natgillin/translations-raw huggingface dataset:
This calculation can be summarised, irrespective of the risk class, as the difference between (a) the outstanding sum guaranteed, multiplied by the risk factor of the scheme (‘risk’ being the probability of default after inclusion of administrative and capital costs), and (b) any premium paid, i.e. (guaranteed sum × risk) – premium paid.
Izračun je mogoče povzeti ne glede na razred tveganja: kot razliko med (a) neplačanim zneskom poroštva, pomnoženim s faktorjem tveganja sheme („tveganje“ pomeni možnost neizpolnitve obveznosti po vključitvi upravnih stroškov in stroškov kapitala) in (b) plačanimi premijami, to je (znesek poroštva × tveganje) – plačana premija.
See the EFTA Surveillance Authority State Aid Guidelines, http://www.eftasurv.int/state-aid/legal-framework/state-aid-guidelines/.
Glej smernice Nadzornega organa Efte o državni pomoči: http://www.eftasurv.int/state-aid/legal-framework/state-aid-guidelines/.
Commision Regulation (EC) No 794/2004 was incorporated into the EEA Agreement by Decision of the EEA Joint Committee No 123/2005, amending Annex XV and Protocol 26 to the EEA Agreement (OJ L 339, 22.12.2005, p. 32, EEA Supplement No 66, 22.12.2005, p. 18).
Uredba Komisije (ES) št. 794/2004 je bila vključena v Sporazum EGP s Sklepom Skupnega odbora EGP št. 123/2006 o spremembi Priloge XV in Protokola 26 k Sporazumu EGP (UL L 339, 22.12.2005, str. 32. Dopolnilo EGP št. 66, 22.12.2005, str. 18).
If the scheme has been active for more than 10 years, only the last 10 annual amounts of shortfall or surplus are to be provided.
Če je shema veljavna že več kot 10 let, je treba posredovati le letne zneske presežkov ali primanjkljajev za zadnjih 10 let.
GUIDELINES ON STATE AID FOR RAILWAY UNDERTAKINGS [1]1.
SMERNICE O DRŽAVNI POMOČI ZA PREVOZNIKE V ŽELEZNIŠKEM PROMETU [1]1.
General context: the railway sector
Splošno ozadje: železniški sektor
The railways have unique advantages: they are a safe and clean mode of transport.
Železnice imajo edinstvene prednosti: gre za varen način prevoza, ki ne onesnažuje.
Rail transport therefore has great potential for contributing to the development of sustainable transport in the European Economic Area.
Tako lahko železniški promet veliko prispeva k razvoju trajnostnega prometa v Evropskem gospodarskem prostoru.
The European Commission White Paper ‘European transport policy for 2010: time to decide’ [2] and its mid-term review [3] underline to what extent a dynamic railway industry is necessary for establishing an efficient, clean and safe goods and passenger transport system that will contribute to the creation of a single European market enjoying lasting prosperity.
Bela knjiga Evropske komisije „Evropska prevozna politika za leto 2010: čas za odločitev“ [2] in njen vmesni pregled [3] poudarjata, kako pomemben je dinamičen železniški sektor za vzpostavitev zmogljivega, varnega in čistega sistema za prevoz blaga in potnikov, ki prispeva k uresničevanju trajno uspešnega enotnega evropskega trga.
The EEA Consultative Committee resolution and report on ‘An Ambitious Transport Policy’ [4] further underline the importance of such a dynamic railway industry for the EEA.
Resolucija Posvetovalnega odbora EGP in poročilo o ambiciozni prometni politiki [4] poudarjata pomen, ki ga za EGP ima dinamičen železniški sektor.
The road congestion plaguing the towns and certain areas of the EEA, the need to face up to the challenges of climate change, and the increase in fuel prices show how necessary it is to stimulate the development of rail transport.
Cestni zastoji v mestih in na nekaterih območjih EGP, potreba po odgovoru na izzive podnebnih sprememb in podražitev ogljikovodikov kažejo, kako zelo nujno je treba spodbujati razvoj železniškega prevoza.
In this respect it should be pointed out that the common transport policy also has to pursue the environmental objectives set by the EEA Agreement [5] and the Treaty Establishing the European Community [6].
V tem pogledu je treba poudariti, da si mora tudi skupna prometna politika prizadevati za okoljske cilje iz Sporazuma EGP [5] in Pogodbe o ustanovitvi Evropske skupnosti [6].
However, rail transport in Europe has an image problem, having declined steadily from the 1960s to the end of the 20th century.
Vendar sektor železniškega prometa v Evropi ni dovolj privlačen, od šestdesetih let do konca 20. stoletja pa je stalno nazadoval.
Both goods and passenger traffic volumes have fallen in relative terms compared with the other transport modes.
Železniški prevoz blaga in potnikov se je relativno zmanjšal glede na druge načine prevoza.
Although passenger transport by rail might have continued to grow in absolute terms, this increase seems very limited compared with that of road and air transport [8].
Čeprav je železniški potniški promet absolutno naraščal, je njegovo povečanje v primerjavi z rastjo cestnega in zračnega prometa zelo omejeno [8].
This trend seems to have reversed recently [9], but there is still a long way to go for rail transport to become sound and competitive.
Čeprav se zdi, da se je to gibanje pred kratkim obrnilo [9], je pot do zanesljivega in konkurenčnega železniškega prometa še dolga.
Particularly in the rail freight transport sector there continue to be major difficulties which call for public-sector action [10].
Zlasti v sektorju železniškega tovornega prometa ostajajo velike težave, zaradi katerih je potrebno ukrepanje javnih organov [10].
The relative decline in Europe's railway industry is largely due to the way transport supply has been organised historically, essentially on national and monopolistic lines.
Relativen upad evropskega železniškega sektorja je v veliki meri posledica zgodovinske organiziranosti ponudbe prevozov, predvsem v obliki nacionalnih in monopolnih sistemov.
First of all, in the absence of competition on the national networks, railway undertakings had no incentive to reduce their operating costs and develop new services.
Najprej, zaradi odsotnosti konkurence v nacionalnih omrežjih prevozniki v železniškem prometu niso bili prisiljeni zniževati stroškov poslovanja in razvijati novih storitev.
Their activities did not bring in sufficient revenue to cover all the costs and investments necessary.
Njihove dejavnosti niso ustvarile zadostnih prihodkov za pokrivanje stroškov in potrebnih naložb.
These essential investments were not always made and sometimes the EEA States forced the national railway undertakings into making them when they were not in a position to finance them adequately from their own resources.
Včasih potrebnih naložb niso uresničili, v nekaterih primerih pa so države EGP prisilile nacionalne prevoznike v železniškem prometu v take naložbe, čeprav jih niso mogli v zadostni meri financirati iz lastnih sredstev.
The result was heavy indebtedness for these undertakings, which itself had a negative impact on their development.
To je pripeljalo do velike zadolženosti teh podjetij, ki je negativno vplivala na njihov razvoj.
Secondly, the development of rail transport in Europe was hamstrung by the lack of standardisation and interoperability on the networks, while road hauliers and air carriers had been able to develop a whole range of international services.
Poleg tega je bil razvoj železniškega prevoza v Evropi omejen zaradi pomanjkljive standardizacije in interoperabilnosti omrežij, medtem ko so cestni in letalski prevozniki razvili celo vrsto mednarodnih storitev.
The EEA has inherited a mosaic of national rail networks characterised by different track gauges and incompatible signalling and safety systems, which do not allow the railway undertakings to benefit from the economies of scale which would result from designing infrastructure and rolling stock for a large single market rather than for 27 [11] national markets.
EGP je podedovala mozaik nacionalnih železniških omrežij, za katera so značilne različne razdalje med tiri ter nezdružljivi sistemi signalizacije in varnostni sistemi, ki prevoznikom v železniškem prometu preprečujejo, da bi izkoristili ekonomijo obsega, ki bi jo prinesla vzpostavitev infrastruktur in voznega parka za en velik trg namesto za 27 [11] nacionalnih trgov.
The EEA is conducting a three-pronged policy to revitalise the rail industry by:
EGP izvaja politiko oživitve železniškega sektorja v skladu s tremi prednostnimi osmi:
gradually introducing conditions fostering competition on the rail transport services markets;
s postopnim uvajanjem razmer, ki bodo omogočile pojav konkurence na trgih storitev železniškega prometa;
encouraging standardisation and technical harmonisation on the European rail networks, aiming at full interoperability at the European level;
s spodbujanjem standardizacije in tehničnega usklajevanja evropskih železniških omrežij, da bi dosegli polno interoperabilnost na evropski ravni;
granting financial support at the EEA level (in the TEN-T programme and the Structural Funds framework).
z dodeljevanjem finančnih pomoči na ravni EGP (v okviru programa TEN-T in strukturnih skladov).
The EEA has thus gradually opened up the rail transport markets to competition.
EGP je tako trge železniškega prometa postopoma odprla konkurenci.
An initial liberalisation package was adopted in 2001 including Directive 2001/12/EC of the European Parliament and of the Council of 26 February 2001 amending Council Directive 91/440/EEC on the development of the Community's railways [12], Directive 2001/13/EC of the European Parliament and of the Council of 26 February 2001 amending Council Directive 95/18/EC on the licensing of railway undertakings [13], Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification [14].
Prvi liberalizacijski paket je bil sprejet leta 2001 in vsebuje Direktivo 2001/12/ES Evropskega parlamenta in Sveta z dne 26. februarja 2001 o spremembi Direktive Sveta 91/440/ES o razvoju železnic v Skupnosti [12], Direktivo 2001/13/ES Evropskega parlamenta in Sveta z dne 26. februarja 2001 o spremembi Direktive Sveta 95/18/ES o izdaji licence prevoznikom v železniškem prometu [13] in Direktivo 2001/14/ES Evropskega parlamenta in Sveta z dne 26. februarja 2001 o dodeljevanju železniških infrastrukturnih zmogljivosti, naložitvi uporabnin za uporabo železniške infrastrukture in podeljevanju varnostnega spričevala [14].
That package was followed by a second package in 2004 the main instruments of which were Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency [15], Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community's railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification [16], Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004 amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail system [17] and Directive 2004/51/EC of the European Parliament and of the Council of 29 April 2004 amending Council Directive 91/440/EEC on the development of the Community's railways [18].
Temu paketu je sledil drugi paket leta 2004, v katerem so glavni ukrepi: Uredba (ES) št. 881/2004 Evropskega parlamenta in Sveta z dne 29. aprila 2004 o ustanovitvi Evropske železniške agencije [15], Direktiva 2004/49/ES Evropskega parlamenta in Sveta z dne 29. aprila 2004 o varnosti na železnicah Skupnosti ter o spremembi Direktive Sveta 95/18/ES o izdaji licence prevoznikom v železniškem prometu in Direktive 2001/14/ES o dodeljevanju železniških infrastrukturnih zmogljivosti, naložitvi uporabnin za uporabo železniške infrastrukture in podeljevanju varnostnega spričevala [16], Direktiva 2004/50/ES Evropskega parlamenta in Sveta z dne 29. aprila 2004 o spremembi Direktive Sveta 96/48/ES o interoperabilnosti vseevropskega železniškega sistema za visoke hitrosti in Direktive 2001/16/ES Evropskega parlamenta in Sveta o interoperabilnosti vseevropskega železniškega sistema za konvencionalne hitrosti [17] in Direktiva 2004/51/ES Evropskega parlamenta in Sveta z dne 29. aprila 2004 o spremembi Direktive Sveta 91/440/EGS o razvoju železnic Skupnosti [18].
A third package was adopted in 2007 comprising Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road and repealing Council Regulations (EEC) No 1191/69 and (EEC) No 1107/70 [19], Regulation (EC) No 1371/2007 of the European Parliament and of the Council of 23 October 2007 on rail passengers’ rights and obligations [20], Directive 2007/58/EC of the European Parliament and of the Council of 23 October 2007 amending Council Directive 91/440/EEC on the development of the Community's railways, and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure [21] and Directive 2007/59/EC of the European Parliament and of the Council of 23 October 2007 on the certification of train drivers operating locomotives and trains on the railway system in the Community [22].
Končno je bil sprejet tretji paket leta 2007, ki vsebuje Uredbo (ES) št. 1370/2007 Evropskega parlamenta in Sveta z dne 23. oktobra 2007 o javnih storitvah železniškega in cestnega potniškega prevoza ter o razveljavitvi Uredb Sveta (EGS) št. 1191/69 in (EGS) št. 1107/70 [19], Uredba (ES) št. 1371/2007 Evropskega parlamenta in Sveta z dne 23. oktobra 2007 o pravicah in obveznostih potnikov v železniškem prometu [20], Direktivo 2007/58/ES Evropskega parlamenta in Sveta z dne 23. oktobra 2007 o spremembi Direktive Sveta 91/440/EGS o razvoju železnic Skupnosti in Direktive 2001/14/ES o dodeljevanju železniških infrastrukturnih zmogljivosti in naložitvi uporabnin za uporabo železniške infrastrukture [21], Direktiva 2007/59/ES Evropskega parlamenta in Sveta z dne 23. oktobra 2007 o izdaji spričeval strojevodjem, ki upravljajo lokomotive in vlake na železniškem omrežju Skupnosti [22].
The rail freight market was opened to competition on 15 March 2003 on the trans-European rail freight network, then on 1 January 2006 for international freight and finally from 1 January 2007 for rail cabotage.
Trg železniškega prevoza blaga se je 15. marca 2003 odprl konkurenci v vseevropskem železniškem omrežju za prevoz blaga, od 1. januarja 2006 je odprt za mednarodni prevoz blaga in nazadnje od 1. januarja 2007 za železniško kabotažo.
The third railway package sets 1 January 2010 as the date for opening up international passenger transport to competition.
Tretji železniški paket določa, da se bo mednarodni potniški promet odprl konkurenci 1. januarja 2010.
Some of the EEA States, such as the United Kingdom, Germany, the Netherlands and Italy, have already (partially) opened up their domestic passenger transport markets.
Nekatere države EGP, kot so Združeno kraljestvo, Nemčija, Nizozemska in Italija, so že (delno) odprle domače trge potniškega prometa.
The relevant provisions of Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways [23], put in place a new institutional and organisational framework for the players in the railway industry, involving:
Ustrezne določbe Direktive Sveta 91/440/EGS z dne 29. julija 1991 o razvoju železnic Skupnosti [23] vzpostavljajo nov institucionalni in organizacijski okvir za udeležence v železniškem sektorju in vključujejo:
separating railway undertakings [24] from infrastructure managers [25] as regards accounts and organisation;
računovodsko in organizacijsko ločitev prevoznikov v železniškem prometu [24] od upravljavcev železniške infrastrukture [25];
management independence of railway undertakings;
neodvisnost upravljanja prevoznikov v železniškem prometu;
management of railway undertakings according to the principles which apply to commercial companies;
upravljanje prevoznikov v železniškem prometu v skladu z načeli, ki veljajo za gospodarske družbe;
financial equilibrium of railway undertakings according to a sound business plan;
finančno ravnotežje prevoznikov v železniškem prometu v skladu z zdravim poslovnim načrtom;
compatibility of EEA States’ financial measures with the state aid rules [26].
združljivost finančnih ukrepov držav EGP s pravili o državnih pomočeh [26].
Alongside this liberalisation process, the European Commission and the EEA Joint Committee have undertaken, on a second level, to promote the interoperability of European rail networks.
Vzporedno s procesom liberalizacije sta se Evropska komisija in Skupni odbor EGP na drugi ravni lotila spodbujanja interoperabilnosti evropskih železniških omrežij.
This approach has been accompanied by EEA initiatives to improve the safety standard of rail transport [27].
Ta pristop spremljajo pobude EGP za višjo raven varnosti železniškega prometa [27].
The third level of public intervention in favour of the railway industry lies in the area of financial support.
Tretjo raven javnih pomoči za železniški sektor predstavljajo finančne pomoči.
The European Commission considers this support to be justified in certain circumstances in view of the substantial adaptation costs necessary in that industry.
Evropska komisija meni, da se v določenih okoliščinah te pomoči lahko upravičijo zaradi visokih stroškov prilagajanja železniškega sektorja
The European Commission notes, furthermore, that there has always been considerable injection of public funds in the rail transport sector.
Poleg tega ugotavlja, da je bil vložek javnih sredstev v sektor železniškega prometa od nekdaj visok.
The granting of state aid to the railway industry can be authorised only where it contributes to the completion of an integrated EEA market, open to competition and interoperable and to EEA objectives of sustainable mobility.
Dodelitev državnih pomoči železniškemu sektorju se lahko odobri, če to prispeva k vzpostavitvi integriranega trga EGP, ki je odprt konkurenci in interoperabilen, ter k ciljem EGP za trajnostni razvoj.
The European Commission and the EFTA Surveillance Authority will accordingly make sure that public-sector financial support does not cause distortions of competition contrary to the common interest.
V zvezi s tem se morata Evropska komisija in Nadzorni organ Efte prepričati, da finančna pomoč državnih organov ne povzroča izkrivljanj konkurence v nasprotju s skupnim interesom.
Here the European Commission and the EFTA Surveillance Authority will in certain cases be able to ask EEA States for commitments on the EEA objectives in return for the granting of aid.
V določenih primerih bosta Evropska komisija in Nadzorni organ Efte ob dodelitvi pomoči lahko zahtevala, da se države EGP zavežejo izpolnjevanju ciljev EGP.
Objective and scope of these guidelines
Cilj in področje uporabe teh smernic
The objective of these guidelines is to provide guidance on the compatibility with the EEA Agreement of state aid to railway undertakings as it is defined in Directive 91/440/EEC and in the context described above.
Cilj teh smernic je zagotoviti usmeritve glede združljivosti državnih pomoči, namenjenih prevoznikom v železniškem prometu, kot so opredeljene z Direktivo 91/440/EGS, in glede na opisano ozadje, s Sporazumom EGP.
In addition, chapter 3 also applies to urban, suburban and regional passenger transport undertakings.
Poleg tega se poglavje 3 uporablja tudi za prevoznike v mestnem, primestnem ali regionalnem prevozu potnikov.
The guidelines are based in particular on the principles established by the Community legislator in the three successive railway packages.
Temeljijo zlasti na načelih, ki jih je zakonodajalec Skupnosti uvedel v treh zaporednih železniških paketih.
Their aim is to improve the transparency of public financing and legal certainty with regard to the state aid rules in the context of the opening-up of the EEA markets.
Njihov namen je izboljšati preglednost javnega financiranja in pravno varnost glede na pravila o državnih pomočeh v okviru odpiranja trgov EGP.
These guidelines do not concern public financing intended for infrastructure managers.
Te smernice ne zadevajo javnega financiranja za upravljavce infrastrukture.
Article 61(1) of the EEA Agreement provides that in principle any aid granted by EC Member States or EFTA States which threatens to distort competition by favouring certain undertakings or the production of certain goods is, in so far as it affects trade between EEA States, incompatible with the common market.
Člen 61(1) Sporazuma EGP določa, da je načeloma vsaka pomoč, ki jo dodeli država članica ES ali država Efte, ki bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga, nezdružljiva s skupnim trgom, kolikor prizadene trgovino med državami Efte.
Nevertheless, such state aid may in certain situations be justified in the light of the common interest of the EEA.
Vendar so take državne pomoči v določenih okoliščinah lahko upravičene zaradi skupnega interesa EGP.
Some of these situations are mentioned in Article 61(3) of the EEA Agreement, and apply to the transport sector as they do to other sectors of the economy.
Nekatere od teh okoliščin so navedene v členu 61(3) Sporazuma EGP in veljajo tako za prevozni sektor kot za druge gospodarske sektorje.
Also, Article 49 of the EEA Agreement provides that aid is compatible with the EEA ‘if it meets the needs of coordination of transport or if it represents reimbursement for the discharge of certain obligations inherent in the concept of a public service’.
Poleg tega člen 49 Sporazuma EGP določa, da so pomoči združljive z EGP, „če so potrebne za usklajevanje prevoza ali če so nadomestilo za opravljanje nekaterih storitev, ki so del javne službe“.
This Article constitutes a lex specialis in the general scheme of the EEA Agreement.
Ta člen predstavlja specialnost v splošni shemi Sporazuma EGP.
On the basis of the corresponding EC Treaty Article 73 the Community legislator has adopted two instruments specific to the transport sector: Regulation (EEC) No 1191/69 of the Council of 26 June 1969 on action by Member States concerning the obligations inherent in the concept of a public service in transport by rail, road and inland waterway [28] and Regulation (EEC) No 1107/70 of the Council of 4 June 1970 on the granting of aids for transport by rail, road and inland waterway [29].
Na podlagi člena 73 Pogodbe ES je zakonodajalec Skupnosti sprejel dva akta za prevozni sektor: to sta Uredba Sveta (EGS) št. 1191/69 z dne 26. junija 1969 o ukrepanju držav članic glede obveznosti javne službe v železniškem in cestnem prometu ter prometu po celinskih plovnih poteh [28] in Uredba Sveta (EGS) št. 1107/70 z dne 4. junija 1970 o dodeljevanju pomoči v železniškem in cestnem prevozu ter prevozu po celinskih plovnih poteh [29].
Regulation (EEC) No 1192/69 of the Council of 26 June 1969 on common rules for the normalisation of the accounts of railway undertakings [30] likewise provides that certain compensation may be granted by Member States to railway undertakings [31].
Uredba Sveta (EGS) št. 1192/69 z dne 26. junija 1969 o skupnih pravilih za normalizacijo kontov železniških podjetij [30] prav tako določa, da lahko prevoznikom v železniškem prometu nekatera nadomestila dodelijo države članice [31].