natgillin/translations-raw huggingface dataset:
By letter dated 10 June 2003, the Ministry of Trade and Industry submitted a survey from the Institute of Transport Economics (TØI) [9] on the extra transport costs in the proposed area for transport aid.
S pismom z dne 10. junija 2003 je Ministrstvo za trgovino in industrijo predložilo raziskavo o dodatnih stroških prevoza na predlaganem območju za pomoč za prevoz, ki jo je opravil Inštitut za prevozno ekonomijo (TØI) [9].
The survey is based on interviews with 33 enterprises divided into six samples (geographic areas).
Raziskava temelji na pogovorih s 33 podjetji, razvrščenimi v 6 vzorcev (geografska območja).
The 33 enterprises are selected from the Central Register of Establishments and Enterprises (CRE) at Statistics Norway [10] by using a random sample statistical method.
Teh 33 podjetij je izbranih iz osrednjega registra ustanov in podjetij (CRE) v norveškem Statističnem uradu [10] na podlagi statistične metode naključnega vzorca.
The conclusion from TØI is that sample 1 (the three northernmost counties (Troms, Nordland and Nord-Trøndelag)) and sample 2 (counties in Western-Norway (Sør-Trøndelag, Møre og Romsdal and Sogn og Fjordane)) have on average transport costs per man-year — in total and for transport distances above 350 kilometres — that are significantly above comparable cost figures for the reference area.
TØI je sklenil, da pri vzorcu 1 (tri najsevernejša okrožja: Troms, Nordland in Nord-Trøndelag) in vzorcu 2 (okrožja v zahodni Norveški: Sør-Trøndelag, Møre og Romsdal in Sogn og Fjordane) povprečni stroški prevoza človek/leto, in sicer v skupnem znesku in za transportne razdalje nad 350 kilometri, precej presegajo primerljive številke za referenčno območje.
1 January 2004-31 December 2006.
januar 2004–31. december 2006.
The budget is estimated at approximately NOK 200 million (some EUR 24,5 million) per year.
Proračun je ocenjen na približno 200 milijonov NOK (približno 24,5 milijonov EUR) na leto.
By setting the maximum aid intensities as percentages of the total transport costs (see table 1 above), the Norwegian authorities state that they will ensure that firms are not being overcompensated.
Norveški organi oblasti z določitvijo najvišjih intenzivnosti pomoči kot odstotkov celotnih stroškov prevoza (glej tabelo 1 zgoraj) navajajo, da bodo zagotovili, da podjetja ne bodo dobila previsokih nadomestil.
If undertakings benefit from a reduced social security contribution in the same period, the advantages of this reduction will be deducted from the transport aid grant calculated according to table 1.
Če podjetja v istem obdobju uporabljajo znižane prispevke za socialno varnost, se koristi takega znižanja odbijejo od pomoči za prevoz, izračunane po tabeli 1.
Furthermore, the undertakings will not receive more in transport aid from the new transport aid scheme and reduced social security contributions, altogether, than the amount equivalent to what they would have received through the existing differentiation of social security contributions.
Poleg tega podjetja v okviru pomoči za prevoz iz novega programa pomoči za prevoz in znižanih prispevkov za socialno varnost skupaj ne bodo prejela več, kot je znesek, ki bi ga prejela v okviru obstoječe diferenciacije prispevkov za socialno varnost.
Sectors exempted from the scheme and sensitive sectors that are subject to specific notification requirements
Sektorji, izvzeti iz programa, in občutljivi sektorji, za katere veljajo posebne zahteve o priglasitvi
The economic activities hereunder cannot, according to the notification, receive direct transport aid.
Naslednje gospodarske dejavnosti v skladu s priglasitvijo ne morejo prejeti neposredne pomoči za prevoz:
The scheme does not apply to transport or transmission of products of the following sectors and/or products of businesses without an alternative location:
Program ne velja za prevoz ali prenos proizvodov naslednjih sektorjev in/ali proizvodov podjetij brez alternativne lokacije:
production and distribution of electricity,
proizvodnja in distribucija električne energije,
extraction of crude petroleum and natural gas,
pridobivanje surove nafte in zemeljskega plina,
service activities incidental to oil and gas extraction excluding surveying,
storitvene dejavnosti, povezane s pridobivanjem nafte in plina, razen geodezije,
mining of metal ores,
pridobivanje rud,
extraction of the industrial minerals nepheline syenite and olivine.
pridobivanje industrijskih mineralov nefelin sienita in olivina.
Industries covered by specific sectoral rules
Industrijski sektorji, za katere veljajo posebni sektorski predpisi
The following sectors may not receive regional transport aid due to specific sectoral rules:
Naslednji sektorji ne smejo prejemati regionalne pomoči za prevoz zaradi posebnih sektorskih predpisov:
enterprises covered by the Act referred to in point 1a and b of Annex XV to the EEA Agreement (on aid to the steel industry and aid to shipbuilding).
podjetja, za katera velja akt, naveden v točki 1a in b Priloge XV k Sporazumu EGP (o pomoči jeklarski industriji in pomoči ladjedelništvu).
Economic activities within the agriculture/forestry-and-fisheries-sectors that will still be subject to the current system of differentiated rates of social security contribution.
Gospodarske dejavnosti v kmetijskih/gozdarskih in ribiških sektorjih, za katere bo še vedno veljal sedanji sistem diferenciranih stopenj prispevkov za socialno varnost.
Direct transport aid given to the motor vehicle industry or industrial production of synthetic fibres will, according to the notification, be subject to prior notification and approval by the Authority in accordance with the State Aid Guidelines.
V skladu s priglasitvijo je za neposredno pomoč za prevoz, ki se dodeli industriji motornih vozil ali industrijski proizvodnji sintetičnih vlaken, potrebna predhodna priglasitev in odobritev Nadzornega organa v skladu s Smernicami o državni pomoči.
In its decision of 16 July 2003 to open an investigation, the Authority expressed two doubts in respect of the direct aid scheme.
Nadzorni organ je v svojem sklepu z dne 16. julija 2003 o začetku preiskave izrazil dve pripombi v zvezi s programom neposredne pomoči.
Firstly, the Authority noted that four of the notified municipalities proposed eligible for direct transport aid are outside the approved regional aid map (Herøy, Ulstein, Hareid and Aukra).
Prvič, štiri izmed priglašenih občin, ki naj bi bile upravičene do neposredne pomoči za prevoz, so zunaj zemljevida odobrene regionalne pomoči (Herøy, Ulstein, Hareid in Aukra).
As the Norwegian authorities have not notified an adjustment of the map of assisted areas, the Authority considered that direct transport aid to these four municipalities would be incompatible with the State aid provisions of the EEA Agreement.
Ker norveški organi oblasti niso priglasili prilagoditve zemljevida območij, ki prejemajo pomoč, je Nadzorni organ menil, da neposredna pomoč za prevoz tem štirim občinam ne bi bila združljiva z določbami o državni pomoči iz Sporazuma EGP.
Secondly, the Authority considered that the documentation submitted by the Norwegian authorities did not, to a sufficient degree, prove that additional transport costs exist in the geographical areas in southern Norway proposed eligible for direct transport aid (Sogn og Fjordane, Møre og Romsdal and Sør-Trøndelag).
Drugič, dokazila, ki so jih predložili norveški organi oblasti, ne vsebujejo zadovoljivih dokazov o tem, da dodatni stroški prevoza dejansko obstajajo na geografskih območjih v južni Norveški, ki naj bi bili upravičeni do neposredne pomoči za prevoz (Sogn og Fjordane, Møre og Romsdal in Sør-Trøndelag).
Comments from Norway to the decision to open an investigation
Pripombe Norveške na sklep o začetku preiskave
By letter dated 17 September 2003 from the Ministry of Finance, the Norwegian authorities submitted comments on the Authority’s decision to open an investigation.
Norveški organi oblasti so s pismom Ministrstva za finance z dne 17. septembra 2003 predložili pripombe na sklep Nadzornega organa o začetku preiskave.
The Norwegian authorities stated that, to ensure the validity of the previously presented documentation for extra transport costs in the notified area for transport aid, they had carried out a more extended survey compared to the one submitted by letter dated 19 June 2003 (enclosed with the comments).
Norveški organi oblasti so navedli, da so, da bi zagotovili veljavnost predhodno predloženih dokazil o dodatnih stroških prevoza na priglašenem območju za pomoč za prevoz, opravili bolj razširjeno raziskavo v primerjavi z raziskavo, predloženo s pismom z dne 19. junija 2003 (priložena s pripombami).
This survey confirmed the results of the previous survey, according to the Norwegian authorities.
Po trditvah norveških organov oblasti je ta raziskava potrdila rezultate prejšnje raziskave.
The extended survey [11] covers 39 enterprises, including firms in the area not proposed eligible for the new national transport aid.
Razširjena raziskava [11] zajema 39 podjetij, vključno s podjetji na območju, za katero se ne predlaga, da bi bilo upravičeno do nove državne pomoči za prevoz.
Transport costs in zone 1 of the geographically differentiated social security contributions scheme are established as reference transport costs compared to extra transport costs in areas proposed eligible for direct transport aid.
Stroški prevoza v coni 1 sistema geografsko diferenciranih prispevkov za socialno varnost so določeni kot referenčni stroški prevoza, ki se primerjajo z dodatnimi stroški prevoza na območjih, za katera se predlaga, da bi bila upravičena do neposredne pomoči za prevoz.
The conclusions of the study confirm, according to the Norwegian authorities, that enterprises in the counties of Troms, Nordland, Nord-Trøndelag, Sør-Trøndelag, Møre og Romsdal and Sogn and Fjordane have average transport costs — both in total and for distances above 350 kilometres — that are significantly higher than for enterprises in the reference area.
Po navedbah norveških organov oblasti sklepi raziskave potrjujejo, da imajo podjetja v okrožjih Troms, Nordland, Nord-Trøndelag, Sør-Trøndelag, Møre og Romsdal in Sogn og Fjordane višje povprečne stroške prevoza, tako v skupnem znesku kot za razdalje nad 350 kilometri, kot podjetja na referenčnem območju.
The transport costs in the counties Troms, Nordland and Nord-Trøndelag are 220 % higher than the reference area for transport distances above 350 kilometres.
Stroški prevoza v okrožjih Troms, Nordland in Nord-Trøndelag so za 220 % višji kot na referenčnem območju za transportne razdalje nad 350 kilometri.
Ten organisations and undertakings from Norway submitted comments to the decision to open an investigation.
Deset norveških organizacij in podjetij je predložilo pripombe na sklep o začetku preiskave.
The main part of the comments concerned the geographically differentiated social security contributions scheme (transition period).
Pripombe so bile posvečene predvsem sistemu geografsko diferenciranih prispevkov za socialno varnost (prehodno obdobje).
The interested parties commenting upon the direct transport aid scheme, inter alia, stated that they do not know how the direct transport aid scheme will work, or what the effects of the scheme will be.
Zainteresirane stranke, ki so dale pripombe na program neposredne pomoči za prevoz, so med drugim navedle, da ne vedo, kako bo program neposredne pomoči za prevoz deloval ali kakšni bodo njegovi učinki.
Some comments also claim that the new direct transport aid scheme will only, to a limited extent, reduce the additional transport costs for enterprises located in the peripheral regions in Norway.
V nekaterih pripombah so navedle tudi, da bo nov program neposredne pomoči za prevoz le v omejenem obsegu zmanjšal dodatne stroške prevoza za podjetja, ki so v perifernih regijah Norveške.
By letter dated 23 October 2003 from the Mission of Norway to the European Union, forwarding a letter dated 21 October 2003 from the Ministry of Trade and Industry and a letter dated 21 October 2003 from the Ministry of Finance, all received and registered by the Authority on 24 October (Doc. No: 03-7360 A), the Norwegian authorities briefly commented upon the comments from third parties.
S pismom norveške misije Evropski uniji z dne 23. oktobra 2003, s katerim sta bili poslani pismi Ministrstva za trgovino in industrijo z dne 21. oktobra 2003 in Ministrstva za finance z dne 21. oktobra 2003, ki ju je Nadzorni organ prejel in evidentiral 24. oktobra (dok. št.: 03-7360 A), so norveški organi na kratko izrazili svoje stališče o pripombah tretjih strank.
The Norwegian authorities note that the considerations and figures put forward in the comments from third parties substantiate the arguments that have been presented previously to the Authority.
Poudarili so, da premisleki in številke, predstavljeni v pripombah tretjih strank, podpirajo argumente, že prej predložene Nadzornemu organu.
The Norwegian authorities also note that no third parties have raised any objections to the notified direct transport aid scheme.
Poudarili so tudi, da tretje stranke niso dale nobenih ugovorov na priglašen program neposredne pomoči za prevoz.
Description of the notification of 22 October 2003
Opis priglasitve z dne 22. oktobra 2003
Extension of the geographical scope
Razširitev geografskega območja
On 22 October 2003 the Norwegian authorities notified an extension of the geographical scope of the scheme notified on 25 March 2003.
Norveški organi oblasti so 22. oktobra 2003 priglasili razširitev geografskega območja programa, priglašenega 25. marca 2003.
The following 13 municipalities were also proposed as eligible for national direct transport aid:
Predlagali so, da bi tudi naslednjih 13 občin bilo upravičenih do neposredne državne pomoči za prevoz:
in Hedmark county: Rendalen, Engerdal, Tolga, Tynset, Alvdal, Folldal and Os,
V okrožju Hedmark: Rendalen, Engerdal, Tolga, Tynset, Alvdal, Folldal in Os.
in Oppland county: Dovre, Lesja, Lom, Skjåk, Vågå and Sel.
V okrožju Oppland: Dovre, Lesja, Lom, Skjåk, Vågå in Sel.
The total population in these 13 municipalities is 37271 persons.
V teh 13 občinah je skupaj 37271 prebivalcev.
Both Hedmark and Oppland have a population density of fewer than 12,5 inhabitants per square kilometre.
V okrožjih Hedmark in tudi Oppland je gostota prebivalstva manjša od 12,5 prebivalca na kvadratni kilometer.
The population density for the area in Hedmark proposed as eligible for direct transport aid is 1,5 inhabitants per square kilometre, while it is 2,0 inhabitants per square kilometre for the proposed eligible area in Oppland county.
Gostota prebivalstva na območju v okrožju Hedmark, za katero se predlaga, da bi bilo upravičeno do neposredne pomoči za prevoz, je 1,5 prebivalca na kvadratni kilometer, na predlaganem območju v okrožju Oppland pa 2,0 prebivalca na kvadratni kilometer.
Amended justification for including municipalities from non-low population density counties (Møre og Romsdal and Sør-Trøndelag)
Spremenjena utemeljitev za vključitev občin iz okrožij, ki nimajo nizke gostote prebivalstva (Møre og Romsdal in Sør-Trøndelag)
In the notification dated 22 October 2003, the Norwegian authorities amended their justification for including municipalities from counties that do not have a low population density in the proposed area eligible for direct transport aid (see last paragraph in point I.2.2 above).
Norveški organi oblasti so v priglasitvi z dne 22. oktobra 2003 spremenili svojo utemeljitev za vključitev občin iz okrožij, ki nimajo nizke gostote prebivalstva, v predlagano območje, ki naj bi bilo upravičeno do neposredne pomoči za prevoz (glej zadnji odstavek pod točko I.2.2 zgoraj).
The Norwegian authorities now argue that it is justified to include municipalities in Sør-Trøndelag and Møre og Romsdal according to Annex XI of the State Aid Guidelines, because the population of Sør-Trøndelag and Møre og Romsdal within the proposed area for direct transport aid is 179792 inhabitants, while the population in other low density population counties [12] within the regional aid map, but outside the proposed transport aid map, is 172322 inhabitants.
Norveški organi oblasti sedaj trdijo, da je upravičeno vključiti občine v Sør-Trøndelag in Møre og Romsdal v skladu s Prilogo XI Smernic o državni pomoči, ker ima predlagano območje za neposredno pomoč za prevoz v Sør-Trøndelag in Møre og Romsdal 179792 prebivalcev, medtem ko druga okrožja z nizko gostoto prebivalstva [12] znotraj zemljevida regionalne pomoči, vendar zunaj predlaganega zemljevida za pomoč za prevoz, štejejo 172322 prebivalcev.
The population within the proposed direct transport aid area in Sør-Trøndelag and Møre og Romsdal (counties with a population density higher than 12,5 inhabitants per square kilometre) is thus slightly higher (7470 inhabitants) than the population within the regional aid map, but outside the proposed direct transport aid map, in counties with a low population density.
Število prebivalcev na predlaganem območju za neposredno pomoč za prevoz v Sør-Trøndelag in Møre og Romsdal (okrožja z gostoto prebivalstva, višjo kot 12,5 prebivalca na kvadratni kilometer), je tako nekoliko višje (7470 prebivalcev) od števila prebivalcev znotraj zemljevida regionalne pomoči, vendar zunaj predlaganega zemljevida za pomoč za prevoz, v okrožjih z nizko gostoto prebivalstva.
The Norwegian authorities consider that it is within the Authority’s discretionary powers to approve this limited increase in the population covered by the scheme.
Norveški organi pomoči menijo, da je stvar lastne presoje Nadzornega organa, ali bo odobril nekoliko višje število prebivalstva, ki naj bi ga program zajel.
Additional documentation of transport costs
Dodatna dokazila o stroških prevoza
As part of the amended notification of 22 October 2003, the Norwegian authorities submitted a new survey covering enterprises in notified municipalities in Hedmark and Oppland.
Norveški organi oblasti so spremenjeni priglasitvi z dne 22. oktobra 2003 priložili novo raziskavo, ki je zajemala podjetja v priglašenih občinah v okrožjih Hedmark in Oppland.
The method used is the same as in the first survey (see point 2.4 above).
Uporabljena je bila enaka metoda kot v prvi raziskavi (glej točko 2.4 zgoraj).
The survey [13] — also carried out by TØI — covers 13 enterprises in 13 municipalities in the northern parts of the counties of Hedmark and Oppland.
Raziskava, [13] ki jo je prav tako opravil TØI, zajema 13 podjetij v 13 občinah v severnih delih okrožij Hedmark in Oppland.
Engerdal municipality was not covered by the survey, but is included in the additional notification.
Občina Engerdal ni bila zajeta v raziskavo, vendar pa je bila vključena v dodatno priglasitev.
The survey confirms, according to the Norwegian authorities, that the enterprises in these 12 municipalities have transport costs — both in total and for distances above 350 kilometres — that on average are significantly higher than the costs of enterprises in the reference area.
Po navedbah norveških organov oblasti je raziskava potrdila, da so stroški prevoza podjetij v teh 12 občinah, tako v skupnem znesku kot tudi za transportne razdalje nad 350 kilometri, povprečno precej višji od stroškov podjetij na referenčnem območju.
The reference area is the same as for the first study.
Referenčno območje je enako kot pri prvi raziskavi.
The survey concludes that the transport costs in the 12 municipalities are 120 % higher than the reference area for transport distances above 350 kilometres.II.
Sklep raziskave je, da so stroški prevoza v teh 12 občinah za 120 % višji kot na referenčnem območju za transportne razdalje nad 350 kilometri.II.
‘Save as otherwise provided in this Agreement, any aid granted by EC Member States, EFTA States or through State resources in any form whatsoever which distorts or threatens to distort competition by favouring certain undertakings or the production of certain goods shall, in so far as it affects trade between Contracting Parties, be incompatible with the functioning of this Agreement.’
„Razen če ta sporazum ne določa drugače, je vsaka pomoč, ki jo dodeli država članica ES, država EFTE ali kakršna koli vrsta pomoči iz državnih sredstev, ki izkrivlja ali bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga, nezdružljiva z delovanjem tega sporazuma, v kolikor negativno vpliva na trgovino med pogodbenicami“
The notified aid is being funded by State resources and will favour certain undertakings in the meaning of Article 61(1) of the EEA Agreement.
Priglašena pomoč se financira iz državnih virov in daje prednost določenim podjetjem v smislu člena 61(1) Sporazuma EGP.
The benefiting enterprises are actually or potentially in competition with similar undertakings in Norway and other EEA States.
Podjetja, ki prejemajo pomoč, so dejansko ali potencialno v konkurenčnem odnosu s podobnimi podjetji na Norveškem in v drugih državah EGP.
As the proposed aid distorts or threatens to distort competition and affects trade within the EEA, the scheme therefore constitutes State aid in the meaning of Article 61(1) of the EEA Agreement.
Ker predlagana pomoč izkrivlja ali bi lahko izkrivila konkurenco in vpliva na trgovino v EGP, program pomeni državno pomoč v smislu člena 61(1) Sporazuma EGP.
Article 1(3) in Part I of Protocol 3 to the Surveillance and Court Agreement states: ‘The EFTA Surveillance Authority shall be informed, in sufficient time to enable it to submit its comments, of any plans to grant or alter aid.’ Aid provided without notification or aid that is notified late, i.e. notified after being ‘put into effect’ is considered unlawful aid.
Člen 1(3) dela I Protokola 3 k Sporazumu o Nadzornem organu in Sodišču se glasi: „Nadzorni organ EFTA mora biti obveščen o vseh načrtih za dodelitev ali spremembo pomoči dovolj zgodaj, da lahko predloži pripombe.“ Pomoč, ki se dodeli brez priglasitve, ali pomoč, ali ki se priglasi pozno oziroma po tem, ko se „začne uporabljati“, velja za nezakonito pomoč.
By letters from the Mission of Norway to the European Union dated 26 March 2003 (Doc. No: 03-1846 A), 10 June 2003 (Doc. No: 03-3707 A), 22 October 2003 (Doc. No: 03-7362 A), 23 January 2004 (Event No: 188041) and 11 February 2004 (Event No: 191138) the Norwegian authorities have complied with their obligation under Article 1(3) in Part I of Protocol 3 to the Surveillance and Court Agreement by notifying the aid measure before putting it into effect.
S pismi norveške misije Evropski uniji z dne 26. marca 2003 (dok. št.: 03-1846 A), 10. junija 2003 (dok. št.: 03-3707 A), 22. oktobra 2003 (dok. št.: 03-7362 A), 23. januarja 2004 (št. dogodka: 188041) in 11. februarja 2004 (št. dogodka: 191138) so norveški organi oblasti izpolnili svojo obveznost iz člena 1(3) dela I Protokola 3 k Sporazumu o Nadzornem organu in Sodišču in priglasili ukrep pomoči, preden je začel veljati.
Relevant legal basis
Ustrezna pravna podlaga
In their notifications, the Norwegian authorities qualified the aid granted under the proposed scheme as transport aid.
Norveški organi oblasti so v svojih priglasitvah opredelili pomoč, dodeljeno v okviru predlaganega programa, kot pomoč za prevoz.
Chapter 25.4(27) of the Authority’s State Aid Guidelines states that: ‘In the regions of low population density qualifying either for exemption under Article 61(3)(a) or under 61(3)(c) on the basis of the population density test referred to in Chapter 25.3, paragraph 17, aid intended partly to offset additional transport costs [14] may be authorised under special conditions.
Poglavje 25.4.(27) Smernic Nadzornega organa o državni pomoči se glasi: „V regijah z nizko gostoto prebivalstva, ki izpolnjujejo pogoje za izvzetje v skladu s členom 61(3)(a) ali 61(3)(c) na podlagi preizkusa gostote prebivalstva, navedenega v poglavju 25.3, odstavek 17, se pod posebnimi pogoji lahko dovoli pomoč, ki naj bi delno izravnala dodatne stroške prevoza [14].
It is up to the EFTA State to prove that such additional costs exist and to determine their amount.’
Država EFTE pa mora dokazati obstoj takih dodatnih stroškov in določiti njihov znesek.“