natgillin/translations-raw huggingface dataset:
However, DKT disputed the fact that these forward budgets were sufficient to meet the requirements laid down in the judgment in Altmark, given that they did not give a sufficiently detailed account of the parameters adopted and that the compensation should have been based on a railway line-by-railway line analysis of the costs.
Združenje DKT je vseeno zanikalo, da sta lahko ta predvidena proračuna dovolj za izpolnitev zahtev, določenih v sodbi Altmark, ker v njih niso dovolj podrobno upoštevana uporabljena merila, nadomestila pa bi morala temeljiti na analizi stroškov za vsako progo posebej.
The first budget for 1999-2008 was established on the basis of a detailed economic forecast by DSB.
Prvi proračun za obdobje 1999–2008 je bil pripravljen na podlagi podrobne ekonomske analize možnosti družbe DSB.
It was designed as a basis for the act converting DSB into an independent public undertaking (see recital 8).
Zasnovan je bil kot podlaga za pripravo zakona o ustanovitvi družbe DSB kot neodvisnega podjetja (glej točko 8).
It was then updated in the spring of 1999, presented to the Finance Committee of the Danish Parliament and approved as part of the adoption of Act No 249 of 11 June 1999.
Nato je bil pomladi leta 1999 posodobljen ter predložen odboru za finance danskega parlamenta in odobren v okviru sprejetja zakona št. 249 z dne 11. junija 1999.
It was based on the following conditions in particular:
Temeljil je predvsem na naslednjih predpostavkah:
an increase in ticket prices in line with inflation (net retail prices index),
zvišanju cen vozovnic v skladu z inflacijo (indeks neto cen);
an average increase in productivity of 2 % a year,
povprečnem povečanju produktivnosti za 2 % na leto;
an annual interest rate of 5 %,
letni obrestni meri v višini 5 %;
levels of production (train km) and sales (passenger km) stated in several tables with 1999 as the starting point: 41 million train km and 4023 billion passenger km for regional, intercity and international transport, and 15,6 million train km and 1208 billion passenger km for suburban transport respectively.
obsegu prevozov (vlakovni kilometri) in prodaje (potniški kilometri), določenih v več preglednicah in katerih izhodiščna raven v letu 1999 je: 41 milijonov vlakovnih kilometrov in 4023 milijarde potniških kilometrov za regionalni, medmestni oziroma mednarodni prevoz ter 15,6 milijona vlakovnih kilometrov in 1208 milijarde potniških kilometrov za primestni prevoz.
The Danish authorities specified that the second 10-year forward budget for 2005-14 was prepared on the basis of the following hypotheses and conditions:
Danski organi so pojasnili, da je bil drugi predvideni proračun za obdobje 2005–2014 pripravljen na podlagi naslednjih podatkov in predpostavk:
On the basis of that information, the Commission considers that the forward budgets are based on data and hypotheses which are reasonable and sufficiently detailed for the purpose of establishing the parameters for calculating the compensation.
Komisija na podlagi teh informacij meni, da predvidena proračuna temeljita na razumnih in dovolj podrobnih podatkih in predpostavkah za določitev meril za izračun nadomestil.
In addition, the Commission notes that adjustments were made to take account of the revised revenue base in 2003 and that all those parameters were set out by the Danish Ministry of Transport in the relevant legislation [36].
Ugotavlja še, da so bile izvedene prilagoditve zaradi upoštevanja revizije ravni pristojbin v letu 2003 in da je dansko ministrstvo za promet vsa ta merila navedlo v upoštevni zakonodaji [36].
The Commission also points out that the contractual payments were established in advance because their amount was specified on an annual basis for the entire term of the contracts.
Komisija poleg tega opozarja, da so bila pogodbena plačila določena vnaprej, ker je bil njihov znesek v pogodbah natančno naveden za vsako leto in za celotno trajanje pogodb.
As stated above, the Commission takes the view that, in the context of public transport service contracts which provide for a transport system composed of several interdependent lines, the Member State need not necessarily determine the amount of compensation for each line taken individually.
Kot je navedeno zgoraj, Komisija meni, da država članica v pogodbah o izvajanju javne službe prevoza, v katerih je predviden prevozni sistem, sestavljen iz več medsebojno odvisnih prog, ne mora nujno določiti zneska nadomestil za vsako posamezno progo.
The second criterion in the judgment in Altmark requires the Member State to establish in advance, in a transparent and objective manner, the parameters making it possible to determine the overall level of payments intended to compensate for all of the obligations resulting from the contract.
Z drugim merilom iz sodbe Altmark se od države članice zahteva, da vnaprej ter pregledno in objektivno opredeli merila, na podlagi katerih je mogoče določiti skupni znesek plačil kot nadomestilo za vse obveznosti, ki izhajajo iz pogodbe.
The Commission can therefore conclude that the contractual payments were calculated on the basis of parameters established in advance in an objective and transparent manner and that the second criterion in the judgment in Altmark is also fulfilled.
Komisija zato lahko sklene, da so bila pogodbena plačila izračunana na podlagi vnaprej ter objektivno in pregledno določenih meril in da je tudi drugo merilo iz sodbe Altmark izpolnjeno.
Fourth criterion: tendering procedure or level of compensation needed determined on the basis of an analysis of the costs incurred by a typical, well-run undertaking appropriately equipped with means of transport
Četrto merilo: javni razpis ali raven potrebnega nadomestila, določena na podlagi analize stroškov povprečnega, dobro vodenega podjetja, ki je ustrezno opremljeno s prevoznimi sredstvi
The public transport service contract was not the subject of a tendering procedure.
Pogodba o izvajanju javne službe prevoza ni bila predmet javnega razpisa.
It should therefore be clarified whether the size of the necessary compensation was determined on the basis of an analysis of the costs which a typical undertaking, well run and adequately provided with means of transport so as to be able to meet the public service requirements laid down, would have incurred in discharging those obligations, taking into account the relevant receipts and a reasonable profit for discharging the obligations.
Torej je treba ugotoviti, ali je znesek nadomestila določen na podlagi analize stroškov, ki bi jih povprečno, dobro vodeno podjetje, ki je ustrezno opremljeno s prevoznimi sredstvi, zato da lahko zadosti zahtevam javne službe, imelo pri izpolnjevanju teh obveznosti ob upoštevanju realiziranih prejemkov in razumnega dobička zaradi izpolnjevanja teh obveznosti.
Denmark considers that that criterion is fulfilled and has submitted observations to dispel the Commission’s doubts as to the methodology used to determine the contractual payments and the overall compensation for the public service missions.
Danska meni, da je to merilo izpolnjeno, in je predložila pripombe, da bi odpravila dvom Komisije o metodologiji, uporabljeni za določitev zneska pogodbenih plačil in skupnega nadomestila za naloge javne službe.
The Danish authorities have pointed out that DSB’s establishment as an independent undertaking was accompanied by an in-depth economic analysis (Bernstein report) and steps to enhance the efficiency and productivity of the undertaking.
Danski organi so namreč opozorili, da so ustanovitev družbe DSB kot podjetja, neodvisnega od države, spremljali temeljita ekonomska analiza (poročilo Bernstein) in ukrepi, ki so omogočili povečanje učinkovitosti in produktivnosti podjetja.
Similarly, objectives in terms of efficiency gains were included in the 10-year budgets on the basis of which the contractual payments were calculated.
Cilji povečanja učinkovitosti so bili tudi vključeni v desetletna proračuna, na podlagi katerih so bila izračunana pogodbena plačila.
The Danish authorities claim that the objective of a 6 % return on equity constitutes a reasonable profit.
Danski organi trdijo, da je cilj 6-odstotne donosnosti lastniškega kapitala razumni dobiček.
In their view, the approach adopted to determine the amount of compensation was therefore based on a general assessment of the available data and an expectation of efficiency gains in accordance with market economy principles.
Pristop, uporabljen za določitev zneska nadomestil, torej po njihovem mnenju temelji na splošni oceni razpoložljivih podatkov in pričakovanju povečanja učinkovitosti v skladu z načeli tržnega gospodarstva.
Moreover, the Danish authorities had initially provided ratios for making a comparison with other rail undertakings.
Danski organi so poleg tega najprej predložili elemente primerjave (razmerja) z drugimi železniškimi podjetji.
The observations submitted by Denmark in the context of the procedure highlighted, on the other hand, the difficulties of drawing comparisons between the financial performances of national or European rail operators.
Pripombe, ki jih je Danska predložila v postopku, pa, nasprotno, kažejo na težave pri izvedbi primerjav finančne uspešnosti nacionalnih ali evropskih železniških prevoznikov.
Those difficulties can be put down to the inherent characteristics of the undertakings and of the markets in the railway sector and to a lack of comparability of accounting and financial data.
Te težave je treba pripisati značilnostim teh podjetij in zadevnih trgov ter neprimerljivosti računovodskih in finančnih podatkov zlasti v železniškem sektorju.
In addition, DKT pointed out that a subsidiary of DSB was able to participate in tendering procedures and offer services at reduced costs compared with the costs to which DSB had committed itself in the context of the public transport service contracts.
Združenje DKT je poleg tega opozorilo, da je hčerinska družba družbe DSB lahko sodelovala na javnih razpisih, na katerih je ponujala storitve po nižjih cenah v primerjavi s tem, kar se je DSB zavezala zaračunavati v okviru pogodb o izvajanju javne službe prevoza.
The Danish authorities emphasised the fact that DSB and its subsidiary DSB First could not be compared, since the two companies had different characteristics and cost structures (staff, equipment, commercial practices).
Danski organi so vztrajali, da družbe DSB in njene hčerinske družbe DSB First ni mogoče primerjati zaradi različnih značilnosti in struktur stroškov (zaposleni, vozni park, poslovne prakse).
The Commission acknowledges that the Danish Ministry of Transport took measures (financial studies and restructuring measures) in order to establish DSB as an efficient independent undertaking.
Komisija priznava, da je dansko ministrstvo za promet sprejelo ukrepe – finančne študije in strukturne ukrepe za prestrukturiranje –, da bi DSB ustanovilo kot učinkovito neodvisno podjetje.
It also takes note of the quantified objectives in terms of return on equity and productivity gains.
Ugotavlja tudi obstoj kvantificiranih ciljev na področju donosnosti lastniškega kapitala in povečanja produktivnosti.
However, the Commission also points to the insecure basis, acknowledged by both the Danish authorities and DKT, for comparing undertakings in the sector – a state of affairs that does not allow DSB’s performance indicators to be compared with those of other operators.
Komisija vseeno opozarja tudi na slabo primerljivost podjetij v sektorju, ki jo priznavajo tako danski organi kot DKT in zaradi katere ni mogoče določiti kazalcev uspešnosti družbe DSB v primerjavi s kazalci drugih prevoznikov.
In addition, the Commission takes the view that the stated example of the performance of the subsidiary DSB First appears to indicate that DSB would have prospects of achieving subsequent productivity gains by applying some or all of the measures implemented by DSB First to reduce its costs.
Komisija še meni, da se zdi, da omenjeni primer uspešnosti hčerinske družbe DSB First kaže na obstoj možnosti, da bi DSB v daljšem obdobju lahko povečala produktivnost, če bi izvedla vse ali del ukrepov, ki jih je DSB First izvedla za znižanje svojih stroškov.
It follows that the Commission is not able to conclude with certainty that the compensation granted to DSB was indeed determined on the basis of an analysis of the real costs incurred by a typical, well-run undertaking appropriately equipped with means of transport.
Iz tega sledi, da Komisija ne more z gotovostjo sklepati, da je bilo nadomestilo, dodeljeno družbi DSB, v resnici določeno na podlagi analize dejanskih stroškov povprečnega, dobro vodenega podjetja, ki je ustrezno opremljeno s prevoznimi sredstvi.
In those circumstances, the Commission observes that the fourth criterion in the judgment in Altmark is not fulfilled.
Komisija v teh okoliščinah ugotavlja, da četrto merilo iz sodbe Altmark ni izpolnjeno.
Since the four criteria laid down by the Court in the judgment in Altmark are to be assessed cumulatively, it is consequently not necessary to examine the third criterion or to verify, at this stage of the argument, whether any overcompensation has taken place.
Ker je treba merila, ki jih je Sodišče določilo v sodbi Altmark, presojati kumulativno, torej ni treba preučiti tretjega merila in v tej fazi sklepanja preveriti neobstoj čezmernega nadomestila.
The Commission therefore considers that the compensation could have conferred an economic advantage on DSB.
Komisija zato meni, da je nadomestilo družbi DSB lahko zagotovilo gospodarske prednosti.
DISTORTION OF COMPETITION AND EFFECT ON TRADE BETWEEN MEMBER STATES
IZKRIVLJANJE KONKURENCE IN VPLIV NA TRGOVINO MED DRŽAVAMI ČLANICAMI
The economic advantage is granted to a transport undertaking which operates in rail transport in both Denmark and neighbouring countries.
Gospodarska ugodnost je odobrena prevoznemu podjetju, ki deluje v železniškem prometu na Danskem in tudi v sosednjih državah.
In Denmark, passenger rail transport markets are open to competition.
Na Danskem so trgi železniškega potniškega prevoza odprti za konkurenco.
Consequently, financial support distorts, or threatens to distort, competition.
Zato finančna podpora izkrivlja ali bi lahko izkrivljala konkurenco.
As the Court observed in its judgment in Altmark, several Member States, including some of Denmark’s neighbours such as Sweden and Germany, have also opened up their national markets.
Kot je Sodišče ugotovilo v sodbi Altmark, je več držav članic poleg tega odprlo nacionalni trg, med njimi pa so bile nekatere sosede Danske, kot sta Švedska ali Nemčija.
The incumbent monopoly operators in those countries, and also some new entrants, have activities in several Member States of the Community.
Zgodovinski prevozniki v teh državah in tudi novi udeleženci na trgu opravljajo dejavnost v več državah članicah Skupnosti.
Aid granted to a Danish rail undertaking is therefore likely to affect trade between those Member States which have already opened up rail passenger transport to competition or whose undertakings have a presence on national markets which are open to competition.
Zato lahko pomoč, odobrena danskemu železniškemu podjetju, vpliva na trgovino med državami članicami, ki so že odprle železniški potniški prevoz za konkurenco ali katerih podjetja delujejo na nacionalnih trgih, odprtih za konkurenco.
Account should also be taken of competition between the different modes of transport, for example bus passenger transport.
Poleg tega je treba upoštevati konkurenco med različnimi načini prevoza, na primer avtobusni potniški prevoz.
Consequently, the support measures concerned may affect trade between Member States.
Zato lahko zadevni ukrepi pomoči vplivajo na trgovino med državami članicami.
In conclusion, the Commission considers that the public transport service compensation constitutes State aid within the meaning of Article 107(1) of the Treaty on the Functioning of the European Union.
Skratka, Komisija meni, da so nadomestila za javne storitve prevoza državna pomoč v smislu člena 107(1) Pogodbe o delovanju Evropske unije.
COMPATIBILITY WITH THE INTERNAL MARKET
ZDRUŽLJIVOST Z NOTRANJIM TRGOM
LEGAL BASIS OF COMPATIBILITY
PRAVNA PODLAGA ZA ZDRUŽLJIVOST S PDEU
According to the Court of Justice, Regulation (EEC) No 1191/69, and Regulation (EEC) No 1107/70 of 4 June 1970 on the granting of aids for transport by rail, road and inland waterway [38], implement exhaustively Article 93 of the TFEU, which is why this provision of the Treaty can no longer be applied directly [39].
Po mnenju Sodišča se z Uredbo (EGS) št. 1191/69 in Uredbo (EGS) št. 1107/70 z dne 4. junija 1970 o dodeljevanju pomoči v železniškem in cestnem prevozu ter prevozu po celinskih plovnih poteh [38] izčrpno izvaja člen 93 PDEU, zaradi česar te določbe Pogodbe ni več mogoče uporabljati neposredno. [39].
In its decision initiating the procedure, the Commission concluded that the compensation in question cannot be regarded as compatible with the internal market on the basis of Regulation (EEC) No 1107/70.
Komisija je v odločitvi o sprožitvi postopka ugotovila, da zadevnih nadomestil ni mogoče šteti za združljiva z notranjim trgom na podlagi Uredbe (EGS) št. 1107/70.
In that decision, the Commission determined that the contracts concluded between the Danish Government and Danske Statsbaner constituted public service contracts within the meaning of Article 14 of Regulation (EEC) No 1191/69 and that the compatibility of the aid in question should be examined on the basis of that Regulation.
Komisija je v isti odločitvi sklenila, da so pogodbe, ki sta jih sklenila danska vlada in Danske Statsbaner, pogodbe o izvajanju javne službe v smislu člena 14 Uredbe (EGS) št. 1191/69 in da je treba združljivost zadevne pomoči preučiti na podlagi te uredbe.
However, the Commission notes that Regulation (EC) No 1370/2007 on public passenger transport services by rail and by road entered into force on 3 December 2009 and that it repealed Regulations (EEC) No 1191/69 and (EEC) No 1107/70 concomitantly.
Komisija vseeno opozarja, da je 3. decembra 2009 začela veljati Uredba (ES) št. 1370/2007 o javnih storitvah železniškega in cestnega potniškega prevoza, s katero sta bili hkrati razveljavljeni uredbi Sveta (EGS) št. 1191/69 in (EGS) št. 1107/70.
The Commission is of the opinion that the examination of compatibility should in future be based on Regulation (EC) No 1370/2007, because that is the legislation which applied at the time when the Commission adopted its decision.
Komisija meni, da mora preučitev združljivosti zdaj temeljiti na Uredbi (EGS) št. 1370/2007, ker je to zakonodaja, ki se uporablja, ko Komisija sprejema sklep.
In this regard, the Commission notes that the Danish authorities have not submitted any observations on this change of legal basis.
Komisija glede tega ugotavlja, da danski organi niso predložili pripomb o tej spremembi pravne podlage.
On the other hand, DSB and DKT have submitted arguments to the effect that the Commission should make its assessment on the basis of the rules in force at the time when the contracts were concluded.
Nasprotno pa sta DSB in DKT predložila trditve, da bi morala Komisija pri oceni upoštevati pravila, ki so veljala ob sklenitvi pogodb.
After examining the arguments of DSB and DKT, the Commission considers however that the arguments put forward do not alter its conclusion regarding the ratione temporis applicability of the EU rules on State aid, which leads to the view that the Commission should base its reasoning on the legislation that applies at the time when it takes its decision.
Komisija po preučitvi trditev DSB ni DKT vseeno meni, da navedene trditve ne spreminjajo njenih sklepov glede uporabe ratione temporis pravil EU o državni pomoči, kar pomeni, da mora Komisija sklepanje opreti na zakonodajo, ki se uporablja, ko sprejema odločitev.
The Commission considers that the contracts on public transport should be assessed on the basis of Regulation (EC) No 1370/2007, for the following reasons.
Komisija meni, da bi bilo treba pogodbi o izvajanju javne službe prevoza oceniti na podlagi Uredbe št. (ES) 1370/2007, in sicer iz naslednjih razlogov.
First, the Commission points out that Regulation (EC) No 1370/2007 itself provides for the procedures concerning its entry into force and its ratione temporis application.
Prvič, Komisija opozarja, da so v Uredbi št. (ES) 1370/2007 določena podrobna pravila glede začetka njene veljavnosti in uporabe ratione temporis.
It is consequently no longer possible for the Commission to base its approach on Regulation (EEC) No 1191/69 because it is no longer in force at the time of the Commission’s decision. Instead, the Commission must base its assessment on Regulation (EC) No 1370/2007.
Komisija se torej ne more več opreti na Uredbo (EGS) št. 1191/69, ki ne velja več ob sprejetju njenega sklepa; nasprotno, svojo oceno mora opreti na Uredbo (ES) št. 1370/2007.
Second, the Commission notes that there is no indication in Regulation (EC) No 1370/2007 that that Regulation was not intended to apply to public transport service contracts concluded prior to its entry into force.
Drugič, Komisija ugotavlja, da v Uredbi (ES) št. 1370/2007 ni navedeno, da se ta ne uporablja za pogodbe o izvajanju javne službe prevoza, sklenjene pred začetkom njene veljavnosti.
Indeed, Article 8(3) of Regulation (EC) No 1370/2007 contains transitional rules for contracts concluded before its entry into force.
Člen 8(3) Uredbe (ES) št. 1370/2007 namreč vsebuje prehodna pravila za pogodbe, sklenjene pred začetkom njene veljavnosti.
That provision is in fact a departure from the application of Article 8(2) of the Regulation, which concerns compliance with the rules on the awarding of contracts, which are defined in Article 5.
Ta določba v resnici odstopa od uporabe člena 8(2) Uredbe, ki se nanaša na upoštevanje pravil o sklenitvi pogodb, ki so opredeljena v členu 5.
It should be noted, that these exceptional transitional provisions concerning the awarding of contracts would not have been necessary if the public transport service contracts concluded before the entry into force of the Regulation had been excluded from its scope.
Treba je opozoriti, da te izjemne prehodne določbe o sklenitvi pogodb ne bi bile potrebne, če bi bile pogodbe o izvajanju javne službe prevoza, sklenjene pred začetkom veljavnosti Uredbe, izključene s področja njene uporabe.
A contrario, Article 8 confirms that the other provisions of the Regulation apply to those contracts.
Nasprotno pa je s členom 8 tako potrjeno, da se druge določbe Uredbe uporabljajo za te pogodbe.
Third, the Commission makes clear that its notice on the determination of the rules for the assessment of unlawful State aid [40] is not applicable in this case.
Tretjič, Komisija pojasnjuje, da se Obvestilo o določitvi pravil, ki se uporabljajo za oceno nezakonite državne pomoči, [40] v tej zadevi ne uporablja.
That notice indicates explicitly that it does not affect the interpretation of the Council and Commission Regulations in the area of State aid.
V tem obvestilu je namreč izrecno navedeno, da ne posega v razlago uredb Sveta in Komisije na področju državnih pomoči.
Regulation (EC) No 1370/2007 specifically lays down rules relating to its provisional application.
V Uredbi št. (ES) 1370/2007 so določena prav pravila o njeni začasni uporabi.
Fourth, the Commission points out that the Court of Justice has also confirmed the principle that a new rule applies immediately to the future effects of a situation which arose under the old rule.
Četrtič, Komisija opozarja, da je Sodišče potrdilo tudi načelo, da se novo pravilo uporablja neposredno za bodoče učinke položaja, ki je nastal med veljavnostjo starega pravila. Prav tako je razsodilo, da se načela varstva legitimnih pričakovanj ne sme razširiti do takega obsega, da bi na splošno oviralo, da bi se novo pravilo uporabilo za bodoče učinke položajev, ki so nastali med veljavnostjo starega pravila.