natgillin/translations-raw huggingface dataset:
The measures in question therefore had to be considered in the context of Council Regulation (EC) No 659/1999 [17], and it would be solely up to the Commission to make proposals to the French authorities, if necessary, for appropriate measures for the future.
Stoga je predmetne mjere potrebno proučiti u okviru Uredbe Vijeća (EZ) br. 659/1999 [17], a samo bi Komisija, prema potrebi, mogla francuskim nadležnim tijelima predložiti mjere korisne za budućnost.
However, as the mechanism in question had been repealed in 2008, there were no longer any grounds for considering it.
Međutim, predmetni mehanizam nije potrebno proučiti s obzirom na to da je ukinut 2008.
Even if 1994 were taken as the year when the mechanism was set up by the Region, the conclusion would have to be the same.
Čak i ako bi se za godinu uvođenja mehanizma regije uzela 1994., zaključak bi bio isti.
It was true that the common market had evolved since 1994, with certain Member States having unilaterally decided to open up their local passenger transport markets to competition, But even if this evolution were sufficient now to confer the character of State aid on the arrangement set up by the Region, it would then simply have become an existing aid scheme.
Činjenica je da je zajedničko tržište od 1994. doživjelo razvoj, pri čemu su se neke države članice jednostrano odlučile otvoriti svoja lokalna tržišta putničkog prijevoza za konkurenciju. Međutim, čak i kada bi taj razvoj bio dovoljan da se mehanizam koji je uvela regija danas može smatrati državnom potporom, taj bi mehanizam postao samo postojeći program potpora.
For the reason stated in recital 129, there were therefore no grounds for looking into it.
Zbog razloga navedenog u uvodnoj izjavi 129. nije ga potrebno proučavati.
RATP Développement (‘RATP Dev’) is a subsidiary of RATP, a public body whose main activity is the urban and interurban transport of passengers by road and rail.
Poduzeće RATP Développement (dalje u tekstu: društvo RATP Dev) je društvo kći RATP-a, javno poduzeće čija je glavna djelatnost gradski i međugradski cestovni i željeznički prijevoz putnika.
Its comments related only to the measures set up by the Region and the CT1 contract.
Primjedbe tog društva odnose se samo na mehanizam koji je uvela regija i ugovor CT1.
RATP Dev argued that two of the criteria for classing the measures implemented by the Region as aid were missing, that of selectivity and that of economic advantage.
RATP Dev smatra da se mjere koje je provodila regija ne mogu okarakterizirati kao državna potpora jer nisu ispunjena sljedeća dva kriterija: kriterij selektivnosti i kriterij gospodarske koristi.
As regards the selectivity criterion, the special legal framework of the market in scheduled public passenger transport by road in Île-de-France made it a separate geographical market, as the French Competition Authority had also pointed out.
U pogledu kriterija selektivnosti tržište redovnog javnog cestovnog prijevoza u regiji Île-de-France zbog svojeg je specifičnog pravnog okvira zemljopisno zasebno tržište, kao što je to navelo Autorité de la concurrence française.
Within the framework of this market, the mechanism set up by the Region was a general non-discriminatory and non-discretionary measure, as it benefited all the undertakings providing scheduled public passenger transport by road in Île-de-France which had signed an operating agreement with a local authority.
U okviru tog tržišta mehanizam regije bio je opća nediskrecijska i nediskriminatorna mjera jer su je upotrebljavala sva poduzeća koja pružaju usluge redovnog javnog cestovnog prijevoza u regiji Île-de-France, a koja su potpisala ugovor o obavljanju usluga s jedinicom javne uprave.
In view of the conditions of geographical selectivity [19] and material selectivity [20], as defined by EU case law, the arrangement set up by the Region was not State aid but a general measure.
U svjetlu uvjeta zemljopisne [19] i materijalne selektivnosti [20], koji su definirani pravom Europske unije, mehanizam regije nije bio državna potpora, nego opća mjera.
As regards the economic advantage criterion, the subsidies given by the Region had to be treated as being akin to public-service compensation.
Kada je riječ o kriteriju gospodarske koristi, subvencije regije trebale bi se smatrati naknadama za obavljanje javne usluge.
Such compensation was in conformity with the four Altmark criteria; it did not confer any economic advantage.
Budući da su te naknade bile u skladu s četirima kriterijima iz presude Altmark, one nisu donosile gospodarsku korist.
As regards the first Altmark criterion, which required the PSOs to be clearly defined, RATP Dev stressed that, when the forms of compensation tied to the fulfilment of those obligations came from several State sources, they had to be assessed in relation to all the PSOs included in the public-service contract.
U pogledu prvog kriterija iz presude Altmark koji zahtijeva jasnu definiciju obveza obavljanja javne usluge, RATP Dev naglašava da ako naknade povezane s ispunjavanjem tih obveza dolaze iz različitih državnih izvora, potrebno ih je analizirati u odnosu na sve obveze obavljanja javne usluge koje su uključene u ugovore o obavljanju javne usluge.
It would therefore not be correct to consider that the subsidies from the Region were awarded only to compensate for the additional obligations imposed by the Region.
Stoga, bilo bi netočno smatrati da su se subvencije regije odobravale samo kao naknada za dodatne obveze koje je nametnula regija.
On the contrary, they were one component, among others, of the compensation paid to the transport undertakings.
Naprotiv, to je među ostalim bio doprinos naknadi isplaćenoj prijevoznim poduzećima.
These PSOs were clearly defined in the operating agreements between local authorities and the transport undertakings, with the amendments demanded as a condition of the granting of subsidies from the Region being merely in addition.
Te obveze javne usluge bile su jasno definirane u ugovorima o obavljanju javne usluge zaključenima između lokalnih jedinica uprave i prijevoznih poduzeća, a tražene izmjene koje su bile uvjet za dodjelu subvencija regije bile su samo dodatak.
The obligation to invest in rolling stock was also clearly acknowledged by the Commission, particularly in the Community guidelines on State aid for railway undertakings [21], as a PSO which could attract compensation for its discharge.
Nadalje, Komisija je u smjernicama Zajednice o državnim potporama željezničkim poduzećima [21] shvatila obveze ulaganja u vozni park kao obveze obavljanja javne usluge za čije se izvršavanje može dobiti naknada.
As regards the second Altmark criterion, the rates of subsidy had been clearly set according to the different objectives pursued in acquiring vehicles (from 25 % to 60 % depending on whether it was a matter of expanding the fleet or of investing in renewal) and the subsidy ceilings had been set in advance.
Kada je riječ o drugom kriteriju iz presude Almark stope subvencija bile su jasno utvrđene prema različitim ciljevima nabave vozila (od 25 % do 60 % ovisno o tome radi li se o proširenju voznog parka ili ulaganju u obnovu voznog parka), a maksimalni iznosi subvencija bili su unaprijed određeni.
The calculation mechanism was regularly reviewed, having regard to the need to readjust in advance, and in a transparent manner, the level of subsidies in order to prevent any overcompensation.
Mehanizam određivanja parametara za dodjelu naknada redovito je kontroliran uzimajući u obzir potrebu da se unaprijed i na transparentan način utvrdi iznos subvencija kako bi se izbjegla dodjela prekomjernih naknada.
As regards the third and fourth Altmark criteria, the financing set-up in the operating agreements laid down that the transport undertaking concerned should each year notify a projected operating account, under strict limits, in which the revenues inherent in subsidies from the Region were incorporated.
Kada je riječ o trećem i četvrtom kriteriju iz presude Altmark financijskim sustavom ugovora o obavljanju usluga bilo je predviđeno da prijevozna poduzeća svake godine moraju podnijeti strogo kontroliranu procjenu troškova obavljanja usluga u koju su bili uključeni prihodi od subvencija regije.
Participation by the co-contracting local authority was set in line with the deficit recorded in the projected operating account.
Udio lokalne jedinice uprave kao druge ugovorne strane utvrđen je prema deficitu izraženom u procjeni troškova obavljanja usluga.
There were also refund mechanisms to prevent any overcompensation.
Provođeni su i mehanizmi povrata naknada u cilju izbjegavanja dodjele prekomjernih naknada.
Measures implemented by STIF under the CT1
Mjere koje je provodio STIF u okviru ugovora CT1
According to RATP Dev, the mechanism implemented by STIF did not meet the criteria of selectivity and economic advantage.
RATP Dev smatra da mehanizam koji je uveo STIF ne ispunjava kriterije selektivnosti i gospodarske koristi.
It could not therefore be described as State aid.
Stoga se ne može smatrati državnom potporom.
In the case of the selectivity criterion, the same reasoning as that set out in recitals 134 and 135 applied.
U pogledu kriterija selektivnosti primjenjuje se isto mišljenje kao ono navedeno u uvodnim izjavama 134. i 135.
In the case of the economic advantage criterion, the subsidies from STIF were akin to public-service compensation.
Kada je riječ o kriteriju gospodarske koristi, subvencije STIF-a srodne su naknadama za obavljanje javne usluge.
According to RATP Dev, they satisfied the four Altmark criteria.
RATP Dev smatra da su potpore ispunjavale sva četiri kriterija iz presude Altmark.
As regards the first Altmark criterion, RATP Dev pointed out that the Commission, in its opening decision, did not dispute that the operating costs were designed to compensate for the discharge of clearly defined PSOs.
U pogledu prvog kriterija iz presude Altmark RATP Dev napominje da Komisija u svojoj odluci o pokretanju postupka nije osporila činjenicu da su troškovi poslovanja trebali nadoknaditi izvršavanje jasno definiranih obveza obavljanja javne usluge.
As regards the second Altmark criterion, for each of the routes concerned the co-contracting undertakings submitted dossiers to STIF.
U pogledu drugog kriterija iz presude Altmark poduzeća koja su potpisala ugovor podnosila su STIF-u podatke za svaku upotrijebljenu liniju.
These dossiers evaluated the financing needs on the basis of a detailed financial analysis.
Ti podaci bili su upotrijebljeni za procjenu potrebe za financijskom potporom prema detaljnoj financijskoj analizi.
Lastly, as regards the considerations linked to the third and fourth criteria, RATP Dev explained that legal analysis of the CT1s clearly showed that the principles applying to remuneration were in conformity with the rulings in the Altmark judgment, as those contracts also had checking mechanisms which could lead to a refund of the aid.
Konačno, u pogledu trećeg i četvrtog kriterija RATP Dev objašnjava da pravna analiza ugovora CT1 jasno pokazuje da su načela primjenjiva na naknade bila u skladu sa sudskog praksom u predmetu Altmark, a ugovori su uključivali i mehanizme kontrole kojima se osigurava povrat potpore.
RATP Dev regarded the mechanisms run by the Region and STIF as existing aid schemes within the meaning of the 1999 Procedural Regulation since they had been set up, according to RATP Dev, before the TFEU entered into force and the relevant scheduled transport markets were still closed markets at that time.
RATP Dev smatra da su mehanizmi regije i STIF-a postojeći režimi državne potpore u smislu postupovne uredbe iz 1999. zbog toga što su uvedeni prije stupanja na snagu UFEU-a te zbog toga što su u to vrijeme tržišta redovnog prijevoza još uvijek bila zatvorena.
The Region's mechanism was based on a regulatory arrangement that had not changed between 1949 and 2012, while the STIF mechanism was the extension of a scheme set up in 1948.
Naime, mehanizam regije temelji se na zakonskoj odredbi koja se nije mijenjala između 1949. i 2012., dok je mehanizam STIF-a nastavak programa uvedenog 1948.
The Region's and STIF's mechanisms did not constitute State aid when they were implemented, in that they did not hinder intra-Community trade.
Mehanizam regije i STIF-a u trenutku uvođenja nisu smatrani državnim potporama sve dok nisu ometali trgovinu na unutarnjem tržištu.
At the time they were set up, the markets concerned were closed to competition, which ruled out meeting the fourth criterion for qualifying as State aid.
U vrijeme uspostave tih mehanizama predmetna su tržišta bila zatvorena što isključuje poštovanje četvrtog kriterija u definiranju mjere kao državne potpore.
The Commission had no power to call for the recovery of aid paid under these existing aid schemes.
Komisija nema nikakve ovlasti tražiti povrat potpora isplaćenih u okviru postojećih programa.
It could only lay down corrective measures for the future.
Može samo uputiti korektivne mjere za ubuduće.
If a compatibility assessment were to be required, it would, according to RATP Dev, be necessary to examine the scheme by the yardstick of Regulation (EEC) No 1191/69 with respect to the subsidies paid before 3 December 2009, the date on which Regulation (EC) No 1370/2007 entered into force.
Ako je potrebno analizirati spojivost državnih potpora, RATP Dev smatra da bi je trebalo analizirati na temelju Uredbe (EEZ) br. 1191/69 za subvencije isplaćene prije 3. prosinca 2009., odnosno dana stupanja na snagu Uredbe (EZ) br. 1370/2007.
The contracts concluded by RATP Dev undertakings could be regarded as public-service contracts within the meaning of Regulation (EEC) No 1191/69.
Ugovore koje su zaključila poduzeća grupacije RATP Dev mogu se smatrati ugovorima o obavljanju javne usluge u smislu Uredbe (EEZ) br. 1191/69.
For the reasons already set out in recital 140, these contracts ensured that no overcompensation would be paid to transport undertakings.
Zbog razloga navedenih u uvodnoj izjavi 140. tim se ugovorima jamčilo da niti jednom prijevoznom poduzeću neće biti dodijeljena prekomjerna naknada.
As the subsidies from the Region were part of the compensation paid under the contracts in question, they were in conformity with Regulation (EEC) No 1191/69 and thereby compatible with the internal market.
Subvencije regije koje su bile dio isplaćenih naknada u okviru tih ugovora u skladu su s Uredbom (EEZ) br. 1191/69, a time i u skladu s unutarnjim tržištem.
The same reasoning, according to RATP Dev, applied to the compensation paid out by STIF before 3 December 2009 under the CT1.
RATP Dev smatra da se isto može primijeniti i na naknade koje je STIF isplatio prije 3. prosinca 2009. u okviru ugovora CT1.
In the case of the subsidies granted after 3 December 2009, RATP Dev considered that Regulation (EC) No 1370/2007 should apply.
RATP Dev smatra da je Uredbu (EZ) br. 1370/2007 potrebno primijeniti na subvencije isplaćene nakon 3. prosinca 2009.
It provided that compensation paid under public-service contracts was compatible with the internal market and exempt from notification if (i) the contracts included the mandatory content described in Article 4 of the Regulation; and (ii) the compensation did not give rise to any overcompensation.
Tom se uredbom određuje da su naknade isplaćene u okviru ugovora o obavljanju javne usluge spojive s unutarnjim tržištem i izuzete od obavještavanja ako i. ugovori uključuju i obvezan sadržaj opisan u članku 4. Uredbe i ii. naknade neće rezultirati isplatom prekomjernih naknada.
As these two conditions were met, according to RATP Dev, it concluded that the measures were compatible with the internal market.
RATP Dev smatra da su ova dva uvjeta ispunjena te zaključuje da su mjere u skladu s unutarnjim tržištem.
Transdev Île-de-France (‘Transdev’) is part of the Transdev group and conducts its business in the passenger transport sector in Île-de-France, where it operates passenger road transport services outside the central area served by RATP.
Transdev Île-de-France (Transdev) jest dio grupacije Transdev te posluje u sektoru putničkog prijevoza u regiji Île-de-France gdje upotrebljava cestovne mreže putničkog prijevoza izvan središnje zone u kojoj usluge pruža RATP.
Its comments related only to the measures implemented by the Region, although the examples of contracts used to back up its arguments also cover part of the CT1 and CT2 period.
Primjedbe Transdeva odnose se samo na mjere koje je provodila regija, iako primjeri ugovora upotrijebljeni na temelju njegova mišljenja obuhvaćaju i dio razdoblja ugovora CT1 i CT2.
By way of introduction, Transdev pointed out that there were rules specific to Île-de-France governing scheduled passenger transport services by road, as that sector derogated from the normal rules governing transport.
Za početak, Transdev podsjeća da zbog specifičnih pravila regije Île-de-France, kojima se uređuje djelatnost redovnog javnog cestovnog prijevoza putnika, ovaj sektor odstupa od općeg pravila.
During the period under consideration, the contracting authority was able to choose the operators of the network by including them in the transport plan without first putting the work out to competitive tender, since, in particular, Regulation (EC) No 1370/2007 had not yet entered into force.
Tijekom predmetnog razdoblja nadležno tijelo moglo je odabrati operatore mreže bez prethodnog natječaja upisom u prometni plan s obzirom na to da Uredba (EZ) br. 1370/2007 u to vrijeme još nije bila na snazi.
It also stated that the contracting authority caused structural deficits to arise by administratively setting the fares charged to users, irrespective of the actual cost of providing the service.
Nadalje, Transdev navodi da je nadležno tijelo prouzročilo strukturne deficite administrativno utvrđujući tarife korisnika neovisno o stvarnim troškovima pružanja usluga.
These deficits were offset financially under public-service contracts.
Ti su deficiti financijski potpuno nadoknađeni u okviru ugovora o pružanju javne usluge.
Lastly, the market in scheduled public transport services by road in Île-de-France was not open to competition.
Konačno, tržište redovnog javnog cestovnog prijevoza u regiji Île-de-France nije bilo otvoreno.
Transdev commissioned the Microeconomix practice to analyse three agreements and the riders thereto, as well as the financial flows associated with them.
Transdev je za analizu triju ugovora i njihovih dopuna te povezanih financijskih tokova angažirao ured Microeconomix.
It set out the main findings and stated that the expert report clearly showed that the subsidy scheme was neutral and that there was no overcompensation.
Prikazuje glavne rezultate i navodi da se stručnim izvješćem jasno dokazuje neutralnost programa subvencija i nepostojanje dodjele prekomjernih naknada.
According to Transdev, the arrangements governing the regional subsidies meant that the latter were in no way comparable to investment aid.
Transdev smatra da je mehanizam obrade regionalnih subvencija potaknuo mišljenje da se ovdje ne radi o potporama za ulaganja.
Regional subsidies were in a sense refunded to the local authority acting as contractor, over the period of depreciation of the assets, by the negative impact which they had on the compensation paid by the local authority.
Naime, regionalne subvencije bile su na neki način vraćene jedinici javne uprave nositeljici projekta na razdoblje amortizacije dobara, što je povuklo negativnu pretpostavku da su jedinice javne uprave isplatile naknade.
Thus the measure in question only represented a completely neutral method of paying public-service compensation to transport operators holding a public-service contract.
Dakle, predmetne mjere bile su samo savršeno neutralan način isplate naknada prijevoznicima koji su potpisali ugovor o obavljanju javne usluge.
Because of that neutrality, the criteria for classing the measure as State aid were not met.
Zbog te neutralnosti nisu ispunjeni kriteriji postojanja državne potpore.
State resources and imputability
Državni resursi i pripisivost državnim resursima
In Transdev's view, as the sums paid by the Region ultimately came back to the local authorities, the funds never left the public sphere.
Transdev smatra da, s obzirom na to da su iznosi koje je regija isplatila na kraju vraćeni lokalnim jedinicama uprave, sredstva nisu nikada izašla iz javne sfere.
As the funds were not made available on better terms than those available on the banking market, operators derived no advantage.
Budući da uvjeti ustupanja sredstava nisu bili povoljniji od uvjeta na bankarskom tržištu, operatori nisu imali nikakvu gospodarsku korist.
The advantage was granted to the local authorities by the Region, without any effect on competition.
Gospodarsku korist od regije imale su jedinice javne uprave, bez učinka na konkurenciju.
Moreover, Transdev denied that equipment co-financed by the Region could have competed with equipment owned by undertakings which were not eligible for the subsidies.
Nadalje, Transdev negira da je oprema koju je sufinancirala regija mogla konkurirati opremi poduzeća koja nisu udovoljavala uvjetima za dodjelu subvencija.
All the undertakings active on the market in scheduled public transport by road in Île-de-France were affected in the same way, so that the measure was not selective within that market.
Sva su poduzeća koja posluju na tržištu redovnog javnog cestovnog prometa u regiji Île-de-France bila uključena na isti način, tako da mjera u ovom referentnom okviru nije bila selektivne prirode.
As there was no economic advantage or selectivity, Transdev considered that there was no possibility of any distortion of competition or of any effect on trade between Member States.
Budući da nije bilo ni gospodarske koristi ni selektivnosti, Transdev smatra da nije postojala mogućnost narušavanja tržišnog natjecanja, a time ni mogućnost utjecaja na trgovinu među državama članicama.
Should the Commission, however, conclude that there was State aid, Transdev considered that the mechanism in question would be compatible with the internal market by virtue of its conformity with Regulation (EEC) No 1191/69.
Ako je Komisija zaključila da se ovdje radi o državnoj potpori, Transdev smatra da bi predmetni program potpora bio spojiv s unutarnjim tržištem zbog svoje usklađenosti s Uredbom (EEZ) br. 1191/69.
International Association of Public Transport
Union internationale des transports publics (Međunarodno udruženje javnog prijevoza, UITP)
The Union internationale des transports publics (‘UITP’) is the International Association of Public Transport, which covers all modes of public transport and has more than 3100 members (operators, authorities and suppliers) throughout the world.
Union internationale des transports publics (UITP) međunarodna je organizacija javnog prijevoza koja obuhvaća sve vrste javnog prijevoza te okuplja više od 3100 članova (operatora, nadležnih tijela i pružatelja usluga) diljem svijeta.
UITP did not go into the details of the mechanisms considered in the opening decision.
UITP ne razrađuje detaljno mehanizme promatrane u odluci o pokretanju postupka.
It wished to take the opportunity of recalling certain essential principles relating to the sector concerned.
UITP upotrebljava ovu priliku da podsjeti na neka važna načela ovog sektora.
Firstly, Member States enjoyed a wide margin for discretion in defining the PSOs, which depended, in particular, on the needs of users, in accordance with the principle laid down in Regulation (EC) No 1370/2007.
Prvo, države članice imaju dovoljno prostora za različita tumačenja definicije obveza obavljanja javne usluge koje su uvjetovane potrebama korisnika u skladu s načelom utvrđenim u Uredbi (EZ) br. 1370/2007.
Secondly, it was a feature of public transport systems in Europe that approximately 50 % of the operating costs on average were covered by revenues from fares (30 % in Paris).
Drugo, javni prijevoz u Europi karakterizira činjenica da se otprilike 50 % troškova poslovanja pokriva prihodom od prodaje karata (30 % u Parizu).
It was therefore crucial that PSOs should be properly compensated for by the public authorities.
Zato je vrlo važno da javna tijela pravilno nadoknade obveze obavljanja javne usluge.