natgillin/translations-raw huggingface dataset:
Given that the decision to finance the infrastructure was made before that date, Germany argues that the old guidelines must be applied.
Ker je bila odločitev o financiranju infrastrukture sprejeta pred tem datumom, je Nemčija mnenja, da je treba uporabiti stare smernice.
Furthermore, a negative Commission decision would violate the principle of legitimate expectation.
Razen tega bi negativna odločitev Komisije pomenila kršitev načela zaupanja v pravo.
A prudent airport operator would not have foreseen that state-funding of regional airport infrastructure would be assessed against the rules on state aid.
Preudaren upravljavec letališča ne bi predvidel, da se bodo državna sredstva za financiranje infrastrukture regionalnih letališč ocenjevala po pravilih za državno pomoč.
This assessment was first made in the 2005 Commission decisions involving German regional airports and Antwerp Airport [11]; which were adopted after the decision to rebuild the southern runway at Leipzig/Halle.
Ta ocena je bila prvič opravljena v odločbah Komisije iz leta 2005, ki sta obravnavali nemška regionalna letališča in letališče Antwerp [12]; ki sta bili sprejeti po odločitvi za obnovo južne vzletno-pristajalne steze na letališču Leipzig/Halle.
Germany further argues that in Decision C 27/07 concerning Flughafen Berlin Schönefeld [12] the Commission acknowledged that the Aéroports de Paris decision only refers to the management of an international hub.
Nemčija nadalje trdi, da je Komisija v odločbi o letališču Flughafen Berlin Schönefeld [13] (C 27/07) priznala, da se odločba o Aéroports de Paris nanaša le na upravljanje velikega mednarodnega letališča.
The Commission itself explicitly remarked in Flughafen Berlin Schönefeld that this approach was expanded to all kinds of airports by the 2005 Guidelines.
Komisija je v odločbi o letališču Flughafen Berlin Schönefeld izrecno navedla, da je ta pristop v Smernicah iz leta 2005 razširjen na vse vrste letališč.
Therefore the enlargement of the scope of application of State Aid law is not based on case law but on a political decision of the Commission from 2005, which cannot therefore be retroactively applied.
Zato širitev področja uporabe zakona o državni pomoči ne temelji na sodni praksi, ampak na politični odločitvi Komisije iz leta 2005, ki je zato ni mogoče uveljavljati retroaktivno.
Finally, Germany argues that there is no recipient of state aid where the state transfers responsibility of the operation of infrastructure to a different body whose sole reason for existence is the administration of the infrastructure.
Končno, Nemčija trdi, da ni nobenega prejemnika državne pomoči, kadar država prenese odgovornost za upravljanje infrastrukture na drug organ, ki je ustanovljen samo za upravljanje infrastrukture.
Germany states that in the event that this reasoning is not accepted, the 2005 Guidelines foresee that the financing of activities that normally fall within the State's sovereign responsibilities do not fall within the scope of state aid rules.
V primeru, da Komisija ne bi sprejela te utemeljitve, Nemčija opozarja, da je po Smernicah iz leta 2005 financiranje dejavnosti, ki navadno spadajo med pristojnosti države, ne spada v področje uporabe pravil o državni pomoči.
This applies to the areas of safety, air traffic control, police, customs, air navigation etc (see section 3.1.4 below).
To velja za področja varnosti, nadzora zračnega prometa, policije, carine, zračne navigacije itd. (glej odstavek 3.1.4 spodaj).
Germany points out that, according to the new state aid policy of the Commission, the airport operator can be an undertaking within the meaning of Article 87(1) EC and therefore recipient of aid.
Nemčija poudarja, da je v skladu z novo politiko državne pomoči Komisije, upravljavec letališča lahko podjetje v smislu člena 87(1) Pogodbe ES in je zato lahko tudi prejemnik pomoči.
However, at the same time that operator shall be deemed to be the ‘owner of the infrastructure’ and donor of aid to DHL by the framework agreement.
Vendar se ta upravljavec hkrati obravnava kot „lastnik infrastrukture“, ki družbi DHL dodeli pomoč na podlagi okvirnega sporazuma.
In its view these two roles are incompatible.
Meni, da sta ti dve vlogi nezdružljivi.
Application of the market economy investor principle
Uporaba načela tržnega vlagatelja
Germany maintains that this case is covered by the exemption in the 1994 guidelines, thus rendering an analysis of the facts under the market economy investor principle unnecessary.
Nemčija vztraja, da ta primer pokriva izjema v smernicah iz leta 1994, zaradi česar analiza dejstev na podlagi načela tržnega vlagatelja ni potrebna.
In the event that the Commission comes to the contrary conclusion, Germany conducted the following analysis of the market economy investor principle with reference to three scenarios:
Za primer, da bi Komisija prišla do nasprotnega sklepa, je Nemčija izvedla naslednjo analizo načela tržnega vlagatelja za tri scenarije:
status quo;
ohranitev obstoječega stanja;
expansion without knowledge that DHL would base its operations at Leipzig Airport; and
širitev ob domnevi, da družba DHL sedeža svojih dejavnosti ne bo prenesla na letališče Leipzig in
expansion in the knowledge that DHL would base its operations at Leipzig Airport.
širitev ob domnevi, da bo družba DHL sedež svojih dejavnosti prenesla na letališče Leipzig.
In this regard, Germany argues that the test must be applied to the situation on 9 December 2005, when the 2005 Guidelines came into force, rather than to the actual decision of the supervisory board of 4 November 2004.
V zvezi s tem Nemčija trdi, da bi bilo treba pri tem preskusu upoštevati razmere na dan 9. decembra 2005, ko so začele veljati smernice iz leta 2005, ne pa dejanske odločitve nadzornega odbora z dne 4. novembra 2004.
Thus Germany submits that the test is whether a private investor would have continued with the construction of the second runway rather than maintain the status quo given the known facts on 9 December 2005.
S preskusom bi bilo torej treba preveriti, ali bi zasebni vlagatelj glede na dejstva, ki so bila znana 9. decembra 2005, nadaljeval z gradnjo druge vzletno-pristajalne steze ali pa bi ohranil obstoječe stanje.
Germany's calculations, as presented below in recitals 55 and 56, are based on the Commission's calculations from the opening of procedure and the company's discounted value at the end of its lifetime (2042).
Izračuni Nemčije, kot so prikazani v uvodnih izjavah 55 in 56 spodaj, temeljijo na izračunih Komisije z začetka postopka in znižani vrednosti podjetja ob koncu njegovega življenjskega obdobja (2042).
A distinction is drawn between investments made before and after 9 December 2005.
Naložbe pred ali po 9. decembru 2005 so ločene.
Status Quo: The airport is reliant upon its two runways but operates within certain limitations: for example there is a weight restriction in place on the southern runway of 30 tonnes; the maximum hourly traffic is limited to 38-42 takeoffs and landings (amounting to around 30000 annually); and there are only 60 aircraft parking bays.
Obstoječe stanje: dve vzletno-pristajalni stezi obratujeta soodvisno, kar omejuje delovanje letališča: na primer, na južni vzletno-pristajalni stezi velja omejitev teže 30 ton, maksimalen urni promet je omejen na 38–42 vzletov in pristankov (letno je teh približno 30000) in na voljo je le 60 parkirnih prostorov za zrakoplove.
Expansion without knowledge that DHL would base its operations at Leipzig Airport: Germany argues that even without DHL choosing to base its operations at Leipzig, the airport needed increased capacity to support higher levels of freight traffic and night flights due to the expected imposition of restrictions on night flights at Frankfurt/Main Airport.
Širitev ob domnevi, da družba DHL sedeža svojih dejavnosti ne bo prenesla na letališče Leipzig: Nemčija trdi, da je letališče, tudi če se družba DHL ne bi odločila, da Leipzig izbere za sedež svojih dejavnosti, potrebovalo več zmogljivosti, da bi omogočilo večji obseg tovornega prometa in nočnih letov zaradi pričakovane uvedbe omejitev za nočne lete na letališču Frankfurt/Main.
For the years 2013-2018, a further displacement of 100000 tonnes of air freight is expected due to other airports reaching capacity restrictions.
V obdobju 2013–2018 se pričakuje nadaljnja premestitev 100000 ton tovora za zračni prevoz letno, ker bodo tudi druga letališča dosegla omejitve zmogljivosti.
From 2019 onwards, the German authorities predict an annual growth rate of 3 %.
Od leta 2019 naprej nemški organi predvidevajo 3-odstotno letno stopnjo rasti.
They argue that this is a conservative estimate based on a report by ProTransAG [13] which forecasts annual growth rates of 8 to 10 % in the express services market.
Trdijo, da je to konzervativna ocena, ki temelji na poročilu ProTransAG [14], ki napoveduje 8 do 10-odstotne letne stopnje rasti na trgu storitev hitre dostave.
Expansion with DHL: For the scenario of an expansion with DHL the effects of the relocation of an express service provider to the airport Leipzig/Halle are particularly considered as from 2008.
Širitev ob domnevi, da bo družba DHL prenesla sedež svojih dejavnosti na letališče Leipzig: pri scenariju s širitvijo z družbo DHL se upoštevajo predvsem učinki selitve ponudnika storitev hitre dostave na letališče Leipzig/Halle od leta 2008 naprej.
The forecast scenario ‘Expansion with DHL’ is stated to be a conservative one, a realistic middle scenario would reach a considerable better results.
Napoved „širitev z družbo DHL“ je po navedbah konzervativna, realen vmesni scenarij bi dosegel precej boljše rezultate.
Hence the scenarios of expansion particularly differ in the early stage.
Zato se scenariji širjenja razlikujejo zlasti na zgodnji stopnji.
Due to the establishment of DHL at the airport there is a considerably steeper increase of the development of sales.
Zaradi premestitve družbe DHL na letališče se je razvoj prodaje precej povečal.
The development of the new southern runway is based on the same capital outlay in all scenarios, independently of the DHL settlement with earlier increases in turnover.
Razvoj nove južne vzletno-pristajalne steze temelji na enakih izdatkih za osnovna sredstva pri vseh scenarijih, neodvisno od preselitve družbe DHL in s tem povezanega zgodnejšega povečanja prometa.
Only the extension investments at the freight aprons are not made until 2012 in the scenario ‘Expansion without DHL’, according to the capacity requirements.
Le naložbe v razširitev letaliških ploščadih za tovorni promet v scenariju „širitev brez družbe DHL“ glede na potrebe po zmogljivostih niso upoštevane do leta 2012.
In order to compare payment flows occurring at different times, the German authorities have in their calculations applied a discount factor of 6,5 % (this rate is adjusted for inflation, the nominal discount rate being 7 %).
Za primerjavo plačilnih tokov, ki se izvajajo ob različnem času, so nemški organi pri svojih izračunih uporabili diskontni faktor 6,5 % (nominalna diskontna stopnja je znašala 7 % in je bila prilagojena inflaciji).
This discount factor was determined using the Capital Asset Pricing Model (hereinafter: CAPM) and was based on the following assumptions:
Ta diskontni faktor je bil določen s pomočjo modela ocenjevanja dolgoročnih sredstev (Capital Asset Pricing Model, v nadaljnjem besedilu: CAPM) in temelji na naslednjih predpostavkah:
Risk-free rate at the end of 2005 of German government bonds of 3,75 %
obrestna mera nemških državnih obveznic je ob koncu leta 2005 znašala 3,75 %;
Market risk premium (based on the risk of volatility or variation of the yield of a portfolio reflecting the overall market) of about 5 % based on an expert source [14]
premija tržnega tveganja (na podlagi tveganja nestanovitnosti ali razlik pri dohodku portfelja, ki odraža celoten trg) približno 5 % na podlagi strokovnega vira [15];
A ‘beta’‘β’ representing the relation between the market risk and the risk involved in a specific investment.
„Beta“„β“, ki predstavlja odnos med tržnim tveganjem in tveganjem, ki je povezano s posamezno naložbo.
The German authorities based their beta of regional airports in the published report of PriceWaterhouseCoopers amounting to 0,65.
Nemški organi so beta faktor za regionalna letališča določili na podlagi objavljenega poročila PriceWaterhouseCoopers in znaša 0,65;
A rate of inflation of approximately 0,50 % has been taken into consideration [15].
upoštevana stopnja inflacije je znašala približno 0,5 % [16].
Comparison of the ‘Status Quo’, ‘Expansion without DHL’ and ‘Expansion with DHL’ scenarios
Primerjava scenarijev z obstoječim stanjem, širitvijo brez družbe DHL in širitvijo z družbo DHL
Status Quo
Ohranitev obstoječega stanja
Expansion without DHL
Širitev brez družbe DHL
Expansion with DHL
Širitev z družbo DHL
Investment costs 2006-2042
Stroški naložbe 2006–2042
Discounted value of the company at the end of its lifetime
Diskontna vrednost podjetja ob koncu njegove življenjske dobe
Furthermore, the German authorities argue that a correction of the status quo scenario should be made in order to include purchase commitments and deconstruction costs.
Razen tega nemški organi trdijo, da je potreben popravek pri scenariju z obstoječim stanjem, da se vključijo bonifikacije in stroški rušenja.
The airport had entered into obligations totalling EUR 108,3 million, which would have had to be paid out even if all construction work had been halted.
Letališče je že prevzelo obveznosti v skupnem znesku 108,3 milijona EUR, ki bi jih bilo treba plačati, tudi če bi se ustavila vsa gradbena dela.
Furthermore a return to ‘status quo’ would have necessitated deconstruction work costing an estimated EUR 100 million.
Razen tega bi vrnitev k obstoječemu stanju zahtevala rušilna dela, za katera bi bilo po ocenah potrebnih 100 milijonov EUR.
Comparison of the ‘Status Quo’ and ‘Expansion with DHL’ scenarios, taking into account purchase commitments and deconstruction costs
Primerjava scenarijev z obstoječim stanjem in širitvijo z družbo DHL, ki upošteva bonifikacije in stroške rušenja
Discounted value of the company at the end of the lifetime
Diskontna vrednost podjetja ob koncu njegove življenjske dobe
Purchase commitments
Bonifikacija
Deconstruction costs
Stroški rušenja
Furthermore, the German authorities have informed the Commission by letters of 9 April 2008 that the previously carried out calculation in the context of the market economy principle include investments and operating costs with regard to security and safety measures that fall within the public policy remit and are outside the State aid control.
Razen tega so nemški organi z dopisom z dne 9. aprila 2008 Komisijo obvestili, da predhodno opravljen izračun v okviru načela tržnega gospodarstva vključuje stroške naložb in poslovanja v zvezi z varnostnimi ukrepi, ki spadajo na področje javne politike in so zunaj nadzora državne pomoči.
Therefore, those costs should not be taken into account in the present calculation.
Zato se ti stroški ne bi smeli upoštevati v tem izračunu.
Comparison of the ‘Status Quo’, ‘Expansion without DHL’ and ‘Expansion with DHL’ scenarios without the investment and operating costs into security and safety measures
Primerjava scenarijev z obstoječim stanjem, širitvijo brez družbe DHL in širitvijo z družbo DHL brez stroškov naložb in poslovanja za varnostne ukrepe
Non-commercial activities
Negospodarske dejavnosti
While maintaining its position that the financing of the expansion of the southern runway at Leipzig/Halle Airport is a general economic measure which as such is, as a whole, not subject to state aid control, the German authorities have provided the Commission with information regarding investments undertaken within the measure under examination which in their opinion fall within the areas of safety, air traffic control, police, customs, air navigation etc (see Table below).
Medtem ko vztrajajo pri svojem stališču, da je financiranje širitve južne vzletno-pristajalne steze na letališču Leipzig/Halle splošen gospodarski ukrep, ki kot tak v celoti ni predmet nadzora državne pomoči, so nemški organi Komisiji predložili informacije v zvezi z naložbami, ki so bile izvedene v okviru ukrepa v preiskavi, ki po njihovem mnenju spadajo na področje varnosti, nadzora zračnega prometa, policije, carine, zračne navigacije itd. (glej tabelo spodaj).
These investments are detailed in recitals 58 to 69.
Te naložbe so natančno opredeljene v uvodnih izjavah 58–69.
Investments into security and safety measures 2006-2042 in EUR (nominal values)
Naložbe v varnostne ukrepe 2006–2042 v EUR (nominalne vrednosti)
Total amount of the investments into security and safety measures 2006-2042
Skupni znesek naložb v varnostne ukrepe 2006–2042 v EUR
Status quo
Obstoječe stanje
Extension without DHL
Širitev brez družbe DHL
Extension with DHL
Širitev z družbo DHL
Public Safety
Javna varnost
Fence
Ograja
Fencestreet
Ograja ob cesti
Control point 2
Nadzorna točka 2
Control point 4
Nadzorna točka 4
Control point 1
Nadzorna točka 1
Security and control system
Varnostni in nadzorni sistem
Access control system south
Sistem za nadzor dostopa, jug
Integrated control center
Integrirano nadzorno središče
Integrated control center equipment
Integrirano nadzorno središče, oprema
Video equipment south
Videooprema, jug
Veterinary border control
Veterinarska mejna kontrola
Firefighting
Gašenje požarov
Interim fire brigade south
Začasna gasilska enota, jug
Firefighting and rescue equipment
Oprema za gašenje požarov in reševanje
Operational Safety
Varnost obratovanja
Uninterruptible Power Supply (UPS) Apron 4/5
Neprekinjeno napajanje z električno energijo (USV); letališka ploščad 4/5
Uninterruptible Power Supply (UPS) South/West
Neprekinjeno napajanje z električno energijo (USV); jug/zahod
Uninterruptible Power Supply (UPS) South/East
Neprekinjeno napajanje z električno energijo (USV); jug/vzhod
Transformer station
Transformatorska postaja
High and low voltage cabling for German Weather Service (DWS)
Visoko- in nizkonapetostni kabli za nemško vremensko službo (DWS)
High and low voltage cabling for German air traffic control (DFS)
Visoko- in nizkonapetostni kabli za nemški nadzor zračnega prometa (DFS)
Navigation lights
Navigacijske luči
Navigation lights runway south
Navigacijske luči, vzletno-pristajalna steza, jug
Navigation lights new aprons
Navigacijske luči, nove letališke ploščadi
In addition to investments, the German authorities draw the attention of the Commission to costs arising from the ongoing operational expenses (materials and personnel costs) for the relevant areas.
Poleg naložb nemški organi pozornost Komisije usmerjajo k stroškom, ki izhajajo iz stalnih stroškov poslovanja (materiali in stroški dela) za zadevna področja.
They refer in this respect to the 2005 Guidelines, pursuant to which in general, ‘activities that normally fall under State responsibility in the exercise of its official powers as a public authority’ do not fall within the scope of the Guidelines (see points 33 and 54 of the Guidelines).
V zvezi s tem se sklicujejo na smernice iz leta 2005, v skladu s katerimi za „dejavnosti, ki običajno spadajo pod odgovornost države v izvrševanju njenih posebnih pravic kot javne oblasti“ smernice na splošno ne veljajo (glej točki 33 in 54 smernic).
The German authorities have deducted from these costs the revenue resulting from security charges according to § 8(3) of the Aviation Security Act (Luftsicherheitsgesetz, hereinafter: LuftSiG).
Nemški organi so od teh stroškov odšteli prihodek, ki izhaja iz varnostnih pristojbin v skladu s členom 8(3) zakona o letalski varnosti (Luftsicherheitsgesetz, v nadaljnjem besedilu: LuftSiG).
This revenue concerns charges for the passenger control at the airport.
Ta prihodek zadeva pristojbine za nadzor potnikov na letališču.
Total operating security and safety cost and revenue 2006-2042 in EUR (nominal values)
Skupni stroški in prihodki varnostnih ukrepov in pristojbin za obdobje 2006–2042 v EUR (nominalne vrednosti)
Operation security cost and revenue 2006-2042
Stroški in prihodki varnostnih ukrepov in pristojbin 2006–2042 v EUR
material cost
Materialni stroški
personnel cost
Stroški osebja
other cost
Drugi stroški
Sum security cost (1) + (2) + (3) + (4)
Vsota varnostnih stroškov (1) + (2) + (3) + (4)
Security charges
Varnostne pristojbine
Total (5)-(6)
Skupaj (5)–(6)
The safety facilities and the security measures carried out correspond to obligations for airport operators arising from national legislation, namely the Aviation Security Act (LuftSiG), as well as the Air Traffic Act (Luftverkehrsgesetz, hereinafter: LuftVG) and the recommendations of the International Civil Aviation Organisation (ICAO) regarding measures to avert danger to aviation in the planning, construction and operation of commercial airports.
Varnostne zmogljivosti in varnostni ukrepi, ki se izvajajo, ustrezajo obveznostim za upravljavce letališč, ki jih zahtevajo nacionalna zakonodaja, in sicer Zakon o letalski varnosti (LuftSiG) in Zakon o zračnem prometu (Luftverkehrsgesetz, v nadaljnjem besedilu: LuftVG), ter priporočila mednarodne organizacije za civilno letalstvo (ICAO) v zvezi z ukrepi za izognitev nevarnostim za letalski promet pri načrtovanju, gradnji in delovanju komercialnih letališč.
In order to avoid unauthorised access to the secured area of the airport all persons, vehicles and goods have to pass through access control points, which are equipped with secured gates, x-rays and hand probes.
Da se prepreči nepooblaščen dostop do varovanih območij letališča, morajo vse osebe, vozila in blago skozi točke za nadzor dostopa, ki so opremljene z zavarovanimi prehodi, rentgenskimi napravami in ročnimi sondami.
A security and control system is used to operate and supervise access to the security area.
Varnostni in nadzorni sistem se uporablja za upravljanje in nadzor dostopa do varnostnega območja.
The security control centre also allows access to the hazard alert system (i.e. fire detectors and building technology centre etc.) and the access control system (i.e. burglary, hold-up alarm system, video control monitoring etc.).
Središče za varnostni nadzor je povezano tudi s sistemom za opozarjanje na nevarnost (požarni detektorji, tehnični center zgradbe itd.) in sistemom za nadzor dostopa (alarmni sistemi za opozarjanje na vlome in nasilne rope, spremljanje z video nadzorom itd.).
Because of the change in the alignment of the new southern runway it was necessary to re-build the perimeter fence and furthermore to construct two additional access control points (control points 2 and 4).
Zaradi spremembe trase nove južne vzletno-pristajalne steze je bilo treba ponovno postaviti varnostno ograjo in vzpostaviti dve dodatni točki za nadzor dostopa (nadzorni točki 2 in 4).
Moreover, the security measures listed must be set out by the operator in an aviation security programme within the meaning of Article 5(4) of Regulation 2320/2002 [16] which must be presented for approval to the Aviation Safety Agency.
Razen tega mora naštete varnostne ukrepe določiti upravljavec v programu varnosti civilnega letalstva v skladu s členom 5(4) Uredbe št. 2320/2002 [17], ki mora biti predložen v odobritev pristojnemu organu.
The operator of a commercial airport is obliged to perform the security measures provided for in the approved aviation security programme.
Upravljavec komercialnega letališča mora izvajati varnostne ukrepe, ki so določeni v odobrenem programu varnosti civilnega letalstva.
The aviation security programme of Leipzig/Halle Airport was approved by the Air Traffic Department of the Ministry for Economic Affairs and Labour of Land Sachsen on 25 October 2007.
Program varnosti civilnega letalstva letališča Leipzig/Halle je odobril oddelek za zračni promet Ministrstva za gospodarstvo in delo dežele Saške 25. oktobra 2007.
In order to comply with the obligations arising from the Aviation Security Act, the airport operates its own security department.
Da bi izpolnilo obveznosti, ki izhajajo iz zakona o letalski varnosti, ima letališče svoj lasten varnostni oddelek.