natgillin/translations-raw huggingface dataset:
According to Bohemiakombi this is a barrier to the modal switch from road to rail.
Prema Bohemiakombiju to predstavlja prepreku za izmjenu modaliteta s cestovnog na željeznički prijevoz.
Bohemiakombi believes that the public intermodal terminals constructed from public funds will provide cheaper services and thus lower the barrier to switching to rail transport.
Bohemiakombi vjeruje da će javni intermodalni terminali izgrađeni javnim sredstvima pružiti jeftinije usluge te tako smanjiti prepreku za prelazak na željeznički prijevoz.
Bohemiakombi concludes that the State aid will reinforce competition in intermodal terminal services.
Bohemiakombi zaključuje da će državna potpora ojačati tržišno natjecanje u uslugama intermodalnih terminala.
Kombiverkehr notes that it transports very few continental units to Slovakia — below 1000 per year.
Kombiverkehr napominje da prevozi vrlo mali broj kopnenih jedinica u Slovačku – ispod 1000 godišnje.
Kombiverkehr argues that this is due mainly to the high costs of transhipment, which are in excess of EUR 45 per unit transferred from truck to train or vice versa, or about double the costs at the publicly co-financed terminals in Germany.
Kombiverkehr tvrdi da je to uglavnom zbog visokih troškova pretovara, koji prelaze 45 EUR po jedinici koja se pretovaruje s kamiona na vlak ili obrnuto, ili oko dvostruko više od troškova na javno sufinanciranim terminalima u Njemačkoj.
The units currently transported are mainly from the chemical industry, for which road transport is more costly and associated with higher environmental risks.
Jedinice koje se trenutačno prevoze uglavnom su iz kemijske industrije, zbog čega je cestovni prijevoz skuplji i povezan s višim okolišnim rizicima.
Moreover the transport units of the chemical industry can often be handled from the top using the same spreader as for maritime combined transport.
Štoviše, prijevoznim jedinicama kemijske industrije često se mogu rukovati odozgo, koristeći isti prihvatnik kao za pomorski kombinirani prijevoz.
According to Kombiverkehr the majority of international transport in Slovakia is general cargo, such as packed products, car industry products, machines and consumer goods, which come in semi-trailers and partially in swap bodies.
Prema Kombiverkehru glavnina međunarodnog prijevoza u Slovačkoj uključuje opći teret, kao što su to pakirani proizvodi, proizvodi automobilske industrije, strojevi i potrošačka roba, koji dolaze u poluprikolicama i djelomično u izmjenjivim sanducima.
But Slovak terminals do not have the necessary equipment for transhipping such units.
Slovački terminali, međutim, ne posjeduju potrebnu opremu za pretovar takvih jedinica.
According to Kombiverkehr the development of sustainable continental combined transport requires
Prema Kombiverkehru razvoj održivog kopnenog kombiniranog prijevoza zahtijeva:
terminals with the following technical specifications:
terminale sa sljedećim tehničkim specifikacijama:
700 m of usable rails,
700 m uporabljivih tračnica,
direct rail connection to a main rail corridor,
izravnu željezničku povezanost s glavnim željezničkim koridorom,
spreaders and piggyback hangers,
prihvatnike i viseće nosače za prijevoz kamiona i prikolica,
sufficient storage place taking into account that the units cannot be piled,
dovoljno skladišnog prostora uzimajući u obzir da se jedinice ne mogu slagati jedne na druge,
sufficient holding sidings for trains at the terminal or nearby;
dovoljno prihvatnih kolosijeka za vlakove na terminalu ili u blizini;
transhipment charges that are competitive with road transport — up to EUR 20-25 per road-rail transhipment;
troškove pretovara koji su konkurentni cestovnom prijevozu – do 20–25 EUR po cestovno-željezničkom pretovaru;
independent terminal managers that can ensure non-discriminatory access.
neovisne upravitelje terminala koji mogu osigurati nediskriminirajući pristup.
Although the current terminals may be used by third parties, Kombiverkehr states that the conditions for third parties are precarious.
Premda postojeće terminale mogu koristiti treće strane, Kombiverkehr navodi da su uvjeti za treće strane nepouzdani.
First, as the terminal operators are also transporters there is always a danger for third party combined transport operators that their clients will be taken over by the terminal operator.
Prvo, s obzirom na to da su operatori terminala ujedno i prijevoznici, uvijek postoji opasnost za treću stranu operatora kombiniranog prijevoza da će njihove klijente preuzeti operator terminala.
Second, terminal operators are interested in third parties only as long as they have free terminal capacity.
Drugo, operatori terminala zainteresirani su za treće strane samo dok imaju slobodan kapacitet terminala.
As soon as they have sufficient own transport volumes, their interest in providing access for third parties disappears.
Čim ostvare dovoljne opsege vlastitog prijevoza, gubi se njihov interes za osiguranje pristupa trećima.
Lastly, an unregulated terminal operator has many ways of making the use of his terminal by third parties more difficult or economically disadvantageous, through, for example, price setting, service quality and distribution of terminal slots.
I na kraju, neregulirani operator terminala ima mnogo načina na koje može otežati ili učiniti ekonomski nepovoljnim korištenje svog terminala trećima, kroz, na primjer, utvrđivanje cijena, kvalitetu usluge i raspodjelu mjesta u terminalu.
For Kombiverkehr developing new access points to combined transport for its clients entails large initial losses that can only be recouped after one to two years of regular operation.
Za Kombiverkehr, razvijanje novih pristupnih točaka kombiniranom prijevozu za njegove klijente nosi velike početne troškove koji se mogu vratiti nakon jedne do dvije godine redovnog poslovanja.
Therefore, it cannot afford to offer new products at terminals without long-term security.
Zbog toga si ne može priuštiti ponuditi nove proizvode na terminalima bez dugotrajne sigurnosti.
Kombiverkehr therefore supports Slovakia's plan to have the new terminal operated by independent undertakings.
Kombiverkehr stoga podržava slovački plan da novim terminalom upravljaju neovisni poduzetnici.
At the same time, however, it believes that operators of combined transport would be more interested in the development of the terminal if they had a stake in its operation.
Istodobno, međutim, vjeruje da bi operatori kombiniranog prijevoza bili više zainteresirani za razvoj terminala kada bi imali udio u njegovom upravljanju.
For the operation of the terminal to be neutral and non-discriminatory, Kombiverkehr advocates the following conditions:
Kako bi upravljanje terminalom bilo neutralno i nediskriminirajuće, Kombiverkehr se zalaže za sljedeće uvjete:
the terminal operator should be an independent undertaking with an independent management,
operator terminala trebao bi biti neovisni poduzetnik s neovisnom upravom,
no combined transport operator should have more than 50 % ownership of the company operating the terminal,
nijedan upravitelj kombiniranim prijevozom ne bi trebao imati više od 50 % vlasništva u društvu koje upravlja terminalom,
clear rules for the terminal operator concerning, for example, slot allocation and conditions,
jasna pravila za operatora terminala, na primjer o dodjeli skladišnih mjesta i uvjetima,
control of the terminal operator by an independent supervisory board and the rail regulator.
kontrola operatora terminala koju obavlja neovisni nadzorni odbor i regulator željeznice.
According to Kombiverkehr, the potential for a shift in goods transport from road to rail is huge, in particular on routes to Germany (Rhein-Ruhr-Gebiet and Hamburg/Hanover), as well as to the Netherlands and Belgium.
Prema Kombiverkehru potencijal za prijelaz prijevoza robe s cestovnog na željeznički je golem, posebno na pravcima za Njemačku (Rajna–Ruhr–Gebiet i Hamburg/Hannover), kao i za Nizozemsku i Belgiju.
The traffic on these routes is currently around 1000 lorries a week.
Promet na tim pravcima trenutačno je oko 1000 kamiona tjedno.
Kombiverkehr claims that it is interested only in continental transport of goods, which is currently done by road.
Kombiverkehr tvrdi da je zainteresiran samo za kopneni prijevoz robe, koji se trenutačno obavlja cestom.
Therefore, by using the new terminal it would not lower the transhipment and cargo volumes at the existing terminals in Slovakia where combined transport is already in use.
Zbog toga korištenje novog terminala ne bi umanjilo pretovar i opsege tereta na postojećim terminalima u Slovačkoj gdje je kombinirani prijevoz već u uporabi.
DHL claims that the current intermodal terminals in Slovakia are not open for public service and do not provide liberalised access to transhipment between the public road and rail infrastructure.
DHL tvrdi da postojeći intermodalni terminali u Slovačkoj nisu otvoreni za javnu uslugu i ne pružaju liberaliziran pristup pretovaru između javne cestovne i željezničke infrastrukture.
DHL supports the Slovak authorities in their effort to liberalise combined transport by means of the construction of the four new rail-road intermodal terminals.
DHL podržava slovačka tijela u njihovom radu na liberalizaciji kombiniranog prijevoza izgradnjom četiri nova cestovno-željeznička intermodalna terminala.
Metrans argues that the arguments Slovakia uses to justify the State aid for constructing the terminals are unsubstantiated, incorrect or otherwise not relevant.
Metrans tvrdi da su argumenti koje Slovačka koristi za opravdanje državne potpore za izgradnju terminala neutemeljeni, netočni ili drukčije nevažni.
In summary the company's arguments against the measure as originally notified are as follows:
Sažeto, argumenti društva protiv mjere, kako je prvobitno objavljena, su sljedeći:
Neutrality of the existing terminals
Neutralnost postojećih terminala
According to Metrans, Slovakia's claim that the current terminal operators do not provide the required neutral services is not true and Slovakia has so far failed to provide any evidence for this claim.
Prema Metransu tvrdnja Slovačke da postojeći operatori terminala ne pružaju potrebne neutralne usluge nije istinita i Slovačka do sada nije dokazala ovu tvrdnju.
Metrans operates its terminals on a neutral basis and provides its services also to independent carriers.
Metrans upravlja svojim terminalima na neutralnoj osnovi i pruža svoje usluge i neovisnim prijevoznicima.
Metrans allows operations using other trains.
Metrans dopušta operacije u kojima se koriste drugi vlakovi.
For instance, at the Košice terminal of Interport operated by Metrans, it provides exclusively terminal-related services, while any transport is handled by other parties.
Na terminalu Interport u Košicama, na primjer, kojim upravlja, Metrans pruža isključivo usluge povezane s terminalom, dok sav prijevoz obavljaju druge stranke.
As far as Metrans is aware, the same applies to other publicly accessible terminals.
Prema Metransovom saznanju isto važi i za druge javno dostupne terminale.
Slovakia has never raised any official or unofficial complaints with Metrans with regard to any alleged lack of neutrality nor have any competition authorities opened any investigations or otherwise addressed Metrans in this respect.
Slovačka nikada nije Metransu uputila bilo službene ili neslužbene prigovore o navodnom nedostatku neutralnosti niti su tijela tržišnog natjecanja otvorila bilo kakve istrage ili se drukčije obratila Metransu po ovom pitanju.
Moreover, according to Metrans, Slovakia cannot prevent operators of public terminals from also entering the transportation business, which would mean the loss of their alleged neutrality.
Štoviše, prema Metransu, Slovačka ne može spriječiti operatore javnih terminala da ulaze i u posao prijevoza, što bi značilo gubitak njihove navodne neutralnosti.
Lastly, Metrans argues that all-in-one services lead to greater technical efficiency and a reduction in prices (with the whole transport and handling process controlled by computer and better quality of service), which, together with service quality, enables the terminals to better compete with road transport.
Metrans na kraju tvrdi da usluge „sve u jednom” vode do veće tehničke učinkovitosti i snižavanja cijena (cjelokupni prijevoz i proces rukovanja kontrolira računalo i bolja je kvaliteta usluge), što zajedno s kvalitetom usluge terminalima omogućuje veću konkurentnost prema cestovnom prijevozu.
Regarding the issue of whether the existing intermodal terminal operators in Slovakia offer intermodal terminal services to independent combined transport operators and how these services are publicly advertised, Metrans pointed to the section of its website that offers warehouse services and provided a list of the independent transport operators, carriers, shipping companies and leasing companies that had used its services.
U vezi s pitanjem nude li postojeći operatori intermodalnog terminala u Slovačkoj intermodalne usluge terminala neovisnim operatorima kombiniranog prijevoza i kako se te usluge javno oglašavaju, Metrans je ukazao na odjeljak svojih internetskih stranica koji nudi usluge skladištenja i daje popis neovisnih prometnih prijevoznika, autoprijevoznika, brodarskih poduzeća i leasing društava koji su koristili njegove usluge.
Metrans also refers to four companies using its terminal that offer intermodal transport services.
Metrans se također poziva na četiri društva koja koriste njegov terminal koja nude usluge intermodalnog prijevoza.
Continental transport
Kopneni prijevoz
According to Metrans, it is incorrect to say that the existing terminals do not handle continental transport.
Prema Metransu netočno je tvrditi da se na postojeći terminalima ne obavlja kopneni prijevoz.
Metrans claims that of the total of 127 trains it handles a week twelve are dispatched to Duisburg and twelve to Rotterdam, these trains being exclusively for continental transport.
Metrans tvrdi da se, od ukupno 127 vlakova koje prihvaća i otprema tjedno, dvanaest šalje u Duisburg, a dvanaest u Rotterdam. Ti su vlakovi namijenjeni isključivo za kopneni prijevoz.
Moreover, 10 % of all the trains handled fall into the continental transport category.
Štoviše, 10 % svih vlakova koji se prihvaćaju i otpremaju pripadaju kategoriji kopnenog prijevoza.
About 50 % of the volumes handled at its terminal in Košice Haniska are for continental transport.
Oko 50 % opsega koji prolazi njegovim terminalom Haniska u Košicama namijenjeno je kopnenom prijevozu.
At its terminals Metrans has the equipment to handle all continental units, such as reach stackers or detachable piggyback spreaders for handling continental units, such as exchangeable swap bodies and semi-trailer bodies, and can, where necessary, build RO-LA ramps.
Metrans na svojim terminalima ima opremu za rukovanje svim kopnenim jedinicama, kao što su to prijenosnici kontejnera ili odjeljivi prihvatnici za rukovanje kopnenim jedinicama, poput izmjenjivih sanduka i poluprikolica i može, prema potrebi, izgraditi RO-LA rampe.
However, Metrans notes that there is no demand for such services.
Metrans, međutim, napominje da ne postoji potražnja za takvim uslugama.
Metrans argues that the use of swap bodies, semi-trailers or trucks is inefficient compared with the 45-foot (13,7-metre) wide ISO pallet containers designed specifically for combined transport, as the transport costs for these containers are 30 % lower than for the transport of truck trailers.
Metrans tvrdi da je korištenje izmjenjivih sanduka, poluprikolica ili kamiona neučinkovito u usporedbi s 45 stopa (13,7 metara) širokim ISO kontejnerima za palete projektiranim posebno za kombinirani prijevoz jer su troškovi prijevoza za te kontejnere 30 % niži od troškova za prijevoz kamionskih prikolica.
Furthermore, around 25 % of the company's turnover is generated from services related to continental transport.
Nadalje, oko 25 % prometa društva dolazi od usluga povezanih s kopnenim prijevozom.
The relevant market extends beyond the Slovak border, with terminals in neighbouring countries constituting effective competition and performing services related to continental transport.
Relevantno tržište se proteže izvan slovačkih granica, s terminalima u susjednim zemljama koji predstavljaju djelotvorno tržišno natjecanje i obavljanje usluga povezanih s kopnenim prijevozom.
Metrans claims that the public terminals will not be tailored for continental transport.
Metrans tvrdi da javni terminali neće biti prilagođeni za kopneni prijevoz.
Compliance of existing terminals with the AGTC Agreement
Usklađenost postojećih terminala sa Sporazumom AGTC
According to Metrans, investment in terminals with AGTC-compliant parameters (terminal tracks 750 m long) is commercially inefficient and constitutes sunk costs.
Prema Metransu ulaganje u terminale s parametrima u skladu s AGTC-om (kolosijeci terminala dugi 750 m) komercijalno je neučinkovito i predstavlja nepovratne troškove.
The railway infrastructure in Slovakia and in neighbouring countries (such as the Czech Republic and Hungary) does not allow for the operation of trains longer than around 550 metres.
Željeznička infrastruktura u Slovačkoj i u susjednim zemljama (poput Češke Republike i Mađarske) ne omogućuje upravljanje vlakovima dužim od oko 550 metara.
This situation is unlikely to change over the next 5-7 years, but several terminals, including both of Metrans's terminals, are in a position to extend their terminal tracks to 750 metres within a time horizon of one-two years and thus react as soon as the railway infrastructure capacity allows the use of such trains.
Ovo stanje vjerojatno se neće promijeniti u idućih 5 do 7 godina, ali nekoliko terminala, uključujući oba Metransovova terminala, u mogućnosti su produžiti kolosijeke svojih terminala do 750 metara u vremenskom razdoblju od 1 do 2 godine te time reagirati čim željeznički infrastrukturni kapacitet dopusti korištenje takvih vlakova.
Construction and operation of neutral terminals is possible without State aid
Izgradnja i upravljanje neutralnim terminalima mogući su bez državne potpore
Metrans claims that it is itself the best proof that the intermodal terminal market is attractive for private investors and that these terminals can be commercially feasible.
Metrans tvrdi da je i sam najbolji dokaz da je tržište intermodalnih terminala privlačno za privatne ulagače, te da ti terminali mogu biti komercijalno isplativi.
In addition to its green-field investment in the largest terminal in Slovakia in Dunajská Streda, in 2012 Metrans opened a new terminal in Košice.
Osim svojeg green-field ulaganja u najveći terminal u Slovačkoj u Dunajskoj Stredi, u 2012. godini, Metrans je otvorio novi terminal u Košicama.
Any such investment is very sensitive to changes in the law after the investment has been made and to State support for combined transport.
Svako takvo ulaganje je vrlo osjetljivo na promjene zakona nakon što se ulaganje provede i na državnu potporu za kombinirani prijevoz.
Slovakia's plans to invest State money in terminals (together with an inefficient State transport policy) are already discouraging private investors from further investments in upgrading existing terminals or from making further green-field investments.
Slovački planovi za ulaganje državnog novca u terminale (zajedno s neučinkovitom državnom prometnom politikom) već obeshrabruje privatne ulagače od daljnjih ulaganja u nadgradnju postojećih terminala ili dodatnih green-field ulaganja.
The measure as originally notified distorts competition
Mjera, kako je prvobitno objavljena, narušava tržišno natjecanje
According to Metrans, operators of public terminals will gain a significant competitive advantage, as they will receive an 85 % subsidy on the total capital expenditure.
Prema Metransu operatori javnih terminala steći će značajnu konkurentsku prednost jer će primiti 85 % subvencije na ukupni kapitalni rashod.
Slovakia cannot effectively prevent operators from offering dumping prices (any price-fixing in the concession agreement could at some point be challenged as an unlawful hard core restriction).
Slovačka ne može djelotvorno spriječiti operatore da ponude dampinške cijene (svako fiksiranje cijena u ugovoru o koncesiji u određenom bi se trenutku moglo osporiti kao nezakonito grubo ograničenje).
Metrans disagrees with Slovakia's argument that the public terminals will charge prices comparable to existing terminals.
Metrans se ne slaže sa slovačkim argumentom da će javni terminali naplaćivati cijene usporedive s postojećim terminalima.
Metrans provided the Commission with the charges that it offers upon request to any interested customers.
Metrans je Komisiji dostavio pristojbe koje nudi na zahtjev svim zainteresiranim klijentima.
According to this schedule of charges, the company charges considerably less than envisaged under the measure per operation for any type of unit.
Prema toj tarifi društvo naplaćuje znatno manje od predviđenog prema mjeri po operaciji za bilo koju vrstu jedinice.
Lastly, the planned terminal in Košice would be only one kilometre from the new terminal of Metrans.
I na kraju, planirani terminal u Košicama bio bi udaljen samo jedan kilometar od novog terminala Metransa.
In the vicinity of Bratislava, where another new terminal is to be built, there are already two terminals in Vienna, two in Budapest and one in Dunajská Streda.
U blizini Bratislave, gdje će se graditi još jedan novi terminal, već postoje dva terminala u Beču, dva u Budimpešti i jedan u Dunajskoj Stredi.
Construction of new public terminals will not attract new volumes from road to combined transport
Izgradnja novih javnih terminala neće privući nove opsege s cestovnog na kombinirani prijevoz
As Metrans states, the terminal services (handling, reloading, etc.) constitute only around 2 % of the total costs of combined transport.
Kako Metrans navodi, usluge terminala (prihvat i otprema, ponovni utovar itd.) predstavljaju samo oko 2 % ukupnih troškova kombiniranog prijevoza.
The charges for using the railway infrastructure make up around 40-50 % of the total transport costs.
Pristojbe za korištenje željezničke infrastrukture čine oko 40–50 % ukupnih troškova prijevoza.
New terminals, therefore, attract only customers who are already using combined transport.
Novi terminali stoga privlače samo klijente koji već koriste kombinirani prijevoz.
Only effective State support of combined transport may help increase volumes.
Samo učinkovita državna potpora kombiniranom prijevozu može pomoći u povećanju opsega.
Savings in external costs
Uštede u vanjskim troškovima
The savings in external costs claimed by Slovakia can be made only if additional transport is attracted from road to rail and, even then, not merely by constructing public terminals.
Uštede u vanjskim troškovima na koje se poziva Slovačka mogu se ostvariti ako se privuče dodatni prijevoz s ceste na željeznicu, pa čak i tada, ne samo izgradnjom javnih terminala.
Metrans argues that the construction of the terminals will not lead to a significant increase in combined transport volumes and thus the savings in external costs will not be achieved.
Metrans tvrdi da izgradnja terminala neće dovesti do značajnog povećanja opsega kombiniranog prijevoza te se tako neće postići uštede u vanjskim troškovima.
Existing capacities are sufficient and increased demand can be satisfied by the market
Postojeći kapaciteti su dovoljni i tržište može udovoljiti povećanoj potražnji
According to Metrans, the existing terminals are currently using only around 50 % of their actual capacity.
Prema Metransu postojeći terminali trenutačno koriste samo oko 50 % svojeg stvarnog kapaciteta.
Moreover, the total volumes of transported goods in Slovakia have steadily declined in recent years.
Štoviše, ukupni opsezi prevezenih roba u Slovačkoj u stalnom su padu posljednjih godina.
Metrans supports this claim with statistics on transportation of goods in Slovakia, showing 203 million tonnes in 2009, 191 million tonnes in 2010 and 179 million tonnes in 2011.
Metrans podupire ovu tvrdnju statistikom o prijevozu robe u Slovačkoj, koja pokazuje 203 milijuna tona u 2009. godini, 191 milijun tona u 2010. godini i 179 milijuna tona u 2011. godini.