natgillin/translations-raw huggingface dataset:
Furthermore, the EFTA Surveillance Authority wishes to take account of the fact that, in a growing number of EEA States, railway undertakings have adapted their organisation to specific developments in rail freight and passenger transport activities by taking steps to legally separate their freight transport activities.
Poleg tega Nadzorni organ Efte želi upoštevati dejstvo, da so v vedno več državah EGP prevozniki v železniškem prometu prilagodili svojo strukturo posebnemu razvoju dejavnosti tovornega in potniškega prometa s pravno ločitvijo dejavnosti tovornega prometa.
The EFTA Surveillance Authority will therefore require, as part of the restructuring efforts and before awarding any aid, the legal separation of the freight division in question by transforming it into a commercial company under common commercial law.
Nadzorni organ Efte bo zato v okviru prestrukturiranja kot predpogoj za dodelitev pomoči zahteval pravno ločitev zadevne poslovne enote „tovorni promet“ s tem, da se ta preoblikuje v komercialno družbo splošnega prava.
The EFTA Surveillance Authority is of the view that this separation will, with other appropriate measures, help considerably to achieve two goals, namely to exclude all cross-subsidisation between the restructured division and the rest of the undertaking and to ensure that all financial relations between these two activities are carried out in a sustainable manner and on a commercial basis.
Nadzorni organ Efte ugotavlja, da takšna ločitev skupaj z drugimi ustreznimi ukrepi prinaša predstavlja znaten prispevek k uresničevanju dvojnega cilja: izogniti se navzkrižnemu subvencioniranju dejavnosti poslovne enote v prestrukturiranju in preostale dejavnosti podjetja ter zagotoviti, da bodo finančni odnosi med tema dvema dejavnostma trajnostno temeljili na komercialni podlagi.
In order to avoid any doubt, the 2004 guidelines on state aid for restructuring will continue to apply in their entirety when examining the aid dealt with in this chapter, except with regard to the express derogations set out below.
Da bi se izognili kakršnemu koli dvomu, se smernice o državnih pomočeh za prestrukturiranje iz leta 2004 še naprej v celoti uporabljajo pri preverjanju pomoči iz tega poglavja, razen za izrecna odstopanja, navedena v nadaljevanju.
The eligibility criteria must be adapted to include the situation in which a freight division of a railway undertaking constitutes a coherent and permanent economic unit, which will be legally separated from the rest of the undertaking through the restructuring process before aid is granted, and faces difficulties such that, if it had been separated from the railway undertaking, it would be a ‘firm in difficulty’ within the meaning of the 2004 guidelines on state aid for restructuring.
Merilo upravičenosti je treba prilagoditi, da se vključi primer, v katerem se tudi poslovna enota „tovorni promet“ prevoznika v železniškem prometu, ki predstavlja skladen in trajen gospodarski subjekt, ki bo v teku prestrukturiranja in pred dodelitvijo pomoči s pravnega vidika ločen od preostalega podjetja, ter ima enake težave kot če bi bila ločena od prevoznika v železniškem prometu, šteje za „podjetje v težavah“ v smislu smernic o državnih pomočeh za prestrukturiranje iz leta 2004.
This means, in particular, that that division of the undertaking would be facing serious difficulties of its own, which are not the result of an arbitrary allocation of costs within the railway undertaking.
To pomeni zlasti, da se zadevna poslovna enota podjetja sooča s hudimi notranjimi težavami, ki niso posledica samovoljnega prerazporejanja stroškov v podjetju prevoznika v železniškem prometu.
In order for the division to be restructured to constitute a coherent and permanent economic unit it must comprise all the freight transport activities of the railway undertaking, whether industrial, commercial, accounting or financial.
Da bi bila poslovna enota, ki jo je treba prestrukturirati, skladen in trajen gospodarski subjekt, mora združevati vse dejavnosti tovornega prometa prevoznika v železniškem prometu z industrijskega, komercialnega, računovodskega in finančnega vidika.
It must be possible to attribute to it a level of losses, as well as a level of own funds or capital, which sufficiently reflects the economic reality of the situation which the division faces in order to evaluate in a coherent manner the criteria fixed in point 9 of the 2004 guidelines on state aid for restructuring [61].
Treba je zagotoviti, da se ji lahko pripišeta stopnja izgub in stopnja lastnih sredstev ali kapitala, ki v zadostni meri odražata dejansko gospodarsko stanje, s katerim se sooča ta poslovna enota, da se na usklajen način prouči merilo, določeno v odstavku 9 smernic o državnih pomočeh za prestrukturiranje iz leta 2004 [61].
When assessing whether a division is in difficulty as described above, the EFTA Surveillance Authority will also take into account the ability of the rest of the railway undertaking to ensure the recovery of the division to be restructured.
Za ugotovitev, ali se poslovna enota sooča z zgoraj navedenimi težavami, bo Nadzorni organ Efte upošteval zmožnost preostalega podjetja prevoznika v železniškem prometu, da zagotovi sanacijo poslovne enote v prestrukturiranju.
The EFTA Surveillance Authority is of the view that, although the situation described is not directly covered by the 2004 guidelines on state aid for restructuring, point 11 of which excludes newly created firms from the scope of the guidelines, restructuring aid may be granted in this context to enable the firm created by this legal separation to operate in viable market conditions.
Nadzorni organ Efte meni, da se, čeprav zgoraj naveden primer ni neposredno obravnavan v smernicah o državnih pomočeh za prestrukturiranje iz leta 2004, ki v odstavku 11 iz njihovega področja uporabe izključujejo na novo ustanovljena podjetja, v tem okviru pomoči za prestrukturiranje lahko dodeljujejo, da se hčerinskemu podjetju, ustanovljenemu s pravno ločitvijo, omogoči sposobnost preživetja na trgu.
This is intended to apply only in situations where the firm to be created as a result of legal separation includes the entire freight division, as described by the separate accounting established in accordance with Article 9 of Directive 91/440/EEC, and includes all the division's assets, liabilities, capital, off-balance sheet commitments and workforce.
Pri tem so upoštevani le primeri, v katerih hčerinsko podjetje, ustanovljeno s pravno ločitvijo, združuje vse dejavnosti poslovne enote „tovorni promet“, kot je opisana z ločenim računovodstvom, določenim v skladu s členom 9 Direktive 91/440/EGS, ter vključi vsa sredstva, obveznosti, kapital, obveze v zvezi s kapitalom, ki niso zajete v računovodskih izkazih, in delovno silo poslovne enote.
The EFTA Surveillance Authority considers that, for the same reasons, when a railway undertaking has recently legally separated its freight division, where this division fulfilled the above criteria, the firm in question must not be considered a newly created firm within the meaning of point 11 of the 2004 guidelines on state aid for restructuring, and is therefore not excluded from the scope of these guidelines.
Nadzorni organ Efte ugotavlja, da se iz istih razlogov zadevno hčerinsko podjetje v primeru, da je podjetje prevoznika v železniškem prometu pred kratkim pravno ločilo svojo poslovno enoto „tovorni promet“ in je navedena poslovna enota izpolnjevala zgoraj opredeljene pogoje, ne sme šteti za na novo ustanovljeno podjetje v smislu odstavka 11 smernic o državnih pomočeh za prestrukturiranje iz leta 2004 in se ga zato ne izključi iz področja uporabe navedenih smernic.
Return to long-term viability
Ponovna vzpostavitev dolgoročne sposobnosti preživetja
The EFTA Surveillance Authority will make sure not only that the criteria for a return to long-term viability as set out in the 2004 guidelines on state aid for restructuring are fulfilled [62], but also that restructuring will ensure the freight activity is transformed from a protected activity enjoying exclusive rights into one which is competitive on the open market.
Nadzorni organ Efte bo zagotovil, da bodo pogoji za ponovno vzpostavitev dolgoročne sposobnosti preživetja, vpeljani s smernicami o državnih pomočeh za prestrukturiranje iz leta 2004, izpolnjeni [62] ter da bo prestrukturiranje omogočilo, da se bo zaščitena dejavnost, ki ima izključne pravice, spremenila v konkurenčno dejavnost na odprtem trgu.
This restructuring should therefore concern all aspects of the freight activity, whether industrial, commercial, or financial.
To prestrukturiranje bi tako moralo vključevati industrijski, tržni in finančni vidik dejavnosti tovornega prometa.
The restructuring plan required by the restructuring guidelines [63] must make it possible to ensure a standard of quality, reliability and service which meets customers’ requirements.
Načrt za prestrukturiranje mora v skladu s smernicami o pomoči za prestrukturiranje [63] zlasti zagotavljati tako raven kakovosti, zanesljivosti in storitve, ki je združljiva z zahtevami strank.
Prevention of any excessive distortion of competition
Preprečevanje pretiranega izkrivljanja konkurence
In analysing the prevention of any excessive distortion of competition, as provided for by the 2004 guidelines on state aid for restructuring, the EFTA Surveillance Authority will also base itself on:
Nadzorni organ Efte se bo pri analizi preprečevanja pretiranega izkrivljanja konkurence, kot je predvideno v smernicah o državnih pomočeh za prestrukturiranje iz leta 2004, oprl tudi na naslednje elemente:
the difference between the economic models for rail and the other modes of transport;
razlike v gospodarskih modelih med prevozom po železnici in drugimi načini prevoza;
the EEA objective of shifting the balance between modes of transport;
cilj EGP za uravnoteženje načinov prevoza;
the competitive situation on the market at the time of restructuring (degree of integration, growth potential, presence of competitors, likely trends).
konkurenčni položaj na trgu v času prestrukturiranja (stopnja vključenosti, potencial rasti, prisotnost konkurentov, možnosti razvoja).
Aid limited to a minimum
Pomoč, zmanjšana na minimum
The provisions of the 2004 guidelines on state aid for restructuring apply when verifying this criterion.
Določbe smernic o državnih pomočeh za prestrukturiranje iz leta 2004 se uporabljajo za preverjanje tega merila.
To this end the firm's own contribution will include that of the freight division which will be legally separated from the railway undertaking.
V ta namen bo lastni prispevek podjetja vključeval prispevek poslovne enote „tovorni promet“, ki bo pravno ločena od podjetja prevoznika v železniškem prometu.
However, in the EFTA Surveillance Authority's view, the very specific situation of the European rail freight industry, which is described above, may constitute an exceptional circumstance within the meaning of paragraph 43 of those guidelines.
Vendar pa Nadzorni organ Efte meni, da zgoraj navedene posebne razmere v evropskem sektorju železniškega tovornega prometa lahko predstavljajo izjemne okoliščine v smislu odstavka 43 iz navedenih smernic.
It may therefore accept lower own contributions than those provided for in the 2004 guidelines on state aid for restructuring provided that the freight division's own contribution is as high as possible without jeopardising the viability of the operation.
Zato bo lahko manjše lastne prispevke od tistih, predvidenih s smernicami o državnih pomočeh za prestrukturiranje iz leta 2004, štela za ustrezne pod pogojem, da je lastni prispevek poslovne enote „tovorni promet“ najvišji, ki je še možen, ne da se ogrozi sposobnosti preživetja dejavnosti.
‘One time, last time’ principle
Načelo enkratne pomoči („enkrat in zadnjič“)
The ‘one time, last time’ principle applies to the legally separated firm, by taking account of the restructuring aid notified as initial restructuring aid received by the undertaking.
Načelo enotne pomoči se uporablja za pravno ločeno hčerinsko podjetje ob upoštevanju pomoči za prestrukturiranje, priglašene kot prvo pomoč za prestrukturiranje, ki jo bo to podjetje prejelo.
However, restructuring aid authorised under the conditions set out in this chapter does not affect application of the ‘one time, last time’ principle with regard to the rest of the railway undertaking.
Nasprotno pa za pomoč za prestrukturiranje, odobreno pod pogoji iz tega poglavja ni primerno uporabljati načela enotne pomoči za preostalo podjetje prevoznika v železniškem prometu.
To avoid any doubt, if the railway undertaking as a whole has already received restructuring aid, the ‘one time, last time’ principle means that aid as provided for in this chapter may not be granted to restructure the freight division of the undertaking.
Da bi se izognili kakršnemu koli dvomu, je načelo enotne pomoči v nasprotju z dodeljevanjem pomoči za prestrukturiranje poslovne enote tovornega prometa, kot so predvidene v tem poglavju, če je podjetje prevoznika v železniškem prometu kot celota že prejelo pomoči za prestrukturiranje.
AID FOR COORDINATION OF TRANSPORT
POMOČ ZA POTREBE PO USKLAJEVANJU PREVOZA
As already stated, Article 49 of the EEA Agreement was implemented by Regulations (EEC) No 1191/69 and (EEC) No 1107/70, which will be repealed by the PSO Regulation.
Kot je bilo že omenjeno, se je člen 49 Sporazuma EGP izvedel z uredbama (EGS) št. 1107/70 in (EGS) št. 1191/69, ki bosta razveljavljeni z Uredbo OJS.
The PSO Regulation will, however, apply only to land passenger transport.
Uredba OJS pa bo veljala samo za kopenski potniški promet.
It will not cover rail freight transport, for which aid for coordination of transport will continue to be subject only to Article 49 of the EEA Agreement.
Ne bo pokrivala železniškega tovornega prometa, za katerega bo za pomoči za usklajevanje prevoza veljal samo člen 49 Sporazuma EGP.
In addition to this, Article 9 of the PSO Regulation concerning aid for coordination of transport and aid for research and development applies explicitly without prejudice to Article 49 of the EEA Agreement, so it will be possible to use Article 49 directly for justifying the compatibility of aid for coordination of rail passenger transport.
Poleg tega člen 9 Uredbe OJS o pomoči za usklajevanje prevoza in pomoči za raziskave in razvoj izrecno ne posega v člen 49 Sporazuma EGP, ki se bo lahko neposredno uporabljal zato, da bi upravičili združljivost pomoči za usklajevanje železniškega potniškega prometa.
The objective of this chapter is therefore to establish criteria which will allow the EFTA Surveillance Authority to assess the compatibility, on the basis of Article 49 of the EEA Agreement, of aid for the coordination of transport, both generally (section 6.2) and as regards certain specific forms of aid (section 6.3).
Zato je namen tega poglavja določiti merila, s katerimi bo Nadzorni organ Efte na podlagi člena 49 Sporazuma EGP lahko proučil združljivost pomoči za usklajevanje prevoza, in to na splošno (oddelek 6.2) ter v zvezi z določenimi posebnimi oblikami pomoči (oddelek 6.3).
The EFTA Surveillance Authority notes that, although the general implementing principles of Article 49 of the Agreement are relevant when assessing state aid under the PSO Regulation, these guidelines do not cover the detailed rules for the implementation of the adopted Regulation in question.
Nadzorni organ Efte poudarja, da se, čeprav so splošna načela za uporabo člena 49 Sporazuma EGP sama po sebi ustrezna za proučevanje državnih pomoči glede na Uredbo OJS, te smernice ne nanašajo na podrobna pravila za izvajanje zadevne sprejete uredbe.
Article 49 of the EEA Agreement provides for compatibility of aid which meets the needs of coordination of transport.
Člen 49 Sporazuma EGP določa združljivost pomoči, ki so potrebne za usklajevanje prevoza.
The European Court of Justice has ruled that this Article ‘acknowledges that aid to transport is compatible with the Treaty only in well-defined cases which do not jeopardise the general interests of the Community’ [64].
Sodišče Evropskih skupnosti je upravičeno trdilo, da ta člen „dopušča, da so pomoči za prevoz združljive s Pogodbo samo v natančno določenih primerih in če ne škodijo splošnim interesom Skupnosti“ [64].
The concept of ‘coordination of transport’ used in Article 49 of the EEA Agreement has a significance which goes beyond the simple fact of facilitating the development of an economic activity.
Pojem „usklajevanje prevoza“, ki je uporabljen v členu 49 Sporazuma EGP ima širši pomen od spodbujanja razvoja gospodarske dejavnosti.
It implies an intervention by public authorities which is aimed at guiding the development of the transport sector in the common interest.
Vključuje tudi poseg organov oblasti, s katerim želijo usmeriti razvoj prevoznega sektorja v skupnem interesu.
The progress made with liberalising the land transport sector has in some respects considerably reduced the need for coordination.
Napredek pri liberalizaciji sektorja kopenskega prometa je v določenih pogledih občutno zmanjšal potrebe po usklajevanju.
In an efficient liberalised sector, coordination can in principle result from the action of market forces.
V učinkovitem liberaliziranem sektorju je usklajenost načeloma lahko posledica delovanja tržnih sil.
As indicated above, however, the fact remains that investment in infrastructure development continues to be carried out by the public authorities.
Vendar pa, kot je navedeno zgoraj, še vedno in v številnih pogledih organi oblasti vlagajo v razvoj infrastruktur.
Moreover, even after the liberalisation of the sector, there may still be various market failures.
Poleg tega lahko tudi po liberalizaciji sektorja še naprej obstajajo različne tržne nepopolnosti.
These in particular are the failures which justify the intervention of the public authorities in this field.
Ravno te nepopolnosti pa upravičujejo poseg organov oblasti na tem področju.
Firstly, the transport sector entails major negative externalities, for example between users (congestion), or in respect of society as a whole (pollution).
Prvič, prevozni sektor vključuje pomembne negativne zunanje dejavnike, na primer za uporabnike (zastoji) ali za družbo (onesnaženje).
These externalities are difficult to take into account, notably due to the inherent limits to the possibility of including external costs, or even simply direct usage costs, in the pricing systems for access to transport infrastructure.
Te zunanje dejavnike je težko upoštevati, zlasti ker obstajajo inherentne omejitve za vključevanje zunanjih stroškov ali celo neposrednih stroškov uporabe v cene dostopa do transportne infrastrukture.
As a result there may be disparities between the different modes of transport, which ought to be corrected by public authority support for those modes of transport which give rise to the lowest external costs.
Iz tega izhajajo možna neskladja med različnimi načini prevoza, ki si zaslužijo popravek s strani organov oblasti s pomočjo za tiste načine prevoza, ki povzročajo najmanj zunanjih stroškov.
Secondly, the transport sector may experience ‘coordination’ difficulties in the economic sense of the term, for example in the adoption of a common interoperability standard for rail, or in the connections between different transport networks.
Drugič, prevozni sektor se lahko sooča s težavami pri „usklajevanju“ v ekonomskem pomenu besede, na primer pri sprejemanju skupnega standarda za interoperabilnost železnic ali pri povezavah med različnimi prometnimi omrežji.
Thirdly, the railway undertakings may not be able to reap the full rewards of their research, development and innovation efforts (positive externalities), which also amounts to a failure of the market.
Tretjič, prevozniki v železniškem prometu ne morejo vedno polno izkoristiti svojih prizadevanj na področju raziskav, razvoja in inovacij (pozitivni zunanji dejavniki), kar je prav tako nepopolnost trga.
The presence of a specific provision in the EEA Agreement making it possible to authorise aid which meets the needs of transport coordination shows how important these risks of market failures are and the negative impact they have on the development of the EEA.
Posebna podlaga v Sporazumu EGP, ki omogoča, da se odobrijo pomoči, potrebne za usklajevanje prevoza, kaže, kako velika so tveganja nepopolnosti trga in kakšen negativen vpliv imajo za razvoj EGP.
In principle, aid which meets the needs of transport coordination has to be considered compatible with the EEA Agreement.
Načeloma je treba pomoči, ki so potrebne za usklajevanje prevoza, šteti za združljive s Sporazumom EGP.
Nevertheless, for a given aid measure to be considered to ‘meet the needs’ of transport coordination, it has to be necessary and proportionate to the intended objective.
Da določena pomoč velja kot „potrebna“ za usklajevanje prevoza, pa mora biti nujna in sorazmerna z zastavljenim ciljem.
Furthermore, the distortion of competition which is inherent in aid must not jeopardise the general interests of the EEA.
Poleg tega izkrivljanje konkurence, ki je del te pomoči, ne sme škoditi splošnim interesom EGP.
By way of illustration, aid likely to shift traffic flows from short sea shipping to rail would fail to meet these criteria.
Pomoč, ki bi na primer preusmerila prometne tokove s pomorskega prevoza na kratkih razdaljah na železnico, ne bi izpolnjevala teh meril.
Finally, in view of the rapid development of the transport sector, and hence the need for coordinating it, any aid notified to the EFTA Surveillance Authority for the purpose of obtaining a decision, on the basis of Article 49 of the EEA Agreement, that the aid is compatible with the Agreement has to be limited [65] to a maximum of 5 years, in order to allow the EFTA Surveillance Authority to re-examine it in the light of the results obtained and, where necessary, to authorise its renewal [66].
In nazadnje, glede na hiter razvoj prevoznega sektorja in z njim povezanih potreb po usklajevanju, mora biti pomoč, priglašena pri Nadzornem organu Efte z odločitvijo, da je združljiva s členom 49 Sporazuma EGP, omejena na največ 5 let [65], tako da Nadzorni organ Efte lahko prouči dosežene rezultate in jo po potrebi ponovno odobri [66].
As regards the railway industry more specifically, aid for the needs of transport coordination can take several forms:
V železniškem sektorju se pomoči za usklajevanje prevoza lahko pojavljajo v različnih oblikah:
aid for infrastructure use, that is to say, aid granted to railway undertakings which have to pay charges for the infrastructure they use, while other undertakings providing transport services based on other modes of transport do not have to pay such charges;
pomoči za uporabo infrastrukture, to so pomoči za prevoznike v železniškem prometu, ki nosijo stroške za infrastrukturo, ki jo uporabljajo, medtem ko podjetja, ki opravljajo prevozne storitve z drugimi načini prevoza, ne nosijo takih stroškov;
aid for reducing external costs, designed to encourage a modal shift to rail because it generates lower external costs than other modes such as road transport;
pomoči za zmanjšanje zunanjih stroškov, namenjene spodbujanju preusmeritve načina prevoza na železnico, ker ima nižje zunanje stroške kot drugi načini prevoza, na primer cestni prevoz;
aid for promoting interoperability, and, to the extent to which it meets the needs of transport coordination, aid for promoting greater safety, the removal of technical barriers and the reduction of noise pollution in the rail transport sector, hereinafter referred to as ‘interoperability aid’;
pomoči za spodbujanje interoperabilnosti, glede na obseg zagotavljanja potreb po usklajevanju prometa pa pomoči za izboljšanje varnosti, odpravljanje tehničnih ovir in zmanjševanje obremenitev s hrupom (v nadaljnjem besedilu: pomoči za interoperabilnost);
aid for research and development in response to the needs of transport coordination.
pomoči za raziskave in razvoj, potrebne za usklajevanje prevoza.