natgillin/translations-raw huggingface dataset:
According to the information provided by the Italian authorities, the decrease in the number of journeys on EU routes registered in 2009 (resulting indirectly in a decrease in the level of the public contribution) is a direct consequence of the economic downturn, which had a significant impact on the market.
Glede na informacije, ki so jih posredovali italijanski organi, je zmanjšanje števila prevozov na progah v EU, ki je bilo zabeleženo v letu 2009 (kar posredno pomeni zmanjšanje javnega prispevka), neposredna posledica gospodarske krize, ki je pomembno vplivala na trg.
The trend in freight volumes is similar, namely a stable increase on domestic routes and a decrease on intra-EU routes.
Trend pri obsegu tovornega prometa je podoben, in sicer stalno povečevanje prevozov na domačih progah in njihovo zmanjševanje na progah znotraj EU.
Nonetheless, the overall freight volume steadily increased during the reference period.
Kljub temu pa se je skupni obseg tovornega prometa v referenčnem obdobju stalno povečeval.
The overall number of journeys in 2010 was forecast to be 564519.
Predvideno skupno število prevozov v letu 2010 naj bi znašalo 564519.
As mentioned in recital 3, the aim of the scheme is to facilitate the modal shift of freight from road to sea.
Kot je navedeno v uvodni izjavi 3, je shema namenjena spodbujanju preusmeritve tovornega prometa s cest na morje.
The aid scheme is based on:
Shema pomoči temelji na:
Article 3(2-quater) of Decree Law No 209 of 24 September 2002, converted with amendments by Law No 265 of 22 November 2002;
členu 3(2 quater) zakonskega odloka št. 209 z dne 24. Septembra 2002, kakor je bil spremenjen z zakonom št. 265 z dne 22. novembra 2002;
Decree of the President of the Italian Republic No 205 of 11 April 2006;
odloku predsednika Italijanske republike št. 205 z dne 11. aprila 2006;
Article 2(250) of Law No 191 of 23 December 2009;
členu 2(250) zakona št. 191 z dne 23. decembra 2009;
Decree of the Italian Ministry of Infrastructure and Transport of 31 January 2011 approving the extension of the scheme for 2010; the corresponding Decree for 2011, which is subject to authorisation by the Commission, has been already agreed.
odloku italijanskega ministrstva za infrastrukturo in promet z dne 31. januarja 2011 o odobritvi podaljšanja obstoječe sheme za leto 2010 in ustreznem odloku za leto 2011, ki ga mora odobriti Komisija, pri čemer je bil ta že sprejet.
However, during the formal investigation procedure Italy undertook to shorten the extension by one year.
Vendar pa se je Italija med formalnim postopkom preiskave zavezala, da bo podaljšanje skrajšala za eno leto.
The overall budget for the proposed modification is EUR 60 million (EUR 30 million for 2010 and EUR 30 million for 2011).
Skupni proračun za predlagano spremembo je 60 milijonov EUR (30 milijonov EUR za leto 2010 in 30 milijonov EUR za leto 2011).
The Italian authorities notified the modification of the scheme in the form of a two-year extension (2010 and 2011).
Italijanski organi so priglasili spremembo sheme v obliki dvoletnega podaljšanja (za leti 2010 in 2011).
The Italian authorities have confirmed that no aid has yet been paid out for the operation of maritime services in 2010 and 2011 and that the measure would be implemented only following authorisation by the Commission.
Italijanski organi so tudi potrdili, da pomoč za opravljanje pomorskih storitev v letih 2010 in 2011 še ni bila izplačana in da naj bi se ukrep izvajal le po odobritvi Komisije.
Modifications to the State aid regime
Spremembe sheme državne pomoči
The modifications notified by the Italian authorities concern:
Spremembe, ki so jih priglasili italijanski organi, se nanašajo na:
the extension of the aid scheme to 2010 and 2011;
podaljšanje sheme pomoči za leti 2010 in 2011;
a new overall budget of EUR 60 million, i.e. EUR 30 million for each year of the extension.
nov skupni proračun v višini 60 milijonov EUR, tj. 30 milijonov EUR za vsako leto podaljšanja.
During the formal investigation procedure Italy undertook to reduce the extension from two years to only one.
Italija se je med formalnim postopkom preiskave zavezala, da bo skrajšala podaljšanje z dveh let le na eno leto.
The Italian authorities have confirmed that no additional measures, such as those authorised by the 2005 decision, would be implemented during the extension.
Italijanski organi so potrdili, da med podaljšanjem ne bodo izvajali dodatnih ukrepov, kot so na primer tisti, ki so bili odobreni z odločbo iz leta 2005.
Grounds for the modification
Razlogi za spremembo
The Italian authorities explained that fulfilment of the planned objectives (stabilising the modal transfer generated by the initial scheme and the further development of the subsidised routes) has been jeopardised as a result of the economic crisis.
Italijanski organi so pojasnili, da je izpolnitev načrtovanih ciljev (utrditev spremembe prevoza, ki jo spodbuja prvotna shema, in nadaljnji razvoj subvencioniranih prog) ogrožena zaradi gospodarske krize.
During the formal investigation procedure Italy also undertook to extend the obligation to continue commercial operation of the transport services, without aid, by an additional year.
Italija se je med formalnim postopkom preiskave tudi zavezala, da bo za dodatno leto podaljšala obveznost opravljanja komercialnih prevoznih storitev, ne da bi za to dodelila pomoč.
Cumulation with regional subsidies for the same purpose is allowed for up to 30 % of the total transport costs.
Kumulacija z regionalnimi subvencijami za isti namen je dovoljena do višine 30 % skupnih prevoznih stroškov.
All Union road haulage companies, including temporary or permanent groupings and associations of transport operators which embark their vehicles and trailers (whether or not accompanied by drivers) on freight ships in order to use specific shipping routes identified by decree of the Minister of Infrastructure and Transport, may request grants under the scheme.
V okviru te sheme lahko za sredstva zaprosijo vsa cestna prevozniška podjetja Unije, vključno z začasnimi ali trajnimi skupinami in združenji prevoznikov, ki svoja vozila in priklopnike (z vozniki ali brez) vkrcajo na tovorne ladje, da bi uporabili posebne plovne poti, določene z odlokom ministra za infrastrukturo in promet.
Form of the aid and aid intensity
Oblika in intenzivnost pomoči
The aid will take the form of a non-reimbursable grant, the level of which corresponds to the difference between the external costs of maritime and road transport.
Pomoč bo dodeljena v obliki nepovratne subvencije, katere raven ustreza razliki med zunanjimi stroški pomorskega in cestnega prevoza.
This difference will be calculated on the basis of an updated study by Friends of the Earth [6].
Ta razlika bo izračunana na podlagi posodobljene študije, ki jo je izvedlo okoljsko združenje „Friends of the Earth“ [6].
The factors taken into account in these calculations are greenhouse gases, atmospheric pollution, noise, congestion and accidents.
Dejavniki, ki se upoštevajo pri teh izračunih, so toplogredni plini, onesnaževanje zraka, hrup, zastoji in nesreče.
This study was updated on the basis of the results of the first period of application of Ecobonus scheme.
Ta študija je bila posodobljena na podlagi rezultatov prvega obdobja uporabe t. i. sheme „Ecobonus“.
The difference in the social and environmental costs incurred by using the Motorways of the sea instead of road transport led to the saving of EUR 411 million.
Razlika pri družbenih in okoljskih stroških, nastalih z uporabo pomorskih avtocest namesto cestnega prevoza, je privedla do prihranka v višini 411 milijonov EUR.
This study shows that a full heavy goods vehicle 14 metres long travelling 100 km by road generates external costs of around EUR 212,58, whereas the external costs of 100 km travelled by sea are estimated at around EUR 79,37. The difference is EUR 133,21 for a 100 km stretch.
Ta študija kaže, da polno težko tovorno vozilo, ki je dolgo 14 metrov in opravi po cesti 100 km, povzroči za približno 212,58 EUR zunanjih stroškov, medtem ko so zunanji stroški opravljenih 100 km po morju ocenjeni na približno 79,37 EUR. Razlika pri 100 km razdalje je 133,21 EUR. To povprečje bo osnova za popuste, ki se bodo uporabljali za cestna prevozniška podjetja, kadar bodo slednja uporabila izbrane plovne proge.
This average will form the basis of the discounts applicable to road hauliers when using the selected shipping routes. The amount will be adapted to the specific market conditions on the routes identified.
Znesek bo prilagojen posebnim tržnim razmeram na določenih progah.
Beneficiaries will have to carry out a certain number of journeys, which will be set annually for each selected route.
Upravičenci bodo morali opraviti določeno število prevozov, ki bodo določeni letno za posamezno izbrano progo.
Applicant companies must have carried out at least 80 journeys a year on an individual route.
Prijavljena podjetja so morala na posamezni progi letno opraviti najmanj 80 prevozov.
An extra ‘bonus’ will be granted, in addition to the basic aid, to those companies that exceed more than 1600 journeys a year on a given shipping line.
Poleg osnovne pomoči bo tistim podjetjem, ki na določeni plovni progi letno opravijo več kot 1600 prevozov, dodeljen dodaten „bonus“.
Nevertheless, the maximum 30 % aid intensity may not be exceeded.
Kljub temu ne sme biti presežena največja intenzivnost pomoči, ki znaša 30 %.
The purpose of this extra aid is to encourage companies to form associations and to increase the occupancy rate of ships used for freight transport.
Namen te dodatne pomoči je spodbujanje podjetij k združevanju in povečanje zasedenosti ladij, ki se uporabljajo za prevoz tovora.
The eligible maritime lines will be identified by a ministerial decree on the basis of the following criteria:
Upravičene pomorske proge bodo določene z ministrskim odlokom na podlagi naslednjih meril:
suitability of the maritime route for fostering the shift of substantial amounts of traffic from road to sea;
primernost pomorske proge za spodbujanje preusmeritve znatne količine prometa s cest na morje;
suitability of the maritime route for reducing congestion on the Italian road network;
primernost pomorske proge za zmanjšanje zastojev v italijanskem cestnem omrežju;
foreseeable environmental improvement through the use of the maritime route compared with the corresponding road route.
predvideno izboljšanje okolja pri uporabi pomorske proge v primerjavi z ustrezno cestno progo.
The new maritime routes selected will be routes currently not adequately served by sea.
Nove izbrane pomorske proge bodo tiste, ki trenutno še niso ustrezno pokrite.
Applications must contain a commitment from the beneficiaries to maintain the same number of journeys or transport the same quantity of goods as during the subsidised period over the three years following the expiry of the scheme.
Vloge morajo vsebovati zavezo upravičencev, da bodo še tri leta zagotavljali enako število prevozov ali enako količino prepeljanega blaga kot v obdobju, na katero se je shema nanašala.
During the investigation of the present measure by the Commission Italy extended the above three-year period by one year.
Medtem ko je Komisija preiskovala ta ukrep, je Italija za eno leto podaljšala navedeno triletno obdobje.
Aid will be granted only on condition that tariffs are maintained at the same level, in line with the rate of inflation.
Pomoč bo dodeljena samo pod pogojem, da se tarife v skladu s stopnjo inflacije ohranijo na enaki ravni.
Aid may be granted retrospectively, after examination of the relevant documents, within the limits of the funding made available and allocated for this particular purpose.
Pomoč se lahko po proučitvi ustreznih dokumentov odobri retrospektivno, in sicer v okviru razpoložljivih in dodeljenih sredstev za ta konkreten namen.
If the aid to be granted exceeds the available funds for the year in question, the size of the contributions will be laid down by a special ministerial decision.
Če navedena pomoč preseže razpoložljiva sredstva za zadevno leto, bo s posebnim sklepom ministra določen obseg prispevkov.
In the opening decision the Commission started by noting that the modified scheme conferred an advantage on road hauliers and constituted State aid within the meaning of Article 107(1) TFEU at this level.
Komisija je v sklepu o začetku postopka navedla, da so imela cestna prevozniška podjetja zaradi spremenjene sheme prednost, ki je na tej ravni pomenila državno pomoč v smislu člena 107(1) PDEU.
The Commission also considered that shippers providing sea transport to the road hauliers could also benefit from an indirect advantage as a result of the modified scheme.
Komisija je poleg tega menila, da bi lahko taka posredna prednost, ki je rezultat spremenjene sheme, koristila tudi prevoznikom, ki za cestna prevozniška podjetja opravljajo pomorski prevoz.
As regards the compatibility of the modified scheme, the Commission first observed that the initial scheme was declared compatible with the internal market on the basis of Article 107(3)(c) TFEU.
Glede združljivosti spremenjene sheme je Komisija najprej ugotovila, da je bila prvotna shema združljiva z notranjim trgom na podlagi člena 107(3)(c) PDEU.
It noted, however, that the notified modification of the scheme appeared to contravene a condition of the 2005 decision by which road hauliers benefiting from the initially approved scheme undertook to maintain the same number of journeys or transport the same quantity of goods during the subsidised period in the three-years following the expiration of the scheme, without receiving aid.
Komisija je tudi ugotovila, da se zdi priglašena sprememba sheme v nasprotju s pogoji iz odločbe iz leta 2005, v skladu s katero so se cestna prevozniška podjetja, ki imajo korist od prvotno odobrene sheme pomoči, zavezala, da bodo še tri leta po poteku sheme zagotavljala enako število prevozov ali enako količino prepeljanega blaga kot v obdobju, na katero se je shema pomoči nanašala, ne da bi za to dodelila pomoč.
The Commission further noted that, were the shippers providing maritime services to road hauliers to be considered indirect beneficiaries of the scheme [7], the Commission would also have to assess the compatibility of this aid on the basis of point 10 of the Community guidelines on state aid to maritime transport (‘the Maritime Guidelines’) [8].
Komisija je nadalje ugotovila, da bi morala oceniti združljivost te pomoči na podlagi točke 10 smernic Skupnosti o državni pomoči pomorskemu prometu (v nadaljnjem besedilu: smernice o pomorskem prometu) [7], v kolikor pomorski prevozniki, ki za cestna prevozniška podjetja opravljajo storitve pomorskega prevoza, veljajo za posredne upravičence sheme [8].
Given that in this case the aid received by the shippers would finance the operation of existing routes and extend beyond the three-year period, the Commission expressed doubts as to the compatibility of the modified scheme with the internal market.
Ker bi se v tem primeru s pomočjo, ki bi jo prejeli pomorski prevozniki, financirale obstoječe proge, in sicer dlje kot tri leta, Komisija na tej stopnji dvomi v združljivost spremenjene sheme z notranjim trgom.
The Commission received comments from three associations of transport operators, namely CETM, ANITA and the Short Sea Promotion Centre.
Komisija je prejela pripombe treh združenj prevoznikov, in sicer CETM, ANITA in Središča za spodbujanje pomorskega prevoza na kratkih razdaljah.
The interested parties basically supported the position taken by Italy regarding the economic downturn and its overall impact on transport activities.
Zainteresirane strani so v bistvu podprle stališče, ki ga je Italija zavzela v zvezi z gospodarsko krizo in njenim splošnim vplivom na prevozne dejavnosti.
In particular, the third parties underlined the impact of the economic downturn on the transport sector, which was so extensive that it precluded further development of intermodal traffic level as initially forecast.
Tretje strani so poudarile vpliv gospodarske krize na prometni sektor, ki je bil tako velik, da je onemogočil nadaljnji razvoj prvotno predvidene ravni intermodalnega prometa.
Italy's observations on the opening decision are summarised below.
Pripombe Italije glede sklepa o začetku postopka so povzete spodaj.
First, Italy argued that the commitment to maintain traffic levels after the expiry of the scheme was given by the road hauliers in a completely different market context.
Prvič, Italija je trdila, da je bila zaveza cestnih prevozniških podjetij o zagotavljanju enake ravni prometa kot v obdobju, na katero se je shema pomoči nanašala, dana v povsem drugačnem tržnem okviru.
As the magnitude and length of the crisis could not have been predicted at that time, the Commission ought to take into account the exceptional circumstances that led to the need to modify the scheme as notified.
Ker obsega in trajanja krize takrat ni bilo mogoče predvideti, bi Komisija morala upoštevati izredne okoliščine, ki so privedle do potrebe po spremembi sheme, kot je bila priglašena.
However, starting in the second half of 2008 the economic downturn hit the haulage companies participating in the scheme halfway through its implementation, making it difficult for them to stabilise the intermodal transport levels reached.
Vendar pa je gospodarska kriza, ki se je začela v drugi polovici leta 2008, prizadela prevozniška podjetja, ki sodelujejo v shemi, na polovici njenega izvajanja, zaradi česar slednja niso mogla utrditi doseženih ravni intermodalnega prometa.
In particular, the Commission should take into consideration the fall in the number of journeys and tonnage, generated by a drop in contracts and the economic downturn.
Komisija bi morala zaradi upada naročil in gospodarske krize upoštevati zlasti zmanjšanje števila prevozov in tonaže.
Second, in support of the notified modification, Italy pointed out that the budget for the initial scheme had not been fully used, meaning that the funds required for the notified modification still fell within the initial budget limit.
Drugič, v podporo priglašene spremembe je Italija poudarila, da proračun za prvotno shemo ni bil v celoti uporabljen, kar pomeni, da sredstva, potrebna za priglašene spremembe, še vedno spadajo v prvotni okvir proračuna.
Third, the Commission should take into account the fact that no complaint had been received, at either national or Union level, from any of the stakeholders.
Tretjič, Komisija bi morala upoštevati dejstvo, da se nobena zainteresirana stran ni pritožila ne na nacionalni ravni ne na ravni Unije.
This should be taken as an indication that there had not been any undue distortions of competition.
To bi bilo treba upoštevati kot pokazatelj, da ni prišlo do neupravičenega izkrivljanja konkurence.
Finally, Italy argued that if the potential benefits of the measure for maritime companies were qualified as aid within the meaning of Article 107 TFEU, this would necessarily mean that the Commission should also assess the effects of the measure on other connected activities, such as dock maintenance, shipping agents and port operators.
Nazadnje je Italija trdila, da bi v primeru, če bi se morebitne koristi ukrepa za pomorska podjetja obravnavale kot pomoč v smislu člena 107 PDEU, to nujno pomenilo, da bi morala Komisija oceniti tudi učinke ukrepa na druge povezane dejavnosti, kot so vzdrževanje dokov, ladijski zastopniki in pristaniški operaterji.
According to the Italian authorities, such approach would contravene both previous practice and case law.
Po navedbah italijanskih organov bi bil tak pristop v nasprotju z dosedanjo in sodno prakso.
In order to alleviate Commission's concerns about the compatibility of the notified extension, Italy undertook during the formal investigation procedure to amend the notified measure as follows: a shortening of the extension from two years to only one year and a concomitant extension of the commercial operation of the transport services, without aid, by one additional year.
Da bi Italija odpravila pomisleke Komisije glede združljivosti priglašenega podaljšanja, se je v okviru formalnega postopka preiskave zavezala, da bo spremenila priglašeni ukrep, tako da bo skrajšala podaljšanje z dveh let na eno leto in sočasno podaljšala obveznost opravljanja komercialnih prevoznih storitev za dodatno leto, ne da bi za to dodelila pomoč.
ITALY'S COMMENTS ON THE INTERESTED PARTIES' COMMENTS
PRIPOMBE ITALIJE GLEDE PRIPOMB ZAINTERESIRANIH STRANI
By letter dated 16 January 2013, the Italian authorities submitted to the Commission their own observations on the comments of the interested parties in the formal investigation procedure.
Z dopisom z dne 16. januarja 2013 so italijanski organi v okviru formalnega postopka preiskave Komisiji predložili svoje pripombe glede pripomb zainteresiranih strani.
The Italian authorities supported the comments submitted by the three abovementioned transport associations, notably those concerning the absence of undue distortions of competition and the qualification of a potential advantage for shipping companies.
Italijanski organi so podprli pripombe treh zgoraj navedenih združenj prevoznikov, in sicer zlasti tiste, ki so se nanašale na odsotnost neupravičenega izkrivljanja konkurence in opredelitev morebitnih ugodnosti za ladjarska podjetja.
Under Article 107(1) TFEU, unless otherwise provided for in that Treaty, any aid granted by a Member State or through State resources in any form whatsoever which distorts or threatens to distort competition by favouring certain undertakings or the provision of certain goods, in so far as it affects trade between Member States, is incompatible with the internal market.
V skladu s členom 107(1) PDEU, razen če navedena pogodba ne določa drugače, je vsaka pomoč, ki jo dodeli država članica, ali kakršna koli vrsta pomoči iz državnih sredstev, ki izkrivlja ali bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga, nezdružljiva s skupnim trgom, v kolikor prizadene trgovino med državami članicami.
The criteria laid down in Article 107(1) are cumulative.
Merila iz člena 107(1) so kumulativna.
Therefore, in order to determine whether a notified measure constitutes State aid within the meaning of Article 107(1) TFEU, all the criteria need to be fulfilled.
Zato morajo biti izpolnjena vsa merila, da bi se ugotovilo, ali priglašeni ukrep pomeni državno pomoč v smislu člena 107(1) PDEU.
To constitute State aid the financial support must:
Da bi finančna podpora pomenila državno pomoč, mora:
be granted by the State or through State resources,
biti dodeljena s strani države ali prek državnih sredstev;
favour certain undertakings or the production of certain goods (selectivity),
dajati prednost posameznim podjetjem ali proizvodnji posameznega blaga (selektivnost);
confer an economic advantage on recipient undertakings,
dajati gospodarsko prednost podjetjem, ki jo prejmejo;
distort or threaten to distort competition and affect trade between Member States.
izkrivljati konkurenco in prizadeti trgovino med državami članicami.
In this case the public financing of the proposed modification is granted by the State and through State resources.
V tem primeru je javno financiranje predlagane spremembe dodeljeno s strani države in prek državnih sredstev.
Further, it favours only certain undertakings and is therefore selective.
Poleg tega daje prednost le posameznim podjetjem in je zato selektivno.
The Commission considers that the proposed modification confers an economic advantage on the road hauliers engaged in transport operations eligible for the scheme by relieving them of part of their operational costs.
Komisija meni, da predlagana sprememba daje gospodarsko prednost cestnim prevozniškim podjetjem, ki opravljajo prevoze in so upravičenci sheme, in sicer tako, da jih razbremeni dela njihovih operativnih stroškov.