natgillin/translations-raw huggingface dataset:
It also doubted that the investments in conservation and in extension of the ship lift constituted eligible investments as their objective did not seem to be the improvement of the productivity of existing installations.
Komisija je tudi dvomila, ali naložbe v obrate za konzervacijo in podaljšanje ladijskega dvigala pomenijo upravičene naložbe, ker ni videti, da bi bil njihov cilj povečanje produktivnosti teh obratov.
In addition, the Commission had misgivings that the investments by VWS might lead to an increase in capacity at the yard that might not be compatible with the Framework on State aid to shipbuilding (the Framework) [6] or with the common market.
Poleg tega je imela Komisija pomisleke, ali bi naložbe ladjedelnice VWS lahko povečale zmogljivosti ladjedelnice, ki ne bi bile združljive z Okvirom za državno pomoč ladjedelništvu [6] in skupnim trgom.
The Commission received comments from the beneficiary, from the German Shipbuilding and Ocean Industries Association and from the Danish Maritime Industries Association.
Komisija je prejela pripombe upravičenke, nemškega Združenja za ladjedelništvo in pomorsko tehnologijo ter danskega združenja za pomorsko gospodarstvo.
Comments from the beneficiary (VWS)
Pripombe upravičenke (VWS)
In its comments VWS points out that the aim of the investment project was to increase productivity and to improve capacity utilisation.
VWS v svojih pripombah poudarja, da je cilj naložbenega projekta povečanje produktivnosti in zmogljivosti obstoječih obratov.
Moreover, an increase in the total capacity of the yard is not the purpose of the investment project, nor does the implementation of the investment project have such an effect.
Poleg tega povečanje zmogljivosti ladjedelnice ni cilj naložbenega projekta in izvedba projekta niti nima takšnega učinka.
The project is instead a precondition for the product innovation at which VWS is aiming and for entering the market segment of panamax vessels.
Naložbeni projekt je namreč predpogoj za inovacijo proizvodov, za katero si VWS prizadeva, in za vstop na tržni segment ladij panamax.
VWS points out that the market for vessels of between 2500 TEU [7] and 4999 TEU is the optimal market segment for the yard as the segment has the highest sales potential worldwide and competitive pressure within Europe is low.
VWS meni, da je trg za ladje z nosilnostjo med 2500 in 4999 TEU [7] optimalen tržni segment za ladjedelnico, ker ima ta segment največji prodajni potencial po svetu, konkurenčni pritisk v Evropi pa je nizek.
VWS furthermore points out that, when the yard was rebuilt in the period from 1993 to 1998, it was already conceived as a panamax yard, as can be seen from the fact that the size of the shipbuilding hall is adapted to the size of panamax vessels.
Poleg tega VWS poudarja, da je bila ladjedelnica v času, ko je bila v predelavi med letoma 1993 in 1998, že mišljena kot ladjedelnica, usmerjena v gradnjo ladij panamax, kar je razvidno iz ustrezne velikosti hale za izdelovanje ladij.
However, at that time, it could not be foreseen that market demand would increasingly turn to panamax vessels.
Vendar pa v času predelave ladjedelnice ni bilo mogoče predvideti, da se bo povpraševanje na svetovnem trgu preusmerilo k ladjam panamax.
As Bremer Vulkan, which was the owner of VWS at the time, already had yards capable of building panamax vessels, its plans envisaged the production of smaller vessels at VWS and a ship lift with a length of 230 m was thus considered sufficient.
Ker je Bremer Vulkan – takratni lastnik VWS – že imel ladjedelnico, ki bi lahko izdelovala ladje panamax, je bila v konceptu podjetja Bremer Vulkan za ladjedelnico VWS predvidena gradnja manjših vrst ladij, ladijsko dvigalo, dolgo 230 metrov, pa se je tako štelo za zadostno.
VWS explains that the market situation for VWS has changed in recent years because of several factors.
VWS navaja, da se je položaj na trgu za VWS v zadnjih letih spremenil na podlagi različnih dejavnikov.
Bremer Vulkan does not exist anymore.
Bremer Vulkan ne obstaja več.
The market demand for the original product mix of VWS is not sufficient and so the yard has specialised in container vessels of up to 3000 TEU and large specialised offshore vessels.
Zaradi nezadostnega povpraševanja po prvotni ponudbi VWS se je ladjedelnica osredotočila na kontejnerske ladje z do 3000 TEU ter na velike specializirane oskrbovalne „offshore“ ladje.
Since there is no longer any demand for bulk carriers, fishing vessels, ferries, passenger vessels or tankers, which were part of the original product mix of VWS, these vessels are no longer being built.
Po ladjah za prevoz razsutega tovora, ribiških ladjah, trajektih, potniških ladjah in tankerjih, ki so bili del prvotne ponudbe ladjedelnice VWS, ni več povpraševanja in se zato ne izdelujejo več.
VWS also points out that the market for smaller container vessels is characterised by strong competition in Germany and, to some extent, in Poland, whereas the larger container vessels of the panamax class are built by only a very few European yards.
VWS poleg tega pojasnjuje, da trg za manjše kontejnerske ladje zaznamuje močan konkurenčni pritisk v Nemčiji in delno na Poljskem, medtem ko večje kontejnerske ladje razreda panamax izdeluje le malo evropskih ladjedelnic.
It argues that its technical equipment, in particular the shipbuilding hall, already allows the construction of panamax vessels.
VWS navaja, da tehnična oprema VWS, zlasti hala za izdelovanje ladij, že omogoča gradnjo ladij panamax.
However, in order to build panamax vessels efficiently, changes in the technical equipment of the yard are necessary.
Za učinkovito gradnjo ladij panamax pa so vendar potrebne tehnične spremembe v ladjedelnici.
Panamax vessels have a length of 295 m. Without changes in the technical equipment of the yard, this would mean building these vessels using 170 sections per vessel, which would increase handling by between 60 % and 70 % if the size of the sections remained unchanged.
Ladje panamax so dolge 295 metrov. Te ladje bi morale biti brez spreminjanja tehničnih obratov izdelane iz 170 sestavnih elementov na ladjo, kar bi pri nespremenjeni velikosti sestavnih elementov povečalo predelavo med 60 in 70 %.
As the market price of these vessels is, however, only between 20 % and 23 % higher, VWS has to increase productivity if it is to build these vessels efficiently.
Ker pa je tržna cena teh ladij višja samo za 20 do 23 %, mora VWS za učinkovito gradnjo teh ladij povečati svojo produktivnost.
Investments in enlarging two of the existing conservation facilities and expanding the production of panels and sections are thus necessary if sections of up to 32 m are to be built and treated.
Zato so naložbe v povečanje dveh obstoječih kabin z obrati za konzervacijo ter v proizvodnjo panelov in gradnjo sestavnih elementov neizogibne, da bi se omogočila izdelava in predelava sestavnih elementov, dolgih do 32 metrov.
However, such an operation would entail risks and increase costs.
Vendar takšen postopek skriva različna tveganja in zahteva višje stroške.
As regard the capacity of the yard, VWS states that total capacity measured in CGT will not increase.
Glede zmogljivosti ladjedelnice VWS navaja, da skupna zmogljivost ladjedelnice, izmerjena v CGT, ne bo povečana.
In 2005 VWS built six container vessels of 2500 TEU, equivalent to 110000 CGT.
VWS je leta 2005 izdelala šest kontejnerskih ladij, velikih 2500 TEU, kar ustreza 110000 CGT.
This required the processing of 56000 tonnes of steel taking up 1725000 working hours.
Pri tem je bilo v 1,725 milijona delovnih ur predelanih 56000 ton jekla.
After completion of the investment project, the yard will be able to deliver seven panamax vessels in 2006 and 2007 using 64000 tonnes of steel and 1900000 working hours per year.
Po zaključku naložbenega projekta bo lahko ladjedelnica v letih 2006 in 2007 izdelala sedem ladij panamax ter pri tem porabila 64000 ton jekla in 1,9 milijona delovnih ur letno.
Output will be 108000 CGT in 2006 and in 2007.
To ustreza 108000 CGT v letih 2006 in 2007.
With CGT unchanged, the amount of steel processed and the number of working hours taken up will increase by 14 %.
Pri nespremenjenem CGT bodo delovne ure in predelana količina jekla večja za 14 %.
VWS stresses that it signed the contracts for the construction of panamax vessels in 2003, when the trend away from smaller vessels to larger vessels of the panamax class started to pose a serious threat to the viability of the yard if it continued building smaller vessels.
VWS poudarja, da so bile pogodbe za gradnjo ladij panamax sklenjene leta 2003, ko se je povpraševanje od manjših ladij preusmerilo k večjim ladjam razreda panamax, in da bi ta preusmeritev povpraševanja resno ogrozila ohranitev ladjedelnice, če bi ladjedelnica še naprej izdelovala le manjše ladje.
An analysis of the yard’s production flow showed that the investments in question would allow larger ships to be built with a degree of productivity that would be competitive.
Preiskava poteka gradnje ladij v ladjedelnici je pokazala, da je z zadevno naložbo možna gradnja večjih ladij s produktivnostjo, ki bi bila konkurenčna.
The only yards active in the market segment for vessels of between 2500 and 4000 TEU (22000 to 50000 CGT), i.e. the market segment that will in future be served by VWS, are the German yards of Aker TW (HDW and Schichau Seebeck) and the Polish yards in Gdynia and Szczecin.
V tržnem segmentu za ladje, velikosti med 2500 in 4000 TEU (22000 do 50000 CGT), tj. v prihodnjem segmentu VWS, so dejavne zgolj naslednje ladjedelnice: nemška ladjedelnica Aker TW (HDW in Schichau Seebeck) ter poljski ladjedelnici v Gdynia in Stettin.
The market share of European yards in this segment is 26,3 %, behind Korea (39,1 %) and ahead of China (24,8 %).
Evropske ladjedelnice imajo v tem segmentu drugi največji tržni delež, ki znaša 26,3 %, takoj za Korejo z 39,1-odstotnim in pred Kitajsko s 24,8-odstotnim tržnim deležem.
Korea and China are therefore the main competitors in this segment and will determine the competitive conditions in the future.
Koreja in Kitajska sta tudi v tem segmentu najmočnejša konkurenta in bosta v prihodnje določala konkurenčne pogoje.
If VWS did not enter the panamax market, it would remain in the market for offshore vessels, which is characterised by strong intra-European competition, and would rule itself out of participation in the fast-growing segment for panamax vessels.
Če ladjedelnica VWS ne bi vstopila na trg za ladje panamax, bi bila še naprej dejavna na trgu za ladje feeder, ki ga zaznamuje močna konkurenca znotraj Evrope, ter bi se sama izključila iz hitro rastočega trga za ladje panamax.
VWS submitted figures showing that the market is increasingly turning towards larger vessels and that the segment for vessels of 2500 to 5000 TEU is showing above-average growth.
Ladjedelnica VWS je predložila podatke, ki dokazujejo preusmeritev trga k večjim ladjam in nadpovprečno rast pri ladjah, velikosti med 2500 in 5000 TEU.
The German Shipbuilding and Ocean Industries Association (the Association) observes that the Commission’s concern about a potential increase in capacity cannot follow from the Framework on State aid to shipbuilding.
Nemško Združenje za ladjedelništvo in pomorsko tehnologijo (v nadaljnjem besedilu „Združenje“) meni, da Okvir za državno pomoč ladjedelništvu ne more biti podlaga za pomisleke Komisije glede morebitnega povečanja zmogljivosti.
Its misgivings are not justified by the current market situation and, in particular, the planned aid will not distort competition.
Pomisleki tudi niso utemeljeni s trenutnim položajem na trgu, zlasti pa načrtovana pomoč ne povzroča izkrivljanja konkurence.
The Association argues that the orientation of the EU policy on State aid to shipbuilding has changed over time.
Združenje meni, da se je usmeritev politike EU na področju državnih pomoči za ladjedelništvo v zadnjih letih spremenila.
The Framework does not contain any provision that would prohibit the granting of investment aid in order to increase capacity.
Okvir za državno pomoč ladjedelništvu ne navaja določb, ki bi prepovedovale dodelitev pomoči za naložbe za povečanje zmogljivosti.
The Association presumes therefore that such a provision was no longer considered appropriate.
Združenje meni, da takšne določbe niso več smotrne.
It also points out that the Framework dispenses as far as possible with any sector-specific rules.
Združenje tudi poudarja, da so se sektorske ureditve v Okviru za državno pomoč ladjedelništvu včasih čim bolj opuščale.
Other types of aid, e.g. restructuring aid, are covered by the general State aid rules.
Druge vrste pomoči, kot je pomoč za prestrukturiranje, spadajo med splošne predpise za državne pomoči.
The Association also maintains that a restrictive interpretation of the rules would run counter to the LeaderSHIP 2015 initiative, which is one of the measures for implementing the Lisbon Strategy.
Združenje tudi navaja, da je ozka razlaga predpisov v nasprotju s pobudo „LeaderSHIP 2015“, ki je del izvajanja Lizbonske strategije.
The competitiveness and productivity of the European industry should be increased through investment in research, development and innovation, including in modern production equipment.
Konkurenčnost in produktivnost evropskega gospodarstva je treba povečati z naložbami v raziskave, razvoj in inovacije, zato so nujne tudi naložbe v sodobne proizvodne naprave.
If State aid for investment cannot be linked to capacity increases, this would go against the objective of LeaderSHIP 2015, and in particular the objective of safeguarding and expanding the industry’s position in selected market segments.
Če državne pomoči za naložbe ne bi bile povezane s povečanjem zmogljivosti, bi bilo to v nasprotju s ciljem pobude „LeaderSHIP 2015“, zlasti s ciljem, da se zagotovi in utrdi položaj določenih tržnih segmentov.
One such segment comprised small and medium-sized container vessels, where Europe is still in a very good market position vis-à-vis Korea and China.
Eden od teh tržnih segmentov je trg za majhne in srednje kontejnerske ladje, na katerem ima Evropa v primerjavi s Korejo in Kitajsko še vedno zelo dober tržni položaj.
The Association argues that the planned investments will not distort competition.
Združenje meni, da načrtovane naložbe ne izkrivljajo konkurence.
There is currently no overcapacity as the world shipbuilding market is experiencing a boom.
Trenutno ni presežnih zmogljivosti, saj je svetovni ladjedelniški trg v razcvetu.
Demand continues to be favourable, although some weakening is to be expected in 2008/2009.
Povpraševanje je še vedno ugodno, čeprav je v letih 2008 in 2009 pričakovati rahel upad.
With world trade growing steadily, maritime transport is also expanding, and in particular the transport of industrial goods on container ships.
Z nenehno rastočo svetovno trgovino raste tudi pomorski promet. To še zlasti velja za prevoz industrijskega blaga s kontejnerskimi ladjami.
Demand for such vessels can thus be expected to grow further.
Povpraševanje po teh vrstah ladij zato še naprej raste.
The planned investments will enable VWS to build container vessels of up to 5000 TEU.
Načrtovane naložbe bodo ladjedelnici VWS omogočile izdelovanje kontejnerskih ladij do 5000 TEU.
Until now, it was able to build only vessels of up to 3000 TEU.
Do sedaj je ladjedelnica VWS lahko izdelovala ladje z nosilnostjo do 3000 TEU.
The market for container vessels of up to 3000 TEU is characterised by strong competition since these vessels are built by several German yards, but also by other European yards, and in particular the Polish yards at Gdynia and Szczecin.
Trg za kontejnerske ladje do 3000 TEU zaznamuje močna konkurenca, saj se te ladje izdelujejo v več nemških ladjedelnicah, pa tudi v drugih evropskih ladjedelnicah, zlasti v poljskih ladjedelnicah v Gdynia in Stettin.
Even so, the main competitors are still Korea and China.
Največja konkurenta vendarle ostajata Koreja in Kitajska.
The structure of the market for vessels of more than 3000 TEU is different.
Za trg za ladje z nosilnostjo nad 3000 TEU je značilna drugačna struktura.
Although several German and Polish yards are technically equipped to build these vessels, they are built almost exclusively in Korea and China.
Nekatere nemške in poljske ladjedelnice so sicer tehnično opremljene za gradnjo teh ladij, vendar se ta vrsta ladij skorajda izključno izdeluje v Koreji in na Kitajskem.
The Association assesses the growth potential of the market segment for vessels of more than 3000 TEU as positive given that the segment of panamax container vessels has grown steadily in recent years.
Združenje pozitivno ocenjuje potencial rasti tržnega segmenta za ladje nad 3000 TEU in se pri tem opira na stalno rast segmenta za kontejnerske ladje razreda panamax v zadnjih letih.
It stresses that the investments by VWS will not distort intra-European competition as these vessels are currently built almost exclusively in Korea and China.
Združenje poudarja, da naložbe ladjedelnice VWS ne izkrivljajo konkurence znotraj Evrope, saj se ta vrsta ladij trenutno izdeluje izključno v Koreji in na Kitajskem.
It should also be noted that China will continue to increase its shipbuilding capacities and market share, demonstrating that it is a global and not a European market as regards competition.
Poudariti je treba tudi, da bo Kitajska še naprej povečevala svoje zmogljivosti pri gradnji ladij in s tem tržni delež, kar ponazarja, da gre za konkurenco na svetovni in ne na evropski ravni.
Limiting the investment possibilities for European yards would thus simply benefit competitors in Korea and China.
Omejitev naložb evropskih ladjedelnic bi tako koristila samo konkurentom v Koreji in na Kitajskem.
Comments from the Danish Maritime Industries Association
Pripombe danskega združenja za pomorsko gospodarstvo
The Danish Maritime Industries Association explains that, in the present case, the aid will not have a distortive effect as the ship types that are built and will be built by VWS do not overlap with the production programme of Danish shipyards.
Dansko združenje za pomorsko gospodarstvo navaja, da zadevna pomoč ne more povzročiti izkrivljanja, ker vrste ladij, ki jih je in jih bo v prihodnje gradila ladjedelnica VWS, ne kažejo na prekrivanje s proizvodnim programom danskih ladjedelnic.
It also points out that the planned State aid is aimed at increasing the competitiveness of VWS in the market for larger container vessels.
Dansko združenje za pomorsko gospodarstvo poleg tega navaja, da je cilj načrtovane državne pomoči povečanje konkurenčnosti ladjedelnice VWS na trgu za večje kontejnerske ladje.
Competition in this new market will presumably come primarily from third countries outside Europe.
Konkurenti v tem novem tržnem segmentu bodo verjetno v prvi vrsti prihajali iz neevropskih tretjih držav.
There is also a general trend towards building larger vessels.
Zaznati je mogoče tudi splošno preusmeritev povpraševanja k večjim ladjam.
Furthermore, the Danish Maritime Industries Association stresses that the shipbuilding industry in third countries outside Europe is heavily subsidised.
Dansko združenje za pomorsko gospodarstvo tudi poudarja, da je ladjedelniška industrija v neevropskih državah močno subvencionirana.
In order to be able to withstand the increasing competition, the European shipbuilding industry has to carry out extensive investments.
Evropska ladjedelniška industrija mora izvesti znatne naložbe, da bi lahko prenesla naraščajoči konkurenčni pritisk.
In its comments on the initiation of the formal investigation procedure, Germany maintains that point 26 of the Framework on State aid to shipbuilding does not contain any provisions on capacity and, in particular, does not stipulate that investment aid for projects resulting in a capacity increase following an improvement in productivity is inadmissible.
V svojih pripombah glede sprožitve formalnega postopka preiskave Nemčija navaja, da točka 26 Okvira za državno pomoč ladjedelništvu ne vsebuje določb v zvezi z zmogljivostjo. Točka 26 zlasti ne določa, da je pomoč za naložbe za projekte, pri katerih se s povečanjem produktivnosti poveča zmogljivost, nedopustna.
It also stresses that improving the productivity of the shipbuilding industry is one of main objectives of Community policy in this sector.
Nemčija tudi poudarja, da je povečanje produktivnosti ladjedelniške industrije eden glavnih ciljev politike Skupnosti v tem sektorju.
It mentions the LeaderSHIP 2015 initiative, which aims at improving the competitive situation of European yards and at reducing the disadvantages faced by the European shipbuilding industry following the subsidisation of shipbuilding in Asia.
Tako omenja pobudo „LeaderSHIP 2015“, katere cilj je izboljšanje konkurenčnosti evropskih ladjedelnic in odpravljanje pomanjkljivosti, do katerih prihaja v evropski ladjedelniški industriji zaradi subvencioniranja ladjedelništva v Aziji.
According to Germany, this can be achieved only through productivity increases.
Nemčija meni, da se ta cilj lahko doseže le z večjo produktivnostjo.
In Germany’s opinion, it cannot be deduced from point 3 of the Framework on State aid to shipbuilding that the impact of an investment project on capacities has to be taken into account in assessing compatibility.
Nemčija tudi meni, da iz točke 3 Okvira za državno pomoč ladjedelništvu ni mogoče sklepati, da je treba pri ugotavljanju združljivosti s skupnim trgom upoštevati učinke naložbenega projekta na zmogljivost.
Germany goes on to argue that the shipbuilding market is no longer characterised by the factors mentioned in point 3 but instead by a healthy order-book, high prices and capacity shortages.
Nemčija prav tako meni, da ladjedelniškega sektorja danes ne določajo več značilnosti iz točke 3 Okvira za državno pomoč ladjedelništvu, ampak predvsem visoka raven naročil, visoke cene in premajhna zmogljivost.
Germany also points out that the market share of the European shipbuilding industry has contracted in the last twenty years or so and that Japan, Korea and China have increased their shares with the help of State subsidies.
Nemčija poudarja, da je tržni delež evropske ladjedelniške industrije v zadnjih desetletjih upadel ter da so Japonska, Koreja in Kitajska svoje deleže povečale s pomočjo državnih subvencij.
This subsidisation is mentioned in point 3(c) of the Framework as one of the sector-specific factors which have to be taken into account.
To subvencioniranje je navedeno v točki 3(c) Okvira za državno pomoč ladjedelništvu kot eden od sektorskih dejavnikov, ki jih je treba upoštevati.
European shipyards must, therefore, make every effort to increase productivity.
Evropske ladjedelnice si morajo zato zelo prizadevati za večjo produktivnost.
According to Germany, every increase in productivity automatically also increases the output of the installation.
Po navedbah Nemčije vsako povečanje produktivnosti samodejno poveča produktivnost obrata.
An increase in productivity as required by the Framework cannot therefore be taken to mean that the same amount is produced but with less input, i.e. less labour.
Povečanje produktivnosti v smislu Okvira za državno pomoč ladjedelništvu zato ne more pomeniti, da se proizvede enaka količina z manjšo porabo.
Germany goes on to stress that the purpose of regional aid is to contribute to regional development and job creation.
Nemčija tudi poudarja, da je namen regionalnih pomoči regionalni razvoj in ustvarjanje delovnih mest.
Productivity increases should therefore not result in job cutbacks.
Posledica povečanja produktivnosti v tem smislu ne sme biti zmanjšanje števila delovnih mest.
As regards the market situation, Germany points out that freight transport is increasing and that the trend towards larger vessels is discernible in the container vessel market.
Glede na položaj na trgu Nemčija navaja, da tovorni promet narašča in da je na področju kontejnerskih ladij opaziti nagibanje k večjim ladjam.
Vessels with 5000 TEU already exist and recent forecasts point to vessels with a capacity of 8000 TEU.
Že zdaj obstajajo ladje z nosilnostjo 5000 TEU, najnovejše napovedi pa omenjajo tudi ladje z nosilnostjo 8000 TEU.