natgillin/translations-raw huggingface dataset:
Selektivní hospodářské zvýhodnění společností Ryanair a AMS poskytuje rovněž dodatek ze dne 16. června 2009 ke smlouvě z roku 2007 o spoji Pau – Charleroi, kterým se od 1. ledna 2009 zvyšují náklady na propagaci z částky […] na částku […] EUR za rok při nezměněných službách, protože za dodatečnou platbu ve výši […] EUR za rok neobdrží CCIPB žádnou protislužbu a zejména nemůže od dodatku očekávat dodatečný provoz.
During the procedure, the Commission invited France to reconstruct the profitability analysis that an MEO would have carried out before signing the agreements with Ryanair and AMS, based on the objective information known to the CCIPB when these agreements were signed and on the foreseeable developments.
Tabulka 6
In response to this invitation, France provided a reconstruction of the projected incremental costs and revenues associated with each agreement signed with Ryanair and AMS.
Cestující („(s)“ = sezónní)
This analysis is mainly based on ex post data, i.e. data observed after the agreements were signed.
Smlouva
As a result, the method used by France involved calculating the average unit costs and revenues per passenger based on the operating costs, revenues and airport traffic observed during the period from 2003 to 2011.
Počet letů za týden
In its analysis of each agreement, France multiplied these data by the projected incremental traffic for each agreement, i.e. the traffic that, on the signature of the agreement, this could be expected to generate.
Počet letů za rok
As this analysis is mainly based on cost and revenue data observed after the various agreements were signed, and not necessarily on information foreseeable at the time when the agreements were signed, this method cannot reflect the profitability analysis that an MEO would have carried out before deciding whether to enter into these agreements.
Den podepsání smlouvy/smluv
Moreover, as regards the incremental operating costs, the method used by France is in fact based on the full unit costs, i.e. all the airport’s operating costs per passenger, instead of the incremental costs, i.e. the costs per passenger specifically generated by each agreement.
Londýn 2003
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned that have signed the agreements in question.
Dodatek z roku 2009 ke smlouvě z roku 2005 o spoji do Londýna
The assumptions used and results of the analysis are presented in recitals 393 to 440.
Londýn, Charleroi (s) a Beauvais (s) 2010
As regards the agreement with Transavia, the Commission has directly used the Transavia business plan in order to make its assessment.
Smlouva z roku 2003 o spoji Pau – Londýn
When assessing the value in entering into an airport services agreement and/or a marketing services agreement, an MEO would have chosen the term of the agreements in question as the time frame of its assessment.
(v EUR)
In other words, it would have assessed the incremental costs and revenues for the period of application of the agreements.
Celkový počet odlétajících a přilétajících cestujících
There does not seem to be any justification for choosing a longer period.
Počet obrátek za rok
On the dates when the agreements were signed, a prudent MEO would not have relied on these agreements being renewed on their expiry, whether under the same terms or under different terms, particularly as low-fare airlines such as Ryanair and Transavia were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
poplatek za přistání
The possible renewal of these agreements would therefore have been a distant future prospect that was too uncertain for an MEO to base reasonable economic decisions on this prospect.
poplatek za cestující
Furthermore, it should be noted that, except for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
výnos z pozemního odbavení
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
[0–99 999]
It should also be noted that, in applying the MEO test, the fact that Ryanair did not operate certain routes for the entire period stipulated in certain agreements has not been taken into account as this factor was not known or foreseeable at the time when the agreements were signed.
Příjmy z leteckých činností celkem
The Commission will now examine the agreements signed with Ryanair and AMS in terms of incremental traffic, revenues and costs in the light of the assumptions used, before presenting its analysis of the agreements signed with Ryanair and AMS, followed by its analysis of the agreement signed with Transavia.
[100 000–299 999]
Incremental traffic and number of projected rotations (agreements with Ryanair and AMS)
[300 000–599 999]
The analysis conducted by the Commission is based on the incremental traffic (in other words, the number of additional passengers) that an MEO operating Pau airport in place of the CCIPB could have predicted when the agreements were signed.
Příjmy z činností mimo leteckou dopravu
With regard to the 2003 agreement for example, this involves determining the number of passengers that the Pau airport operator could have expected, in 2003, to use the Pau-London route operated by Ryanair, over the term of the agreement.
Příjmy celkem
The projected incremental traffic has been determined based on the number of routes and frequencies stipulated in the various airport services agreements and marketing services agreements, and on the resulting number of annual rotations.
Provozní náklady (zaměstnanci, různé nákupy atd.)
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely the Boeing 737-800 configured with 189 seats.
Náklady na marketing
The Commission started from the assumption of a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
Náklady celkem
This is also slightly above the average load factor for flights operated by Ryanair on its network, and equal to or above the load factor proposed by France for the various agreements in its reconstruction of the profitability analyses.
[600 000–999 999]
However, the Commission takes the view that this high load factor can be used, even if it is a favourable assumption, in order to reflect a possible beneficial effect of the marketing services on passenger traffic on the routes covered by the various agreements, and in the absence of other elements quantifying the foreseeable impact of these services on the load factor.
Inkrementální toky (příjmy – náklady)
Where the period of application of an agreement did not coincide with full calendar years, the Commission took this into account by calculating, for each year of application of the agreement, the projected traffic in proportion to the number of days in the year when the agreement applied.
[–100 000 až –299 999]
Some agreements contained indications as to the number of passengers expected on the routes covered.
[–1 až –99 999]
However, as these indications were not legally binding, they would not necessarily have been taken into account by a prudent MEO in its profitability analysis.
Tabulka 8
The Commission therefore ignored them and used the assumption of an 85 % load factor for all the agreements (which is higher than these indications).
Smlouva z roku 2005 o spoji Pau – Londýn
Furthermore, some agreements contained a commitment by the airline with regard to the minimum number of passengers to be carried on the routes concerned.
Tabulka 9
However, an MEO would have probably banked on a number of passengers higher than the minimum guaranteed by the airline.
Dodatek ze dne 16. června 2009 ke smlouvě o marketingových službách ze dne 30. června 2005
In fact, an MEO would have probably assumed that the airline had allowed for a safety margin between the traffic level to which it was committing and the traffic that it was reasonable to expect.
Tabulka 10 –
The Commission therefore decided to ignore these compulsory minima in its assessment.
Smlouva Bristol z roku 2008
Incremental revenues (agreements signed with Ryanair and AMS)
Smlouva Bristol z roku 2009
For each transaction covered by its analysis, the Commission sought to determine the incremental revenues, i.e. the revenues generated by the transaction, as an MEO would have predicted them.
Smlouvy Londýn, Charleroi a Beauvais z roku 2010
Applying the ‘single-till’ principle, the Commission takes the view that both aeronautical and non-aeronautical revenues should be taken into account.
[1 000 000—1 499 999]
Aeronautical revenue consist of the proceeds from the various charges to be paid by the airline to the airport operator, namely:
[–600 000 až –999 999]
the landing charge, namely an amount per rotation;
Uplatnění zásady subjektu v tržním hospodářství na smlouvu uzavřenou se společností Transavia
the passenger charge, namely an amount per rotation;
Komise připomíná, že CCIPB vypracovala podnikatelský plán před uzavřením své smlouvy se společností Transavia o provozování spoje Pau – Amsterdam (dále jen „podnikatelský plán Transavia“).
the charge paid for the groundhandling services, which takes the form of an amount per rotation set in the various airport services agreements.
Komise se domnívá, že tento podnikatelský plán představuje vhodné východisko pro uplatnění zásady subjektu v tržním hospodářství na smlouvu uzavřenou se společností Transavia, a nemá důvod zpochybnit použité předpoklady s výjimkou jednoho, a tím je časový horizont vybraný pro posouzení.
The landing charge and passenger charge applied by the CCIPB are in principle regulated charges for access to the airport infrastructure, which are invoiced to all user airlines following a process of consultation and which are published.
Tento bod bude probrán níže.
The various airport services agreements signed with Ryanair and Transavia stipulate that the airport’s public charging system is applicable.
Komise zaznamenává, že tento podnikatelský plán vede k „ročnímu finančnímu výsledku“ (což odpovídá inkrementálním tokům (příjmy – náklady) analýzy smluv se společnostmi Ryanair/AMS), který je negativní v období 2006–2008 a poté v období 2009–2012 pozitivní (viz níže tabulka č. 12).
For these various agreements, the Commission has used, as projected unit amounts of the landing charge and passenger charge, the public charges in force when the agreements were signed, plus indexation of 2 % per year.
Podle podnikatelského plánu Transavia „se investice stane ziskovou (v kumulované podobě) až během sedmého roku (návratnost investice)“.
The Commission takes the view that an MEO could have predicted an inflation rate of 2 %, as this is the target rate of the European Central Bank (‘ECB’) for the euro area.
Jinými slovy, plán neuplatňuje na výhledové roční toky diskontní sazbu, aby na tomto základě vypočítal čistou aktualizovanou hodnotu, a tak ověřil, zda z hlediska ziskovosti letiště vyrovnávají pozitivní toky na konci zvažovaného období negativní toky z jeho počátku.
In fact, it was reasonable to predict that the regulated charges would increase each year in line with inflation.
Podnikatelský plán pracuje naopak s celkovou kumulovanou částkou toků bez aktualizace (viz níže „kumulovaný výsledek“ v tabulce č. 12), která je negativní za období 2006–2011, ale stává se pozitivní v roce 2012.
The charges for groundhandling services are not regulated, but are negotiated bilaterally.
Komise vyzvala Francii, aby provedla analýzu vypracovanou na základě objektivních informací, které byly známy CCIPB v okamžiku uzavření smlouvy se společností Transavia, za účelem ověření, zda by tuto smlouvu mohl uzavřít subjekt v tržní hospodářství vedený výhledy na zisk.
In the various airport services agreements signed with Ryanair and in the agreement signed with Transavia, these charges take the form of fixed amounts per rotation, without any indexation.
Pro účely této analýzy Francie použila „roční finanční výsledek“ podnikatelského plánu Transavia, odečetla od něj daň z příjmů právnických osob za roky, kdy finanční toky byly pozitivní, a uplatnila na něj pro výpočet čisté aktualizované hodnoty diskontní sazbu ve výši 6,5 %.
These amounts have therefore been used by the Commission in its analysis.
Výsledkem této analýzy je tak čistá aktualizovaná hodnosta ve výši [–100 000 až –200 000] EUR, která byla vypočítána ke dni plánovaného zahájení provozu na spoji Pau – Amsterdam, tj. k 26. dubnu 2006.
In order to calculate the proceeds from the three aforementioned airport charges that an MEO would have expected from each agreement, the Commission has used the number of planned rotations (for the landing charge and for the charge for groundhandling services) and the number of additional passengers expected (for the passenger charge), determined for each agreement, and has multiplied these by the unit charge.
Komise ale zaznamenává, že jak podnikatelský plán Transavia, tak výpočet Francie vychází z odhadu ziskovosti za období 2006–2012, zatímco sama dohoda měla podle vlastních ustanovení platit pouze do roku 2009 a neobsahovala žádnou doložku o svém automatickém prodloužení.
The non-aeronautical revenue is in principle essentially proportional to the number of passengers.
Z důvodů uvedených v bodech odůvodnění 393 až (397) se přitom analýza výhledové ziskovosti musí provádět za dobu plnění smlouvy, jak byla původně stanovena, a nikoli za delší období.
In fact, the activity of car parks, restaurants and other businesses situated in the airport depends on the number of passengers.
Důvodem je zejména skutečnost, že rozumný a obezřetný subjekt v tržním hospodářství nemůže při uzavírání smlouvy počítat s jejím prodloužením, ať již ve stejné nebo odlišné podobě.
The same is therefore true for the revenue received by the airport operator from these activities.
Komise zaznamenává, že čistá aktualizovaná hodnota přepočítaná pro období 2006–2009 na základě ročních toků uvedených v podnikatelském plánu pouze pro tyto roky a aktualizovaná diskontní sazbou navrženou Francií by dosáhla výše [- 300 000 až - 400 000] EUR.
The most reasonable approach for determining the projected incremental non-aeronautical revenue therefore involves determining an amount of non-aeronautical revenue per passenger, which is then multiplied by the projected incremental traffic.
Komise nicméně poznamenává, že smlouva vede k ročním inkrementálním tokům, které jsou negativní po celé období pokryté analýzou ziskovosti (s výjimkou roku 2009, kdy inkrementální tok dosahuje téměř nulové hodnoty), což nutně vede k negativní čisté aktualizované hodnotě bez ohledu na použitou diskontní sazbu.
With regard to the amount of non-aeronautical revenue per passenger, the Commission considers it likely that a reasonable MEO would have determined this, when the various agreements were signed, based on the airport’s total non-aeronautical revenue per passenger over a long enough period to be representative, and immediately preceding the signature of the agreement in question.
Smlouva z roku 2006 se společností Transavia tak obsahuje hospodářské zvýhodnění ve prospěch společnosti Transavia.
The Commission takes the view in this respect that a period of 3 years is reasonable.
Je selektivní, protože je poskytnuto pouze jednomu podniku.
The Commission also takes the view that an MEO would have projected the indexation of this amount over time in order to reflect inflation.
Tabulka 12
In this respect the Commission has used a rate of 2 % (applied from the year in the middle of the 3-year period).
Upravený podnikatelský plán pro spoj Amsterdam – Pau provozovaný společností Transavia
The following table gives the airport’s total non-aeronautical revenue for the period from 2000 to 2011, year by year, and, for each year, the average unit amount of non-aeronautical revenue per passenger over the previous 3 years.
Pau – Amsterdam
Table 5
Provoz (počet cest.)
Non-aeronautical revenue
Výnosy
Total amounts
Celkem (A)
Average unit amount per passenger over the previous 3 years (EUR)
Náklady
Incremental costs (agreements signed with Ryanair and AMS)
z toho – marketingové služby
The incremental costs that could be expected ex ante from each transaction (consisting, where applicable, of an airport services agreement and a marketing services agreement) by an MEO operating the airport in place of the CCIPB fall into the following three categories:
Celkem (B)
marketing service purchase costs,
Roční finanční výsledek
incremental investment costs, due to investments made as a result of the transaction,
(A–B)
incremental operating costs, namely operating costs (staff, sundry purchases) that may be generated as a result of the transaction.
Kumulovaný výsledek
With regard to the costs of the marketing services agreements, the Commission has taken into account the amounts stipulated in these various agreements.
Daň z příjmů právnických osob
The marketing services agreements generally stipulate annual or total fixed amounts.
Inkrementální finanční tok po dani z příjmů právnických osob
The agreement signed with Ryanair in 2003 for the Pau-London route involved a particular arrangement, namely an initial payment, with annual payments per passenger up to an annual maximum of EUR 400 000.
Čistá aktualizovaná hodnota 2006–2009
Given the traffic forecasts associated with the 2003 agreement, based on a load factor of 85 %, the MEO would seemingly have expected this maximum of EUR 400 000 to be reached.
[–300 až –400]
The Commission has therefore used this maximum amount as the cost of the marketing services, in addition to the initial payment defined in the agreement.
Jestliže finanční podpora poskytovaná členským státem posiluje postavení určitých podniků ve srovnání s jinými podniky, které si konkurují při obchodu v rámci Společenství, musí se mít za to, že tento obchod je touto podporou ovlivněn.
As with the traffic forecasts, the projected marketing payments do not necessarily represent the amounts actually paid, because certain events occurring after the agreements were signed may have resulted in deviations from these initial figures.
Aby určité opatření narušovalo hospodářskou soutěž, je podle ustálené judikatury dostačující, aby příjemce podpory s ostatními podniky soutěžil na trhu otevřeném hospodářské soutěži.
This is particularly the case where the agreement was terminated early.
Od vstupu v platnost třetí části liberalizace letecké dopravy dne 1. ledna 1993 nic nebrání leteckým dopravcům Unie volně létat na trasách uvnitř Unie a využívat neomezeného povolení ke kabotáži.
However, these events should not be taken into account when applying the MEO test because they postdate the signature of the agreements.
Výhody poskytnuté společnostem Ryanair, AMS a Transavia ve smlouvách a dodatcích, které jsou předmětem tohoto přezkumu, posílily jejich postavení ve srovnání se všemi ostatními leteckými dopravci Unie, kteří si skutečně nebo potenciálně konkurují se společnostmi Ryanair a Transavia na spojích, které provozují.
With regard to incremental investment costs, it should be noted that, according to France, no investment had to be made within Pau airport due to the various agreements under review.
Smlouvy tak narušily nebo mohly narušit hospodářskou soutěž a ovlivnily obchod v rámci Unie.
As a result, and given that there is nothing to indicate that an MEO would have expected to have to make certain investments due to one or more of the agreements covered by the formal investigation procedure, no incremental investment cost has been taken into account in this analysis.
Jednotlivé smlouvy a dodatky uzavřené CCIPB se společnostmi Ryanair, AMS a Transavia, které jsou předmětem formálního vyšetřovacího řízení, splňují všechna kritéria čl. 107 odst. 1 SFEU, a představují tak všechny státní podporu.
In the absence of a business plan for each agreement, the incremental operating costs that were foreseeable when the various agreements were signed are the most difficult category to determine.
PROTIPRÁVNÍ POVAHA PODPORY
In particular, the approach used for the non-aeronautical revenue, which involved using the airport’s total non-aeronautical revenue to determine the incremental non-aeronautical revenue per passenger, cannot be used for the operating costs.
Protože tato opatření byla provedena bez schválení Komise, představují protiprávní podporu.
Such an approach would involve considering the airport’s total operating costs, reduced to the number of passengers, as incremental costs.
SLUČITELNOST S VNITŘNÍM TRHEM
However, a significant proportion of an airport’s operating costs is fixed, which means that the total operating costs per passenger are likely to be markedly higher, in most cases, than the incremental costs associated with the signature of a new agreement generating additional traffic.
Předmětné podpory představují podpory na provoz.
In order to estimate the incremental operating costs, the Commission must use the airport operator’s analysis elements, as it is unable to estimate itself how a given agreement may influence the various airport cost items.
Takové podpory lze prohlásit za slučitelné s vnitřním trhem pouze za mimořádných a řádně odůvodněných okolností.
However, the only estimate that the Commission can use is in the Transavia business plan, in which the CCIPB estimated that the agreement signed with Transavia would result in an average incremental operating cost of EUR […] per additional passenger over the period of the Transavia business plan from 2006 to 2012.
Z judikatury Soudního dvora navíc vyplývá, že je na Francii, aby uvedla, na jakém právním základě je možno předmětné podpory považovat za slučitelné s vnitřním trhem, a prokázala, že byly splněny podmínky slučitelnosti.
In the absence of anything better, the Commission considers that this figure is an acceptable basis for determining the impact of additional traffic on the airport’s operating costs.
Komise proto v rozhodnutí o zahájení řízení a v žádosti o poskytnutí doplňujících informací vyzvala Francii, aby uvedla možné právní základy slučitelnosti a stanovila, zda byly splněny použitelné podmínky slučitelnosti, a to zejména pro případ, že by předmětné podpory měly být považovány za podpory na zahájení činnosti při otevírání nových spojů.
The Commission has therefore used this figure in its assessment of the agreements signed with Ryanair and AMS, with indexation of 2 % per year from 2009, which lies in the middle of the 2006-2012 reference period.
Francie nicméně nikdy netvrdila, že zkoumaná opatření představují podpory na zahájení činnosti slučitelné s vnitřním trhem, a ani nenavrhla jiné možné základy slučitelnosti či postupy, na jejichž základě by bylo možno prohlásit tyto podpory za slučitelné s vnitřním trhem.
Moreover, the Commission considers that this indexation is coherent with the indexation mentioned above in relation to revenues.
Žádná zúčastněná strana se navíc nepokusila prokázat slučitelnost těchto opatření s vnitřním trhem.
The Commission notes that this estimate was made by the CCIPB before signing most of the agreements with Ryanair and AMS that are covered by the formal investigation procedure, and was therefore available when those agreements were signed.
Komise přesto považuje za užitečné přezkoumat, do jaké míry by bylo možno prohlásit tyto podpory za slučitelné s vnitřním trhem kvůli jejich případnému přispění k otevření nových spojů nebo nových obrátek.
The only exceptions are the agreements signed with Ryanair and AMS in 2003 and 2005.
Je přitom nutno zdůraznit, že se jedná o přezkum pro úplnost, protože při neexistenci skutečností prokazujících slučitelnost podpor poskytnutých členským státem nebo zúčastněnými stranami by měly být tyto podpory prohlášeny za neslučitelné.
These are examined in recitals 425 and 426.
Nové pokyny k těmto podporám uvádějí:
The Commission notes that the Transavia business plan was prepared for a different airline from Ryanair.