natgillin/translations-raw huggingface dataset:
Article 3 of Regulation (EEC) No 1107/70 provides that EEA States are neither to take coordination measures nor to impose obligations inherent in the concept of a public service which involve the granting of aid pursuant to Article 49 of the EEA Agreement except in the cases or circumstances provided for by the Regulation in question, without prejudice, however, to Regulations (EEC) No 1191/69 and (EEC) No 1192/69.
Člen 3 Uredbe (EGS) št. 1107/70 določa, da države EGP ne sprejmejo usklajevalnih ukrepov niti ne določijo obveznosti, ki so del javne službe in vključujejo dodeljevanje pomoči na podlagi člena 49 Sporazuma EGP, razen v primerih ali okoliščinah, predvidenih z zadevno uredbo, brez poseganja v uredbi (EGS) št. 1191/69 in (EGS) št. 1192/69.
According to the judgment of the European Court of Justice in Altmark [32], it follows that state aid which cannot be authorised on the basis of Regulations (EEC) No 1107/70, (EEC) No 1191/69 or (EEC) No 1192/69 cannot be declared compatible on the basis of Article 73 of the EC Treaty [33].
V skladu s sodbo Sodišča Evropskih skupnosti v zadevi Altmark [32] se državne pomoči, ki se ne morejo odobriti v skladu z uredbami (EGS) št. 1107/70, (EGS) št. 1191/69 ali (EGS) št. 1192/69, ne morejo šteti za združljive s skupnim trgom na podlagi člena 73 Pogodbe ES [33].
In addition, it should be recalled that public service compensation which does not respect provisions stemming from Article 49 of the EEA Agreement cannot be declared compatible with the common market on the basis of Article 59(2) or any other provision of the EEA Agreement [34].
Poleg tega se nadomestilo za javne storitve, ki ne spoštuje določb člena 49 Sporazuma EGP, ne more šteti za združljivo s skupnim trgom na podlagi člena 59(2) Sporazuma EGP ali na podlagi katere koli druge določbe Sporazuma EGP [34].
Regulation (EC) No 1370/2007 (‘the PSO Regulation’) [35], which will enter into force on 3 December 2009 and which repeals Regulations (EEC) No 1191/69 and (EEC) No 1107/70, will put in place a new legal framework.
Uredba (ES) št. 1370/2007 („Uredba OJS“) [35], ki začne veljati 3. decembra 2009, bo prinesla nov pravni okvir in razveljavila uredbi (EGS) št. 1191/69 in (EGS) št. 1107/70.
The aspects relating to public service compensation are therefore not covered by these guidelines.
Zato te smernice ne vključujejo vidikov, povezanih z nadomestili za javne storitve.
After the entry into force of Regulation (EC) No 1370/2007 Article 49 of the EEA Agreement will be directly applicable as a legal basis for establishing the compatibility of aid not covered by the PSO Regulation, and in particular aid for the coordination of freight transport.
Po začetku veljavnosti Uredbe (ES) št. 1370/2007 se bo člen 49 Sporazuma EGP lahko neposredno uporabljal kot pravna podlaga za ugotavljanje združljivosti pomoči, ki jih ne zajema Uredba OJS, zlasti pomoči za usklajevanje železniškega tovornega prometa.
A general interpretation therefore needs to be developed for considering the compatibility of aid for coordination purposes with Article 49 of the EEA Agreement.
Zato je treba oblikovati splošno razlago za ugotavljanje združljivosti pomoči za namene uskladitve s členom 49 Sporazuma EGP.
The aim of these guidelines is in particular to establish criteria for this examination and intensity thresholds.
Cilj teh smernic je zlasti oblikovanje meril za to ugotavljanje in pragov intenzivnosti.
In view of the wording of Article 49, the EFTA Surveillance Authority must nevertheless make it possible for the EFTA States to show, where appropriate, the need for and proportionality of any measures which exceed the thresholds established.
Ob upoštevanju besedila člena 49 mora Nadzorni organ Efte državam Efte kljub temu pustiti možnost, da po potrebi dokažejo potrebnost in sorazmernost ukrepov, ki presegajo uvedene pragove.
These guidelines concern the application of Articles 49 and 61 of the EEA Agreement and their implementation with regard to public funding for railway undertakings within the meaning of Directive 91/440/EEC.
Te smernice zadevajo uporabo členov 49 in 61 Sporazuma EGP in določbe za njuno izvajanje za javna financiranja prevoznikov v železniškem prometu v smislu Direktive 91/440/EGS.
They deal with the following aspects: public financing of railway undertakings by means of infrastructure funding (Chapter 2), aid for the purchase and renewal of rolling stock (Chapter 3), debt cancellation by States with a view to the financial rejuvenation of railway undertakings (Chapter 4), aid for restructuring railway undertakings (Chapter 5), aid for the needs of transport coordination (Chapter 6), and State guarantees for railway undertakings (Chapter 7).
Smernice obravnavajo naslednje vidike: javno podporo prevoznikov v železniškem prometu prek financiranja infrastrukture (poglavje 2), pomoči za nakup in obnovo voznega parka (poglavje 3), plačilo dolgov s strani držav, da bi se izboljšal finančni položaj prevoznikov v železniškem prometu (poglavje 4), pomoči za prestrukturiranje prevoznikov v železniškem prometu (poglavje 5), pomoči za usklajevanje prevozov (poglavje 6) in državna jamstva za prevoznike v železniškem prometu (poglavje 7).
However, these guidelines do not deal with the rules for the application of the PSO Regulation, for which neither the European Commission nor the EFTA Surveillance Authority have yet developed any decision-making practice [36].
Nasprotno pa se te smernice ne nanašajo na podrobna pravila za uporabo Uredbe OJS, za katero nista ne Evropska komisija ne Nadzorni organ Efte še razvila prakse sprejemanja odločitev [36].
PUBLIC FINANCING OF RAILWAY UNDERTAKINGS BY MEANS OF RAILWAY INFRASTRUCTURE FUNDING
JAVNA PODPORA PREVOZNIKOV V ŽELEZNIŠKEM PROMETU PREK FINANCIRANJA INFRASTRUKTURE
Railway infrastructure is of major importance for the development of the railway sector in Europe.
Železniške infrastrukture so zelo pomembne za razvoj železniškega sektorja v Evropi.
Whether for interoperability, safety or the development of high-speed rail, considerable investments will have to be made in this infrastructure [37].
Potrebne so velike naložbe v te infrastrukture [37], naj gre za interoperabilnost, varnost ali razvoj visokih hitrosti.
These guidelines apply only to railway undertakings.
Te smernice zadevajo le prevoznike v železniškem prometu.
Their aim is therefore not to define, in the light of state aid rules, the legal framework which applies to the public financing of infrastructure.
Njihov cilj torej ni z vidika pravil v zvezi z državnimi pomočmi opredeliti pravni okvir za javno financiranje infrastruktur.
This chapter only examines the effects of public financing of infrastructure on railway undertakings.
To poglavje proučuje le učinke javnega financiranja infrastruktur na prevoznike v železniškem prometu.
Moreover, public financing of infrastructure development can grant an advantage to railway undertakings indirectly and thereby constitute aid.
Javna financiranja infrastruktur lahko dejansko prinašajo posredne ugodnosti prevoznikom v železniškem prometu in so torej pomoči.
According to the case-law of the European Court of Justice, it should be evaluated whether the infrastructure measure has the economic effect of lightening the burden of charges normally encumbering railway undertakings’ budgets [38].
V skladu s sodno prakso Sodišča Evropskih skupnosti bi bilo treba oceniti, ali ukrep v korist infrastruktur zmanjša ekonomske obveznosti, ki običajno bremenijo proračun prevoznikov v železniškem prometu [38].
For that to be the case, a selective advantage would have to be granted to the undertakings concerned, that advantage originating in the financing of the infrastructure in question [39].
Da bi bilo tako, mora biti zadevnim prevoznikom zagotovljena selektivna ugodnost, ki bi izhajala iz financiranja zadevnih infrastruktur [39].
Where infrastructure use is open to all potential users in a fair and non-discriminatory manner, and access to that infrastructure is charged for at a rate in accordance with EEA legislation (Directive 2001/14/EC), the European Commission and the EFTA Surveillance Authority normally consider that public financing of the infrastructure does not constitute state aid to railway undertakings [40].
Kadar je uporaba infrastrukture enako in nediskriminatorno odprta za vse morebitne uporabnike in če se dostop zaračuna na ravni, ki je skladna z zakonodajo EGP (Direktiva 2001/14/ES), Evropska komisija in Nadzorni organ Efte navadno menita, da javno financiranje infrastruktur ne šteje za državno pomoč za prevoznike v železniškem prometu [40].
The EFTA Surveillance Authority points out that, where public financing of railway infrastructure constitutes aid to one or more railway undertakings, it may be authorised, for example on the basis of Article 49 of the EEA Agreement, if the infrastructure in question meets the needs of transport coordination.
Nadzorni organ Efte opozarja tudi, da če se javno financiranje železniških infrastruktur šteje za pomoč enemu ali več prevoznikom v železniškem prometu, se lahko odobri, na primer na podlagi člena 49 Sporazuma EGP, kadar ta infrastruktura ustreza potrebam po usklajevanju prevoza.
In this regard, Chapter 6 of these guidelines is a pertinent reference point for assessing compatibility.
V tem pogledu je poglavje 6 teh smernic ustrezno referenčno merilo za analizo združljivosti.
AID FOR THE PURCHASE AND RENEWAL OF ROLLING STOCK
POMOČI ZA NAKUP IN OBNOVO VOZNEGA PARKA
The fleet of locomotives and carriages used for passenger transport is ageing and in some cases worn out, especially in the new EU Member States.
Flota lokomotiv in vagonov za potniški promet je stara in včasih obrabljena, zlasti v novih državah članicah EU.
In 2005, 70 % of the locomotives (diesel and electric) and 65 % of the wagons of the EU-25 and Norway were more than 20 years old [41].
Leta 2005 je bilo 70 % lokomotiv (dizelskih in električnih) in 65 % vagonov v EU-25 in na Norveškem starih več kot 20 let [41].
Taking only the Member States which joined the European Union in 2004, 82 % of locomotives and 62 % of wagons were more than 20 years old in 2005 [42].
Če se upošteva le države članice, ki so k Evropski uniji pristopile leta 2004, je bilo leta 2005 82 % lokomotiv in 62 % vagonov starih več kot 20 let [42].
According to the information at its disposal, the European Commission estimates that the annual rate of renewal of the fleet is around 1 %.
Poleg tega Evropska komisija na podlagi informacij, ki jih ima na voljo, ocenjuje, da se letno obnovi približno 1 % tega voznega parka.
This trend of course reflects the difficulties of the railway industry in general, which reduce the incentives for railway undertakings and their capacity to invest in an effort to modernise and/or renew their rolling stock.
Ta razvoj je seveda odraz splošnih težav v železniškem sektorju, zaradi katerih se zmanjšujejo spodbude in zmogljivost prevoznikov v železniškem prometu, da bi vlagali v modernizacijo in/ali obnovo voznega parka.
Such investment is indispensable to keeping rail transport competitive with other modes of transport which cause more pollution or entail higher external costs.
Vendar pa so taka vlaganja nujna za ohranjanje konkurenčnosti železniškega prometa v primerjavi z drugimi načini prevoza, ki bolj onesnažujejo ali ustvarjajo večje zunanje stroške.
It is also necessary to limit the impact of rail transport on the environment, particularly by reducing the noise pollution it causes, and to improve its safety.
Nujna so tudi za omejevanje vpliva železniškega prometa na okolje, zlasti z zmanjševanjem obremenitev s hrupom, ki jih povzroča, in za izboljšanje varnosti.
Finally, improving interoperability between the national networks means it is necessary to adapt the existing rolling stock in order to be able to maintain a coherent system.
Nazadnje tudi izboljšanje interoperabilnosti med nacionalnimi omrežji vključuje prilagoditve obstoječega voznega parka, da bi lahko ohranili skladnost sistema.
In the light of the above it seems that under certain circumstances aid for the purchase and renewal of rolling stock can contribute to several types of objectives of common interest and therefore be considered compatible with the EEA Agreement.
Glede na navedeno je očitno, da lahko pomoči za nakup in obnovo voznega parka v določenih pogojih prispevajo k različnim ciljem v skupnem interesu in lahko veljajo za združljive s Sporazumom EGP.
This chapter seeks to define the conditions in which the EFTA Surveillance Authority is to carry out such a compatibility assessment.
Namen tega poglavja je natančno opredeliti razmere, v katerih Nadzorni organ Efte proučuje združljivost.
The compatibility assessment has to be made according to the common-interest objective to which the aid is contributing.
Proučitev združljivosti je treba izvesti glede na cilj skupnega interesa, h kateremu pomoč prispeva.
The EFTA Surveillance Authority considers that in principle the need to modernise rolling stock can be sufficiently taken into account either in implementing the general state aid rules or by applying Article 49 of the EEA Agreement where such aid is intended for transport coordination (see chapter 6).
Nadzorni organ Efte meni, da se potrebe po modernizaciji voznega parka načeloma lahko v zadostni meri upoštevajo pri izvajanju splošnih pravil, ki se uporabljajo za državne pomoči, ali pri uporabi člena 49 Sporazuma EGP, kadar te pomoči štejejo za pomoči za usklajevanje prevoza (glej poglavje 6).
In assessing the compatibility of aid for rolling stock the EFTA Surveillance Authority therefore generally applies the criteria defined for each of the following aid categories in these guidelines or in any other relevant document:
Pri proučevanju združljivosti pomoči za vozni park Nadzorni organ Efte torej po splošnem pravilu uporabi merila, ki so v teh smernicah ali v kateremkoli drugem ustreznem dokumentu opredeljena za vsako od naslednjih kategorij pomoči:
aid for coordination of transport [43];
pomoči za potrebe po usklajevanju prevoza [43];
aid for restructuring railway undertakings [44];
pomoči za prestrukturiranje prevoznikov v železniškem prometu [44];
aid for small and medium-sized enterprises [45];
pomoči za majhna in srednje velika podjetja [45];
aid for environmental protection [46];
pomoči za varstvo okolja [46];
aid to offset costs relating to public service obligations and in the framework of public service contracts [47];
pomoči za nadomestitev stroškov v zvezi z obveznostmi javne službe in v okviru pogodb o izvajanju javne službe [47];
regional aid [48].
regionalne pomoči [48].
In the case of regional aid for initial investment, the Guidelines on national regional aid, ‘the regional aid guidelines’, provide that ‘in the transport sector, expenditure on the purchase of transport equipment (movable assets) is not eligible for aid for initial investment’ (point 39, footnote 40).
Za regionalne pomoči za začetne naložbe Smernice o državni regionalni pomoči določajo: „v transportnem sektorju odhodki za nakup prevozne opreme (premičnin) niso upravičeni do pomoči za začetno naložbo“ (odstavek 39, opomba 40).
The EFTA Surveillance Authority considers that a derogation should be made from this rule with regard to rail passenger transport.
Nadzorni organ Efte meni, da je treba v zvezi z železniškim potniškim prometom odstopati od tega pravila.
This is due to the specific characteristics of this mode of transport, and in particular to the fact that it is possible that the rolling stock in this sector may be permanently assigned to specific lines or services.
To je posledica posebnosti tega načina prevoza in zlasti dejstva, da je vozni park v tem sektorju lahko trajno povezan s posebnimi progami ali storitvami.
Subject to certain conditions, defined below, the costs of acquisition of rolling stock in the rail passenger transport sector (or for other modes such as light rail, underground or tram) are deemed to be admissible expenditure within the meaning of the guidelines in question [49].
Tako se pod nekaterimi pogoji, navedenimi v nadaljevanju, stroški nakupa voznega parka v sektorju železniškega potniškega prometa (ali v drugih načinih, kot so lahki vlak, podzemna železnica ali tramvaj), štejejo kot upravičeni izdatki v smislu zadevnih smernic [49].
However, the costs of acquisition of rolling stock for exclusive use in freight transport are not admissible.
Nasprotno stroški nakupa voznega parka za izključno uporabo za prevoz blaga niso upravičeni.
In view of the situation described in points 28 and 29, this derogation applies to any kind of investment in rolling stock, whether initial or for replacement purposes, so long as it is assigned to lines regularly serving a region eligible for aid under Article 61(3)(a) of the EEA Agreement or a region of low population density within the meaning of points 69 and 70 of the regional aid guidelines [50].
Ob upoštevanju stanja, opisanega v odstavkih 28 in 29, se to odstopanje uporablja za vse vrste naložb, tako začetnih kot tistih za nadomestitev, v vozni park, če se ta uporablja za redne proge v regiji, ki je na podlagi člena 61(3)(a) Sporazuma EGP upravičena do pomoči, najbolj oddaljeni regiji ali regiji z nizko gostoto prebivalstva v smislu odstavkov 69 in 70 smernic za regionalne pomoči [50].
In the other regions, the derogation applies only to aid for initial investment.
V ostalih regijah se odstopanje uporablja samo za pomoči za začetne naložbe.
For aid for investment for replacement purposes, the derogation applies only when all the rolling stock that the aid is used to modernise is more than 15 years old.
Pri pomočeh za naložbe za nadomestitev pa se uporablja, če je celotni vozni park, ki se bo s pomočjo moderniziral, starejši od 15 let.
In order to avoid distortions of competition which would be contrary to the common interest, the EFTA Surveillance Authority does, however, consider that such a derogation has to be made subject to four conditions, which have to be met cumulatively:
Da bi se preprečilo izkrivljanje konkurence, ki je v nasprotju s splošnim interesom, Nadzorni organ Efte meni, da morajo za odstopanje veljati štirje pogoji, ki morajo biti izpolnjeni kumulativno:
the rolling stock concerned must be exclusively assigned to urban, suburban or regional passenger transport services in a specific region or for a specific line serving several different regions; For the purposes of these guidelines ‘urban and suburban transport services’ is to be understood as transport services serving an urban centre or conurbation as well as those services between that centre or conurbation and its suburbs.
zadevni vozni park mora biti izključno dodeljen storitvam mestnega, primestnega ali regionalnega prevoza potnikov v posebni regiji ali za posebno progo, ki oskrbuje več regij; zato za namene teh smernic „storitve mestnega in primestnega prevoza“ pomenijo prevozne storitve za potrebe mestnega središča ali mestne okolice in potrebe po prevozu med središčem in okoliškimi območji.
‘Regional transport services’ is to be understood as transport services intended to meet the transport needs of one or more regions.
„Regionalne prevozne storitve“ so prevozne storitve za potrebe prevoza v eni ali več regijah.
Transport services serving several different regions, in one or more EEA States, may therefore be covered by the scope of this point if it can be shown that there is an impact on the regional development of the regions served, in particular by the regular nature of the service.
Prevozne storitve se zagotavljajo v več regijah v eni ali več državah EGP, se lahko tako vključijo v področje uporabe te točke, če se lahko dokaže učinek na regionalni razvoj oskrbovanih regij, zlasti z rednim zagotavljanjem storitve.
In this case, the EFTA Surveillance Authority verifies that the aid does not compromise the effective opening of the international passenger transport market and cabotage following the entry into force of the third railway package;
V tem primeru se Nadzorni organ Efte prepriča, da pomoč ne bo škodovala dejanskemu odprtju mednarodnega trga potniškega prometa in kabotaže po začetku veljavnosti tretjega železniškega paketa;
the rolling stock must remain exclusively assigned to the specific region or the specific line passing through several different regions for which it has received aid for at least ten years;
zadevni vozni park mora biti vsaj deset let dodeljen izključno posebni regiji ali posebni progi, ki prečka več regij, za katero je prejel pomoč;
the replacement rolling stock must meet the latest interoperability, safety and environmental standards [51] applicable to the network concerned;
zadevni nadomestni vozni park mora ustrezati standardom za interoperabilnost ter varnostnim in okoljskim standardom [51], ki se uporabljajo na zadevnem omrežju;
the EFTA State must prove that the project contributes to a coherent regional development strategy.
država Efte mora dokazati, da projekt prispeva k strategiji skladnega regionalnega razvoja.
The EFTA Surveillance Authority will take care to avoid undue distortions of competition, notably by taking account of the additional revenue that the replaced rolling stock on the line in question could procure for the enterprise aided, for example, through sales to a third party or use on other markets.
Nadzorni organ Efte bo zagotovil, da ne bo prišlo do neupravičenega izkrivljanja konkurence, in sicer bo zlasti upoštevala dodatne prihodke, ki bi jih zamenjani vozni park na zadevni progi lahko prinesel podjetju, ki prejme pomoč, na primer s prodajo tretjim osebam ali uporabo na drugih trgih.
To this end, the granting of the aid may be made subject to the obligation on the recipient undertaking to sell under normal market conditions all or part of the rolling stock it is no longer using, so as to allow its further use by other operators; in this case the proceeds from the sale of the old rolling stock will be deducted from the eligible costs.
Tako bo Nadzorni organ Efte lahko določil, da bo, če se bodo lahko ohranili pogoji dejanske konkurence na trgu, dodelitev pomoči pogojena z obveznostjo upravičenega podjetja, da vozni park, ki ga ne rabi več, v celoti ali del proda po normalnih tržnih pogojih, da se drugim prevoznikom zagotovi njegovo nadaljnjo uporabo; v tem primeru se bo prihodek iz prodaje starega parka odštel od upravičenih izdatkov.
More generally, the EFTA Surveillance Authority will ensure that no improper use is made of the aid.
Nadzorni organ Efte bo skrbel za to, da pri uporabi pomoči ne bo prišlo do zlorab.
The other conditions provided for in the regional aid guidelines, notably as regards the intensity ceilings and the regional aid maps and the rules on the cumulation of aid, apply.
Uporabljajo se drugi pogoji iz smernic o regionalni pomoči, zlasti v zvezi zgornjimi mejami intenzivnosti, kartami regionalnih pomoči in pravili glede kumulacije pomoči.
The EFTA Surveillance Authority notes that the specific lines concerned may in certain cases pass through regions where there are different intensity ceilings in accordance with the regional aid maps.
Nadzorni organ Efte ugotavlja, da lahko zadevne posebne proge v določenih primerih prečkajo regije, kjer se uporabljajo različne zgornje meje intenzivnosti glede na karto regionalnih pomoči.
In this case the EFTA Surveillance Authority will apply the highest rate of intensity of the regions regularly served by the line concerned in proportion to the regularity of such service [52].
V teh primerih bo Nadzorni organ Efte uporabil najvišjo stopnjo intenzivnosti za regije z rednimi zvezami na zadevni progi, in sicer sorazmerno z rednostjo zagotavljanja storitve [52].
With regard to investment projects with eligible expenditure in excess of EUR 50 million, the EFTA Surveillance Authority considers it appropriate, due to the specificities of the rail passenger transport sector, to derogate from points 49 to 59 of the regional aid guidelines.
Kar zadeva naložbene projekte, pri katerih upravičeni stroški presegajo 50 milijonov EUR, Nadzorni organ Efte meni, da je zaradi svojevrstnosti sektorja železniškega potniškega prometa primerno odstopati od odstavkov 49 do 59 smernic za regionalne pomoči.