natgillin/translations-raw huggingface dataset:
Italy considers that the delivery dates could have been kept thanks to Fincantieri's production flexibility, in other words its ability to ‘pool’ the construction process by outsourcing to other yards (including some not normally engaged in the building of cruise ships), through an infrastructure and plant investment project dedicated to that end and through advanced building techniques.
Italija meni, da bi lahko bili dobavni roki izpolnjeni zahvaljujoč Fincantierijevi proizvodni prožnosti ali z drugimi besedami njegovi sposobnosti združevanja postopka gradnje z oddajanjem del drugim ladjedelnicam (vključno nekaterim, ki se ponavadi ne ukvarjajo z gradnjo ladij za križarjenje) preko infrastrukture in temu namenjenih naložbenih programov za obrate ter s sodobnimi gradbenimi tehnologijami.
Concerning the planned involvement of ATSM in the construction of one of the ships, Italy's comments reflected those of Fincantieri, i.e. that ATSM could easily have combined the two outfitted sections of vessel 6077, although this method of construction is an alternative, and in some ways a less satisfactory one, to the ‘normal’ sequence of construction phases.
Glede načrtovanega vključevanja ATSM v gradnjo ene izmed ladij so pripombe Italije odražale pripombe Fincantierija, tj.da bi ATSM lahko združil dva opremljena dela plovila 6077, čeprav je ta metoda gradnje druga in v nekaterih pogledih manj zadovoljiva možnost v primerjavi z „normalnim“ zaporedjem gradbenih faz.
In any event, the work of joining sections has now become routine for Fincantieri.
Vsekakor je združevanje delov za Fincantierija zdaj postalo zgolj običajni postopek.
As regards the Commission's doubts about Ancona's previous experience in building ships of similar complexity, Italy considers that it had gained such experience with the construction and outfitting of around half of the Disney Magic and with the passenger ship Danielle Casanova.
Glede dvomov Komisije o predhodnih izkušnjah ladjedelnice v Anconi glede gradnje ladij podobne kompleksnosti Italija meni, da je takšne izkušnje pridobila z gradnjo in opremljanjem okoli polovice ladje Disney Magic in potniške ladje Danielle Casanova.
Italy also argues that the Palermo yard has in the past (1996-97) carried out much more demanding production plans than the one envisaged in 2000.
Italija tudi trdi, da je ladjedelnica v Palermu v preteklih letih (1996–97) izvedla veliko zahtevnejše proizvodne načrte, kot je bil načrt, predviden za leto 2000. V zvezi z oceno Komisije, da bi proizvodni načrt iz decembra 2000 predstavljal dvakrat več opremljanja, kot ga je Fincantieri opravil v katerem koli drugem letu, Italija to izjavo zavrača in trdi, da bi v skoraj vseh ladjedelnicah proizvodni načrt iz decembra 2000 temeljil na „standardni zmogljivosti“ zadevne ladjedelnice, največja zmogljivost pa bi bila dosežena zgolj v nekaterih primerih.
Italy was also offered the opportunity to comment on the essential elements of the report by the independent expert whom the Commission consulted when it assessed the information provided by Italy prior to the launch of the formal investigation procedure.
Italija je imela tudi možnost, da poda svoje pripombe o bistvenih elementih poročila neodvisnega strokovnjaka, s katerim se je Komisija posvetovala pri oceni informacij, ki jih je predložila Italija pred sprožitvijo formalnega postopka preiskave.
In its reply dated 18 May 2005 Italy commented on three main aspects of the expert's report.
V svojem odgovoru dne 18. maja 2005 je Italija izrazila svoje stališče glede treh glavnih vidikov strokovnjakovega poročila.
First, according to Italy, the expert based his assessments on total delivery in the year 2003, without taking account of the production cycle, in other words the gradual increase in compensated gross tonnage (cgt) that occurs throughout the construction period.
Prvič, po mnenju Italije je strokovnjak svoje ocene osnoval na skupni dobavi v letu 2003, ne da bi pri tem upošteval proizvodni cikel, ali z drugimi besedami, postopno povečanje bruto registrskih ton (BRT) do katerega pride med obdobjem gradnje. Ker v obdobju, potrebnemu za dejansko proizvodnjo, tonaža, povezana z devetimi ladjami, katerih dobava je bil načrtovana za leto 2003 (od katerih so bile nekatere konec leta 2002 že na višji stopnji gradnje) ni bila porazdeljena, je strokovnjak sklenil z ugotovitvijo, da bi moral Fincantieri v letu 2003 proizvesti dvakrat več BRT, kot ga je proizvedel v preteklosti.
By not distributing, over the time-span necessary for actual production, the tonnage relating to the nine ships scheduled for delivery in 2003 (some of which were at an advanced stage of construction by the end of 2002), the expert had concluded by asserting that in 2003 Fincantieri would have had to produce twice the cgt it had produced in the past.
Po mnenju Italije je bila ta ugotovitev nepravilna, saj za namene presoje Fincantierijevih proizvodnih zmogljivosti tonaža, dobavljena v letu 2003 ni ustrezala tonaži, ki je bila v tistem letu dejansko proizvedena. Italija trdi, da so bili podatki o proizvodnji skladni z zmogljivostmi, zabeleženimi v preteklosti in nikakor niso presegali stopenj največje zmogljivosti. (29) Po mnenje Italije so podatki o proizvodnji pokazali, da se obseg proizvodnje za ladjedelnice Monfalcone, Marghera in Genova-Sestri Ponente tudi v najbolj obremenjenih letih, namreč v letih 2002 in 2003, niso razlikovali za več kot 20 % od vrednosti iz preteklih let.
The figures for output in terms of hours of labour (in-house/outsourced) show that, in the years preceding the ones covered by the production schedule, greater use was made of subcontracting than was contemplated in the December 2000 schedule.
Podatki o proizvodnji glede ur dela (internih/oddanih del) kažejo, da se je pred leti, ki so zajeta s programom proizvodnje, sklepanje pogodb s podizvajalci uporabljalo v večji meri, kot je bilo predvideno v programu iz decembra 2000.
Finally, Italy claims that the fear that subcontractors might have been insufficient or unavailable is completely unfounded, also in view of the fact that the fitting-out of the ‘hotel’ part of the ships (which coincides with the last phase of production in the shipyard) involves the very subcontractors with whom Fincantieri has long-term cooperation relationships.
Italija nadalje meni, da so dvomi o nezadostnosti ali nerazpoložljivosti podizvajalcev popolnoma neutemeljeni, tudi spričo dejstva, da opremljanje hotelskega dela ladij (ki sovpada z zadnjo fazo proizvodnje v ladjedelnici) vključuje tiste podizvajalce, s katerimi Fincantieri že dolgo sodeluje.
Even in the unlikely event of a shortage or unavailability of skilled workers, the problem would easily be overcome through outsourcing the work to the building sector, mainly firms involved in the construction of large hotels, given the similarity of the furnishings and fittings in the ‘hotel’ part.
Tudi v malo verjetnem primeru pomanjkanja ali nerazpoložljivosti kvalificiranih delavcev, bi bil ta problem brez težav rešen z oddajanjem del gradbeništvu, glede na podobnost notranje opreme v hotelskem delu zlasti podjetjem, ki se ukvarjajo z gradnjo velikih hotelov.
Italy concludes by fully endorsing the comments made by Fincantieri.
Italija zaključi tako, da v celoti potrdi pripombe Fincantierija.
By letter dated 12 October 2005 Italy commented on the conclusions reached by the second expert consulted by the Commission in order to assess the arguments put forward by Italy in its reply to the decision initiating the formal procedure.
V dopisu z dne 12. oktobra 2005 je Italija izrazila svoje stališče glede zaključkov drugega strokovnjaka, s katerim se je posvetovala Komisija, da bi presodila argumente, ki jih je Italija predložila v svojem odgovoru na odločitev o sprožitvi formalnega postopka.
According to Article 87(1) of the Treaty, any aid granted by a Member State or through state resources in any form whatsoever which distorts or threatens to distort competition by favouring certain undertakings or the production of certain goods shall, insofar as it affects trade between Member States, be incompatible with the common market.
V skladu s členom 87(1) Pogodbe je vsaka pomoč, ki jo dodeli država članica, ali kakršna koli vrsta pomoči iz državnih sredstev, ki izkrivlja ali bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga, nezdružljiva s skupnim trgom, če prizadene trgovino med državami članicami.
The Court of Justice of the European Communities has consistently held that the criterion of trade being affected is met if the recipient firm carries out an economic activity involving trade between Member States.
Sodišče Evropskih skupnosti je dosledno menilo, da je merilo vpliva na trgovino izpolnjeno, če prejemno podjetje izvaja gospodarsko dejavnost, ki vključuje trgovanje med državami članicami.
The Commission notes that the question of extending the delivery limit is decisive for determining whether the ship in question qualifies for contract-related operating aid under Article 3 of the Shipbuilding Regulation.
Komisija ugotavlja, da je vprašanje podaljšanja roka dobave odločilno pri odločanju ali je zadevna ladja upravičena do s pogodbo povezane pomoči za tekoče poslovanje iz člena 3 Uredbe o ladjedelništvu.
The operating aid in question consists in financing from state resources part of the costs that the yard in question would normally have to bear when building a vessel.
Zadevna pomoč za tekoče poslovanje obsega financiranje dela stroškov, ki jih ponavadi nosi zadevna ladjedelnica pri gradnji plovila, iz državnih sredstev.
Moreover, shipbuilding is an economic activity involving trade between Member States.
Poleg tega je ladjedelništvo gospodarska dejavnost, ki vključuje trgovino med državami članicami.
The aid in question therefore falls within the scope of Article 87(1) of the Treaty.
Zato zadevna pomoč spada na področje uporabe člena 87(1) Pogodbe.
Under Article 87(3)(e) of the Treaty, categories of aid specified by a decision of the Council acting by a qualified majority on a proposal from the Commission may be considered compatible with the common market.
V skladu s členom 87(3)(e) Pogodbe se lahko kot združljive s skupnim trgom šteje druge vrste pomoči, kakršne Svet določi v odločbi, ki jo sprejme s kvalificirano večino na predlog Komisije.
The Commission notes that the Council adopted the Shipbuilding Regulation on that basis on 29 June 1998.
Komisija ugotavlja, da je Svet 29. junija 1998 na tej podlagi sprejel Uredbo o ladjedelništvu.
The Commission notes that, according to the Shipbuilding Regulation, ‘shipbuilding’ means building of self-propelled seagoing commercial vessels.
Komisija ugotavlja, da v skladu z Uredbo o ladjedelništvu „gradnja ladij“ pomeni gradnjo morskih trgovskih plovil na lastni pogon.
The Commission also notes that Fincantieri builds ships of this type and that it is consequently an undertaking covered by the Regulation.
Komisija nadalje ugotavlja, da Fincantieri gradi te vrste ladje in je zato podjetje, ki ga zajema Uredba.
Italy's request has to be assessed on the basis of the Shipbuilding Regulation, although it expired at the end of 2003.
Prošnja Italije se presodi na podlagi Uredbe o ladjedelništvu, čeprav je le-ta potekla konec leta 2003.
This is because the scheme under which Italy granted the aid was approved in accordance with that Regulation, the aid was granted when the Regulation was still in force, and the rules linked to the three-year delivery limit are laid down in that instrument.
Shema, po kateri je Italija odobrila pomoč, je bila odobrena v skladu s to uredbo, ker je bila pomoč dodeljena, ko je bila ta uredba še vedno veljavna in ker so pravila v zvezi z triletno omejitvijo dobave določena v tem dokumentu.
According to Article 3(1) of the Shipbuilding Regulation, a maximum ceiling of 9 % for contract-related operating aid was allowed until 31 December 2000.
V skladu s členom 3(1) Uredbe o ladjedelništvu je bila do 31. decembra 2000 dovoljena najvišja zgornja meja 9 % s pogodbo povezane pomoči za tekoče poslovanje.
Under Article 3(2), the aid ceiling applicable to the contract would normally be the one in force at the date of signature of the final contract.
V skladu s členom 3(2) navedene uredbe je zgornja meja pomoči, ki se uporablja v pogodbi, tista, ki je v veljavi na dan podpisa končne pogodbe.
However, this does not apply to ships delivered more than three years from the signing of the contract; in such cases, the ceiling applicable is the one in force three years before the date of the delivery of the ship.
Vendar to ne velja za ladje, dobavljene več kot tri leta po podpisu pogodbe; v takšnih primerih se uporablja zgornja meja, ki je veljavna tri leta pred datumom dobave ladje.
Consequently, the last delivery date for a vessel qualifying for operating aid was, in principle, 31 December 2003.
Zato je bil zadnji dobavni rok za plovilo, upravičeno do pomoči za tekoče poslovanje, načeloma 31. december 2003.
Article 3(2) stipulates, however, that the Commission may grant an extension of the three-year delivery limit when this is found justified by the technical complexity of the individual shipbuilding project concerned or by delays resulting from unexpected disruptions of a substantial and defensible nature in the working programme of a yard due to exceptional circumstances, unforeseeable and external to the company.
Vendar člen 3(2) določa, da lahko Komisija podaljša triletni rok dobave, če to opravičuje tehnološka kompleksnost posameznega projekta gradnje ladje ali zamude, ki so rezultat nepričakovanih obsežnih in opravičljivih motenj v delovnem programu ladjedelnice zaradi izjemnih okoliščin, ki jih družba ni mogla predvideti in so zunaj njenega nadzora.
It should be noted that Italy bases its request for extension of the delivery limit on such exceptional and unforeseeable circumstances.
Treba je opozoriti, da Italija svojo prošnjo za podaljšanje roka dobave utemeljuje na takšnih izjemnih in nepredvidljivih okoliščinah.
The Commission notes that the Court of First Instance interpreted a similar provision in its judgment of 16 March 2000, in which it stated that the provision in question must be given a restrictive interpretation.
Komisija ugotavlja, da je Sodišče prve stopnje razložilo podobno določbo v svoji sodbi z dne 16. marca 2000, v kateri je dejalo, da se mora za zadevno določbo uporabljati restriktivna razlaga.
Appraisal of the compatibility of the aid in the light of the doubts expressed by the Commission and the comments submitted by Italy and Fincantieri
Ocena združljivosti pomoči glede na dvome, ki jih je izrazila Komisija, in pripombe, ki sta jih predložila Italija in Fincantieri
The Commission first points out that the present Decision concerns one ship, but the assessment is based on the entire production planned by Fincantieri in December 2000.
Komisija najprej poudarja, da ta odločba zadeva eno ladjo, ocena pa temelji na celotni proizvodnji, ki jo je Fincantieri načrtoval decembra 2003.
Delivery of all five notified ships in 2003, plus other ships already scheduled for delivery in 2003, would have imposed a very heavy workload on the Fincantieri yards.
Dobava vseh petih priglašenih ladij v letu 2003 in drugih ladij, predvidenih za dobavo v letu 2003, bi za Fincantierijeve ladjedelnice pomenila veliko delovno obremenitev.
The Commission therefore considered it necessary to verify that Fincantieri would have been technically able to deliver the ships in question by the end of 2003.
Zato se je Komisiji zdelo potrebno, da se preveri ali bi bil Fincantieri tehnično sposoben dobaviti zadevne ladje do konca leta 2003.
The additional information provided by Italy and Fincantieri in response to the doubts raised by the Commission in its decision initiating the formal procedure was analysed by the Commission and by an independent technical expert at the Commission's request.
Dodatne informacije, ki sta jih predložila Italija in Fincantieri v odgovor na dvome, ki jih je izrazila Komisija v svoji odločitvi o sprožitvi formalnega postopka, sta pregledala Komisija in, na željo Komisije, neodvisni strokovnjak.
The report drawn up by this expert was made available to Italy for comments by a letter from the Commission dated 26 August 2005.
Komisija je v dopisu z dne 26. avgusta 2005 Italiji posredovala poročilo, ki ga je sestavil ta strokovnjak.
Italy commented on this report in a letter dated 12 October 2005.
Italija je v dopisu z dne 12. oktobra 2005 podala svoje pripombe o poročilu.
Production of a ship at the Ancona shipyard and effects on the Palermo shipyard
Gradnja ladje v ladjedelnici v Anconi in vplivi na ladjedelnico v Palermu
The first doubt raised by the Commission was the ability of the Ancona shipyard to build, in combination with the ATSM shipyard in Trieste, one of the five cruise ships (6077) covered by the notification.
Prvi dvom, ki ga je izrazila Komisija, je zadeval sposobnost ladjedelnice v Anconi, da skupaj z ladjedelnico ATSM v Trstu zgradi eno izmed petih ladij za križarjenje (6077), ki jih zajema uradno obvestilo.
Italy claims that it would have been possible to build one of the five ships at Ancona and ATSM even though the dry dock at Ancona is shorter than the ship in question, thanks to a special procedure used once before for a cruise ship, i.e. combining two ship sections (jumboisation).
Italija trdi, da bi bilo gradnjo ene od petih ladij možno izvesti v ladjedelnicah Ancona in ASTM, četudi je suhi dok v Anconi krajši od zadevne ladje, saj bi pri tem uporabili poseben postopek, ki je pred tem že bil uporabljen pri gradnji ladje za križarjenje, tj.z združitvijo dveh delov ladje (povečanje).
The Commission did not state in the decision initiating the formal procedure that such a method would be impossible, but underlined its complexity; Italy agrees with this and acknowledges that it was a ‘less satisfactory method of construction’.
Komisija v svoji odločitvi o sprožitvi formalnega postopka ni dejala, da bi bila takšna metoda neizvedljiva, vendar je poudarila kompleksnost te metode; s tem se Italija strinja in priznava, da je bila to „manj zadovoljiva metoda gradnje“.
In the decision initiating the formal procedure, the Commission noted in this context that Ancona had never built ships of similar complexity before, to which Italy replied that it had built a major section for three similar ships, and a passenger ship approximately half the size of the ship in question (44000 grt as compared with 82500 grt).
V svoji odločitvi o sprožitvi formalnega postopka je Komisija v tej zvezi ugotovila, da Ancona pred tem še nikoli ni zgradila ladje podobne kompleksnosti, na kar je Italija odgovorila, da je zgradila velik del za tri podobne ladje in za potniško ladjo, ki je bila približno za polovico manjša od zadevne ladje (44000 brt v primerjavi z 82500 brt).
The sections and the ship were thus considerably smaller than the cruise ship 6077 planned to be built.
Torej so bili deli in ladja znatno manjši kot ladja za križarjenje 6077, ki naj bi jo zgradili.
Since in cruise ship construction complexity is closely linked to size, the Commission in this respect concludes that Italy has not successfully refuted the facts set out in the decision initiating the formal procedure.
Ker je pri gradnji ladij za križarjenje kompleksnost tesno povezana z velikostjo, je Komisija v zvezi s tem sklenila, da Italija ni uspešno zavrnila dejstev, navedenih v odločitvi o sprožitvi formalnega postopka.
The decision also stated that construction of one of the cruise ships at Ancona and ATSM in Trieste would have involved moving other planned construction to another Fincantieri yard, Palermo, and that the Commission had doubts that this yard could have coped with the resulting increase in outfitting work.
Odločitev Komisije tudi navaja, da bi gradnja ene izmed ladij v Anconi in v ATSM v Trstu pomenila premestitev ostalih načrtovanih gradenj v drugo Fincantierijevo ladjedelnico v Palermu, vendar je Komisija izrazila dvome, da bi lahko ta ladjedelnica obvladovala iz tega izhajajoče povečanje dela opremljanja.
Italy argues that such work would have been theoretically possible.
Italija trdi, da bi bilo takšno delo teoretično mogoče.
However, no evidence is provided and the reply focused on construction in terms of cgt instead of the precise issue of outfitting.
Vendar za to ne predloži nobenih dokazov, njen odgovor pa se osredotoča na gradnjo v smislu brt namesto na vprašanje opremljanja.
The Commission nevertheless notes that production at Palermo in 2003 was 33000 cgt, which falls far short of the maximum production claimed by Italy (63000 cgt) and is far less than the production according to the December 2000 plan (53000 cgt).
Komisija vseeno ugotavlja, da je proizvodnja v Palermu leta 2003 znašala 33000 brt, kar nikakor ne doseže največje proizvodnje, ki jo navaja Italija (63000 brt) in je veliko nižja od proizvodnje iz načrta iz decembra 2000 (53000 brt).
Furthermore, Italy informed the Commission that already in June 2001 (less than six months after the contract for the five cruise ships was signed) there was a production crisis at Palermo, even without the extra work planned, which made it necessary to delay deliveries.
Poleg tega je Italija Komisijo obvestila, da je že junija 2001 (manj kot šest mesecev po podpisu pogodbe za pet ladij za križarjenje) še celo brez dodatnega načrtovanega dela v Palermu prišlo do proizvodne krize, zaradi česar je prišlo do zamud pri dobavah.
The Commission therefore considers that the Palermo yard would not have been able to fulfil the December 2000 plan as regards outfitting, and Italy has not given any reply on this point.
Zato Komisija meni, da ladjedelnica v Palermu ne bi bila sposobna izpolniti načrt iz decembra 2000 glede opremljanja, Italija pa na to trditev ni odgovorila.
The Commission also notes that the information provided by Italy and Fincantieri shows that it was not clear in December 2000 whether the outfitting of ship 6077 was intended to take place at ATSM or at Ancona.
Komisija tudi ugotavlja, da informacije, ki sta jih predložila Italija in Fincantieri, kažejo, da decembra 2000 ni bilo jasno ali se bo opremljanje ladje 6077 izvajalo v ATSM ali v Anconi.
According to the production plan dated December 2000 and exhibit 5 in the letter dated 25 May 2005, the outfitting was to take place at Ancona, but the letter from Fincantieri dated 3 March 2005 states that the outfitting was to take place at ATSM to overcome any production difficulties encountered at the Ancona shipyard.
Po podatkih proizvodnega načrta iz decembra 2000 in dokaznega materiala 5 iz dopisa z dne 25. maja 2005 naj bi opremljanje potekalo v Anconi, vendar dopis Fincantierija z dne 3. marca 2005 navaja, da bo opremljanje potekalo v ATSM, da bi s tem premostili vse težave pri proizvodnji, s katerimi bi se srečali v ladjedelnici v Anconi.
According to the expert consulted by the Commission, Italy has not come forward with convincing information as regards the organisation and resources to be set up at ATSM's dry dock and he strongly doubts that a yard, mainly used for ship repair and inexperienced in cruise vessels, could be turned into a fully organised yard able to deliver a cruise vessel within a tight deadline.
Po mnenju strokovnjaka, s katerim se je posvetovala Komisija, Italija ni predložila prepričljivih informacij v zvezi z organizacijo in sredstvi, ki bi jih morali vzpostaviti v suhem doku ladjedelnice ATSM in močno dvomi, da je ladjedelnico, ki se v glavnem uporablja za popravilo ladij in nima izkušenj s plovili za križarjenje, mogoče preoblikovati v celovito organizirano ladjedelnico, ki bi bila sposobna dobaviti plovilo za križarjenje v kratkem roku.
Italy commented on this aspect in its letter dated 12 October 2005.
Na to mnenje je Italija odgovorila v dopisu z dne 12. oktobra 2005.
Italy considers that Fincantieri's organisational skills were sufficient to put, at short notice, ATSM in a position to perform its intended task.
Italija meni, da so bile Fincantierijeve organizacijske sposobnosti zadostne, da bi lahko v zelo kratkem času preoblikoval ATSM za izvajanje načrtovanih nalog.