natgillin/translations-raw huggingface dataset:
The Commission decision to initiate the procedure was published in the Official Journal of the European Union.
Odločitev Komisije o sprožitvi postopka je bila objavljena v Uradnem listu Evropske Unije.
The Commission called on interested parties to submit their comments.
Komisija je pozvala zainteresirane stranke, naj predložijo svoje pripombe.
It forwarded them to Portugal, which was given the opportunity to react; its comments were received by letter dated 3 March 2005 (registered 7 March 2005).
Posredovala jih je Portugalski in ji dala možnost odgovora; Portugalska je svoje pripombe posredovala z dopisom z dne 3. marca 2005 (evidentiranem ob prejemu dne 7. marca).
A meeting between the Commission services and the Portuguese authorities was held on 22 April 2005.
Dne 22. aprila 2005 so se sestali službe Komisije in portugalski organi.
By letter dated 23 May 2005 (registered 27 May 2005) Portugal submitted further comments.
V dopisu z dne 23. maja 2005 (evidentiranem ob prejemu dne 27. maja) je Portugalska predložila nadaljnje pripombe.
DETAILED DESCRIPTION OF THE AID
II PODROBEN OPIS POMOČI
The notified measure consists of the award of contract-related operating aid to Estaleiros Navais de Viana do Castelo S.A., in relation to the construction of two product/chemical tankers designated C 224 and C 225.
Pri priglašenem ukrepu gre za dodelitev s pogodbami povezane pomoči za Pri priglašenem ukrepu gre za dodelitev s pogodbami povezane pomoči za tekoče poslovanje družbi Estaleiros Navais de Viana do Castelo S.A. v zvezi z gradnjo dveh tankerjev z oznakama C 224 in C 225 za prevoz proizvodov/kemikalij.
The aid amounts to 2675275 Euro per vessel.
Pomoč znaša 2675275 EUR na plovilo.
Portugal notified the measure under the Shipbuilding Regulation.
Portugalska je priglasila ukrep v skladu z Uredbo o ladjedelništvu.
Article 3 of this Regulation allows operating aid to be granted for ships contracted until 31 December 2000 and delivered within a maximum limit of three years from the signing of the contract.
Člen 3 Uredbe dovoljuje dodeljevanje pomoči za tekoče poslovanje za ladje, za katere je bila pogodba sklenjena do 31. decembra 2000 in se dobavijo v roku treh let od podpisa pogodbe.
No contract related operating aid can therefore be granted for ships delivered after the three year limit, unless an extension of this deadline is authorized by the Commission pursuant to Article 3 (2) subparagraph 2 of Regulation No 1540/98.
Zato se za ladje, dobavljene po izteku triletnega roka, ne sme dodeliti s pogodbami povezana pomoč za tekoče poslovanje, razen če Komisija odobri podaljšanje tega roka v skladu z drugim pododstavkom člena 3(2) Uredbe o ladjedelništvu.
Portugal requested an extension of the three-year delivery deadline for the two product chemical tankers built by Estaleiros Navais de Viana do Castelo, S.A. Portugal claimed that this request is justified by the technical complexity of the project associated with unforeseeable events as explained below.
Portugalska je zaprosila za podaljšanje triletnega dobavnega roka za tankerja za prevoz proizvodov/kemikalij, ki ju je zgradila družba Estaleiros Navais de Viana do Castelo S.A. Trdila je, da je ta zahteva upravičena zaradi tehnične zahtevnosti projekta, povezane z nepredvidljivimi dogodki, kot je pojasnjeno v nadaljevanju.
Portugal stated, in this context, that the shipbuilding contracts for both vessels were signed on 22 December 2000 between Estaleiros Navais de Viana do Castelo, S.A. and Alpha Navigation Ltd (the ‘original contracts’).
Portugalska je v zvezi s tem navedla, da sta družbi Estaleiros Navais de Viana do Castelo S.A. in Alpha Navigation Ltd 22. decembra 2000 podpisali pogodbi za obe plovili („izvirni pogodbi“).
On 14 May 2001, Alpha Navigation transferred its position as a buyer to a company based in Finland, ABB Credit OY, via ‘assignment agreements’ that were signed by the three parties involved: Alpha Navigation, ABB Credit OY and Estaleiros Navais de Viana do Castelo S.A. The new owner requested new specifications, namely the upgrading of the vessels to ‘Class I-A Super’ for navigation in the ice and to that effect signed with Estaleiros Navais de Viana do Castelo, S.A., also on 14 May 2001, ‘Amended and Restated contracts’ for the vessels.
Dne 14. maja 2001 je družba Alpha Navigation prenesla svojo vlogo kupca na družbo ABB Credit OY s sedežem na Finskem s „pogodbama o prenosu“, ki so ju podpisale tri udeležene stranke: družbe Alpha Navigation, ABB Credit OY in Estaleiros Navais de Viana do Castelo S.A. Novi lastnik je zahteval nove specifikacije, in sicer povišanje plovil v razred „I-A Super“ za plovbo po zaledenelih vodah, ter je zato, prav tako 14. maja 2001, podpisal z družbo Estaleiros Navais de Viana do Castelo S.A „spremenjeni in popravljeni pogodbi“ za plovili.
According to Portugal, the new specifications requested by the new ship owner had implications on several features and materials of the vessels and required the yard to use new techniques, which in turn delayed production.
Po trditvah portugalskih organov so nove specifikacije, ki jih je zahteval novi lastnik ladij, vplivale na več lastnosti in materialov pri plovilih, ladjedelnica pa je zaradi njih morala uporabiti nove metode in to je povzročilo zamudo pri izdelavi.
Portugal highlighted, in particular, the following main difficulties in relation to the project:
Portugalska je poudarila zlasti naslednje bistvene težave v zvezi z zahtevnostjo projekta:
Adaptation of the initial projects to class IA Super related to the conditions for navigation in the ice.
prilagoditev prvotnih projektov razredu „IA Super“ v zvezi s pogoji za plovbo po zaledenelih vodah;
Application of a new standard, ISO 8501-3, concerning the grade of preparation of the steel surface before painting.
uporaba novega standarda (ISO 8501-3) v zvezi z zahtevnostjo obdelave jeklene površine pred barvanjem.
This standard was still in the process of adoption when the contracts were signed.
Ta standard je bil ob podpisu pogodb še v postopku sprejemanja.
Portugal claims it required a training period for the workers of the yard.Application of a special paint, called ‘Marineline’, which requires a longer application cycle than traditional paint.
Portugalska trdi, da so zaradi tega delavci v ladjedelnici potrebovali usposabljanje;uporaba posebne barve „Marineline 784“, katere nanašanje traja dlje kot pri običajni barvi;
Additional changes requested by the ship owner at several instances during production.
dodatne spremembe, ki jih je med izdelavo večkrat zahteval lastnik ladij;
Supply of steel plates with serious default that had to be corrected.
dobava jeklenih plošč s hudimi napakami, ki jih je bilo treba odpraviti.
In Portugal's view, the difficulties relating in particular to the implementation of the new standard and the supply of steel plates with default were unforeseeable circumstances.
Po mnenju Portugalske so bile zlasti težave v zvezi z izvajanjem novega standarda in dobavo jeklenih plošč z napakami nepredvidljive okoliščine.
Under the terms agreed with ABB Credit OY, the yard had foreseen to deliver vessel C 224 on 30 October 2003 and vessel C 225, on 15 November 2003, i.e. within the three-year delivery deadline.
V skladu s pogoji, dogovorjenimi z družbo ABB Credit OY, je ladjedelnica nameravala plovilo C 224 dobaviti 30. oktobra 2003, plovilo C 225 pa 15. novembra 2003, torej v okviru triletnega dobavnega roka.
However, due to the above factors, the ships were effectively delivered on 29 October 2004 and 4 February 2005, respectively.
Vendar pa sta bili zaradi zgoraj navedenih dejavnikov ladji dejansko dobavljeni 29. oktobra 2004 oziroma 4. februarja 2005.
The Commission initiated the procedure for the following main reasons:
Komisija je sprožila postopek zaradi naslednjih glavnih razlogov:
The Commission had doubts, at the outset, whether the amended and restated contracts signed with ABB Credit OY on 21 May 2001, could be considered the same as the original contracts signed with Alpha Navigation.
Komisija je imela na začetku pomisleke, ali se lahko spremenjeni in popravljeni pogodbi, podpisani z družbo ABB Credit OY 21. maja 2001, obravnavata enako kot izvirni pogodbi, podpisani z družbo Alpha Navigation.
The amended and restated contracts signed with ABB Credit OY changed several characteristics of the vessels, the type of paint used on the cargo tanks, the identity of the buyer and the vessels’ prices.
S spremenjenima in prenovljenima pogodbama se je spremenilo več lastnosti plovil, vrsta barve, uporabljene pri tovornih tankih, lastnik in cena plovil.
It was therefore questionable whether the object of these contracts was still the same as that in the original ones and whether the contracts signed with ABB Credit OY could qualify for aid.
Zato je bilo vprašljivo, ali je predmet teh pogodb še vedno isti kot predmet izvirnih pogodb in ali sta lahko pogodbi, podpisani z družbo ABB Credit OY, upravičeni do pomoči.
Also, regarding Portugal's claim that the extended deadline was justified by the technical complexity of the project, the Commission had doubts that the type of product/chemical tankers built by Estaleiros Navais de Viana do Castelo, S.A. could qualify for an extended deadline on these grounds.
Poleg tega je imela Komisija v zvezi s trditvijo Portugalske, da je podaljšanje roka upravičeno zaradi tehnične zahtevnosti projekta, pomisleke, ali sta tankerja te vrste za prevoz proizvodov/kemikalij, ki ju je zgradila družba Estaleiros Navais de Viana do Castelo S.A., upravičena do podaljšanega roka na tej podlagi.
The Commission tends to interpret the argument on technical complexity in a restrictive and objective way and the evidence supplied by Portugal was insufficient to reach a conclusion.
Stališče glede tehnične zahtevnosti si prizadeva razlagati omejevalno in objektivno, dokazila, ki jih je predložila Portugalska, pa niso zadoščala za oblikovanje sklepne ugotovitve.
The Commission further doubted whether the elements raised by Portugal could qualify as ‘exceptional circumstances, unforeseeable and external to the shipyard’, within the meaning of Article 3(2) of the Shipbuilding Regulation.
Komisija je imela pomisleke tudi glede tega, ali lahko točke, ki jih je predstavila Portugalska, štejejo za „izjemne okoliščine, ki so za ladjedelnico nepredvidljive in zunanjega izvora“ v smislu člena 3(2) Uredbe o ladjedelništvu.
The Commission noted, in this respect, that most of the difficulties encountered by the shipyard resulted from the changes requested by the new owner and in so far as the shipyard had accepted these changes it was questionable that they could qualify as ‘external and unforeseeable’.
V zvezi s tem je opozorila, da so večino težav ladjedelnici povzročile spremembe, ki jih je zahteval novi lastnik, in je glede na to, da je ladjedelnica sprejela te spremembe, vprašljivo, ali se lahko obravnavajo kot „nepredvidljive in zunanjega izvora“.
The Community of European Shipyards’ Association (CESA) commented that in the shipbuilding business, the assignment of a construction contract from one buyer to another may happen with certain frequency and that a shipyard faced with this situation has limited leverage for refusing the assignment.
Skupnost evropskih ladjedelniških združenj (CESA) je pripomnila, da so lahko pri ladjedelniškem poslu prenosi pogodb o gradbenih delih z enega kupca na drugega precej pogosti in da imajo ladjedelnice v takšnem položaju omejen vpliv na zavrnitev prenosa.
In particular in Europe, shipyards frequently adapt to changing requirements of the buyers.
Predvsem v Evropi se morajo ladjedelnice pogosto prilagajati spremenljivim zahtevam kupcev.
However, in the view of CESA, this would not imply that the changed contracts are new contracts given that the product type — product/chemical tanker — and range of the overall capacity or weight of the vessels remained the same.
Vendar pa po mnenju CESA to ne pomeni, da so spremenjene pogodbe nove pogodbe, saj sta vrsta izdelka – tanker za prevoz proizvodov/kemikalij – in skupna nosilnost ali teža plovil ostali enaki.
One party requested the Commission to verify the correct classification of the ships (product/chemical tankers, as opposed to pure chemical tankers as initially indicated in the decision to initiate the procedure).
Ena stranka je od Komisije zahtevala, naj preveri ustreznost klasifikacije plovil (tankerja za prevoz proizvodov/kemikalij v nasprotju s tankerjema za prevoz kemikalij, kakor je bilo sprva navedeno v odločitvi o sprožitvi postopka).
Portugal noted that the shipyard had programmed to complete the vessels within the three-year limit imposed by the Shipbuilding Regulation.
Portugalska je pripomnila, da je ladjedelnica nameravala dokončati plovili v triletnem roku, določenem v Uredbi o ladjedelništvu.
At the time the assignment of the contracts to ABB was concluded, the shipyard's order book was virtually full, which left the yard with little flexibility for eventually advancing production of the vessels in the face of the new requirements of the ship owner.
Ob dokončanem prenosu pogodb na družbo ABB je bila ladjedelnica skoraj povsem pokrita z naročili, zaradi česar je bila ob zahtevah novega lastnika ladij omejena pri prilagajanju začetka gradnje plovil.
In addition, Portugal considered that the technical difficulties incurred by the shipyard were not foreseeable when it signed the contracts.
Portugalska je poleg tega menila, da tehnične težave, ki jih je imela ladjedelnica, niso bile predvidljive, ko je podpisala pogodbi.
Regarding the special coating used, the ship owner requested that this be extended to a larger number of tanks at an advanced stage of the project, which further delayed production.
Kar zadeva posebni premaz, je lastnik ladij v poznejši fazi projekta zahteval, da se posebni premaz uporabi na večjem številu cistern, kar je še bolj upočasnilo izdelavo.
In support of its arguments, Portugal submitted statements by the ship owner and by the classification society for the vessels in question, Det Norske Veritas, certifying that these new buildings should be considered of ‘high technical complexity on their segment’.
Portugalska je v podporo svojim stališčem predložila izjavi lastnika ladij in klasifikacijskega zavoda za zadevni plovili, Det Norske Veritas, ki potrjuje, da je treba zadevni novi plovili obravnavati kot „tehnično zelo zahtevni v svojem razredu“.
The classification society noted in particular that the new tanks comply with the highest ice strengthening requirements, high electronic technology for nautical safety, as well as high demanding building contract specifications for steel preparation and finishing as well as coating.
Klasifikacijski zavod je predvsem navedel, da nove cisterne ustrezajo najstrožjim zahtevam glede odpornosti proti ledu, da so opremljene z visoko razvito elektronsko tehnologijo za pomorsko varnost in da izpolnjujejo zahtevne specifikacije iz pogodb o gradbenih delih glede priprave, končne obdelave jekla in premaza.
Portugal also noted that there had been no known competition for these particular contracts from shipyards in the EU, which limited any distorting effects of the aid vis-à-vis EU shipyards.
Portugalski organi so navedli tudi, da ni znano, da bi pri teh dveh pogodbah konkurirala kakšna ladjedelnica iz EU, s čimer je bil omejen kakršen koli izkrivljajoči učinek pomoči v zvezi z ladjedelnicami EU.
Presence of aid within the meaning of Article 87(1) of the EC Treaty
Prisotnost pomoči v smislu člena 87(1) Pogodbe ES
Under Article 87(1) any aid granted to 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) je vsaka pomoč, dodeljena državi članici, 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 operating aid in question concerns financing from State resources of part of the costs the yard concerned would normally have to bear when building a vessel, thus benefiting the yard.
Zadevna pomoč za tekoče poslovanje zadeva financiranje nekaterih stroškov, ki bi jih morala pri gradnji plovila sicer kriti zadevna ladjedelnica, iz državnih sredstev, pri čemer ima torej ladjedelnica korist.
Therefore, the aid in question falls within the scope of Article 87(1) of the EC Treaty.
Zato zadevna pomoč spada na področje uporabe člena 87(1) Pogodbe ES.
Compatibility of the aid with the EC Treaty
Združljivost pomoči s Pogodbo ES
According to the Shipbuilding Regulation, ‘shipbuilding’ means building of self-propelled seagoing commercial vessels.
V skladu z Uredbo o ladjedelništvu pomeni izraz „gradnja ladij“ gradnjo morskih trgovskih plovil na lastni pogon.
Estaleiros Navais de Viana do Castelo S.A. builds these ships and consequently the aid to this shipyard falls under the scope of this Regulation.
Družba Estaleiros Navais de Viana do Castelo S.A. gradi take ladje in zato pomoč tej ladjedelnici spada na področje uporabe Uredbe.
Article 3(1) of the Shipbuilding Regulation states that a maximum ceiling of 9 % (for contract values bigger than EUR 10 million) of contract related operating aid for ships is allowed until 31 December 2000.
Člen 3(1) Uredbe o ladjedelništvu določa, da je do 31. decembra 2000 dovoljena zgornja meja s pogodbami povezane pomoči za tekoče poslovanje za plovila v višini 9 % (za pogodbene vrednosti, višje od 10 milijonov EUR).
According to Article 3(2) of the same Regulation, the aid ceiling applicable to the contract is the one in force at the date of the signature of the final contract.
V skladu s členom 3(2) Uredbe se za pogodbo uporablja tista zgornja meja pomoči, ki velja ob datumu podpisa končne pogodbe.
However, this does not apply to ships delivered more than three years from the signing of the contract.
Vendar pa se to ne uporablja za ladje, dobavljene več kot tri leta po podpisu pogodbe.
In such cases, the ceiling applicable to that contract shall be that in force three years before the date of delivery of the ship.
V takih primerih se za to pogodbo uporablja tista zgornja meja, ki je veljala tri leta pred datumom dobave ladje.
Consequently, the final delivery date for a vessel still qualifying for operating aid is 31 December 2003.
Zato je skrajni dobavni rok za plovilo, ki je še upravičeno do pomoči za tekoče poslovanje, 31. december 2003.
Article 3(2) of the Regulation 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 pa člen 3(2) Uredbe določa, da Komisija lahko „odobri podaljšanje triletnega dobavnega roka, kadar je to upravičeno zaradi tehnične zahtevnosti zadevnega ladjedelniškega projekta ali zamud, ki so posledica nepričakovanih tehtnih in opravičljivih ovir v delovnem programu ladjedelnice zaradi izjemnih okoliščin, ki so za družbo nepredvidljive in zunanjega izvora“.
It is noted that Portugal based its request on the technical complexity of the project associated with unforeseeable events, thereby addressing both types of exceptions.
Treba je opozoriti, da je Portugalska utemeljila svojo zahtevo s tehnično zahtevnostjo projekta, povezano z nepredvidljivimi dogodki, in se torej sklicevala na obe vrsti izjeme.
As regards the issue of technical complexity of the project, the Commission services requested the opinion of an outside expert.
Službe Komisije so v zvezi s tehnično zahtevnostjo projekta zaprosile za mnenje zunanjega strokovnjaka.
The following examines the Commission's conclusions in the light of the comments submitted by the expert, as well as those submitted by Portugal and interested parties.
Ugotovitve Komisije glede na pripombe, ki so jih predložili strokovnjak, Portugalska in zainteresirane stranke, so navedene v nadaljevanju.
Eligibility of the contracts for aid
Upravičenost pogodb do pomoči
It is noted that further to the transfer of ownership from Alpha Navigation to ABB Credit OY, the product type of the contracts remained the same — product/chemical tanker.
Treba je opozoriti, da je po prenosu lastništva z družbe Alpha Navigation na družbo ABB Credit OY, vrsta izdelka v pogodbah ostala enaka – tanker za prevoz proizvodov/kemikalij.
The weight of the vessels did not vary significantly when considering the range of variation for this product type.
Nosilnost plovil se ni bistveno spremenila glede na razpon teže za to vrsto izdelkov.
Furthermore, according to the information submitted by Portugal, ABB Credit Oy took over all rights and obligations that were those of Alpha Navigation in the original contracts and reimbursed the latter payments already made to ENVC. On the basis of the foregoing it can be concluded that the transfer of ownership did not in itself change the nature of the contracts and thereby their eligibility for aid.
Poleg tega je glede na podatke, ki jih je predložila Portugalska, družba ABB Credit OY prevzela vse pravice in obveznosti družbe Alpha Navigation iz izvirnih pogodb in tej družbi povrnila zneske, ki jih je že izplačala družbi Estaleiros Navais de Viana do Castelo S.A. Skladno s tem je mogoče ugotoviti, da prenos lastništva sam po sebi ni vplival na naravo pogodb in torej njuno upravičenost do pomoči.
Technical complexity of the project
Tehnična zahtevnost projekta
The comments submitted further to the initiation of the procedure confirm that there were elements of complexity of the project which can justify the extension of the delivery deadline requested by Portugal.
Pripombe, predložene po začetku postopka, potrjujejo, da je projekt imel posamezne zahtevne elemente, ki lahko upravičijo podaljšanje dobavnega roka, za katero je zaprosila Portugalska.
The Class I-A Super applied to these vessels is the more demanding in a scale of four, according to the thickness of the ice the vessel will have to overcome.
Nadgradnja teh plovil v razred „I-A Super“ je štirikrat bolj zahtevna zaradi debeline ledu, ki ga bosta morali premagati.
It prepares vessels to navigate in ice thickness of one metre and places specific demands on the structure.
Plovila usposobi za plutje po vodah z meter debelo ledeno skorjo in določa posebne zahteve glede zgradbe.
Such requirements have a major impact on the design of the project (hull, propulsion, networks) which must be adapted accordingly.
Te zahteve bistveno vplivajo na zasnovo plovila (trup, pogon, napeljave), ki jo je treba ustrezno prilagoditi.
The requirements concerning the preparation of the steel surface and the application of paint can be particularly demanding in the case of product/chemical tankers, in view of the risk associated with the type of products they are designed to transport.
Zahteve glede obdelave jeklene površine in nanosa barve so lahko posebno stroge pri tankerjih za prevoz proizvodov/kemikalij zaradi tveganja, povezanega z vrsto proizvodov, ki jih bodo prevažali.
It appears that in the case of vessels of Class I-A Super, the quality of the steel itself must be of a special grade, to ensure structural integrity at low temperatures.
Očitno mora biti pri plovilih razreda „I-A Super“ kakovost samega jekla izredno visoka, da zagotavlja strukturno celovitost pri nizkih temperaturah.
In the present case, the shipyard was faced at the outset with difficulties linked to the quality of the steel supplied, which had defaults that had to be corrected.
V zadevnem primeru je imela ladjedelnica na začetku težave zaradi kakovosti dobavljenega jekla z napakami, ki jih je bilo treba odpraviti.
In addition, the level of difficulty concerning the preparation of the steel surface was apparently magnified by the ship owner's own standards.
Poleg tega se je težavnost obdelave jeklene površine še povečala zaradi lastnih specifikacij lastnika ladje.