natgillin/translations-raw huggingface dataset:
The negative externalities associated with such levels of congestion are plain: air pollution, time wasted, increased numbers of accidents, a fall in the attractiveness of the area, etc.
obdobjem 2008–2016, v katerem je subvencije dodeljevalo združenje prevoza v regiji Île-de-France (Syndicat des Transports d'Île-de-France, v nadaljnjem besedilu: združenje STIF) v okviru nove organizacije prevoza, ki je v regiji Île-de-France prevladovala od leta 2007.
In this situation, it is essential to develop and provide forms of public transport which attract users if sustainable mobility is to be achieved.
To obdobje je razdeljeno na dve podobdobji, ki ustrezata dvema vrstama pogodb o izvajanju javne službe, ki ju je zaporedoma uvedlo združenje STIF.
The Commission's in-depth investigation focused on a support system for investment in undertakings providing scheduled public transport services by road under public-service contracts, in the specific circumstances in Île-de-France, which should be taken into account.
Ukrepi, ki jih je izvajala regija
This system has developed over time depending on the arrangements for organising scheduled public transport by road in Île-de-France, which prompted the Commission to draw a distinction between two periods:
Regija je 20. oktobra 1994 sprejela sklep [5], namenjen podaljšanju vseh ukrepov, uvedenih leta 1979 [6] v korist podjetij, ki so izvajala storitve rednega javnega prevoza v cestnem prometu v regiji Île-de-France.
the period from 1994 to 2008, during which the Region granted investment subsidies in return for the signing of a rider to operating agreements already reached between a transport undertaking and a public authority;
Pred sklepom iz leta 1994 je bil prvotni mehanizem iz leta 1979 že spremenjen z dvema sklepoma: leta 1984 (CR 84-07) in leta 1987 (CR 87-07).
the period from 2008 to 2016, during which subsidies were awarded by the Syndicat des Transports d'Île-de-France (Île-de-France Transport Authority) (‘STIF’) as part of the new system of organising transport in Île-de-France in place since 2007.
Sledila sta mu še dva sklepa, in sicer leta 1998 (CR 44-98) in leta 2001 (CR 47-01), potem pa je bil mehanizem leta 2008 dokončno ukinjen.
This period itself subdivides into two subperiods, corresponding to the two types of public-service contract set up successively by STIF.
Regija je na podlagi teh sklepov lahko dodelila finančno pomoč javnim skupnostim, ki so bodisi z zasebnim podjetjem sklenile pogodbo o izvajanju prevozov na rednih avtobusnih linijah bodisi so jih izvajale neposredno prek režijskega obrata.
Measures implemented by the Region
Javne skupnosti so to pomoč nakazale prevoznemu podjetju, kadar je to bilo lastnik subvencioniranih naložb.
On 20 October 1994, the Region adopted a decision [5] aimed at renewing a set of measures introduced in 1979 [6] for the benefit of undertakings operating scheduled public transport services by road in the Île-de-France region.
Dodeljene subvencije so bile namenjene predvsem omogočanju nakupa novih vozil v zameno za količinsko izboljšanje ponudbe (povečanje pogostosti ali obsega, podaljšanje ali uvedba novih linij), izboljšanje kakovosti storitve (pristop k listini o kakovosti, nizkopodni avtobusi), namestitev nove opreme na vozila (naprave za zvočno ali vizualno napovedovanje postajališč), uvedbo sistemov za izdajo in potrjevanje vozovnic, ureditev postajališč in tabel na postajališčih ali izvedbo študij.
Before the 1994 decision, there had already been two decisions amending the original 1979 mechanism, one in 1984 (CF 84-07) and one in 1987 (CR 87-07).
Skupnosti so morale svoje prošnje za subvencije poslati regiji.
Two other decisions came after it, in 1998 (CR 44-98) and in 2001 (CR 47-01), until the mechanism was finally repealed in 2008.
Stopnja subvencije je znašala med 25 % in 60 % izdatkov brez davka.
Under these decisions, the Region was able to grant financial aid to public authorities which had either signed a contract for scheduled bus services with a private undertaking or were operating them directly under local authority control.
Zgornja meja zneska subvencije je bila določena glede na naravo izdatkov.
The public authorities paid this aid over to the transport undertaking where the latter was the owner of the subsidised investment.
Prejemniki pomoči so se morali obvezati, da bodo količinsko in kakovostno izboljšanje ponudbe, vozila in opremo vzdrževali najmanj pet let od začetka njihove uporabe.
The subsidies granted were mainly intended to be used for the acquisition of new vehicles in return for a quantitative improvement in the service (increased frequencies or capacity, extension of routes or creation of new routes), a qualitative improvement in the service (adherence to a quality charter, buses with lowered decks), the installation of new equipment on board the vehicles (audio or visual stop announcement systems), the introduction of systems to issue and validate tickets, the upgrading of bus-stops and signs, or the carrying out of studies.
V teh petih letih so morala vozila, ki so jim bile namenjene subvencije, voziti prednostno in predvsem na zadevnih linijah.
The local authorities had to send their applications for subsidies to the Region.
Nazadnje, javne skupnosti, nosilke projekta, in podjetja so morali skleniti dodatek k svoji pogodbi o izvajanju prevozov, ki ga je sopodpisal predsednik regionalnega sveta (Conseil régional) ter v katerem so bile opredeljene uporaba pomoči in protistoritve, naložene upravičenemu podjetju v smislu količinskega in kakovostnega izboljšanja ponudbe.
The rate of subsidy varied between 25 % and 60 % of costs excluding tax.
Po navedbah francoskih organov je bilo med letoma 1994 in 2008 do tega ukrepa upravičenih 135 podjetij od skupno 150 podjetij v regiji Île-de-France.
There were ceilings on the amount of subsidy depending on the type of costs involved.
Postopek pred nacionalnim upravnim sodiščem
Recipients of the aid had to undertake to maintain the quantitative and qualitative improvements in the service supplied, the vehicles and the equipment for at least five years from the date on which they were brought into service.
Samostojno združenje prevoznikov in potnikov (Syndicat autonome des transporteurs de voyageurs, v nadaljnjem besedilu: združenje SATV) je maja 2004 pri predsedniku regionalnega sveta zahtevalo razveljavitev treh zgoraj navedenih sklepov.
For those five years, vehicles benefiting from the subsidies had to be used essentially and as a matter of priority on the routes concerned.
Ker je ta to 17. junija 2004 zavrnil, je združenje SATV pri upravnem sodišču v Parizu (Tribunal administratif de Paris) vložilo tožbo za razglasitev ničnosti zavrnilne odločbe.
Lastly, the local authorities acting as contractors and the undertakings were required to sign a rider to their operating agreements, countersigned by the chairman of the Regional Council, which regulated the use of the aid and listed the obligations imposed on the undertaking receiving the aid in terms of quantitative and qualitative improvements in the service provided.
Upravno sodišče je v sodbi z dne 10. julija 2008 [7] ugodilo predlogu združenja SATV za razglasitev ničnosti in regiji odredilo, naj regionalnemu svetu predloži nov sklep, ker uvedba tega mehanizma pomoči ni bila predhodno priglašena Evropski komisiji.
According to the French authorities, 135 undertakings received aid under that measure between 1994 and 2008, out of a total of 150 in the Île-de-France region.
Upravno sodišče je poleg tega regiji odredilo, naj razveljavi zadevne tri sklepe.
Proceedings before the national administrative court
Regija, ki je sicer zoper navedeno sodbo vložila pritožbo, je sporne sklepe razveljavila s sklepom CR80-08 z dne 16. oktobra 2008.
In May 2004, the independent union of passenger carriers (Syndicat autonome des transporteurs de voyageurs, ‘SATV’) asked the chairman of the Regional Council to rescind the three decisions mentioned above.
Višje upravno sodišče v Parizu (Cour administrative d'appel de Paris) je 12. julija 2010 [8] potrdilo sodbo upravnega sodišča.
As the chairman refused to so, on 17 June 2004 SATV filed an application with the Paris Administrative Court for annulment of the decision refusing their request.
Regija je zoper to sodbo vložila kasacijsko pritožbo pri vrhovnem upravnem sodišču (Conseil d'État).
In its judgment of 10 July 2008 [7], the Administrative Court granted SATV's application for annulment and ordered the Region to submit a new decision to the Regional Council on the grounds that the establishment of the aid system concerned had not been preceded by notification to the European Commission.
Vrhovno upravno sodišče je to pritožbo zavrnilo v sodbi z dne 23. julija 2012 [9].
The Administrative Court also ordered the Region to rescind the three decisions.
Poleg tega so štiri zainteresirane tretje strani vložile ugovor tretjega zoper sodbo višjega upravnega sodišča v Parizu.
The Region, while appealing against this judgment, rescinded the decisions in dispute by Decision CR80-08 of 16 October 2008.
Potem ko je višje upravno sodišče 27. novembra 2015 ta ugovor zavrnilo, so zainteresirane tretje strani vložile kasacijsko pritožbo, o kateri do danes še ni bilo odločeno.
On 12 July 2010 [8], the Administrative Appeal Court (Cour administrative d'appel, ‘the CAA’) of Paris confirmed the judgment of the Administrative Court.
Upravno sodišče v Parizu je na podlagi nove tožbe, ki jo je združenje SATV vložilo 27. oktobra 2008, s sodbo z dne 4. junija 2013 [10] regiji odredilo, naj izda izvršilne naslove, ki bodo omogočali izterjavo pomoči, izplačanih na podlagi sklepov, razglašenih za nične s sodbo št. 0417015 z dne 10. julija 2008.
The Region appealed against that ruling to the Council of State.
Regija je zoper to sodbo vložila pritožbo.
The Council of State rejected the appeal in a judgment of 23 July 2012 [9].
Višje upravno sodišče v Parizu je 31. decembra 2013 zavrnilo pritožbo [11].
Four interested third parties lodged an appeal in third party proceedings against the Paris CAA judgment.
Regija je zoper to sodbo vložila kasacijsko pritožbo pri vrhovnem upravnem sodišču.
On 27 November 2015, following the rejection of that appeal by the CAA, the interested third parties lodged an appeal which is still pending.
O tej pritožbi do danes še ni bilo odločeno.
Following a fresh application filed by SATV on 27 October 2008, the Paris Administrative Court, by its judgment of 4 June 2013 [10], ordered the Region to issue writs of execution for the recovery of the aid, on the basis of the decisions annulled by judgment No 0417015 of 10 July 2008.
Ukrepi, ki jih je izvajalo združenje STIF
The Region appealed against that judgment.
Združenje STIF je s sklepom št. 2006/1161 z dne 13. decembra 2006 opredelilo novo pogodbeno organizacijo za vse linije rednega javnega prevoza v cestnem prometu.
On 31 December 2013, the Paris CAA turned down the application [11].
Njegov cilj je bil okrepiti svojo vlogo organa organizatorja na področju opredelitve ponudbe in ravni storitve ter na področju učinkovitosti prevoznih podjetij in finančne preglednosti.
That appeal is still pending.
prva, pogodba tipa 1 (v nadaljnjem besedilu: pogodba CT1), je bila sklenjena za največ štiri leta (2007–2010 oziroma 2011 za zadnje pogodbe);
Measures implemented by STIF
druga, pogodba tipa 2 (v nadaljnjem besedilu: pogodba CT2), je bila sklenjena po koncu dvostranskih pogajanj z vsakim zasebnim podjetjem za prevoze na območju za preostalo obdobje do 31. decembra 2016.
STIF is a public administrative establishment governed by Decree No 2005-664 of 10 June 2005.
V teh dveh tipih pogodb je v vsakem na svoj način povzeto načelo subvencioniranja naložb, ki jih izvedejo prevozna podjetja.
It organises, coordinates and finances the public passenger transport services in Île-de-France provided by the Régie autonome des transports parisiens (‘RATP’), the Société nationale des chemins de fer français (‘SNCF’), Transilien and private bus undertakings belonging to the network of the Organisation professionnelle des transports d'Île-de-France (‘OPTILE’).
Predstavitev pogodb CT1
By Decision No 2006/1161 of 13 December 2006, STIF laid down a new system of contractual organisation for all scheduled public transport routes by road.
Pogodba CT1 je bila sklenjena z vsakim podjetjem za vse linije, na katerih je izvajalo prevoze.
The aim was to strengthen its role as an organising authority in defining the supply and the level of service, and as regards the transport undertakings' performance and financial transparency.
V skladu s členom 2-1 pogodbe CT1 je bil cilj pogodbe določiti „pogoje za podjetje za izvajanje javne službe rednega javnega prevoza potnikov v regiji Île-de-France“.
The new organisational system is based on a regional specification, the principles of which are laid down in two successive contracts concluded for a total period of 10 years:
V pogodbi je bila opredeljena ureditev delovanja razmerij med združenjem STIF in ponudnikom, kar zadeva:
the second, a Type 2 contract (‘CT2’), was concluded following bilateral negotiations with each private undertaking for transport networks covering the greater Paris area for the remaining period up to 31 December 2016.
obveznosti glede kakovosti storitev, ki veljajo za pogodbeno ponudbo storitev, ob upoštevanju minimalnih ravni, določenih v regionalni specifikaciji;
These two types of contract, each in its own way, operate on the principle of subsidising investment made by the transport undertakings.
sredstva in naložbe;
Description of the CT1s
izračun prispevkov združenja STIF ob upoštevanju načel, opredeljenih v regionalni specifikaciji;
s were signed with 75 private transport undertakings on 13 December 2006 and entered into force on 1 January 2007.
posebno ureditev delovanja pogodbenega razmerja med združenjem STIF in podjetjem v smislu obveščanja, nadzora, revizije in prenehanja pogodbe.
They followed on from the previous operating agreements, while at the same time paving the way for the transition to the ‘target’ form of contract, the CT2.
Združenje STIF je s sklepom svojega sveta z dne 2. oktobra 2008 z dodatkom (v nadaljnjem besedilu: dodatek št. 3) spremenilo pogodbe CT1 in uvedlo mehanizem subvencij za naložbe v vozni park.
A CT1 was signed with each undertaking for all the routes it operated.
Znesek teh subvencij je bil omejen z opredelitvijo zgornjih cen, za katere se je uporabljala najvišja stopnja prispevka združenja STIF.
Under Article 2-1 of the CT1, the object of the contract was to lay down ‘the terms on which the Undertaking would provide the public scheduled passenger transport service by road which it operates in Île-de-France’.
Upravičena podjetja so morala subvencionirano opremo nameniti izključno izvajanju dejavnosti javne službe, navedenih v prometnem načrtu združenja STIF, in sicer v obdobju najmanj osmih let.
It laid down the practical arrangements for relations between STIF and the service provider with regard to:
Na podlagi pogodbe CT1 je bilo tako financiranih 836 vozil, za katera so subvencije skupno znašale 61,5 milijona EUR.
consistency and commitments to provide the scheduled public transport service by road as laid down in the Regional Transport Plan and described in the contract;
Predstavitev pogodb CT2
quality obligations applicable to the supply of services under the contract in compliance with the basic minimum levels laid down in the regional specification;
V pogodbi CT2 so v veliki meri povzete splošne določbe pogodbe CT1, zlasti kar zadeva cilje pogodbe in ureditev delovanja razmerij med združenjem STIF in ponudnikom.
assets and investments;
Prav tako je v pogodbi CT2 določen prispevek združenja STIF „iz naslova izvajanja obveznosti javne službe, ki so mu naložene“.
the calculation of STIF's contributions in line with the principles laid down in the regional specification;
Ta prispevek vključuje del, imenovan C1, ki je povezan s stroški poslovanja, in del, imenovan C2, ki je povezan s financiranjem naložb.
the specific procedures governing the contractual relationship between STIF and the undertaking in terms of information, supervision, review and end of contract.
Prispevek C2 iz pogodb CT2 ne pomeni klasične subvencije, ki bi kot pri sistemu regije ali sistemu iz pogodb CT1 temeljila na uporabi razmerja zgornja cena/stopnja subvencije.
By decision of its board of 2 October 2008, STIF amended the CT1s by means of a rider (‘Rider No 3’) and set up a mechanism of subsidies for investment in rolling stock.
Prispevek C2 namreč za vsako leto zajema vse naložbene stroške (brez učinka morebitnih drugih prejetih subvencij), izhajajoče iz naložbenega načrta, ki ga je potrdilo združenje STIF, in vpisane v predvideni izkaz poslovnega izida, ki ga je pripravilo prevozno podjetje in prav tako potrdilo združenje STIF.
The amount of these subsidies was capped by price ceilings to which a maximum rate of participation by STIF applied.
S prispevkom C1 se krijejo stroški poslovanja, ki izhajajo iz izvajanja obveznosti javne službe, zmanjšani za prihodke in povečani za pogodbeno določeni dobiček.
The undertakings in receipt of subsidies were required to use the equipment subsidised solely for the purpose of carrying out the public-service activities listed in the STIF transport plan, for a minimum period of eight years.
Tudi ti elementi so vpisani v predvideni izkaz poslovnega izida, ki ga pripravi prevozno podjetje in potrdi združenje STIF.
Thus, under the CT1, 836 vehicles were financed, for a total amount of subsidies paid which came to EUR 61,5 million.
Ker prispevek C1 ni povezan z naložbami, ga Komisija ni vključila v obseg svoje temeljite preiskave, kot je opredeljen v sklepu o začetku postopka.
Description of the CT2s
Aprila leta 2012 so vsa omrežja prešla na pogodbo CT2, kar pomeni 143 sklenjenih pogodb.
The CT2 largely included the same general provisions as the CT1, in particular as regards the objectives of the contract and the procedures for managing relations between STIF and the service provider.
Pogodbe, dodeljene podjetjem organizacije OPTILE, niso bile predmet obvestila o oddaji naročila niti niso bile objavljene v Uradnem listu Evropske unije.
Similarly, the CT2 provides for a contribution by STIF ‘in respect of the discharge of its public-service obligations’.
Obvestili o oddaji pogodb, sklenjenih s podjetjem RATP in družbo SNCF Mobilités, sta bili objavljeni 3. decembra 2015, tj. po datumu oddaje.
This contribution comprises one part, known as C1, linked to the operating costs and one part, known as C2, linked to investment financing.
Na podlagi pogodb CT2 in do datuma, ko je združenje STIF poslalo soje pripombe, je bilo financiranih 2177 vozil v skupnem znesku 796,9 milijona EUR.
Contribution C2 under the CT2s is not akin to a traditional subsidy based, as with the Region's system or that of the CT1s, on the application of a price ceiling/subsidy rate pairing.
POVZETEK POMISLEKOV, IZRAŽENIH V SKLEPU O ZAČETKU POSTOPKA
Contribution C2 covers, for each year, all investment costs (net of the effect of any subsidies from elsewhere) which flow from the investment plan validated by STIF and are written into the projected operating account drawn up by the transport undertaking and also validated by STIF.
Ocena obstoja državne pomoči
Contribution C1 covers the operating costs incurred in discharging the public-service obligations (‘PSOs’), minus revenue, plus a contractually negotiated profit.
Ker francoski organi med predhodno preiskavo niso zagotovili zadostno podprtega odgovora, je Komisija zelo pomanjkljivo razumela ukrepe, ki so bili predmet pritožbe.
These elements are also written into the projected operating account drawn up by the transport undertaking and validated by STIF.
Pomisleki, izraženi v sklepu z dne 11. marca 2014, so večinoma odsev teh pomanjkljivih informacij.
As it was not related to investment issues, the Commission did not include contribution C1 in the scope of its in-depth investigation, as defined in the opening decision.
Komisija se je najprej spraševala o pravilni opredelitvi ukrepov za podporo naložbam, ki sta jih izvajala regija in nato združenje STIF, tj. ali so to subvencije ali nadomestila, povezana z izvajanjem obveznosti javne službe.
Since April 2012, all the networks have gone over to CT2 contracts, with 143 contracts signed.
Če bi francoski organi uspeli dokazati, da je bilo ukrepe mogoče šteti za nadomestilo, pa je bilo vprašljivo izpolnjevanje štirih meril iz sodbe Altmark (v nadaljnjem besedilu: merila iz sodbe Altmark) [12].
No award notices were issued in respect of the contracts awarded to OPTILE undertakings, nor was any notice published in the Official Journal of the European Union.
Obveznosti javne službe se namreč niso zdele jasno opredeljene.
The award notices for the contracts signed with RATP and SNCF Mobilités were published on 3 December 2015, i.e. on a date subsequent to the award date.
Komisija je izrazila tudi pomisleke glede objektivnosti in preglednosti metode izračuna deležev in zgornjih meja subvencije za nakup opreme in vozil ter navedla, da se ji dejstvo, da so bili zneski, dodeljeni skupnostim, določeni pavšalno, ne zdi upoštevno za to, da se izključi kakršno koli čezmerno nadomestilo.
Under the CT2s, and up to the time when STIF submitted its comments, 2177 vehicles were financed for a total of EUR 796,9 million.
Nazadnje, ni imela dovolj elementov, da bi presodila upoštevanje četrtega merila iz sodbe Altmark v zvezi z analizo stroškov.
SUMMARY OF DOUBTS RAISED IN THE OPENING DECISION
Združljivost
Existence of aid
Komisija je navedla, da zaradi neobstoja odgovora oziroma nepopolnih odgovorov francoskih organov vprašanje pravne podlage, ki se uporablja za analizo združljivosti mehanizmov, na katere se nanaša sklep o začetku postopka, ni bilo obravnavano.
As there was no adequately reasoned response from the French authorities during the preliminary investigation, the Commission had a very incomplete grasp of the measures to which the complaint related.
Poleg tega se je zaradi pomislekov glede narave dodeljenih pomoči (subvencije ali nadomestila) izbira pravne podlage zdela prezgodnja.
The doubts raised in the decision of 11 March 2014 largely reflect this lack of information.
Če bi bilo treba zadevne ukrepe šteti za nadomestila, je Komisija izrazila pomisleke glede njihove združljivosti s členi 3, 4 in 6 Uredbe (ES) št. 1370/2007 Evropskega parlamenta in Sveta [13].
The Commission firstly wondered whether the investment support measures implemented by the Region and then by STIF should properly be classed as subsidies or as compensation linked to the discharge of the PSOs.
ODGOVOR FRANCIJE NA SKLEP O ZAČETKU POSTOPKA
Should the French authorities succeed in demonstrating that the arrangements could be treated as compensation, it was not certain that they complied with the criteria set out in the Altmark judgment (‘Altmark criteria’) [12].
Francija trdi, da merili selektivnosti in vpliva na trgovino med državami članicami nista izpolnjeni.
The PSOs did not appear to be clearly defined.
Neobstoj selektivnosti
The Commission also expressed doubts as to the objectivity and transparency of the method of calculating the subsidy percentages and ceilings for the acquisition of equipment and vehicles, and pointed out that the fact that the amounts allocated to the authorities had reportedly been set on a lump-sum basis did not appear to it to be material as a means of preventing any overcompensation.
Francija pojasnjuje, da so bili do zadevnih ukrepov upravičeni vsi izvajalci rednega javnega prevoza v cestnem prometu v regiji Île-de-France, ki so vložili prošnjo (135 podjetij od skupno 150).
Lastly, it did not have sufficient information to hand to decide whether the fourth Altmark criterion, relating to cost analysis, had been met.
Poleg tega so bili ukrepi odobreni v skladu z objektivnimi pogoji, ki so bili predhodno opredeljeni v sklepu regije Île-de-France.
Compatibility
Javni organi torej pri odobritvi ukrepov niso izvajali diskrecijske pravice.