natgillin/translations-raw huggingface dataset:
At the request of the Polish authorities, on 10 June 2008 a meeting was held between representatives of the Commission, the Polish authorities and ISD Polska, which was introduced to the Commission as a potential buyer of Gdynia Shipyard.
Na zahtevo poljskih organov so se 10. junija 2008 sestali predstavniki Komisije, poljskih organov in ISD Polska, ki je bil Komisiji predstavljen kot potencialni kupec ladjedelnice Gdynia.
Another meeting between the Commission and the Polish authorities took place on 13 June 2008.
Komisija in poljski organi so se ponovno sestali 13. junija 2008.
By letter of 26 June 2008, registered on the same day, Poland submitted a draft restructuring plan for Gdynia Shipyard and Gdańsk Shipyard prepared by ISD Polska (the owner of Gdańsk Shipyard) and a draft restructuring plan for Gdynia Shipyard prepared by the Polish Shipbuilding Company (hereinafter the PSC).
Z dopisom z dne 26. junija 2008, evidentiranim istega dne, je Poljska predložila osnutek načrta za prestrukturiranje ladjedelnic Gdynia in Gdańsk, ki ga je pripravil ISD Polska (lastnik ladjedelnice Gdańsk), in osnutek načrta za prestrukturiranje ladjedelnice Gdynia, ki ga je pripravila Poljska ladjedelnica (v nadaljnjem besedilu: PSC).
By letter dated 4 July 2008, the Commission requested clarifications on certain issues relating to the draft restructuring plan prepared by ISD Polska.
Z dopisom z dne 4. julija 2008 je Komisija zaprosila za pojasnila v zvezi z določenimi vprašanji glede osnutka načrta za prestrukturiranje, ki ga je pripravil ISD Polska.
Poland replied by letters of 7 and 8 July 2008, registered on the same days.
Poljska je odgovorila z dopisoma z dne 7. in 8. julija 2008, evidentiranima 7. in 8. julija.
A meeting between representatives of the Polish authorities, ISD Polska and the Commission took place on 8 July 2008.
julija 2008 so se sestali predstavniki poljskih organov, ISD Polska in Komisije.
By letter dated 14 July 2008 Poland undertook to provide the Commission with a complete restructuring plan by 12 September of that year.
Z dopisom z dne 14. julija 2008 se je Poljska zavezala, da bo Komisiji do 12. septembra 2008 posredovala končni načrt za prestrukturiranje.
On 16 July 2008 the Commission endorsed, on a preliminary basis, the assessment and conclusions presented in a draft decision to conclude the formal investigation which stated that the aid granted to Gdynia Shipyard was incompatible with the common market and had to be recovered.
julija 2008 je Komisija predhodno potrdila oceno in sklepne ugotovitve, predstavljene v osnutku odločbe o zaključku formalne preiskave, v kateri je bilo ugotovljeno, da je pomoč za ladjedelnico Gdynia nezdružljiva s skupnim trgom in jo je treba povrniti.
However, in the light of the letter from the Polish authorities dated 14 July 2008, the Commission decided to postpone adopting the decision in order to assess whether the new restructuring plan to be submitted by the Polish authorities by 12 September 2008 would significantly improve the situation and would allow the aid to be deemed compatible with the common market.
Vendar pa se je Komisija na podlagi dopisa poljskih organov z dne 14. julija 2008 odločila, da bo odložila sprejetje te odločbe, da bi ocenila, ali bo novi načrt za prestrukturiranje, ki naj bi ga poljski organi predložili do 12. septembra 2008, znatno izboljšal stanje in omogočil sklep, da je pomoč združljiva s skupnim trgom.
Since then, Poland has been providing the Commission with weekly updates on the privatisation process (letters dated 28 July, 4 August, 12 August, 21 August, 25 August, 1 September, 8 September, 16 September and 23 September, registered on the same days).
Od takrat je Poljska Komisiji pošiljala tedenska poročila o postopku privatizacije (dopisi z dne 28. julija, 4. avgusta, 12. avgusta, 21. avgusta, 25. avgusta, 1. septembra, 8. septembra, 16. septembra in 23. septembra, ki so bili evidentirani na iste dni).
By letter of 18 July, registered on 21 July, Poland asked for three rounds of consultations with the Commission on the draft restructuring plan with a view to preparing a final version incorporating the Commission’s comments.
V dopisu z dne 18. julija, evidentiranem 21. julija, je Poljska zaprosila za tri kroge posvetovanj s Komisijo o osnutku načrta za prestrukturiranje, in sicer z namenom priprave končne različice, ki bi vsebovala pripombe Komisije.
The Commission agreed to the schedule by letter of 31 July.
Komisija se je z dopisom z dne 31. julija strinjala s časovnim okvirom.
By letter of 12 September 2008, registered on the same day, Poland submitted ISD Polska’s final restructuring plan for Gdynia Shipyard and Gdańsk Shipyard.
Z dopisom z dne 12. septembra 2008, evidentiranim istega dne, je Poljska predložila končni načrt za prestrukturiranje ladjedelnic Gdynia in Gdańsk podjetja ISD Polska.
By letter of 16 September 2008, registered on 17 September 2008, Poland submitted a draft of the privatisation agreement between ISD Polska and the Polish Treasury.
Z dopisom z dne 16. septembra 2008, evidentiranim 17. septembra 2008, je Poljska predložila osnutek privatizacijskega sporazuma med ISD Polska in poljskim ministrstvom za finance.
On 30 September 2008 a meeting was organised between the Polish authorities and the Commission.
septembra 2008 je potekal sestanek med poljskimi organi in Komisijo.
Representatives of ISD Polska participated in the meeting.
Sestanka so se udeležili tudi predstavniki ISD Polska.
By letter dated 27 October 2008, the Commission informed the Polish authorities of the framework conditions for implementation of this decision.
Z dopisom z dne 27. oktobra 2008 je Komisija poljskim organom sporočila okvirne pogoje za izvajanje te odločbe.
By letter of 3 November 2008, registered on 4 November 2008, Poland undertook to comply in full with these conditions.
V dopisu z dne 3. novembra 2008, evidentiranem 4. novembra 2008, se je Poljska zavezala, da bo v celoti izpolnila te pogoje.
The Commission accepted this undertaking by letter dated 6 November 2008.
Komisija je to zavezo sprejela v dopisu z dne 6. novembra 2008.
The Commission requested further clarifications by letter dated 13 November 2007, to which Poland replied by letter of 9 January 2008, registered on the same day.
Komisija je z dopisom z dne 13. novembra 2007 zaprosila za dodatna pojasnila, Poljska pa je odgovorila z dopisom z dne 9. januarja 2008, evidentiranim istega dne.
Poland informed the Commission of additional aid granted to Gdynia Shipyard by letter of 6 December 2007, registered on the same day, by letter of 12 February 2008, registered on 13 February 2008 and by letter of 6 June 2008, registered on the same day.
Poljska je Komisijo obvestila o dodatni pomoči za ladjedelnico Gdynia z dopisom z dne 6. decembra 2007, evidentiranim istega dne, z dne 12. februarja 2008, evidentiranim 13. februarja 2008, in z dopisom z dne 6. junija 2008, evidentiranim istega dne.
The aid recipient is Gdynia Shipyard.
Prejemnik pomoči je ladjedelnica Gdynia.
The firm is based in the Gdańsk-Gdynia-Sopot region in the north of Poland.
Podjetje ima sedež v regiji Gdańsk-Gdynia-Sopot na severu Poljske.
The Commission notes that, under the State aid rules, companies in the region are eligible for aid from the Structural Funds under the Convergence objective [4] and from the Cohesion Fund [5].
Komisija ugotavlja, da so v skladu s pravili o državni pomoči podjetja v tej regiji upravičena do pomoči iz strukturnih skladov v okviru cilja konvergence [4] in iz Kohezijskega sklada [5].
In particular, companies located in the region are potentially eligible for support from the Regional Operational Programme under priority axes designed to support small and medium-sized enterprises, innovation and technology transfer measures (oriented towards job creation in the long-term) and to develop social and educational infrastructure for the purposes of vocational and lifelong training.
Zlasti so podjetja iz te regije potencialno upravičena do podpore iz regionalnega operativnega programa v okviru prednostnih ciljev, namenjenih podpori malim in srednje velikim podjetjem, ukrepom za inovacije in prenos tehnologij (usmerjenim v dolgoročno ustvarjanje delovnih mest) ter razvoju socialne in izobraževalne infrastrukture za namene poklicnega in vseživljenjskega usposabljanja.
Companies in the region are also eligible for the Innovative Economy and Human Resources operational programmes, the latter being specifically designed to help companies and the labour market adapt to changes in the economy, including restructuring processes.
Podjetja v regiji so upravičena tudi do operativnih programov na področju inovativnega gospodarstva in človeških virov. Programi na področju človeških virov so posebej namenjeni pomoči podjetjem in trgu dela pri prilagajanju na spremembe v gospodarstvu, vključno s postopki prestrukturiranja.
Gdynia Shipyard is active in shipbuilding, production of hulls, construction of steel bridges, shipbuilding and non-shipbuilding services.
Ladjedelnica Gdynia je dejavna v ladjedelniškem sektorju, proizvodnji ladijskih trupov, jeklenih mostov in storitvah s področja ladjedelništva ter storitvah, ki z ladjedelništvom niso povezane.
Gdynia Shipyard’s biggest shareholders [6] include the Treasury, which owns 32 % of shares, corresponding to 35 % of voting rights, Ray Car Carriers Ltd (16 % and 22 %), Korporacja Polskie Stocznie S.A. (10 % and 6 %), the Industrial Development Agency (Agencja Rozwoju Przemysli S.A.)
Največji delničarji ladjedelnice Gdynia [6] so finančno ministrstvo, ki ima 32 % delnic, kar pomeni 35 % glasovalnih pravic, Ray Car Carriers Ltd (16 % in 22 %), Korporacja Polskie Stocznie S.A. (10 % in 6 %), Industrijska razvojna agencija (Agencja Rozwoju Przemysli S.A.)
(9 % and 13 %) and Stoczniowy Fundusz Inwestycyjny S.A. (7 % and 5 %).
(9 % in 13 %) in Stoczniowy Fundusz Inwestycyjny S.A. (7 % in 5 %).
None of the remaining shareholders has a stake in excess of 4 %.
Nobeden izmed ostalih delničarjev nima več kot 4 % delnic.
Gdynia Shipyard is the parent company of the Gdynia Shipyard Group, which comprises 12 subsidiaries.
Ladjedelnica Gdynia je matična družba Skupine ladjedelnice Gdynia, ki ima 12 hčerinskih družb.
Until recently, Stocznia Gdańsk S.A. was one of the subsidiaries but, by agreement of October 2007, Gdynia Shipyard sold its remaining shares in the Gdańsk shipyard to the new majority owner of Stocznia Gdańsk S.A. Nevertheless, from 1998 until autumn 2006, Gdynia Shipyard held the majority of shares in Stocznia Gdańsk S.A. (previously called Stocznia Gdańsk — Grupa Stoczni Gdynia) and therefore restructuring of the two yards was conducted in parallel.
Do nedavnega je bilo podjetje Stocznia Gdańsk S.A. ena izmed hčerinskih družb, vendar pa je ladjedelnica Gdynia s sporazumom iz oktobra 2007 prodala preostale delnice v ladjedelnici Gdańsk novemu večinskemu lastniku družbe Stocznia Gdańsk S.A. Kljub temu je imela ladjedelnica Gdynia od leta 1998 do jeseni 2006 večinski delež v družbi Stocznia Gdańsk S.A. (nekdaj imenovani Stocznia Gdańsk – Grupa Stoczni Gdynia), zato je prestrukturiranje obeh ladjedelnic potekalo vzporedno.
Gdynia Shipyard’s main shipbuilding products are container vessels from 1100 to 5000 TEU and Ro/Ro car carriers with load capacity ranging from 2100 to 6000 cars.
Glavni proizvodi ladjedelnice Gdynia so kontejnerske ladje med 1100 in 5000 TEU in ro-ro ladje za prevoz avtomobilov z nosilnostjo med 2100 in 6000 avtomobili.
Other products include multipurpose vessels, product and chemical carriers, bulk carriers and liquefied petroleum gas carriers.
Ladjedelnica proizvaja tudi večnamenska plovila, plovila za prevoz proizvodov/kemikalij, ladje za prevoz razsutega tovora in ladje za prevoz utekočinjenega naftnega plina.
In the segment of container ships up to 3000 TEU, the main competitors are European shipyards Aker Ostsee and Volkswerft Stralsund in Germany and the Korean and Chinese shipyards.
V segmentu kontejnerskih ladij do 3000 TEU so njene največje konkurentke evropski ladjedelnici Aker Ostsee in Volkswerft Stralsund iz Nemčije ter korejske in kitajske ladjedelnice.
The yard manufactures the largest car carriers in the world (in terms of DWT) and its share of the world order book for these products is 11 % [7].
Ladjedelnica proizvaja največje ladje za prevoz avtomobilov na svetu (glede na nosilnost), njen delež za te proizvode na svetovnem trgu pa je glede na knjigo naročil 11 % [7].
No other yard in the EU produces car carriers of this size, and the only European competitor is Uljanik shipyard in Croatia.
V EU nobena druga ladjedelnica ne proizvaja tako velikih ladij za prevoz avtomobilov, edina evropska konkurentka pa je ladjedelnica Uljanik na Hrvaškem.
Gdynia’s other competitors are the Korean and Japanese shipyards.
Njene druge konkurentke so korejske in japonske ladjedelnice.
Between 2002 and 2006 Gdynia Shipyard produced 48 vessels.
Med letoma 2002 in 2006 je ladjedelnica Gdynia izdelala 48 plovil.
In 2004 Gdynia ranked as the 13th biggest shipyard worldwide in terms of its order book (measured in CGT).
Glede knjige naročil je bila ladjedelnica leta 200413. največja ladjedelnica na svetu (merjeno v kompenzirani bruto tonaži, KBT).
In 2005 it ranked 21st but was still the biggest shipyard in Europe.
Leta 2005 je bila 21. na svetu, vendar še vedno največja ladjedelnica v Evropi.
At present (as at April 2008) [8], its order book comprises 16 contracts (12 car carriers and 4 container vessels) with total volume of 581000 CGT for delivery in 2008 and 2009.
Njena knjiga naročil trenutno (stanje aprila 2008) [8] zajema 16 pogodb (12 ladij za prevoz avtomobilov in 4 kontejnerske ladje) s skupno količino 581000 KBT za dobavo v letih 2008 in 2009.
Gdynia Shipyard’s main production facilities include two dry docks, SD I and SD II.
Glavne proizvodne zmogljivosti ladjedelnice Gdynia zajemajo dva suha doka, SD I in SD II.
As at August 2007, Gdynia Shipyard had a workforce of 4611, 68 % of whom were directly linked to the production process [9].
Avgusta 2007 je ladjedelnica Gdynia zaposlovala 4611 ljudi, od katerih jih je bilo 68 % neposredno povezanih s proizvodnim postopkom [9].
This represents a reduction of 26 % on December 2004, when the yard employed 6249 persons [10].
To pomeni, da se je število zaposlenih od decembra 2004, ko jih je ladjedelnica zaposlovala 6249, zmanjšalo za 26 % [10].
The rate at which Gdynia Shipyard reduced its production costs was also unsatisfactory.
Nezadovoljiv je bil tudi napredek ladjedelnice Gdynia pri nižanju proizvodnih stroškov.
These difficulties have continued throughout the restructuring process.
Te težave so bile prisotne skozi ves postopek prestrukturiranja.
According to the 2006 restructuring plan, the reasons for these persistent difficulties were the zloty’s appreciation against the dollar and an unprecedented increase in steel prices, which were not reflected in the contracts concluded by the yard.
Po načrtu za prestrukturiranje 2006 sta bila razloga za te vztrajne težave dvig vrednosti zlota v primerjavi z dolarjem in izjemen dvig cen jekla, kar pa se ni odražalo v pogodbah, ki jih je sklenila ladjedelnica.
Another reason was the lack of financial resources for extensive restructuring operations.
Drug razlog je bilo pomanjkanje finančnih sredstev za obširnejše dejavnosti prestrukturiranja.
The Group’s financial difficulties led to arrears in public and commercial debts and wages, shortages of materials, slowdowns in production, rising costs (labour consumption, fines) and significant delays in fulfilling contracts.
Finančne težave Skupine so privedle do javnega in komercialnega dolga ter do zaostanka pri izplačilu plač, pomanjkanja materialov, upočasnitve proizvodnje, višjih stroškov (potrošnja delovne sile, globe) in znatnih zamud pri izpolnjevanju pogodb.
The financial situation of Gdynia Shipyard has gradually worsened.
Finančno stanje ladjedelnice Gdynia se je postopoma poslabšalo.
Operation of Gdynia Shipyard
Poslovanje ladjedelnice Gdynia
Source: 2006 restructuring plan and information memorandum.
Vir: Načrt za prestrukturiranje 2006 in informacijski memorandum.
The yard expects to incur further substantial losses in 2008 and 2009 on its current order book [11].
Ladjedelnica pričakuje, da bo imela glede na trenutno stanje v knjigi naročil v letih 2008 in 2009 še večje izgube [11].
In its decision to open a formal investigation, the Commission indicated that some of the measures of which it had been notified under Annex IV, point 3 of the Accession Treaty constituted new aid because they had been granted after Poland’s accession to the EU on 1 May 2004 or had not yet been granted at the time of the decision.
V svoji odločitvi o sprožitvi formalnega postopka preiskave je Komisija navedla, da nekateri ukrepi, o katerih je bila obveščena v skladu s točko 3 Priloge IV k Pristopni pogodbi, pomenijo novo pomoč, saj so bili dodeljeni po pristopu Poljske k EU 1. maja 2004 oziroma v času odločitve še niso bili dodeljeni.
The Commission listed these measures in Annex I, part B of the decision.
Komisija je te ukrepe navedla v delu B Priloge I k tej odločitvi.
The Commission also decided that a number of measures indicated in Annex I, part A of the decision had been granted to Gdynia Shipyard prior to 1 May 2004 and were not applicable after accession within the meaning of Annex IV, point 3 of the Accession Treaty and, therefore, would not be examined under the procedure laid down in Article 88(2) of the EC Treaty.
Komisija je tudi odločila, da je bilo več ukrepov iz dela A Priloge I k odločitvi ladjedelnici Gdynia dodeljenih pred 1. majem 2004, ki pa po pristopu niso bili veljavni v smislu točke 3 Priloge IV k Pristopni pogodbi, zato se ti ukrepi ne bodo preverjali v skladu s postopkom, določenim v členu 88(2) Pogodbe ES.
These measures are therefore not caught by this decision.
Ta odločba torej ne zajema teh ukrepov.
Nonetheless, they had to be included in the assessment of compatibility with the common market of the measures granted after accession.
Kljub temu jih je treba vključiti v oceno združljivosti ukrepov, dodeljenih po pristopu, s skupnim trgom.
In essence, the Commission argued that a legally binding decision had not been taken on the measures listed in Annex I, part B of the decision prior to accession, although it recognised that some preliminary steps had been taken towards such a legally binding decision.
Komisija je navedla, da pred pristopom ni bila sprejeta pravno zavezujoča odločitev glede ukrepov iz dela B Priloge I k odločitvi, čeprav je priznala, da so bili sprejeti predhodni koraki v smeri takšne pravno zavezujoče odločitve.
With regard to the restructuring of public debt under the Chapter 5a procedure based on the State aid (Enterprises of Special Significance for the Labour Market) Act of 30 October 2002, as amended [12], the Commission concluded that the restructuring decision issued by the Chairman of the Industrial Development Agency, the government agency responsible for administering the Chapter 5a procedure, was legally binding.
V zvezi s prestrukturiranjem javnega dolga po postopku iz poglavja 5a na podlagi Zakona o državni pomoči (podjetja, ki so posebno pomembna za trg dela) z dne 30. oktobra 2002, kakor je bil spremenjen [12], je Komisija sklenila, da je odločba o prestrukturiranju, ki jo je izdal predsednik Industrijske razvojne agencije, vladne agencije, ki je odgovorna za upravljanje postopka iz poglavja 5a, pravno zavezujoča.
In this case, however, no such restructuring decision had been issued prior to accession [13].
V tem primeru pa pred pristopom ni bila izdana nobena takšna odločba o prestrukturiranju [13].
This is because the decision issued by the Chairman of the Industrial Development Agency on 19 April 2004 approving the 2004 restructuring plan did not fulfil the procedural and substantive requirements to qualify as a restructuring decision.
To pa zato, ker odločba, ki jo je predsednik Industrijske razvojne agencije izdal 19. aprila 2004 in z njo odobril načrt za prestrukturiranje 2004, ni izpolnjevala postopkovnih in bistvenih zahtev, ki so potrebne za odločitev o prestrukturiranju.
The Commission accepted Poland’s explanation that the accrued interest on these public-law debts would automatically be written off together with the principal in view of its ancillary nature, without it being necessary to issue a separate decision.
Komisija je sprejela pojasnilo Poljske, da bodo obračunane obresti na dolgove po javnem pravu samodejno odpisane skupaj z glavnico, in sicer zaradi pomožnega značaja, ne da bi bilo treba izdati ločeno odločbo.
The Commission did not find any evidence of legally binding decisions for a series of measures, including production guarantees and a capital injection, bond issue and debt-for-equity swap, listed as measures 28-34 of Annex I, part B of the decision.
Komisija ni našla dokazov o pravno zavezujočih odločitvah za vrsto ukrepov, vključno z jamstvom za proizvodnjo in povečanjem kapitala, izdajo obveznic in zamenjavo dolga za kapital, ki so v delu B Priloge I k odločitvi navedeni kot ukrepi 28 do 34.
The Commission responded in particular to Poland’s main argument, namely that these measures had been included in the 2004 restructuring plan for Gdynia Shipyard, which had been approved by the shipyard’s Supervisory Board, with Treasury representatives obliging the competent authorities to implement the measures by voting in favour of the plan.
Komisija se je odzvala zlasti na glavni argument Poljske, in sicer, da so bili ti ukrepi vključeni v načrt za prestrukturiranje 2004 za ladjedelnico Gdynia, ki ga je odobril nadzorni svet ladjedelnice, predstavniki finančnega ministrstva pa so pristojne organe zadolžili za izvajanje ukrepov, saj so glasovali za načrt.
The Commission found in particular that, in so far as the shareholders had not taken the requisite steps to that end, the Supervisory Board had not been empowered to adopt decisions with financial repercussions for the shareholders.
Komisija je zlasti ugotovila, da v kolikor delničarji niso sprejeli nujnih ukrepov v ta namen, nadzorni svet ni imel pooblastil za sprejetje odločitev, ki delničarjem prinašajo negativne finančne posledice.
The Commission also found that, even assuming that the Supervisory Board was entitled to take such decisions on behalf and on the account of the shareholders, it remained unclear whether such a decision would create a positive obligation on the part of the Treasury to award State aid, since it is not normally possible to assimilate actions taken by the state as a market player with actions taken by the state in pursuance of various public goals.
Komisija je prav tako ugotovila, da tudi ob domnevi, da je nadzorni svet imel pooblastilo za sprejetje takšnih odločitev v imenu in na račun delničarjev, še vedno ostaja nejasno, ali takšna odločitev ustvarja pozitivno obveznost finančnega ministrstva, da dodeli državno pomoč, saj običajno ukrepov, ki jih sprejme država kot akter na trgu, ni mogoče izenačiti z ukrepi, ki jih država sprejme za doseganje različnih javnih ciljev.
With regard to measure 32 of Annex I, part B of the decision (capital injection of PLN 40 million), the Commission had doubts as to whether the decision obliging the Treasury to effect a capital increase prior to Poland’s accession was valid in law, given that the requirement to have any capital increase registered with the competent court within 6 months had not been complied with.
V zvezi z ukrepom 32 iz dela B Priloge I k odločitvi (povečanje kapitala v višini 40 milijonov PLN), je Komisija izrazila dvom glede tega, ali je bila odločitev, ki finančno ministrstvo obvezuje k povečanju kapitala pred pristopom Poljske, pravno veljavna, saj zahteva, da je treba povečanje kapitala pri pristojnem sodišču registrirati šest mesecev pred samim dejanjem, ni bila izpolnjena.
Having found that a number of measures for Gdynia Shipyard constituted new aid, the Commission expressed doubts that any of the conditions for the aid to be approved as restructuring aid had been met.
Ker je Komisija ugotovila, da številni ukrepi za ladjedelnico Gdynia pomenijo novo pomoč, je izrazila dvom, da so bili pogoji, potrebni za odobritev pomoči kot pomoči za prestrukturiranje, sploh izpolnjeni.
Comments by Gdynia Shipyard
Pripombe ladjedelnice Gdynia