natgillin/translations-raw huggingface dataset:
WHEREAS, according to point II under the heading ‘GENERAL’ at the end of Annex XV to the EEA Agreement, the EFTA Surveillance Authority is to adopt, after consultation with the EC Commission, acts corresponding to those adopted by the EC Commission,
KER mora Nadzorni organ Efte v skladu s točko II pod naslovom „SPLOŠNO“ na koncu Priloge XV k Sporazumu EGP in po posvetovanju s Komisijo ES sprejeti akte, ki bodo ustrezali tistim, ki jih je sprejela Komisija ES,
RECALLING that the EFTA Surveillance Authority has consulted the EFTA States in a multilateral meeting on 3 February 2004 on the subject,
OB SKLICEVANJU na to, da se je Nadzorni organ Efte o tej zadevi posvetoval z državami Efte na večstranskem srečanju dne 3. februarja 2004 –
Chapter 24A and Annex VIII of the State Aid Guidelines are amended by replacing the present Chapter 24A and Annex VIII with the text contained in the Annex to this Decision.
Poglavje 24A in Priloga VIII k Smernicam o državnih pomočeh se spremenita tako, da se trenutno poglavje 24A in Priloga VIII nadomestita z besedilom v Prilogi k tej odločbi.
Appropriate measures, contained in the Annex to this Decision, are proposed.
Predlagajo se ustrezni ukrepi iz Priloge k tej odločbi.
The EFTA States shall be informed by means of a letter, including a copy of this Decision and including the Annex.
Države Efte se obvestijo z dopisom, ki vključuje izvod te odločbe in Priloge.
The EFTA States shall be requested to signify their agreement to the appropriate measures by 30 June 2004 at the latest.
Države Efte sporočijo svoje soglasje z ustreznimi ukrepi najpozneje do 30. junija 2004.
The European Commission shall be informed, in accordance with point (d) of Protocol 27 of the EEA Agreement, by means of a copy of this Decision, including the Annex.
3. Evropska komisija se obvesti v skladu s točko (d) Protokola 27 k Sporazumu EGP z izvodom te odločbe, vključno s Prilogo.
The Decision, including the Annex, shall be published in the EEA Section of and in the EEA Supplement to the Official Journal of the European Union.
Odločba se vključno s Prilogo objavi v sklopu EGP in Dopolnilu EGP Uradnega lista Evropske unije.
In case the EFTA States accept the proposal for appropriate measures, a summary notice shall be published in the EEA Section of and in the EEA Supplement to the Official Journal of the European Union.
Če države Efte sprejmejo predlog za ustrezne ukrepe, se objavi povzetek v sklopu EGP in Dopolnilu EGP Uradnega lista Evropske unije.
Done at Brussels, 31 March 2004.
V Bruslju, 31. marca 2004
Protocol 3 to the Surveillance and Court Agreement as amended by the EFTA States on 10 December 2001.
Protokol 3 k Sporazumu o Nadzornem organu in Sodišču, spremenjen s strani držav Efte dne 10. decembra 2001.
The amendments entered into force on 28 August 2003.
Spremembe so začele veljati dne 28. avgusta 2003.
Hereinafter referred to as the State Aid Guidelines.
V nadaljnjem besedilu Smernice o državnih pomočeh.
Initially published in OJ L 231, 3.9.1994, and in the EEA Supplement thereto No 32 on the same date, last amended by College Decision No 41/04/COL of 17.3.2004, not yet published.
Prvotno objavljena v UL L 231, 3.9.1994, in Dopolnilu EGP št. 32 k le-temu z istega dne, kakor so bila nazadnje spremenjena z Odločbo Kolegija št. 41/04/COL z dne 17.3.2004, ki še ni objavljena.
AID TO MARITIME TRANSPORT [1]
POMOČ ZA POMORSKI PROMET [1]
The maritime transport services are of vital importance to the European Economic Area.
Storitve pomorskega prometa so bistvenega pomena za Evropski gospodarski prostor.
EEA maritime transport and its related activities remains one of the most important in the world.
Pomorski promet EGP in sorodne dejavnosti ostajajo med najpomembnejšimi dejavnostmi na svetu.
The White Paper of the EC Commission “European transport policy for 2010: time to decide” [2] stresses the vital importance of maritime transport services for the Community economy and shows 90 % of all trade between the Community and the rest of the world is transported by sea.
Bela knjiga Komisije ES z naslovom ‚Evropska prometna politika za leto 2010: čas za odločitev‘ [2] poudarja ključni pomen storitev pomorskega prometa za gospodarstvo Skupnosti in kaže, da 90 % celotne trgovine med Skupnostjo in preostalim svetom poteka po morju.
Short sea shipping accounts for 69 % of the volume of goods transported between the EC Member States (this percentage is 41 % if domestic transport is included).
Prevoz po morju na kratkih razdaljah zavzema 69 % količine blaga, ki se prevaža med državami članicami EU (če je vključen notranji promet, znaša ta delež 41 %).
Since the 1970s the European fleet has been faced with competition from vessels registered in third countries which do not take much care to observe social and safety rules in force at international level.
Evropsko ladjevje se od 70. let prejšnjega stoletja naprej srečuje s konkurenco ladij, registriranih v tretjih državah, ki ne upoštevajo socialnih in varnostnih pravil, veljavnih na mednarodni ravni.
The lack of competitiveness of European-flagged vessels was recognised at the end of the 1980s and, in the absence of harmonised European measures, several EEA States adopted different arrangements for aiding maritime transport.
Pomanjkljiva konkurenčnost plovil pod evropsko zastavo je bila priznana ob koncu 80. let prejšnjega stoletja in ker ni bilo usklajenih evropskih ukrepov, so nekatere države EGP sprejemale različne ureditve za pomoč pomorskemu prometu.
The strategies adopted and the budgets allocated to support measures differ from one EEA State to the other in reflection of the attitude of those States to public aid or the importance they attach to the maritime sector.
Sprejete strategije in dodeljeni proračuni za podporo ukrepov se po posameznih državah EGP razlikujejo, odražajo namreč različen odnos teh držav do javne pomoči ali pomen, ki ga te pripisujejo pomorskemu sektorju.
In addition, to encourage the re-registering of vessels, EEA States have relaxed rules concerning crews, notably through the creation of second registers.
Poleg tega so države EGP zaradi spodbujanja ponovne registracije plovil ublažile pravila glede posadk, predvsem z izdelavo dodatnih registrov.
Second registers comprise, firstly, “offshore registers” belonging to territories which have a greater or lesser autonomy in relation to the EEA State, and secondly, “international registers”, attached directly to the State which created them.
Dodatni registri zajemajo, prvič, ‚eksteritorialne registre‘, ki pripadajo ozemljem z večjo ali manjšo avtonomijo v odnosu do države EGP, in drugič, ‚mednarodne registre‘, ki se neposredno pripisujejo državi, ki jih je ustvarila.
In spite of the efforts made, a large part of the EEA fleet continues to be registered under the flags of third countries.
Kljub prizadevanjem se velik del ladjevja EGP še naprej registrira pod zastavami tretjih držav.
This is because the registers of third countries which apply open registration policies — some of which are called “flags of convenience” — have continued and are still continuing to enjoy a significant competitive edge over the registers of EEA States.
To je zato, ker so registri tretjih držav, ki uporabljajo odprte politike registracije – nekatere se imenujejo ‚zastave ugodnosti‘ – imeli in imajo še naprej bistveno konkurenčno prednost pred registri držav EGP.
Aid to the shipping industry
Pomoč sektorju pomorskih prevozov
In the light of the differences between the aid systems adopted by EC Member States faced with more intense competition from non-Community flagged vessels, in 1989 the EC Commission defined its first guidelines on this subject to ensure a certain convergence between the actions of the EC Member States.
Glede na razlike med sistemi pomoči, ki so jih sprejele države članice ES, ki se srečujejo z intenzivnejšo konkurenco plovil, ki ne plujejo pod zastavo Skupnosti, je Komisija ES leta 1989 opredelila svoje prve smernice v zvezi s to zadevo zaradi zagotavljanja določene konvergence med ukrepi držav članic ES.
This method nevertheless proved to be ineffective and the decline of Community fleets continued.
Ta metoda se je vseeno izkazala za neučinkovito in ladjevje Skupnosti je še naprej nazadovalo.
The guidelines were accordingly reviewed, leading to a 1997 communication defining new Guidelines on State aid to maritime transport [3].
Smernice so se ustrezno pregledale, na podlagi česar je bilo leta 1997 izdelano sporočilo, v katerem so bile opredeljene nove smernice o državni pomoči za pomorski promet [3].
The 1989 Guidelines were not incorporated when the EEA Agreement came into force.
Ko je začel veljati Sporazum EGP, smernice iz leta 1989 še niso bile vključene.
Nevertheless, the basic State aid provisions of the EEA Agreement applied in full to the maritime transport sector and the Authority considered the Commission’s guidelines from 1989 on aid to shipping companies to be EEA relevant.
Kljub temu so se osnovne določbe v zvezi z državno pomočjo iz Sporazuma EGP v celoti uporabljale za sektor pomorskega prometa in Organ je obravnaval smernice Komisije glede pomoči ladjarskim družbam iz leta 1989 kot veljavne za EGP.
The 1997 communication was incorporated as Chapter 24A into the Authority’s State Aid Guidelines.
Sporočilo iz leta 1997 je bilo v Smernice o državni pomoči Organa vključeno kot poglavje 24A.
The present Chapter 24A incorporates the EC Commission’s 2004 Guidelines [4].
Sedanje poglavje 24A vključuje Smernice Komisije ES iz leta 2004 [4].
The major development in recent years concerning support measures from the EEA States for maritime transport is the widespread extension in Europe of flat rate tonnage taxation systems (tonnage tax).
Velik napredek v zadnjih letih v zvezi z ukrepi podpore držav EGP za pomorski promet je bistvena razširitev sistemov pavšalne obdavčitve na tonažo (‚davek na tonažo‘).
Tonnage tax entered into force very early in Greece and was progressively extended to the Netherlands (1996), to Norway (1996), to Germany (1999), to the United Kingdom (2000), to Denmark, to Spain and to Finland (2002) and to Ireland (2002).
Davek na tonažo je začel veljati zelo zgodaj v Grčiji in se zelo hitro razširil na Nizozemsko (1996), Norveško (1996), v Nemčijo (1999), Združeno kraljestvo (2000), na Dansko, v Španijo in na Finsko (2002) ter Irsko (2002).
Belgium and France also decided to adopt it in 2002, while the Italian Government is envisaging this possibility.
Tudi Belgija in Francija sta se ga odločili sprejeti leta 2002, medtem ko italijanska vlada to možnost predvideva.
Review of developments after adoption of the 1997 Guidelines
Pregled razvoja po sprejetju Smernic iz leta 1997
In the introductory chapter of its 2004 Guidelines, the EC Commission describes the measures proposed by the EC Member States and approved by the EC Commission compared to the general objectives of the 1997 Guidelines.
V uvodnem poglavju svojih smernic iz leta 2004 Komisija ES opisuje ukrepe, ki so jih predlagale države članice ES in jih je sprejela Komisija ES, v primerjavi s splošnimi cilji Smernic iz leta 1997.
The EC Commission gathered the relevant information from statistical data and from replies to a questionnaire sent to the EC Member States in early 2002.
Komisija ES je pomembne informacije zbrala na podlagi statističnih podatkov in odgovorov na vprašalnik, ki je bil poslan državam članicam ES na začetku leta 2002.
The Authority had invited the EFTA States to respond to the same questionnaire and forwarded the replies to the EC Commission.
Organ je države Efte pozval, naj odgovorijo na isti vprašalnik, in odgovore posredoval Komisiji ES.
From the replies of the EFTA States to the questionnaire and from its experience with notifications in the maritime transport sector, the Authority can confirm that general trends described by the EC Commission in its 2004 Communication are applicable also for the EEA as a whole.
Na podlagi odgovorov držav Efte na vprašalnik in na podlagi lastnih izkušenj s priglašanjem v sektorju pomorskega prometa lahko Organ potrdi, da splošni trendi, ki jih je Komisija ES opisala v svojem sporočilu iz leta 2004, veljajo tudi za EGP kot celoto.
Competitiveness of the EEA fleet
Konkurenčnost ladjevja EGP
The EC Commission found that — following replies provided by the EC Member States in mid-2002 to the Commission’s questionnaire and to the most recent statistical data [5] — EC Member States which have introduced aid measures, particularly in the form of tax relief, have obtained re-registration under the national flag of a significant volume of tonnage in all the registers taken together.
Komisija ES je na podlagi odgovorov, ki so jih države članice ES predložile na njen vprašalnik sredi leta 2002, in na podlagi najnovejših statističnih podatkov [5] ugotovila, da so države članice ES, ki so uvedle ukrepe pomoči, zlasti v obliki davčnih olajšav, dosegle ponovno registracijo bistvenega obsega tonaže pod nacionalno zastavo v vseh registrih skupaj.
Since the implementation of the special shipping tax regime in Norway [6], the national flagged merchant fleet has increased by 89 vessels or 6 % (1996-2001).
Od začetka izvajanja posebnega režima obdavčitve na ladijski promet na Norveškem [6] se je nacionalno trgovsko ladjevje povečalo za 89 plovil ali 6 % (1996–2001).
During the period 1989-2001, the share of EC Member State registers in total world tonnage fell slightly.
V obdobju med letoma 1989 in 2001 je delež registrov držav članic ES v skupni svetovni tonaži rahlo padel.
While world shipping increased, the Community-managed fleet registered under third-country flags grew faster than that of the fleet registered under the flags of the EC Member States.
Medtem ko se je svetovni ladijski promet povečal, se je ladjevje Skupnosti, registrirano pod zastavo tretje države, večalo hitreje kot ladjevje, registrirano pod zastavami držav članic ES.
The number of Norwegian-owned vessels flying foreign flags has increased from 425 on 1 January 1996 to 702 on 1 January 2001.
Število plovil v norveški lasti, ki plujejo pod tujimi zastavami, se je povečalo s 425 1. januarja 1996 na 702 1. januarja 2001.
Employment trends
Trendi zaposlovanja
As to the employment trends, the EC Commission noted a drop in the total number of seafarers on board Community vessels, but pointed out that this should be seen against the background of an increased productivity per vessel and the renewal of the Community fleet during 1997-2001 whose advanced technology resulted in the use of a smaller, but better trained workforce.
Glede trendov zaposlovanja je Komisija ES opazila padec v skupnem številu pomorščakov na krovu plovil Skupnosti, pri čemer je poudarila, da je treba to razumeti glede na povečano produktivnost na plovilo in obnovo ladjevja Skupnosti v obdobju od leta 1997 do leta 2001, katere napredna tehnologija je privedla do uporabe manjše, vendar bolje usposobljene delovne sile.
The Commission observed that the trend whereby the Community-flagged fleet depends more and more on third-country seafarers is not reversed.
Komisija opaža, da se trend, po katerem je ladjevje, ki pluje pod zastavo Skupnosti, vse bolj odvisno od pomorščakov iz tretjih držav, ne zmanjšuje.
This trend was pointed out by the Commission in 2001 in its Communication on the training and recruitment of seafarers [7].
Komisija je na ta trend opozorila leta 2001 v svojem sporočilu o usposabljanju in zaposlovanju pomorščakov [7].
In Norway, the numbers of Norwegian and EEA seafarers on Norwegian owned vessels dropped by 3 % from 1999 to 2000, while employment of non-Norwegian seafarers increased.
Na Norveškem je število norveških pomorščakov in pomorščakov EGP na plovilih v norveški lasti padlo za 3 % od leta 1999 do leta 2000, medtem ko se je zaposlovanje nenorveških pomorščakov povečalo.
Contribution to economic activity as a whole
Prispevek h gospodarski dejavnosti kot celoti
Maritime industries are inextricably linked to maritime transport.
Pomorska industrija je neizogibno povezana s pomorskim prometom.
This association is a strong argument in favour of positive measures whose aim is to maintain a fleet dependent on EEA shipping.
Ta povezanost je močan argument v prid pozitivnim ukrepom, katerih cilj je ohranjati ladjevje odvisno od ladijskega prometa EGP.
Since maritime transport is one of the links in the chain of transport in general and in the chain of the maritime industries in particular, measures seeking to maintain the competitiveness of the European fleet also have repercussions on investments on land in maritime-related industries [8] and on the contribution of maritime transport to the economy of the EEA as a whole, and to jobs in general.
Ker pomorski promet tvori enega od členov v verigi prometa na splošno in zlasti verigi pomorske industrije, imajo ukrepi, ki želijo ohranjati konkurenčnost evropskega ladjevja, tudi učinek na naložbe na kopnem v industrijo, povezano s pomorstvom, [8] in na prispevek pomorskega prometa za gospodarstvo EGP kot celote ter na splošno zaposlovanje.
The significance of shipping and the whole maritime cluster varies considerably with the countries under consideration.
Pomen ladijskega prometa in celotnega pomorskega sklopa se bistveno razlikuje med obravnavanimi državami.
In a study undertaken by the EC Commission, including the 15 EC States and Norway, the importance of the European maritime cluster and its direct economic impact was illustrated by the following figures: 1,55 million direct employees, a turnover of EUR 160 billion in 1997 (about 2 % of GDP in the Community) [9].
V študiji, ki jo je opravila Komisija ES, in je vključevala 15 držav ES ter Norveško, je bil pomen evropskega pomorskega sklopa in njegovega neposrednega gospodarskega vpliva ponazorjen z naslednjimi številkami: 1,550 milijona neposredno zaposlenih, promet v višini 160 milijard EUR v letu 1997 (približno 2 % BDP v Skupnosti) [9].
Data on Norway (2 % of GDP generated by the maritime cluster [10], Denmark (3 % of the GDP generated by the maritime cluster), Greece (2,3 %) and the Netherlands (2 %) can be taken as examples.
Za primerjavo lahko vzamemo podatke o Norveški (2 % BDP, ki ga ustvari pomorski sklop [10]), Danski (3 % BDP, ki ga ustvari pomorski sklop), Grčiji (2,3 %) in Nizozemski (2 %).
In this context, therefore, it is not insignificant to note that the fleet managed by European operators based in the Community has stayed at a level of around 34 % of world tonnage, while the latter increased by 10 % during the period.
V tej zvezi torej ni zanemarljivo pripomniti, da ladjevje, ki ga upravljajo evropska podjetja s sedežem v Skupnosti, ostaja na ravni približno 34 % svetovne tonaže, medtem ko se je slednja v tem obdobju povečala za 10 %.
Given the mobility of the maritime industry and the facilities offered by third countries, one may conclude that support measures for maritime transport may contribute to avoiding widespread displacement of allied industries.
Glede na mobilnost pomorske industrije in zmogljivosti, ki jih zagotavljajo tretje države, je mogoče sklepati, da lahko ukrepi podpore za pomorski promet pripomorejo k preprečevanju obsežne selitve povezanih industrij.
Based on these findings, the EC Commission concluded that, where measures in line with the 1997 Guidelines have been adopted, the structural decline of the Community registers and the Community fleet has been halted and the objectives set by the Commission have been attained, at least in part.
Na podlagi teh ugotovitev je Komisija ES sklenila, da se je v primerih, kjer so bili sprejeti ukrepi v skladu s Smernicami iz leta 1997, strukturno nazadovanje registrov in ladjevja Skupnosti vsaj deloma ustavilo in cilji Skupnosti so bili vsaj deloma doseženi.
As the Authority sees from its investigations in the field of maritime transport, outflagging has not yet ceased while the measures adopted in line with the former Chapter 24A of the Authority’s Guidelines have been perceived as a means to halt that tendency.
Na podlagi svojih preiskav na področju pomorskega prometa Organ sklepa, da se plutje pod tujimi zastavami še ni prenehalo, medtem ko so se ukrepi, sprejeti v skladu z nekdanjim poglavjem 24A Smernic Organa obravnavali kot sredstvo za zaustavitev te težnje.
Norway’s percentage of the world fleet, based on gross tonnage and measured as tonnage registered in Norway, stayed at around 4 % between 1998-2000 [11].
Norveški delež svetovnega ladjevja, ki temelji na bruto tonaži in se meri kot tonaža, registrirana na Norveškem, je v obdobju med letom 1998 in letom 2000 ostal približno 4 % [11].
The share of open registers in world tonnage continued, however, to increase during the period, rising from 43 % in 1996 to 54 % in 2001, and there is no indication of any significant reversal of the trend whereby the fleet had, and is continuing to have, increasing recourse to seafarers from third countries.
Delež odprtih registrov v svetovni tonaži se je v tem obdobju vendarle še naprej povečeval, saj je narasel s 43 % v letu 1996 na 54 % v letu 2001, in nič ne kaže na to, da bi se trend, da se je ladjevje zatekalo in se še danes vse bolj zateka k pomorščakom iz tretjih držav, občutno spremenil.
The campaign undertaken in recent years must be pursued but it must be better targeted.
Dejavnosti, ki so potekale v zadnjih letih, je treba še naprej izvajati, vendar morajo biti bolje usmerjene k cilju.
Measures to promote EEA seafarers must in particular be the subject of more active monitoring.
Ukrepi za pomorščake EGP morajo biti zlasti predmet aktivnejšega spremljanja.
The results of the measures taken by the EFTA States and authorised by the Authority will have to be systematically analysed.
Rezultate merjenj, ki jih opravijo države Efte in jih odobri Organ, je treba sistematično analizirati.
As a consequence, and even though as a matter of principle operating aid should be exceptional, temporary, and degressive, the Authority estimates that State aid to the EEA shipping industry is still justified and that the approach followed by the 1997 Guidelines was correct.
Zaradi tega, in četudi mora biti pomoč za tekoče poslovanje načeloma izjemna, začasna in degresivna, Organ ocenjuje, da je državna pomoč za sektor pomorskih prevozov EGP še vedno upravičena in je bil pristop, uporabljen v Smernicah iz leta 1997, pravilen.
The present Chapter 24A of the Guidelines is therefore based on the same basic approach.
Sedanje poglavje 24A Smernic tako temelji na enakem osnovnem pristopu.
Scope and general objectives of the revised state aid guidelines
Obseg in splošni cilji pregledanih Smernic o državni pomoči
These Guidelines — replacing the former Chapter 24A [12] — aim at setting the parameters within which State aid to maritime transport will be approved, pursuant to the EEA State aid rules and procedures, by the Authority under Article 61(3)(c) and/or Article 59(2) of the EEA Agreement.
Cilj teh smernic – ki nadomeščajo nekdanje poglavje 24A [12] – je določitev parametrov, v okviru katerih Organ v skladu s členom 61(3)(c) in/ali členom 59(2) Sporazuma EGP odobri državno pomoč za pomorski promet ob upoštevanju pravil in postopkov državne pomoči EGP.
Aid schemes should not be conducted at the expense of other EEA States’ economies and must be shown not to risk distortion of competition between the Contracting Parties to an extent contrary to the common interest.
Sheme pomoči se ne smejo izvajati na stroške gospodarstev drugih držav EGP in prikazati je treba, da ne predstavljajo take nevarnosti za izkrivljanje konkurence med pogodbenicami, ki bi bila v nasprotju s skupnim interesom.
State aid must always be restricted to what is necessary to achieve its purpose and be granted in a transparent manner.
Državno pomoč je treba vedno omejiti na to, kar je potrebno, da doseže svoj namen, in dodeljevati pregledno.
The cumulative effect of all aid granted by State authorities (including national, regional and local levels) must always be taken into account.
Vedno je treba upoštevati kumulativni učinek celotne pomoči, ki jo dodelijo državni organi (vključno z nacionalno, regionalno in lokalno ravnjo).