natgillin/translations-raw huggingface dataset:
At an airport, activities such as air traffic control, police, customs, firefighting, activities necessary to safeguard civil aviation against acts of unlawful interference and the investments relating to the infrastructure and equipment necessary to perform those activities are considered in general to be of a non-economic nature [36].
Če je letališče poleg svojih gospodarskih dejavnosti udeleženo v negospodarskih dejavnostih, je treba tudi ločiti stroškovno računovodstvo, da se prepreči kakršen koli prenos javnih sredstev med negospodarsko in gospodarsko dejavnostjo.
The public funding of such non-economic activities does not constitute State aid, but should be strictly limited to compensating the costs to which they give rise and may not be used to finance other activities [37].
Javno financiranje negospodarskih dejavnosti ne sme povzročiti neupravičene diskriminacije med letališči.
Any possible overcompensation by public authorities of costs incurred in relation to non-economic activities may constitute State aid.
V skladu z vzpostavljeno sodno prakso dejansko pomeni prednost, kadar javni organi prevzamejo breme stroškov, ki jih imajo podjetja pri izvajanju gospodarskih dejavnosti [38].
Moreover, if an airport is engaged in non-economic activities, alongside its economic activities, separated cost accounting is required in order to avoid any transfer of public funds between the non-economic and economic activities.
Kadar je torej v skladu z danim pravnim redom običajno, da morajo nekatera civilna letališča nositi določene stroške, ki nastanejo pri njihovem obratovanju, druga civilna letališča pa ne, se lahko slednjim dodeli prednost ne glede na to, ali so zadevni stroški povezani z dejavnostjo, ki se na splošno šteje za negospodarsko dejavnost.
Public financing of non-economic activities must not lead to undue discrimination between airports.
Obstaja več oblik prenosa državnih sredstev, na primer neposredna nepovratna sredstva, znižanje davkov [39], ugodna posojila ali druge vrste preferencialnih pogojev financiranja.
Indeed, it is established case law that there is an advantage when public authorities relieve undertakings of the costs inherent to their economic activities [38].
Državna sredstva bodo vključena tudi, če država zagotovi dajatev v naravi ali ugodnost v obliki subvencioniranih storitev [40], kot so letališke storitve.
Therefore, when it is normal under a given legal order that civil airports have to bear certain costs inherent to their operation, whereas other civil airports do not, the latter might be granted an advantage, regardless of whether or not those costs relate to an activity which in general is considered to be of a non-economic nature.
Državna sredstva se lahko uporabijo [41] na nacionalni, regionalni ali lokalni ravni.
The transfer of State resources may take many forms such as direct grants, tax rebates [39], soft loans or other types of preferential financing conditions.
Državna sredstva so tudi sredstva iz skladov Unije, če jih država Efte upravičencu dodeli z uporabo lastne diskrecijske pravice [42].
State resources will also be involved if the State provides a benefit in kind or in the form of subsidised services [40], such as airport services.
Sodišče je tudi razsodilo, da čeprav lahko država nadzira neko javno podjetje in ima prevladujoč vpliv na njegovo poslovanje, ni mogoče samodejno sklepati, da se tak nadzor v konkretnem primeru dejansko izvaja [43].
State resources can be used [41] at national, regional or local level.
Zato je treba oceniti, ali se ukrepi, ki so jih odobrila javna podjetja, lahko pripišejo državi.
Funding from Union funds will likewise constitute State resources, when those funds are allocated at an EFTA State's discretion [42].
Sodišče je navedlo, da se ukrep, ki ga je dodelilo javno podjetje, lahko pripiše državi na podlagi niza kazalnikov, ki izvirajo iz okoliščin primera in ozadja, v katerem je bil sprejet ukrep [44].
The Court has also ruled that even if the State is in a position to control a public undertaking and to exercise a dominant influence over its operations, actual exercise of that control in a particular case cannot be automatically presumed [43].
Glede na navedeno sredstva javnega letališča pomenijo javna sredstva.
Therefore, it needs to be assessed whether measures granted by public undertakings are imputable to the State.
Tako lahko javno letališče odobri pomoč letalskemu prevozniku, ki uporablja letališče, kadar se sklep o odobritvi ukrepa lahko pripiše državi in so izpolnjeni drugi pogoji iz člena 61(1) Sporazuma EGP.
The Court has indicated that the imputability to the State of a measure granted by a public undertaking may be inferred from a set of indicators arising from the circumstances of the case and the context in which that measure was taken [44].
Sodišče je tudi razsodilo, da za določitev, ali se ukrep šteje za državno pomoč, ni pomembno, ali ga dodeli neposredno država ali javni ali zasebni organ, ki ga država ustanovi ali imenuje za upravljanje ukrepa [45].
Against this background, the resources of a public airport constitute public resources.
V skladu s sodno prakso Sodišča finančna podpora izkrivlja konkurenco, če okrepi položaj podjetja v primerjavi z drugimi podjetji [46].
Consequently, a public airport may grant aid to an airline using the airport if the decision to grant the measure is imputable to the State and the other conditions of Article 61(1) of the EEA Agreement are met.
Na splošno velja, da kadar prednost, ki jo dodeli država Efte, okrepi položaj podjetja v primerjavi z drugimi podjetji, ki konkurirajo na danem trgu države Efte, je treba to prednost obravnavati kot vpliv na trgovino med državami EGP [47].
The Court has also ruled that whether a measure is granted directly by the State or by public or private bodies established or appointed by it to administer the measure is irrelevant to whether it is considered to be State aid [45].
Konkurenco med letališči je mogoče oceniti glede na merila, ki jih izberejo letalski prevozniki, in zlasti s primerjavo dejavnikov, kot so vrsta ponujenih letaliških storitev in zadevne stranke, prebivalstvo ali gospodarska dejavnost, preobremenjenost, možnost dostopa po kopnem, kot tudi višina pristojbin ter splošni trgovinski pogoji za uporabo letališke infrastrukture in storitev.
According to the case law of the Court, financial support distorts competition in so far as it strengthens the position of an undertaking compared with other undertakings [46].
Višina pristojbin je ključni dejavnik, ker bi se lahko javno financiranje, dodeljeno letališču, uporabilo za umetno ohranjanje letaliških pristojbin na nizki stopnji zaradi privabljanja letalskih prevoznikov, s čimer bi lahko znatno izkrivljalo konkurenco.
In general, when an advantage granted by an EFTA State strengthens the position of an undertaking compared with other undertakings competing in a given market of an EFTA State, trade between EEA States must be regarded as being affected by that advantage [47].
Nadzorni organ tudi ugotavlja, da letališča medsebojno konkurirajo za upravljanje letališke infrastrukture, vključno na lokalnih in regionalnih letališčih.
Competition between airports can be assessed in the light of airlines' criteria of choice, and in particular by comparing factors such as the type of airport services provided and the clients concerned, population or economic activity, congestion, whether there is access by land, and the level of charges and overall commercial conditions for use of airport infrastructure and services.
Javno financiranje letališča lahko torej izkrivlja konkurenco na trgih za upravljanje letališke infrastrukture.
The charge level is a key factor, since public funding granted to an airport could be used to maintain airport charges at an artificially low level in order to attract airlines and may thus significantly distort competition.
Poleg tega lahko javno financiranje letališč in letalskih prevoznikov izkrivlja konkurenco ter vpliva na trgovino na trgih zračnega prevoza po celotnem EGP.
The Authority further notes that airports are in competition for the management of airport infrastructure, including at local and regional airports.
Javno financiranje letališč ali letalskih prevoznikov lahko vpliva tudi na kombinirano konkurenco.
The public funding of an airport may therefore distort competition in the markets for airport infrastructure operation.
Sodišče je v sodbi v zadevi Altmark [48] odločilo, da lahko javno financiranje, dodeljeno podjetju, ki zagotavlja le storitve lokalnega ali regionalnega prometa, vpliva na trgovino med državami EGP, saj lahko obseg zagotavljanja storitev prometa tega podjetja zato ostane enak ali se poveča, zaradi česar imajo podjetja, ki so ustanovljena v drugih državah Efte, manj možnosti za zagotavljanje svojih storitev prometa.
Moreover, public funding to both airports and airlines can distort competition and have an effect on trade in air transport markets across the EEA.
Tudi majhen pomen pomoči ali sorazmerna majhnost podjetja, ki prejme javno financiranje, sama po sebi ne izključuje možnosti, da bi bila trgovina med državami EGP prizadeta.
Finally, intermodal competition may also be affected by public funding to airports or airlines.
Javno financiranje letališč ali letalskih prevoznikov, ki opravljajo storitve z navedenih letališč, lahko torej vpliva na trgovino med državami EGP.
The Court held in the Altmark judgment [48] that even public funding granted to an undertaking which provides only local or regional transport services may have an effect on trade between EEA States, as the supply of transport services by that undertaking may thereby be maintained or increased with the result that undertakings established in other EFTA States have less chance of providing their transport services.
Javno financiranje letališč in uporaba načela udeleženca v tržnem gospodarstvu
Even the fact that the amount of aid is small or the relatively small size of the undertaking which receives public funding does not, as such, exclude the possibility that trade between EEA States might be affected.
Člen 125 Sporazuma EGP določa, da slednji v ničemer ne posega v lastninskopravno ureditev v državah EGP.
Consequently, the public financing of airports or airlines operating services from those airports might affect trade between EEA States.
V skladu s tem lahko države EGP imajo in upravljajo podjetja ter lahko pridobijo delnice ali drugačne udeležbe v javnih ali zasebnih podjetjih.
Public funding of airports and the application of the market economy operator principle
Zato te smernice ne razlikujejo med različnimi vrstami upravičencev na podlagi njihove pravne strukture ali na podlagi njihove pripadnosti javnemu ali zasebnemu sektorju in vsako sklicevanje na letalske prevoznike in letališča ali na družbe, ki jih upravljajo, obsega vse vrste pravnih oseb.
Article 125 of the EEA Agreement states that the Agreement in no way prejudices the rules of the EEA States governing the system of property ownership.
Za oceno, ali je podjetje imelo ugodnosti zaradi gospodarske prednosti, se uporabi tako imenovani preskus udeleženca v tržnem gospodarstvu.
EEA States can accordingly own and manage undertakings, and can purchase shares or other interests in public or private undertakings.
Ta preskus bi moral temeljiti na informacijah in predvidljivih razvojnih trendih, ki so bili na voljo v času dodelitve javnega financiranja, in ne na analizah na podlagi poznejših razmer [49].
Consequently, these guidelines make no distinction between the different types of beneficiaries in terms of their legal structure or whether they belong to the public or private sector, and all references to airlines and airports or the companies which manage them encompass all types of legal entity.
Kadar ima letališče torej ugodnosti iz javnega financiranja, bo Nadzorni organ ocenil, ali takšno financiranje pomeni pomoč, in sicer tako, da bo preveril, ali bi v podobnih okoliščinah zasebni subjekt ob upoštevanju predvidljivih možnosti donosa in brez upoštevanja vsakršnih preudarkov socialne, regionalne ali sektorske politike [50] odobril enako financiranje.
In order to assess whether an undertaking has benefited from an economic advantage, the so-called market economy operator (‘MEO’) test is applied.
Javno financiranje, dodeljeno v okoliščinah, ki ustrezajo običajnim tržnim pogojem, se ne obravnava kot državna pomoč [51].
This test should be based on available information and foreseeable developments at the time when the public funding was granted and it should not rely on any analysis based on a later situation [49].
Sodišče je tudi razsodilo, da se lahko med trajanjem naložbe ravnanje javnega vlagatelja primerja z ravnanjem zasebnega vlagatelja, ki se ravna po možnostih dolgotrajnejše donosnosti [52] v času trajanja naložbe.
Consequently, when an airport benefits from public funding, the Authority will assess whether such funding constitutes aid by considering whether in similar circumstances a private operator, having regard to the foreseeability of obtaining a return and leaving aside all social, regional policy and sectoral considerations [50], would have granted the same funding.
To velja zlasti za naložbe v infrastrukturo, ki pogosto vključujejo visoke vsote finančnih sredstev in lahko zagotovijo pozitivno donosnost šele po več letih.
Public funding granted in circumstances which correspond to normal market conditions is not regarded as State aid [51].
Pri vsaki oceni donosnosti letališča je treba upoštevati prihodke letališča.
The Court has also ruled that the conduct of a public investor may be compared with that of a private investor guided by prospects of profitability in the longer term [52], over the lifetime of the investment.
V zvezi z javnim financiranjem letališč bi morala biti analiza skladnosti s preskusom udeleženca v tržnem gospodarstvu utemeljena na jasnih predhodnih možnostih prihodnjih donosov za subjekt, ki dodeli financiranje [53].
These considerations are particularly pertinent to investment in infrastructure, which often involve large amounts of financial resources and can produce a positive return only after many years.
Vse napovedi prometa, ki se uporabijo za ta namen, bi morale biti realne in zanje bi bilo treba izvesti smiselne analize občutljivosti.
Any assessment of the profitability of an airport must take into account airport revenues.
Odsotnost poslovnega načrta kaže na to, da se preskus udeleženca v tržnem gospodarstvu morda ne upošteva [54].
Consequently, as regards public financing to airports, the analysis of conformity with the MEO test should be based on sound ex ante profitability prospects for the entity granting the financing [53].
Države Efte lahko ob odsotnosti poslovnega načrta zagotovijo analizo ali notranje dokumente javnih organov ali zadevnega letališča, iz katerih je jasno razvidno, da analiza, izvedena pred odobritvijo javnega financiranja, dokazuje upoštevanje preskusa udeleženca v tržnem gospodarstvu.
Any traffic forecasts used for that purpose should be realistic and subject to a reasonable sensitivity analysis.
Letališča lahko imajo pomembno vlogo pri spodbujanju lokalnega razvoja ali dostopnosti.
The absence of a business plan constitutes an indication that the MEO test may not be met [54].
Kljub temu se regionalni ali politični preudarki za namene preskusa udeleženca v tržnem gospodarstvu ne smejo upoštevati [55].
In the absence of a business plan, EFTA States can provide analysis or internal documents from the public authorities or from the airport concerned showing clearly that an analysis conducted before the granting of the public financing demonstrates that the MEO test is satisfied.
Vendar se taki poudarki pod določenimi pogoji lahko upoštevajo pri ocenjevanju združljivosti pomoči.
Airports can play an important role in fostering local development or accessibility.
Kadar ima letališče na voljo javna sredstva, se pomoč letalskemu prevozniku načeloma lahko izključi, če razmerje med letališčem in zadevnim letalskim prevoznikom prestane preskus udeleženca v tržnem gospodarstvu.
Nevertheless regional or policy considerations cannot be taken into account for the purposes of the MEO test [55].
Običajno je tako, če:
Such considerations can, however, under certain conditions, be taken into account when assessing the compatibility of aid.
cena letaliških storitev ustreza tržni ceni (glej oddelek 3.5.1) ali
Where an airport has public resources at its disposal, aid to an airline using the airport can, in principle, be excluded where the relationship between the airport and that airline satisfies the MEO test.
je s predhodno analizo mogoče dokazati, da bo dogovor letališča/letalskega prevoznika privedel do pozitivnega dodatnega prispevka k dobičku za letališče (glej oddelek 3.5.2).
This is normally the case if:
Eden od pristopov k oceni obstoja pomoči letalskim prevoznikom vključuje ugotovitev, ali cena, ki jo letališče zaračuna posameznemu letalskemu prevozniku, ustreza tržni ceni.
the price charged for the airport services corresponds to the market price (see Section 3.5.1); or
Na podlagi razpoložljivih in ustreznih tržnih cen se lahko ob upoštevanju elementov v točki 60 opredeli ustrezno referenčno merilo.
it can be demonstrated through an ex ante analysis that the airport/airline arrangement will lead to a positive incremental profit contribution for the airport (see Section 3.5.2).
Za opredelitev referenčnega merila je treba najprej omogočiti, da se izbere zadostno število primerljivih letališč, ki zagotavljajo primerljive storitve pod običajnimi tržnimi pogoji.
One approach to the assessment of the presence of aid to airlines involves establishing whether the price charged by an airport to a particular airline corresponds to the market price.
V zvezi s tem Nadzorni organ ugotavlja, da zdaj velika večina letališč EGP stroške za naložbe in stroške poslovanja krije iz javnega financiranja.
On the basis of available and relevant market prices, an appropriate benchmark can be identified, taking into account the elements set out in point 60.
Večini navedenih letališč lahko obstanek na trgu zagotovi le javna podpora.
The identification of a benchmark requires, first, that a sufficient number of comparable airports providing comparable services under normal market conditions can be selected.
Letališča v javni lasti so javni organi tradicionalno obravnavali kot infrastrukture za spodbujanje lokalnega razvoja in ne kot podjetja, ki poslujejo v skladu s tržnimi pravili.
In this respect the Authority notes that for the moment, a large majority of EEA airports benefit from public funding to cover investment and operating costs.
Cene na navedenih letališčih se zato običajno ne določajo ob upoštevanju dogajanj na trgu in zlasti dobrih predhodnih možnosti prihodnjih donosov, temveč predvsem ob upoštevanju socialnih ali regionalnih preudarkov.
Most of those airports can only remain on the market with public support.
Tudi če so nekatera letališča v zasebni lasti ali se upravljajo zasebno in se pri tem ne upoštevajo socialni ali regionalni preudarki, lahko na cene na navedenih letališčih močno vplivajo cene, ki jih zaračunava večina javno subvencioniranih letališč, saj prav slednje cene upoštevajo letalski prevozniki v pogajanjih z letališči v zasebni lasti ali z zasebnim upravljanjem.
Publicly owned airports have traditionally been considered by public authorities as infrastructures for facilitating local development and not as undertakings operating in accordance with market rules.
V navedenih okoliščinah Nadzorni organ močno dvomi, da se lahko v sedanjosti opredeli ustrezno referenčno merilo za vzpostavitev realne tržne cene za storitve, ki jih ponujajo letališča.
Those airports' prices consequently tend not to be determined with regard to market considerations and in particular sound ex ante profitability prospects, but essentially having regard to social or regional considerations.
Ta položaj se lahko v prihodnosti spremeni ali razvije, zlasti ko se bodo pri javnem financiranju letališč pravila o državni pomoči uporabljala v celoti.
Even if some airports are privately owned or managed without social or regional considerations, the prices charged by those airports can be strongly influenced by the prices charged by the majority of publicly subsidised airports as the latter prices are taken into account by airlines during their negotiations with the privately owned or managed airports.
Nadzorni organ vsekakor meni, da bi moralo izvajanje primerjalne analize temeljiti na primerjavi letaliških pristojbin brez vseh ugodnosti, zagotovljenih letalskemu prevozniku (npr. podpora za trženje, popusti ali vsaka druga spodbuda), na ustreznem številu „primerljivih letališč“, katerih upravljavci ravnajo kot udeleženci v tržnem gospodarstvu.
In those circumstances, the Authority has strong doubts that at the present time, an appropriate benchmark can be identified to establish a true market price for services provided by airports.
Uporabiti bi bilo treba zlasti naslednje kazalnike:
This situation may change or evolve in the future, in particular once the State aid rules apply in full to public financing of airports.
obseg prometa;
In any event, the Authority considers that a benchmarking exercise should be based on a comparison of airport charges, net of any benefits provided to the airline (such as marketing support, discounts or any other incentive), across a sufficient number of suitable ‘comparator airports’, whose managers behave as market economy operators.
vrsta prometa (poslovna ali čezmejna destinacija ali destinacija za prosti čas), sorazmeren pomen tovora in sorazmeren pomen prihodkov, ki izvirajo iz neletalskih dejavnosti letališča;
In particular, the following indicators should be used:
vrsta in raven ponujenih letaliških storitev;
traffic volume;
oddaljenost med letališčem in velikim mestom;
type of traffic (business or leisure or outbound destination), the relative importance of freight and the relative importance of revenue stemming from the non-aeronautical activities of the airport;
število prebivalcev v ciljnem območju letališča;
type and level of airport services provided;
blaginja okoliških območij (BDP na osebo) in
proximity of the airport to a large city;
različna geografska območja, ki bi lahko privabila potnike.
number of inhabitants in the catchment area of the airport;
Nadzorni organ meni, da je najustreznejše merilo za oceno dogovorov, ki jih sklenejo letališča s posameznimi letalskimi prevozniki, predhodna analiza dodatne donosnosti.
prosperity of the surrounding area (GDP per capita);
Nadzorni organ v zvezi s tem meni, da je razlikovanje cen standardna poslovna praksa, če je to v skladu z vsem ustreznim konkurenčnim pravom in sektorsko zakonodajo [56].
different geographical areas from which passengers could be attracted.
Kljub temu bi morale biti take različne politike določanja cen komercialno upravičene, da bi bile v skladu s preskusom udeleženca v tržnem gospodarstvu [57].
At present the Authority considers ex ante incremental profitability analysis to be the most relevant criterion for the assessment of arrangements concluded by airports with individual airlines.
Nadzorni organ meni, da se dogovori, sklenjeni med letalskimi prevozniki in letališčem, lahko štejejo za skladne s preskusom udeleženca v tržnem gospodarstvu, kadar s predhodnega vidika postopno prispevajo k donosnosti letališča.
In this respect, the Authority considers that price differentiation is a standard business practice, as long as it complies with all relevant competition and sectoral legislation [56].
Letališče bi moralo pri sklepanju dogovora z letalskim prevoznikom (na primer individualna pogodba ali splošna shema letaliških pristojbin) dokazati, da je v celotnem obdobju trajanja dogovora zmožno pokriti vse stroške, ki nastanejo pri sklenitvi takega dogovora in sicer z razumno stopnjo dobička [58] na podlagi dobrih srednjeročnih obetov [59].