natgillin/translations-raw huggingface dataset:
However, points 53 and 56 of those guidelines remain applicable when the investment project concerns rolling stock assigned to a specific line serving several regions.
Kljub temu pa se odstavka 53 in 56 omenjenih smernic uporabljata, če naložbeni projekt zadeva vozni park, ki se uporablja za posebej določeno progo, ki oskrbuje več regij.
If the recipient undertaking is entrusted with providing services of general economic interest that necessitate buying and/or renewing rolling stock and it already receives compensation for this, that compensation should be taken into account in the amount of regional aid that may be awarded to this undertaking, in order to avoid overcompensation.
Če je bilo upravičenemu podjetju zaupano izvajanje storitvenih dejavnosti splošnega gospodarskega pomena, za katere je treba kupiti in/ali obnoviti vozni park, in je podjetje za ta namen že prejelo nadomestilo, mora biti to nadomestilo upoštevano v znesku regionalne pomoči, ki jo lahko zadevno podjetje prejme, da se izogne prekomernemu nadomestilu.
DEBT CANCELLATION
PLAČILA DOLGOV
As mentioned in section 1.1, railway undertakings have in the past experienced a state of imbalance between their revenues and their costs, especially their investment costs.
Kot je navedeno v oddelku 1.1, so prevozniki v železniškem prometu v preteklosti doživljali neravnovesja med prihodki in stroški, zlasti stroški za naložbe.
This has led to major indebtedness, the financial servicing of which represents a very heavy burden on railway undertakings and limits their capacity to make the necessary investments in both infrastructure and renewal of rolling stock.
To je vodilo v velike dolgove, katerih odplačevanje je za prevoznike v železniškem prometu hudo breme, ki omejuje njihovo zmožnost za vlaganje v nujne naložbe tako na ravni infrastruktur kot na ravni obnove voznega parka.
Directive 91/440/EEC explicitly took this situation into account.
Direktiva 91/440/EGS je izrecno upoštevala tak položaj.
It follows from the seventh recital thereto that EEA States ‘should ensure in particular that existing publicly owned or controlled railway transport undertakings are given a sound financial structure’ and envisages that a ‘financial rearrangement’ might be necessary for this purpose.
V sedmi uvodni izjavi Direktive je določeno, da morajo države članice „zlasti zagotoviti, da dobijo sedanji prevozniki v železniškem prometu v javni lasti ali pod javnim nadzorom zdravo finančno strukturo“ in predvideva, da bi bila za to lahko potrebna „finančna reorganizacija“.
Article 9 of the Directive provides: ‘In conjunction with the existing publicly owned or controlled railway undertakings, Member States shall set up appropriate mechanisms to help reduce the indebtedness of such undertakings to a level which does not impede sound financial management and to improve their financial situation’.
Člen 9 Direktive določa: „Skupaj s sedanjimi prevozniki v železniškem prometu v javni lasti ali pod javnim nadzorom vzpostavijo države članice ustrezne mehanizme, da bi pomagale zmanjšati zadolženost takih prevoznikov do ravni, ki ne ovira zdravega finančnega vodenja, in izboljšale njihov finančni položaj“.
Article 9(3) envisages the granting of state aid ‘to cancel the debts referred to in this Article’, and provides that such aid must be granted in accordance with Articles 49, 61 and 62 of the EEA Agreement [53].
Člen 9(3) predvideva dodelitev državne pomoči „za plačilo dolgov iz tega člena“ in določa, da se ta pomoč odobri v skladu s členi 49, 61 in 62 Sporazuma EGP [53].
At the beginning of the 1990s, following the entry into force of Directive 91/440/EEC, the EEA States considerably reduced the debts of railway undertakings.
V začetku devetdesetih let prejšnjega stoletja, potem ko je začela veljati Direktiva 91/440/EGS, so države EGP občutno zmanjšale dolgove prevoznikov v železniškem prometu.
The debt restructuring took different forms:
Prestrukturiranje dolgov prevoznikov v železniškem prometu je imelo različne oblike:
transfer of all or part of the debt to the body responsible for managing the infrastructure, thus enabling the railway undertaking to operate on a sounder financial footing.
prenos celega ali dela dolga na organ za upravljanje infrastrukture, tako da prevoznik v železniškem prometu deluje na bolj zdravi finančni podlagi.
It was possible to make this transfer when transport service activities were separated from infrastructure management;
Ta prenos je bil mogoč ob ločitvi dejavnosti upravljanja prevoznih storitev od upravljanja železniške infrastrukture;
the creation of separate entities for the financing of infrastructure projects (for example, high-speed lines), making it possible to relieve railway undertakings of the future financial burden which the financing of this new infrastructure would have meant;
ustanovitev ločenih subjektov za financiranje infrastrukturnih projektov (na primer proge za visoke hitrosti), ki bodo omogočili, da se prevoznikom v železniškem prometu olajša prihodnje finančno breme financiranja teh novih infrastruktur;
financial restructuring of railway undertakings, notably by the cancellation of all or part of their debts.
finančno prestrukturiranje prevoznikov v železniškem prometu, zlasti s plačilom dela ali vseh dolgov.
These three types of action have helped to improve the financial situation of railway undertakings in the short term.
Te tri vrste ukrepov so prispevale h kratkoročnemu izboljšanju finančnega položaja prevoznikov v železniškem prometu.
Their indebtedness has been reduced compared with total liabilities, as has the share of interest repayments in the operating costs.
Zadolženost se je v primerjavi z vsemi obveznostmi zmanjšala, prav tako delež odplačevanja obresti v poslovnih stroških.
In general the debt reduction has allowed railway undertakings to improve their financial situation through a reduction in their capital and interest repayments.
Na splošno je zmanjšanje dolgov omogočilo prevoznikom v železniškem prometu, da so izboljšali svoj finančni položaj zaradi nižjih povračil glavnice in obresti.
Such reductions have also helped to lower the rates of interest, which has a substantial impact on the financial servicing of the debt.
Poleg tega so tovrstne olajšave prispevale k znižanju obrestnih mer, kar je bistveno vplivalo na odplačevanje dolga.
However, the EFTA Surveillance Authority notes that the level of indebtedness of many railway undertakings continues to give cause for concern.
Vendar Nadzorni organ Efte ugotavlja, da raven zadolženosti številnih prevoznikov v železniškem prometu še vedno vzbuja skrb.
Several of these undertakings have a level of indebtedness higher than is acceptable for a commercial company, are still not capable of self-financing, and/or cannot finance their investment needs from the revenue from present and future transport operations.
Številni prevozniki so bolj zadolženi, kot bi bilo sprejemljivo za gospodarsko družbo, še vedno se ne morejo samofinancirati in/ali ne morejo financirati svojih potreb po naložbah s prihodki iz sedanjih in prihodnjih prevozov.
Also, in the Member States which joined the European Community after 1 May 2004 the level of indebtedness of the companies in the sector is considerably higher than in the rest of the EEA.
Poleg tega je ugotovljeno, da je v državah članicah, ki so se Evropski skupnosti pridružile po 1. maju 2004, raven zadolženosti družb v tem sektorju precej višja kot v preostalih državah EGP.
This fact is reflected in the Community legislator's choice not to amend the provisions of Directive 1991/440/EEC when Directives 2001/12/EC and 2004/51/EC were adopted.
To stanje se odraža v odločitvi zakonodajalca Skupnosti, da pri sprejemanju Direktiv 2001/12/ES in 2004/51/ES ne spremeni določb Direktive 1991/440/EGS.
These provisions therefore fall within the general framework formed by the successive railway packages.
Te določbe tako sodijo v okvir, ki ga tvorijo zaporedni železniški paketi.
This chapter seeks to define how, in the light of this requirement of secondary legislation, the EFTA Surveillance Authority intends to apply the rules on state aid in the EEA Agreement to the mechanisms for reducing the indebtedness of railway undertakings.
Namen tega poglavja je podrobno opredeliti način, na katerega namerava Nadzorni organ Efte v skladu s to zahtevo, uvedeno s sekundarno zakonodajo, uporabiti pravila Sporazuma EGP o državnih pomočeh za mehanizme za zmanjšanje zadolženosti prevoznikov v železniškem prometu.
The EFTA Surveillance Authority notes first of all that the principle of incompatibility laid down in Article 61(1) of the EEA Agreement applies only to aid ‘which distorts or threatens to distort competition by favouring certain undertakings or the production of certain goods’ and only ‘in so far as it affects trade between Contracting Parties’.
Nadzorni organ Efte najprej poudarja, da se načelo nezdružljivosti iz člena 61(1) Sporazuma EGP uporablja le za pomoč, ki „izkrivlja ali bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga“ in le „kolikor škodi trgovini med pogodbenicami“.
Under established case-law of the European Court of Justice, when state aid strengthens the position of an undertaking compared with other undertakings competing in intra-community trade, these undertakings must be regarded as affected by that aid [54].
Če finančna pomoč, ki jo odobri država, okrepi položaj podjetja v primerjavi z drugimi konkurenčnimi podjetji na področju trgovine znotraj Skupnosti, mora za ta podjetja v skladu z veljavno sodno prakso Sodišča Evropskih skupnosti veljati, da pomoč vpliva nanje [54].
Any measure attributable to the State which leads to the complete or partial cancellation of debts specifically in favour of one or more railway undertakings and through State resources therefore falls within the scope of Article 61(1) of the EEA Agreement, if the railway undertaking in question is active in markets open to competition and if this debt cancellation strengthens its position in at least one of those markets.
Vsi ukrepi države, ki vodijo k plačilu dolgov v celoti ali delnemu plačilu, namenjenemu enemu ali več prevoznikom v železniškem prometu, in s sredstvi države, torej sodijo v področje uporabe člena 61(1) Sporazuma EGP, ko zadevni prevoznik v železniškem prometu deluje na trgih, odprtih konkurenci, in ko plačilo dolgov krepi njegov položaj na vsaj enem od teh trgov.
When the cancellation of a railway undertaking's debt constitutes state aid covered by Article 61(1) of the EEA Agreement it must be notified to the EFTA Surveillance Authority in accordance with Article 62 of the EEA Agreement.
Če plačilo dolgov prevoznika v železniškem prometu predstavlja državno pomoč, ki jo zajema člen 61(1) Sporazuma EGP, ga je treba priglasiti Nadzornemu organu Efte v skladu s členom 62 Sporazuma EGP.
Aid of this kind must generally be examined on the basis of the EFTA Surveillance Authority guidelines on state aid for rescuing and restructuring firms in difficulty of 2004 (‘the 2004 guidelines on state aid for restructuring’), subject to Chapter 5 of these Guidelines.
Na splošno je treba takšno pomoč proučiti na podlagi Smernic Nadzornega organa Efte o državni pomoči za reševanje in prestrukturiranje podjetij v težavah iz leta 2004 (v nadaljnjem besedilu: smernice o pomoči za prestrukturiranje iz leta 2004) in ob upoštevanju poglavja 5 teh smernic.
In specific cases where the debts cancelled exclusively concern transport coordination, compensation of public service obligations or the setting of accounting standards, the compatibility of this aid will be examined on the basis of Article 49 of the EEA Agreement, the regulations adopted for the implementation thereof and the rules for the normalisation of the accounts [55].
V posebnih primerih, ko plačani dolgovi zadevajo izključno usklajevanje prevoza, nadomestila za obveznosti javne službe ali računovodsko normalizacijo, pa se bo združljivost pomoči proučila na podlagi člena 49 Sporazuma EGP, uredb o njegovem izvajanju in uredbe o normalizaciji kontov [55].
In the light of Article 9 of Directive 91/440/EEC, the EFTA Surveillance Authority also considers that, under certain circumstances, it should be possible to authorise this aid without financial restructuring if the cancellation concerns old debts incurred prior to the entry into force of Directive 2001/12/EC, which lays down the conditions for opening up the sector to competition.
Nadzorni organ Efte v okviru člena 9 Direktive 91/440/EGS poleg tega meni, da bi bilo treba takšne pomoči pod določenimi pogoji odobriti, če ni prisotno finančno prestrukturiranje, kadar se plačilo nanaša na stare dolgove, nastale pred začetkom veljavnosti Direktive 2001/12/ES, ki določa pogoje za odprtje sektorja konkurenci.
The EFTA Surveillance Authority takes the view that this type of aid may be compatible in so far as it seeks to ease the transition to an open rail market, as provided for by Article 9 of Directive 91/440/EEC [56].
Nadzorni organ Efte dejansko ocenjuje, da so tovrstne pomoči združljive, če je njihov namen olajšati prehod na odprt železniški trg v skladu s členom 9 Direktive 91/440/EGS [56].
Thus it considers that such aid may be regarded as compatible with Article 61(3)(c) of the Agreement [57], provided that the following conditions are met.
Zato meni, da lahko take pomoči v skladu s členom 61(3)(c) Sporazuma EGP [57] veljajo za združljive s skupnim trgom, če so izpolnjeni naslednji pogoji.
Firstly, the aid must serve to offset clearly determined and individualised debts incurred prior to 15 March 2001, the date on which Directive 2001/12/EC entered into force.
Prvič, pomoč mora biti namenjena povračilu jasno določenih posameznih dolgov, nastalih pred 15. marcem 2001, tj. datumom začetka veljavnosti Direktive 2001/12/ES.
Under no circumstances may the aid exceed the amount of these debts.
Pomoč nikakor ne sme preseči zneska dolgov.
The logic of Article 9 of Directive 91/440/EEC, repeated in subsequent Directives, was to address a level of debt accumulated at a time when a decision to open the market at EEA level had yet to be taken.
Namen člena 9 Direktive 91/440/EGS, povzet v poznejših direktivah, je bil odpraviti zadolženost, ki je nastala v času pred odločitvijo o odprtju trga na ravni EGP.
Secondly, the debts concerned must be directly linked to the activity of rail transport or the activities of management, construction or use of railway infrastructure.
Drugič, dolgovi morajo biti neposredno povezani z dejavnostjo železniškega prometa ali z dejavnostmi upravljanja, izgradnje ali uporabe železniške infrastrukture.
Debts incurred for the purpose of investment not directly linked to transport and/or rail infrastructure are not eligible.
Dolgovi, nastali zaradi izvedbe naložb, ki niso neposredno povezane z železniškim prometom in/ali infrastrukturami, niso upravičeni.
Thirdly, the cancellation of debts must be in favour of undertakings facing an excessive level of indebtedness which is hindering their sound financial management.
Tretjič, plačilo dolgov mora biti namenjeno podjetjem, ki so pretirano zadolžena, kar ovira njihovo zdravo finančno upravljanje.
The aid must be necessary to remedy this situation, insofar as the likely development of competition in the EEA would not allow them to rectify their financial situation within a foreseeable future.
Pomoč mora biti nujna, da bi se to stanje odpravilo, ker predvidljivi razvoj konkurence v EGP podjetju ne bi omogočil saniranja finančnega položaja v predvidljivem času.
Assessment of this criterion has to take into account any productivity improvements which the undertaking can reasonably be expected to achieve.
Ocena tega merila mora upoštevati povečanje produktivnosti, ki se ga lahko razumno pričakuje od podjetja.
Fourthly, the aid must not go beyond what is necessary for the purpose.
Četrtič, pomoč mora ostati v mejah nujnega za dosego tega namena.
In this regard, account must also be taken of future developments in competition.
Tudi pri tem je treba upoštevati prihodnji razvoj konkurence.
It should not, at any rate, place the undertaking in a situation more favourable than that of an average well-managed undertaking with the same activity profile.
Na vsak način pomoč podjetju kratkoročno ne sme zagotoviti ugodnejšega položaja, kot ga ima dobro vodeno povprečno podjetje z isto vrsto dejavnosti.
Fifthly, cancellation of its debts must not give an undertaking a competitive advantage such that it prevents the development of effective competition in the EEA, for example by deterring outside undertakings or new players from entering certain national or regional markets.
Petič, plačilo dolgov ne sme dati podjetju take konkurenčne prednosti, da bi onemogočila razvoj dejanske konkurence v EGP, npr. da bi z določenih nacionalnih ali regionalnih trgov odvrnila podjetja, ki niso na teh trgih, ali nove udeležence.
In particular, aid intended for cancelling debts cannot be financed from levies imposed on other rail operators [58].
Zlasti pomoči za plačilo dolgov ni mogoče financirati iz dajatev drugih prevoznikov v železniškem prometu [58].
Where these conditions are met, the debt cancellation measures are contributing to the objective set in Article 9 of Directive 91/440/EEC, without unduly distorting competition and trade between EEA States.
Ko so ti pogoji izpolnjeni, ukrepi za plačilo dolgov prispevajo k doseganju cilja iz člena 9 Direktive 91/440/EGS, ne da bi nesorazmerno izkrivljali konkurenco in trgovino med državami EGP.
They can thus be considered compatible with the common market.
Torej se lahko štejejo za združljive s skupnim trgom.
AID FOR RESTRUCTURING RAILWAY UNDERTAKINGS – RESTRUCTURING A ‘FREIGHT’ DIVISION
POMOČI ZA PRESTRUKTURIRANJE PREVOZNIKOV V ŽELEZNIŠKEM PROMETU – PRESTRUKTURIRANJE POSLOVNE ENOTE „TOVORNI PROMET“
Generally speaking, a division of an undertaking, namely an economic entity without legal personality, is not eligible for restructuring aid.
Na splošno poslovna enota podjetja, to je gospodarski subjekt, ki ni pravna oseba, ne more prejeti pomoči za prestrukturiranje.
The 2004 guidelines on state aid for restructuring apply only to ‘firms in difficulty’.
Smernice o državnih pomočeh za prestrukturiranje iz leta 2004 se namreč uporabljajo samo za „podjetja v težavah“.
They also state, at point 12, that a firm ‘belonging to or being taken over by a larger business group is not normally eligible for restructuring aid, except where it can be demonstrated that the firm's difficulties are intrinsic and are not the result of an arbitrary allocation of costs within the group, and that the difficulties are too serious to be dealt with by the group itself’.
Poleg tega v odstavku 12 določajo, da podjetje, „ki pripada večji poslovni skupini ali ga je ta skupina prevzela, običajno ni upravičeno do pomoči za prestrukturiranje, razen če je mogoče dokazati, da je vzrok težav v podjetju samem in te niso posledica samovoljnega prerazporejanja stroškov v skupini ter da so težave prehude, da bi jih lahko odpravila skupina sama“.
It should be avoided, a fortiori, that artificial subdivision allows a loss-making activity within a given company to receive public funds.
Zato se je treba zlasti izogniti temu, da bi umetna razdelitev omogočila, da deficitarna dejavnost v določenem podjetju koristi javna sredstva.
However, the EFTA Surveillance Authority considers that the European rail freight sector currently finds itself in a very specific situation making it necessary, in the common interest, to envisage that aid granted to a railway undertaking allowing it to overcome difficulties in the freight operations of that undertaking might, under certain circumstances, be considered compatible with the common market.
Vendar Nadzorni organ Efte meni, da je evropski sektor tovornega železniškega prevoza trenutno v čisto posebnem položaju, ki pomeni, da se v skupnem interesu in pod določenimi pogoji predvidi, da bi pomoči prevoznikom v železniškem prometu, na podlagi katerih se lahko odpravijo težave za dejavnosti tovornega prometa teh prevoznikov, lahko veljale za združljive s skupnim trgom.
In today's railway industry, the competitive situation of freight transport operations is quite different from that which applies to passenger transport.
Danes je v železniškem sektorju konkurenčni položaj na področju dejavnosti tovornega prometa dejansko čisto drugačen kot položaj pri dejavnosti potniškega prometa.
The national freight markets are open to competition whereas the rail passenger transport markets are not going to be opened up before 1 January 2010.
Nacionalni trgi tovornega prometa so namreč odprti konkurenci, nasprotno pa se trgi železniškega potniškega prometa konkurenci ne bodo odprli pred 1. januarjem 2010.
This situation has a financial impact in so far as freight is in principle governed solely by the business relations between shippers and carriers.
Tak položaj ima finančni vpliv, kajti dejavnost „tovornega prometa“ načeloma oblikujejo poslovni odnosi med pošiljatelji in prevozniki.
The financial equilibrium of passenger transport, on the other hand, may also depend on the public authorities taking action by way of public service compensation.
Nasprotno pa finančno ravnovesje dejavnosti potniškega prometa lahko temelji tudi na posegih organov oblasti v obliki nadomestil za javne storitve.
However, several European railway undertakings have not legally separated their passenger and freight transport activities, or have only just done so.
Vendar pa več evropskih prevoznikov v železniškem prometu ni pravno ločilo dejavnosti potniškega prometa od dejavnosti tovornega prometa ali pa je to ločitev opravilo pred kratkim.
Moreover, current EEA legislation does not provide for the obligation to make this legal separation.
Veljavna zakonodaja EGP poleg tega ne zahteva take pravne ločitve.
Furthermore, one of the central priorities of European transport policy has, for many years, been to breathe new life into the railway freight industry.
Poleg tega je oživitev železniškega prevoza tovora že več let med prednostnimi nalogami evropske prometne politike.
The reasons for this are set out in chapter 1 of these guidelines.
Razlogi za to so navedeni v poglavju 1 teh smernic.
This specific characteristic of rail freight activities necessitates an adapted approach, as has been recognised in the European Commission's decision-making practice [59] on the basis of the Community Guidelines on state aid for rescuing and restructuring firms in difficulty of 1999 [60].
Iz teh posebnosti dejavnosti tovornega železniškega prevoza izhaja potreba po prilagojenemu pristopu, kot je bilo ugotovljeno v skladu s prakso odločanja Evropske komisije [59] na podlagi smernic iz leta 1999 o državnih pomočeh za reševanje in prestrukturiranje podjetij v težavah državni [60].
This chapter is intended to show, in the light of the EFTA Surveillance Authority's decision-making practice and taking account of the amendments made by the 2004 guidelines on state aid for restructuring to the corresponding 1999 guidelines, the way in which the EFTA Surveillance Authority intends to implement this approach in future.
Namen tega poglavja je z vidika prakse odločanja Nadzornega organa Efte ter ob upoštevanju sprememb smernic o državnih pomočeh za reševanje in prestrukturiranje podjetij v težavah, iz leta 2004, navesti, na kakšen način namerava Nadzorni organ Efte izvajati ta pristop v prihodnosti.
In view of the risks highlighted above, this approach is justified and will be maintained only for the freight divisions of railway undertakings, and for a transitional period, namely for restructurings notified before 1 January 2010, the date on which the rail passenger transport market will be opened up to competition.
Glede na zgoraj navedena tveganja je ta pristop utemeljen in bo veljal le za poslovne enote „tovorni promet“ prevoznikov v železniškem prometu v prehodnem obdobju, tj. za prestrukturiranje, priglašeno pred 1. januarjem 2010 – datumom odprtja trgov železniškega potniškega prometa konkurenci.