natgillin/translations-raw huggingface dataset:
This argument was admitted only for cruise vessels because of the direct effect of these events on such vessels, but not for other types of vessel, where such events are considered to have an indirect impact and a more general effect.In fact, the Commission noted in the decision to initiate the procedure that, according to a report by Clarkson Research of November 2003, ‘The 9/11 event certainly added problems in an already slowing world economy’.
V odločitvi o začetku postopka Komisija namreč opozarja, da glede na poročilo inštituta Clarkson Research iz novembra 2003„so dogodki 11. septembra nedvomno poslabšali stanje svetovnega gospodarstva, ki je pred tem že začelo upadati“.
Furthermore, concerning investment in chemical tankers of less than 20000 dwt such as ship C.180, the same Clarkson Research report states that ‘Activity was fairly low over the period 1998 to 2000 and, despite a recovery in early 2001, levels did fall back in the final quarter of 2001 in line with the rest of the industry.
Poleg tega je glede naložb v tankerje z nosilnostjo manj kot 20000 ton, kot je ladja C.180, v istem poročilu Clarkson Research navedeno, da „v obdobju od leta 1998 do 2000 ni bilo veliko aktivnosti in ne glede na izboljšanje stanja v začetku leta 2001, je bila raven aktivnosti ponovno zmanjšana v zadnjih treh mesecih leta 2001, s podobnim trendom, ugotovljenim v ostalem sektorju.
The Commission notes that its assessment of this argument is in line with other decisions in similar cases notified by Italy concerning extensions of the three-year delivery limit for chemical tankers and LPG tankers.
Komisija opozarja, da je ta ocena zgoraj navedenega razloga v skladu z drugimi odločitvami v podobnih zadevah, ki jih je priglasila Italija, in se nanašajo na podaljšanje triletnega roka, določenega za dobavo tankerjev in prevoz utekočinjenih naftnih plinov.
As to the second argument, it is initially noted that the technical modifications were made at the shipowner’s request in order to meet changed market demands.
Glede druge navedbe, se predvsem ugotavlja, da so bile tehnične spremembe opravljene na zahtevo lastnika ladje za izpolnitev spremenjenih tehnično-trgovinskih zahtev.
Also, as stated in the addendum of 10 December 2003 to the original shipbuilding contract, the shipyard intended to ask the shipowner for a postponement of the delivery date for ship C.180, shouldering all the costs and risks in relation to the awarding/granting of state aid for the latter.
Poleg tega glede na navedbe v dopolnilu z dne 10. 12. 2003, priloženemu prvotni pogodbi o izgradnji, je ladjedelnica nameravala zaprositi lastnika ladje za odlog dobavnega roka ladje C.180 in prevzeti odgovornost za vse obveznosti in tveganje, povezano z morebitnim izplačilom/odobritvijo državne pomoči v korist slednjega.
The Commission observes that a shipowner may always demand changes to the shipbuilding contract and that such changes are not uncommon in the shipbuilding sector.
Komisija ugotavlja, da glede na to, da lahko lastnik ladje vedno zahteva spremembe ladjedelniške pogodbe za izgradnjo, so take spremembe v sektorju ladjedelništva pogost dogodek.
Such events are part of the normal commercial activity of the yard.
Taki dogodki so na splošno všteti v običajno področje poslovanja ladjedelnice.
This argument cannot, therefore, be accepted in this instance.
Tega razloga zato v zadevnem primeru ni mogoče upoštevati.
For the sake of completeness, the Commission also notes that during this investigation the Italian authorities explained that the changes in question (concerning both ships C.173 and C.180) had already been flagged by the US charter company Novamar in its letter to the shipowner of February 2001 and were agreed between the yard and the shipowner before the contract’s suspension in 2001.
Nenazadnje Komisija poudarja tudi, da so italijanski organi v tem postopku preiskave pojasnili, da so bile zadevne spremembe – ki se nanašajo na obe ladji C.173 in C.180 – že navedene v dopisu, ki ga je ameriška prevozniška družba Novamar februarja 2001 poslala lastniku ladje, in dogovorjene med ladjedelnico in lastnikom ladje pred prekinitvijo pogodbe leta 2001.
It further notes that, as explained by the Italian authorities, ship C.173, according to its original specification, should have been built long before by another shipyard that got into difficulties in the 1990s; and so this ship belonged to an older generation of ships now superseded by a new generation of larger vessels with enhanced capacity.
Poudarja se tudi, da bi po navedbah italijanskih organov morala ladjo C.173 v skladu s prvotnim načrtom že dolgo pred tem zgraditi druga ladjedelnica, ki je šla v stečaj v devetdesetih letih, in je zato zadevna ladja spadala v kategorijo ladij, ki so jih nadomestile večje ladje z boljšo zmogljivostjo.
In light of the above, it is evident that the modifications were neither exceptional nor unforeseeable events.
Glede na navedeno, se zdi jasno, da zgoraj navedene spremembe niso bile niti izjemne niti nepredvidljive.
Accordingly, the Commission considers that the argument invoked by Italy here is not admissible.
Komisija zato ugotavlja, da razloga, ki ga je navedla Italija, ni mogoče upoštevati.
Impact of the natural disasters which hit the Molise region, where the yard is located
Vpliv naravnih nesreč, ki so prizadele deželo Molise, v kateri se ladjedelnica nahaja
It is acknowledged that earthquakes, floods and other acts of ‘force majeure’ normally constitute admissible grounds.
Priznava se, da potresi, poplave in druge „višje sile“ na splošno pomenijo dopusten razlog.
Similarly, it is acknowledged that such events have had an impact on activity in the Molise region, as confirmed by the declaration of the state of emergency by decree of the President of the Council of Ministers, and potentially on the yard’s overall activity.
Enako se priznava, da so taki dogodki vplivali na dejavnost dežele Molise – kot je bilo potrjeno z izrednim stanjem, ki ga je razglasil predsednik Sveta ministrov – in po vsej verjetnosti na celotno dejavnost ladjedelnice.
Nonetheless, under the Shipbuilding Regulation, an extension of the three-year delivery limit derogates from the normal provisions authorizing the granting of contract-related operating aid, which in turn constitute an exemption from Community state aid rules.
Vendar pa v skladu z uredbo o ladjedelništvu podaljšanje triletnega dobavnega roka pomeni odstopanje od običajnih določb, ki dopuščajo dodelitev pomoči za tekoče poslovanje v povezavi s pogodbo, in pomenijo odstopanje od določb Skupnosti glede državnih pomoči.
Accordingly, the principle that rules governing exemptions are to be interpreted narrowly means that a direct causal link must be established between the circumstances allegedly causing the delay and the delay in the construction of the vessel.
Zato načelo, na podlagi katerega je treba določbe o odstopanju razlagati omejevalno, določa, da je treba dokazati neposredno vzročno zvezo med okoliščinami, za katere se šteje, da so povzročile zamudo, in samo zamudo pri izgradnji ladje.
However, the information made available to the Commission, including the information submitted by the Italian authorities after the opening of the formal investigation, is rather vague, referring in only general terms to the disruptive effects of the disasters; it fails to demonstrate or quantify the exact impact of those events on the yard’s work programme or on the construction of the vessel in question.
So pa informacije, posredovane Komisiji, vključno s tistimi, ki so jih predložili italijanski organi po začetku formalnega postopka preiskave, precej ohlapne in se na splošno sklicujejo na posledice naravnih nesreč, ne da bi s kvantitativnimi kazalniki dokazale jasen vpliv teh dogodkov na program dela ladjedelnice in na izgradnjo te ladje.
The Commission notes that, despite its explicit requests for information and the lengthy extensions of the reply deadlines, no detailed information has been supplied concerning the disruptions caused by these disasters on the shipyard’s overall work programme and the precise causal effect on the specific work programme for ship C.180 (ex C.173). The Italian authorities have submitted copies of the letters by which suppliers of components and services to the yard revoked their contracts with the yard.
Komisija ugotavlja, da kljub izrecnim zahtevam za informacije in večkratnemu podaljšanju rokov za odgovor, niso bile posredovane niti podrobne informacije glede vplivov teh naravnih nesreč na splošni program dela ladjedelnice niti informacije o vzročni zvezi glede posebnega programa dela za ladjo C.180 (prej C.173).
However, they have failed to document in detail the causal link and have not quantified with precision the consequent delay in the yard’s work programme and in the construction of ship C.180 (ex C.173) in order to justify the request to extend the delivery limit by 10 months.
Italijanski organi so namreč posredovali kopije dopisov, s katerimi so družbe, ki so ladjedelnici dobavljale material in storitve, prekinile zadevne pogodbe; niso pa niti na ustrezen način dokazale vzročne zveze niti natančno opredelile zamude, ki je sledila, pri programu dela ladjedelnice in izgradnji ladje C.180 (prej C.173), da bi upravičile zahtevo za desetmesečno podaljšanje dobavnega roka.
Consequently, the Commission considers that the exceptional circumstances described above have not had an impact on the specific programme of work on the ship in question that would justify the requested 10-month extension to the delivery limit.
Glede na navedeno Komisija meni, da zgoraj navedene izjemne okoliščine niso vplivale na poseben program dela zadevne ladje v zadostni meri, da bi upravičile zahtevano desetmesečno podaljšanje dobavnega roka.
Therefore, the arguments set out in (i) to (iii) cannot be accepted.
Zato razlogov, navedenih v točkah (i), (ii) in (iii) ni mogoče upoštevati.
Given the lack of substantial evidence, the extension cannot be authorised on these grounds.
Ker niso bili predloženi zadostni dokazi, ni mogoče odobriti podaljšanja na podlagi teh razlogov.
Suspension of work on C.180 (ex C.173) in 2004
Prekinitev del na ladji C.180 (prej C.173) v letu 2004
In addition, the Commission observes that the Italian authorities informed it that construction of vessel C.180 (ex C.173) was approximately 66 %-complete, but that the work had been suspended and the vessel launched in August 2004; therefore, in their opinion, the 10-month extension should now start from the Commission’s decision to authorise the requested extension.
Poleg tega Komisija ugotavlja, da so italijanski organi sporočili, da je bilo dokončano okrog 66 % izgradnje ladje C.180 (prej C.173), vendar so bila dela prekinjena in ladja splavljena avgusta 2004; italijanski organi so torej menili, da bi se moralo desetmesečno podaljšanje roka začeti z odločbo Komisije, s katero je zahteva za podaljšanje odobrena.
First, the Italian authorities' request that the 10-month extension start from the date of the Commission decision cannot be regarded as being in conformity with the Shipbuilding Regulation as it would lead to further unjustified delays.
Prvič, se zahteva, ki so jo predložili italijanski organi, da bi se desetmesečno podaljšanje začelo z odločbo Komisije, ne more šteti za skladno z uredbo o ladjedelništvu, ker bi to povzročilo nadaljnje neupravičene zamude.
The decision to suspend construction of the vessel was made by the yard under its own responsibility and it generated an additional delay that finds no justification in the Shipbuilding Regulation.
Upoštevati je treba, da je ladjedelnica sprejela odločitev za prekinitev izgradnje ladje na lastno odgovornost in da je s tem povzročila dodatno zamudo, ki je ni mogoče upravičiti v smislu uredbe o ladjedelništvu.
Accordingly Italy’s request must, in any event, be rejected because of the unwarranted suspension of work in 2004.
Zato se zahteva italijanskih organov zavrne zaradi neupravičene prekinitve del v letu 2004.
In the light of the above, the Commission finds that the measure under examination constitutes state aid within the meaning of Article 87(1) of the Treaty.
Glede na zgoraj navedeno, Komisija zaključuje, da ta ukrep ne pomeni državne pomoči v smislu člena 87(1) Pogodbe.
The information submitted by the Italian authorities, including that provided during the formal investigation, has confirmed the Commission’s doubts as to whether the causes of delays invoked in this case satisfied Article 3(2), second subparagraph, of the Shipbuilding Regulation, and so the measure under examination is not compatible with the common market under Article 87(3)(e) of the Treaty.
Informacije, ki so jih posredovali italijanski organi tudi med formalnim postopkom preiskave, so potrdile pomisleke Komisije, da navedeni razlogi za zamude v tej zadevi niso v skladu z določbami drugega pododstavka člena 3(2) uredbe od ladjedelništvu in zato zadevni ukrep ni združljiv s skupnim trgom v smislu člena 87(e) Pogodbe.
In view of these conclusions, the Commission
Ob upoštevanju teh sklepnih ugotovitev je Komisija–
The three-year delivery limit laid down in Article 3(2) of Regulation (EC) No 1540/98 may not be extended for ship C.180 (ex C.173) built by Cantieri Navali Termoli SpA.
Triletnega dobavnega roka, določenega v členu 3(2) Uredbe (ES) št. 1540/98, za ladjo C.180 (prej C.173), zgrajeno v ladjedelnici Cantieri Navali Termoli S.p.A, ni mogoče podaljšati.
The contract-related operating aid for that ship may not, therefore, be implemented.
Posledično ni mogoče odobriti pomoči za tekoče poslovanje v povezavi s pogodbo za to ladjo.
Italy shall inform the Commission, within two months of notification of this Decision, of the measures taken to comply with it.
Italija bo v obdobju dveh mesecev od obvestila o tej odločbi Komisijo obvestila o ukrepih, sprejetih za uskladitev s to odločbo.
Done at Brussels, 4 July 2006.
V Bruslju, 4. julij 2006.
OJ C 42, 18.2.2005, p. 15.
UL C 42, 18.2.2005, str. 15.
Between 2000 and 2004 Marnavi accounted for about 43 % of Cantieri Navali Termoli's turnover whereas, during the earlier period from 1995 to 1999, its share was close to zero.
Med leti 2001 in 2004 so naročila Manarvi predstavljala 43 % prometa ladjedelnice Cantieri Navali Termoli; v predhodnem obdobju 1995–1999 je bil odstotek tega prometa skoraj enak nič.
The shipyard is a very small company employing 51 people.
Ladjedelnica je zelo majhno podjetje, ki ima 51 zaposlenih.
The Italian authorities state that the Commission's reference to the Clarkson report in footnote 11 of the decision to initiate the procedure is incorrect because it refers to a report of November 2003 instead of October 2003.
Italijanski organi pojasnjujejo, da je sklicevanje Komisije na poročilo Clarkson, na katerega se nanaša opomba 10 odločbe o začetku postopka, nepravilno, ker navaja november 2003 namesto oktober 2003.
The Clarkson Shipping Review & Outlook, autumn 2003, pp 7-44 and 127; Clarkson: ‘Review of Tanker/Chemical/Small LPG Markets and Newbuilding Investment over 2001 and onwards’, October 2003, pp.17-20.
Clarkson „Shipping Review & Outlook“, jesen 2003, str. 7–44 in str. 127. Clarkson „Review of Tanker/Chemical/Small LPG Markets and Newbuilding Investment over 2001 and onwards“, oktober 2003, str. 17–20.
The tankers in question are the C.173 and C.180, discussed below.
Ti ladji sta C.173 in C.180, ki sta obravnavani v nadaljevanju.
These concern mainly the ship's size and number of tanks, and its length and width.
Spremembe zlasti glede velikosti in števila rezervoarjev in tudi dolžine ter širine ladje
The Italian authorities say that theses changes concerned both the original C.173 and C.180 (ex C.173) and had been agreed between the yard and the shipowner before suspension of the contract in 2001 following the letter from Novamar of February 2001, which indicated that both ships could be subject to changes.
Italijanski organi navajajo, da so se te spremembe nanašale tako na prvotno C.173 kot tudi na C.180 (prej C.173) in da so bile dogovorjene med lastnikom ladje in ladjedelnico pred prekinitvijo pogodbe leta 2001 z dopisom Novamarja februarja 2001, v katerem je bilo sporočeno, da se obe ladji lahko spremenita.
They further state that work on the modified C.180 (ex C.173) was already under way before being formalised in a contract addendum in December 2003.
Zgoraj navedeni organi poleg tega navajajo, da so bila dela na spremenjeni ladji C.180 (prej C.173) že v teku preden je bilo dopolnilo k pogodbi decembra 2003 formalizirano.
According to the Italian authorities’ interpretation of Commission Decisions 691/2003 of 9 July 2003 and 727/1993 of 21 December 1993, the type of ship and the changes in question would qualify for the ‘technical complexity’ exemption accepted by the Commission.
Glede na razlago italijanskih organov v zvezi z odločbami Komisije št. 691/2003 z dne 9. 7. 2003 in št. 727/1993 z dne 21. 12. 1993 vrsta ladje in zadevne spremembe upravičujejo podaljšanje zaradi „tehnične zahtevnosti“, ki jo Komisija upošteva.
Commission decision C(2004)3344 fin. cor. of 8 September 2004 concerning Case No 147/2004.
Odločba Komisije C(2004)3344 konč. z dne 8. septembra 2204 v zadevi št. 147/2004.
These subsystems of the hull, the carpentry and outfitting services for the vessel, the supply of stainless steel plate, the supply and installation of electrical fittings, and the supply of consultancy services for the modification of the vessel C.173 subsequently rebaptised C.180 to increase its capacity and power.
Gre za podsisteme trupa, tesarske storitve in storitve opremljanja ladje, dobavo pločevin iz nerjavečega jekla, dobavo in montiranje električnih naprav ter tudi storitve svetovanja za spremembo ladje C.173 z namenom povečanja zmogljivosti in moči C.173, ki bo preimenovana v C.180.
As a result of these contract cancellations, the yard was obliged to invoke the ‘force majeure’ clause with respect to the shipowner; this eventually prompted the latter’s decision to abandon the construction of one of the two vessels it had ordered at the yard.
Po prekinitvah teh pogodb se je bila ladjedelnica prisiljena sklicevati na klavzulo „višje sile“ pri lastniku ladje, in slednjega prisilila, da je opustil izgradnjo dveh ladij, naročenih v ladjedelnici.
See Case No 99/02 (OJ C 262, 29/10/2002), Odense shipyard — Prolongation of three-year delivery limits for two ships (Denmark).
Glej zadevo št. N 99/02 (UL C 262, 29. 10. 2002), ladjedelnica Odense – podaljšanje triletnega dobavnega roka za dve ladji (Danska).
‘Review of Tanker/Chemical/Small LPG Markets & Newbuilding Investment over 2001 and onwards’, Clarkson Research, November 2003, pp. 19 and 20.
„Review of Tanker/Chemical/Small LPG Markets & Newbuilding Investment over 2001 e onwards“, Clarkson Research, november 2003, str. 19–20.
However, the level of contracting picked up significantly in early 2002 and has been fairly strong since.’ As regards the argument of the Italian authorities which questions the relevance of the Commission’s appraisal of the impact of such events on the basis of an ex post report, the Commission notes above all that it relied on a report submitted by the Italian authorities themselves.
Naročila so se znatno povečala v začetku leta 2002 in od takrat je ta raven ostala pretežno enaka“.
Secondly, it emphasises that in this procedure the Italian authorities themselves rely on reports dating from late 2003. Finally, the Commission notes that none of the additional reports to which the Italian authorities refer contradict the Commission’s assessment of this point.
Poleg tega glede navedbe italijanskih organov, ki postavlja pod vprašaj ustreznost presoje Komisije glede vpliva teh dogodkov, ker temelji na naknadnem poročilu, Komisija predvsem ugotavlja, da je njena odločitev temeljila na poročilu, ki so ga predložili prav ti italijanski organi; poleg tega poudarja, da so tudi navedbe zgoraj navedenih organov v okviru tega postopka temeljile na poročilih iz konca leta 2003; končno Komisija ugotavlja, da nobeno od nadaljnjih poročil, na katero se italijanski organi sklicujejo, ne nasprotuje oceni Komisije glede tega dejstva.
According to the Italian authorities, it was generally known and further confirmed by the Clarkson reports that these events had an impact on the entire maritime goods transportation market, and not just on one type of vessel, i.e. cruise ships.
Po mnenju italijanskih organov je splošno znano in nadalje potrjeno v poročilu Clarkson, da so takšni dogodki vplivali na celoten del trga mednarodnega pomorskega prevoza blaga in ne samo na določeno vrsto ladij, in sicer potniških ladij.
In support of their case, they supplied new information supporting their opinion that the above events affected the building of the vessel in the form of copies of the contracts between the shipowner Marnavi and Novamar, a charter company based in Houston (US), for the chartering of two chemical tankers ordered by the shipowner from Cantieri Navali Termoli and the revoking of the contracts by Novamar in the wake of the events of 11 September 2001.
V utemeljitev svoje trditve so italijanski organi zagotovili nove informacije, da bi dokazali vpliv zgoraj navedenih dogodkov na izgradnjo ladje, s posredovanjem kopij pogodb o zakupu, sklenjenih med lastnikom ladje Marnavi in družbo Novamar, s sedežem v Houstonu (ZDA), za najem dveh tankerjev, ki jih je lastnik ladje naročil pri Cantieri Navali Termoli , ter odstop Novamarja od teh pogodb po 11. septembru 2001.
The Italian authorities state that the events of 11 September 2001 were exceptional factors that were unforeseen and external to the shipyard and maintain that, contrary to the Commission’s view, these resulted in unexpected, substantial and defensible disruptions to the shipyard’s work programme. In particular, they support their case by arguing that the Commission’s appraisal was based on a report drawn up in the autumn of 2003 i.e. two years after the events, whereas these events had an impact on the commercial strategies of economic operators who had to take decisions at the time the events occurred, i.e. in September 2001 or the months immediately after.
Svojo analizo utemeljujejo zlasti na podlagi dejstva, da ocena Komisije temelji na poročilu, oblikovanem jeseni 2003, oziroma dve leti po dogodkih, pri čemer trdijo, da takšni dogodki vplivajo na poslovne strategije gospodarskih subjektov, ki morajo sprejeti odločitve v trenutku dogodka – september 2001 – ali v naslednjih mesecih.
In particular, they explained that in 2000 the shipowner had signed contracts with the yard for two chemical tankers, C.173 and C.180, whose initial contract delivery dates were 31 March 2002 and 30 June 2003 respectively. These dates were subsequently postponed to 31 March 2003 and 31 December 2003. The Italian authorities further explained that the impact on the shipyard’s work programme of the events of 11 September 2001 and of the two natural disasters described below was such that only one of these vessels could be delivered before 31 December 2003.
Pojasnili so zlasti, da sta leta 2000 lastnik ladje in ladjedelnica sklenila pogodbi za izgradnjo dveh novih tankerjev, imenovanih C.173 in C.180; ti pogodbi sta prvotno določali dobavna roka 31. 3. 2002 za prvo ladjo in 30. 6. 2003 za drugo ladjo, ki sta bila pozneje preložena na 31. 3. 2003 in 31. 12. 2003. Poleg tega so pojasnili, da so imeli dogodki 11. septembra 2001 in obe naravni nesreči, ki sta bili naknadno obravnavani, takšen vpliv na program dela ladjedelnice, da je bila dobavljena samo ena ladje do 31. decembra 2003.