natgillin/translations-raw huggingface dataset:
The main difference was that a single entity (STIF) paid both (i) the public-service compensation properly speaking, the method of calculating which was designed to cover the deficit associated with discharging the PSOs; and (ii) the investment subsidy, which was determined on the combined basis of a price ceiling and a maximum subsidy rate.
Subvencije za ulaganja dodijeljene u okviru ugovora CT1
What is more, as in the preceding period, the legal basis for the award of subsidies, i.e. in this case the standard Rider No 3 to the CT1, also failed to define the key parameters for write-off of the subsidies in the public-service compensation which was also paid.
Ugovor CT1 jest ugovor o obavljanju javne usluge kojim se operatoru izričito povjerava obveza jasno definiranih obveza obavljanja javne usluge.
In view of these similarities, which have also been stressed by most of the interested third parties, the Commission considers that the same reasoning should be applied as for the preceding period.
Člankom 4. stavkom 2. ugovora CT1 predviđeno je da „operator obavlja javne usluge putničkog prijevoza”.
The subsidies paid pursuant to Rider No 3 to the CT1 are therefore ‘conventional’ investment subsidies, and they conferred an economic advantage on their recipients.
Time je poduzeću nametnuta obveza održavanja i upotrebe dodijeljenih linija te obveza prijevoza putnika prema uvjetima i cijenama koje određuje STIF.
The C2 contribution in the CT2s
U članku 12. stavku 1. ugovora CT1 jasno se i nedvojbeno određuje: „Određivanje cijena u izričitoj je i neprenosivoj nadležnosti STIF-a”.
The CT2 is a public-service contract which expressly imposed clearly defined PSOs on the transport operator, as regards both operation and investment.
Zauzvrat, tim ugovorima o obavljanju usluga bila je predviđena naknada operatoru za gubitak nastao obavljanjem javne usluge u neto iznosu eventualnih prihoda i subvencija.
Article 5-2 of the CT2 determines the general obligations incumbent on the operator as follows:
Subvencije uvedene Dopunom br. 3 ugovora CT1 ostvaruju se naknadama na isti način na koji se u prethodnom razdoblju sustav subvencija regije ostvario naknadama predviđenima ugovorom o obavljanju usluga.
‘to maintain and operate, concepts understood as meaning the obligation upon the undertaking to adopt, in respect of the routes and installations entrusted to it, all proper measures to guarantee a transport service which complies with standards of continuity, regularity, frequency, capacity, safety and quality,
Glavna je razlika u tome što je isto tijelo (STIF) ujedno isplaćivalo i. naknadu za strogo rečeno obavljanje usluga koja je trebala pokriti deficit nastao obavljanjem javne usluge i ii. subvenciju za ulaganja određenu prema omjeru maksimalne cijene/maksimalne stope subvencije.
to transport, referring to the obligation upon the undertaking to accept and carry out all passenger transport at public fares and on conditions of carriage laid down by STIF,
Nadalje, kao i tijekom prethodnog razdoblja, pravna osnova na temelju koje su se dodjeljivale subvencije, tj. u ovom slučaju model Dopune br. 3 ugovora CT1, nije definirala ni ključne parametre amortizacije subvencija u naknadi za obavljanje javne usluge isplaćenoj iz drugog izvora.
to apply the system of fares, regarded as the obligation upon the undertaking to sell and accept fare products in accordance with the general conditions of sale and use decided upon by STIF,
Uspoređujući te sličnosti koje je naglasila većina zainteresiranih strana, Komisija smatra da se isto razmatranje može primijeniti i na prethodno razdoblje.
to take part in integrated systems with respect to the provision of information, the issuance of tickets, timetabling and the use of interchange points,
Subvencije isplaćene na temelju Dopune br. 3 ugovora CT1 zapravo su „klasične” subvencije za ulaganja te su svojim korisnicima donosile gospodarsku korist.
to contribute to passenger safety and security.’
Doprinos C2 ugovora CT2
Article 41 of the CT2 also sets out the operator's obligations with regard to assets, which mainly involve an obligation to use all the assets, an obligation to carry out maintenance and upkeep works on the property earmarked for implementation of the public transport service, and an obligation to draw up a plan of investment in the vehicle fleet for the full term of the contract such as to ensure, particularly for reasons of safety, reliability, availability of the vehicles and optimisation of the maintenance and upkeep costs, that the average age of the fleet does not exceed seven years.
Ugovor CT2 jest ugovor o obavljanju javne usluge kojim se prijevozniku izričito povjerava obveza jasno definiranih obveza obavljanja javne usluge upotrebe i ulaganja.
Through the CT2, STIF breaks with the model followed in previous years by introducing a public-service contract which, from the outset and in an integrated manner, sets out obligations in respect of both operation and investment, in particular through a unified ‘financial account for the service’.
Člankom 5. stavkom 2. ugovora CT2 određuju se opće obveze operatora:
The C2 contribution is explicitly designed to compensate for the costs flowing from the obligations linked to investment.
„obveze održavanja i upotrebe linija i infrastrukture koje su im povjerene na upotrebu, provođenje mjera u cilju pružanja usluge prijevoza koja odgovara standardima kontinuiteta, redovitosti, učestalosti, opsega, sigurnosti i kvalitete,
The Commission deduces from this that the C2 contribution is given in exchange for clearly defined PSOs relating to investment, and that the first Altmark criterion is therefore met.
obveza prijevoza koju poduzeće prihvaća, obveza obavljanja svake vrste putničkog prijevoza u skladu s javnim tarifama i uvjetima koje određuje STIF,
Now that it has been established that the C2 contribution satisfies the first Altmark criterion, it remains to be assessed whether it satisfies the second, third and fourth Altmark criteria.
obveza primjene tarifa prema kojoj je poduzeće obvezno prodavati i prihvaćati vozne karte prema općim uvjetima i upotrebe koje određuje STIF,
As the criteria are cumulative, the Commission will confine itself to demonstrating that the fourth criterion is not satisfied in order to conclude that the contribution concerned confers an economic advantage.
ažuriranje integriranih sustava podataka, dostava voznih karata, rasporeda voženje i dionica puta,
The object of the fourth Altmark criterion is to verify that, where the undertaking which is to discharge PSOs is not chosen following a public procurement procedure to select a tenderer capable of providing these services at the least cost to the public authority, the level of compensation needed must be determined on the basis of an assessment of the costs which a typical undertaking, well-run and adequately equipped to be able to meet the public-service requirements, would have incurred in discharging those obligations, taking into account the relevant receipts and a reasonable profit for discharging the obligations.
doprinos sigurnosti putnika”.
In this connection it should be pointed out that STIF carried out a comparative analysis of costs prior to the signing of contracts with operators.
Člankom 41. ugovora CT2 definiraju se, među ostalim, i obveze operatora u pogledu dobara, a to su ponajprije obveza upotrebe svih dobara, obveza održavanja i popravljanja imovine oštećene tijekom pružanja usluga javnog prijevoza te obveza izrade plana ulaganja u vozni park za cijelo razdoblje trajanja ugovora kojim će se zajamčiti da starost voznog parka ne bude veća od sedam godina, a u svrhe sigurnosti, pouzdanosti i raspoloživosti vozila te optimizacije troškova održavanja i popravaka.
This comparative analysis is based on (i) accurate costed figures for each contract; (ii) legal instruments which guarantee that costs and equipment are comparable; (iii) a thorough knowledge of the passenger transport market in Île-de-France; and (iv) a comparison both with the ‘trade’ figures generally accepted in the sector and with contracts awarded after being put out to tender.
STIF ugovorima CT2 prekida obrazac prethodnih razdoblja uvodeći ugovor o obavljanju javne usluge koji od samog početka na integriran način obrađuje obveze upotrebe i ulaganja putem objedinjenog „financijskog računa usluge”.
Nevertheless, this detailed analysis is mainly concerned with operating variables such as the commercial speed of buses or the number of hours driven per vehicle.
Doprinos C2 izričito je uveden kako bi se nadoknadili troškovi nastali izvršavanjem obveza ulaganja.
A study of these variables is extremely useful when it comes to negotiating the operating costs and fixing the C1 contribution, but it does not make it possible to ensure that the investment costs covered by contribution C2 correspond to those of an average well-managed undertaking.
Komisija na temelju toga zaključuje da je doprinos C2 naknada za jasno definirane obveze ulaganja u okviru obavljanja javne usluge te da je time ispunjen prvi uvjet iz presude Altmark.
Nor is there anything to show that the sample chosen by STIF is representative of well-managed undertakings.
Budući da je uspostavljena usklađenost doprinosa C2 s prvim kriterijem iz presude Altmark, preostaje procijeniti njegovu usklađenost s drugim, trećim i četvrtim kriterijem iz presude Altmark.
Therefore, although the analysis conducted by STIF certainly constitutes undeniable progress towards sound management of compensation granted to public-service operators, it is not enough to satisfy the fourth Altmark criterion as regards the C2 contribution.
Budući da kriteriji moraju biti istodobno ispunjeni, Komisija će dokazati da četvrti kriterij nije ispunjen kako bi mogla zaključiti da taj doprinos donosi gospodarsku korist.
As the fourth Altmark criterion is not satisfied, the Commission concludes that the C2 contribution awarded under the CT2 confers an economic advantage on the beneficiaries.
Cilj četvrtog kriterija Altmark jest potvrditi da se, ako poduzetnik kojem je povjereno izvršenje obveze pružanja javne usluge nije izabran na temelju postupka javnog natječaja kojim bi se omogućio izbor ponuditelja koji bi takve usluge mogao pružiti o najmanjem trošku za jedinicu javne uprave, visina potrebne naknade mora odrediti na temelju analize troškova koje bi imao tipičan poduzetnik, kojim se dobro upravlja i koji ima odgovarajuća potrebna sredstva za izvršenje obveze obavljanja usluge, uzimajući u obzir predmetne prihode i razumnu dobit od izvršenja tih obveza.
The Court of Justice has consistently held [29] that a measure is ruled to be selective if not all the sectors of the economy to which it applies can take advantage of it.
U tom pogledu potrebno je dodati da je STIF proveo komparativnu analizu troškova prije zaključivanja ugovora s operatorima.
Whether measures implemented by the Region or by STIF are involved, they only concern state-owned companies under public authority control and private undertakings with which such authorities or STIF have signed an operating agreement for a transport route or network in Île-de-France.
Ta se komparativna analiza temelji ujedno i. na preciznim brojčanim podacima svakog pojedinog ugovora, ii. na pravnim instrumentima kojima se jamči usporedivost troškova i opreme, iii. na iscrpnom znanju tržišta putničkog prijevoza u regiji Île-de-France i iv. na usporedbi općepriznatih poslovnih podataka i ugovora dodijeljenih nakon natječaja.
The measures at issue therefore only concern the scheduled public transport by road sector in Île-de-France.
Međutim, ta je iscrpna analiza ponajprije usmjerena na varijable poslovanja, poput komercijalne brzine autobusa ili broja sati vožnje po pojedinom vozilu.
The Commission also points out that a selection from among the undertakings in that sector is made prior to the award of the subsidies, when the undertakings which are to discharge the PSOs are selected.
Iako analiza uvelike pomaže u ugovaranju troškova poslovanja i definiranju doprinosa C1, proučavanjem varijabli ne može se utvrditi hoće li troškovi ulaganja koje pokrivaju doprinosi C1 odgovarati troškovima tipičnog poduzeća kojim se dobro upravlja.
As selectivity is applied both at the sector level and within the sector, there is no need to demonstrate the geographical character of the selectivity as well, contrary to what RATP Dev appears to suggest in referring to the Azores ruling [30].
Osim toga, ne može se dokazati da je uzorak koji je STIF upotrijebio zaista reprezentativan za poduzeća kojima se dobro upravlja.
The Commission therefore concludes that the measures implemented by the Region, and by STIF under CT1 and CT2, are selective.
Iako je analiza koju je proveo STIF neporeciv napredak prema uravnoteženom upravljanju naknadama dodijeljenima operatorima javne usluge, ona sama nije dovoljna da bi se ispunio četvrti kriterij iz presude Altmark u pogledu doprinosa C2.
It is necessary to examine whether the measures are such as to distort competition to the extent that they may have an effect on trade between the Member States.
Budući da četvrti kriterij iz presude Altmark nije ispunjen, Komisija zaključuje da doprinos C2 dodijeljen u okviru ugovora CT2 svojim korisnicima donosi gospodarsku dobit.
As regards the mechanism set up by the Region, the Commission, concurring with the Paris Administrative Court [31], finds that ‘undertakings operating in the scheduled passenger transport sector also operate in the occasional passenger transport sector […] hence, scheduled passenger transport undertakings which have received the above-mentioned subsidies may find themselves in competition with occasional passenger transport undertakings which have not been able to benefit from those subsidies, which are, as has been stated, reserved for undertakings operating scheduled routes’.
Na temelju nepromjenjive sudske prakse [29] proizlazi da se mjera smatra selektivnom ako od nje ne mogu imati koristi svi gospodarski sektori njezina okvira.
Thus, during the first five years, the equipment concerned could be assigned, outside the normal periods of utilisation, to other uses, including uses in the occasional transport market.
Mjere koje je provodila regija i one koje je provodio STIF odnose se samo na javna i privatna poduzeća s kojima su dotične jedinice javne uprave ili STIF zaključili ugovor o obavljanju usluge prijevoza na određenoj liniji ili mreži u regiji Île-de-France.
Furthermore, there was no provision or stipulation prohibiting subsidised undertakings which operated the scheduled passenger transport routes in Île-de-France from bidding for the award of other scheduled or occasional passenger transport contracts that were put out to tender in France or in Europe.
Osim toga, Komisija napominje da je izbor poduzeća u tom sektoru proveden prije dodjele potpora tijekom odabira poduzeća za izvršavanje obveza obavljanja javne usluge.
The national court which ruled in the administrative dispute described in recitals 27 to 32 arrived at the same finding, which led it to conclude that the subsidised undertakings were ‘likely, owing to the savings made when acquiring subsidised vehicles and equipment, to enjoy a competitive advantage over undertakings which did not receive aid’ and that, as a consequence, the mechanism in question was ‘such as to affect trade between the Member States and to distort or threaten to distort competition’ [32].
Budući da se selektivnost promatra na razini sektora, ali i unutar samog sektora, nema potrebe dokazivati i zemljopisnu značajku selektivnosti, suprotno onome što sugerira RATP Dev upućujući na sudsku praksu u predmetu Azores [30].
The Commission endorses this conclusion and confirms that, from the point at which the regional mechanism was set up, and particularly during the whole of the period under consideration, the investment subsidies from the Region were likely to distort competition and affect trade between the Member States.
Prema tome, Komisija zaključuje da su mjere koje su u okviru ugovora 1. i CT2 provodili regija i STIF selektivne.
In the ensuing period, the assets for which a subsidy had been awarded by STIF under Rider No 3 to the CT1 had to be used exclusively for the purpose of carrying out the public-service activities included in the STIF transport plan for a minimum of eight years [33].
Potrebno je provjeriti mogu li mjere naštetiti tržišnom natjecanju i utjecati na trgovinu među državama članicama.
The Commission notes, however, that the argument set out in recital 226 remains valid after the eighth year of service.
Komisija je u pogledu mehanizma regije u dogovoru s Upravnim sudom u Parizu [31] utvrdila da „poduzeća koja posluju u sektoru redovnog putničkog prijevoza posluju i u sektoru povremenog putničkog prijevoza […] zbog toga se poduzeća redovnog putničkog prijevoza koja su dobila prethodno navedene subvencije mogu tržišno natjecati s poduzećima povremenog putničkog prijevoza koja nisu dobila subvencije jer su one bile namijenjene poduzećima koja posluju na redovnim linijama”.
What is more, even supposing that the buses and coaches subsidised by STIF had only been used to perform public-service tasks on the market in scheduled passenger transport by road in Île-de-France, that would not be enough to rule out any possibility that competition had been distorted and trade between Member States had been affected by the measure in question.
Na taj je način ta oprema tijekom prvih pet godina izvan redovnog vremena upotrebe mogla biti upotrijebljena u druge svrhe, uključujući i tržište povremenog prijevoza.
The assumption of responsibility by a public authority for costs normally borne by an undertaking gives it an advantage over its direct competitors in the various markets in which it is likely to operate, and therefore distorts competition.
Nakon isteka petogodišnjeg razdoblja regija je ukinula obvezu o upotrebi subvencioniranih dobara.
As observed in the Altmark judgment, since 1995 several Member States have started opening certain transport markets up to competition by undertakings established in other Member States.
Nadalje, nijednom se odredbom i uvjetom subvencioniranim poduzećima koja su poslovala na redovnim linijama javnog cestovnog prijevoza u regiji Île-de-France nije zabranilo da se prijave za dodjelu ugovora na drugim otvorenim tržištima redovnog ili povremenog putničkog prijevoza u Francuskoj ili u Europi.
In the case of France, it began opening up its market prior to 1995, as early as 1993 [34].
Nacionalni sud primijetio je isto, što je i naveo u uvodnim izjavama 27. i 32., po čemu zaključuje da su subvencionirana poduzeća „mogla imati tržišnu prednost u odnosu na poduzeća koja nisu dobivala potporu zbog povlastica ostvarenih pri kupnji subvencioniranih vozila i opreme” te da je prema tome predmetni mehanizam „mogao utjecati na trgovinu među državama članicama i naštetiti tržišnom natjecanju” [32].
Any public subsidy awarded by France to a road transport undertaking after 1993 was therefore likely to affect trade between Member States.
Komisija podržava ovaj zaključak te potvrđuje da su, nakon stvaranja regionalnog mehanizma i a fortiori tijekom cijelog promatranog razdoblja, subvencije regije za ulaganja mogle naštetiti tržišnom natjecanju i utjecati na trgovinu među državama članicama.
In the light of the above, the Commission concludes that the subsidy mechanism brought in by Rider No 3 to the CT1 was likely to distort competition and affect trade between the Member States.
U narednom razdoblju dobra financirana subvencijom STIF-a na temelju Dopune br. 3 ugovora CT1 morala su se upotrebljavati isključivo za obavljanje aktivnosti javne usluge predviđenih prometnim planom STIF-a tijekom razdoblja od minimalno osam godina [33].
The argument put forward in recital 228 also applies to the CT2 period, so that aid awarded through the C2 contribution in CT2 is also likely to distort competition and affect trade between the Member States.
Međutim, Komisija naglašava da mišljenje izraženo u uvodnoj izjavi 226. vrijedi i nakon osme godine usluge.
The Commission concludes that the investment subsidies and public-service compensation awarded successively by the Region, then under Rider No 3 to the CT1, and finally through contribution C2 in CT2, are State aid within the meaning of Article 107(1) TFEU.
Naime, ako javno tijelo na sebe preuzme troškove koje inače snosi poduzeće, to je poduzeće u povlaštenom položaju u odnosu na druge izravne konkurente na različitim tržištima na kojima to poduzeće može poslovati, a time šteti tržišnoj konkurenciji.
Lawfulness of the aid
Kako je navedeno u presudi iz presude Altmark, nakon 1995. nekoliko je država članica počelo otvarati svoja tržišta prijevoza poduzetnicima iz drugih država članica.
To start with, the Commission wishes to respond to the arguments put forward by the Region and certain other interested third parties regarding the potential classification of the Region's contentious mechanism as existing State aid.
U svjetlu svega navedenoga Komisija zaključuje da je mehanizam subvencija uveden Dopunom br. 3 ugovora CT1 mogao naštetiti tržišnoj konkurenciji i utjecati na trgovinu među državama članicama.
The Commission would make clear that the question of existing aid arises only with respect to the scheme set up by the Region, as the date when the scheme was set up is not as clear as in the case of the later schemes implemented by STIF.
Argument naveden u uvodnoj izjavi 228. primjenjuje se i na razdoblje ugovora CT2 jer je pomoć dodijeljena putem doprinosa C2 i ugovora CT2 jednako tako mogla naštetiti tržišnoj konkurenciji i utjecati na trgovinu među državama članicama.
In the case of the latter, it is clear, in particular, that the subsidy scheme brought in by Rider No 3 to the CT1 was set up in 2008 and cannot be seen as merely a continuation of the Region's scheme, despite similarities in the spirit of both of these schemes, if only because the authority which awards the subsidies in these two schemes is not the same.
Zaključak o postojanju državne potpore
In the case of the Region's scheme, the parties to the procedure, having highlighted its alleged character as an existing aid scheme, have claimed principally that the legal basis which established the Region's subsidy mechanism was Decree No 49-1473 of 14 November 1949 on the coordination and harmonisation of rail and road transport.
Komisija zaključuje da su subvencije za ulaganja i dodijeljene naknade za obavljanje javne usluge koje je dodjeljivala regija na temelju Dopune br. 3 ugovora CT1, a zatim i kroz doprinose C2 na temelju ugovora CT2 zapravo državne potpore u smislu članka 107. stavka 1.
This decree, which was repealed in September 2012, laid down that ‘a local authority may subsidise a road service by signing a contract with an undertaking laying down the obligations imposed on the latter over and above those to which it is subject under its operating rules’ (Article 19, first subparagraph).
UFEU-a.
In this case, it would have to be found that the legal basis for the scheme dated from before the Treaty of Rome, which would mean that the mechanism set up by the Region would have to be regarded as an existing aid scheme.
Zakonitost potpora
In the alternative, the same parties argue that, if the Commission were to consider that the fact that the mechanism set up by the Region fell within the general framework laid down by the 1949 decree was not sufficient grounds for classifying it as an existing aid scheme, the date on which the mechanism concerned was officially established by the Regional Council would have to be taken into account.
Komisija za početak želi odgovoriti na argumente koje su podnijele regija i druge zainteresirane strane o kvalifikaciji spornog mehanizma regije kao postojećeg programa potpora.
The salient date would be the date of publication of Decision CR 84-07 of 14 February 1984 which, still according to the parties, first set up the mechanism in the form in which it operated until 2008.
Komisija navodi da se pitanje postojećih potpora odnosi samo na program regije jer datum pokretanja programa regije nije jasan kao datumi pokretanja narednih programa koje je provodio STIF.