natgillin/translations-raw huggingface dataset:
For så vidt angår CT1-kontrakterne, mener STIF, at de parametre, der blev anvendt til beregning af kompensationen for de offentlige tjenester, var objektive og gennemsigtige.
In its final observations, the Region introduced the argument that the mechanism in force up to 2008 should be treated as an existing aid scheme.
kontrakterne indeholder de data, der anvendes til beregning af kompensationen, hvilket betyder, at parametrene er kendt på forhånd og fastsat på en objektiv og gennemsigtig måde.
According to the Region, this mechanism was set up on the basis of legislation dating back to 1949 and 1959, i.e. to a time (1949) prior to the Treaty of Rome or, if 1959 was taken as the basis, to a time when the market in scheduled public transport services by road in Île-de-France was not open to competition.
kontrakterne indeholder bestemmelser om en finansieringskonto for den af kontrakten mellem STIF og virksomheden omfattede tjeneste, som afspejler kontraktens økonomiske balance og indeholder alle virksomhedens indtægter og udgifter, herunder bidragene fra STIF.
STIF gave its views only on the measures it itself implemented: the CT1s and CT2s.
Begge kontrakttyper omfatter desuden mekanismer til kontrol af kompensationerne.
According to STIF, the measures in question could not be classed as State aid in that they met the four Altmark criteria.
Ifølge STIF er parametrene for den kompensation, der ydes operatørerne, således fastsat på forhånd på en objektiv og gennemsigtig måde.
STIF took the view that the first Altmark criterion was met since the PSOs imposed on the transport undertakings were effectively set out clearly and precisely, including those corresponding to the investment costs.
Metoden til udvælgelse og sammenligning af de udbudte tjenester og vurdering af omfanget af kontrakterne forud for deres indgåelse gør det ifølge STIF muligt at fjerne enhver risiko for overkompensation.
The aim and effect of the mechanism was to impose on private transport undertakings obligations to operate services and carry passengers, and fare obligations, which were essential in order to ensure the provision of a transport service akin to a PSO.
Endelig foretages der en detaljeret analyse af driftsomkostningerne forud for undertegnelsen af kontrakter og tillæg, som tager udgangspunkt i et foreløbigt driftsregnskab udarbejdet af kandidatvirksomheden og vedrører både tekniske og økonomiske oplysninger.
As regards the CT1s, all the obligations were listed in each contract.
Analysen tager følgende kriterier i betragtning:
As for the CT2s, they followed on from the CT1s, which already laid down the PSOs clearly.
udbudsvolumen pr. linje, pr. periode og pr. time, som gør det muligt at fastlægge det antal køretimer, der er nødvendigt for at drive de enkelte linjer i de forskellige perioder af året
The ability to perform the public-service task and fulfil public-service obligations also depended on the vehicles (quality, equipment, age, etc.), entailing detailed obligations with respect to the vehicles, including the obligation, under the CT2s, to draw up a precise investment plan.
vognpark af passende størrelse til de forskellige dele af nettet
As regards the CT1s, STIF considered that the parameters which formed the basis for calculating the public-service compensation were objective and transparent.
bidragsniveau, som afhænger af forhandlingerne om driftsomkostningerne ud fra virksomhedens detaljerede analytiske forelæggelse og
The CT2s contained data for calculating the compensation, meaning that the parameters were known in advance and were established objectively and transparently.
en revisionsformel til omsætning af kontraktbeløbene til løbende euro.
In the CT2s, there was provision for a financial account for the service contractually agreed between STIF and the undertaking, reflecting the economic balance of the contract and covering all the undertaking's revenues and costs, including the contributions from STIF.
Den metode, der anvendes efterfølgende under kontraktens udførelse, skulle ligeledes gøre det muligt at undgå enhver form for overkompensation.
The two types of contract also included mechanisms for monitoring the compensation.
Det gælder:
So, according to STIF, the parameters for the compensation granted to operators were established in advance in an objective and transparent manner.
i forbindelse med CT1-kontrakterne en kontrol af de betingelser, hvorunder forpligtelserne til offentlig tjeneste opfyldes, herunder i lyset af de kompensationer, der er udbetalt til indkøb af køretøjer
STIF argued that the method used to select and compare bids and calibrate the contracts before they were signed made it possible to prevent any risk of overcompensation.
i forbindelse med CT2-kontrakterne tilbagebetaling af beløbet for afskrivninger og finansieringsomkostninger, såfremt køretøjerne ikke fornys i henhold til investeringsplanen.
The operating costs were analysed thoroughly before contracts and riders were signed, on the basis of a projected operating account drawn up by the applicant undertaking and setting out technical and economic data.
STIF kontrollerer i forbindelse med begge kontrakter den faktiske anvendelse af de udbetalte bidrag.
The analysis took account of the following criteria:
Tildelingen af den offentlige tjenesteydelsesopgave skete ikke efter en procedure for tildeling af offentlige kontrakter.
the volume of the service offered by route, by period and by time slot, from which the number of hours of driving required to operate each route, depending on the time of year, could be determined;
Til gengæld følger kompensationsniveauet ifølge STIF af en målrettet og detaljeret analyse af de omkostninger, som en veldrevet gennemsnitsvirksomhed ville have haft.
the appropriate proportion of the vehicle fleet to be allocated to each part of the network;
I betragtning af antallet af kontrakter og forskellige operatører mener STIF at have et klart og fuldstændigt overblik over de faktiske forhold på markedet, især da de enkelte operatørers kontrakter bygger på en standardskabelon og detaljerede individuelle oplysninger.
the level of the contribution, which depended on negotiating the operating costs on the basis of a detailed breakdown by the undertaking; and
STIF råder desuden over avancerede analyseværktøjer.
a revision formula for transposing the amounts laid down in the contract into euros at current prices.
STIF har anmodet konsulentfirmaer om at revidere og uddybe de interne tekniske analyser, og foretaget en sammenligning af udbuddene på markedet i Île-de-France samt på markederne for personbefordring i provinsen, hvor kontrakterne tildeles efter en udbudsprocedure.
The method used downstream during performance of the contract would also be a way of obviating any overcompensation.
De krav, som STIF stiller til tjenesternes kvalitet, opfylder ifølge STIF selv kriterierne om sammenlignelighed med en veldrevet gennemsnitsvirksomhed.
This included:
kontrakterne indeholdt fælles målsætninger med det formål at ensrette kvaliteten på busnettet, indikatorer til måling af tjenesternes kvalitet samt økonomiske incitamenter for at foretage forbedringer.
under the CT1, monitoring of the terms of fulfilment of the PSOs, including in the light of the compensation payments made for the acquisition of vehicles;
Denne ordning suppleres i CT2-kontrakterne.
under the CT2, refunding of depreciation amounts and financial costs in the event of non-renewal of the vehicles as scheduled in the investment plan.
Det betyder, at kompensationerne blev fastlagt ud fra en analyse af de omkostninger, som en veldrevet gennemsnitsvirksomhed, som var veludrustet med transportmidler, skulle afholde for at opfylde de pågældende forpligtelser.
For both types of contract, STIF checked that the contributions paid were actually utilised.
Såfremt Kommissionen alligevel mener, at ordningen udgør statsstøtte, anmoder STIF om, at den angiver det retsgrundlag, hvorpå den agter at vurdere foreneligheden.
There was no public procurement procedure for the award of the public-service task.
STIF undrer sig nemlig over, at Kommissionen i sin indledningsafgørelse anførte, at forenelighedsvurderingen skulle tage udgangspunkt i forordning (EF) nr. 1370/2007.
However, according to STIF, the level of compensation was determined on the basis of a thorough and detailed analysis of the costs which an average well-run undertaking would have incurred.
Eftersom de påklagede foranstaltninger blev iværksat forud for forordningens ikrafttræden, bør det ifølge STIF i stedet være forordning (EØF) nr. 1191/69, der finder anvendelse.
Having regard to the number of contracts and the range of operators, STIF considered that it had an accurate and complete picture of the real situation on the market, particularly since the contract with each operator was based on a standard model and on detailed individual data.
For at overholde indledningsafgørelsens bestemmelser har STIF dog baseret sine bemærkninger på forordning (EF) nr. 1370/2007.
STIF also had access to sophisticated analytical tools.
Ifølge STIF opfylder CT1- og CT2-kontrakterne alle de betingelser, der fremgår af forordning (EF) nr. 1370/2007.
It called on consultancies to conduct audits or carry out more detailed internal technical analyses, and drew up comparisons of services offered on the Île-de-France market, and services awarded on the basis of competitive tender on passenger transport markets outside Paris.
For det første er de kontrakter, der er indgået med de private operatører, ganske rigtigt kontrakter om offentlig tjeneste i medfør af forordning (EF) nr. 1370/2007, idet STIF repræsenterer den kompetente myndighed.
In STIF's view, its service-quality requirements met the criteria of comparability with an average well-managed undertaking.
For det andet er betingelsen om, at forpligtelserne til offentlig tjeneste skal være klart defineret, ligeledes opfyldt, idet der gives en klar definition af de berørte geografiske områder.
The CT1s contained common objectives with a view to harmonising quality standards on the bus network, and indicators for measuring the standard of service, with a system of financial incentives.
For det tredje er parametrene for beregning af kompensationen klare, objektive, gennemsigtige og fastsat på forhånd.
The system was taken further in the CT2s.
For det fjerde indeholder kontrakterne detaljerede oplysninger om de omkostninger, virksomheden og STIF skal afholde.
Consequently, the level of compensation was determined on the basis of the costs which an average well-managed undertaking appropriately equipped with means of transport would have incurred in order to discharge these obligations.
For det femte burde der ikke være nogen risiko for overkompensation i henhold til ræsonnementet i betragtning 90-93.
Were the Commission none the less to regard the arrangement as State aid, STIF asked it to stipulate the legal basis on which it proposed to assess whether the aid was compatible.
OPTILE omfatter 70 virksomheder (2012-tal), som varetager rutebefordringstjenester, der står opført i regionens transportplan, med undtagelse af SNCF og RATP.
STIF had queries regarding the fact that, in its opening decision, the Commission considered that compatibility should be assessed on the basis of Regulation (EC) No 1370/2007.
Organisationens bemærkninger vedrører kun regionens foranstaltninger.
As the measures concerned had been adopted prior to that Regulation, STIF took the view that Regulation (EEC) No 1191/69 should be preferred.
I modsætning til det, Kommissionen antog i sin indledningsafgørelse, mener OPTILE ikke, at denne støtte kommer oven i den kompensation, som de lokale forvaltninger allerede udbetaler, eller at der skulle være tale om en ekstra udbetaling, men derimod, at den letter de lokale forvaltningers kompensationsudbetalinger.
However, to be consistent with the Commission's opening decision, STIF's comments were based on Regulation (EC) No 1370/2007.
Støtteudbetalingen er i øvrigt betinget af, at der undertegnes tillæg til de allerede eksisterende kontrakter om offentlig tjeneste, som pålægger virksomhederne nye forpligtelser.
According to STIF, the CT1s and CT2s fulfilled all the conditions laid down in Regulation (EC) No 1370/2007.
Ifølge OPTILE er kun et af de fire kriterier for, at støtten kan betegnes som statsstøtte, opfyldt, nemlig forekomsten af offentlige midler.
Firstly, the contracts signed with private operators were public-service contracts within the meaning of Regulation (EC) No 1370/2007, with STIF representing the competent authority.
Kriterierne om selektivitet, økonomisk fordel og påvirkning af konkurrencen og samhandelen mellem medlemsstaterne skulle således ikke være opfyldt.
Secondly, the condition that the PSOs must be clearly defined was also fulfilled, with a clear definition of the geographical areas concerned.
Økonomisk fordel
Thirdly, the parameters for calculating the compensation were precise and were established in advance in an objective and transparent manner.
Regionens støtte var rettet mod de lokale forvaltninger og ikke mod transportvirksomhederne, eftersom formålet var at mindske disse forvaltningers økonomiske byrde.
Fourthly, the contracts included details of the costs to be borne by the undertaking and by STIF.
Hvis ikke støtten var blevet udbetalt, ville kontrakterne enten være blevet opfyldt uden ændringer, da udbuddet og de bestemmelser vedrørende tjenesten, der blev fastlagt i den oprindelige kontrakt, var uændrede, eller de pågældende lokale forvaltninger ville være blevet nødt til at udbetale større kompensationsbeløb som følge af den stigning i underskuddet, som de utilstrækkelige billetindtægter ville medføre i forhold til de omkostninger, der var forbundet med at udbyde tjenesterne, som blev omdefineret i tillæggene til kontrakterne om offentlig tjeneste.
Fifthly, on the basis of the reasoning in recitals 90 to 93, there was no risk of overcompensation.
De beløb, der blev stillet til rådighed for virksomhederne ved deres indkøb af køretøjer, blev betalt tilbage til de lokale forvaltninger i løbet af materiellets afskrivningsperiode, og virksomhedernes økonomiske byrde var den samme, som hvis de havde taget et banklån.
OPTILE is a grouping of 70 undertakings (2012 figure), other than SNCF and RATP, operating scheduled transport services under the Region's transport plan.
Der var således tale om en ompostering af udgifter mellem lokale forvaltninger.
Its comments related only to the measures implemented by the Region.
Derudover kunne regionens støtte ifølge OPTILE sammenlignes med kompensationer for offentlig tjeneste.
Contrary to what the Commission supposed in its opening decision, OPTILE did not regard this aid as coming on top of the compensation already paid by the local authorities and therefore did not class it as an additional payment but as relief on the compensation paid by the local authorities.
Da de fire Altmark-kriterier var opfyldt, var det udelukket, at der skulle være tale om en økonomisk fordel.
Payment of the aid had moreover been made subject to the conclusion of riders to the pre-existing public-service contracts imposing new obligations on the operator.
Med hensyn til det første Altmark-kriterium var regionens udbetaling af støtte betinget af, at der blev undertegnet et tillæg til de kontrakter, der var indgået mellem de lokale forvaltninger og virksomhederne.
According to OPTILE, only one of the criteria for a measure to be classed as State aid had therefore been met, namely the existence of public resources.
Dette tillæg materialiserede en udvidelse af udbuddet og omfattede forpligtelser med henblik på at opnå kvalitative forbedringer, hvis opfyldelse blev kontrolleret.
Selectivity, the existence of an economic advantage and effects on competition and trade between Member States were absent, in its view.
Med hensyn til det andet Altmark-kriterium var parametrene for beregning af kompensationen blevet fastsat på forhånd på en objektiv og gennemsigtig måde, og de var baseret på en objektiv vurdering af de med tjenesten forbundne omkostninger.
Economic advantage
OPTILE nævner som eksempel satserne for regionens medfinansiering af køretøjerne, som lå på mellem 25 og 60 % af købsprisen alt efter køretøjernes og nettets karakteristika.
Aid paid by the Region was intended for local authorities, not for transport undertakings, the aim being to lighten the financial burden borne by such authorities.
Disse satser var fastsat på forhånd, og det samme var de maksimale værdier for tilskuddenes beregningsgrundlag.
If such aid had not been paid, either the performance of the contracts would have continued without alteration, with the level of supply and the terms and conditions of the service defined in the initial contract remaining unchanged, or the contracting authorities would have had to pay larger amounts of compensation owing to the increased deficit caused by the fact that revenue from fares would have been insufficient to meet the costs of the supply of services as redefined in the riders to the public-service contracts.
Metoden med at modregne tilskuddene i den kompensation, der blev udbetalt til driftsvirksomheden, var i øvrigt fastlagt i tillægsskabelonen.
The sums made available to undertakings at the time vehicles were acquired were refunded to the contracting authorities over the depreciation period of the equipment, and the financial cost to the undertakings was the same as if they had resorted to a bank loan.
Med hensyn til det tredje Altmark-kriterium blev den kompensation, som de lokale forvaltninger skulle udbetale, fastsat ud fra et foreløbigt budget, som blev opstillet med udgangspunkt i de med tjenesten forbundne driftsomkostninger.
It was therefore a matter of transferring a cost between local authorities.
Disse omkostninger tog højde for regionens tilskud og indtægterne, der blev fastslået ud fra de seneste passagertal.
Furthermore, according to OPTILE, aid paid by the Region was akin to public-service compensation.
Aftalerne gav de lokale forvaltninger ret til at kontrollere virksomhedernes regnskaber.
As the four Altmark criteria were met, there was no question of there being an economic advantage.
Med hensyn til det fjerde Altmark-kriterium undersøgte de lokale forvaltninger forud for aftalernes indgåelse virksomhedernes omkostningsstruktur.
Regarding the first Altmark criterion, payment of aid by the Region was subject to the conclusion of a rider to the contracts between the contracting authorities and the undertakings.
Omkostningerne til levering af rullende materiel udgjorde i øvrigt kun ca. 15 %.
This rider meant an increase in the service supplied and included obligations designed to bring about a qualitative improvement, with checks to ensure that the obligations were properly discharged.
Alle de lokale forvaltninger, der havde ansvaret for et net af kollektive rutebefordringslinjer i Île-de-France, kunne nyde godt af støtten.
As regards the second Altmark criterion, the parameters for calculating the compensation were established in advance in an objective and transparent manner, and were based on an objective determination of the cost of the service.
Tildelingskriterierne var objektive og fastsat på forhånd.
By way of example, OPTILE gave the rates of participation by the Region in the financing of vehicles (ranging from 25 % to 60 % of the cost of acquisition depending on the characteristics of the vehicles and of the network), which were set in advance, as were the ceilings on eligible costs.
De virksomheder, der kun lejlighedsvis udøvede transportvirksomhed, var ikke omfattet af ordningen.
The method whereby the subsidy was charged to the compensation paid to the undertaking operating the service was also laid down in the standard rider.
For det første var den kollektive rutebefordring ad vej i Île-de-France ikke åben for konkurrence.
Regarding the third Altmark criterion, the compensation paid by the local authorities was determined on the basis of a forward budget, which was itself drawn up on the basis of the costs of operating the service.
For det andet var transportmarkederne, da ordningen blev indført i 1979, endnu ikke åbne for konkurrence i de øvrige medlemsstater.
These costs reflected the impact of the equipment subsidy from the Region and of the revenue determined in accordance with the most recent passenger counts.
Den af Kommissionen nævnte eventuelle mulighed for, at virksomhederne i Île-de-France skulle anvende materiel, der var ydet tilskud til, til at byde på kontrakter på andre transportmarkeder i Frankrig og Europa, der var åbne for konkurrence, var ikke realistisk, hverken kontraktligt eller rent fysisk.
The agreements entitled the authority to audit the undertaking's accounts.
De kontraktlige bestemmelser begrænsede nemlig anvendelsen til andre aktiviteter af de køretøjer, som regionen ydede tilskud til, og udelukkede, at den regionale ordning kunne udnyttes til at operere på et andet marked.
Regarding the fourth Altmark criterion, before the agreements were signed the authorities analysed the undertakings' cost structures.
Derudover kunne det rullende materiel, der blev brugt til at varetage den af kontrakterne omfattede tjeneste i Île-de-France, ikke rent fysisk på samme tid blive anvendt uden for Île-de-France til at varetage en tilsvarende tjeneste på andre markeder.
Costs relating to the supply of rolling stock actually accounted for only about 15 %.
I øvrigt kan de køretøjer, der er beregnet til personbefordring i byer, hvor passagererne for det meste står op, ifølge OPTILE ikke anvendes til lejlighedsvis befordring, som kræver busser, der er indrettet til befordring af siddende passagerer.
All the local authorities organising a scheduled public transport network by road in Île-de-France were eligible to receive the aid.
Hvis ordningen skulle opfattes som statsstøtte, skulle foreneligheden analyseres i henhold til bestemmelserne i forordning (EØF) nr. 1191/69 og ikke forordning (EF) nr. 1370/2007 af hensyn til retssikkerheden og beskyttelsen af den berettigede forventning.
The criteria for awarding it were established in advance and were objective.
I henhold til forordning (EØF) nr. 1191/69 var indgåelsen af kontrakter om offentlig tjeneste nødvendig i betragtning af den demografiske udvikling og ønsket om at tilbyde en tilstrækkelig omfattende tjeneste for kollektiv rutebefordring ad vej, uden at brugerne skulle afholde udgifterne dertil, samtidig med at der blev tilføjet bekymringer med hensyn til miljøstandarderne.
Undertakings which only occasionally provided transport services were not involved.
Disse kontrakter var bl.a. i overensstemmelse med forordningens artikel 14, eftersom de indeholdt de punkter, der som minimum blev stillet krav om.
Firstly, the market in scheduled public transport services by road in Île-de-France was not open to competition.
Endelig oversteg den kompensation, virksomhederne modtog, ikke det, der var nødvendigt for at sikre den offentlige tjenestes funktion.
Secondly, when the mechanism was set up in 1979, transport markets were not yet open to competition in the other Member States.
Kompensationen var begrænset til det beløb, der svarede til forskellen mellem udgifterne til udførelse af de i kontrakten definerede tjenester og indtægterne derfra.
The possibility highlighted by the Commission that undertakings in Île-de-France might use subsidised equipment to apply for the award of other transport contracts open to competition in France and Europe would not be feasible either contractually or practically.
Hvis ordningen blev opfattet som statsstøtte, ville den således være forenelig i henhold til forordning (EØF) nr. 1191/69.
For one thing, the contractual provisions limited the use of vehicles partly subsidised by the Region for other activities and precluded taking advantage of the regional mechanism to operate on another market; for another, the rolling stock used to operate the subsidised service in Île-de-France could not physically be assigned simultaneously to the provision of a similar service on other markets outside Île-de-France.