natgillin/translations-raw huggingface dataset:
Dette er allerede et problem i de enkelte medlemsstater og trænger sig yderligere på, når der er tale om salg fra en medlemsstat til en anden af produkter, der kan være anderledes opbygget end dem, som køberen hidtil har været vant til.
Normally such a vehicle must carry proof of the existence of such insurance, but vehicles coming from nonCommunity countries which are parties to the supplementary agreement between national bureaux may be treated as if they were vehicles normally based in a Member State.
Det vil være nødvendigt at tage fat på disse problemer i det kommende rammedirektiv for livsforsikring, der ligesom det tilsvarende benævnte skadesforsikringsdirektiv (som kommer først) vil introducere princippet med én enkelt EF-dækkende koncession (eller tilladelse).
This highlights one of the consequences of the mixed system. The Directive can necessarily have effect only in the Member States, whereas the supplementary agreement may at any
Forskellige beskatningsregler kan enten bevirke, at livsforsikringer kun sælges inden for et land, eller også at de netop virker attraktive for andre lande.
given time embrace countries which are not Member States, whilst not covering certain Member States whose national bureaux are not yet signatories.
Hovedproblemerne er følgende:
These procedural complications, involving certain third countries as well as Member States, have resulted in three Commission recommendations and nine Commission decisions.
(i) i nogle lande opkræves der ikke præmieafgifter, medens andre lande opkræver sådanne afgifter med forskellige satser og på forskellige grundlag
The text of the supplementary agreement is annexed to First Commission Decision 74/166/EEC of 6 February 1974.
(ii) i de fleste medlemsstater gives der skattebegunstigelse for præmiebetalinger, men i henhold til forskellige regler, der normalt diskriminerer til skade for udenlandske forsikringsselskaber
Although the first motor insurance Directive has given rise to many difficulties of interpretation, not all of which even now have been completely resolved, the structure created by it and the supplementary agreement has, on the whole, been remarkably successful and useful.
(iii) livsforsikringspræmier til finansiering af ydelser til ansatte vil efter forskellige nationale regler blive lagt oven i den ansattes skattepligtige indkomst
The elimination of insurance checks at the frontiers between Member States is of enormous benefit to thousands of motorists every day, whilst victims of accidents caused by vehicles normally based in another Member State are certainly as well placed to receive compensation as they would have been if the vehicle had borne a local number plate.
(iv) beskatningen af livsforsikringsselskaber har, alt efter hvilken medlemsstat der er tale om, forskellig indvirkning på investeringsafkastet, der indgår i overskuddet
Indeed, it is sometimes remarked that if the vehicle causing the accident is uninsured it is often better, from the victim's point of view, that it should come from a different Member State, since the local motor bureau will be obliged in such circumstances to guarantee settlement of the case without reference to the question of insurance or noninsurance.
Er der tale om direkte diskrimination på grund af nationalitet kan sagen indbringes for EF-Domstolen.
The objectives of the first Directive, although important, were limited.
Men der er mange forskelle og divergenser mellem de nationale lovgivninger, som ikke kan løses ad denne vej.
It was left to each Member State to fix the levels, scope and conditions of the compulsory insurance cover applying within its own territory, without reference to what was done in other States.
Men en løsning af denne art rejser det store problem, at det i så fald er nødvendigt, at samtlige medlemsstater enstemmigt går ind herfor (afstemning med kvalificeret flertal finder ikke anvendelse, når der er tale om skattespørgsmål). Indtil videre er Fællesskabet ikke nået ret langt med hensyn til harmonisering af den direkte beskatning.
For example, in some States members of the family of the owner or driver of the vehicle causing the accident were not treated as third parties and so did not benefit from the compulsory insurance; in at least one State the insurance covered only physical injury and did not extend to property damage; and the insurance cover for physical injury was set at a very low level in some States but was unlimited in others.
Ifølge reglerne om ansvarspådragelse i det land, hvor uheldet fandt sted, skulle skadevolderen betale erstatning til skadelidte.
opinion supported the initiative and led to a change of attitude at governmental level.
Da sådanne erstatningssummer kunne være betydelige, mente førere af motorkøretøjer at måtte forsikre sig mod denne risiko.
The Directive, Council Directive 84/5/EEC, was adopted on 30 December 1983.
Det bevirkede, at det i stigende omfang blev et krav til ejere af motorkøretøjer, at de skaffede sig forsikringsdækning.
It is first specified that the compulsory insurance laid down in the first Directive must cover liability for property damage as well as for physical injury.
Førere af motorkøretøjer, der opfyldte disse krav, fik vanskeligheder, så snart de forlod deres hjemland og indrejste i et andet land.
Not surprisingly, there was much controversy over these amounts and the outcome is a messy compromise.
Den lokale forsikring dækkede normalt ikke uden for de nationale grænser, og selv om den gjorde, ville den sandsynligvis ikke opfylde kravene i det besøgte land, da de nationale regler ikke var samordnede.
The basic rule is that the guarantee shall be ECU 350000 for each victim in the case of physical injury, regardless of the number of victims in a single accident.
Selv om føreren af et motorkøretøj var forsikret i sit hjemland efter regler, der i store træk svarede til reglerne i det besøgte land, ville han alligevel overtræde bestemmelsen om, at der skulle foreligge en forsikring tegnet hos et forsikringsselskab i det pågældende land. Endvidere skulle der foreligge dokumentation for forsikringen i en form, som ville kunne godkendes ved grænsekontrollen. Uden en løsning på disse problemer ville den uheldige motorfører blive tvunget til at tegne en forsikring ved grænsen til det land, han agtede at besøge, før han kunne få tilladelse til at fortsætte sin rejse.
Not everybody was able to accept this, and it was therefore provided that Member States could instead provide a guarantee of ECU 500000 per accident for physical injury when there is more than one victim of a single accident.
Disse vanskeligheder blev stadig hyppigere i tiden lige efter krigen, og det var for at afhjælpe dem, at det grønne kort blev indført på grundlag af en henstilling af 25. januar 1949 fra underudvalget for landevejstransport under det interne transportudvalg under FN's Økonomiske Kommission for Europa.
To make matters more complicated, the normal rule for property damage is that the cover shall be at the level of ECU 100000 for each accident, regardless of the number of victims, but there is yet a further option, under which Member States may prescribe a single minimal sum of ECU 600000 per accident, to cover both physical injury and property damage, regardless of the number of victims or the distribution between damage and injury.
Ordningen er i hovedtræk som følger:
Let us repeat that these are minimum amounts.
(i) De forsikringsselskaber, der har tilladelse til at tegne automobilansvarsforsikringer, har sluttet sig sammen i bureauer for motorkøretøjsforsikring.
Any State making use of this option was, however, required to raise its guarantee levels by half the total necessary amount by 31 December 1987.
(iii) Ejeren af et motorkøretøj, der er hjemmehørende i et af de pågældende lande, og som ønsker at medføre det på en rejse til et eller flere af de andre lande, der deltager i ordningen, kan henvende sig til sit forsikringsselskab og der få den forsikringsdækning, der er lovpligtig i de lande, han ønsker at besøge.
In appreciating the need for these long progressive approaches to the ultimate goal, it must be borne in mind that the increase in guarantees has to be accompanied by an increase in premiums.
(iv) Forsikringsselskabet udsteder den ønskede dækning attesteret ved et grønt kort udstedt af det nationale bureau, selskabet tilhører.
Motor insurance premiums represent part of the expenditure of most house holds, and commonly enter into the calculation of the official cost-of-living index.
Det grønne kort er et standardiseret, internationalt anerkendt forsikringsbevis, hvori det er anført, i hvilket land eller hvilke lande der er dækning, og dækningens varighed.
It is hardly surprising that Member States were not willing to accept a sudden sharp increase in one of the elements making up this index at a time when they were preoccupied with the fight against inflation.
(ν) Når køretøjet indpasserer i et af de lande, der er omfattet af beviset, er det tilstrækkeligt, at føreren foreviser det grønne kort som bevis for gyldig forsikringsdækning.
The Directive goes on to provide that each Member State shall set up or authorize a body of the kind generally known as a guarantee fund (although the Directive itself does not use that expression) to provide compensation where damage is caused by an uninsured or unidentified vehicle. We return to this point later.
(vi) Forårsager køretøjet et færdselsuheld i det besøgte land, er forsikringsselskabet i hjemlandet pligtigt til at udbetale den erstatning, skadelidte har ret til efter de lokale bestemmelser, og overholdelsen af denne forpligtelse garanteres af det nationale bureau for motorkøretøjsforsikring, som forsikringsselskabet er medlem af, og som på sin side er bundet af sin overenskomst med det nationale forsikringsbureau i det besøgte land.
One of the main points of difficulty arising out of the first motor insurance Directive was the widespread existence of third-party liability policies which contained exclusion clauses. By virtue of such clauses the insurer could escape payment in certain prescribed circumstances, of which the following were the main examples:
1. direktiv om motorkøretøjsforsikring
(ii) the driver did not possess a valid licence;
Grønt kort­ordningen fungerede godt, men det varede ikke længe, før den blev utilstrækkelig. Der var to hovedgrunde til dette.
(iii) the vehicle did not meet technical or safety standards laid down by law.
For det første steg antallet af motorkøretøjer og dermed antallet af grænse­overskridelser stærkt.
Motor liability insurance, it must never be forgotten, is made compulsory in order to protect victims, not owners or drivers.
Hver gang et motorkøretøj krydsede en grænse, skulle det grønne kort fremvises, og i særligt travle perioder som f.eks. under sommerferietrafikken kunne det medføre lange, trættende køer ved grænseovergangene.
The Directive, therefore, expressly provides that in the cases set out above the existence of an exclusion clause shall not exonerate the insurer from an obligation to pay the third-party victim.
Den anden grund vedrørte specielt de dengang seks medlemmer af Det Europæiske Fællesskab.
The Directive permits two exceptions to this rule, to be used at the option of individual Member States with regard to accidents occurring on their territory.
Selv om der stadig var langt igen, inden al grænsekontrol kunne afskaffes, var der imidlertid en fornemmelse af, at fremvisningen af det grønne kort ved hver grænseovergang mellem medlemsstaterne var i stærk modstrid med EF's ideal.
The first is that the insurer need not pay to the extent that the victim can receive compensation through social security.
Afskaffelsen af kontrollen med det grønne kort ville i højere grad end noget andet gøre det klart for EF­borgerne, at EF greb ind i deres hverdag.
The second concerns accidents caused by a vehicle which has been stolen or seized by force.
Europa­Parlamentet var i høj grad talsmand for denne opfattelse, utvivlsomt inspireret af vælgerne.
The Member State may choose that in that event compensation is to be paid by the guarantee fund to which we referred earlier.
Det grønne kort dannede grundlaget for den videre udvikling, der også denne gang kombinerede en privatretlig overenskomst mellem de nationale forsikringsbureauer og med et forvaltningsretligt aspekt denne gang samordnet via et EF­direktiv (1. direktiv om ansvarsforsikring af motorkøretøjer, nr. 72/166/EØF af 24. april 1972).
The final measure for the protection of victims contained in the Directive concerns members of the family of the owner or driver of the vehicle or of any other person held liable for causing an accident and covered by compulsory motor insurance.
Den således opbyggede struktur har vist sig at være overordentlig effektiv, men bliver ofte misopfattet på grund af sit dobbelte grundlag.
Some Member States had rules under which, for the purposes of compulsory insurance, such family members were not treated as third parties and so did not benefit from the insurance cover.
Hverken EF­retten eller aftalerne mellem forsikringsbureauerne giver det fulde billede, der kun kommer frem, hvis de to ses i sammenhæng.
Article 3 of the Directive lays down that these persons are not to be excluded from the benefit of such cover, as regards physical injury caused to them, by reason of the family link.
Formålet med grænsekontrollen af det grønne kort var at sikre, at alle køretøjer, der indpasserede i en medlemsstat, var dækket af en ansvarsforsikring, der opfyldte landets krav.
The first Directive refers to the State where a vehicle is registered, but this is amended in the second Directive to read 'the territory of the State whose registration plate is borne by the vehicle'.
Hensigten var at sikre, at skadelidte ved færdselsuheld i den pågældende stat ville
The practical effect is that a vehicle is regarded as normally
få den erstatning, de havde krav på ifølge loven uanset skadevolderens finansielle forhold.
based in a State whose number plate it bears even if the registration has expired.
Grænsekontrollen kunne kun afskaffes, såfremt der var skabt sikkerhed for, at skadelidte ville få erstatning, også selv om det skadevoldende køretøj ikke var forsikret ved indpassagen.
The obvious value of this lies in the fact that there is no need to see documentary evidence of registration in order to determine where the vehicle is normally based for the purpose of applying both the Directives.
Der blev vedtaget en ordning med følgende bestemmelser:
In fact all Member States already had such bodies, but their statutes and duties varied considerably.
(i) alle køretøjer (med visse undtagelser), der er hjemmehørende i en medlemsstat, skal være dækket af en lovpligtig ansvarsforsikring
In some cases, the motor insurers' bureau itself had this function, whilst in others a quite separate body was established by the State.
(ii) dette krav om forsikring skal gælde ikke blot brugen af køretøjet i det land, der har stillet krav om forsikring, men også brugen i alle de lande, hvori ordningen gælder
These differences were also reflected in the methods of financing the operations of the body (which for convenience we will call a guarantee fund).
(iii) arten og omfanget af den lovpligtige forsikring i de enkelte lande fastsættes ved lov af landene med det resultat, at dækningen i mangel af harmoniseringsbestemmelser kan ændre sig ved hver grænsepassage
Where the guarantee fund was dependent upon the motor insurance industry, as would normally be the case where it was simply one function of the motor insurers' bureau or was set up and controlled by the bureau, it would normally be financed by the insurers themselves, who naturally enough would in general wish to limit the scope of its interventions to those cases where, without it, there would be real hardship.
(iv) fastslås det, at køretøjet har forvoldt et uheld i værtslandet, og at skadelidte derfor har krav på erstatning, påhviler forsikringsansvaret bureauet i det pågældende land, og det optræder i det hele taget over for skadelidte, som om det var forsikrer
Where the guarantee fund was, on the other hand, set up by the State, it would be financed by a levy on motor insurance premiums, by general taxation or by both, and would, in any case, have a clearly defined social purpose fixed by the State in accordance with the dictates of public policy.
(v) den forsikringssum, bureauet i det besøgte land har udbetalt, refunderes af bureauet i det land, hvor køretøjet er hjemmehørende, og hvori det som nævnt ovenfor skal være forsikret
The Commission had originally intended the Directive to state that the guarantee fund would act exactly as an insurer would act if the vehicle had been insured and identified, and therefore would pay full compensation as soon as liability was established, just as an insurer would.
Denne ordning er ligesom den oprindelige grønt kort-ordning baseret på den forudsætning, at alle førere af motorkøretøjer har tegnet den lovpligtige ansvarsforsikring i deres hjemland hos et forsikringsselskab, der er godkendt i det pågældende land og dermed er medlem af landets forsikringsbureau.
The States concerned were afraid that under the proposed change there would be an enormous increase in costs, resulting not only from the global amount of such claims but also from the administrative expenses associated with dealing with a large number of small incidents.
Det nye er imidlertid, at det set fra skadelidtes synspunkt er uden betydning, om kravet om lovpligtig forsikring er opfyldt eller ej, da forsikringsbureauet i det besøgte land sikrer, at der under alle omstændigheder udbetales erstatning ifølge loven.
It was therefore agreed that Member States should have the power to provide that, where property damage was caused by an uninsured vehicle, the victim should be required to bear the first part of the cost, up to a maximum of ECU 500. This eliminates small claims altogether and reduces the overall financial burden.
Skal denne ordning fungere, er det en væsentlig forudsætning, at bureauet i det land, hvor uheldet har fundet sted, med absolut sikkerhed kan gå ud fra, at en eventuel erstatning uden ophævelser refunderes fuldt ud af bureauet i køretøjets hjemland.
But it also perpetuates an anomaly. Total protection for the victim is not guaranteed, since he receives full compensation only if the vehicle causing the damage is either properly insured (regardless of its place of registration) or, if uninsured, is normally based in a country (whether Member State or not) which is a signatory of the supplementary agreement.
Det er bureauet selv, der må være garant for betalingen, da køretøjet måske slet ikke har været forsikret (selv om det naturligvis ifølge sit hjemlands love burde have været det), eller da den eventuelle forsikrer måske vil gøre ophævelser over betalingen, hvilket ikke må få lov til at influere på ordningen som helhed.
To complicate matters further, Italy is allowed by the Directive to maintain this excess at ECU 1000 instead of ECU 500 until 31 December 1990, whilst Greece and Ireland, joined later by Spain and Portugal, may exclude compensation for property damage from the scope of the guarantee fund's operations altogether until 31 December 1992 and may thereafter maintain an excess of ECU 1500 until 31 December 1995.
Hvordan forsikringsbureauet i det land, hvor køretøjet skulle have været forsikret, inddriver sine eventuelle udlæg, afgøres nationalt. I dette spørgsmål indgår såvel
There was a general feeling amongst the Member States that the guarantee fund should not, in any event, be obliged in all circumstances to provide compensation for property damage
forsikringsselskabernes solidaritet som de statslige myndigheders eventuelle ansvar for, at kravet om lovpligtig forsikring er overholdt.
caused by hit-and-run (unidentified) vehicles.
Samspillet mellem EF-retten og de private ordninger mellem forsikringsbureauerne fremgår af direktivets struktur.
It was considered, no doubt with good reason, that the verification of claims in such cases would often be extremely difficult and the door would be opened wide to fraud.
I artikel 2, stk. 2, trækker direktivet imidlertid straks i land, i hvert fald midlertidigt, idet dets bestemmelser, bortset fra artikel 3 og 4, først træder i kraft:
The Directive therefore provides that Member States may restrict or exclude intervention by the guarantee fund in such circumstances.
(i) når der er truffet overenskomst mellem de nationale forsikringsbureauer, hvorefter de enkelte bureauer forpligter sig til at imødekomme krav, der opstår på deres område som følge af uheld forvoldt af køretøjer, der er hjemmehørende i andre medlemsstater, uanset om de er forsikret i overensstemmelse med deres egne landes bestemmelser om lovpligtig forsikring
We have not reached the end of the anomalies. It was stated earlier that, where insurance policies excluded cover if the vehicle had been stolen or seized by force, the Directive would normally require the insurance undertaking to pay the third-party victim (whilst leaving it free to seek recourse against the policyholder), but that Member States would have the option of requiring the guarantee fund to compensate the victim instead.
(ii) fra et tidspunkt, der fastsættes af Kommissionen, når den i snævert samarbejde med medlemsstaterne har fastslået, at der er truffet en sådan overenskomst
A further twist is given to this by the provision that, where a Member State elects for this course, it may require the first ECU 250 of any claim for material damage to be borne by the victim.
(iii) og at de kun gælder i denne overenskomsts gyldighedsperiode.
The proposed third motor insurance Directive
Selve overenskomsten, der normalt benævnes den supplerende overenskomst, fordi den er et supplement til overenskomsten om det grønne kort, var på det tidspunkt under forhandling og ratificering, men EF's institutioner var ikke involveret i denne procedure.
Although the second Directive sought through numerous options and delayed application dates to take account of the different existing situations in Member States, there was one problem which was deliberately left open for settlement in a later measure.
I artikel 3, den ene af de to artikler, der skulle gælde, uanset om den supplerende overenskomst blev vedtaget, bestemmes det, at ansvarsforsikring skal være lovpligtig i alle medlemsstaterne og skal dække alle de områder, de lovpligtige ansvarsforsikringer omfatter i de enkelte medlemsstater.
However, the majority of Member States insisted that the guarantee fund should intervene only in the last resort, if the victim was unable to obtain compensation from any other source (such as the responsible party's assets, the victim's own indemnity insurance policies or social security).
I henhold til artikel 4 kan medlemsstaterne i visse tilfælde gøre undtagelser fra den generelle regel i artikel 3.
This disagreement led to an entry in the Council minutes when the second Directive was adopted at the end of 1983, in accordance with which 'subsidiarity' problems were to be examined in greater detail, the Commission undertaking to present a new proposal within four years.
Kommissionen og de andre medlemsstater skal have en liste over disse undtagelser og eventuelle særlige betingelser.
In the meantime, the second Directive left it to the Member States to decide individually the extent to which the guarantee fund should have a subsidiary role.
Fra artikel 5 gælder bestemmelserne først efter vedtagelsen af den supplerende overenskomst, og efter at Kommissionen har truffet de nødvendige beslutninger.
A study called for by the Commission after the adoption of the second Directive concluded that Community action was justified in only two areas: firstly, where there was a dispute between a liability insurer and the guarantee fund as to which should compensate the victim, and, secondly, to prevent the victim being required to show that the uninsured party responsible was unable to pay the required compensation. Only the second of these points relates to the problem of subsidiarity as such.
Nogle af disse beslutninger vedrører behandlingen af køretøjer fra tredjelande.
After discussion with the Member States, the Commission made a proposal for a third Directive at the end of 1988.