natgillin/translations-raw huggingface dataset:
Forskriften af 1980 indeholder også bestemmelser om kontrol af og adgang til information og præciserer Transportministeriets og fylkernes respektive ansvar.
The 1980 Regulation also contains rules on control and access to information and clarifies the roles of, on the one hand, the Ministry of Transport and, on the other, the counties.
Artikel 7 er ministeriets retsgrundlag for at indføre yderligere regler og retningslinjer for kompensation for lokal rutebuskørsel.
Article 7 provides the legal basis for the Ministry to issue further rules and guidelines for the compensation of local scheduled transport.
Forskriften af 1982 og standardhovedaftalen mellem KS og NRF
The 1982 Regulation and the KS and NABC Standard Main Agreement
Den 1. januar 1983 blev forskriften af 1980 erstattet af en ny forskrift, nemlig forskriften af 2. december 1982 om kompensation for levering af lokal rutebuskørsel ("forskriften af 1982").
On 1 January 1983, the 1980 Regulation was replaced by the entry into force of a new regulation – Regulation of 2 December 1982 on compensation for providing local scheduled transport (“the 1982 Regulation”).
I artikel 4 i forskriften af 1982 pålægges fylkerne pligt til at indgå aftaler med koncessionarer om kompensation for leveringen af rutebuskørsel.
Article 4 of the 1982 Regulation imposes the obligation on the counties to enter into agreements with the concessionaires on the compensation for the provision of the scheduled public transport.
På dette grundlag indgik Kommunesektorens organisation (den norske sammenslutning af lokale og regionale myndigheder, KS) og Norges Rutebileierforbund ("NRF") [37] en standardhovedaftale og en standardaftale om årlig kompensation, som hvert fylke skal anvende ved indgåelse af kontrakter om levering af rutebuskørsel.
On this basis, the organisation KS (the Norwegian Association of Local and Regional Authorities) and the Norwegian Association of Bus Companies (“the NABC”) [37], concluded a standard main agreement (“the KS and NABC Standard Main Agreement”) and a standard yearly compensation agreement to be used by each county when concluding agreements for the provision of scheduled bus transport services.
Forskriften af 1985
The 1985 Regulation
Med indførelsen af et nyt indtægtssystem for fylker blev en ny forskrift om kompensation for lokaltransport vedtaget i 1985 ("forskriften af 1985").
With the adoption of a new income system for the counties, a new Regulation on Compensation for Local Transport was adopted in 1985 (“the 1985 Regulation”).
Fylkernes (og kommunernes) nye indtægtsystem betød, at det centrale beløb til lokal transport blev ydet som et engangsbeløb.
The new income system for the counties (and municipalities) entailed that the central contribution for local transport was given as a lump sum.
Hovedtemaet i forskriften af 1985 var forholdet mellem Transportministeriet og fylkerne.
The main focus of the 1985 Regulation was the relationship between the Ministry of Transport and the counties.
Forskriften af 1985 blev ophævet den 1. januar 1987.
The 1985 Regulation was repealed on 1 January 1987.
DEN LOKALE RUTEBUSKØRSEL I OSLO
ORGANISATION OF THE LOCAL SCHEDULED BUS TRANSPORT IN OSLO
Som nævnt ovenfor er fylkerne ansvarlige for levering af offentlige transportydelser i Norge.
As noted above, the responsibility for providing local scheduled public transport services is conferred on the counties.
Før 1994 blev al forvaltning af offentlig transport i Oslo varetaget af AS Oslo Sporveier [38], da Oslo kommune havde pålagt dette selskab planlægningen og forvaltningen af den offentlige transport i Oslo [39].
Before 1994, all public transport administration in Oslo was carried out by AS Oslo Sporveier [38], as Oslo Municipality has delegated to the company the task of planning and administering public transport in Oslo [39].
Samtidig drev AS Oslo Sporveier en intern afdeling [40], som varetog størstedelen [41] af rutebuskørslen i Oslo.
At the same time, AS Oslo Sporveier operated an in-house department [40] carrying out most [41] of the scheduled bus transport in Oslo.
Denne virksomhed blev udført på grundlag af en områdekoncession, som blev tildelt den 16. november 1992, hvor AS Oslo Sporveier fik overdraget rutebuskørslen i hele Oslo, i det omfang der ikke var tildelt andre rutespecifikke koncessioner.
This activity was carried out on the basis of an area concession awarded on 16 November 1992, permitting AS Oslo Sporveier to operate scheduled bus transport services in the entire Oslo grid, in so far as other route specific concessions had not been granted.
Koncessionerne blev tildelt for en 10-års periode med tilbagevirkende kraft fra den 1. januar 1990.
The concession was granted for a 10-year period, with retroactive effect from 1 January 1990.
Siden 1994 varetog AS Oslo Sporveier desuden i mindre omfang turistbusdrift uden for selskabets offentlige tjeneste.
Additionally, since 1994, AS Oslo Sporveier operated small-scale tour bus services outside its public service remit.
Den 23. april 1997 blev rutebusafdelingen, herunder den lille turistbusafdeling, udskilt fra AS Oslo Sporveier og overført til et nyetableret selskab, AS Sporveisbussene.
On 23 April 1997, the bus department, including the small tour bus division, separated from AS Oslo Sporveier and transferred to a newly established company, AS Sporveisbussene.
Siden da har AS Sporveisbussene varetaget rutebuskørsel i overensstemmelse med AS Oslo Sporveiers koncession.
Since then AS Sporveisbussene carried out the scheduled local bus transport in accordance with the concession awarded to AS Oslo Sporveier.
Selskaberne indgik en transportaftale, underskrevet den 23. april 1997, med tilbagevirkende kraft fra den 1. januar 1997.
The companies entered into a Transport Agreement, signed on 23 April 1997, with retroactive effect from 1 January 1997 (“the Transport Agreement”).
Transportaftalen skulle udløbe på datoen for koncessionens udløb (dvs. den 31. december 1999), men ville automatisk blive forlænget med et år ad gangen, så længe AS Oslo Sporveiers områdekoncession blev forlænget.
The Transport Agreement was due to expire at the date of expiry of the existing concession (i.e. 31 December 1999), but it would be prolonged automatically for one year at a time as long as AS Oslo Sporveier’s area concession would be renewed.
Under denne transportaftale overtog AS Sporveierbussene AS Oslo Sporveiers offentlige tjenesteaktiviteter og modtog den årlige kompensation direkte fra AS Oslo Sporveier for disse ydelser.
Under this Transport Agreement, AS Sporveierbussene assumed the public service activities of AS Oslo Sporveier and received the annual compensation directly from AS Oslo Sporveier for these services.
Områdekoncessionen blev forlænget med en periode på 10 år den 20. september 2001 med tilbagevirkende kraft fra den 1. januar 2000.
The area concession was renewed for another 10 years on 20 September 2001, with retroactive effect from 1 January 2000.
I 2001 besluttede Oslo kommune, at al rutebuskørsel i Oslo skulle gives i udbud.
In 2001, Oslo Municipality decided that all scheduled bus transport in Oslo should be tendered out.
Det sidste parti blev givet i udbud i 2007, og den sidste kontrakt trådte i kraft den 30. marts 2008.
The last lot was tendered in 2007, and the last contract entered into force on 30 March 2008.
Fordi områdekoncessioner er uspecificerede, vil deres antal blive reduceret, i takt med at ruter, som tidligere var omfattet af områdekoncessionen, gives i udbud.
Due to its residual nature, the scope of the area concession would be reduced in accordance with the gradual tendering of the routes that once were covered by the area concession.
Områdekoncessionen til AS Oslo Sporveier udløb således den 30. marts 2008 (da al rutebuskørsel i Oslo var givet i udbud).
Thus, the area concession awarded to AS Oslo Sporveier expired on 30 March 2008 (when all scheduled bus transport in Oslo had been tendered out).
Med udløbet af koncessionen udløb også transportaftalen.
As the concession lapsed, so did the Transport Agreement.
Som det fremgår af ovenstående, overtog AS Sporveisbussene i 1997 den lille turistbusafdeling fra AS Oslo Sporveier.
As set out above, in 1997 AS Sporveisbussene took over the small tour bus division from AS Oslo Sporveier.
I 2003 oprettede AS Sporveisbussene et datterselskab, Nexus Trafikk AS, for at deltage i udbud om rutebuskørsel i Oslo.
In 2003, AS Sporveisbussene established a subsidiary, Nexus Trafikk AS, in order to participate in tenders for operating scheduled bus transport routes in Oslo.
I 2005 opkøbte AS Sporveisbussene selskabet Arctic Express AS og dettes datterselskab Lavprisexpressen.no, der varetager hurtigruter til og fra lufthavne og regional bustransport.
In 2005, AS Sporveisbussene acquired the company Arctic Express AS and its subsidiary Lavprisexpressen.no, engaged in airport express services and regional bus transport.
I 2006 blev turistbusafdelingen udskilt fra AS Sporveisbussene i en nyoprettet virksomhed, Sporveisbussenes Turbiler AS, der ejes 100 % af AS Sporveisbussene.
In 2006, the tour bus division was separated from AS Sporveisbussene into a newly established company, Sporveisbussenes Turbiler AS, owned 100 % by AS Sporveisbussene.
I perioden fra den 1. juli 2006 til den 1. januar 2007 blev forvaltningen af den offentlige transport i Oslo omorganiseret.
From 1 July 2006 to 1 January 2007, the administration of the public transport in Oslo was reorganised.
Der blev oprettet en ny virksomhed med navnet AS Oslo Sporveier (det "nye AS Oslo Sporveier").
A new company was established under the name AS Oslo Sporveier (the “new AS Oslo Sporveier”).
Det tidligere selskab AS Oslo Sporveier skiftede navn til Kollektivtransportproduksjon AS ("KTP").
The former AS Oslo Sporveier changed its name to Kollektivtransportproduksjon AS (“KTP”).
Det tidligere AS Oslo Sporveiers administrative funktioner blev overført til det nye AS Oslo Sporveier.
The administrative functions of the former AS Oslo Sporveier were transferred to the new AS Oslo Sporveier.
KTP beholdt den driftsmæssige del af AS Oslo Sporveier og ejerskabet over AS Sporveisbussene.
KTP retained the operative part of AS Oslo Sporveier and the ownership of AS Sporveisbussene.
Sidstnævnte blev et moderselskab med tre datterselskaber.
The latter turned into a parent company with three subsidiaries.
Datterselskaberne blev omdøbt (fra Nexus Trafikk AS til Unibuss AS, fra Sporveisbussenes Turbiler AS til Unibuss Tur AS og fra Arctic Express AS til Unibuss Ekspress AS).
The subsidiaries were renamed (from Nexus Trafikk AS to Unibuss AS; Sporveisbussenes Turbiler AS to Unibuss Tur AS; and Arctic Express AS to Unibuss Ekspress AS).
KOMPENSATION FOR DEN OFFENTLIGE TJENESTEFORPLIGTELSE I OSLO
COMPENSATION FOR THE PUBLIC SERVICE OBLIGATION IN OSLO
Administrativ praksis
Administrative practice
Som det fremgår af ovenstående, er Oslo kommune ansvarlig for at yde kompensation til operatører af offentlige tjenester, som den ønsker at oprette eller bevare i regionen [42].
As noted above, Oslo Municipality is responsible for compensating operators of public services it wishes to establish or maintain within its region [42].
I Oslo er der et fælles billetsystem for alle operatører af busser, sporvogne, tunnelbane og færger.
In Oslo, there is a common ticketing system that applies to all operators for bus, tram, underground and ferry.
Operatørerne af offentlige tjenester er ikke ansvarlige for billetsystemet.
The public service operators are not responsible for the ticketing system.
Billetsystemet påhviler KTP (tidligere AS Oslo Sporveier), og billetpriserne kontrolleres af Oslo kommune.
The ticketing system is the responsibility of KTP (formerly AS Oslo Sporveier), and the ticket prices are subject to the control of Oslo Municipality.
Koncessionaren har ret til at beholde billetindtægterne fra driften af rutebuskørslen [43].
The concessionaire is allowed to keep the ticket income generated by the operation of the scheduled bus transport [43].
Når billetindtægterne ikke er tilstrækkelige til at dække driftsudgifterne, er koncessionaren berettiget til at modtage kompensation for forpligtelsen til at levere offentlig tjeneste fra Oslo kommune.
When the ticket income is not sufficient to cover the cost of the operations, the concessionaire is eligible to receive public service compensation from Oslo Municipality.
Siden 1980'erne og indtil kontrakterne blev givet i udbud, blev den kompensation, som blev udbetalt i Oslo, fastlagt i overensstemmelse med nedenstående procedure.
In Oslo, since the 1980s, and until the contracts were tendered out, the compensation under the directly awarded contracts was determined in accordance with the procedure described in the following.
Dette beløb dækkede forskellen mellem de anslåede omkostninger ved at varetage den pågældende offentlige tjeneste og indtægter fra billetsalg og blev fastlagt af Oslo kommune og koncessionaren [44].
In essence, a lump sum that covered the difference between the estimated costs of operating the public service in question and the income from sale of tickets was determined by Oslo Municipality and the concessionaire [44].
Dette indgik i den almindelige budgetproces i Oslo kommune.
This was done as part of the general budget process in Oslo Municipality.
Ifølge de norske myndigheder kan budgetprocessen beskrives som følger:
According to the Norwegian authorities, the budget process can be outlined as follows:
Januar/februar
January/February
Byrådet fastlægger budgetgrænserne for det kommende år.
The City Government (Byrådet) decides the budget limits for the next year.
Kommunens afdelinger og virksomheder informeres om budgetgrænserne og tidsfristen for indgivelse af budgetforslag.
The municipal departments and undertakings are informed of the budget limits and the time limit for submission of budget proposals.
Marts/april
March/April
De kommunale virksomheder behandler budgettet for det kommende år.
The municipal undertakings deal with the budget of the following year.
De kommunale afdelinger og virksomheder indgiver deres budgetforslag på grundlag af foregående års indkomst og omkostninger, aktivitetsniveau, budgetgrænser og antagelser om fremtidig omkostningsudvikling og effektivitetsbesparelser.
The municipal departments and undertakings submit their budget proposals based on previous years income and costs, activity level, budget limits and assumptions on future cost developments and efficiency gains.
Juni/august
June – August
Drøftelser mellem afdelinger/virksomheder og den ansvarlige magistrat for at afklare budgettet og de aktiviteter, det omfatter.
Discussions between the departments/undertakings and the responsible governmental unit are carried out in order to clarify the budget and the activities covered by it.
Budgetforslaget fremlægges af byrådet.
The budget proposal is announced by the City Government.
De forskellige udvalg under bystyret behandler de forskellige dele af budgettet.
The different committees of the City Council (Bystyret) deal with the different parts of the budget.
Oktober/november
October/November
Byrådet foreslår et revideret budget.
The City Government proposes a revised budget.
Budgettet godkendes af bystyret.
The budget is approved by the City Council.
På grundlag af budgetforslagene (og eventuelle ændringer, der fastlægges under budgetdrøftelserne i bystyret) blev kompensationen tildelt i form af budgetbeslutninger inden for visse skøn, som blev specificeret i hver beslutning, f.eks. for at opnå effektivitetsbesparelser og bibeholde det foregående års transportydelser for offentligheden.
Based on the budget proposals (and possible amendments during the budget discussions in the City Council), the compensation was granted by budget decisions within certain assumptions that were specified in each decision, i.e. to achieve certain efficiency gains and maintain the preceding year’s transport services to the public.
Beslutningerne indeholdt også visse mål med hensyn til bl.a. transportydelsernes omfang og omkostninger pr. rejse.
The decisions also contained certain goals with respect to, inter alia, the volume of produced transportation services and costs per travel.
Vurderingen af kompensationsbeløbet blev baseret på omkostninger afholdt i de foregående år, korrigeret for effektivitetsbesparelser, udviklingen i Norges forbrugerprisindeks, lønninger, skatter samt love og forskrifter, der kunne påvirke omkostningerne.
The assessment of the amount of compensation was based on the costs incurred in the preceding years, corrected for efficiency gains, the development of the Norwegian consumer price index, salaries, taxes, and laws and regulations that would affect the costs.
Ifølge de norske myndigheder var der særskilte regnskaber for offentlige tjenester og kommerciel virksomhed (f.eks. turistbusdrift) udført af AS Oslo Sporveier.
According to the Norwegian authorities, separate accounts were kept for the public service and commercial activities (i.e. the tour bus service) carried out by AS Oslo Sporveier.
AS Oslo Sporveiers omkostninger til den kommercielle virksomhed indgik heller ikke i beregningen af den årlige kompensation for offentlige tjenester.
Also, the cost of the commercial activities of AS Oslo Sporveier was not taken into account for the calculation of the annual compensation for public services.
Ifølge de norske myndigheder bestemtes det i transportaftalen fra 1997, som udløb den 30. marts 2008, da alle kontrakter om offentlige tjenester var givet i udbud, og områdekoncessionen selv var udløbet, at kompensationen blev beregnet årligt i overensstemmelse med ovenstående principper.
According to the Norwegian authorities, under the Transport Agreement concluded in 1997, which lapsed on 30 March 2008 when all public service contracts had been tendered out and the area concession itself lapsed, the calculation of the compensation was carried out on an annual basis in accordance with the principles described above.
Kompensationen for offentlige tjenester blev således fastlagt efter samme procedure.
Thus, the public service compensation was determined in accordance with the same procedure.
Beløbet blev beregnet på grundlag af forskellen mellem omkostningerne til og indtægterne fra de offentlige tjenester og korrigeret i overensstemmelse med samme korrektionsfaktorer gennem hele den periode, der er genstand for vurderingen.
The amount was calculated on the basis of the difference between cost and revenue on the public service and adjusted in accordance with the same correction factors throughout the entire period under assessment.
Der blev udarbejdet særskilte regnskaber for offentlige tjenester og kommerciel virksomhed.
Separate accounts were kept for the public service activities and the commercial activities.
Den offentlige tjenestes lønsomhed
Profitability of the public service
Den årlige gennemsnitlige forrentning for perioden 1994 til 2005 (data fra de norske myndigheder vedrører alene den offentlige tjeneste) var 1,98 % [45].
The average annual return for the period 1994 to 2005, for which the data submitted by the Norwegian authorities relates exclusively to the public service, was 1,98 % [45].
Indførelse af en kvalitetspræmie-/bødeordning
Introduction of a quality bonus/malus system
Som det fremgår af ovenstående, begyndte AS Sporveisbussene i 1997 at levere lokal rutebuskørsel i Oslo i medfør af den koncession, som AS Oslo Sporveier havde fået tildelt.
As explained above, in 1997 AS Sporveisbussene started providing local scheduled bus transport services in Oslo in accordance with the concession awarded to AS Oslo Sporveier.
Desuden blev der indgået en transportaftale mellem AS Oslo Sporveier og AS Sporveisbussene.
Moreover, the Transport Agreement between AS Oslo Sporveier and AS Sporveisbussene was concluded.
De norske myndigheder har forklaret, at der med transportaftalen blev indført en model, som skulle fastlægges nærmere af AS Oslo Sporveier, og som omfattede en måling af kvaliteten af rutebuskørslen.
The Norwegian authorities have explained that the Transport Agreement introduced the concept of a model, to be defined by AS Oslo Sporveier, under which the quality of the bus services should be measured.
Hensigten var at finde en model, som kunne tilskynde AS Sporveisbussene til at levere rutebuskørsel af høj kvalitet.
The intention was to find a model to incentivise AS Sporveisbussene to provide quality bus transport services.
I henhold til transportaftalen skulle ordningen være indført senest den 1. januar 2008.
The Transport Agreement provided that the system should be in place 1 January 2008 at the latest.
Kundetilfredsheden måles ved hjælp af undersøgelser.
Customer satisfaction is measured on the basis of surveys.
Præcision måles på grundlag af objektive data.
Punctuality is measured on the basis of objective data.
De norske myndigheder har forklaret, at de opfatter kvalitetspræmien som en del af det rimelige overskud.
The Norwegian authorities have explained that they view the quality bonus as a part of the reasonable profit.
De norske myndigheder har ikke informeret Tilsynsmyndigheden om eventuelle andre kvalitetspræmier.
The Norwegian authorities have not informed the Authority of any other quality bonuses being granted.
Koncerninterne ydelser og fordeling af fælles omkostninger
Intra-group services and allocation of common costs
Ifølge de norske myndigheder har AS Sporveisbussenes kommercielle rutebuskørsel kun i begrænset omfang krævet ydelser fra AS Oslo Sporveier.
According to the Norwegian authorities, the commercial bus services operated by AS Sporveisbussene have only to a limited extent required services from AS Oslo Sporveier.
De fleste af sådanne koncerninterne ydelser er udvekslet mellem datterselskaberne i Oslo Sporveier-koncernen.
Mostly such intra-group services have been exchanged between the subsidiaries in the Oslo Sporveier Group.
Siden 1994 er de koncerninterne ydelser primært blevet udvekslet på grundlag af aftaler mellem koncernens virksomheder.
Since 1994, intra-group services were exchanged primarily on the basis of agreements between the companies of the group.
Omkostningerne ved ydelserne var baseret på markedspriser, hvis eksterne virksomheder var involveret i leveringen af ydelserne.
The costs of the services were based on market prices, if external companies were involved in the provision of the services.
Eksempler på sådanne ydelser fra eksterne leverandører: fælles indkøb af diesel, motorolie eller frostvæske, fremleje af busser, leje af ejendom fra private virksomheder osv. For disse ydelser indeholdt den interne pris også en forholdsmæssig andel af faste omkostninger samt yderligere omkostninger til dækning af eventuelle administrationsgebyrer.
Examples of such services with external providers included indicatively: joint purchase of diesel oil, motor oil or frost fluids, sublease of busses, lease of property from private companies etc. For these services the internal price included also a proportional share of fixed costs, as well as additional costs to cover administration fees, where relevant.
Med hensyn til de koncerninterne ydelser leveret af AS Oslo Sporveier til AS Sporveisbussene og dette selskabs dattervirksomheder eller mellem disse har de norske myndigheder forklaret, at de priser, der blev betalt for sådanne ydelser, var baseret på faktiske omkostninger (f.eks. leje af busser og chauffører ved særlige lejligheder, rengøring af busser osv.), mængde (f.eks. udstedelse af id-kort) eller endog pr. time afhængigt af den pågældende ydelses kompleksitet.
As regards intra-group services provided by AS Oslo Sporveier to AS Sporveisbussene and its subsidiaries or amongst the subsidiaries, the Norwegian authorities have explained that the prices paid for such services were based on the actual costs (e.g. rent of buses and drivers on specific occasions, cleaning of buses) or on the volume used (e.g. issuing of ID-cards) or even per hour according to the complexity of the service rendered.
Den faktiske pris omfattede omkostningen ved ydelsen, dvs. marginalomkostninger, eksterne/effektivitetsmæssige virkninger samt en forholdsmæssig andel af faste omkostninger og overskud.
The actual price included the cost of the service, meaning marginal costs, external/efficiency effects, as well as a proportional share of fixed costs and profit.