natgillin/translations-raw huggingface dataset:
the development of trade is not affected to an extent contrary to the Community interest.
je vpliv na razvoj trgovine tolikšen, da je to v nasprotju z interesom Skupnosti.
construction and operation of the infrastructure meets a clearly defined objective of general interest (regional development, accessibility, etc.)
Gradnja in delovanje infrastrukture služita jasno opredeljenemu cilju splošnega interesa (regionalni razvoj, dostopnost itd.)
The project aims at the creation of a new air-freight hub and multimodal cargo centre based on the airport.
Cilj projekta je oblikovanje novega vozlišča za zračni tovorni promet in multimodalnega tovornega središča na letališču.
The air freight sector, in particular express freight, is showing considerable growth rates.
Sektor zračnega tovornega prometa, zlasti prevoza hitre pošte, kaže znatno rast.
Air freight carriers are expanding their operational capacities.
Letalski tovorni prevozniki širijo svoje zmogljivosti poslovanja.
However, the three main air-freight hubs in Germany — Frankfurt Main, Munich and Köln/Bonn are facing night flight capacity constraints.
Vendar se tri glavna vozlišča za zračni tovorni promet v Nemčiji – Frankfurt/Main, München in Köln/Bonn – soočajo z omejitvami nočnih letov.
In the event that Frankfurt Main Airport should have to discontinue its night flight operations or decrease the number of the night flights, Germany would face a serious air-freight capacity crunch.
Če bi letališče Frankfurt/Main ukinilo nočne lete ali zmanjšalo njihovo število, bi v Nemčiji nastala resna kriza zaradi pomanjkanja zmogljivosti za zračni tovorni promet.
In this context, the investment is in line with the Commission's 2007 Action Plan for Airport Capacity [58], which notes that ‘given the expected traffic evolution, Europe will face an ever growing gap between capacity and demand’ for airports and concludes that this ‘capacity crunch at airports poses a threat to the safety, efficiency and competitiveness of all actors involved in the air transport supply chain’ [59].
S tega stališča je naložba v skladu z Akcijskim načrtom za zmogljivost letališč Komisije iz leta 2007 [57], ki navaja, da bo pri letališčih „zaradi pričakovanega razvoja prometa Evropa soočena zneprestano naraščajočo vrzeljomed zmogljivostjo in povpraševanjem“ in ugotavlja, da to „pomanjkanje zmogljivosti na letališčihogrožavarnost, učinkovitost in konkurenčnost vseh akterjev, vključenih v dobavno verigo zračnega prevoza“ [58].
In the same Action Plan, the Commission highlights the need not only for more efficient use of existing runways, but also for ‘support for new infrastructure’ and underlines the importance of regional airports in order to address this capacity crunch.
V istem akcijskem načrtu Komisija poudarja potrebo ne le po učinkovitejši rabi obstoječih vzletno-pristajalnih stez, ampak tudi po „podpori novi infrastrukturi“, in opozarja na pomen regionalnih letališč pri reševanju krize zaradi pomanjkanja zmogljivosti.
The envisaged project forms part of the strategy for the development of the airport contained in the Trans-European Transport Network Outline Plan (2020 horizon) from 2004 as a ‘Community connecting point’.
Projekt je del strategije za razvoj letališča, ki je v okvirnem načrtu vseevropskega prometnega omrežja (časovni okvir do leta 2020) iz leta 2004 označeno kot „vozlišče Skupnosti“.
The airport is located in the region of Middle Germany (close to five major Trans-European transport axes and Pan-European corridors) between the axes from North to South Europe (i.e. Federal motorway A 9) and from the West to Eastern Europe (i.e. Federal motorway A 14) with an access to excellent rail and road network.
Letališče se nahaja v osrednji Nemčiji (blizu petih glavnih vseevropskih prometnih osi in panevropskih koridorjev) med dvema državnima avtocestama, ki povezujeta sever in jug Evrope (državna avtocesta A 9) ter zahodno in vzhodno Evropo (A 14). Letališče zagotavlja tudi odlično prometno povezavo z železniškim in cestnim omrežjem.
The access to rail and road network facilitates intermodality of freight transport and results in more efficient and environmentally friendly transport, and furthermore, contributes to sustainable development.
Dostop do železniškega in cestnega omrežja olajšuje kombinirani prevoz blaga ter omogoča učinkovitejši in okolju prijaznejši promet, poleg tega pa prispeva k trajnostnemu razvoju.
Therefore the project is in line with the ‘development of an integrated European air transport network’ as set out in Point 12 of the abovementioned Action Plan which notes that ‘it would be desirable to unlock existing latent capacity at regional airports provided that Member States respect Community legal instruments relating to state aids’.
Projekt je torej v skladu z „razvoj[em] integriranega evropskega omrežja zračnega prevoza“, kot določa točka 12 navedenega akcijskega načrta, ki navaja, da „bi bilo zaželeno odpreti obstoječe mirujoče zmogljivosti na regionalnih letališčih pod pogojem, da države članice spoštujejo regionalne instrumente Skupnosti, ki se nanašajo na državne pomoči“.
It is foreseen that the implementation of the project will have a positive impact on the entire region and will significantly influence its economic and social development.
Izvajanje projekta bi lahko imelo pozitiven učinek na celotno regijo ter bo pomembno vplivalo na njen gospodarski in socialni razvoj.
It will in particular improve access to the Region and increase its attractiveness for investors and visitors.
Predvsem se bo izboljšal dostop do regije ter povečala njena privlačnost za vlagatelje in obiskovalce.
This should have a positive on employment bearing in mind that unemployment is significantly higher in the Leipzig-Halle region than the national average.
Navedeno bo imelo tudi pozitivne učinke na zaposlenost, zlasti ker je brezposelnost v regiji Halle/Leipzig bistveno višja od državnega povprečja.
The investment work at stake will facilitate a better, safer, more environmentally friendly and more rational use of the existing infrastructure and will therefore improve airport safety, security and efficiency.
Obravnavane naložbe bodo spodbudile boljšo, varnejšo, okolju prijaznejšo in racionalnejšo rabo obstoječe infrastrukture, s čimer se bo izboljšala varnost in učinkovitost letališča.
The new alignment of the southern runway avoids that in the future densely populated areas in the north of Leipzig and in the south of Halle are over-flown.
Nova smer južne vzletno-pristajalne steze bo v prihodnje preprečevala, da bi gosto poseljena območja severno od Leipziga in južno od Halleja v prihodnosti trpela posledice zaradi preveč preletov.
In particular, an area of Leipzig, which is located close to the airport grounds at the head of the original southern runway, was affected by the noise because of the location of take-off and approach paths.
Zlasti del Leipziga, ki se nahaja v bližini letaliških površin ob vrhu prvotne južne vzletno-pristajalne steze, je bilo prizadeto zaradi hrupa, ker so se tam križale vzletne in pristajalne poti.
The most common prevailing wind direction, taken over the year and for individual months, is south-west.
Najpogostejša smer vetra, značilna za vse leto in za posamezne mesece, je proti jugozahodu.
The new alignment satisfies meteorological requirements enabling ILS CAT III (all weather) instrument flight operations.
Nova smer ustreza vremenskim zahtevam in omogoča delovanje instrumentnega letenja (stopnja obratovanja v vsakem vremenu – CAT III).
Furthermore, the distance between the two runways allows independent operation of air traffic, which was not the case previously for safety reasons because of risk of collision.
Poleg tega razdalja med vzletno-pristajalnima stezama omogoča neodvisno obratovanje zračnega prometa, kar prej ni bilo mogoče zaradi varnostnih razlogov (nevarnost trčenja).
The Commission can therefore conclude that the construction and operation of the infrastructure meets a clearly defined objective of general interest, being the development of an airport with a large air freight component in line with EU policy in this respect due account being taken of regional and environmental aspects and that this criterion of compatibility is fulfilled in the present case.
Ugotoviti je torej mogoče, da gradnja in delovanje infrastrukture služita jasno opredeljenemu cilju splošnega interesa, tj. razvoju letališča z velikim deležem tovornega prometa ob upoštevanju ustreznih regionalnih in okoljskih vidikov politik Skupnosti, ter da je to merilo združljivosti v tem primeru izpolnjeno.
the infrastructure is necessary and proportional to the objective which has been set
Infrastruktura je potrebna in sorazmerna z zastavljenim ciljem
The figures provided by the German authorities clearly show that the airport as currently laid out cannot meet expected growth foreseen in either passenger or freight traffic.
Podatki, ki so jih predložili nemški organi, jasno kažejo, da letališče v sedanjem stanju ne more uresničiti pričakovane rasti potniškega ali tovornega prometa.
As previously mentioned, it is expected that the airport will experience a gradual but significant increase in passenger and freight traffic over the lifetime of the new southern runway.
Kot je bilo pojasnjeno zgoraj, je v življenjski dobi nove južne vzletno-pristajalne steze na letališču predvidena postopna, a pomembna rast števila potnikov in obsega tovora.
In 2006 the airport handled 2.3 million passengers and according to estimates it will serve about 6-7 million passengers in 2010.
Leta 2006 so na letališče zabeležili 2,3 milijona potnikov in glede na ocene se bo to število leta 2010 povzpelo na 6–7 milijonov potnikov.
Further increase is expected in the future in the freight traffic operations in particular with regard to further night flights restrictions at other German airports (i.e. Frankfurt Main, Köln/Bonn etc.).
V prihodnosti je pričakovati dodatno tudi povečanje dejavnosti tovornega prometa, zlasti zaradi nadaljnjih omejitev nočnih letov na drugih nemških letališčih (Frankfurt/Main, Köln/Bonn itd.).
For various reasons the old southern runway was considered as deficient infrastructure not suitable for purpose.
Stara južna vzletno-pristajalna steza je iz različnih razlogov veljala za slabo infrastrukturo, ki ne ustreza svojemu namenu.
First, it has to be recalled that in the present case the old southern runway was built between 1957 and 1960.
Najprej je treba opozoriti, da je bila stara južna vzletno-pristajalna steza zgrajena med letoma 1957 in 1960.
The alignment of the old southern runway was decided on the basis of the military airspace structure of the former German Democratic Republic and not the meteorological requirements for aviation.
Oblika stare južne vzletno-pristajalne steze je bila določena na podlagi strukture vojaškega zračnega prostora nekdanje Nemške demokratične republike in ne na podlagi vremenskih zahtev za zračni promet.
Around 1980, defects (i.e. cracks in the pavement slabs, spalling and washout of the runway bed) had already started to appear.
Okrog leta 1980 so se že začele pojavljati poškodbe (razpoke, krušenje robnikov in spodkopavanje spodnjega ustroja).
In order to rectify these defects, a new concrete surface was built on top of the damaged runway in 1983/84.
Za odpravo teh pomanjkljivosti je bila v letih 1983/84 na poškodovano vzletno-pristajalno stezo nanesena nova betonska plast.
However, the new concrete surface was not connected to the original surface and the renewal of the runway was only superficial and proved to be inadequate.
Vendar ta betonska plast ni bila povezana s prvotno površino, tako da je bila obnova vzletno-pristajalne steze le površinska in se je izkazala za nezadostno.
This inadequacy became particularly apparent from 1990 on, when the runway was used much more often.
To je postalo zlasti očitno po letu 1990, ko se je vzletno-pristajalna steza veliko pogosteje uporabljala.
For example, cracks in the lower surface created cracks in the new upper surface causing extensive spalling and major longitudinal distortions at both ends of the runway which resulted in pavement buckling.
Zaradi razpok v spodnji plasti so na primer nastale razpoke v novi zgornji plasti, kar je povzročilo precejšnje krušenje robnikov in večje vzdolžne deformacije na obeh koncih vzletno-pristajalne steze ter s tem upogibanje tal.
Buckling of the pavement poses a serious danger to aviation safety when pavement blowups occur in summer as a result of higher temperatures.
Upogibanje tal resno ogroža varnost prometa, ko se poleti zaradi višjih temperatur tla začnejo upogibati.
The consequences of this were an increasing level of damage and expensive and disproportional maintenance.
Posledica tega sta bila vedno večja škoda ter drago in nesorazmerno vzdrževanje.
In addition, the original southern runway was 2500 m long and as such could only be used for short-haul flights.
Poleg tega je bila prvotna južna vzletno-pristajalna steza dolga 2500 m in se je kot taka lahko uporabljala le za polete na kratke razdalje.
It could not be used for fully loaded aircraft weighing more than 30 t. Consequently, the efficiency of Leipzig Airport was seriously impaired (aircraft of the types Boeing B 747, B 767 and McDonnell Douglas MD 11 when fully fuelled and loaded require runways of between 2925 m und 3320 m for take-off).
Ni je bilo mogoče uporabljati za polno natovorjena letala s težo več kot 30 t. Zato je bila učinkovitost letališča Leipzig resno oslabljena (letala vrst Boeing B 747, B 767 in McDonnell Douglas MD 11, ki so polno natovorjeni, za vzlet zahtevajo vzletno-pristajalne steze z dolžino med 2925 m in 3320 m).
This deficiency also significantly increases the likelihood of interruptions in operations (e.g. in the event of the northern runway being closed).
Zaradi te pomanjkljivosti se tudi bistveno poveča verjetnost motenj delovanja (npr. v primeru zaprtja severne vzletno-pristajalne steze).
Also from the aviation safety perspective it was necessary to adapt the alignment of the old southern runway.
Sprememba smeri stare južne vzletno-pristajalne steze je bila prav tako potrebna z vidika varnosti prometa.
Even with aircraft landing in the westerly direction, the two runways could not operate in parallel because there was always a possibility that approaching planes would have to abort the landing and take off again in order to avoid a collision.
Tudi ob pristankih v smeri proti zahodu vzletno-pristajalni stezi nista mogli obratovati hkrati, ker bilo vedno treba upoštevati, da so morala letala prekinjati pristajanje in ponovno pospeševati hitrost zaradi preprečitve trčenj.
Therefore, the German Air Traffic Control Service (Deutsche Flugsicherung GmbH, DFS) had to treat the two runways as if they were a single runway for flight operations.
Zato je morala nemška služba za kontrolo zračnega prometa (Deutsche Flugsicherung GmbH, DFS) vzletno-pristajalni stezi obravnavati kot eno samo vzletno-pristajalno stezo za zračni promet.
In view of the conditions mentioned above, the maximum number of take-offs and landings which could occur on the original runway was calculated and a simulation conducted on the basis of the forecast flight schedule for a freight hub at Leipzig Airport.
Ob upoštevanju navedenih pogojev je bilo izračunano največje število vzletov in pristankov na uro, ki jih je bilo mogoče na prvotni vzletno-pristajalni stezi, poleg tega je bila opravljena simulacija na podlagi predvidenega voznega reda letov na vozlišču za prevoz tovora na letališču Leipzig/Halle.
The results of the simulation of the forecast flight schedule showed there would be significant time delays for planes taking off and landing during peak hours.
Rezultati simulacije predvidenega voznega reda letov so pokazali velike zamude pri vzletih in pristankih v prometnih konicah.
Planes landing could, on average, expect to wait around 21 minutes (in both directions of operation) and planes departing around six minutes.
Zamuda pri pristankih je v povprečju znašala približno 21 minut (v obeh smereh obratovanja), pri vzletih pa približno šest minut.
In specific cases, there were even delays of between 30 minutes and one hour for landings, and up to 18 minutes for take-offs.
V posameznih primerih so zamude pri pristankih trajale celo od 30 minut do ene ure, pri vzletih pa do 18 minut.
As noted previously, the capacity of the airport to obtain finance other than from or through the intercession of its public shareholders is very limited and therefore an aid intensity of 100 % was necessary.
Kot je bilo omenjeno, so možnosti letališča, da pridobi finančna sredstva od njegovih javnih delničarjev ali prek njih, skoraj nične, zato je bila potrebna 100-odstotna intenzivnost pomoči.
The German authorities have been able to show that all of the infrastructure that they will undertake and finance are necessary to attain the goals that they have set and the project is not disproportionately large or elaborate.
Nemški organi so dokazali, da je vsa infrastruktura, ki so jo načrtovali in financirali, nujna za uresničitev zastavljenih ciljev, ter da projekt ni nesorazmerno velik ali zapleten.
Thus, taking all of the above considerations into account the Commission can reach the conclusion that the infrastructure in question is necessary and proportional to the objectives which have been set.
Zato ob upoštevanju vseh navedenih vidikov Komisija ugotavlja, da je zadevna infrastruktura potrebna za uresničitev zastavljenih ciljev in primerna.
the infrastructure has satisfactory medium-term prospects for use, in particular as regards the use of existing infrastructure
Srednjeročni obeti za uporabo infrastrukture, zlasti obstoječe, so zadovoljivi
Due to its location in the centre of Europe and its surrounding market of approximately 7 million persons within 100 km of the airport and its location next to excellent road and rail infrastructure the airport has large growth potential.
Zaradi svojega položaja v središču Evrope, na trgu s približno 7 milijoni ljudi v razdalji 100 km pasu od letališča ter bližine odličnega cestnega in železniškega omrežja ima letališče velik potencial za rast.
As previously stated, the air freight sector is showing considerable growth rates (i.e. average growth rate in international passenger transport between 2002 and 2006 of approximately 7.4 % and on the freight side 6.2 %) [60].
Kot je že bilo pojasnjeno, sektor zračnega tovornega prometa dosega precejšnje stopnje rasti (povprečna stopnja rasti mednarodnega potniškega prometa med letoma 2002 in 2006 je bila približno 7,4 %, tovornega prometa pa 6,2 %) [59].
However, the current airport capacities are facing night flight constraints.
Vendar se sedanje zmogljivosti letališča zdaj soočajo z omejitvami nočnih letov.
With regard to the freight growth at Leipzig airport the German authorities expect high growth rates in the first years and as from 2013 an average growth rate of 3 %.
Nemčija pričakuje, da se bo obseg tovornega prometa na letališču Leipzig v prvih nekaj letih močno povečal, od leta 2013 naprej pa pričakuje bolj konzervativno, 3-odstotno povprečno stopnjo rasti.
In comparison, IATA expects an average annual growth rate for 2007-2011 for passengers of about 5.1 % and freight of 4.8.
V primerjavi s tem IATA v obdobju 2007–2011 napoveduje povprečno 5,1-odstotno letno stopnjo rasti za potniški promet in 4,8-odstotno stopnjo rasti za tovorni promet.
The German authorities forecasted (in 1999) about 4 million passengers in 2004 and 6-7 million passengers in 2010.
Nemški organi so leta 1999 napovedali približno 4 milijone potnikov v letu 2004 in 6–7 milijonov potnikov v letu 2010.
According to the German authorities a more recent study expects an increase from 2.1 million passengers in 2005 to 4.8 million passengers per year.
Po navedbah Nemčije na podlagi novejše študije izračuni izhajajo iz predpostavke, da se bo število potnikov povečalo z 2,1 milijona (v letu 2005) na 4,8 milijona potnikov na leto.
Thus, in the medium term, the new infrastructure offers good perspectives for use, especially in relation to existing infrastructure, which the planned works will optimise.
Torej so srednjeročni obeti za uporabo nove infrastrukture, zlasti v povezavi z obstoječo infrastrukturo, ki se bo z načrtovanimi deli optimizirala, dobri.
all potential users of the infrastructure have access to it in an equal and non-discriminatory manner
Vsi potencialni uporabniki infrastrukture imajo enakopraven in nediskriminatoren dostop do nje
As indicated by the German authorities, all potential users (airlines) will have access to the new infrastructure on an equal and non-discriminatory basis.
Kot so navedli nemški organi, bodo imeli vsi potencialni uporabniki (letalski prevozniki) enakopraven in nediskriminatoren dostop do nove infrastrukture.
DHL will use the new southern runway only 19 % of the time amounting to only 9.4 % of the overall capacity of the airport as a whole.
Družba DHL bo novo južno vzletno-pristajalno stezo uporabljala le 19 % obratovalnega časa, kar ustreza le 9,4 % skupne zmogljivosti celotnega letališča.
With regard to the use of the runway capacity by DHL the Commission notes, that in most (hub) airports it is not unusual that the incumbent airline utilise approximately 60 — 80 % of the overall runway capacity, effectively functioning as anchor tenants.
V zvezi z uporabo zmogljivosti vzletno-pristajalne steze s strani družbe DHL Komisija ugotavlja, da na večini letališč (vozlišč) ni neobičajno, da uveljavljeni letalski prevozniki, ki delujejo kot ključni najemniki, uporabljajo približno 60–80 % skupne zmogljivosti vzletno-pristajalne steze.
This phenomenon is also becoming more prevalent in the low cost sector in their use of regional or secondary airports.
Ta pojav je vedno pogostejši tudi v sektorju nizkocenovnih prevoznikov, ki uporabljajo regionalna ali sekundarna letališča.
The reservation of certain time frames (in effect slots) to DHL reflects the commercial reality of the express cargo business.
Rezervacija določenih časovnih blokov (slotov) za družbo DHL odraža realnost storitev hitre dostave tovora.
Moreover, in the present case, Leipzig Airport is not a congested airport (‘slot-constrained’ airport) and therefore, there are no capacity restrictions.
Poleg tega letališče Leipzig ni prezasedeno letališče (z omejenim številom slotov), zato nima omejitev zmogljivosti.
This means that the reservation of certain time frames does not have a negative impact on DHL's competitors.
To pomeni, da rezervacija določenih časovnih blokov nima negativnega vpliva na konkurente družbe DHL.
This has been largely confirmed by the observations received from cargo operators and passenger air carriers (i.e. Panalpina, Jade Cargo International, Ruslan-Salis, Lufthansa Cargo, CARGOLUX Condor etc.).
To potrjujejo tudi pripombe, ki so jih predložili letalski prevozniki tovora in potnikov (med drugimi Panalpina, Jade Cargo International, Ruslan-Salis, Lufthansa Cargo, CARGOLUX Condor).
With regard to the allocation of time frames (or slots) in Leipzig/Halle airport as with most (uncongested) airports the available slots are allocated on a ‘first come first served’ basis.
Kar zadeva dodelitev časovnih blokov (ali slotov) na letališču Leipzig/Halle, se razpoložljivi sloti kot na večini (neprezasedenih) letališč dodelijo na podlagi vrstnega reda zahtevkov (kdor prej pride, ima prednost).
It should however be recalled that such ‘rights’ cannot derogate from Community or national law.
Kljub temu je treba opozoriti, da te „pravice“ ne smejo biti v nasprotju z zakonodajo Skupnosti ali nacionalno zakonodajo.
In this regard, the Commission takes this opportunity to remind the German authorities that in the case of congestion of Leipzig/Halle airport they must carry out a capacity analysis in accordance with the provisions of Council Regulation No 95/93 (as amended) on common rules for the allocation of slots at Community airports [61].
V zvezi s tem Komisija ob tej priložnosti nemške organe opozarja, da morajo v primeru prezasedenosti letališča Leipzig/Halle opraviti analizo zmogljivosti v skladu z določbami Uredbe Sveta št. 95/93 o skupnih pravilih dodeljevanja slotov na letališčih Skupnosti [60].