natgillin/translations-raw huggingface dataset:
In the pre-liberalisation period, the services of private consultants, developers and maintenance companies were used only to the extent that the ‘road production’ part of the Road Service could not provide the service.
Pred liberalizacijo so se storitve zasebnih svetovalcev, oblikovalcev in podjetij za vzdrževanje uporabljale le, če oddelek cestne službe za gradnjo cest ni mogel zagotoviti storitve.
In particular, in the sector or regular road maintenance, which mostly consists of keeping roads free from ice, there were practically no private contractors before the start of the liberalisation process: they had got only two tiny projects when preliminary/test tendering took place in late 1990’s.
Zlasti v sektorju za redno vzdrževanje cest, ki večinoma skrbi za odstranjevanje ledu s cest, pred začetkom liberalizacije skoraj ni bilo zasebnega pogodbenika: ti so prevzeli le dva majhna projekta v okviru predhodnih/poskusnih javnih razpisih v poznih devetdesetih letih 20. stoletja.
In March 2000, the Finnish authorities decided that the Road Service’s production activities would be divested as a State Enterprise and change its name to Tieliikelaitos while the Road Administration would function as the customer agency in road maintenance.
Finski organi so se marca 2000 odločili, da bodo dejavnosti cestne službe na področju gradnje cest odprodali kot državno podjetje in službo preimenovali v podjetje Tieliikelaitos, medtem ko bo cestna uprava delovala kot služba za stranke na področju vzdrževanja cest.
This was done in order to split the roles of the customer for buying maintenance and construction services and of the provider of these services.
Tako so vlogo stranke kot kupca storitev vzdrževanja in gradnje ločili od vloge izvajalca teh storitev.
Finland opted for a gradual opening of the market.
Finska se je odločila za postopno odprtje trga.
In this context, the task of the Road Administration was to create opportunities for the emergence of active markets, for example, by bringing in new competitive tendering procedures.
Naloga cestne uprave je bila pri tem, da ustvari pogoje za nastanek dejavnih trgov, na primer z uvedbo novih konkurenčnih odprtih postopkov.
As a result of the reform, the design, the construction and the maintenance of State roads were fully opened up to competition by the end of 2004.
Posledica reforme je bilo, da je bil trg na področju načrtovanja, gradnje in vzdrževanja državnih cest popolnoma odprt za konkurenco do konca leta 2004.
As to municipal roads, in line with the principle of subsidiarity, the choice is left to individual municipalities as to whether they use their in-house production capacities or not.
Pri občinskih cestah so v skladu z načelom subsidiarnosti posamezne občine odločile, ali bodo uporabile svoje zmogljivosti ali ne.
However if they choose to outsource respective services, they should do so using open tender procedures.
Vendar če želijo za ustrezne storitve izbrati zunanje izvajalce, morajo uporabiti odprti postopek.
As far as ferry services are concerned, the opening of the market for competition will take place in 2010.
Na področju trajektnih storitev naj bi bil trg za konkurenco odprt leta 2010.
Rules governing Tieliikelaitos, including special arrangements for the transitional period 2001 to 2004
Predpisi za upravljanje podjetja Tieliikelaitos, vključno s posebnimi sporazumi za prehodno obdobje 2001–2004
During a transition period from 2001 to 2004, pursuant to the Act governing Tieliikelaitos and the Government decree on Tieliikelaitos, Tieliikelaitos:
Podjetje Tieliikelaitos med prehodnim obdobjem 2001–2004 v skladu z Zakonom o upravljanju podjetja Tieliikelaitos in uredbo vlade o podjetju Tieliikelaitos:
could not operate as a provider of mineral aggregates and could use such aggregates only to cover roads; had to abstain from inland water work, rock cavern construction, energy network construction, groundwork, area work in building construction, and work which is not related to traffic lanes and the traffic environment, including demolition work;
ni moglo delovati kot ponudnik mineralnih agregatov in je lahko takšne agregate uporabljalo le za prekrivanje cest; vendar ni smelo izvajati del na celinskih vodah, graditi tunelov ali energetskih omrežij, prav tako ni smelo izvajati zemeljskih in terenskih del in del, ki niso povezana s prometnimi potmi in prometnim okoljem, vključno z rušenjem,
was under obligation not to create overcapacity in its own sector; did not have the right to buy excavating machines, crushing plants or to increase the number of other equipment.,
se je zavezalo, da v svojem sektorju ne bo imelo prevelikih zmogljivosti; ni imelo pravice do nakupa strojev za izkopavanje in drobljenje ali povečanja števila druge opreme.
Furthermore, during the transition period, the personnel transferred to Tieliikelaitos were given job security: the Parliament’s decision on the Road Service reform stipulated that Tieliikelaitos would not give notice to its staff, lay staff off or impose forced job transfers during the transition period.
Poleg tega je imelo osebje, premeščeno v podjetje Tieliikelaitos, zagotovljeno delovno mesto: v skladu z odločitvijo parlamenta o reformi cestne službe podjetje Tieliikelaitos v prehodnem obdobju zaposlenih ni smelo odpustiti, začasno odpustiti ali jim prisilno zamenjati delovno mesto.
A number of other restrictions were imposed on Tieliikelaitos which apply to it on a permanent basis.
Za podjetje Tieliikelaitos so bile uvedene tudi drugih stalne omejitve.
Firstly, in accordance with the Act governing Tieliikelaitos, the undertaking is under permanent obligation to make offers for all road maintenance contracts and provision of ferry traffic throughout the country.
Prvič, v skladu z Zakonom o upravljanju podjetja Tieliikelaitos je podjetje zavezano, da predloži ponudbe za vse morebitne pogodbe o vzdrževanju cest in zagotavljanju trajektnega prometa v državi.
Secondly, the company must be prepared to provide its services in emergency situations.
Drugič, podjetje mora svoje storitve zagotoviti tudi v izrednih razmerah.
The Road Administration and Tieliikelaitos are under the obligation to make preparations for emergency situations in accordance with a separate act on the matter, the Emergency Powers Act.
Cestna uprava in podjetje Tieliikelaitos sta zavezani, da se pripravita na izredne razmere v skladu z zakonom o pristojnostih v izrednih razmerah.
The preparations would be made by means of prior planning, prior preparations for activities in emergency conditions, and other measures.
Priprave morajo potekati v skladu s predhodnim načrtovanjem, predhodnimi pripravami za ukrepe v izrednih razmerah in drugimi ukrepi.
Based on a government’s bill, the Ministry of Transport and Communications decides separately about the level of preparedness necessary, and the division of responsibilities between the Road Administration and Tieliikelaitos.
Na podlagi vladnega predloga zakona Ministrstvo za promet in zveze posebej določi potrebno stopnjo pripravljenosti in porazdelitev odgovornosti med cestno upravo in podjetjem Tieliikelaitos.
Furthermore, during the transitional period Tieliikelaitos was obliged to maintain emergency stockpiles of liquid fuels.
Poleg tega je moralo podjetje Tieliikelaitos v prehodnem obdobju ohranjati nujne zaloge tekočega goriva.
Finally, as any other State Enterprise, Tieliikelaitos is required to concentrate on its key functions.
Podjetje Tieliikelaitos se mora tako kot vsako drugo državno podjetje osredotočati na svoje ključne naloge.
In particular, it is subject to restrictions as to the activities that can be carried out by its subsidiaries and as to its ability to operate abroad, as well as a ban on certain intra-group financial transactions.
Za podjetje veljajo zlasti omejitve za dejavnosti, ki jih lahko izvajajo hčerinska podjetja, zmožnost delovanja v tujini in prepoved nekaterih finančnih transakcij v skupini.
Description of the relevant measures
Opis zadevnih ukrepov
State loan
Državno posojilo
At its general session of 21 December 2000, the Finnish Government decided on the asset structure of the balance sheet of Tieliikelaitos, which started up activities at the beginning of 2001.
Finska vlada je na rednem zasedanju 21. decembra 2000 določila strukturo sredstev bilance stanja podjetja Tieliikelaitos, ki je začelo delovati v začetku leta 2001.
Part of the assets transferred to Tieliikelaitos’ control was entered as a long-term loan and part as equity capital.
Del sredstev, ki so bila prenesena pod nadzor podjetja Tieliikelaitos, se je knjižil kot dolgoročno posojilo in del kot lastniški kapital.
Tieliikelaitos was thus granted by the State long-term borrowed capital in the amount of EUR 41,44 million. The repayment period of the loan is 15 years (1 January 2001 to 1 January 2015), of which the first three years were free from principal payments.
Podjetju Tieliikelaitos je država s tem odobrila dolgoročni dolžniški kapital v višini 41,44 milijona EUR. Rok odplačila posojila je 15 let (od 1. januarja 2001 do 1. januarja 2015), pri čemer je v prvih treh letih podjetje oproščeno plačila glavnice.
It was also decided that the interest rate would gradually rise to 5 %, so that in 2001 it would be 1 %, in 2002 1,5 %, in 2003 2,5 %, in 2004 3,5 %, and from 2005 onwards, 5 %.
Prav tako je bila določena postopna rast obrestne mere do 5 %, pri čemer je leta 2001 znašala 1 %, leta 2002 1,5 %, leta 2003 2,5 %, leta 2004 3,5 % in od leta 2005 dalje 5 %.
Non-financial assets put at the disposal of Tieliikelaitos, including land and gravel sites
Nefinančna sredstva, ki so bila dodeljena podjetju Tieliikelaitos, vključno z zemljo in gramoznim terenom
When the split-up of the Road Services into the Road Administration and Tieliikelaitos was decided, the principle for the division of the Road Service’s property was that assets covered by road legislation, i.e. mainly the roads themselves, remained in the control of the Road Administration, whereas assets used in the course of road maintenance and ferries were entered into the books of Tieliikelaitos.
Z razdelitvijo službe za ceste na cestno upravo in podjetje Tieliikelaitos se je pri delitvi premoženja službe za ceste uporabilo načelo, da sredstva, ki jih zajema zakonodaja o cestah, tj. večinoma same ceste, ostanejo pod nadzorom cestne uprave, medtem ko se sredstva za vzdrževanje cest in trajektov vknjižijo v poslovne knjige podjetja Tieliikelaitos.
The transfer of equipment took place at book value, which was based on the acquisition cost less any accumulated depreciation.
Prenos opreme se je izvedel po knjigovodski vrednosti, ki je temeljila na nabavni vrednosti, od katere se je odštel kumulativni amortizacijski popravek vrednosti.
Also extracted gravel resources were entered into Tieliikelaitos’ balance sheet at book value.
V bilanco stanja podjetja Tieliikelaitos so bili vknjiženi tudi viri gramoza po knjigovodski vrednosti.
The book value of land and gravel sites was raised, because the Finnish government considered that it was below the real value of the sites.
Knjigovodska vrednost zemlje in gramoznega terena je bila zvišana, ker je finska vlada menila, da je ta pod dejansko vrednostjo terena.
For this purpose the Finnish Ministry of Transport and Communications established a working group which had to make proposals about the resources sites remaining with the Road Administration and those being transferred to Tieliikelaitos and about the fair market value of these sites.
Zato je finsko Ministrstvo za promet in zveze oblikovalo delovno skupino, ki je oblikovala predloge o virih, ki so ostali pod cestno upravo, in tistih, ki so bili preneseni v podjetje Tieliikelaitos, ter o pošteni tržni vrednosti teh virov.
It did not, however, reach consensus on the value of land sites.
Skupina o vrednosti zemlje ni dosegla soglasja.
The Ministry of Transport and Communications decided on the valuation of the land and gravel sites itself after having asked for advice of an independent consultant, Catella Real Estate Consulting Ltd (hereinafter referred to as ‘Catella’).
Ministrstvo za promet in zveze je nato samo določilo vrednost zemlje in gramoznega terena, potem ko je za nasvet zaprosilo neodvisnega svetovalca, podjetje Catella Real Estate Consulting Ltd (v nadaljnjem besedilu „Catella“).
Negotiated contracts for road services
Naročila cestnih storitev, oddana po postopku s pogajanji
The transition arrangements for the Road Service reform foresaw that for the years 2001 to 2004, only a part of the contracts for road planning, road construction and road maintenance on State roads would be contracted out through a call for tenders by the Road Administration, but that this part would gradually increase.
Prehodni sporazumi o reformi službe za ceste so predvidevali, da bo v obdobju 2001–2004 cestna uprava zunanjim izvajalcem po odprtem postopku dodelila le del naročil za načrtovanje, gradnjo in vzdrževanje državnih cest, ta pa naj bi se nato postopno povečeval.
The remaining contracts would be concluded between Tieliikelaitos and the Road Administration as negotiated contracts without tendering procedure.
Preostala naročila naj bi bila sklenjena med podjetjem Tieliikelaitos in cestno upravo kot naročila, oddana po postopku s pogajanji, tj. brez razpisnega postopka.
The starting point of pricing applied to negotiated contracts was the price level of contracts which had been awarded in a call for tenders.
Izhodišče za oblikovanje cen, ki je veljalo pri naročilih, oddanih po postopku s pogajanji, je bila cena naročil, oddanih po odprtem postopku.
The Road Administration accordingly examined the price bids of Tieliikelaitos for the negotiated contracts and compared them with the competitive tender prices.
Cestna uprava je ustrezno preučila ponujene cene podjetja Tieliikelaitos za naročila, oddana po postopku s pogajanji, in jih primerjala s konkurenčnimi cenami naročil, oddanih po odprtem postopku.
During the following negotiation between Tieliikelaitos and the Road Administration, account was taken of the fact that Tieliikelaitos had excess staff, which had the effect of increasing its costs.
Med pogajanji med podjetjem Tieliikelaitos in cestno upravo se je upoštevalo, da je imelo podjetje Tieliikelaitos preveliko število osebja, kar je povzročilo povečanje stroškov.
The cost differential that was factored into other staff adjustment measures (notably special services projects) was however not compensated through negotiated contracts.
Razlika v ceni, ki je bila upoštevana v drugih prilagoditvenih ukrepih za osebje (tj. projektih posebnih storitev), se pri naročilih, oddanih po postopku s pogajanji, ni nadomestila.
During the transitional period, the Road Administration and Tieliikelaitos agreed each year on the expenditure adjustment procedure, by which the differences in margin generated in contract pricing between negotiated contracts and contracts put out to tender were subsequently levelled out to a certain extent.
V prehodnem obdobju sta se cestna uprava in podjetje Tieliikelaitos vsako leto dogovorila za prilagajanje izdatkov, s katerim so se razlike v maržah, ki so nastale pri oblikovanju cen med naročili, oddanimi po postopku s pogajanji, in naročili, oddanih po odprtem postopku, delno zmanjšale.
The extent to which it was done is analysed in the subsequent Chapters — Chapters 4, 5 and 6 (even after the adjustments there were still certain differences in margins of negotiated and tendered contracts).
To zmanjšanje razlik v maržah je analizirano v naslednjih poglavjih, tj. poglavjih 4, 5 in 6 (tudi po prilagoditvah je še vedno obstajalo nekaj razlik v maržah med naročili, oddanimi po postopku s pogajanji, in naročili, oddanimi po odprtem postopku).
These arrangements helped to bring the project margins of negotiated contracts and contracts put out to tender closer together during the transition period.
Ti sporazumi so v prehodnem obdobjem pomagali zmanjšati razlike v maržah med naročili, oddanimi po postopku s pogajanji, in naročili, oddanimi po odprtem postopku.
Negotiated contracts for ferry services
Naročila trajektnih storitev, oddana po postopku s pogajanji
In Finland, ferry services are provided as part of the public road service at 43 ferry berths.
Na Finskem se trajektne storitve zagotavljajo kot del javnih cestnih storitev v 43 trajektnih lukah.
The ferry berths are concentrated in the Turku archipelago and inland water areas in Eastern Finland.
Največ trajektnih luk je na otočju Turku in območjih celinskih voda vzhodne Finske.
In conjunction with the road administration reform, it was decided that ferry traffic provided as part of public road service would be gradually opened to competition starting in 2005, and that as of 2010 all new contracts for ferry services would be attributed through calls for tenders.
Z reformo cestne uprave je bilo odločeno, da se trajektni promet, ki se zagotavlja kot del javnih cestnih storitev, postopno odpre za konkurenco do leta 2005, in da se od leta 2010 vsa nova naročila za trajektne storitve dodeljujejo po odprtem postopku.
The 2005 call for expression of interest concerning 3 of a total of 10 contracts for ferry traffic did not bring about satisfactory results in that it would result in higher expenses for the Road Administration on the one hand and reinforcement of Tieliikelaitos’ market position on the other hand.
Razpis za prijavo interesa iz leta 2005, ki zadeva tri od skupaj desetih naročil za trajektni promet, ni dosegel zadovoljivih rezultatov, ker je na eni strani cestni upravi povzročil večje stroške, na drugi strani pa okrepil položaj podjetja Tieliikelaitos na trgu.
Therefore, for the time being, the Road Administration continues with the negotiated contracts with Tieliikelaitos while looking for another procurement model to be used for future rounds of competitive bidding.
Zato cestna uprava za podjetje Tieliikelaitos zdaj še naprej uporablja model oddajanja naročil po postopku s pogajanji, medtem ko išče drug model javnih naročil, ki ga bo uporabila pri prihodnjih konkurenčnih razpisih.
Special provisions for the reduction of overstaffing
Posebne določbe za zmanjšanje prevelikega števila zaposlenih
When Tieliikelaitos was created, all road maintenance staff of the Road Service were transferred into Tieliikelaitos.
Podjetje Tieliikelaitos je ob svoji ustanovitvi prevzelo celotno osebje za vzdrževanje cest iz službe za ceste.
This led to significant overstaffing at Tieliikelaitos.
Zaradi tega je imelo podjetje Tieliikelaitos preveliko število zaposlenih.
This fact is not contested by the complainants, who recognise in their June 2006 submission that ‘Tieliikelaitos had a structural disadvantage because it was obliged to employ its entire staff and could not lay off anyone’.
Pritožniki v vlogi, ki so jo vložili junija 2006, priznavajo, da je imelo podjetje Tieliikelaitos strukturno pomanjkljivost, ker je moralo zaposliti celotno osebje in zaposlenih ni smelo odpustiti.
Three types of measures were taken during the transition period in order to deal with this issue.
V prehodnem obdobju so bile za rešitev tega vprašanja sprejete tri vrste ukrepov.
Firstly, 116 employees were offered and used a possibility to fill vacant positions in other government agencies (9 thereof were positions in the Road administration).
Prvič, 116 zaposlenim je bilo ponujeno, da zapolnijo prazna delovna mesta v drugih vladnih službah (devet od teh mest je bilo v cestni upravi), ki so jo tudi izkoristili.
Secondly, EUR 20,1 million were allocated to support Tieliikelaitos’ personnel adjustments, namely, to help employees with finding new jobs, to finance supplementary education and retraining measures and to support pensions for early retirement.
Drugič, za prilagoditev osebja v podjetju Tieliikelaitos je bilo dodeljenih 20,1 milijona EUR, in sicer za pomoč zaposlenim pri iskanju nove službe, za financiranje dodatnega izobraževanja in ukrepov preusposabljanja ter za pokojnine pri predčasni upokojitvi.
Thirdly, individuals for whom there was no work available on the basis of either contracts awarded to Tieliikelaitos in a call for tenders, or on negotiated contracts between Tieliikelaitos and the Road Administration, and who could not yet benefit from early retirement or similar arrangements, were employed in service projects commissioned by the Road Administration.
Tretjič, posamezniki, katerim na podlagi javnega razpisa ali naročil, oddanih po postopku s pogajanji med cestno upravo in podjetjem Tieliikelaitos, ni bilo zagotovljeno delovno mesto oz. se niso mogli predčasno upokojiti ali podobno, so bili zaposleni v storitvenih projektih, ki jih je naročila cestna uprava.
These projects related, for example, to the cleaning of roadsides, or to the restoration of buildings and outdoor areas.
Ti projekti so zajemali na primer čiščenje obcestnih površin ali obnovo objektov in območij na prostem.
During the transitional period, the staff of Tieliikelaitos decreased, from 4235 employees in 2001 to 3037 employees in 2004.
V prehodnem obdobju se je število zaposlenih v podjetju Tieliikelaitos s 4235 leta 2001 zmanjšalo na 3037 leta 2004.
Inapplicability of bankruptcy legislation
Neuporaba stečajne zakonodaje
State Enterprises are not independent legal persons and the State is therefore ultimately responsible for a State Enterprise’s commitments, as provided for in Article 6 of the State Enterprise Act.
Državna podjetja niso neodvisne pravne osebe, zato je država odgovorna za obveznosti državnih podjetij, kakor predvideva 6. člen Zakona o državnih podjetjih.
In view of the State’s responsibility, pursuant to Article 3 of Chapter 1 of the Bankruptcy Act, State Enterprises cannot be declared bankrupt.
Zaradi odgovornosti države v skladu s 3. členom 1. poglavja Zakona o stečaju državno podjetje ne more uvesti stečajnega postopka.
To counter-balance the advantages related to the inapplicability of bankruptcy legislation, the Finnish legislation foresees that a fee shall be payable to the State with respect to the loans raised and guarantees granted by a State Enterprise after 1 January 2003.
Finska zakonodaja za izenačitev koristi, nastalih z neuporabo stečajne zakonodaje, predvideva, da se državi po 1. januarju 2003 za najeta posojila in odobrene garancije državnega podjetja plača pristojbina.
According to section 15 of the Act governing State lending and the provision of State guarantees in determining the size of such a guarantee fee, it is necessary to take into account the size of possible obligatory payments by the State caused by the guarantee, the nature and extent of the operations of the risk subject and its economy, the risk subject’s creditworthiness, the creditworthiness of the national economy of the risk subject, and other matters and competitive conditions which affect the risk covered.
V skladu s 15. razdelkom Zakona o državnih posojilih in zagotavljanju državnih garancij je treba pri določanju višine garancije upoštevati višino morebitnih obveznih plačil države, ki jih povzročijo garancija, naravo in obseg dejavnosti družbe tveganega kapitala, kreditno sposobnost družbe tveganega kapitala, kreditno sposobnost nacionalnega gospodarstva družbe tveganega kapitala in druge zadeve ter konkurenčne razmere, ki vplivajo na dano tveganje.
With respect to long-term credits, the Government decree on fees collected from state guarantees stipulates the lump sum to be collected at the level of 0,25 % of the credit (a handling fee).
Za dolgoročne kredite uredba vlade o pristojbinah, zbranih z državnimi garancijami določa pavšalni znesek v višini 0,25 odstotka kredita (pristojbina).
If the risk of loss related to the guarantee is exceptionally high, the lump sum collected is increased by 1,50 percentage points.
Če je tveganje izgube v zvezi z garancijo izjemno visoko, se zbrani pavšalni znesek poveča za 1,5 odstotne točke.
Besides, the annual fee is levied at the level of 0,35 % of the credit.
Poleg tega se obračuna letna pristojbina v višini 0,35 odstotka kredita.
Upon occurrence of significant changes in market conditions, the level of the annual fee is to be adjusted within 12 months at the latest.
Če se tržni pogoji bistveno spremenijo, se višina letne pristojbine prilagodi najpozneje v 12 mesecih.