natgillin/translations-raw huggingface dataset:
However, the output of Rolandwerft could not be increased further even by buying hulls and sections from outside because the fitting-out of a ship always took a certain amount of time and the existing installations did not allow for an efficient fitting-out of a larger number of ships.
Rolandwerfti tootmismahtu ei tõsta ka kereosade ja sektsioonide ostmine tarnijatelt, sest laeva seadistamine võtab aega ja olemasolevad rajatised ei võimalda tõhusalt seadistada suuremat hulka laevu.
For example, it was possible to build only one ship at a time in each of the existing shipbuilding halls.
Seega on näiteks olemasolevates laevaehitushallides võimalik ehitada korraga ainult ühte laeva.
The assembling of a ship in hall 1 took around […] weeks.
Laeva kokkupanemiseks 1. laevaehitushallis kulub ligikaudu […] nädalat.
The beneficiary provided information on the production flow at the yard.
Abisaaja esitas teabe tehase tootmistegevuse kohta.
It pointed out that the yard was already being fully utilised and that there was no possibility of producing more ships on completion of the investment project.
Teabest nähtub, et tehas töötab juba praegu täiskoormusel ja investeeringute tulemusel ei ole võimalik ehitada rohkem laevu.
The installations at the yard limited total capacity to between some […] — […] CGT, which could be achieved before the implementation of the investment project by subcontracting some of the work.
Tehase kui terviku koguvõimsus on piiratud ligi […] kuni […] CGTga ja see saavutati seoses tööde osalise tellimisega allhangetena juba enne investeeringute tegemist.
The beneficiary explains that the investment project will allow the yard to participate in tenders for the construction, repair and conversion of navy ships.
Abisaaja selgitab, et tänu investeeringutele saaks tehas osaleda sõjalaevade ehitus-, remondi- ja ümberehitustööde avalikel pakkumistel.
This has not yet been possible since the works would have had to be carried out at the parallel berth.
Seni tehasel seda võimalust ei olnud, kuna nimetatud töid oleks tulnud teha paralleelse ankurdusega.
Consequently, output in CGT would decline from its current level as navy vessels are not regarded as commercial vessels.
Tootmismaht CGTdes jääks seega praegusega võrreldes koguni väiksemaks, sest sõjalaevu ei saa käsitleda samamoodi nagu kaubalaevu.
The beneficiary concludes that, even if the Commission does not share Germany's opinion that the shipbuilding framework does not prohibit investment aid for projects resulting in a capacity increase, this is irrelevant when assessing the compatibility of the aid to Rolandwerft as the capacity will not increase.
Lõpetuseks väidab abisaaja, et isegi kui komisjon ei jaga Saksamaa käsitlust, mille kohaselt ei keela raamistik investeerimisabi andmist projektidele, mis on seotud tootlikkuse suurenemisega, ei ole see Rolandwerftile antava riigiabi ühisturuga kokkusobivuse hindamise seisukohast oluline, kuna Rolandwerfti tootlikkus ei suurene.
The beneficiary also argues that the investments relate solely to existing installations.
Abisaaja selgitab ka, et investeeringuid tehakse ainult olemasolevatesse rajatistesse.
In particular, the investment in extending the quay so that two ships can be fitted out directly from the quay does not constitute a new installation.
Investeeringud, mida tehakse kai pikendamiseks nii, et mõlemaid laevu saaks seadistada otse kai ääres, ei hõlma uue kai ehitamist.
The yard already has two fitting-out berths that are in parallel.
Laevatehasel on laevade seadistamiseks juba praegu olemas kaks paralleelset ankruplatsi.
The beneficiary stresses that the use of the parallel berth involves an increased risk and that the navy refuses, therefore, to award contracts to Rolandwerft.
Abisaaja rõhutab, et paralleelse ankurdusega kaasneb suurem oht ning seetõttu keeldub merevägi Rolandwerftile tellimusi andmast.
The planned investment measure constitutes a modification of the existing quay aimed at increasing its productivity.
Kavandatava investeeringu abil ehitatakse olemasolev kai ümber ja suurendatakse seega tehase tootlikkust.
The beneficiary provides information on how many weeks per year the parallel berth was used and will be used.
Abisaaja esitas teabe selle kohta, mitu nädalat aastas on paralleelset ankruplatsi kasutatud ja kuidas seda kasutatakse tulevikus.
The beneficiary also explains that the lengthening of the crane track and the installation of a crane linked to the quay extension will replace the inefficient and expensive auto and swimming cranes which would at present be used for fitting-out ships in the parallel berth.
Lisaks selgitab ta, et kraanatee pikendamise ja pikendatud kaile kraana paigaldamise eesmärk on lõpetada auto- ja ujuvkraanade vähetõhus ja kulukas kasutamine paralleelselt ankurdatud laevade seadistamisel.
Fitting out the second ship directly from the quay after completion of the investment project will lead to greater cost effectiveness and productivity.
Investeeringud võimaldaksid ka teist laeva seadistada otse kai ääres – see vähendaks kulusid ja tõstaks tootlikkust.
Comments from the German Shipbuilding and Ocean Industries Association
Saksamaa Laevaehituse ja Meretehnika Liidu seisukoht
The German Shipbuilding and Ocean Industries Association (the ‘Association’) takes the view that the Commission's concern about a potential increase in capacity cannot be justified on the basis of the shipbuilding framework or by the current market situation and that in particular the planned aid will not lead to distortions of competition.
Saksamaa Laevaehituse ja Meretehnika Liit (edaspidi “liit”) on seisukohal, et komisjoni kahtlusi seoses tehase võimsuse võimaliku suurenemisega ei saa põhjendada raamistikus sätestatud tingimustega. Komisjoni kahtlusi ei saa õigustada ka turu praeguse olukorraga ning kavandatav riigiabi ei moonuta mingil moel konkurentsi.
The Association argues that the stance of EU policy on state aid to shipbuilding has changed over the years.
Liidu väitel on ühenduse poliitika laevaehitusele antava riigiabi valdkonnas viimaste aastate jooksul muutunud.
The shipbuilding framework does not contain any provisions that prohibit the granting of investment aid designed to increase capacity.
Raamistik ei sisalda klausleid laevatehase võimsuse suurendamiseks antava investeerimisabi keelamise kohta.
The Association assumes that such provisions were no longer regarded as being appropriate.
Liit eeldab, et selliseid klausleid ei peeta enam asjakohaseks.
It also points out that sector-specific rules contained in the shipbuilding framework had, as far as possible, been removed.
Lisaks juhib liit tähelepanu sellele, et raamistikus varem sisaldunud sektorile kohandatud eeskirjadest on suures osas loobutud.
The capacity issue is mentioned only in the context of closure aid.
Võimsuse küsimust mainitakse ainult sulgemisabi kontekstis.
Other types of aid, such as restructuring aid, are covered by the general state aid rules.
Muude abi liikide, näiteks ümberkorraldusabi suhtes kehtivad üldised riigiabieeskirjad.
The Association also claims that a restrictive interpretation of the rules would be at variance with the LeaderSHIP 2015 initiative, which is one of the measures for implementing the Lisbon Strategy.
Liit selgitab, et eeskirjade kitsas tõlgendamine oleks vastuolus algatusega LeaderSHIP 2015, millel on oma osa Lissaboni strateegia rakendamisel.
The competitiveness and productivity of European industry are to be increased through investments into research, development and innovation, which also entails investment in modern production equipment.
Euroopa majanduse konkurentsivõimet ja tootlikkust tuleks suurendada teadus- ja arendustegevuse ning innovatsiooni edendamiseks tehtavate investeeringute abil ning seega tuleb investeerida ka ajakohastesse tootmisseadmetesse.
If state aid for investment could not go hand-in-hand with capacity increases, this would run counter to the objectives of LeaderSHIP 2015, and in particular the objective of safeguarding and strengthening presence in selected market segments.
Suutmatus ühildada omavahel riiklikku investeerimisabi ja võimsuse suurenemist on vastuolus algatuse LeaderSHIP eesmärgiga, eelkõige selle eesmärgiga kindlustada ja tugevdada Euroopa turuosa teatavates segmentides.
One of these market segments is that for small and medium-sized container vessels, where Europe is still exceptionally well positioned vis-à-vis Korea and China.
Üks selline segment on väikeste ja keskmise suurusega konteinerilaevade turg, kus Euroopal on endiselt suurepärane turuseisund Korea ja Hiina suhtes.
The Association takes the view that the planned investments do not distort competition.
Liidu arvates kavandatavad investeeringud konkurentsi ei moonuta.
There is no overcapacity as the world shipbuilding market is experiencing an upswing.
Maailma laevaehitusturg on praegu tõusuteel ja tootmisvõimsust üle ei jää.
Demand remains healthy, although a slight weakening is expected in 2008-09.
Nõudlus on jätkuvalt suur, ehkki aastateks 2008 ja 2009 prognoositakse kerget langust.
With world trade growing steadily, sea transport is also expanding.
Maailmakaubanduse pideva kasvu tõttu suureneb ka laevaliiklus.
This is the case in particular with the transport of industrial goods by container ships.
Eriti kehtib see tööstuskaupade transportimise kohta konteinerilaevadega.
As a result, the demand for larger vessels of 5000 TEU to 8000 TEU that cannot enter smaller ports is rising.
Nõudlus suuremate laevade järgi, mille veomaht on 5000–8000 TEUd ja millega ei saa siseneda väiksematesse sadamatesse, aina kasvab.
This is leading to an increased demand for smaller feeder ships for the subsequent distribution of the containers.
See suurendab nõudlust ka väiksemate etteveolaevade järele, millega saaks transportida konteinereid suurematele laevadele ja tagasi.
Rolandwerft can build ships of up to 900 TEU.
Rolandwerft suudab ehitada laevu veomahuga kuni 900 TEUd.
According to the Association, feeder ships are an important segment in the portfolio of German yards.
Liidu sõnul on etteveolaevade ehitamine Saksa laevatehaste tegevusalade hulgas olulisel kohal.
Nevertheless, the main competitors are Chinese yards, which are the clear market leaders, with 42,5 % of worldwide orders, followed by Germany with 26,8 %.
Sellegipoolest on peamiseks konkurendiks Hiina, kelle laevatehased saavad 42,5 % kogu maailmas esitatavatest tellimusest ja kes on seega selge turuliider. Saksamaa asub 26,8 %ga tellimustest teisel kohal.
Again according to the Association, there are very few European competitors for ships of up to 900 TEU. These are located predominantly in Germany and the Netherlands.
Laevade puhul, mille veomaht on kuni 900 TEUd, leidub Euroopas väga vähe konkurente ning need asuvad enamasti Saksamaal või Madalmaades.
The Association considers that this segment has good growth potential.
Liit näeb kõnealuse segmendi puhul suurt kasvupotentsiaali.
Since Chinese yards offer their vessels at low prices, German and European yards will retain their market position only if they can guarantee high quality and steadily increase productivity.
Kuna Hiina laevatehased pakuvad oma laevu madala hinnaga, võivad Saksa ja Euroopa laevatehased oma turupositsiooni säilitada ainult kõrge kvaliteedi tagamise ja tootlikkuse pideva suurendamise kaudu.
The Association also points out that China and Vietnam will further increase their shipbuilding capacities and hence their market shares.
Liit rõhutab, et Hiina ja Vietnam jätkavad oma laevaehitusvõimsuse arendamist ja seeläbi ka oma turuosa suurendamist.
This demonstrates that competition in shipbuilding is worldwide rather than being confined to Europe.
Sellest nähtub, et laevaehituse valdkonna konkurents on üleilmne ning ei piirdu ainult Euroopaga.
In its comments on the initiation of the formal investigation procedure, Germany argues that paragraph 26 of the shipbuilding framework does not contain any provisions relating to capacity.
Saksamaa viitab oma seisukohas ametliku uurimismenetluse algatamise kohta sellele, et raamistiku punkt 26 ei sisalda ühtegi võimsust käsitlevat sätet.
In particular, the paragraph does not stipulate that investment aid for projects resulting in a capacity on the back of a productivity increase would be inadmissible.
Eelkõige ei sisalda punkt 26 sätteid, mille kohaselt oleks keelatud anda investeerimisabi projektidele, mille puhul tootlikkuse suurenemise tulemusena suureneb ka võimsus.
Germany also stresses that increased productivity in the shipbuilding industry is one of the main objectives of Community policy in this sector.
Saksamaa toonitab samuti, et laevatööstuse tootlikkuse suurendamine on kõnealust majandussektorit käsitleva ühenduse poliitika üks peamisi eesmärke.
It mentions that the LeaderSHIP 2015 initiative is aimed at improving the competitive situation of European yards and at reducing the disadvantages faced by the European shipbuilding industry following the subsidisation of shipbuilding in Asia.
Algatuse LeaderSHIP 2015 eesmärk on parandada Euroopa laevatehaste konkurentsivõimet ning vähendada kahju, mida tekitas Euroopa laevatööstusele laevaehituse subsideerimine Aasias.
According to Germany, this objective can be achieved only by raising productivity.
Saksamaa arvates saab kõnealust eesmärki saavutada ainult tootlikkuse suurendamise kaudu.
Germany also takes the view that it cannot be deduced from paragraph 3 of the shipbuilding framework that the impact of an investment project on capacities has to be taken into account in assessing compatibility with the common market.
Saksamaa sõnul ei saa raamistiku punkti 3 põhjal järeldada, et ühisturuga kokkusobivuse hindamisel tuleks arvestada investeeringute mõju võimsusele.
In addition, the shipbuilding sector is no longer characterised by the factors mentioned in paragraph 3 of the shipbuilding framework but, above all by a healthy order book, high prices and capacity shortages.
Pealegi ei kehti laevaehitussektori kohta enam raamistiku punktis 3 esitatud tunnused, vaid seda iseloomustavad praegu eelkõige tellimuste suur arv, kõrged hinnad ja võimsuse puudujääk.
In addition, Germany points out that the market share of the European shipbuilding industry has decreased over the last few decades and that Japan, Korea and China have increased their market shares with the help of state subsidies.
Lisaks rõhutab Saksamaa, et Euroopa laevatööstus on viimastel aastakümnetel tagasi tõmbunud ning et Jaapan, Korea ja Hiina on oma turuosa tänu riiklikele subventsioonidele suurendanud.
Such subsidisation is mentioned in paragraph 3(c) of the shipbuilding framework as one of the factors which has to be taken into account.
Sellist subsideerimist käsitletakse raamistiku punkti 3 alapunktis c ühena arvessevõetavatest teguritest.
European shipyards thus have to make every effort to increase productivity.
Seetõttu peavad Euroopa laevatehased tegema kõik võimalikud jõupingutused oma tootlikkuse suurendamiseks.
According to Germany, every increase in productivity automatically leads to an increase in the output of the installation.
Saksamaa arvates kaasneb tootlikkuse suurenemisega automaatselt ka seadmete suurem väljund.
An increase of productivity as defined for the purposes of the shipbuilding framework cannot, therefore, mean that the same amount is produced but with less input.
Seega ei saa tootlikkuse suurenemine raamistiku tähenduses olla olukord, kus sama hulk toodetakse väiksema sisendi abil, st väiksemate kuludega.
Germany goes on to stress that the purpose of regional aid should be to contribute to regional development and job creation.
Sellega seoses viitab Saksamaa regionaalabi eesmärgile toetada regionaalarengut ja töökohtade loomist.
And so, with this in mind, a productivity increase should not result in job reduction.
Tootlikkuse suurenemise tõttu ei tohiks väheneda töökohtade arv.
As regards the market situation, Germany observes that freight transport is increasing and that a trend towards larger vessels is discernible in the container ship segment.
Saksamaa selgitab, et turuolukorrast tingitult kaubaveod aina sagenevad ja konteinerilaevade segmendis võib märgata suundumust kasutada suuremaid laevu.
There are already vessels with a capacity of TEU 5000 and recent forecasts point to vessels with a capacity of TEU 8000.
Juba praegu leidub laevu, mille veomaht on 5000 TEUd ja värskemates prognoosides on juttu laevadest, mille veomaht on 8000 TEUd.
As such larger vessels could enter only a few ports, smaller vessels would still be needed for subsequent distribution.
Kuna nii suured laevad saaksid siseneda ainult vähestesse sadamatesse, oleks lasti jaotamiseks endiselt tarvis ka väiksemaid laevu.
There will, therefore, still be a strong demand for feeder ships of 850 TEU, such as the ones built by Rolandwerft.
Seega jääks endiselt püsima nõudlus selliste 850 TEUste etteveolaevade järele, mida ehitab Rolandwerft.
Germany also provides further details of the investments and photographs illustrating the measures and the situation at the yard.
Saksamaa selgitab kavandatavaid investeeringuid lähemalt ja lisab meetmete ja laevatehase asukoha näitlikustamiseks ka pilte.
The extension of hall 1 will allow the yard to build a ship in its entirety in the hall, something which is currently not possible.
halli pikendamine võimaldaks laevatehasel erinevalt praegusest ehitada laev täielikult valmis laevaehitushallis.
Covering existing work areas will make for greater productivity and efficiency.
Olemasolevate rajatiste katmine katusega muudaks töö tõhusamaks ja tulemuslikumaks.
Germany goes on to explain that, at present, a ship berthed at quay 1 occupies only two thirds of the quay.
Saksamaa selgitab ka, et 1. kai ääres seisev laev võtab praegu enda alla ainult kaks kolmandikku kai pikkusest.
The southern part of the unused quay will be extended.
Vabaks jääva kai lõunaosa tuleks pikendada.
This does not lead to the construction of a new installation for the purposes of the shipbuilding framework.
See ei ole uue kai ehitamine raamistiku tähenduses.
Once the quay has been extended, it will be equipped with a crane as a replacement for the existing auto crane.
Kai pikendamise järel paigaldatakse sellele kraana, mis asendaks praegu kasutatavat autokraanat.
Germany points out that the parallel berth was used […] a year in the period 2003-05 (including deliveries).
Saksamaa juhib tähelepanu sellele, et paralleelset ankruplatsi kasutati aastatel 2003-2005 […] kuud aastas (sealhulgas ka seadmete kohaletoimetamiseks).
It emphasises once again that the parallel berth will be moved to the new quay.
Saksamaa kinnitab veel kord, et paralleelne ankruplats teisendatakse uueks kaiks.
The new quay will be used for approximately the same period of time per year as the parallel berth in recent years.
Uut kaid kasutatakse aasta jooksul umbes sama palju nagu viimaste aastate jooksul kasutati paralleelset ankruplatsi.
Germany also explains that the fitting-out of a ship in the second berth involved an increased risk as the swimming crane needed would have to be located in the middle of the river Weser.
Lisaks selgitab Saksamaa, et laeva seadistamisega teisel ankruplatsil kaasneb suurem oht, kuna selleks vajalik ujuvkraana tuleb paigaldada keset Weseri jõge.
As a result, no ships will, in future, be fitted out at the second berth on quay 1.
Tulevikus enam laevu 1. kai ääres asuval teisel ankruplatsil ei seadistata.
According to Germany, the extension of the fitting-out quay to allow two ships to be fitted out at the quay does not constitute the construction of a new installation.
Saksamaa on seisukohal, et seadistuskai pikendamine selleks, et tulevikus oleks võimalik kahte laeva korraga kai ääres seadistada, ei võrdu uue rajatise ehitamisega.
It is simply a minor extension of the existing quay.
Tegemist on üksnes olemasoleva kai mõningase pikendamisega.
Even before the investment, the quay is longer than a feeder ship and so the yard would, in any case, be able to fit out two shorter ships at the same time.
Kai on juba investeeringute eel ühest etteveolaevast pikem ning tehas saaks ka investeeringute abita seadistada samaaegselt kahte lühemat laeva.
Germany argues that Rolandwerft thus already has two fitting-out slots although one of them is located in the second ‘row’.
Saksamaa väidab, et sellepärast on Rolandwerftil kaks seadistuskohta juba olemas, isegi kui üks neist asub nii-öelda teises reas.
As the second ship cannot be reached by the crane installed on the quay, auto cranes or swimming cranes have to be used.
Kuna teine laev asub väljaspool kaikraana tööpiirkonda, tuleb seadistamiseks kasutada auto- või ujuvkraanasid.
Fitting-out a ship directly from the quay once it has been extended will make the work much more efficient.
Kai pikendamine muudaks töö tunduvalt tõhusamaks, kuna laeva saaks seadistada otse kailt.
Germany also points out that the German navy refused to award contracts to Rolandwerft because it fitted out ships in the second row.
Saksamaa meenutab, et Saksa merevägi keeldub Rolandwerftile tellimusi andmast seetõttu, et Rolandwerftis seadistatakse laevu teises reas.
Germany argues that the relocation of the second berth to an extended existing quay does not rank as the construction of a new installation but is instead a measure for increasing the productivity of the two berths by locating them in a row instead of in parallel.
Saksamaa väidab, et teise ankruplatsi viimine juba olemasoleva, pikendatava kai äärde ei ole uue rajatise ehitamine, vaid pigem mõlema – nüüd enam mitte paralleelselt, vaid üksteise taga asuva ankruplatsi tootlikkuse tõstmise meede.
The new crane to be installed on the new quay will replace the auto cranes and swimming cranes used at the moment.
Uuele kaile paigaldatav uus kraana asendaks praegu kasutatavaid auto- ja ujuvkraanasid.
Using the new crane will enhance productivity.
Uue kraana kasutamine tõstaks tööviljakust.
Germany stresses that the measure is necessary because fitting out a ship in the second row is time-consuming and inefficient.
Saksamaa rõhutab, et meede on vajalik, sest laeva seadistamine teises reas võtab palju aega ega ole kuigi tõhus.
Moreover, the measure will enable Rolandwerft to participate in tenders for ship repair and ship conversion issued by the German navy.
Lisaks avaneb Rolandwerftile tänu investeeringutele võimalus osaleda Saksa mereväelaevade remontimis- ja ümberehitustööde tegemiseks korraldatavatel pakkumistel.
Germany moreover explains that Rolandwerft originally built smaller feeder ships that could both be berthed at the quay at the same time.
Saksamaa selgitab, et alguses ehitati Rolandwerftis väiksemaid etteveolaevu, nii et kai äärde sai korraga kinnitada kaks laeva.
However, market demand has increasingly shifted towards larger and longer feeder ships and two such ships could no longer be berthed at the quay at the same time.
Turunõudlus keskendus aga üha enam pikematele ja laiematele etteveolaevadele ning kaks sellist laeva ei oleks korraga kai äärde mahtunud.
For fitting-out and repair work, therefore, the yard started to berth a second ship in parallel to the ship berthed directly at the quay.
Seetõttu pidi laevatehas laevade seadistamiseks ja remontimiseks kinnitama teise laeva paralleelselt otse kai äärde kinnitatud laeva kõrvale.
The extension of the quay is thus simply an adaptation of the fitting-out facilities to the needs of longer ships.
Kai pikendamine kujutab endast seega seadistamisrajatise kohandamist pikematele laevadele.
Germany explains that, in the past, Rolandwerft has occasionally collaborated with Peene-Werft and fitted out prefabricated hulls from that yard.
Saksamaa märgib, et Rolandwerft on varem aeg-ajal teinud koostööd laevatehasega Peene-Werft ja on seadistanud viimase valmistatud kereosi.
Lately, however, it has delivered only ships which were built in their entirety at its yard.
Viimasel ajal on Rolandwerft siiski ehitanud laevu, mis on algusest lõpuni valmistatud tehases endas.
As regards repair work, Germany points out that these activities cannot be extended if the current level of new building is maintained.
Saksamaa selgitab, et laevatoorikute valmistamise praeguse mahu juures ei ole võimalik remonditegevust laiendada.