natgillin/translations-raw huggingface dataset:
The changes were then set out formally in an addendum to the original construction contract on 10 December 2003.
Spremembe so bile končno formalizirane dne 10. decembra 2003 v dopolnilu k prvotni ladjedelniški pogodbi.
Impact of natural disasters
Vpliv naravnih nesreč
On 31 October 2002 an earthquake hit the Molise region, affecting the shipyard, its employees and its suppliers.
Dne 31. oktobra 2002 je bil v deželi Molise potres, ki je vplival na ladjedelnico, delavce in dobavitelje.
Subsequently, between 23 and 25 January 2003 the region was hit by floods which had further devastating consequences for the shipyard, its employees and its suppliers.
Nato so bile med 23. 1. 2003 in 25. 1. 2003 v deželi poplave z nadaljnjimi uničujočimi posledicami za ladjedelnico, delavce in dobavitelje.
Those two natural disasters caused the shipyard direct injury on account of the inactivity of the labour force and indirect injury following the unilateral revoking of contracts by local undertakings subcontracted for the work on ship C.180 because of the damage caused by the natural disasters to the production infrastructure of their suppliers.
Ti dve naravni nesreči sta ladjedelnici povzročili neposredno škodo zaradi zastoja dela in posredno škodo zaradi enostranskega preklica pogodb s strani lokalnih podjetij, ki so kot podizvajalci opravljala delo, povezano z ladjo C.180, in so kot razlog navedla škodo, ki so jo naravne nesreče povzročile poslovni infrastrukturi njihovih dobaviteljev.
In particular, the Italian authorities argued that those events adversely affected the engineering work preparatory to the actual construction work on the ship.
Italijanski organi so zlasti zatrjevali, da so zgoraj navedeni dogodki vplivali na pripravljalno inženirsko delo pri izgradnji ladje.
The Italian authorities acknowledge that both events took place during the contract-suspension period but affirm that they still disrupted the shipyard’s work programme and emphasise that, for both events, the state of emergency declared by decree of the President of the Council of Ministers lasted until 1 February 2004.
Čeprav sta se obe naravni nesreči pripetili v obdobju prekinitve ladjedelniške pogodbe, italijanski organi trdijo, da so ti dogodki kljub temu ovirali proizvodne projekte ladjedelnice, s poudarkom na dejstvu, da je bilo za obe naravni nesreči razglašeno izredno stanje do 1. februarja 2004 z uredbo predsednika Sveta ministrov.
Moreover, the Italian authorities emphasise the urgency of the aid in light of the shipyard’s limited financial and industrial resources and the fact that the contract price of the vessel was established on the basis of the aid provided for by law.
Italijanski organi so poudarili potrebo po pomoči zaradi omejenih finančnih sredstev in industrijskih virov ladjedelnice, glede na to da je bila pogodbena cena ladje določena ob upoštevanju subvencij, ki bi bile dodeljene po zakonu.
The Italian authorities also affirm that, if the delivery limit is not extended (execution stood at 25,65 % at 16 December 2003) with the result that aid is not granted, the ship cannot be completed without enormous economic damage to the yard, together with job losses at both the yard and the undertakings working for it.
Poleg tega po mnenju italijanskih organov, če se ne odobri podaljšanje končnega roka za dobavo ladje (katere stopnja izgradnje je bila 25,65 % dne 16. 12. 2003) in zato izgradnja ni upravičena do pomoči, ladja ne more biti dokončana brez ogromne ekonomske škode za ladjedelnico, ki bi imela za posledico izgubo delovnih mest tako za ladjedelnico kot tudi za podjetja, ki delajo za ladjedelnico.
The Italian authorities add that the shipowner Marnavi and the shipyard have agreed to cancel the contract for the construction of another ship, C.173, whose construction had been disrupted by the events referred to above, and to transfer the supplies available for that ship to ship C.180.
Italijanski organi so namreč poudarili, da sta se lastnik ladje Marnavi in ladjedelnica dogovorila za razveljavitev ladjedelniške pogodbe neke druge ladje, imenovane C.173, katere izgradnjo so ovirali zgoraj navedeni dogodki, in za uporabo razpoložljivega potrošnega materiala pri ladji C.180.
Overview of the delays incurred for the delivery of ship C.180
Pregled zamud pri dobavi ladje C.180
Cause of delay
Razlog za zamudo
Problems
Težave
Delay
Zamuda
(months)
(št. mesecev)
Additional months required
Dodatno število mesecev
Events of 11.9.2001:
Dogodki 11. 9. 2001:
suspension and late reactivation of order
prekinitev in zapoznelo ponovno naročilo Marnavi.
(shipowner)
(lastnik ladje)
Suspension of the contract from 1.10.2001 to 30.9.2003
Prekinitev pogodbe od 1. 10. 2001 do 30. 9. 2003
Suspension revoked on 29.9.2003
Preklic prekinitve dne 29. 9. 2003
Not specified
Ni določeno
Technical modifications
Tehnične spremembe Marnavi.
Modification of tanks’ size and number, ship length and width
Spremembe glede velikosti in števila rezervoarjev, dolžine in širine ladje
Delays due to natural disasters affecting the Molise region:
Zamude zaradi naravnih nesreč, ki so prizadele deželo Molise:
Earthquake on 31.10.2002
Potres 31. 10. 2002
Floods 23 to 25.1.2003
Poplave od 23. do 25.
Impact of natural disasters on the shipyard, its employees and its subcontractors
Višja sila Vpliv naravnih nesreč na ladjarja, delavce in podizvajalce
More than 26 months
Več kot 26 mesecev
More than 2 months
Več kot 2 meseca
Extension requested
Zahtevano podaljšanje roka
10 months
10 mesecev
In deciding to initiate the procedure, the Commission thought it doubtful that any of the causes of delay invoked in this case complied with Article 3(2), second subparagraph, of the Shipbuilding Regulation and so doubted that the measure was compatible with the common market under Article 87(3)(e) of the EC Treaty.
Komisija je v svoji odločitvi o začetku postopka upoštevala pomislek, da navedeni razlogi, ki naj bi upravičili zamudo v zadevi, niso v skladu z drugim pododstavkom člena 3(2) uredbe o ladjedelništvu, in je zato imela pomisleke, da je zadevni ukrep nezdružljiv s skupnim trgom v smislu člena 87(3)(e) Pogodbe ES.
In order to allay the doubts expressed by the Commission in the decision to initiate the procedure, the Italian authorities submitted additional explanations and data supporting their views concerning the eligibility of the grounds for extending the delivery limit and the compatibility of the measure in question.
Da bi odpravili pomisleke Komisije pri odločitvi o začetku postopka, so italijanski organi zagotovili dodatne informacije in pojasnila, s katerimi so podprli svojo trditev glede upravičenosti razlogov za podaljšanje dobavnega roka in tudi glede združljivosti zadevnega ukrepa.
Concerning the impact of the events of 11 September 2001
Glede vplivov dogodkov 11. septembra 2001 Italijanski organi so trdili, da gre za dogodke, ki so izjemni, nepredvidljivi in zunanji za ladjedelnico, ter v nasprotju z mnenjem Komisije trdili, da so navedli nepričakovane motnje, ki so za program dela ladjedelnice resne in utemeljene.
The Italian authorities thus maintain that these tragic events had a similar effect on the ship in question, and that contrary to the Commission’s view, the impact of these events is not confined to cruise ships.
Italijanski organi torej trdijo, da so ti tragični dogodki na podoben način vplivali na zadevno ladjo in da v nasprotju z mnenjem Komisije njihov vpliv ni omejen na potniške ladje.
Accordingly, they reiterate their view that the impact of the above events satisfies the provisions of Article 3(2), second subparagraph, third sentence, of the Shipbuilding Regulation.
Zato italijanski organi zagovarjajo svoje stališče, na podlagi katerega je vpliv zgoraj navedenih dogodkov v skladu z določbami tretjega stavka drugega pododstavka člena 3(2) uredbe o ladjedelništvu.
The Italian authorities supplied information concerning the changes made to ship C.180.
Italijanski organi so zagotovili informacije v zvezi s spremembami ladje C.180.
Thus, in November 2002 the shipowner decided to abandon construction of one of the ships at the yard so that the yard could focus its efforts on the completion of a single ship.
Zato je lastnik ladje novembra 2002 odpovedal izgradnjo ene od ladij pri ladjedelnici, da bi se slednja lahko osredotočila na dokončanje ene same.
In practice, this was done firstly by rebaptising C.173 as C.180, the larger of the vessels ordered by the shipowner, secondly by asking for substantial changes to C.180’s basic structural specifications,, and, finally, by revoking the contract for C.173.
V praksi je do tega prišlo predvsem s preimenovanjem ladje C.173 v ladjo C.180 – ki je bila največja izmed ladij naročenih s strani lastnika ladje – in drugič, z zahtevo za bistvene spremembe temeljnih strukturnih značilnosti ladje C.180 ter končno s prekinitvijo pogodbe za ladjo C.173.
As a result, ship C.180 (ex C.173) is now larger and faster and has an increased capacity and a higher contract price compared with the original C.173, but its overall specifications are inferior to the original C.180 contract.
Posledično je C.180 (prej C.173) postala večja in hitrejša ladja z večjo zmogljivostjo in višjo ceno kot prvotna C.173, celotne značilnosti pa so v primerjavi s prvotno pogodbo glede ladje C.180 slabše.
However, the Italian authorities point out that these changes have contributed only indirectly to delaying the construction of the ship and that the delay is, in fact, attributable to the impact of the natural disasters, which led to revocation of the contract by the consulting firm that had been hired to design the modifications to C.180 (ex C.173).(iii) Impact of natural disasters (earthquake of 31 October 2002 and floods of 23 to 25 January 2003)
Vendar italijanski organi izjavljajo, da so zgoraj navedene spremembe samo posredno vplivale na zamudo pri izgradnji ladje in da so zamude nastale zaradi posledic naravnih nesreč, ki so povzročile prekinitev pogodbe s strani podjetja za svetovanje, ki je izdelalo načrt za spremembo ladje C.180 (prej C.173). (iii) Vpliv naravnih nesreč (potres z dne 31. 10. 2002 in poplave od 23. 1 2003–25. 1.
The Italian authorities underline the importance and impact of the disasters which struck the region where the shipyard is located.
Italijanski organi poudarjajo pomen in posledice zgoraj navedenih naravnih nesreč, ki so prizadele regijo, kjer se nahaja ladjedelnica.
Generally, they recall that, in view of the scale of the natural disasters that had occurred and the high risk to private and public welfare, a state of emergency was declared in the region until 30 June 2003 by the decree of the President of the Council of Ministers of 31 October 2002, which was subsequently extended until 1 February 2004 by the decree of the President of the Council of Ministers of 31 January 2003.
Slednji na splošno opozarjajo, da je bilo ob upoštevanju obsežnosti območja, ki so ga naravne nesreče prizadele, ter povečanega tveganja za javno in zasebno blaginjo v regiji razglašeno izredno stanje z uredbo predsednika Sveta ministrov z dne 31. 10. 2002, v kateri je bilo izredno stanje določeno do 30. 6.
The Italian authorities also draw the Commission’s attention to the fact that following these events, the Commission authorised, as part of the revision of the regional aid maps, the extension of these maps in view of the impact of the natural disasters on the region of Molise and on Termoli, the area where the yard is located.Concerning the shipyard, the Italian authorities supplied information showing that, in the wake of the above natural disasters, the yard’s work programme suffered delays between November 2002 and February 2003 owing to the initial delay and subsequent cancellation of numerous contracts by several contractors supplying the yard with essential services and supplies for the construction of the vessel C.180 (ex C.173).(iv) Suspension of the work on C.180 (ex C.173) in 2004
2003 in pozneje podaljšano do 1. februarja 2004 z uredbo z dne 31. 1. 2003. Zgoraj navedeni organi Komisijo opozarjajo tudi na dejstvo, da je po teh dogodkih v okviru pregleda karte regionalnih pomoči odobrila podaljšanje ob upoštevanju vpliva naravnih nesreč, ki so prizadele regije Molise in Termoli, oziroma območje na katerem se nahaja ladjedelnica. Italijanski organi so posredovali informacije glede ladjedelnice, da je bil po zgoraj navedenih naravnih nesrečah v obdobju od novembra 2002 do februarja 2003 program dela ladjedelnice v zamudi, ki je bila posledica prvotne zamude in s tem povezanih prekinitev številnih pogodb s strani različnih pogodbenikov, ki so ladjedelnici dobavljali material in storitve, bistvene za izgradnjo ladje C.180 (prej C.173).(iv) Prekinitev del na ladji C.180 (prej C.173) v letu 2004
In July 2005, responding to the opening of the investigation, the Italian authorities informed the Commission that approximately 66 % of the construction work on the vessel had been completed but that work had been suspended by the yard and that the vessel had been launched in August 2004 pending the Commission’s authorisation of the extension of the delivery limit.
Julija 2005 so italijanski organi v odgovor na začetek postopka preiskave Komisijo obvestili, da je bilo dokončano skoraj 66 % izgradnje, vendar je ladjedelnica prekinila izgradnjo in ladja je bila splavljena avgusta 2004 med čakanjem, da bo Komisija odobrila podaljšanje dobavnega roka.
Accordingly, in line with the request of the shipowner and the yard, it is argued that the 10 months’ extension should start from the Commission’s decision to authorise the requested extension.
Zato se v skladu z zahtevo lastnika ladje in ladjedelnice meni, da mora desetmesečno podaljšanje roka začeti veljati z odločbo Komisije, s katero se odobri zahtevano podaljšanje.
The Italian authorities conclude that the causes of the delays in this case comply with Article 3(2), second subparagraph, of the Shipbuilding Regulation and that the 10-month extension of the three-year delivery limit as from the date of adoption of the Commission’s final decision is compatible with the common market within the meaning Article 87(3)(e) of the EC Treaty.
Italijanski organi zaključujejo, da so razlogi, s katerimi upravičujejo zamude v tej zadevi, skladni z določbami drugega pododstavka člena 3(2) uredbe o ladjedelništvu in da je podaljšanje triletnega dobavnega roka za 10 mesecev, ki začne veljati na dan sprejetja končne odločitve Komisije, združljivo s skupnim trgom v smislu člena 87(3)(e) Pogodbe ES.
According to Article 87(1) of the EC 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 is, in so far as it affects trade between Member States, incompatible with the common market.
Člen 87(1) Pogodbe ES določa, da če vplivajo na izmenjavo med državami članicami, so s skupnim trgom nezdružljive tiste pomoči, ki jih v kakršni koli obliki odobrijo države ali se izplačujejo iz državnih virov in ki zaradi dajanja prednosti nekaterim podjetjem ali proizvajalcem izkrivljajo konkurenco ali pomenijo tveganje za njeno izkrivljanje.
Pursuant to the established case-law of the European Court of Justice, the criterion of trade being affected is met if the recipient firm carries out an economic activity involving trade between Member States.
V skladu z ustaljeno sodno prakso Sodišča evropskih skupnosti do izkrivljanja trgovine pride, če upravičeno podjetje opravlja gospodarsko dejavnost, ki vključuje trgovino med državami članicami.
According to 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.
Člen 87(3)(e) Pogodbe določa, da so s skupnim trgom združljive druge vrste pomoči, kakršne lahko Svet določi v odločbi, ki jo sprejme s kvalificirano večino na predlog Komisije.
The Commission notes that the Council adopted the Shipbuilding Regulation on this basis on 29 June 1998.
Komisija ugotavlja, da je Svet na tej pravni podlagi 29. junija 1998 sprejel uredbo o ladjedelništvu.
Although the Shipbuilding Regulation expired on 31 December 2003, its provisions must still be applied in assessing requests for an extension of the delivery limit since the matter concerns aid granted under that Regulation and since the Shipbuilding Framework does not provide any guidance for such requests.
Čeprav je navedena uredba prenehala veljati 31. decembra 2003, se njene določbe še vedno uporabljajo pri presoji zahtev za podaljšanje končnega dobavnega roka, ker pomoč temelji na isti uredbi in ker ureditev državnih pomoči za ladjedelništvo ne daje smernic glede takšnih zahtevkov.
The Commission notes that the issue of the extension of the delivery limit is decisive for establishing the admissibility of the contract in question for operating aid under Article 3 of the Shipbuilding Regulation.
Komisija ugotavlja, da je vprašanje podaljšanja dobavnega roka bistveno za ugotavljanje upravičenosti pomoči za tekoče poslovanje za to pogodbo v skladu z določbami člena 3 uredbe o ladjedelništvu.
The operating aid in question consists of financing from state resources for some of the costs that the yard in question would normally have to bear when building a vessel.
Zadevna pomoč za tekoče poslovanje vključuje financiranje iz državnih sredstev dela stroškov, ki jih ima praviloma ladjedelnica za izgradnjo ene ladje.
Moreover, shipbuilding is an economic activity involving trade between Member States.
Treba je dodati, da je ladjedelništvo gospodarska dejavnost, ki vključuje trgovino med državami članicami.
Therefore, the aid in question falls within the scope of Article 87(1) of the Treaty.
Zadevna pomoč spada torej v področje uporabe člena 87(1) Pogodbe.
According to the Shipbuilding Regulation, ‘shipbuilding’ means the building of self-propelled seagoing commercial vessels.
Opozarja se, da na podlagi uredbe o ladjedelništvu „ladjedelništvo“ pomeni izgradnjo morskih trgovskih plovil na lasten pogon.
The vessel built by Cantieri Navali Termoli, a chemical tanker, is a self-propelled seagoing vessel providing specialised maritime services, namely the transportation of chemical and petroleum products, and thus falls within the scope of Article 1(a) of the Regulation.
Ladja, zgrajena v ladjedelnici Cantieri Navali Termoli – oziroma tanker – je morsko plovilo na lasten pogon, namenjeno specializiranim pomorskim storitvam, oziroma prevozu kemikalij in naftnih derivatov, in zanjo zato veljajo določbe zgoraj navedene uredbe, in sicer člena 1(a).
Article 3(1) of the Shipbuilding Regulation provides for a ceiling of 9 % for contract-related operating aid for ships until 31 December 2000.
Člen 3(1) uredbe o ladjedelništvu določa do 31. decembra 2000 najvišji prispevek v višini 9 % iz naslova pomoči za tekoče poslovanje v povezavi s pogodbo.
According to Article 3(2), the aid ceiling applicable to the contract is that in force on the date on which the final contract is signed.
Na podlagi člena 3(2) te uredbe je najvišji znesek pomoči, ki se uporablja za pogodbo, znesek, določen na dan podpisa končne pogodbe.
However, this does not apply to ships delivered more than three years after the signing of the contract.
Vendar se to ne uporablja za ladje, ki so bile dobavljene po več kot treh letih od podpisa pogodbe.
In such cases, the ceiling applicable is that in force three years before the date of delivery of the ship.
V teh primerih je najvišji znesek enak tistemu, ki je bil določen tri leta pred dobavo ladje.
Therefore, the last delivery date for a vessel still to qualify for operating aid was, in principle, 31 December 2003.
Končni dobavni rok za ladjo, ki je še vedno lahko upravičena do pomoči za tekoče poslovanje, je torej bil 31. december 2003.
The proposed aid for the vessel in question would be granted under Article 3 of Law No 88 of 16 March 2001, authorised by the Commission, as state aid No 502/00.
Pomoč, predvidena za zadevno ladjo, bi bila izplačana na podlagi člena 3 Zakona št. 88 z dne 16. 3. 2001, ki jo je Komisija odobrila v okviru državne pomoči št. N 502/00.
It amounts to some EUR 3,9 million for ship C.180, which is no more than 9 % of the contract value.
Izplačan znesek bi znašal približno 3.9 milijonov EUR za ladjo C.180, oziroma ne več kot 9 % vrednosti zadevne pogodbe.
Article 3(2), second subparagraph, third sentence, of the Shipbuilding Regulation stipulates that: ‘the Commission may, however, 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.’ The Commission notes that the extension is sought because Cantieri Navali Termoli could not finish the vessel referred to above on account of unexpected delays external to the company.
Tretji stavek drugega pododstavka člena 3(2) uredbe o ladjedelništvu določa: „Komisija lahko odobri podaljšanje triletnega roka, če to upravičuje tehnična zahtevnost posameznega ladjedelniškega projekta ali zamude zaradi nepričakovanih motenj, ki so precejšnje in upravičene, in so vplivale na program dela ladjedelnice, povzročile pa so jih okoliščine, ki so izjemne nepredvidljive in zunanje za podjetje.“ Komisija poudarja, da je razlog zahteve za podaljšanje nezmožnost ladjedelnice Cantieri Navali Termoli, da bi dokončala zgoraj navedeno ladjo zaradi zamud, ki so nepredvidljive in zunanje za podjetje.
The Shipbuilding Regulation requires that the circumstances justifying the extension of the delivery limit be (a) exceptional, (b) unforeseeable and (c) external to the company.
Uredba o ladjedelništvu določa, da mora razlog za podaljšanje končnega dobavnega roka temeljiti na okoliščinah, ki so (a) izjemne, (b) nepredvidljive in (c) zunanje za podjetje.
What must also be established is (d) causality between these events and the unforeseen disruptions which caused the delay, (e) their duration and (f) the substantial and defensible nature of these disruptions.
Dokazati je treba tudi (d) vzročno zvezo med temi dogodki in nepričakovanimi motnjami, ki so povzročile zamudo, in tudi (e) trajanje takšnih motenj ter njihovo (f) resno in utemeljeno naravo.
The following paragraphs set out the assessment of the arguments invoked by the Italian authorities.
V naslednjih točkah je povzeta ocena navedb italijanskih organov
Impact of the events of 11 September 2001
Vpliv dogodkov 11. septembra 2001 Glede te navedbe je Komisija seznanjena z nepredvidljivostjo teh dogodkov, ki so za ladjedelnico zunanji.
The Commission has here acknowledged that these events were unforeseeable and external to the shipyard.
Vendar v skladu s prejšnjimi odločitvami Komisije, v tem primeru tega razloga ni mogoče upoštevati.
However, in line with past Commission's decisions, the impact of these events cannot be accepted in this case since, according to settled Commission decision-making practice, ‘reduced economic growth, or a worsening of the market situation for a type of ship, cannot be considered an exceptional circumstance in the sense of Article 3(2) of the Shipbuilding Regulation’.
V skladu z ustaljeno prakso Komisije glede odločitev se namreč„upočasnjen gospodarski razvoj ali poslabšanje razmer na trgu v zvezi z eno vrsto ladje ne moreta šteti za izjemen dogodek v smislu člena 3(2) uredbe o ladjedelništvu“. Opozoriti je treba, da je bil ta razlog upoštevan samo za potniške ladje zaradi neposrednega vpliva teh dogodkov na to vrsto ladij, medtem ko se šteje, da so imeli ti dogodki na druge vrste ladji posreden vpliv in bolj splošen učinek.