natgillin/translations-raw huggingface dataset:
Up to the threshold of 2 million passengers, the airport operator acting as service provider may offset its various sources of revenues and losses between purely commercial activities (such as its ground handling activities or the management of a car park), with the exclusion of public resources granted to it as airport authority or operator of a service of general economic interest.
Do praga 2 milijonov potnikov lahko upravljavec letališča, ki deluje kot izvajalec storitve, nadomesti svoje različne vire dohodkov in izgub s povsem komercialnimi dejavnostmi (na primer oskrbo zrakoplovov na letališču ali upravljanje parkirišča), razen javnih virov, ki so mu dodeljeni kot upravljavcu letališča ali upravljavcu storitve splošnega gospodarskega pomena.
However, in the absence of competition in the provision of ground handling services, it must take particular care not to infringe national provisions or provisions of the EEA Agreement, in particular not to abuse its dominant market position, thereby infringing Article 54 of the EEA Agreement (which prohibits undertakings in a dominant position within the area covered by the EEA Agreement or in a substantial part of it from applying dissimilar conditions to equivalent transactions with different airlines, thereby placing them at a competitive disadvantage).
Vendar mora v odsotnosti konkurence pri oskrbi zrakoplovov na letališču posebej paziti, da ne krši nacionalnih določb ali določb Sporazuma EGP in zlasti, da ne zlorabi prevladujočega položaja v nasprotju s členom 54 Sporazuma EGP (ki prepoveduje podjetjem s prevladujočim položajem na ozemlju, zajetem v Sporazumu EGP, ali na večjem delu tega ozemlja, da za različne letalske družbe uporabljajo neenake pogoje za enakovredne transakcije in jih tako postavljajo v podrejen konkurenčni položaj).
Above the threshold of 2 million passengers, ground handling services must be self-financing and must not be cross-subsidised by the airport's other commercial revenues or by public resources granted to it as airport authority or operator of a service of general economic interest.
Nad pragom 2 milijonov potnikov mora biti oskrba zrakoplovov na letališču samofinancirana in ne sme biti subvencionirana iz drugih komercialnih prihodkov letališča ali iz javnih sredstev, dodeljenih letališkemu organu ali izvajalcu storitev splošnega gospodarskega pomena.
Start-up aid
Zagonska pomoč
Small airports often do not have the passenger volumes necessary for them to reach critical mass and the break-even point.
Mala letališča pogosto nimajo zadostnega števila potnikov, da bi dosegla kritično maso in prag dobička.
There are no absolute figures with regard to the break-even point.
Glede praga dobička ni absolutnih številk.
The European Committee of the Regions has evaluated it at 1,5 million passengers per year, while the University of Cranfield study mentioned above, which cites two different figures (500000 and 1 million passengers per year), shows that there are variations according to the country and the way in which the airports are organised [29].
Evropski odbor regij ocenjuje, da znaša 1,5 milijona potnikov na leto, medtem ko zgoraj navedena študija Univerze v Cranfieldu, ki navaja dve različni vrednosti (500000 in 1 milijon potnikov na leto), kaže na razlike glede na države in način, kako so letališča organizirana [29].
While certain regional airports can perform well when sufficient numbers of passengers are brought in by airlines carrying out public service obligations [30], or when social aid schemes are established by the public authorities, airlines prefer tried and tested hubs in good locations which provide rapid connections, have an established passenger base, and where they have slots which they do not wish to lose.
Nekatera regionalna letališča sicer lahko delujejo dobro, kadar jim letalske družbe, ki izvajajo obveznosti javnih storitev [30], pripeljejo dovolj potnikov, ali kadar organi oblasti vzpostavijo sheme socialne pomoči, vendar imajo letalske družbe raje že preizkušena vozlišča na dobrih lokacijah, ki omogočajo hitre povezave in imajo stalno bazo potnikov, na katerih pa imajo letalske družbe slote, ki jih ne želijo zgubiti.
Furthermore, in many cases, airport and air traffic policies and investment have for years concentrated traffic at major national cities.
Poleg tega so letališke politike in politike letalskega prometa ter vlaganj pogosto več let koncentrirale promet v večjih nacionalnih mestih.
As a result, airlines are not always prepared, without appropriate incentives, to run the risk of opening routes from unknown and untested airports.
Zato letalske družbe niso vedno pripravljene tvegati in odpreti proge z odhodi z nepoznanih in nepreizkušenih letališč brez ustreznih spodbud v ta namen.
This is why the Authority can accept that public aid be paid temporarily to airlines under certain conditions, if this provides them with the necessary incentive to create new routes or new schedules from regional airports and to attract the passenger numbers which will enable them to break even within a limited period.
Organ lahko zato odobri, da se javna pomoč začasno izplačuje letalskim družbam pod določenimi pogoji, če jim to zagotovi potrebno spodbudo za odpiranje novih prog ali oblikovanje novih redov letenja z regionalnih letališč ter privabljanje večjega števila potnikov, kar jim bo omogočilo, da v omejenem času dosežejo prag dobička.
The Authority will ensure that such aid does not give any advantage to large airports already largely open to international traffic and competition.
Organ bo zagotovil, da zaradi take pomoči ne bodo imela prednosti velika letališča, ki so že široko odprta mednarodnemu prometu in konkurenci.
However, in the light of the general objective of intermodality and optimising the use of infrastructure described above, it will not be acceptable to grant start-up aid for a new air route corresponding to a high-speed train link.
Vendar pa ob upoštevanju splošnega cilja intermodalnosti in optimizacije uporabe zgoraj navedene infrastrukture ne bo dopustno, da se zagonska pomoč dodeli za novo letalsko progo, ki ustreza železniški povezavi za visoke hitrosti.
Further, the European Commission has laid down guidelines for the harmonious development of outermost regions [31].
Evropska komisija je poleg tega določila smernice za skladen razvoj najbolj oddaljenih regij [31].
Their development strategy is based on three main principles: helping to make the regions more accessible, increasing their competitiveness and bolstering their regional integration in order to reduce the impact of their remoteness from the European economy.
Njihova razvojna strategija temelji na treh glavnih načelih: pomoči za povečanje dostopnosti regij, izboljšanju konkurenčnosti in spodbujanju njihove regionalne integracije, da bi se zmanjšale posledice zaradi oddaljenosti od evropskega gospodarstva.
For these reasons the European Commission accepts that start-up aid for routes from the outermost regions is subject to more flexible compatibility criteria, in particular in terms of intensity and duration, and will not raise any objection to such aid for services to neighbouring non-member countries.
Zato Evropska komisija odobrava, da za zagonsko pomoč za proge z odhodom iz najbolj oddaljenih regij lahko veljajo ohlapnejša merila združljivosti zlasti glede intenzivnosti in trajanja ter ne bo nasprotovala dodelitvi take pomoči za povezave s sosednjimi državami nečlanicami.
The Authority considers that similar provisions in terms of intensity and duration will be accepted for the regions referred to in Article 61(3) of the EEA Agreement and for sparsely populated regions.
Organ meni, da bodo podobne določbe glede intenzivnosti in trajanja dovoljene tudi za regije iz člena 61(3) Sporazuma EGP in za regije z majhno gostoto prebivalstva.
Compatibility criteria
Merila združljivosti
Financial start-up incentives, except in cases where the public authorities act as a private investor working in a market economy (see section 30A.3.2.4), advantage beneficiary undertakings and can therefore directly create distortions between companies as they reduce the beneficiary's operating costs.
Finančne zagonske spodbude, razen kadar se javni organi obnašajo kot zasebni vlagatelj v tržnem gospodarstvu (glej oddelek 30A.3.2.4), dodeljujejo ugodnosti upravičenim družbam in lahko neposredno povzročijo izkrivljanje konkurence med družbami, ker znižajo stroške obratovanja upravičencev.
They can also indirectly affect competition between airports by helping airports to develop or by encouraging a company to “relocate” from one airport to another and transfer a route from an EEA airport to a regional one.
S tem, ko pomagajo letališčem, da se razvijajo, ali ko spodbujajo družbe k ‚preselitvi‘ z enega letališča na drugo in k prenosu proge z letališča EGP na regionalno letališče, lahko posredno vplivajo tudi na konkurenco med letališči.
For these reasons they usually constitute State aid and must be notified to the Authority.
Zato ponavadi pomenijo državno pomoč in jih je treba priglasiti organu.
In view of the above objectives and the significant difficulties which can result from launching a new route, the Authority may approve such aid if it fulfils the following conditions:
Glede na zgoraj navedene cilje in na pomembne težave, ki jih lahko povzroči odprtje nove letalske proge, lahko organ tovrstno pomoč odobri, kadar izpolnjujejo naslednje pogoje:
Recipients: the aid is paid to air carriers with a valid operating licence issued by a Contracting Party to the EEA Agreement pursuant to Council Regulation (EEC) No 2407/92 on licensing of air carriers [32].
Prejemniki: pomoč je plačana letalskim prevoznikom z veljavno operativno licenco, ki jo izda pogodbenica Sporazuma EGP na podlagi Uredbe Sveta (EGS) št. 2407/92 o licenciranju letalskih prevoznikov [32].
Regional airports: the aid is paid for routes linking a regional airport in categories C or D to another airport within the area covered by the EEA Agreement.
Regionalna letališča: pomoč je plačana za proge, ki povezujejo regionalno letališče kategorij C ali D z drugim letališčem na ozemlju, zajetem v Sporazumu EGP.
Aid for routes between national airports (category B) can be considered only in duly substantiated exceptional cases, in particular where one of the airports is located in a disadvantaged region.
Pomoč za proge med državnimi letališči (kategorije B) je možna le izjemoma in v ustrezno utemeljenih primerih, zlasti kadar je eno od letališč v prikrajšani regiji.
New routes: aid will apply only to the opening of new routes or new schedules, as defined below, which will lead to an increase in the net volume of passengers [33].
Nove proge: pomoč se dodeli le za odprtje novih prog ali nove rede letenja, kot je opredeljeno spodaj, ki vodijo v povečanje neto števila potnikov [33].
This aid must not encourage traffic simply to be transferred from one airline or company to another.
Ta pomoč ne sme spodbujati preproste preusmeritve prometa enega letalskega prevoznika ali družbe k drugemu.
In particular, it must not lead to a relocation of traffic which is unjustified with regard to the frequency and viability of existing services leaving from another airport in the same city, the same conurbation [34] or the same airport system [35], which serves the same or a similar destination under the same criteria.
Zlasti pa ne smejo povzročiti preusmeritve prometa, ki bi bila neupravičena glede na pogostost in donosnost obstoječih potovanj z odhodom z drugega letališča v istem mestu, somestju [34] ali letališkem sistemu [35], ki ima isti ali podoben cilj potovanja v skladu z enakimi merili.
Also, start-up aid must not be paid when the new air route is already being operated by a high-speed rail service under the same criteria.The Authority will not accept cases of abuse in which a company seeks to circumvent the temporary nature of start-up aid by replacing a line receiving aid with a supposedly new line offering a similar service.
Za nov letalsko progo se ne sme izplačati zagonske pomoči, če je ta proga že zagotovljena z železniško progo za visoke hitrosti na podlagi enakih meril.Organ ne bo sprejel primerov zlorabe, v katerih bi se družba skušala izogniti začasnosti zagonske pomoči, tako da bi progo, ki prejema pomoč, nadomestila z domnevno novo progo, ki ponuja podobno storitev.
In particular, aid will not be able to be granted to an airline which, having used up all the aid for a given route, applies for aid for a competing route departing from another airport in the same city or conurbation or the same airport system and serving the same or a similar destination.
Pomoči zlasti ni mogoče dodeliti letalski družbi, ki je že porabila pomoč za dano progo in je zaprosila za pomoč za konkurenčno progo z odhodom z drugega letališča v istem mestu ali somestju ali v istem letališkem sistemu in ima isti ali podoben cilj potovanja.
However, the mere substitution, during the aid period, of one route for another leaving from the same airport and expected to generate at least an equivalent number of passengers, will not call into question the continuation of payment of aid for the complete period, as long as this substitution does not affect the other criteria under which the aid was initially granted.
Vendar pa v obdobju plačila pomoči preprosta nadomestitev ene proge z drugo, ki ima odhod z istega letališča in ki bo verjetno ustvarila vsaj enakovredno število potnikov, ne ogrozi nadaljevanja plačevanja pomoči za celotno obdobje, če ta nadomestitev ne vpliva na druga merila, na podlagi katerih je bila pomoč prvotno dodeljena.
Long-term viability and degressiveness: the route receiving the aid must ultimately prove profitable, i.e. it must at least cover its costs, without public funding.
Dolgoročna donosnost in postopno zmanjševanje: proga, za katero je prejeta pomoč, se mora izkazati za donosno, kar pomeni, da morajo biti brez javnega financiranja kriti vsaj njeni stroške.
For this reason start-up aid must be degressive and of limited duration.
Zato je treba zagonsko pomoč postopno zmanjševati in časovno omejiti.
Compensation for additional start-up costs: the amount of aid must be strictly linked to the additional start-up costs incurred in launching the new route or frequency and which the air operator will not have to bear once it is up and running.
Nadomestilo za dodatne stroške zagona: znesek pomoči mora biti strogo povezan z dodatnimi stroški zagona, ki so povezani z odprtjem nove proge ali povečanjem pogostosti in ki jih letalski prevoznik ne bo imel, ko bo njeno obratovanje vzpostavljeno in ustaljeno.
Examples of such costs are the marketing and advertising costs incurred at the outset for publicising the new link; they may include the installation costs incurred by the airline at the regional airport in question in order to launch the route, provided the airport falls within categories C or D and aid has not already been received in respect of the same costs.
Taki stroški vključujejo zlasti stroške trženja in oglaševanja za predstavitev nove povezave; vključujejo lahko stroške namestitve, ki jih ima letalska družba na zadevnem regionalnem letališču pri uvajanju nove proge, če gre dejansko za letališče kategorije C ali D in če za te stroške še ni bila prejeta pomoč.
Conversely, aid cannot be granted in relation to standard operating costs such as hire or depreciation of aircraft, fuel, crew salaries, airport charges or catering costs.
Nasprotno pa pomoči ni mogoče dodeliti za redne stroške obratovanja, kot so najemnina ali amortizacija letal, gorivo, plača za posadke, letališke pristojbine, stroški gostinskih storitev (catering).
The remaining eligible costs must correspond to real costs obtained in normal market conditions.
Preostali upravičeni stroški morajo ustrezati dejanskim stroškom, ki so nastali v normalnih tržnih pogojih.
Intensity and duration: degressive aid may be granted for a maximum period of three years.
Intenzivnost in trajanje: degresivna pomoč se lahko dodeli za največ 3 leta.
The amount of aid in any one year may not exceed 50 % of total eligible costs for that year and total aid may not exceed an average of 30 % of eligible costs.
Znesek pomoči na leto ne sme preseči 50 % zneska skupnih upravičenih stroškov v navedenem letu, pomoč skupaj pa ne sme preseči 30 % upravičenih stroškov.
For routes from disadvantaged regions, i.e., the regions referred to in Article 61(3)(a), and sparsely populated regions, degressive aid may be granted for a maximum period of five years.
Za proge z odhodom iz prikrajšanih regij, to je regij iz člena 61(3)(a) in regij z majhno gostoto prebivalstva, se degresivna pomoč lahko dodeli za največ 5 let.
The amount of aid in any one year may not exceed 50 % of total eligible costs for that year and total aid may not exceed an average of 40 % of eligible costs.
Znesek pomoči na leto ne sme preseči 50 % zneska skupnih upravičenih stroškov v navedenem letu, pomoč skupaj pa ne sme preseči 40 % upravičenih stroškov.
If the aid is granted for five years, it may be maintained at 50 % of total eligible costs for the initial three years.
Če je pomoč dodeljena za 5 let, lahko v prvih treh letih krije 50 % zneska upravičenih stroškov.
In any event, the period during which start-up aid is granted to an airline must be substantially less than the period during which the airline undertakes to operate from the airport in question, as indicated in the business plan required in point 70(i).
V vsakem primeru mora biti obdobje, za katero je letalski družbi dodeljena zagonska pomoč, bistveno krajše od obdobja, za katero se ta obveže izvajati svoje dejavnosti z zadevnega letališča, kakor je določeno v poslovnem načrtu, zahtevanem v točki 70(i).
Furthermore, the aid should be stopped once the objectives in terms of passengers have been reached or when the line breaks even, even if this is achieved before the end of the period initially foreseen.
Poleg tega je treba pomoč ukiniti takoj, ko je doseženo ciljno število potnikov ali ko je proga postane donosna, tudi če se to zgodi pred iztekom prvotno predvidenega obdobja.
Link with the development of the route: aid payments must be linked to the net development of the number of passengers transported.
Povezava z razvojem proge: plačilo pomoči mora biti povezano z dejanskim povečanjem števila prepeljanih potnikov.
The amount per passenger must, for example, decrease with the net increase in traffic for the aid to remain an incentive and to avoid adjusting ceilings.
Da bi pomoč ostala spodbuda in da se prepreči sprememba praga, se mora na primer znesek na potnika zmanjševati sorazmerno z neto povečanjem prometa.
Non-discriminatory allocation: any public body which plans to grant start-up aid to an airline for a new route, whether or not via an airport, must make its plans public in good time and with adequate publicity to enable all interested airlines to offer their services.
Nediskriminatorna dodelitev: vsak javni organ, ki načrtuje dodelitev zagonske pomoči za novo progo letalski družbi, prek letališča ali ne, mora javno objaviti svoj projekt pravočasno in z zadostnim oglaševanjem, da se vsem zainteresiranim letalskim družbam omogoči, da ponudijo svoje storitve.
The notification must in particular include the description of the route as well as the objective criteria in terms of the amount and the duration of the aid.
To sporočilo mora zlasti vsebovati opis proge in objektivna merila v obliki zneska in trajanja pomoči.
The rules and principles relating to public procurement and concessions must be respected where applicable.
Kadar je to ustrezno, je treba upoštevati pravila in načela glede javnih naročil in koncesij.
Impact on other routes and business plan: when submitting its application, any airline which proposes a service to a public body offering to grant start-up aid must provide a business plan showing, over a substantial period, the viability of the route after the aid has expired.
Vpliv na druge proge in poslovni načrt: vsaka letalska družba, ki predlaga storitev javnemu organu, ki želi dodeliti zagonsko pomoč, mora ob predložitvi vloge predložiti tudi poslovni načrt, iz katerega je razvidna donosnost proge v daljšem obdobju po izteku pomoči.
The public body should also carry out an analysis of the impact of the new route on competing routes prior to granting start-up aid.
Javni organ bi moral pred dodelitvijo zagonske pomoči opraviti analizo vpliva nove proge na konkurenčne proge.
Publicity: The EFTA States must ensure that the list of routes receiving aid is published annually for each airport, in each instance indicating the source of public funding, the recipient company, the amount of aid paid and the number of passengers concerned.
Oglaševanje: države Efte morajo zagotoviti, da se vsako leto za vsako letališče objavi seznam prog, ki prejemajo pomoč, skupaj z virom javnega financiranja, upravičeno družbo, izplačanim zneskom pomoči in številom zadevnih potnikov.
Appeals: in addition to the appeal procedures provided for by the “Public Procurement” Directives 89/665/EEC and 92/13/EEC [36], where applicable, appeal procedures must be provided for at the EFTA State level to ensure that there is no discrimination in the granting of aid.
Pritožbe: poleg pritožbenih postopkov predvidenih v direktivah 89/665/EGS in 92/13/EGS [36] o javnih naročilih, kadar se te uporabijo, je treba na ravni držav članic predvideti postopke za pritožbe, da bi odpravili vsakršno morebitno diskriminacijo pri dodeljevanju pomoči.
Penalties: penalty mechanisms must be implemented in the event that a carrier fails to keep to the undertakings that it gave in relation to an airport when the aid was paid.
Kazni: treba je vzpostaviti mehanizme sankcioniranja, če prevoznik ne bi izpolnil svojih obveznosti do letališča, ki jih je prevzel ob plačilu pomoči.
A system for recovering aid or for seizing a guarantee initially deposited by the carrier will allow the airport to ensure that the airline honours its commitments.
S sistemom izterjave pomoči ali zasega garancije, ki jo je prevoznik predhodno položil, si lahko letališče zagotovi, da bo letalska družba izpolnila svoje obveze.
Cumulation: start-up aid cannot be combined with other types of aid granted for the operation of a route, such as aid of a social nature granted to certain categories of passengers and compensation for discharging public services.
Kumulacija: zagonske pomoči ni mogoče kombinirati z drugimi vrstami pomoči, dodeljenih za obratovanje proge, kot so pomoči socialnega značaja, dodeljene nekaterim kategorijam potnikov, ali nadomestila za izvajanje javnih storitev.
In addition, such aid cannot be granted when access to a route has been reserved for a single carrier under Article 4 of Regulation (EEC) No 2408/92 [37], and in particular paragraph 1(d) of that Article.
Takšne pomoči tudi ni mogoče dodeliti, če je dostop do proge omejen na enega samega prevoznika v skladu s členom 4 Uredbe (EGS) št. 2408/92 [37] in zlasti odstavka 1(d) navedenega člena.
Also, in accordance with the rules of proportionality, such aid cannot be combined with other aid granted to cover the same costs, including aid paid in another State.
Prav tako take pomoči v skladu s pravili o sorazmernosti ni mogoče kombinirati z drugo pomočjo za iste stroške, vključno s pomočjo, plačano v drugi državi.
Start-up aid must be notified to the Authority.
Zagonsko pomoč je treba priglasiti organu.
The Authority calls on the EFTA States to notify start-up aid schemes rather than individual cases since this results in greater coherence across the area covered by the EEA Agreement.
Organ spodbuja države Efte, da namesto posamezne pomoči priglasijo sheme zagonske pomoči, ker to zagotavlja večjo usklajenost na ozemlju, zajetem v Sporazumu EGP.
The Authority may carry out a case-by-case assessment of aid or a scheme which fails to fully comply with these criteria, but the end result of which would be comparable.
Organ lahko za vsak primer posebej oceni pomoč ali shemo, ki teh meril ne upošteva v celoti, vendar je njen rezultat primerljiv.