastsat på forhånd.
As regards the economic advantage criterion, the subsidies given by the Region had to be treated as being akin to public-service compensation.
Parametreringsplanen blev regelmæssigt gennemgået, idet der blev taget hensyn til nødvendigheden af først at tilpasse tilskudsniveauet på en gennemsigtig måde for at undgå enhver form for overkompensation.
Such compensation was in conformity with the four Altmark criteria; it did not confer any economic advantage.
Med hensyn til det tredje og fjerde Altmark-kriterium var det fastsat i driftsaftalernes finansieringsordning, at transportvirksomhederne hvert år skulle fremsende et foreløbigt driftsregnskab opstillet efter stramme regler, som indeholdt indtægterne fra regionens tilskud.
As regards the first Altmark criterion, which required the PSOs to be clearly defined, RATP Dev stressed that, when the forms of compensation tied to the fulfilment of those obligations came from several State sources, they had to be assessed in relation to all the PSOs included in the public-service contract.
Den medkontraherende lokale forvaltnings bidrag blev fastsat ud fra det underskud, der fremgik af det foreløbige driftsregnskab.
It would therefore not be correct to consider that the subsidies from the Region were awarded only to compensate for the additional obligations imposed by the Region.
Der var ligeledes indført tilbagebetalingsmekanismer for at undgå enhver form for overkompensation.
On the contrary, they were one component, among others, of the compensation paid to the transport undertakings.
STIF's foranstaltninger i forbindelse med CT1-kontrakten
These PSOs were clearly defined in the operating agreements between local authorities and the transport undertakings, with the amendments demanded as a condition of the granting of subsidies from the Region being merely in addition.
Ifølge RATP Dev opfylder den af STIF indførte ordning ikke kriterierne om selektivitet og den økonomiske fordel.
The obligation to invest in rolling stock was also clearly acknowledged by the Commission, particularly in the Community guidelines on State aid for railway undertakings [21], as a PSO which could attract compensation for its discharge.
Den kan derfor ikke opfattes som statsstøtte.
As regards the second Altmark criterion, the rates of subsidy had been clearly set according to the different objectives pursued in acquiring vehicles (from 25 % to 60 % depending on whether it was a matter of expanding the fleet or of investing in renewal) and the subsidy ceilings had been set in advance.
For så vidt angår kriteriet om selektivitet, finder det samme ræsonnement som i betragtning 134 og 135 anvendelse.
The calculation mechanism was regularly reviewed, having regard to the need to readjust in advance, and in a transparent manner, the level of subsidies in order to prevent any overcompensation.
For så vidt angår kriteriet om den økonomiske fordel, kunne STIF's tilskud sidestilles med kompensationer for offentlig tjeneste.
As regards the third and fourth Altmark criteria, the financing set-up in the operating agreements laid down that the transport undertaking concerned should each year notify a projected operating account, under strict limits, in which the revenues inherent in subsidies from the Region were incorporated.
Ifølge RATP Dev opfyldte det de fire Altmark-kriterier.
Participation by the co-contracting local authority was set in line with the deficit recorded in the projected operating account.
Med hensyn til det første Altmark-kriterium hævder RATP Dev, at Kommissionen ikke i sin indledningsafgørelse anfægtede, at driftsudgifterne kompenserede for opfyldelsen af klart definerede forpligtelser til offentlig tjeneste.
There were also refund mechanisms to prevent any overcompensation.
Med hensyn til det andet Altmark-kriterium fremsendte de medkontraherende virksomheder dokumentation til STIF for alle de berørte linjer.
Measures implemented by STIF under the CT1
I denne dokumentation blev finansieringsbehovet evalueret ud fra en detaljeret finansiel analyse.
According to RATP Dev, the mechanism implemented by STIF did not meet the criteria of selectivity and economic advantage.
Endelig forklarer RATP Dev med hensyn til betragtningerne vedrørende det tredje og fjerde kriterium, at den juridiske gennemgang af CT1-kontrakterne klart viser, at principperne om godtgørelse var i overensstemmelse med Altmark-retspraksis, da kontrakterne ligeledes indeholdt kontrolmekanismer, der kunne udmønte sig i tilbagebetaling af støtten.
It could not therefore be described as State aid.
RATP Dev opfatter regionens og STIF's ordninger som eksisterende støtteordninger i medfør af procedureforordningen fra 1999, eftersom de i henhold til RATP Dev blev indført, inden TEUF trådte i kraft, og da de relevante markeder for rutebefordring på det tidspunkt stadig var lukkede markeder.
In the case of the selectivity criterion, the same reasoning as that set out in recitals 134 and 135 applied.
Regionens ordning skulle være baseret på en lovbestemmelse, som ikke har ændret sig fra 1949 til 2012, mens STIF's ordninger skulle være en forlængelse af en ordning indført i 1948.
In the case of the economic advantage criterion, the subsidies from STIF were akin to public-service compensation.
Regionens og STIF's ordninger udgjorde ikke statsstøtte, da de blev indført, eftersom de ikke hindrede samhandelen i Fællesskabet.
According to RATP Dev, they satisfied the four Altmark criteria.
På tidspunktet for deres indførelse var de berørte markeder lukket for konkurrence, og det er derfor udelukket, at det fjerde kriterium om betegnelse som statsstøtte var overholdt.
As regards the first Altmark criterion, RATP Dev pointed out that the Commission, in its opening decision, did not dispute that the operating costs were designed to compensate for the discharge of clearly defined PSOs.
Kommissionen har ikke beføjelse til at kræve den støtte, der er udbetalt inden for rammerne af disse eksisterende støtteordninger, tilbagebetalt.
As regards the second Altmark criterion, for each of the routes concerned the co-contracting undertakings submitted dossiers to STIF.
Den kan kun træffe afgørelse om fremtidige afhjælpende foranstaltninger.
These dossiers evaluated the financing needs on the basis of a detailed financial analysis.
Hvis der skulle være tale om statsstøtte, og foreneligheden skal vurderes, skal den ifølge RATP Dev undersøges i henhold til forordning (EØF) nr. 1191/69 for de tilskud, der blev udbetalt før den 3. december 2009, hvor forordning (EF) nr. 1370/2007 trådte i kraft.
Lastly, as regards the considerations linked to the third and fourth criteria, RATP Dev explained that legal analysis of the CT1s clearly showed that the principles applying to remuneration were in conformity with the rulings in the Altmark judgment, as those contracts also had checking mechanisms which could lead to a refund of the aid.
De kontrakter, der blev undertegnet af RATP Dev's virksomheder, kan opfattes som kontrakter om offentlig tjeneste i henhold til forordning (EØF) nr. 1191/69.
RATP Dev regarded the mechanisms run by the Region and STIF as existing aid schemes within the meaning of the 1999 Procedural Regulation since they had been set up, according to RATP Dev, before the TFEU entered into force and the relevant scheduled transport markets were still closed markets at that time.
Af de samme grunde som i betragtning 140 garanterede disse kontrakter, at der ikke blev udbetalt overkompensation til transportvirksomhederne.
The Region's mechanism was based on a regulatory arrangement that had not changed between 1949 and 2012, while the STIF mechanism was the extension of a scheme set up in 1948.
Eftersom regionens tilskud udgjorde en del af de kompensationer, der blev udbetalt i forbindelse med disse kontrakter, er det i overensstemmelse med forordning (EØF) nr. 1191/69 og dermed foreneligt med det indre marked.
The Region's and STIF's mechanisms did not constitute State aid when they were implemented, in that they did not hinder intra-Community trade.
Det samme gælder ifølge RATP Dev de kompensationer, som STIF udbetalte inden den 3. december 2009 inden for rammerne af CT1-kontrakterne.
At the time they were set up, the markets concerned were closed to competition, which ruled out meeting the fourth criterion for qualifying as State aid.
For så vidt angår de tilskud, der blev udbetalt efter den 3. december 2009, mener RATP Dev, at forordning (EF) nr. 1370/2007 bør finde anvendelse.
The Commission had no power to call for the recovery of aid paid under these existing aid schemes.
I denne forordning fastsættes det, at kompensation udbetalt i forbindelse med kontrakter om offentlig tjeneste er forenelige med det indre marked og fritaget for pligten til underretning, hvis i) kontrakterne indeholder det obligatoriske indhold, der er beskrevet i artikel 4 i forordningen, og ii) kompensationen ikke medfører nogen overkompensation.
It could only lay down corrective measures for the future.
Da disse to betingelser ifølge RATP Dev er opfyldt, konkluderer RATP Dev, at foranstaltningerne er forenelige med det indre marked.
If a compatibility assessment were to be required, it would, according to RATP Dev, be necessary to examine the scheme by the yardstick of Regulation (EEC) No 1191/69 with respect to the subsidies paid before 3 December 2009, the date on which Regulation (EC) No 1370/2007 entered into force.
Transdev Île-de-France (»Transdev«) er en del af Transdev-koncernen og udøver sine aktiviteter inden for sektoren for personbefordring i Île-de-France, hvor virksomheden driver net til personbefordring ad vej uden for det centrale område, der betjenes af RATP.
The contracts concluded by RATP Dev undertakings could be regarded as public-service contracts within the meaning of Regulation (EEC) No 1191/69.
Virksomhedens bemærkninger vedrører kun regionens foranstaltninger, selv om de kontrakteksempler, den lægger til grund for sin argumentation, også dækker en del af perioden med CT1- og CT2-kontrakter.
For the reasons already set out in recital 140, these contracts ensured that no overcompensation would be paid to transport undertakings.
Indledningsvis minder Transdev om, at der gælder specifikke regler for kollektiv rutebefordring af passagerer ad vej i Île-de-France, da denne sektor er undtaget fra de almindelige retsregler på transportområdet.
As the subsidies from the Region were part of the compensation paid under the contracts in question, they were in conformity with Regulation (EEC) No 1191/69 and thereby compatible with the internal market.
I den periode, klagen vedrører, kunne den organisatoriske myndighed udvælge nettets operatører uden forudgående udbudsprocedure ved administrativ indføring i transportplanen, bl.a. fordi forordning (EF) nr. 1370/2007 endnu ikke var trådt i kraft.
The same reasoning, according to RATP Dev, applied to the compensation paid out by STIF before 3 December 2009 under the CT1.
Transdev understreger i øvrigt, at den organisatoriske myndighed skabte strukturelle underskud ved at fastsætte billetpriserne administrativt uafhængigt af de med ydelsen reelt forbundne omkostninger.
In the case of the subsidies granted after 3 December 2009, RATP Dev considered that Regulation (EC) No 1370/2007 should apply.
Der blev ydet rimelig kompensation for disse underskud i henhold til kontrakterne om offentlig tjeneste.
It provided that compensation paid under public-service contracts was compatible with the internal market and exempt from notification if (i) the contracts included the mandatory content described in Article 4 of the Regulation; and (ii) the compensation did not give rise to any overcompensation.
Endelig var den kollektive rutebefordring ad vej i Île-de-France ikke åben for konkurrence.
As these two conditions were met, according to RATP Dev, it concluded that the measures were compatible with the internal market.
Transdev har anmodet firmaet Microeconomix om at gennemgå tre aftaler og deres tillæg samt de dermed forbundne pengestrømme.
Transdev Île-de-France (‘Transdev’) is part of the Transdev group and conducts its business in the passenger transport sector in Île-de-France, where it operates passenger road transport services outside the central area served by RATP.
Virksomheden forelægger de væsentligste resultater og understreger, at ekspertrapporten klart påviser, at tilskudsordningen var neutral, og at der ikke fandt overkompensation sted.
Its comments related only to the measures implemented by the Region, although the examples of contracts used to back up its arguments also cover part of the CT1 and CT2 period.
Ifølge Transdev medførte mekanismen til behandling af de regionale tilskud, at de på ingen måde kunne opfattes som investeringsstøtte.
By way of introduction, Transdev pointed out that there were rules specific to Île-de-France governing scheduled passenger transport services by road, as that sector derogated from the normal rules governing transport.
De regionale tilskud blev på en måde betalt tilbage til den ordregivende lokale forvaltning i løbet af materiellets afskrivningsperiode i kraft af den negative virkning, som tilskuddene havde på de kompensationer, som forvaltningen udbetalte.
During the period under consideration, the contracting authority was able to choose the operators of the network by including them in the transport plan without first putting the work out to competitive tender, since, in particular, Regulation (EC) No 1370/2007 had not yet entered into force.
Den påklagede foranstaltning udgjorde således en fuldstændig neutral bestemmelse om udbetaling af kompensation for offentlig tjeneste til de transportvirksomheder, der havde undertegnet en kontrakt om offentlig tjeneste.
It also stated that the contracting authority caused structural deficits to arise by administratively setting the fares charged to users, irrespective of the actual cost of providing the service.
I lyset af denne neutralitet er kriterierne for forekomst af statsstøtte ikke opfyldt.
These deficits were offset financially under public-service contracts.
Statsmidler og tilregnelse til staten
Lastly, the market in scheduled public transport services by road in Île-de-France was not open to competition.