natgillin/translations-raw huggingface dataset:
In the following sections the EFTA Surveillance Authority will specify the conditions which, from the point of view of its decision-making practice, make it possible to ensure, for these different types of aid for coordination of transport, that the aid concerned meets the conditions of compatibility mentioned in Article 49 of the EEA Agreement.
V naslednjih oddelkih bo Nadzorni organ Efte podrobno opisal pogoje, ki bodo za te različne vrste pomoči za usklajevanje prevoza in glede na njegovo prakso odločanja zagotavljali, da bodo zadevne pomoči izpolnjevale pogoje za združljivost iz člena 49 Sporazuma EGP.
In view of the specific nature of research and development aid, the criteria applicable to this type of measure are dealt with separately.
Zaradi posebne narave pomoči za raziskave in razvoj se merila, ki se uporabljajo za to vrsto ukrepov, obravnavajo posebej.
Criteria for aid for rail infrastructure use, reducing external costs and interoperability
Merila, ki se uporabljajo za pomoči za uporabo železniške infrastrukture, zmanjšanje zunanjih stroškov in interoperabilnost
The assessment of the compatibility of aid for infrastructure use, reducing external costs and interoperability with respect to Article 49 of the EEA Agreement is in keeping with the European Commission's decision-making practice pursuant to Article 3(1)(b) of Regulation (EEC) No 1107/70.
Ocena združljivosti pomoči za uporabo železniške infrastrukture, zmanjšanje zunanjih stroškov in interoperabilnost glede na člen 49 Sporazuma EGP ustreza praksi odločanja Evropske komisije pri uporabi člena 3(1)(b) Uredbe (EGS) št. 1107/70.
In the light of this practice the conditions which follow appear sufficient for determining whether the aid is compatible.
S stališča te prakse pogoji, ki so opisani v nadaljevanju, zadoščajo za ugotovitev, da je pomoč združljiva.
The eligible costs are determined on the basis of the following.
Upravičeni stroški so opredeljeni na podlagi naslednjih elementov:
As regards aid for rail infrastructure use, the eligible costs are the additional costs for infrastructure use paid by rail transport but not by a more polluting competing transport mode.
V zvezi s pomočmi za uporabo železniških infrastruktur so upravičeni stroški dodatni stroški za uporabo infrastruktur, ki jih krije železniški promet in ne konkurenčni način prevoza, ki bolj onesnažuje.
As regards aid for reducing external costs, the eligible costs are the part of the external costs which rail transport makes it possible to avoid compared with competing transport modes.
V zvezi s pomočmi za zmanjšanje zunanjih stroškov so upravičeni stroški del zunanjih stroškov, ki jih železniški promet prihrani v primerjavi s konkurenčnimi načini prevoza.
In that regard, it should be recalled that Article 10 of Directive 2001/14/EC explicitly allows EEA States to put in place a compensation scheme for the demonstrably unpaid environmental, accident-related and infrastructure costs of competing transport modes in so far as these costs exceed the equivalent costs of rail.
V zvezi s tem je treba opozoriti, da člen 10 Direktive 2001/14/ES državam EGP izrecno omogoča, da uvedejo ureditev nadomestil za okoljske stroške, za stroške, povezane z nesrečami, in za stroške infrastrukture, ki jih konkurenčni načini prevozov očitno ne plačujejo, kolikor ti stroški presegajo enakovredne stroške železniškega prometa.
If there is not yet any EEA legislation which harmonises methods for calculating infrastructure access charges within or across land transport modes, the EFTA Surveillance Authority will take account of the development of the rules governing the allocation of infrastructure costs and external costs when applying these guidelines [67].
Če zakonodaja EGP, ki bi uskladila načine izračunavanja cene dostopa do infrastrukture med različnimi načini kopenskega prevoza, še ne obstaja, bo Nadzorni organ Efte pri uporabi teh smernic [67] upošteval razvoj pravil, ki se uporabljajo pri določanju stroškov infrastrukture in zunanjih stroškov.
Both for aid for rail infrastructure use and for aid for reducing external costs, the EFTA State has to provide a transparent, reasoned and quantified comparative cost analysis between rail transport and the alternative options based on other modes of transport [68].
Za pomoč za uporabo železniške infrastrukture in pomoč za zmanjšanje zunanjih stroškov mora država Efte predložiti pregledno, utemeljeno in kvantificirano primerjalno analizo stroškov železniškega prometa in drugih možnih načinov prevoza [68].
The methodology used and calculations performed must be made publicly available [69].
Uporabljeni postopki in izračuni morajo biti javno dostopni [69].
As regards interoperability aid, the eligible costs cover, to the extent to which they contribute to the objective of coordinating transport, all investments relating to the installation of safety systems and interoperability [70], or noise reduction both in rail infrastructure and in rolling stock.
V zvezi s pomočmi za interoperabilnost upravičeni stroški pokrivajo vse naložbe, povezane z namestitvijo varnostnih in interoperabilnih sistemov [70] ali zmanjšanjem obremenitve s hrupom, za železniške infrastrukture in za vozni park, v kolikor ti stroški prispevajo k usklajevanju prometa.
In particular they cover investment associated with the deployment of ERTMS (European Rail Traffic Management System) and any like measure which can help to remove the technical barriers in the European rail services market [71].
Zlasti pa pokrivajo naložbe, povezane s vzpostavitvijo sistema ERTMS (European Rail Traffic Management System – Evropski sistem za vodenje železniškega prometa) ali drugimi podobnimi ukrepi, ki lahko pripomorejo k odpravi tehničnih ovir na evropskem trgu železniških storitev [71].
The EFTA Surveillance Authority considers that there is a presumption of necessity and proportionality of the aid when the intensity of the aid stays below the following values:
Nadzorni organ Efte meni, da obstaja domneva o nujnosti in sorazmernosti pomoči, če intenzivnost pomoči ne dosega naslednjih vrednosti:
for aid for rail infrastructure use, 30 % of the total cost of rail transport, up to 100 % of the eligible costs [72];
za pomoči za uporabo infrastrukture 30 % celotnega stroška železniškega prevoza, do 100 % upravičenih stroškov [72];
for aid for reducing external costs, 30 % [73] of the total cost of rail transport, up to 50 % of the eligible costs [74];
za pomoči za zmanjšanje zunanjih stroškov 30 % [73] celotnega stroška železniškega prevoza in do 50 % upravičenih stroškov [74];
for interoperability aid, 50 % of the eligible costs.
v primeru pomoči za interoperabilnost, 50 % upravičenih stroškov.
For aid above these thresholds, EFTA States must demonstrate the need and proportionality of the measures in question [75].
Za vrednosti pomoči nad temi pragovi morajo države Efte dokazati nujnost in sorazmernost zadevnih ukrepov [75].
For both aid for rail infrastructure use and aid for reducing external costs, the aid has to be strictly limited to compensation for opportunity costs connected with the use of rail transport rather than with the use of a more polluting mode of transport.
V zvezi s pomočmi za uporabo železniške infrastrukture in pomočmi za zmanjšanje zunanjih stroškov mora biti pomoč strogo omejena na nadomestitev oportunitetnih stroškov, povezanih z uporabo železniškega prometa namesto uporabe drugega načina prevoza, ki bolj onesnažuje.
Where there are several competing options which cause higher levels of pollution than rail transport, the limit chosen corresponds to the highest cost differential among the various options.
Če obstaja več drugih rešitev, ki si konkurirajo in povzročajo višjo raven onesnaženja kot železniški promet, je izbrana meja enaka najvišji razliki v stroških teh rešitev.
Where the intensity thresholds referred to in point 107 are adhered to, it may be presumed that the ‘no overcompensation’ criterion is met.
Če se upoštevajo pragi intenzivnosti iz odstavka 107, je mogoče domnevati, da ni prišlo do prekomernega nadomestila.
At any rate, where the aid recipient is a railway undertaking it must be proved that the aid really does have the effect of encouraging the modal shift to rail.
Kadar je prejemnik pomoči prevoznik v železniškem prometu, mora biti na vsak način dokazano, da pomoč resnično spodbuja preusmeritev načina prevoza na železnico.
In principle this will mean that the aid has to be reflected in the price demanded from the passenger or from the shipper, since it is they who make the choice between rail and the more polluting transport modes such as road [76].
To bo načeloma zahtevalo, da se pomoč odraža v ceni, ki jo zahteva potnik ali pošiljatelj, kajti na tej ravni se odvija izbira med železnico in drugimi načini prevoza, ki bolj onesnažujejo, kot na primer cestni prevoz [76].
Finally, specifically as regards aid for rail infrastructure use and aid for reducing external costs, there must be realistic prospects of keeping the traffic transferred to rail so that the aid leads to a sustainable transfer of traffic.
Nazadnje morajo posebej v zvezi s pomočmi za uporabo infrastrukture in zmanjšanje zunanjih stroškov obstajati realne možnosti za ohranitev prometa, preusmerjenega na železnico, da bi pomoč vodila k trajni preusmeritvi prometa.
Aid for rail infrastructure use, for reducing external costs or for interoperability that is necessary and proportionate and so does not distort competition contrary to the common interest must be considered compatible under Article 49 of the EEA Agreement.
Pomoči za uporabo železniške infrastrukture, zmanjšanje zunanjih stroškov in interoperabilnost, ki so nujne in sorazmerne in torej ne izkrivljajo konkurence na način, ki bi bil v nasprotju s splošnim interesom, štejejo za združljive s členom 49 Sporazuma EGP.
Compatibility of aid for research and development
Združljivost pomoči za raziskave in razvoj
In the area of land transport, Article 3(1)(c) of Regulation (EEC) No 1107/70, adopted on the basis of Article 73 of the EC Treaty, provides for the possibility of granting aid to research and development.
Na področju kopenskega prometa člen 3(1)(c) Uredbe (EGS) št. 1107/70, sprejete na podlagi člena 73 Pogodbe ES, omogoča, da se pomoči dodelijo za raziskave in razvoj.
The European Commission has recently developed a body of practice in the application of this provision [77].
Evropska komisija je nedavno razvila prakso pri uporabi te določbe [77].
Article 9(2)(b) of the PSO Regulation adopts the text of Article 3(1)(c) of Regulation (EEC) No 1107/70.
Člen 9(2)(b) Uredbe OJS povzema besedilo člena 3(1)(c) Uredbe (EGS) št. 1107/70.
Under that provision, aid which has the purpose of promoting research into or development of rail passenger transport systems and technologies which are more economic for the EEA in general, which is restricted to the research and development stage and which does not cover the commercial exploitation of such transport systems and technologies, has to be regarded as meeting the needs of transport coordination.
Po tej določbi morajo pomoči, katerih namen je spodbujati raziskovanje in razvoj prevoznih sistemov in tehnologij za železniški potniški promet, ki so na splošno bolj gospodarni za EGP, ki so omejene na raziskovalno-razvojno raven in ne zajemajo komercialne uporabe teh prevoznih sistemov in tehnologij, veljati kot pomoči, ki so potrebne za usklajevanje prevoza.
Article 9(2)(b) of the PSO Regulation applies without prejudice to Article 61 of the EEA Agreement.
Člen 9(2)(b) Uredbe OJS se uporablja brez poseganja v člen 61 Sporazuma EGP.
Thus, aid for research, development and innovation in the field of passenger transport, if not covered by Article 9 of the PSO Regulation, and aid which only concerns freight, may be considered compatible on the basis of Article 61(3)(c) of the EEA Agreement.
Torej pomoči za raziskave, razvoj in inovacije na področju potniškega prometa, če jih ne pokriva člen 9 Uredbe OJS, in pomoči, ki zadevajo le železniški tovor, lahko veljajo za združljive s skupnim trgom na podlagi člena 61(3)(c) Sporazuma EGP.
In this regard the EFTA Surveillance Authority has defined, in the Guidelines for state aid for research and development and innovation [78] (hereinafter the ‘R&D&I guidelines’) the conditions under which it will declare aid of that type compatible with the EEA on the basis of Article 61(3)(c) of the EEA Agreement.
V tem pogledu je Nadzorni organ Efte v Smernicah o pomoči za raziskave in razvoj ter inovacije [78] (v nadaljnjem besedilu: smernice R&D&I) opredelil pogoje, pod katerimi bo na podlagi člena 61(3)(c) Sporazuma EGP razglasil pomoč za raziskave in razvoj ter inovacije za združljive z EGP.
The R&D&I guidelines apply ‘to aid to support research and development and innovation in all sectors governed by the EEA Agreement.
Smernice R&D&I veljajo za pomoč za podporo raziskavam in razvoju ter inovacijam v vseh sektorjih, ki jih ureja Sporazum EGP.
They also apply to those sectors which are subject to specific Community rules on state aid, unless such rules provide otherwise’ [79].
Prav tako se uporabljajo za tiste sektorje, za katere veljajo posebna pravila Skupnosti o državnih pomočeh, razen če ta pravila določajo drugače [79].
The R&D&I guidelines therefore apply to aid for research, development and innovation in the railway transport sector which does not fall within the scope of Article 3(1)(c) of Regulation (EEC) No 1107/70 or Article 9 of the PSO Regulation (following the entry into force of that Regulation).
Smernice R&D&I se torej uporabljajo za pomoči za raziskave in razvoj ter inovacije v sektorju železniškega prometa, ki ne spadajo na področje člena 3(1)(c) Uredbe (EGS) št. 1107/70 ali člena 9 Uredbe OJS (po datumu začetka veljavnosti te zadnje uredbe).
It is not excluded that the compatibility of aid for research and development may be analysed directly on the basis of Article 49 of the EEA Agreement, if it is aimed at meeting the needs of transport coordination.
Združljivost pomoči za raziskave in razvoj se lahko prouči neposredno na podlagi člena 49 Sporazuma EGP, če je pomoč potrebna za usklajevanje prevoza.
In this case the abovementioned conditions should be checked, in particular the fact that the aid must be necessary and proportionate to the intended objective, and must not jeopardise the general interests of the EEA.
V tem primeru je treba preveriti zgoraj navedene pogoje, zlasti dejstvo, da mora biti pomoč nujna in sorazmerna z zastavljenim ciljem ter ne sme škoditi splošnim interesom EGP.
The EFTA Surveillance Authority considers that the general principles set out in the R&D&I guidelines are relevant in analysing these various criteria.
Nadzorni organ Efte meni, da so splošna načela iz smernic R&D&I ustrezna za proučitev teh različnih meril.
STATE GUARANTEES FOR RAILWAY UNDERTAKINGS
DRŽAVNA POROŠTVA ZA PREVOZNIKE V ŽELEZNIŠKEM PROMETU
The EFTA Surveillance Authority’s Guidelines on state guarantees [80] sets out the legal requirements applicable to state guarantees, including in the rail transport field.
Smernice Nadzornega organa Efte o državnih poroštvih [80] določajo pravno ureditev za državna jamstva, vključno s področjem železniškega prometa.
These guidelines state, in point 1.2, that the EFTA Surveillance Authority ‘regards as aid in the form of a guarantee the more favourable funding terms obtained by enterprises whose legal form rules out bankruptcy or other insolvency procedures or provides an explicit state guarantee or coverage of losses by the State’.
Te smernice v točki 1.2 določajo, da Nadzorni organ Efte obravnava kot pomoč v obliki poroštva obravnava tudi ugodnejše pogoje financiranja, ki jih pridobijo podjetja, katerih pravna narava izključuje stečaj ali druge postopke plačilne nesposobnosti, ali zagotavlja izrecno državno poroštvo ali državni prevzem izgube.
The European Commission's and the EFTA Surveillance Authority’s consistent practice has been to consider unlimited guarantees in a sector open to competition to be incompatible with the EC Treaty and the EEA Agreement respectively.
V svoji praksi sta Evropska komisija in Nadzorni organ Efte neomejena jamstva v sektorju, odprtem konkurenci, obravnavala kot nezdružljiva s Pogodbo ES in Sporazumom EGP.
In accordance with the proportionality principle they cannot in particular be justified by tasks of general interest.
V skladu z načelom sorazmernosti jih zlasti ni mogoče upravičiti kot naloge splošnega interesa.
With an unlimited guarantee it is impossible to check whether the amount of aid exceeds the net costs of providing the public service [81].
V primeru neomejenega jamstva je namreč nemogoče preveriti, ali znesek pomoči presega neto stroške opravljanja javne službe [81].
When the state guarantees are granted to undertakings with a presence on both competitive and non-competitive markets, the European Commission’s and the EFTA Surveillance Authority’s practice is to require the complete removal of the unlimited guarantee granted to the undertaking as a whole [82].
Kadar so podjetjem, ki so hkrati prisotna na konkurenčnih in nekonkurenčnih trgih, odobrena državna poroštva, Evropska komisija in Nadzorni organ Efte običajno zahtevata popolno ukinitev neomejenega poroštva, dodeljenega celotnemu podjetju [82].
Several railway undertakings are enjoying unlimited guarantees.
Več prevoznikov v železniškem prometu uživa neomejena poroštva.
These guarantees are generally a legacy of special cases of historic monopolies set up for railway undertakings before the EEA Agreement entered into force or before the rail transport services market was opened up to competition.
Na splošno so ta poroštva dediščina posebnega monopolnega statusa v preteklosti, ki je bil uveden za podjetja v železniškem prometu, preden je začel veljati Sporazum EGP ali preden se je trg železniških prometnih storitev odprl konkurenci.
According to the information available to the European Commission and the EFTA Surveillance Authority, these guarantees do, to a large extent, constitute existing aid.
Glede na podatke, ki jih imata na voljo Evropska komisija in Nadzorni organ Efte, ta poroštva v veliki meri predstavljajo obstoječe pomoči.
The EFTA States concerned are invited to inform the EFTA Surveillance Authority of the conditions for implementing the schemes for existing aid as well as of the measures envisaged for removing them, in accordance with the procedure defined in section 8.3.
Zadevne države Efte se poziva, da Nadzorni organ Efte v skladu s postopkom, opredeljenim v oddelku 8.3, obvestijo o pogojih za uporabo teh shem obstoječih pomoči in ukrepih, predvidenih za njihovo ukinitev.
Rules on the cumulation of aid
Pravila kumulacije pomoči
The aid ceilings stipulated in these guidelines are applicable irrespective of whether the aid in question is financed wholly or in part from state resources or from Community resources.
Pragi pomoči, določeni v teh smernicah, se uporabljajo ne glede na to, ali se zadevna pomoč financira v celoti ali deloma iz državnih virov ali iz virov Skupnosti.
Aid authorised under these guidelines may not be combined with other forms of state aid within the meaning of Article 61(1) of the EEA Agreement or with other forms of Community financing if such combination produces a level of aid higher than that laid down in these guidelines.
Pomoči, odobrene v skladu s temi smernicami, ni mogoče kumulirati z drugimi državnimi pomočmi v smislu člena 61(1) Sporazuma EGP ne z drugim financiranjem Skupnosti, če bi taka kumulacija presegla raven pomoči, predvideno v teh smernicah.
In the case of aid serving different purposes and involving the same eligible costs, the most favourable aid ceiling will apply.
V primeru različnih pomoči z enakimi upravičenimi stroški se uporabi najugodnejšo zgornjo mejo pomoči.
The EFTA Surveillance Authority will apply these guidelines from the date of their publication in the Official Journal of the European Union and the EEA Supplement.
Te smernice bo Nadzorni organ Efte začel uporabljati od datuma njihove objave v Uradnem listu Evropske unije in Dopolnilu EGP.
The EFTA Surveillance Authority will apply these guidelines to all aid, whether or not notified, in respect of which it is called upon to take a decision after the date of their publication.
Nadzorni organ Efte bo uporabil te smernice za vse priglašene ali nepriglašene pomoči, o katerih bo odločal po objavi smernic.
In accordance with Article 62(1) of the EEA Agreement, the EFTA Surveillance Authority proposes that the EFTA States amend their existing aid schemes relating to state aid covered by these guidelines so as to comply with them at the latest two years after their publication in the Official Journal of the European Union and the EEA Supplement, subject to the specific provisions in the chapter on state guarantees.
V skladu s členom 62(1) Sporazuma EGP Nadzorni organ Efte predlaga, da države Efte spremenijo obstoječe sheme pomoči, ki se nanašajo na državne pomoči iz teh smernic, da bodo skladne z njimi najpozneje dve leti po njihovi objavi v Uradnem listu Evropske unije in Dopolnilu EGP, ob upoštevanju posebnih določb iz poglavja o državnih poroštvih.
The EFTA States are invited to confirm that they accept these proposals for appropriate measures in writing at the latest one year after the date of publication in the Official Journal of the European Union and the EEA Supplement.
Države Efte so pozvane, da pisno potrdijo, da sprejemajo te predloge ustreznih ukrepov, najpozneje v enem letu po objavi v Uradnem listu Evropske unije in Dopolnilu EGP.
Should an EFTA State fail to confirm its acceptance in writing by that date, the EFTA Surveillance Authority will apply Article 19(2) of Part II of Protocol 3 to the Agreement Between the EFTA States on the Establishment of a Surveillance Authority and a Court of Justice and, if necessary, initiate the proceedings referred to in that provision.
Če država Efte tega sprejetja ne bo pisno potrdila do navedenega datuma, bo Nadzorni organ Efte uporabil člen 19(2) dela II Protokola 3 k Sporazumu med državami Efte o ustanovitvi nadzornega organa in sodišča in po potrebi začel postopek iz navedenega člena.
Period of validity and reporting
Obdobje veljavnosti in poročanje
The EFTA Surveillance Authority reserves the right to amend these guidelines.
Nadzorni organ Efte si pridržuje pravico, da lahko kadar koli spremeni te smernice.
It will present a report on their application before any amendment and at the latest five years after the date of their publication.
Pred kakršno koli spremembo in najpozneje pet let po objavi teh smernic bo predstavil poročilo o njihovem izvajanju.
This Chapter corresponds to the Community Guidelines on State aid for railway undertakings published in OJ C 184, 22.7.2008, p. 13.
To poglavje je skladno s Smernicami Skupnosti o državnih pomočeh za prevoznike v železniškem prometu, objavljenimi v UL C 184, 22.7.2008, str. 13.
COM(2001) 370 of 12.9.2001, p. 18.
COM(2001) 370, 12.9.2001, str. 18.
Communication from the European Commission ‘Keep Europe moving - Sustainable mobility for our continent - Mid-term review of the Transport White Paper’, COM(2006) 314, 22.6.2006, p. 21.
Sporočilo Evropske komisije „Naj Evropa ostane v gibanju – Trajnostna mobilnost za našo celino – Vmesni pregled Bele knjige Evropske komisije o prometu“, COM(2006) 314, 22.6.2006, str. 21.
Available at the EFTA webpage: http://www.efta.int/advisory-bodies/consultative-committee.aspx.
Na voljo na spletni strani Efte: http://www.efta.int/advisory-bodies/consultative-committee.aspx.
Paragraph 9 of the Preamble of the EEA Agreement acknowledges the determination of the Contracting Parties to preserve, protect and improve the quality of the environment and to ensure a prudent and rational utilization of natural resources on the basis, in particular, of the principle of sustainable development, as well as the principle that precautionary and preventive action should be taken.
Odstavek 9 preambule Sporazuma EGP potrjuje odločenost pogodbenic, da ohranjajo, varujejo in izboljšujejo kakovost okolja ter zagotavljajo skrbno in preudarno rabo naravnih virov, zlasti na podlagi načela trajnostnega razvoja in načela, da je treba sprejeti previdnostne ukrepe in delovati preventivno.