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At the end of 2012 the Republic of Croatia adopted a new legal framework for awarding concessions, based on the Draft Directive on the award of concession contracts from 2011. The Concession Contract Directive 2014/23EU on the award of concession contracts was adopted in February 2014, with an implementation period of two years for all Member States. Until the Concessions Directive the award of works concessions was subject to a limited number of secondary law provisions, while service concessions were covered only by the general principles of the Treaty of the functioning of the EU (TFEU). Concessions Directive defines both works and services, and relies on CJEU case law, which is analysed in this thesis. EU countries had to transpose this directive into their national legislation by 2016. Also, public procurement is guided by doctrines developed by the CJEU, which try to combine the basic principles of public procurement regulation with the basic principles established by the EU Treaties. EU procurement law is set out in principal directives, namely the 2014 Concession Contracts Directive 2014/23/EU, the 2014 Public Sector Directive 2014/24/EU, the 2014 Utilities Contracts Directive 2014/25/EU, (together known as 'the 2014 Procurement Directives’). New directives have been adopted due to the fact that 2004 Public Procurement Directives only partially covered concessions and the absence of clear EU rules led to legal uncertainty and obstacles to free provision of services. It also caused distortions to the functioning of the internal market, such as the direct award of contracts without transparency or competition which risked national favouritism, fraud and corruption. Therefore, it was inevitable for the EU to bring the new Directives. Viewed from multiple sides, concessions are a successful way of entrusting public services, entrusting public works to private persons, and attracting foreign capital in the EU countries. Concession regimes allow the involvement of private investors and their financial resources to achieve public benefits, accelerate the construction of public infrastructure facilities, liberate the state and local and regional government units, exposing them to the lower financial risks, and by giving them the right to oversee objects of public interest. This thesis analyses the legal status of the airport concession model in the Republic of Croatia, presents existing regulations in detail, lists all the advantages and disadvantages of current regulations and proposes amendments and solutions de lege ferenda. First chapter, Introduction, gives an overview of concessions in the Republic of Croatia and the situation at the level of EU Member States, and learns about complex legal issues in the process of awarding concessions. Second chapter, Analysis of Current Events Prior to Directive 2014/23, provides detailed review of all Croatian Acts concerning concession regimes until today, and refers to the example of Zagreb International airport and gives an overview of the concession contract awarded for the period of 30 years. The Third chapter, The Current Status of Concession Regimes in the Republic of Croatia and the EU, refers to different kinds of concessions according to the Croatian Concessions Act and as a legal institute in the EU Directives, it also provides examples of positive and negative elements of the Croatian legal system. Fourth chapter, Case Law – from the view of the European Court of Justice, analyses the most influential cases in concessions, PPPs and public procurement. Also, it provides insight into CJEU practice, showing that in most of the rulings of the CJEU it is evident that contracting authorities were advised to make decisions based upon the award criteria. Fifth chapter, Analysis of the Future Law – The Lege Ferenda, gives an overview of the importance of parallel development of all three roles of the airport (traffic, industrial and commercial), in order for the airport to develop not only one-way but also economically and raise the importance of the entire region. Sixth chapter, Comparative Analysis on Models of Airports in Terms of Geographical and other Functional Differences, widely explains different types of management, describes the three different airports in Europe and compares it to the only Croatian example. The Seventh chapter, The Aviation Industry and Coronavirus, gives insight into the current situation of the aviation industry and the consequences occurred after the appearance of COVID-19 virus. Moreover, how much it affected the aviation sector, the decrease in passenger transport and the further development of the aviation industry. Also, the chapter provides proposals for actions in case of force majeure and the concession provider’s ability to act under the concession contract for the construction and management of "Franjo Tudjman" Airport. Eighth chapter, Research Results - De Lege Ferenda, learns about the need to amend the Concessions Act, the Airports Act, the Air Traffic Act, by-laws such as Spatial Plans of local governments in order to free the concession provider from the operational risk that would have to be transferred to the concessionaire by signing the concession agreement and binding the concessionaire to develop all airport roles, and not just transport role through the development of passenger transport. Ninth chapter, Conclusion, provides a summary of all major points in this thesis and emphasizes the importance of airport development through the concession model, as an important element for the regional development of the Republic of Croatia. Republika Hrvaška je konec leta 2012 sprejela nov zakonski okvir za podeljevanje koncesij na podlagi osnutka direktive o podeljevanju koncesijskih pogodb iz leta 2011. Direktiva 2014/23/EU o podeljevanju koncesijskih pogodb je bila sprejeta februarja 2014 za obdobje izvajanja dveh let za vse države članice. Pred direktivo o koncesijah so podelitev koncesij za gradnje urejale nekatere določbe sekundarne zakonodaje, koncesije za storitve pa samo splošna načela Pogodbe o delovanju Evropske unije (PDEU). Direktiva o koncesijah opredeljuje tako gradnje kot storitve in se opira na sodno prakso Sodišča Evropske unije, ki je analizirana v tej disertaciji. Države članice EU so morale omenjeno direktivo prenesti v svojo nacionalno zakonodajo do leta 2016. Poleg tega javno naročanje vodijo doktrine, ki jih je razvilo Sodišče Evropske unije in skušajo združiti osnovna načela ureditve javnega naročanja in osnovna načela, ustanovljena s pogodbami EU. Zakonodajo EU o javnih naročilih določajo glavne direktive, in sicer Direktiva 2014/23/EU o podeljevanju koncesijskih pogodb iz leta 2014, Direktiva 2014/24/EU o javnem naročanju iz leta 2014 in direktiva 2014/25/EU o gospodarskih javnih službah iz leta 2014 (skupaj poznane kot direktive o javnem naročanju iz leta 2014). Nove direktive so bile sprejete, ker so direktive o javnem naročanju iz leta 2004 le delno urejale koncesije in je zaradi nejasnih pravil na ravni EU prihajalo do pravne negotovosti in ovir pri svobodi opravljanja storitev. Prihajalo je tudi do izkrivljanja delovanja notranjega trga, kot je neposredna podelitev pogodb brez preglednosti ali konkurence, pri čemer je obstajalo tveganje za favoriziranje, goljufije in korupcijo na nacionalni ravni. Zato je bilo sprejetje novih direktiv za EU neizogibno. Z veliko vidikov so koncesije uspešen način za zaupanje javnih storitev in javnih gradenj posameznikom in privabljanje tujega kapitala v države EU. Ureditve koncesij omogočajo udeležbo zasebnih vlagateljev in njihovih finančnih virov za doseganje javnih koristi, pospeševanje izgradnje javne infrastrukture, sprostitev državnih ter lokalnih in regionalnih upravnih enot, zaradi česar so izpostavljene manjšemu finančnemu tveganju in imajo pravico do nadzora nad objekti v javnem interesu. V disertaciji analiziram pravno stanje modela koncesije letališča v Republiki Hrvaški, podrobno predstavim obstoječe predpise, naštejem vse prednosti in slabosti trenutnih predpisov ter predlagam spremembe in rešitve de lege ferenda. V prvem poglavju (Uvod) je na voljo pregled koncesij v Republiki Hrvaški in stanja na ravni držav članic EU ter opis kompleksnih pravnih vprašanj pri podeljevanju koncesij. Drugo poglavje (Analiza aktualnih razmer pred Direktivo 2014/23/EU) vključuje podrobno obravnavo vseh hrvaških zakonov v zvezi z ureditvijo koncesij do danes in primer zagrebškega mednarodnega letališča ter pregled podeljenih koncesijskih pogodb za obdobje 30 let. V tretjem poglavju (Trenutno stanje ureditve koncesij v Republiki Hrvaški in EU) obravnavam različne vrste koncesij v skladu s hrvaškim zakonom o koncesijah in kot pravni institut v direktivah EU, sledi pa tudi predstavitev primerov pozitivnih in negativnih elementov v hrvaškem pravnem sistemu. V četrtem poglavju (Sodna praksa – z vidika Sodišča Evropske unije) analiziram najvplivnejše primere na področju koncesij, javno-zasebnih partnerstev in javnega naročanja. Podam tudi vpogled v prakso Sodišča Evropske unije, ki pokaže, da je v večini odločitev Sodišča razvidno, da to naročnikom svetuje, naj se odločajo na podlagi meril za dodelitev. V petem poglavju (Analiza prihodnje zakonodaje – The Lege Ferenda) sledi pregled pomembnosti vzporednega razvoja vseh treh vlog letališča (na področju prometa, industrije in gospodarstva), da se letališče ne bi razvijalo le enosmerno, ampak tudi v gospodarskem smislu, obenem pa bi prispevalo k pomembnosti celotne regije. V šestem poglavju (Komparativna analiza modelov letališč glede na geografske in druge funkcijske razlike) obširneje pojasnim različne vrste vodenja, opišem tri različna letališča v Evropi in jih primerjam z edinim hrvaškim primerom. Sedmo poglavje (Letalska industrija in koronavirus) daje vpogled v trenutno stanje letalske industrije in posledice zaradi pojava virusa COVID-19. Poleg tega opišem, v kolikšni meri je virus vplival na letalski sektor, upad potniškega prometa in nadaljnji razvoj letalske industrije. V sedmem poglavju podam tudi predloge za ukrepe v primeru višje sile in zmožnost dajalca koncesije za ukrepanje v skladu s koncesijsko pogodbo za gradnjo in upravljanje Letališča Franjo Tuđman. Osmo poglavje (Rezultati raziskave – De Lege Ferenda) se osredotoča na potrebo po spremembi zakona o koncesijah, zakona o letališčih, zakona o zračnem prometu ter lokalnih predpisov kot npr. prostorskih načrtov lokalnih uprav, da bi dajalca koncesije razbremenili operativnega tveganja, ki bi se moralo prenesti na koncesionarja s podpisom koncesijske pogodbe, ki bi koncesionarja zavezovala, da razvija vse vloge letališča, ne le prometne vloge z razvojem potniškega prometa. V devetem poglavju (Zaključek) povzamem vse bistvene točke disertacije in opozorim na pomembnost razvoja letališča s pomočjo modela koncesije kot pomembnega elementa za regionalni razvoj Republike Hrvaške.

To diplomsko delo se osredotoča na varnostni vidik zlorabe tehnologije 3D tiskanja in na izziv varnostne službe na Letališču Jožeta Pučnika Ljubljana, pri odkrivanju takšnih predmetov z načinom varnostnih postopkov, ki jih na omenjenem letališču izvajajo. Vedno bolj se namreč povečuje in je priljubljena uporaba 3D tiskalnikov v zasebne namene. Zaradi neomejenih možnosti uporabe in zaradi neštetih oblik predmetov, ki jih lahko natisnemo s 3D tiskalnikom, lahko potencialni napadalec izdela tudi predmet, ki bi predstavljal grožnjo za varnost. Kljub priljubljenosti in vedno večji vsakdanji zasebni uporabi tehnologij 3D tiskanja, je potrebno opozoriti tudi na možnosti zlorabe, oziroma opozoriti na nevarne predmete narejene s 3D tiskalnikom. Ker se v zadnjih letih v letalskem prometu posveča zelo veliko pozornosti sami varnosti potnikov, smo se v diplomskem delu osredotočili na varnostni pregled oseb in ročne prtljage pred vstopom v varovano območje z omejenim gibanjem oz. v območje izhodov. Hkrati smo se vprašali, kako lahko odkrivanje nevarnih predmetov natisnjenih s 3D tiskalnikom predstavlja težavo varnostni službi. Empirični del diplomskega dela se osredotoča na raziskovalna vprašanja, na katere smo skušali odgovoriti s pomočjo znanstvene literature, osredotoča se na intervju z vodjem varnosti in varovanja na Letališču Jožeta Pučnika Ljubljana, ter na eksperiment, v katerem smo nož, natisnjen s 3D tiskalnikom, izpostavili pregledu z rentgensko napravo, kakršno uporabljajo na prej omenjenem letališču pri varnostnih pregledih. Rezultati so pokazali, da odkrivanje takšnih predmetov predstavlja varnostno tveganje in velik izziv za delo varnostne službe. This diploma thesis focuses on the security aspect of the misuse of 3D printing technology and the challenge of the security service at Jože Pučnik Ljubljana airport, in detecting such objects by methods of security procedures carried out at that airport. The use of 3D printers is increasing and getting popular for private purposes more and more every day. Due to its unlimited use and its innumerable forms of objects that can be printed with a 3D printer, a potential attacker can also create an object that would pose a security threat. Despite the popularity and the daily-increasing private use of 3D printing technologies, it is necessary to point out the possibilities of abuse, or to point out dangerous objects made with the 3D printer. Since in recent years air traffic has paid very high attention to the safety of passengers, this diploma thesis focuses on the security check of persons and cabin baggage before entering the restricted area with limited movement, or to the range of exits, and to the possibilities of how detecting dangerous items printed with a 3D printer poses a problem to the security service. The empirical part of the diploma thesis focuses on the research questions that we tried to answer with the help of scientific literature, it concentrates on the interview with the Head of Safety & Security at Jože Pučnik Ljubljana airport, and on the experiment in which we exposed a 3D printed knife to an X-ray device examination as used at the aforementioned airport for security checks. The results showed that the detection of such objects poses a safety risk and a major challenge for the work of the security service.

V diplomski nalogi se ukvarjamo s tematiko dveh podobnih, a hkrati različnih sistemov pristajanja letal, ILS in MLS. Oba sistema že obstajata, vendar se v praksi uporablja predvsem ILS sistem. V diplomski nalogi je razložen princip delovanja obeh sistemov in hkrati je pojasnjeno, zakaj je en sistem boljši od drugega in obratno. V drugem delu se osredotočamo na Letališče Jožeta Pučnika in analizo porabe časa letenja in stroškov letenja za oba sistema. V analizi sta uporabljena dva različna tipa letal, in sicer reakcijsko in turbopropelersko letalo. S pomočjo simulatorja letenja so bile simulirane priletne procedure iz smeri, kjer ima letališče največ prometa. ILS je na tem letališču že v uporabi, tako da so priletne proti že določene, MLS priletne poti smo določili sami glede na možnosti, ki jih MLS sistem omogoča. Po primerjavi obeh sistemov smo ugotovili, da so prihranki pri uporabi MLS sistema majhni in da je uvedba MLS sistema na Letališču Jožeta Pučnika ekonomsko neupravičena. This diploma thesis deals with two similar but yet different instrument landing systems, the ILS and the MLS. Both systems are already in existance for a longer period of time but ILS still contimues to prevail. The thesis describes the principle of operation of both systems and explains why one system is more or less suitable than the other. Second part of the thesis focuses on the Jože Pučnik Airport in analyzing the flight time used in the account for both systems. Two different types of aircraft were used in the analysis, namely jet and turbo-propeller aircraft. With the help of the Flight Simulator arrival procedures from the directions of prevailing arriving traffic were simulated. All arrival procedures are designed for the ILS approach, since ILS is already in use at the airport. MLS arrival routes were proposed in line with MLS capabilities. Upon comparison of the arrivals following both types of arrival routes it was established that savings using MLS are marginal and that introduction of the MLS system at Jože Pučnik Airport, is economically unjustified.

Magistrska naloga proučuje vpliv nizkocenovnih prevoznikov na ekonomske kazalnike regij severnega jadrana. Raziskavo smo opravili na podatkih 12 letališč v Sloveniji, Hrvaški in Italiji. Raziskava je doprinos k znanosti, saj v literaturi nismo zasledili tovrstne raziskave na tem geografskem področju. Tuji avtorji navajajo, da se je s prihodom nizkocenovnih letalskih prevoznikov v odročne kraje spremenil socialno-ekonomski status v regijah. Da bi analizirali vpliv v naši okolici, smo z DEA analizo izračunali tri različne učinkovitosti izbranih letališč (učinkovitost glede števila potnikov, tehnična učinkovitost in splošna učinkovitost). Izračunani so nam pomagali v nadaljevanju, ko smo preverili, kako letališča vplivajo na svojo okolico. Poiskali smo njihove vrednosti korelacije z bruto domačim proizvodom in številom nočitev v regijah. Ugotovili smo, da je večina italijanskih letališč 100% učinkovita v vseh letih, ki smo jih analizirali, učinkovitost ostalih pa narašča skozi leta. Izstopa le domače letališče Jožeta Pučnika, ki mu splošna učinkovitost pada. Rezultati, ki so predstavljeni na koncu dela lahko letališčem pomagajo pri načrtovanju nadaljnjega dela. This master thesis research impact of low-cost carriers on economic indexes of regions of north Adriatic. The research is based on 12 airports in Slovenia, Croatia and Italy. This research is a contribution to science, because in the scientific literature we didn’t find any research that would focus on this geographical region. Foreign authors claim that the arrival of low-cost carriers in remote locations, change social and economic status of the region. To analyze the effect on our region, we calculated three different DEA models for efficiency on selected airports (passenger efficiency, technical efficiency and overall efficiency). These results were further used in our examination of the impact of airport efficiency on the region. There were correlation factors between GDP and overnight stays in the regions. We found that most Italian airports worked at 100% efficiency in all the years that were included in the research, while the efficiency of other airports slowly grows over time. The exception is the Ljubljana Airport, where overall efficiency slowly decreases over the years. Results which we present at the end of this dissertation, can help airports in planning for the future.

Z izborom letala in primernih letališč smo raziskali slovenski zračni prostor in pregledali zračne povezave med mednarodnimi letališči za notranje lete v Sloveniji. Z izračunanimi letalskimi lastnostmi iz letalskega priročnika smo izračunali let iz Maribora proti Ljubljani in ga nato primerjali z izpeljanim letom, kjer smo poskušali s podobnimi nastavitvami izpeljati planirani let. Raziskali smo vzletišče Prilozje in letališče Bovec, kjer smo poskušali najti rešitve pri razvoju in zagotavljanju varnosti z vidika letalstva. Pri primerjavi letov med Letališčem Mariborom in Letališčem Ljubljana je bilo ugotovljeno, da prihaja do odstopanja med letoma, ki pa nista tako velika. Pregledali smo vzletišče Prilozje v Beli krajini, kjer smo podaljšali vzletno-pristajalno stezo na 800m in tako zagotovili varno pristajanje manjših in večjih športnih letal. Pri letališču Bovec smo vpeljali novo proceduro prileta in odleta po dolini reke Soče, preko točke Tolmin, Kobarid in Žaga, jo odleteli in analizirali ter ugotovili, da je procedura varna z vidika varnosti letenja v fazi prihoda in odhoda z letališča Bovec. By selecting an airplane and suitable airports, we analysed Slovenian airspace and examined air connections between international airports for domestic flights in Slovenia. With pre-calculated flight characteristics from aircraft flight manual, we calculated the flight from Maribor to Ljubljana airport and compared it to the actual flight performed with Cessna C208, using settings which were as similar as possible to the settings used for calculation. We explored Prilozje airfield and Bovec airport, where we tried to find solutions for developing and ensuring safety in the field of aviation. Some deviation was found comparing the flights between airports Maribor and Ljubljana, but it was not significant. We examined Prilozje airfield in the region of Bela Krajina, where we extended the runway to a length of 800 m and thereby ensured safe landing for smaller and larger sport aircraft. We introduced a new approach procedure for Bovec airport via Soča valley, through points Tolmin, Kobarid and Žaga, carried out an approach in accordance with this procedure and determined that it is safe from the aspect of flight safety in the phase of arrival and departure from Bovec airport.

Mobilnost za osebne ali službene namene je gonilna sila današnje globalno povezane družbe. Potreba po premagovanju razdalje od točke A do točke B je vedno večja. Za premagovanje te potrebe uporabljamo različna sredstva, ki jih delimo na tri različne tipe: kopenska mobilna sredstva, morska mobilna sredstva in zračna mobilna sredstva. Najhitrejšo možnost premagovanja daljših razdalj nam ponujajo zračna mobilna sredstva. Najbolj dostopna izmed zračnih sredstev pa so letala. Letala so glavni izbor transportnih sredstev za premagovanje daljših razdalj. Razvoj gospodarstva je omogočil razširitev tega sredstva po celem svetu, kar omogoča skoraj neomejen dostop. Ob tako olajšanem dostopu se lahko zanemarijo ostale pomembne lastnosti sredstva, saj sama dostopnost s svojo izpostavljenostjo zasenči njihov pomen. Z izrecnim izborom najbolj dostopnih sredstev nekatere manj opazne lastnosti postanejo manj pomembne in jih ne opazimo. Določimo lahko torej, katera sredstva bomo uporabili za premagovanje daljših razdalj, vendar te uporabe še nismo optimizirali. Na podlagi narejene raziskave bomo poskušali najti najbolj optimalni let v preučenih pogojih. Mobility for personal or professional purposes is the driving force behind today's globally connected society. The need to overcome the distance from point A to point B is getting greater and greater. To overcome these needs we use different means, that t are divided into three different types: land mobile assets, the maritime mobile assets and air mobile assets. The quickest way of being able to overcome longer distances we to offer are air mobile assets. The most accessible of the air assets are aircraft. The aircraft were the main selection of means of transport to overcome the longer distances. The development of the economy is the omočil the extension of this funding, around the world, which allows almost unlimited access. Having so olajšanem access can be disregarded other important properties of the assets, as itself the availability of his exposure to cast shadows over their meaning. The choice of airports because this is the most accessible choice and not the most functional. With the express selection of the most accessible resources, some of the less noticeable qualities fall into the background and not visible. Determined can, which means we will use to overcome longer distances, but we have not yet this use of the optimize. In dimploski orders we have a smaller survey, which factors are the normal occupants of the most important in the use or choice of airport. With these data, we will study, we will tell how to choose the airports for certain travel and thereby optimise our resources employed.

Nizkocenovni letalski prevozniki so hitro rastoča panoga letalskega prometa, ki je na novo definirala način potovanja na želene destinacije. Raziskave na področju vpliva nizkocenovnih prevoznikov na konkurenco so zelo pogoste, na področju vpliva na učinkovitost letališča pa je opazen primanjkljaj strokovne literature. V diplomskem delu bomo s pomočjo uporabe metode DEA za izračun učinkovitosti in s pomočjo uporabe linearne regresije za določanje vplivov poizkusili odgovoriti na vprašanje o vplivu nizkocenovnih prevoznikov na učinkovitost letališč. Vzorec dvanajstih letališč bo omejen na Jadransko regijo, uporabljeni pa bodo različni modeli DEA in različna časovna obdobja za natančnejšo določitev obnašanja zaradi pojava gospodarske krize. Rezultati kažejo na močan vpliv nizkocenovnih prevoznikov na učinkovitost letališč, vpliv pa je močno odvisen od nekaterih infrastrukturnih dejavnikov na letališču. Low cost carriers are a very fast growing part of aviation industry, which has redefined the way of travel to the wanted destination. Research on the topic of low cost carrier impact on the competition has been done in detail, however there has not been much work done on the topic of low cost carrier impact on the efficiency of airports. In this thesis, we will be using the DEA method for calculating the airport efficiency. Linear regression will be used in order to answer the question about the impact of low cost carriers on airport efficiency. Our sample data will be limited to twelve airports in the Adriatic region. Different DEA models will be used for different time periods in order to better determine the behaviour of airports due to the economic crisis. Results are showing the strong impact of low cost carriers on efficiency of airports however, the impact itself is strongly reliant on some of the infrastructural factors found on the airports.

Zagotavljanje varnosti mora potekati na nacionalni in na mednarodni ravni, da je odsotnost tveganja minimalna. Ker je letalska industrija izredno mednarodna, morajo biti vzpostavljeni skupni predpisi in standardi, ki se morajo v različnih državah izvajati na enak način. Diplomsko delo preučuje predpise, ki se nanašajo na ta segment in skuša ugotoviti učinkovitost predpisov v praksi. Omenjeni predpisi so relativno učinkoviti, vendar se pojavljajo problemi glede zastarelosti zakonodaje. Probleme glede pomanjkljivosti nadzornega organa je Republika Slovenija v letu 2011 odpravila z ustanovitvijo Javne agencije za civilno letalstvo ter tako odpravila nepravilnosti, ki niso bile v skladu z evropskim pravnim redom. To je pripomoglo k večji učinkovitosti na področju nadzora letalske varnosti in s tem posledično tudi k manjšim tveganjem ogrožanja varnosti. Izhodišče dela predstavlja teoretični del, kjer je povzeta zgodovina civilnega letalstva, opredeljeni so temeljni pojmi, predstavljeni letalski predpisi in mednarodne organizacije na področju civilnega letalstva. Diplomsko delo na osnovni ravni predstavi sistem varnostnih ukrepov na letališčih, ki naj bi v svojem bistvu zagotavljal najvišji standard varnosti v vseh državah in na vseh letališčih. Teoretičnemu sledi empirični del, kjer smo poskušali s pomočjo usmerjenih intervjujev ugotoviti, kako se zagotavlja varnost na področju civilnega letalstva v Republiki Sloveniji ter morebitne pomanjkljivosti celotnega sistema. Osredotočili smo se predvsem na ustanovitev Javne agencije za civilno letalstvo Republike Slovenije in njeno nadzorno vlogo pri zagotavljanju varnosti. Zanimalo nas je, ali je njeno delovanje pripomoglo k doseganju višjih varnostnih standardov. Safety measurements in civil aviation must be provided on both national and international levels. Thus minimal absence of risk can be achieved. As the aviation industry is extremely international, common regulations and standards have to be adopted and implemented in the same way in different countries with the common goal of global safety. This work studies regulations relating to this segment and attempts to determine their effectiveness in practice. Aforementioned regulations are relatively effective but we have detected some problems regarding the outdated legislation. The Republic of Slovenia has constituted a Civil Aviation Agency in 2011. This supervised authority was established to control the regulations in civil aviation. The reasons for its foundation were several irregularities regarding the lack of supervision in the field of aviation. The theoretical part includes history of civil aviation, definitions of basic concepts regarding civil aviation and descriptions of aviation regulations and international organizations. On the basic level this work presents the safety system at airports, which should provide the highest standard of safety in all countries and at all airports. Theoretical part is followed by the empirical part of work, where we carried out interviews with experts on aviation safety and security and tried to determine safety in civil aviation in the Republic of Slovenia as well as possible deficiencies of the system as a whole. We focused in particular on the establishment of Civil Aviation Agency and its supervisory role in civil aviation. We were interested in how its activities contribute to achieving higher safety standards.

Terorizem je ena zelo pogostih tem dnevnih časopisov in ostalih medijev, pa čeprav njegove korenine segajo v daljno preteklost, bomo poskusili v diplomski nalogi predstaviti le potek varnostnih ukrepov, ki so se razvijali v ZDA, Evropski uniji in R Sloveniji po letalskem napadu na WTC v New Yorku in Pentagon v Washingtonu 11. septembra 2001 in so ob enem pripomogli k večji varnosti v letalskem prometu. Po letalskem napadu so se varnostni ukrepi v ZDA bliskovito in korenito spreminjali in zaostrovali predvsem na področju letalskega prometa. Spreminjala se je tako zakonodaja, tehnični pripomočki za odkrivanje predmetov in snovi, ki bi lahko pripomogli k izvedbi terorističnih napadov, ter drugi ukrepi zoperstavljanja terorizmu. Varnostnim ukrepom ZDA je sledila tudi Evropa, saj so se teroristični napadi vrstili tudi v državah Evropske unije. Svet Evropske unije je po terorističnih napadih v Madridu leta 2004 in v Londonu leta 2005 sprejel novo Deklaracijo o terorizmu, spodbudil delo komisije in izpostavil nova področja za ukrepanje zoper terorizem, sprejete so bile številne direktive in uredbe in drugi akti, ki se zavzemajo za večjo varnost državljanov Evropske unije in premoženja. Tudi Slovenija ostro obsoja terorizem in je ena najuspešnejših držav Evropske unije, kar se tiče sprejemanja oz. implementacije aktov EU na področju boja zoper terorizem. Različni pokazatelji terorističnega ogrožanja pa kažejo, da je Slovenija za enkrat še vedno sorazmerno varna država, kar pa ne pomeni, da nam zaradi nizke nacionalno varnostne ogroženosti ni potrebno zagotavljati in izvajati tovrstnih ukrepov. Ti ukrepi se predvsem kažejo v civilnem letalskem prometu, ki v današnjem svetu predstavlja najpomembnejšo panogo v transportu oseb in tovora. Terrorism has long been one of the most publicly discussed issues in daily newspapers and other media even though the roots of terrorism date far back into the distant past. We are going to deal with the course of safety measures that have been put in place in the United States of America, the European Union, and in the Republic of Slovenia after the airplaines attacked the World Trade Center in New York and Pentagon, Washington, on September 11 2001. As a result, they have contributed to ensuring higher levels of safety in aviation. After the notorious terrorist attacks the safety measures in the USA have quickly and radically changed. They have also become stricter in the area of avation traffic. Moreover, the legislation, technical tools for the detection of objects and materials that could help execute terrorist attacks, and other measures, used in the fight against terrorism have also undergone different changes. Europe followed in the same footsteps as far as safety measures is concerned as previously done by the USA since there was a number of terrorist attacks in the EU member states. The European Council adopted a new Declaration on terrorism after the terrorist attacks had taken place first in Madrid in the year of 2004 and then in London in the year of 2005, promoted the work of the commission and exposed new areas where safety measures could be still applied in the fight against terrorism. Furthermore, numerous directives, decrees and acts that endeavor for a higher level of safety for both the European Union citizens and their property have also been adopted. What is more, Slovenia is the country that still strongly opposes to terrorism and is at the same time one of the most successful EU member states as far as adopting or implementing EU acts in the fight against terrorism is concerned. Various indicators of terrorist activities and threats show that so far Slovenia has remained a rather safe country, but which does not necessarily mean that due to the low levels of national safety issues regarding possible threats and other forms of danger, we are not bound to ensuring and at the same time carrying out these kinds of safety measures. The latter is above all evident in the civil aviation traffic which in the world of today represents the most significant branch in the transport of people and cargo areas.

Letalstvo je panoga, ki zahteva velike investicije. Na poslovanje letalskih druţb v veliki meri vplivajo predvsem razmere svetovnega gospodarstva, v katerem se je konec leta 2008 zaradi finančne krize skoraj zgodil zastoj. Diplomsko delo je sestavljeno iz dveh delov. V prvem delu smo se osredotočili na splošne teoretične podatke o letalskem prometu, njegovem vplivu na okolje ter na osnovne značilnosti samega podjetja Aerodroma Maribor d.o.o. V drugem delu, ki je bolj praktičen, smo opisali teţave s katerimi se srečuje letališče Edvarda Rusjana Maribor, ki je drugo največje mednarodno letališče v Sloveniji. Navedli smo tudi konkretne rešitve za odpravo le-teh teţav. Do konca 2010 naj bi bil izbran nov koncesionar, ki bo dobil v 30-letni najem infrastrukturo letališča, prav tako pa bodo do leta 2013 dokončana vsa infrastrukturna gradbena dela. Letališče ima zelo ugodno lego in vremenske pogoje, zato ne vidimo razloga, da začrtanih ciljev ne bi mogli uresničiti. Aviation is a branch which requires large investments. Business operations of airline companies are mostly influenced by world economy, which, because of the financial crisis, almost collapsed at the end of 2008. The diploma thesis consists of two parts. In the first part we focused our attention on the general theoretical air traffic data, its effects on the environment, and on the basic characteristics of the company Aerodrom Maribor Ltd. In the second part, which is more practical, we described problems of the Airport of Edvard Rusjan Maribor, which is the second largest international airport in Slovenia. We specified concrete solutions of the described problems. At the end of the 2010 a new concessionaire will be selected, who will manage the airport for the next 30 years. In 2013 all of the construction on the airport’s infrastructure will be completed. Because of the favourable location and good weather conditions, all of the airport’s objectives can surely be met.

Vojaško letališče Cerklje ob Krki (letališče) je bilo ustanovljeno leta 1938 kot vojaško letališče kraljeve vojske. Po koncu druge svetovne vojne pa ga je uporabljalo vojaško letalstvo JLA. Letališče je v devetdesetih prejšnjega stoletja postalo osrednja vojaška letalska baza Slovenske vojske. Danes je tu nastanjena večina enot letalstva in zračne obrambe Slovenske vojske (SV). Dotrajanost letaliških objektov, vzletno-pristajalne steze in druge letališke infrastrukture je povod celovitega projekta prenove ter posodobitve letališča. Večina prenove bo povezana z izboljšanjem zmogljivosti letališča. Tehnološka prenova in rekonstrukcija letališča bosta omogočili, da bodo na njem varno vzletali in pristajali vojaški ter civilni zrakoplovi v vseh pogojih, tudi pri omejeni vidljivosti, podnevi in ponoči. Na ta način bo omogočen tudi civilni notranji in mednarodni javni promet, ki ga do zdaj ni bilo. Obnovljeno letališče bo edina zračna vstopna točka vojaških letal v Sloveniji, kjer bo potekal tudi program podpore enotam NATO, pri čemer pa ni predvideno, da bi bili na njem stalno nameščeni zrakoplovi ali enote drugih držav zavezništva. Predvideno je za pomoč med članicami zveze ob vojaški ogroženosti in večjih naravnih nesrečah. Izgradnja gospodarskega središča Phoenix na severnem delu letališča se pojavlja kot pomemben logističen potencial, tako za Slovensko vojsko kakor tudi za celotno gospodarsko področje v Posavju. Posodobitev letališča in izgradnja gospodarskega središča Phoenix na istem prostoru je izvrstno izkoriščen moment ali še bolje rečeno inercija, ki bo zagotovila sinergijo celotnega spektra logističnih tokov na tem območju ter ob ustreznem upravljanju omogočila povezljivost kadrov, opreme in infrastrukture na letališču. Military airfield Cerklje ob Krki was built in 1938 by Kingdom of Yugoslavia armed forces. After the Second World War it was used by the air force of the Republic of Yugoslavia. From 1991 on the airfield has been used by Slovenian Armed Forces (SAF) as an air base. Majority of SAF aviation and air defence units are based on this airfield today. However, low operability status and bad overall condition of an airport support infrastructure resulted in a master plan of airport improvement program by the government and Ministry of Defence. Through this program the airport will increase its capability and capacity. Reconstruction will enable safe military and civilian aviation flying activities in all conditions day and night. Thus international air traffic and other civilian air traffic from and to the airfield will be possible. Reconstructed airport will present the only air entry point to Slovenia for foreign military aviation and will also enable NATO activities support programs and civil relief and security operations. There are no plans for permanent basing of NATO air personnel or aviation units on this airfield. At the same time, the plans have been made for establishing of an Economic Growth Centre - Phoenix in the north part of the airport territory. This fact presents a major logistics boost for both parties on the airfield, as well as for the local economy and surrounding region. When putting together a project with such a nature, vision and goals and a major airport improvement program, although military, a massive synergy in various fields can be expected.