natgillin/translations-raw huggingface dataset:
It was true that the common market had evolved since 1994, with certain Member States having unilaterally decided to open up their local passenger transport markets to competition, But even if this evolution were sufficient now to confer the character of State aid on the arrangement set up by the Region, it would then simply have become an existing aid scheme.
Kar zadeva prvo merilo iz sodbe Altmark, s katerim se zahteva jasna opredelitev obveznosti javne službe, družba RATP Dev poudarja, da kadar nadomestila, povezana z izvajanjem teh obveznosti, izvirajo iz več državnih virov, jih je treba analizirati glede na vse obveznosti javne službe, ki so vključene v pogodbo o izvajanju javne službe.
For the reason stated in recital 129, there were therefore no grounds for looking into it.
Napačno naj bi torej bilo meniti, da so bile subvencije regije dodeljene zgolj kot nadomestilo za dodatne obveznosti, ki jih je naložila regija.
RATP Développement (‘RATP Dev’) is a subsidiary of RATP, a public body whose main activity is the urban and interurban transport of passengers by road and rail.
Nasprotno, bile so prispevek, med drugimi, k nadomestilu, ki se je izplačevalo prevoznim podjetjem.
Its comments related only to the measures set up by the Region and the CT1 contract.
Te obveznosti javne službe so bile jasno opredeljene v pogodbah o izvajanju prevozov, sklenjenih med lokalnimi skupnostmi in prevoznimi podjetji, pri čemer so bile spremembe, ki so se zahtevale kot pogoj za dodelitev subvencij regije, zgolj dodane.
RATP Dev argued that two of the criteria for classing the measures implemented by the Region as aid were missing, that of selectivity and that of economic advantage.
Poleg tega je Komisija obveznost vlaganja v vozni park jasno priznala – med drugim v Smernicah Skupnosti o državnih pomočeh za prevoznike v železniškem prometu [21] – kot obveznost javne službe, za izvajanje katere se lahko izplačuje nadomestilo.
As regards the selectivity criterion, the special legal framework of the market in scheduled public passenger transport by road in Île-de-France made it a separate geographical market, as the French Competition Authority had also pointed out.
Kar zadeva drugo merilo iz sodbe Altmark, so bile stopnje subvencij jasno določene glede na različne cilje nakupa vozil (od 25 % do 60 % glede na to, ali je šlo za razširitev voznega parka ali naložbo v obnovitev), zgornje meje subvencij pa so bile določene vnaprej.
Within the framework of this market, the mechanism set up by the Region was a general non-discriminatory and non-discretionary measure, as it benefited all the undertakings providing scheduled public passenger transport by road in Île-de-France which had signed an operating agreement with a local authority.
Sistem parametrov se je redno pregledoval, ob upoštevanju potrebe, da se višina subvencij predhodno in pregledno ponovno prilagodi, da bi se preprečilo kakršno koli čezmerno nadomestilo.
In view of the conditions of geographical selectivity [19] and material selectivity [20], as defined by EU case law, the arrangement set up by the Region was not State aid but a general measure.
Kar zadeva tretje in četrto merilo iz sodbe Altmark, je bilo s finančno ureditvijo iz pogodb o izvajanju prevozov določeno, da prevozno podjetje vsako leto predloži natančno opredeljen predvideni izkaz poslovnega izida, v katerega so bili vključeni prihodki, neločljivo povezani s subvencijami regije.
As regards the economic advantage criterion, the subsidies given by the Region had to be treated as being akin to public-service compensation.
Prispevek lokalne skupnosti sopogodbenice je bil določen na podlagi primanjkljaja, navedenega v predvidenem izkazu poslovnega izida.
Such compensation was in conformity with the four Altmark criteria; it did not confer any economic advantage.
Izvajali so se tudi mehanizmi vračila za preprečitev kakršnega koli čezmernega nadomestila.
As regards the first Altmark criterion, which required the PSOs to be clearly defined, RATP Dev stressed that, when the forms of compensation tied to the fulfilment of those obligations came from several State sources, they had to be assessed in relation to all the PSOs included in the public-service contract.
Ukrepi, ki jih je izvajalo združenje STIF v okviru pogodbe CT1
It would therefore not be correct to consider that the subsidies from the Region were awarded only to compensate for the additional obligations imposed by the Region.
Po mnenju družbe RATP Dev mehanizem, ki ga je izvajalo združenje STIF, ne izpolnjuje meril selektivnosti in gospodarske prednosti.
On the contrary, they were one component, among others, of the compensation paid to the transport undertakings.
Zato ga ni mogoče opredeliti kot državno pomoč.
These PSOs were clearly defined in the operating agreements between local authorities and the transport undertakings, with the amendments demanded as a condition of the granting of subsidies from the Region being merely in addition.
Kar zadeva merilo selektivnosti, se uporablja enako razlogovanje, kot je predstavljeno v uvodnih izjavah 134 in 135.
The obligation to invest in rolling stock was also clearly acknowledged by the Commission, particularly in the Community guidelines on State aid for railway undertakings [21], as a PSO which could attract compensation for its discharge.
Kar zadeva merilo gospodarske prednosti, so bile subvencije združenja STIF primerljive z nadomestili za opravljanje javne službe.
As regards the second Altmark criterion, the rates of subsidy had been clearly set according to the different objectives pursued in acquiring vehicles (from 25 % to 60 % depending on whether it was a matter of expanding the fleet or of investing in renewal) and the subsidy ceilings had been set in advance.
Po mnenju družbe RATP Dev so izpolnjevale štiri merila iz sodbe Altmark.
The calculation mechanism was regularly reviewed, having regard to the need to readjust in advance, and in a transparent manner, the level of subsidies in order to prevent any overcompensation.
Kar zadeva prvo merilo iz sodbe Altmark, družba RATP Dev poudarja, da Komisija v sklepu o začetku postopka ni izpodbijala tega, da so bili stroški poslovanja nadomestilo za izvajanje jasno opredeljenih obveznosti javne službe.
As regards the third and fourth Altmark criteria, the financing set-up in the operating agreements laid down that the transport undertaking concerned should each year notify a projected operating account, under strict limits, in which the revenues inherent in subsidies from the Region were incorporated.
Kar zadeva drugo merilo iz sodbe Altmark, so podjetja sopogodbeniki za vsako od zadevnih linij združenju STIF predložila dokumentacijo.
Participation by the co-contracting local authority was set in line with the deficit recorded in the projected operating account.
V tej dokumentaciji je bila potreba po financiranju ocenjena na podlagi podrobne finančne analize.
There were also refund mechanisms to prevent any overcompensation.
Nazadnje, kar zadeva razmisleke, povezane s tretjim in četrtim merilom, družba RATP Dev pojasnjuje, da iz pravne analize pogodb CT1 jasno izhaja, da so bila načela, ki so se uporabljala za plačilo, v skladu s sodno prakso Altmark, saj so te pogodbe vključevale tudi mehanizme nadzora, ki so lahko privedli do vračila pomoči.
Measures implemented by STIF under the CT1
Družba RATP Dev meni, da sta mehanizma regije in združenja STIF veljavni shemi pomoči v smislu postopkovne uredbe iz leta 1999, ker sta bila po njenem mnenju uvedena pred začetkom veljavnosti PDEU in ker so bili upoštevni trgi rednega prevoza takrat še vedno zaprti trgi.
According to RATP Dev, the mechanism implemented by STIF did not meet the criteria of selectivity and economic advantage.
Mehanizem regije naj bi namreč temeljil na zakonodajni določbi, ki naj se med letoma 1949 in 2012 ne bi spreminjala, medtem ko naj bi bil mehanizem združenja STIF podaljšanje sheme, uvedene leta 1948.
It could not therefore be described as State aid.
Mehanizma regije in združenja STIF ob njunem izvajanju nista pomenila državne pomoči, ker nista ovirala trgovine v Skupnosti.
In the case of the selectivity criterion, the same reasoning as that set out in recitals 134 and 135 applied.
Ob njuni uvedbi so bili zadevni trgi zaprti za konkurenco, zaradi česar četrto merilo za opredelitev kot državna pomoč ni bilo izpolnjeno.
In the case of the economic advantage criterion, the subsidies from STIF were akin to public-service compensation.
Komisija nima pooblastila, da bi zahtevala izterjavo pomoči, izplačanih v okviru teh veljavnih shem pomoči.
According to RATP Dev, they satisfied the four Altmark criteria.
Lahko predpiše zgolj korektivne ukrepe za naprej.
As regards the first Altmark criterion, RATP Dev pointed out that the Commission, in its opening decision, did not dispute that the operating costs were designed to compensate for the discharge of clearly defined PSOs.
Če bi bilo treba v primeru državnih pomoči analizirati združljivost, bi jo bilo treba po mnenju družbe RATP Dev za subvencije, izplačane pred 3. decembrom 2009, tj. datumom začetka veljavnosti Uredbe (ES) št. 1370/2007, preučiti na podlagi Uredbe (EGS) št. 1191/69.
As regards the second Altmark criterion, for each of the routes concerned the co-contracting undertakings submitted dossiers to STIF.
Pogodbe, ki so jih sklenila podjetja družbe RATP Dev, je mogoče šteti za pogodbe o izvajanju javne službe v smislu Uredbe (EGS) št. 1191/69.
These dossiers evaluated the financing needs on the basis of a detailed financial analysis.
Iz razlogov, ki so bili navedeni že v uvodni izjavi 140, so te pogodbe zagotavljale, da prevoznim podjetjem ne bi bilo izplačano nikakršno čezmerno nadomestilo.
Lastly, as regards the considerations linked to the third and fourth criteria, RATP Dev explained that legal analysis of the CT1s clearly showed that the principles applying to remuneration were in conformity with the rulings in the Altmark judgment, as those contracts also had checking mechanisms which could lead to a refund of the aid.
Ker so subvencije regije del nadomestil, izplačanih v okviru teh pogodb, so skladne z Uredbo (EGS) št. 1191/69 in torej združljive z notranjim trgom.
RATP Dev regarded the mechanisms run by the Region and STIF as existing aid schemes within the meaning of the 1999 Procedural Regulation since they had been set up, according to RATP Dev, before the TFEU entered into force and the relevant scheduled transport markets were still closed markets at that time.
Po mnenju družbe RATP Dev se enako razlogovanje uporablja za nadomestila, ki jih je združenje STIF izplačalo pred 3. decembrom 2009 v okviru pogodbe CT1.
The Region's mechanism was based on a regulatory arrangement that had not changed between 1949 and 2012, while the STIF mechanism was the extension of a scheme set up in 1948.
Za subvencije, izplačane po 3. decembru 2009, je treba po mnenju družbe RATP Dev uporabiti Uredbo (ES) št. 1370/2007.
The Region's and STIF's mechanisms did not constitute State aid when they were implemented, in that they did not hinder intra-Community trade.
Ta uredba določa, da so nadomestila, izplačana v okviru pogodb o izvajanju javne službe, združljiva z notranjim trgom in izvzeta iz zahteve po priglasitvi, če (i) pogodbe vključujejo obvezno vsebino, opisano v členu 4 Uredbe, in (ii) nadomestila ne povzročijo čezmernega nadomestila.
At the time they were set up, the markets concerned were closed to competition, which ruled out meeting the fourth criterion for qualifying as State aid.
Ker sta po mnenju družbe RATP Dev ta pogoja izpolnjena, ta družba ugotavlja, da so ukrepi združljivi z notranjim trgom.
The Commission had no power to call for the recovery of aid paid under these existing aid schemes.
Podjetje Transdev Île-de-France (v nadaljnjem besedilu: podjetje Transdev) je del skupine Transdev in opravlja svoje dejavnosti v sektorju potniškega prevoza v regiji Île-de-France, kjer upravlja omrežje za cestni prevoz potnikov zunaj centralnega območja, na katerem prevoze opravlja podjetje RATP.
It could only lay down corrective measures for the future.
Njegove pripombe se nanašajo le na ukrepe, ki jih je izvajala regija, čeprav primeri pogodb, uporabljeni v podporo njegovim trditvam, zajemajo tudi del obdobja pogodb CT1 in CT2.
If a compatibility assessment were to be required, it would, according to RATP Dev, be necessary to examine the scheme by the yardstick of Regulation (EEC) No 1191/69 with respect to the subsidies paid before 3 December 2009, the date on which Regulation (EC) No 1370/2007 entered into force.
Podjetje Transdev uvodoma opozarja, da je dejavnost rednega javnega prevoza potnikov v cestnem prometu urejena s posebnimi pravili za regijo Île-de-France, saj ta sektor odstopa od splošnih pravil na področju prevoza.
The contracts concluded by RATP Dev undertakings could be regarded as public-service contracts within the meaning of Regulation (EEC) No 1191/69.
V zadevnem obdobju je lahko organ organizator upravljavce omrežja izbral brez predhodnega javnega razpisa, le z upravnim vpisom v prometni načrt, zlasti ker Uredba (ES) št. 1370/2007 še ni začela veljati.
For the reasons already set out in recital 140, these contracts ensured that no overcompensation would be paid to transport undertakings.
Poleg tega pojasnjuje, da je organ organizator ustvarjal strukturne primanjkljaje, s tem ko je tarife za uporabnike določal administrativno, neodvisno od dejanskih stroškov storitve.
As the subsidies from the Region were part of the compensation paid under the contracts in question, they were in conformity with Regulation (EEC) No 1191/69 and thereby compatible with the internal market.
Prav ti primanjkljaji so bili finančno nadomeščeni v okviru pogodb o izvajanju javne službe.
The same reasoning, according to RATP Dev, applied to the compensation paid out by STIF before 3 December 2009 under the CT1.
Nazadnje, trg rednega javnega prevoza v cestnem prometu v regiji Île-de-France ni bil odprt za konkurenco.
In the case of the subsidies granted after 3 December 2009, RATP Dev considered that Regulation (EC) No 1370/2007 should apply.
Podjetje Transdev je podjetju Microeconomix naročilo analizo treh pogodb in njihovih dodatkov ter z njimi povezanih finančnih tokov.
It provided that compensation paid under public-service contracts was compatible with the internal market and exempt from notification if (i) the contracts included the mandatory content described in Article 4 of the Regulation; and (ii) the compensation did not give rise to any overcompensation.
Podjetje Transdev predstavlja glavne rezultate in pojasnjuje, da sta iz strokovnega poročila jasno razvidna nevtralnost sistema subvencij in neobstoj čezmernega nadomestila.
As these two conditions were met, according to RATP Dev, it concluded that the measures were compatible with the internal market.
Po mnenju podjetja Transdev je bilo na podlagi mehanizma obravnave regionalnih subvencij mogoče sklepati, da te nikakor niso bile primerljive s pomočjo za naložbe.
Transdev Île-de-France (‘Transdev’) is part of the Transdev group and conducts its business in the passenger transport sector in Île-de-France, where it operates passenger road transport services outside the central area served by RATP.
Regionalne subvencije so bile namreč na nek način vrnjene skupnosti, nosilki projekta, v amortizacijski dobi sredstev z negativnim učinkom, ki so ga te imele na nadomestila, ki jih je izplačevala skupnost.
Its comments related only to the measures implemented by the Region, although the examples of contracts used to back up its arguments also cover part of the CT1 and CT2 period.
Zadevni ukrep je bil tako samo popolnoma nevtralen način izplačila nadomestil za opravljanje javne službe prevoznikom, ki so imeli sklenjeno pogodbo o izvajanju javne službe.
By way of introduction, Transdev pointed out that there were rules specific to Île-de-France governing scheduled passenger transport services by road, as that sector derogated from the normal rules governing transport.
Zaradi te nevtralnosti merila glede obstoja državne pomoči niso izpolnjena.
During the period under consideration, the contracting authority was able to choose the operators of the network by including them in the transport plan without first putting the work out to competitive tender, since, in particular, Regulation (EC) No 1370/2007 had not yet entered into force.
Državna sredstva in pripisljivost
It also stated that the contracting authority caused structural deficits to arise by administratively setting the fares charged to users, irrespective of the actual cost of providing the service.
Podjetje Transdev meni, da ker so se vsote, ki jih je izplačala regija, nazadnje vrnile k lokalnim skupnostim, sredstva niso nikoli zapustila javne sfere.
These deficits were offset financially under public-service contracts.
Ker sredstva niso bila dana na razpolago po ugodnejših pogojih, kot so na voljo na bančnem trgu, izvajalci niso pridobili nikakršne prednosti.
Lastly, the market in scheduled public transport services by road in Île-de-France was not open to competition.
Regija je prednost podelila skupnostim, kar ni imelo učinka na konkurenco.
Transdev commissioned the Microeconomix practice to analyse three agreements and the riders thereto, as well as the financial flows associated with them.
Poleg tega podjetje Transdev zanika, da je oprema, ki jo je sofinancirala regija, lahko konkurirala opremi podjetij, ki niso bila upravičena do subvencij.
It set out the main findings and stated that the expert report clearly showed that the subsidy scheme was neutral and that there was no overcompensation.
Ukrepi so enako zadevali vsa podjetja, dejavna na trgu rednega javnega prevoza v cestnem prometu v regiji Île-de-France, tako da ukrep v tem referenčnem okviru ni bil selektiven.
According to Transdev, the arrangements governing the regional subsidies meant that the latter were in no way comparable to investment aid.
Ker ni bilo gospodarske prednosti in selektivnosti, podjetje Transdev meni, da ni bilo nobene možnosti vpliva na konkurenco in s tem tudi ne vpliva na trgovino med državami članicami.
Regional subsidies were in a sense refunded to the local authority acting as contractor, over the period of depreciation of the assets, by the negative impact which they had on the compensation paid by the local authority.
Če pa bi Komisija vseeno ugotovila obstoj državne pomoči, podjetje Transdev meni, da je zadevna shema združljiva z notranjim trgom zaradi njene skladnosti z Uredbo (EGS) št. 1191/69.
Thus the measure in question only represented a completely neutral method of paying public-service compensation to transport operators holding a public-service contract.
Mednarodna zveza za javni prevoz
Because of that neutrality, the criteria for classing the measure as State aid were not met.
Mednarodna zveza za javni prevoz (v nadaljnjem besedilu: zveza UITP) je mednarodna organizacija za javni prevoz, ki zajema vse oblike javnega prevoza in združuje več kot 3100 članov (prevozniki, organi in dobavitelji) z vsega sveta.
State resources and imputability
Zveza UITP se ne spušča v podrobnosti mehanizmov, preučenih v sklepu o začetku postopka.
In Transdev's view, as the sums paid by the Region ultimately came back to the local authorities, the funds never left the public sphere.
Priložnost je izkoristila, da opozori na nekatera bistvena načela v zvezi z zadevnim sektorjem.
As the funds were not made available on better terms than those available on the banking market, operators derived no advantage.
Prvič, države članice imajo pri opredelitvi obveznosti javne službe, ki so pogojene zlasti s potrebami uporabnikov, široko polje proste presoje in razlage v skladu z načelom, določenim v Uredbi (ES) št. 1370/2007.
The advantage was granted to the local authorities by the Region, without any effect on competition.
Drugič, za javni prevoz v Evropi je značilno, da se povprečno približno 50 % stroškov poslovanja krije s prihodki iz tarif (30 % v Parizu).
Moreover, Transdev denied that equipment co-financed by the Region could have competed with equipment owned by undertakings which were not eligible for the subsidies.
Zato je bistvenega pomena, da javni organi zagotovijo pravilno nadomestilo za izvajanje obveznosti javne službe.
All the undertakings active on the market in scheduled public transport by road in Île-de-France were affected in the same way, so that the measure was not selective within that market.
Nazadnje, v nasprotju s tem, kar naj bi se namigovalo v uvodni izjavi 43 sklepa o začetku postopka, obveznosti javne službe niso omejene na stroške opravljanja storitev prevoza: lahko se nanašajo na izboljšanje kakovosti storitve, infrastrukture in voznega parka.
As there was no economic advantage or selectivity, Transdev considered that there was no possibility of any distortion of competition or of any effect on trade between Member States.
Ukrepi so lahko združljivi z notranjim trgom, če izpolnjujejo pogoje veljavnih predpisov, tj. Uredbe (ES) št. 1370/2007 ali Uredbe (EGS) št. 1191/69.
Should the Commission, however, conclude that there was State aid, Transdev considered that the mechanism in question would be compatible with the internal market by virtue of its conformity with Regulation (EEC) No 1191/69.
Dodatne pripombe družbe RATP Dev, podjetja Transdev, organizacije OPTILE in skupine Keolis, predložene 21. junija 2016
International Association of Public Transport
Prvič, štiri zainteresirane tretje strani, ki so želele dopolniti svoje pripombe, Komisijo opozarjajo na odločbo, ki jo je sprejela v okviru preučitve združljivosti sheme državne pomoči, ki jo je uvedla Češka republika (v nadaljnjem besedilu: odločba Autobus Porizeni) [22].
The Union internationale des transports publics (‘UITP’) is the International Association of Public Transport, which covers all modes of public transport and has more than 3100 members (operators, authorities and suppliers) throughout the world.
Dejansko stanje, na katerem je temeljila ta odločba, je bilo po mnenju zadevnih tretjih strani zelo podobno dejanskemu stanju mehanizma regije (povzetemu v pogodbi CT1).
UITP did not go into the details of the mechanisms considered in the opening decision.
Komisija je češki sistem subvencij za naložbe preučila ob upoštevanju učinkov subvencij na nadomestila za izvajanje prevozov, dodeljena v okviru pogodb o izvajanju prevozov, in ga razglasila za združljivega na podlagi Uredbe (EGS) št. 1191/69.
It wished to take the opportunity of recalling certain essential principles relating to the sector concerned.
Zainteresirane tretje strani dalje menijo, da je bilo s sodbo Jorgen Andersen rešeno vprašanje glede uredbe v zvezi z javno storitvijo potniškega prevoza, ki se uporablja v tej zadevi: to je Uredba (EGS) št. 1191/69 v svoji spremenjeni različici iz leta 1991, in ne Uredba (ES) št. 1370/2007.
Firstly, Member States enjoyed a wide margin for discretion in defining the PSOs, which depended, in particular, on the needs of users, in accordance with the principle laid down in Regulation (EC) No 1370/2007.
Zainteresirane tretje strani primarno navajajo dejstvo, da regionalne subvencije, izplačane na podlagi mehanizma, ki ga je vzpostavila regija, ne pomenijo državnih pomoči.
Secondly, it was a feature of public transport systems in Europe that approximately 50 % of the operating costs on average were covered by revenues from fares (30 % in Paris).
To ugotavljajo, ker je bila v okviru tega mehanizma upoštevana letna obrestna mera, ki se uporablja za subvencijo za nakup voznih sredstev.
It was therefore crucial that PSOs should be properly compensated for by the public authorities.
Kar zadeva vprašanje uredbe, ki se uporablja, zainteresirane tretje strani trdijo, da so bila s sodbo Jorgen Andersen določena pravila časovne uporabe uredb (EGS) št. 1191/69 in (ES) št. 1370/2007.
Lastly, contrary to what appeared to be implied in recital 43 of the Commission's opening decision, the PSOs were not confined to the costs of operating public transport services: their purpose might include an improvement in the quality of the service, the infrastructure or the rolling stock.
Sodišče je v tej sodbi razsodilo, da se Uredba (EGS) št. 1191/69 uporablja za preučitev: