natgillin/translations-raw huggingface dataset:
Moreover, after the change in the political situation, the site was no longer in good conditions.
Poleg tega je letališče Schönefeld od središča mesta bolj oddaljeno kot letališči Tempelhof in Tegel, zato za nekatere kategorije potnikov in letalskih prevoznikov ni bilo tako zanimivo kot ti dve letališči.
Large investments had thus to be made in the 1990s to bring the site up to West European security standards.
Tri berlinska letališča so zaradi zgodovinskih razlogov prvotno upravljale tri različne družbe.
Furthermore, Schönefeld is more remote to the city centre than Tempelhof and Tegel and for that reason, was perceived as less attractive than these two airports at least by certain categories of passengers and airlines.
Z združitvijo Nemčije so se združile v en sam holding, tj. Berlin Brandenburg Flughafen Holding GmbH (v nadaljnjem besedilu: holding BBF), ki je bil v skupni lasti dežel Berlin in Brandenburg (vsaka 37 %) in nemške zvezne vlade (26 %).
The three Berlin airports were originally operated by different companies for historical reasons.
Ta holding je imel do leta 2003 v lasti dve odvisni družbi, in sicer Berliner Flughafen-Gesellschaft mbH (v nadaljnjem besedilu: družba BFG), ki je upravljala letališči Tegel in Tempelhof, in Flughafen Berlin-Schönefeld GmbH (v nadaljnjem besedilu: družba FBS), ki je upravljala letališče Schönefeld.
With the reunification of Germany, they were pooled within a single holding company, Berlin Brandenburg Flughafen Holding GmbH (‘BBF’), jointly owned by the regions (Länder) of Berlin and Brandenburg (37 % each) and the German Federal Government (26 %).
Družba FBS se je 1. januarja 2012 preimenovala v Flughafen Berlin Brandenburg GmbH (v nadaljnjem besedilu: družba FBB).
FBS thereby became the owner of BFG.
Promet na berlinskih letališčih (v milijonih potnikov)
As of 1 January 2012, FBS was renamed Flughafen Berlin Brandenburg GmbH (‘FBB’).
Vir:
In the light of the generally expected increase in air traffic to and from Berlin (see Table 1 below), partly due to Berlin’s recovery of its role as the capital city of Germany, it became rapidly clear in the 1990s that there was a need for a more efficient utilisation of the existing airport capacity then spread over the Berlin agglomeration as a result of the city’s past political division.
Podatki iz sklepa Komisije v zvezi z državno pomočjo v zadevi NN 25/09 (ex N 167/09) – Nemčija – Financiranje mednarodnega letališča Berlin Brandenburg (UL C 179, 1.8.2009, str.
Table 1
5), posodobljeni s podatki iz letnih poročil družbe FBB.
Traffic at Berlin airports (million passengers)
Leto
Source:
ni podatka
Data from Commission Decision in State aid case NN 25/09 (ex N 167/09) — Germany — Financing of Berlin Brandenburg International Airport (OJ C 179, 1.8.2009, p.
zaprto
5), updated with data extracted from FBB annual reports.
Na tej podlagi se je o skupnem letališču za območje Berlin-Brandenburg razpravljalo takoj po združitvi Nemčije.
Year
Na podlagi napovedi o številu potnikov na berlinskih letališčih se je predvidevalo, da bi bilo učinkovito obvladovanje povečanega zračnega prometa mogoče le z enim samim, primerno velikim letališčem, opremljenim z najnovejšo tehnologijo.
n.a.
Letališči Tegel in Tempelhof se za potencialno primerni nista šteli iz dveh razlogov, in sicer zaradi negativnega učinka teh dveh letališč v središču mesta na lokalne prebivalce (zlasti zaradi hrupa) in dejstva, da ju ne bi bilo mogoče toliko razširiti, da bi bili primerni za novo skupno berlinsko letališče.
closed
V končni analizi je bilo izbrano letališče Schönefeld, ker je razmeroma blizu središču mesta, čeprav je zunaj njega, ter ima dobre cestne in železniške povezave.
Based on forecasts of passenger numbers for the Berlin airports, it was assumed that an increase in air traffic could only be handled efficiently by a single airport that would be of a suitable size and properly equipped with modern technology.
Ta odločitev je postala uradna s sporazumom, ki so ga nemška zvezna vlada ter deželi Berlin in Brandenburg podpisale 28. maja 1996.
The planning for the creation of the single Berlin airport started in January 1992.
Delničarji holdinga BBF so izvedbo projekta letališča BER načrtovali prek zasebnega lastnika in upravljavca letališča.
In that context, on 20 June 1993 it was announced that the area south of Schönefeld, as well as two other sites (Sperenberg Airfield and Jüterborg Airfield) were identified as possible locations for the new airport infrastructures.
Leta 1997 je bila sprejeta odločitev o začetku postopka privatizacije, s katero bi se vse delnice v holdingu BBF prodale zasebnemu vlagatelju, koncesija za letališče pa bi bila dodeljena prihodnjemu kupcu.
Tegel and Tempelfhof were not considered potentially suitable due to the negative impact of these inner-city airports on local residents (in particular in terms of noise) and because they could not be extended to a sufficient extent to host the new single Berlin airport in any event.
Vendar se obstoječi delničarji holdinga BBF niso mogli dogovoriti z nobenim ponudnikom.
Schönefeld was eventually chosen because it is relatively close to, though outside, the city centre, and has good connections by road and train.
Javni lastniki so zato leta 2003 razglasili, da je bil postopek privatizacije neuspešen in da se bo letališče BER zgradilo s pomočjo javnih delničarjev [5].
Consequently, it was decided to expand and modernise the existing Schönefeld airport, turn it into the main Berlin airport with the name Berlin-Brandenburg Willy Brandt (‘BER’), and at the same time, close down Tegel and Tempelfhof airports.
OPIS UKREPOV IN NJIHOVEGA OZADJA
This decision was formalised in an agreement signed by the German Federal Government and the Berlin and Brandenburg Regions (Länder Berlin und Brandenburg) on 28 May 1996.
Pogodba o prenosu nadzora in dobička
The shareholders of BBF planned to develop the BER project through a private airport owner and operator.
Holding BBF in družba BFG sta 6. avgusta 1992 podpisala pogodbo o prenosu nadzora in dobička (Beherrschungs- und Gewinnabführungsvertrag).
In 1997, it was decided to launch a privatisation process whereby all shares in BBF would be sold to a private investor, and a concession over the airport would be granted to the future buyer.
Ta pogodba naj bi prvotno trajala 5 let s tihim podaljšanjem za dve leti, razen če bi se kateri od podpisnikov odločil, da jo z enoletnim odpovednim rokom prekine.
However, BBF’s existing shareholders could reach an agreement with none of the bidders.
Podobno pogodbo je holding BBF podpisal tudi z družbo FBS.
This resulted in the public owners declaring in 2003 that the privatisation process had failed and that the project to develop BER would proceed with public shareholders [5].
Po nemški zakonodaji je pogodba o prenosu nadzora in dobička med družbo in njegovo odvisno družbo dogovor, na podlagi katerega matična družba nadzoruje upravljanje odvisne družbe, ta pa mora svoje dobičke in izgube prenesti na matično družbo.
DESCRIPTION OF THE MEASURES UNDER ASSESSMENT AND THEIR CONTEXT
V praksi se na podlagi takšnega dogovora dobički in izgube matične družbe in odvisne družbe seštejejo in ustrezno obdavčijo.
The control and profit transfer agreement
Zaradi pogodb o prenosu nadzora in dobička, sklenjenih med holdingom BBF in njegovima odvisnima družbama, so se te različne družbe za namene davka od odhodka pravnih oseb štele za enoten obdavčljiv subjekt.
BBF and BFG signed a control and profit transfer agreement (Beherrschungs- und Gewinnabführungsvertrag) on 6 August 1992.
Pravice in obveznosti holdinga BBF na podlagi pogodbe o prenosu nadzora in dobička, sklenjene z družbo BFG dne 6. avgusta 1992, so se leta 2003 zaradi združitve holdinga BBF in družbe FBS prenesle na družbo FBS.
This contract was originally foreseen for a duration of 5 years, with tacit renewal for a new period of two years unless a party decides to terminate it with a one-year notice.
Poleg tega pogodba o prenosu nadzora in dobička med holdingom BBF in družbo FBS za združitev ni bila več pomembna.
A similar agreement was signed between BBF and FBS.
Ta pogodba zato v tem sklepu ne bo nadalje obravnavana.
Under German law, a control and profit transfer agreement between a company and its subsidiary is an agreement whereby the management of the subsidiary is controlled by the parent company and the subsidiary has the obligation to transfer its profits and losses to the parent company.
V praksi je pogodba o prenosu nadzora in dobička z dne 6. avgusta 1992 med holdingom BBF in družbo BFG (v nadaljnjem besedilu: pogodba o prenosu nadzora in dobička) pomenila, da so se izgube, ustvarjene z delovanjem letališča Schönefeld, vsaj v nekaterih letih nadomestile z dobičkom, ustvarjenim z delovanjem letališča Tegel.
In practice, as a result of such an agreement, the profits and losses of the parent company and its subsidiary are counted together and taxed accordingly.
Dejansko je imelo letališče Schönefeld izgube iz poslovanja vsaj do leta 2006, kot je prikazano v naslednji preglednici, v katero sta navedena EBITDA [6] in EBIT [7] letališča v letih od 2003 do 2006 na podlagi stroškov in prihodkov, ki so neposredno povezani s delovanjem tega letališča:
As a result of the control and profit transfer agreements concluded between BBF and its subsidiaries, these various companies were considered as a single taxable entity for corporate tax purposes.
Preglednica 2
In 2003, as a result of the merger between BBF and FBS, the rights and obligations of BBF under the control and profit transfer agreement of 6 August 1992 with BFG were taken up by FBS.
EBITDA in EBIT letališča Schönefeld v letih od 2003 do 2006
Moreover, the control and profit transfer agreement between BBF and FBS ceased to have any relevance upon that merger.
Priloga 19 k pripombam Nemčije z dne 4. oktobra 2007, predloženim po začetku formalnega postopka preiskave.
This agreement will not be further considered in this decision.
(v milijonih EUR)
In practice, the control and profit transfer agreement of 6 August 1992 between BBF and BFG (‘the control and profit transfer agreement’) led to a compensation of the losses generated by the operation of Schönefeld by the profits generated by the operation of Tegel, at least in certain years.
Vendar zaradi slabega poslovanja letališča Schönefeld ni bila vprašljiva uspešnost poslovanja skupine, ki so jo sestavljali družba FBS, družba BFG in do leta 2003 njihov holding BBF (v nadaljnjem besedilu: skupina FBS).
Schönefeld airport indeed generated operating losses, at least until 2006, as illustrated by the following table, which provides the EBITDA [6] and EBIT [7] of the airport for the period from 2003 to 2006, on the basis of the costs and revenues that are directly linked to the operation of this airport:
Skupina FBS je vedno ustvarila zadostna lastna finančna sredstva ali na trgu pridobila potrebno financiranje.
Table 2
Kolikor je Komisija seznanjena, je skupina FBS javno financiranje iz zunanjih virov pridobila le v zvezi s financiranjem projekta letališča BER, kar je Komisija odobrila [9].
EBITDA and EBIT of the Schönefeld airport from 2003 to 2006
To je bilo mogoče zlasti zaradi razmeroma dobre gospodarske uspešnosti letališča Tegel, ki je ublažila negativen učinek izgub letališča Schönefeld iz poslovanja na skupino FBS.
Annex 19 to Germany’s comments of 4 October 2007 following the opening of the formal investigation procedure.
Letališče Tegel je bilo med letoma 1990 in 2005 v nasprotju z letališčema Schönefeld in Tempelhof sodobno letališče, ki so ga uporabljali glavni mednarodni nacionalni letalski prevozniki, ki so leteli v Berlin, za nekatere kategorije potnikov in letalskih prevoznikov pa je bilo najbolj zanimivo letališče aglomeracije Berlin.
(EUR million)
Poleg tega se je potniški zračni promet med letoma 1990 in 2005 na splošno povečeval, to pa je koristilo skupini FBS kot celoti.
However, the bad performance of the Schönefeld airport has not called into question the viability of the group encompassing FBS, BFG and, until 2003, their holding company BBF (‘the FBS group’).
Iz preglednice 1 je razvidno, da je število potnikov na letališču na leto enakomerno naraščalo v 90. letih prejšnjega stoletja in od leta 2004.
The FBS group has consistently been able to generate sufficient own financial resources or find necessary financing on the market.
Na letališču Schönefeld je število potnikov na leto naraščalo zlasti v prvi polovici 90. let prejšnjega stoletja (z 1,1 milijona na 1,9 milijona potnikov v letih od 1991 do 1995), v drugi polovici pa je zastalo ter med letoma 2000 in 2003 upadalo (z 2,1 milijona na 1,7 milijona potnikov na leto).
To the Commission’s knowledge, insofar as public funding was provided to the FBS group from sources external to it, this only occurred in relation to the financing of the BER project and was authorised by the Commission [9].
Med letoma 1991 in 2003 je večina rasti prometa v Berlinu v absolutnem smislu pripadla letališču Tegel, ne pa letališču Schönefeld.
This situation is due in particular to the relatively good economic performance of Tegel, which mitigated the negative impact of the operating losses generated by Schönefeld on the FBS group.
Število potnikov na leto na letališču Schönefeld se je v navedenem obdobju povečalo za 600000, na letališču Tegel pa celo za 4,4 milijona.
Between 1990 and 2005, Tegel, unlike Schönefeld and Tempelhof, was a modern airport, hosting the main international full-service carriers serving Berlin, and was perceived as the most attractive airports of the Berlin agglomeration at least by certain categories of passengers and airlines.
Promet se je med letoma 2003 in 2012 na obeh letališčih še naprej večal: kot je navedeno v preglednici 1, se je promet na letališču Schönefeld povečal za 417 % (z 1,7 milijona na 7,1 milijona potnikov na leto), na letališču Tegel pa za 63 % (z 11,1 milijona na 18,2 milijona potnikov na leto).
Moreover, there has been overall an upwards trend in the passenger air traffic in Berlin between 1990 and 2005, which benefited the FBS group as a whole.
V nasprotju z obdobjem 1991–2003 je bila rast prometa v absolutnem smislu na obeh letališčih skoraj enaka, kar v relativnem smislu pomeni, da je bila rast letališča Schönefeld precej večja od rasti letališča Tegel.
As can be seen in Table 1, the number of passengers per year at Tegel increased steadily in the 1990s and as of 2004.
Seznam letaliških pristojbin na letališču Schönefeld
At Schönefeld, the number of passengers per year grew substantially in the first half of the 1990s (from 1,1 million to 1,9 million passengers from 1991 to 1995) but stagnated in the second half and declined between 2000 and 2003 (from 2,1 million to 1,7 million passengers per year).
Skupina FBS je v 90. letih prejšnjega stoletja poskušala spodbuditi letalske prevoznike, da bi svoje dejavnosti z letališča Tegel, ki je delovalo blizu polne zmogljivosti, preselili na letališče Schönefeld, ki je bilo premalo izkoriščeno [10].
Between 1991 and 2003, the larger part of the traffic growth in Berlin, in absolute terms, was absorbed by Tegel, and not by Schönefeld.
Cilj je bil rešiti težavo s preobremenjenostjo na letališču Tegel in optimizirati izkoriščenost zmogljivosti letališča Schönefeld.
Indeed, whereas the number of passengers per year at Schönefeld increased by 600000 over that period, it increased by 4,4 million at Tegel.
V ta namen je navezala stik z letalskimi prevozniki, ki so že opravljali lete z letališč Tegel in Tempelhof, in letalskimi prevozniki, ki z enega od berlinskih letališč še niso opravljali letov.
The traffic continued to steadily grow at both airports between 2003 and 2012: as indicated in Table 1, the traffic grew by 417 % at Schönefeld (from 1,7 million to 7,1 million passengers per year), while it grew by 63 % at Tegel (from 11,1 million to 18,2 million passengers per year).
Zanimanje je pokazalo več prevoznikov, ki pa svojih dejavnosti na koncu niso preselili na letališče Schönefeld iz tržnih razlogov, zlasti zaradi odsotnosti ključnega najemnika [11] na letališču Schönefeld.
Contrary to the period 1991-2003, the traffic growth in absolute terms was almost equally shared between the two airports, which means that in relative terms, Schönefeld’s growth was much higher than Tegel’s.
Poleg tega infrastruktura letališča Schönefeld ni bila tako sodobna kot na letališču Tegel, te pomanjkljivosti pa privlačne letališke pristojbine ali druge finančne spodbude niso izravnale.
The schedules of airport charges at Schönefeld
Na splošno je bil poskus, da se nekaj prometa z letališča Tegel preseli na letališče Schönefeld in na slednjega privabijo letalski prevozniki, ki iz Berlina še niso leteli, takrat v večji meri neuspešen.
In the 1990s, the FBS group tried to encourage airlines to move from Tegel, which was operating at close to full capacity to Schönefeld, which was under-utilised [10].
To dokazuje dejstvo, kot je bilo že navedeno, da se je promet na letališču Tegel med letoma 1991 in 2003 povečal za 4,4 milijona potnikov, na letališču Schönefeld v istem obdobju pa le za 600000 potnikov.
The objective was to address the congestion problem at Tegel while optimising the use of Schönefeld’s capacity.
Na podlagi tega so se iskale strateške rešitve, ki bi čim bolj izboljšale gospodarski položaj letališča Schönefeld pred začetkom delovanja letališča BER.
Airlines which were already operating from Tegel and Tempelhof as well as airlines which were not yet operating from a Berlin airport were contacted for that purpose.
Začasno zaprtje letališča kot možnost ni bilo upoštevano.
Several carriers showed interest but eventually did not move to Schönefeld for marketing reasons, in particular due to the lack of an anchor tenant [11] at Schönefeld and the fact that Schönefeld’s infrastructures were not as modern as at Tegel, this disadvantage not being offset by attractive airport charges or other financial incentives.
Strateške rešitve so med drugim obravnavale višino letaliških pristojbin in njihovo določanje z namenom, da se privabi dodaten promet.
Overall, the attempt to shift traffic from Tegel to Schönefeld and to attract to Schönefeld carriers that were not previously flying from Berlin largely failed at that time.
V Nemčiji se cene infrastrukturnih storitev, ki jih letališče zagotavlja letalskim prevoznikom, določijo na podlagi seznama pristojbin posameznega letališča, kot je objavljen v publikaciji Nachrichten für Luftfahrer, tj. nemški uradni publikaciji na področju zračnega prevoza.
This is illustrated by the fact that as already indicated, whereas traffic at Tegel increased by 4,4 million passengers between 1991 and 2003, it increased by only 600000 passengers at Schönefeld over the same period.
Vsako letališče pripravi svoj seznam pristojbin, ki ga predloži pristojnim organom za civilno letalstvo v deželi (Land).
This triggered strategic reflections as regards the best way to improve the economic situation of Schönefeld pending the opening of the BER airport.
Na letališču Schönefeld se je od leta 2003 uporabljalo več seznamov pristojbin.
The temporary closure of the airport was not considered as an option.
Od 1. avgusta 2003 do 30. aprila 2004 so letališča Tegel, Tempelhof in Schönefeld uporabljala skupni seznam pristojbin (v nadaljnjem besedilu: seznam iz leta 2003).
The strategic reflections touched upon the level of the airport charges and how to set them in order to attract further traffic.
Navedeni seznam se ni štel za dovolj privlačnega, da bi letalske prevoznike spodbudil k uvedbi novih povezav ali povečanju pogostosti letov na letališče Schönefeld in z njega.
In Germany, airport infrastructure services provided to airlines are priced on the basis of each airport’s schedule of charges as published in the Nachrichten für Luftfahrer, which is the German official journal for air transportation matters.
Na tej podlagi so delničarji holdinga FBS leta 2003 naročili svetovanje ([…] – v nadaljnjem besedilu: svetovalec), da bi razvili strategijo, ki bi lahko finančni položaj letališča Schönefeld izboljšala do začetka delovanja letališča BER in bi jo bilo mogoče izvesti hitro.
Each airport prepares its schedule of charges and must notify it to the competent civil aviation authorities of the region (Land).
Analiza, ki jo je opravil svetovalec, je pokazala, da iz različnih razlogov obstaja možnost znatne razširitve zračnega prometa v Berlinu.
Since 2003, there have been different schedules of charges at Schönefeld.
Svetovalec je ocenil, da zaledje Berlina vključuje do 10 milijonov potencialnih potnikov na leto.
From 1 August 2003 to 30 April 2004, there was a common schedule of charges for Tegel, Tempelhof and Schönefeld (‘the 2003 Schedule’).
Svetovalec je opredelil več strukturnih dejavnikov, ki prispevajo k povečanju zračnega prometa.
That schedule was perceived as insufficiently attractive to incentivise airlines to open new routes or increase frequencies from and to Schönefeld.
Glavni dejavniki so bili prisotnost številnih velikih multinacionalnih družb, ki imajo sedež v Berlinu, dejstvo, da je Berlin največje nemško univerzitetno mesto in središče za „etnični promet“ [12], in dejstvo, da se je v začetku tega tisočletja Berlin štel za glavno mesto v razvoju in „vaba“ za turiste [13].
Against this backdrop, in 2003 FBS’ shareholders commissioned a consultancy ([…] - ‘the consultant’) to develop a strategy that could improve Schönefeld’s financial situation until the opening of BER and that could be implemented quickly.
Svetovalec je ugotovil tudi, da je imel Berlin v primerjavi z drugimi letališči v glavnih mestih leta 2003 še vedno skriti potencial za vzpostavitev in rast prometa nizkocenovnih prevoznikov.
The consultant’s analysis revealed that there was a potential for a significant expansion of air traffic in Berlin, for a variety of reasons.
V tistem času je promet nizkocenovnih prevoznikov po vsej Evropi precej naraščal [14], različne analize pa so pokazale, da so večji del prometa nizkocenovnih prevoznikov ustvarjali novi potniki, zato bi se lahko nudilo ob tradicionalnem prometu.
The consultant estimated that Berlin’s catchment area included up to 10 million potential passengers per year.
Po napovedih svetovalca bi lahko dodatni promet nizkocenovnih prevoznikov na letališču Schönefeld kratkoročno, tj. od leta 2003 do leta 2005, prinesel od 600000 do 900000 dodatnih potnikov na leto, srednjeročno, tj. od leta 2005 do leta 2010, pa 300000 dodatnih potnikov.
The consultant identified a series of structural factors prone to an increase in air traffic.
Svetovalec je poleg tega ugotovil, da bi bile za izvajanje strategije za privabljanje nizkocenovnih prevoznikov na letališče Schönefeld potrebne le manjše prilagoditve, ne pa obsežna vlaganja v infrastrukturo ali znatne spremembe obstoječe infrastrukture.
The main core factors were the presence of the headquarters of large multi-national companies, the fact that Berlin is Germany’s largest university city and a centre for ‘ethnic traffic’ [12] and the fact that it was viewed in the early 2000s as a developing capital city and a tourist ‘honeypot’ [13].
pristojbine za vzletanje in pristajanje, ki so temeljile zlasti na največji vzletni teži zrakoplova;
The consultant also showed that, compared with other capital city airports, Berlin still had considerable potential in 2003 for the establishment and growth of a low cost carrier (‘LCC’) traffic.
potniške pristojbine, ki so temeljile na številu odhajajočih potnikov in namembnem kraju leta;
The consultant therefore recommended such a strategy (‘the LCC Strategy’).
Preglednica 3
It suggested to implement it via a combination of volume-based discounts to airport charges and financial incentives [15].
Popust na število potnikov na podlagi seznama iz leta 2004
FBS decided to put in place and implement the LCC strategy and adopted a new schedule of charges (‘the 2004 Schedule’) to that effect.
Število potnikov na leto
The 2004 Schedule was specifically designed for Schönefeld, unlike the 2003 Schedule.
Stopnja povračila
This new schedule, which was adopted on 30 April 2004 and applied as of 1 May 2004, foresaw the following types of charges:
Več kot 50000
take-off and landing fees, based in particular on the maximum take-off weight of the aircraft;
Več kot 100000