natgillin/translations-raw huggingface dataset:
Som det fremgår af forretningsplanen og de faktiske tal, var der på mellemlang sigt tilfredsstillende udsigter med hensyn til anvendelsen af infrastrukturen.
On the basis of the business plans and the actual figures, the infrastructure in question had sufficient medium-term prospects for use.
Alle luftfartsselskaber havde adgang til T2 på en rimelig og ikkediskriminerende måde.
T2 was open in a fair and non-discriminatory manner to all airlines.
Indtil videre var det imidlertid kun Ryanair, der havde vist interesse herfor.
So far, however, no airline but Ryanair had shown interest in it.
Ifølge Finland påvirkedes den pågældende infrastruktur ikke i et sådant omfang, at det strider mod Unionens interesser.
According to Finland the infrastructure in question did not affect trade to an extent contrary to the interests of the Union.
TMP lufthavn er lille, og foranstaltningernes indvirkning på EU-plan var derfor ikke væsentlig.
TMP airport was small and therefore the impact of the measures at Union level was not significant.
Fordelene ved foranstaltningerne for regionen opvejede desuden en eventuel negativ indvirkning på EU-plan.
In addition, the benefits of the measures for the region outweighed any negative impact at Union level.
Lejeaftalen mellem Finavia og Airpro for T2 i TMP lufthavn
The lease agreement between Finavia and Airpro for T2 at TMP airport
Finland oplyste, at Finavia indgik en lejeaftale med Airpro den 23. februar 2003 vedrørende T2 for perioden 1. april 2003-31. marts 2013 (også benævnt »lejeaftalen«).
Finland indicated that on 23 February 2003 Finavia concluded a lease agreement with Airpro concerning T2 for the period between 1 April 2003 and 31 March 2013 (referred to also as ‘the lease agreement’).
Selv om Finavia oprindelig afholdt renoveringsomkostningerne, ville Airpro kompensere Finavia for disse omkostninger i form af leje.
Even though Finavia originally paid for the costs of the refurbishment, Airpro would reimburse Finavia for these costs in its rent.
Finland tilvejebragte ligeledes en kopi af lejeaftalen.
Finland also provided a copy of the lease agreement.
I henhold til lejeaftalen betaler Airpro en månedlig leje på […] plus […] i moms for anvendelse af faciliteterne.
Pursuant to the lease agreement, Airpro pays a monthly rent amounting to […] plus […] VAT for the use of the facilities.
Lejen, inklusive moms, udgør således i alt […] pr. måned.
Accordingly, the rent including VAT totals […] a month.
I henhold til aftalen skal der ud over grundlejen også kompenseres for omkostningerne ved omdannelsen af fragthangaren til en lavpristerminal, herunder renter.
The agreement provides that in addition to the basic rent the rent also includes the costs incurred for turning the cargo hangar into a low-cost passenger terminal, plus the related interest.
Finland oplyste, at renoveringen af T2 stadig var i gang på tidspunktet for lejeaftalens indgåelse, og det var nødvendigt at anslå terminalens renoveringsomkostninger for at fastsætte lejen.
Finland indicated that at the time of concluding the lease agreement, the alterations to T2 were still ongoing and the refurbishment costs of the terminal had to be estimated in order to determine the amount of rent.
Omkostningerne blev anslået til 700000 EUR, og den månedlige indvirkning på lejen blev anslået til ca. […].
The costs were estimated at EUR 700000 and their monthly impact on the rent was expected to be approximately […].
Ud over de anslåede renoveringsomkostninger anslog Finavia omkostningerne til de yderligere arbejder og foranstaltninger efter ibrugtagningen af T2 til ca. […], og den månedlige indvirkning på lejen blev anslået til […].
In addition to the estimated refurbishment costs Finavia estimated that the costs of additional works and arrangements made after the commencement of the operations of T2 would be approximately […] and their monthly impact on the rent would be […].
På baggrund af ovenstående beregninger kompenserede Airpro Finavia for omkostningerne ved renoveringen af T2 gennem en månedlig leje på […].
In accordance with the calculations above, Airpro compensated Finavia for the costs incurred by the alterations to T2 with a monthly rent amounting to […].
Finland gjorde gældende, at den månedlige leje betalt af Airpro ikke lå under markedsprisen.
Finland argued that the monthly rent paid by Airpro was not below the market price.
Den leje, der blev betalt af Airpro, var rent faktisk højere end den leje, der blev betalt af den tidligere forpagter DHL.
The rent paid by Airpro was actually higher than the rent paid by the previous tenant, DHL.
DHL betalte en månedlig leje på […] eksklusive moms for anvendelse af faciliteterne, hvilket svarede til ca. […] [10].
DHL paid a monthly rent amounting to […] excluding VAT for the use of the facilities, which corresponded to approximately […] [10].
Momsen udgjorde […], og den samlede månedlige leje inklusive moms udgjorde således […], hvilket svarede til ca. […].
The share of VAT amounted to […], so the total monthly rent including VAT was […], which corresponded to approximately […].
Finland bemærkede endvidere, at hvis lavprisstrategien ikke var blevet gennemført, og hvis fragthangaren ikke var blevet omdannet til en lavpristerminal, havde T2 måske fortsat stået tom, hvilket ville have belastet TMP lufthavnens økonomi.
Finland noted further that without the implementation of the low-cost strategy and conversion of the cargo hangar into a low-cost terminal, T2 might have remained vacant, which would have encumbered the finances of TMP airport.
Airpros gennemførelse af lavprisstrategien og aftalen af 3. april 2003 mellem Airpro og Ryanair
The implementation of the low-cost strategy by Airpro and the agreement of 3 April 2003 between Airpro and Ryanair
Med hensyn til Airpros gennemførelse af lavprisstrategien anførte Finland, at der var blevet indledt drøftelser med en række luftfartsselskaber på et tidligere tidspunkt.
As regards the implementation of the low-cost strategy by Airpro, Finland explained that discussions with airlines had started earlier.
Der havde f.eks. været længerevarende drøftelser med Ryanair gennem nogle år, inden det blev besluttet at gennemføre en lavprisstrategi i TMP lufthavn.
There had been ongoing discussions for example with Ryanair for a few years before the decision was taken to implement a low-cost strategy at TMP airport.
Ifølge Finland var det brev, som Airpro havde sendt til en række luftfartsselskaber med en opfordring til at overveje at indlede aktiviteter i lavpristerminalen, kun et enkelt led i markedsstrategien for T2.
According to Finland the letter sent by Airpro to a number of airlines inviting them to consider starting up operations at the low-cost terminal was only one part of the marketing strategy for T2.
Finland har tilvejebragt en kopi af salgsbrevet.
Finland provided a copy of the marketing letter.
I brevet anføres de afgifter, der skal betales i T2, f.eks. afgiften for groundhandling og terminalanvendelse, hvis størrelse afhænger af den pågældende flytype.
The letter indicates the charges applicable at T2, such as the charge for ground handling and terminal use, the amount of which depends on the aircraft type used.
Ud over de afgifter, der skal betales i T2, skal luftfartsselskaberne betale de normale landings-, TNC- og sikkerhedsafgifter.
In addition to the charges applicable at T2, the airlines are to pay the normal landing, terminal navigation and security charges.
Finland har tilvejebragt en kopi af aftalen med en gyldighedsperiode på […] indgået mellem Airpro og Ryanair den 3. februar 2003 (»aftalen«).
Finland provided a copy of the agreement with a period of validity of […] concluded between Airpro and Ryanair on 3 April 2003 (‘the agreement’).
Aftalen indeholder de driftsmæssige og økonomiske betingelser for Ryanairs etablering og drift af kommercielle flyvninger til og fra T2 i TMP lufthavn.
The agreement sets out the operational and financial conditions under which Ryanair is to establish and operate commercial flights to and from T2 at TMP airport.
Aftalen trådte i kraft dagen efter aftalens indgåelse (dvs. den 4. april 2003) og udløber den […].
The agreement took effect on the day after the signature of that agreement (i.e. 4 April 2003) and will end on […].
Som sammenfattet i følgende tabeller afhænger »alt-inkluderet«-afgiften af Ryanairs daglige flyvninger i lufthavnen og af aftaleåret: […]
As summarised in the tables below the all-inclusive charge depends on the daily frequencies of Ryanair at the airport and on the year of the agreement: […]
I aftalen forpligter Ryanair sig til at indlede aktiviteter i TMP lufthavn med […] daglige flyekspeditioner.
In the agreement, Ryanair commits itself to commencing operations at TMP airport with […] daily turnarounds.
Ryanair indvilliger endvidere i at meddele enhver nedgang i antallet af daglige flyekspeditioner i lufthavnen med en frist på […].
Furthermore Ryanair agrees to give […] notice of any reduction in the number of daily turnarounds at the airport.
I henhold til aftalen forventede Ryanair at nå op på ca. […] afrejsende passagerer i TMP lufthavn i de første 12 måneder og ca. […] afrejsende passagerer i de følgende 12 måneder.
Pursuant to the agreement Ryanair expected to generate approximately […] departing passengers at TMP airport during the first 12 months and approximately […] departing passengers during the following 12 months.
Airpro skal etablere en servicedesk for passagerer i et centralt område i lufthavnens hovedterminal (T1) og skal tilvejebringe pladsreservationsfaciliteter for Ryanairs passagerer.
Airpro will operate a passenger service desk in a prime location in the main airport terminal (T1) and will provide reservations facility for Ryanair’s passengers.
I henhold til aftalen skal Ryanair betale provision til Airpro på […] for alle Ryanairs flyvninger (eksklusive skatter, gebyrer og andre afgifter), som sælges med debet-/kreditkort af Airpro.
Pursuant to the agreement Ryanair pays a commission to Airpro at the rate of […] for all Ryanair flights (excluding taxes, fees and other charges) sold by Airpro and paid by debit/credit card.
Aftalen indeholder ligeledes ordninger vedrørende den påkrævede vedligeholdelse af start- og landingsbanen i TMP lufthavn i sommeren 2003, hvor lufthavnen vil være lukket for al trafik.
The agreement also provides for arrangements during the necessary maintenance of the runway at TMP airport during summer 2003, when the airport will be closed to all traffic.
I denne periode vil trafikken i TMP lufthavn blive omdirigeret til Pori lufthavn, og Airpro vil arrangere bustransport for Ryanairs passagerer.
During this period the traffic of TMP airport will be diverted to Pori airport and Airpro will arrange bus transportation for Ryanair’s passengers.
Ifølge Finland var aftalen mellem Airpro og Ryanair baseret på handelsmæssige vilkår og omfattede ikke statsstøtte.
According to Finland the agreement between Airpro and Ryanair was on commercial terms and did not involve State aid.
Andre luftfartsselskaber havde også mulighed for at nå til enighed med Airpro om lignende aftalebetingelser som Ryanair.
Other airlines had also had the possibility to agree with Airpro on similar contractual terms and conditions to those obtained by Ryanair.
I salgsbrochuren The Case for Tampere-Pirkkala Airport, der blev udarbejdet i forbindelse med handelsmessen i 2004, blev det f.eks. understreget, at T2 var åben for alle operatører, da terminalen på daværende tidspunkt stadig havde ledig kapacitet til to yderligere luftfartsselskaber.
For example the marketing brochure The Case for Tampere-Pirkkala Airport, which had been prepared for the 2004 trade fair, highlighted the fact that T2 was open to all operators, as at that time the terminal still had capacity available for two more airlines.
Finland mente endvidere, at de afgifter, som Ryanair betalte i TMP lufthavn, var omkostningsbaserede og overskudsgivende for Airpros og Finavias aktiviteter i TMP lufthavn.
Finland considered further that the charges paid by Ryanair at TMP airport were cost-based and generated an economic profit for Airpro’s and Finavia’s operations at TMP airport.
Airpro opkrævede afgifter hos Ryanair for sine tjenester og for Finavias tjenester.
Airpro collected charges from Ryanair for services it provided and also for services provided by Finavia.
Airpro udbetalte efterfølgende de afgifter, der blev opkrævet for Ryanairs aktiviteter i lufthavnen i henhold til Finavias luftfartsinformationspublikation – Aeronautical Information Publication (»AIP«) [13], til Finavia.
Airpro subsequently disbursed to Finavia the charges resulting from Ryanair’s operations at the airport pursuant to Finavia’s Aeronautical Information Publication (‘AIP’) [13].
Eventuelle afgiftsforskelle var begrundet i de pågældende tjenesters art og omfang.
Any differences in charges were based on the nature and scale of the services concerned.
Finland anførte, at alle luftfartsselskaber, der anvendte TMP lufthavn, betalte de samme afgifter for tjenester af samme kvalitet.
Finland indicated that all airlines using TMP airport paid the same charges for services of the same quality.
Passagerafgiften opkrævet for tjenester i T2 afhang f.eks. af kvaliteten af de tjenester, der blev ydet i terminalen.
For instance, the passenger charge collected for the services provided at T2 depended on the quality of the services provided at the terminal.
Hverken Finavia eller Airpro var involveret i opkrævningen af den serviceafgift, der fremgik af Ryanairs flybillet, og som Ryanair opkrævede hos sine passagerer.
Neither Finavia nor Airpro played any role in the collection of the passenger service charge marked on Ryanair’s air ticket, which was collected by Ryanair from its passengers.
I modsætning til Blue1s påstand, var Ryanair ikke undtaget for at betale passagerafgiften.
Contrary to the allegations of Blue1, Ryanair was not exempted from paying the passenger charge.
Den omstændighed, at Airpros aktiviteter i T2 var rentable, beviste, at Ryanair skulle betale for Airpros tjenester.
The fact that Airpro’s operations at T2 were profitable was evidence that Ryanair had to pay a charge for the services provided by Airpro.
Finavia opkrævede følgende afgifter hos Ryanair gennem Airpro i TMP lufthavn, der beløb sig til […] i alt:
Finavia collected the following charges from Ryanair through Airpro at TMP airport, amounting to […] in total:
landingsafgifter [14]: […]afgifter for luftfartstjenester: […]
landing charge [14]: […]air navigation services charge: […]
Med hensyn til afgifter for luftfartstjenester anførte Finland, at de afhang af flyets vægt, flyvningens længde og indholdet af de benyttede tjenester.
As regards the air traffic navigation charges, Finland stated that they depended on the weight of the aircraft, the length of the flight and the content of the services used.
Finavias overskud omfattede ligeledes en årlig ruteafgift [15], der udgjorde ca. […] i 2006, og som ville stige i takt med Ryanairs voksende antal flyvninger.
Finavia’s profits also included an annual route charge [15], which amounted to approximately […] in 2006 and would increase with the additional frequencies operated by Ryanair.
Finland anførte desuden, at driftsoverskuddet fra Ryanairs aktiviteter i TMP lufthavn beløb sig til i alt […] i 2005.
Finland explained further that in 2005 the operating benefit from Ryanair’s operations at TMP airport totalled […].
Endelig anførte Finland, at Ryanair i henhold til aftalen også havde forpligtet sig til at øge antallet af flyvninger og opfylde passagermålene i aftalen.
Finally, Finland argued that pursuant to the agreement, Ryanair had also committed itself to increasing traffic and to meeting the passenger targets indicated in the agreement.
BEMÆRKNINGER FRA INTERESSEREDE PARTER
OBSERVATIONS FROM THIRD PARTIES
Kommissionen har modtaget bemærkninger fra fire interesserede parter.
The Commission has received observations from four interested parties.
Ryanair indledte sine bemærkninger af 16. november 2007 med at anføre, at indledningen af en formel undersøgelsesprocedure efter selskabets opfattelse var urimelig og unødvendig.
Ryanair began its observations dated 16 November 2007 by stating that in its opinion the initiation of a formal investigation procedure was unfair and unnecessary.
Selskabet anførte endvidere, at det beklagede, at Kommissionen ikke gav Ryanair mulighed for at blive inddraget i den foreløbige undersøgelse.
It also stated that it regretted that the Commission had not given Ryanair the possibility to participate in the preliminary examination.
Med hensyn til sagens genstand mente Ryanair, at Kommissionen skulle have taget udgangspunkt i standardhandelsaftaler og besluttet, at aftalen overholdt det markedsøkonomiske investorprincip og dermed ikke omfattede statsstøtte.
On the substance of the case Ryanair was of the opinion that the Commission should have based itself on standard commercial arrangements and decided that the agreement complied with the market economy operator principle and hence did not involve State aid.
Da både Finavia og Airpro efter Ryanairs opfattelse drog fordel af selskabets tilstedeværelse i TMP lufthavn, handlede de begge som markedsoperatører, og finansieringen af T2 omfattede ikke støtte.
As in Ryanair’s opinion both Finavia and Airpro benefitted from its presence at TMP airport, both were acting as market economy operators and the financing of T2 was void of any aid.
Med hensyn til etableringen af lavpristerminalen i TMP lufthavn forklarede Ryanair, at der var blevet igangsat en række projekter med henblik på at differentiere lufthavnstjenesterne i EU for at imødegå lavprisselskabernes og deres passagerers behov.
As regards the development of the low-cost terminal at TMP airport, Ryanair explained that there were ongoing projects to differentiate services provided by airports in the Union in order to serve the needs of low-cost airlines and their passengers.
Som følge af lufthavnenes differentierede serviceniveau blev der opkrævet differentierede afgifter hos luftfartsselskaberne.
The differentiated level of services provided by airports resulted in differentiated charges paid by airlines.
TMP lufthavn var en af de første lufthavne, der anvendte modellen med differentierede serviceniveauer i samme lufthavn.
TMP airport was among the first to follow the model of differentiated service levels at the same airport.
Ryanair bekræftede, at lufthavnsoperatøren Finavia havde besluttet at etablere T2 på grundlag af en sund forretningsplan, som var blevet hurtigt gennemført og havde øget Finavias indtjening.
Ryanair confirmed that the airport operator Finavia had decided on the development of T2 on the basis of a sound business plan that was swiftly implemented and resulted in an increase in Finavia’s revenue.
Ryanair mente derfor, at etableringen af lavpristerminalen ikke indeholdt nogen elementer af statsstøtte til Finavias aktiviteter i TMP lufthavn.
Therefore, Ryanair was of the opinion that the development of the low-cost terminal did not contain any elements of State aid towards Finavia’s activity at TMP airport.
Med hensyn til forvaltningen af T2 anførte Ryanair, at konkurrence mellem terminaler i samme lufthavn øgede effektiviteten og reducerede omkostningerne.
With regard to the management of T2, Ryanair explained that competition between terminals at the same airport resulted in improved efficiency and reduced costs.
Efter Ryanairs opfattelse øgede de højere effektivitetsstandarder i T2 effektiviteten i T1 til gavn for alle luftfartsselskaber, der anvender lufthavnen.
In Ryanair’s view, the higher efficiency standards at T2 improved the efficiency of T1 to the benefit of all airlines using the airport.
Ryanair havde det indtryk, at Airpro lejede terminalen på handelsmæssige vilkår.
To Ryanair’s knowledge, Airpro was renting the terminal on commercial terms.
Finavia drog endvidere fordel af en forøgelse af trafikken i lufthavnen og de stigende indtægter fra landings- og flyvekontrolafgifter.
Finavia benefitted additionally from increased traffic at the airport and an increase in revenue from landing and air traffic control charges.
Efter Ryanairs opfattelse var der således ingen elementer af statsstøtte i handelsaftalerne mellem Finavia og Airpro om forvaltningen af T2.
Consequently, in Ryanair’s view no State aid was involved in the commercial agreements between Finavia and Airpro with regard to the management of T2.
Med hensyn til aftalen mellem Ryanair og Airpro anførte Ryanair indledningsvis, at selskabets forretningsmodel var baseret på stigende effektivitet, som passagererne drog fordel af i form af lavere billetpriser.
As regards the agreement concluded between Ryanair and Airpro, Ryanair first stated that its business model was based on increasing efficiency, which was passed on to passengers in the form of lower air fares.
Den »alt inkluderet«-afgift, som blev betalt i TMP lufthavn, inkluderede alle de afgifter, der skal betales af luftfartsselskaber i lufthavnen.
The all-inclusive fee paid at TMP airport included all charges applicable to airlines at the airport.
De differentierede afgifter, der blev opkrævet for benyttelse af T2, var begrundet i det tilbudte serviceniveau.
The differentiated charges for the use of T2 were justified by the level of services provided.
Med hensyn til rabatten på lufthavnsafgifterne knyttet til stigningen i antallet af flyvninger gjorde Ryanair gældende, at dette var normal handelspraksis inden for alle erhverv.
With regard to the discount on airport charges related to the increase in frequencies, Ryanair argued that this was normal commercial behaviour applied in all industries.
De fleste betingelser i aftalen mellem Ryanair og Airpro i T2 var generelt gældende for alle luftfartsselskaber, der var villige til at flyve fra T2.
Most of the conditions of the agreement between Ryanair and Airpro at T2 were generally applicable to all airlines willing to fly from T2.
Ryanair mente således ikke, at selskabets aftale med Airpro var selektiv.
Therefore, Ryanair was of the opinion that its agreement with Airpro was not selective.
Ryanair anførte endvidere, at både Finavia og Airpro drog fordel af selskabets tilstedeværelse i TMP lufthavn.
Ryanair further argued that both Finavia and Airpro benefitted from its presence at TMP airport.
Med hensyn til forbindelsen mellem Finavia og Airpro anførte SAS Group, at TMP lufthavnens administrerende direktør var medlem af Airpros bestyrelse, da Finavia besluttede at udleje T2 til Airpro.
As regards the link between Finavia and Airpro, SAS Group stated that the managing director of TMP airport was a member of the board of directors of Airpro when Finavia decided to lease T2 to Airpro.
Den tætte forbindelse mellem Finavia og Airpro fremgik desuden tydeligt af publikationen Tampere-Pirkkala Airport Finland’s Future-Ready Airport.
In addition, the close link between Finavia and Airpro was evident in the publication Tampere-Pirkkala Airport Finland’s Future-Ready Airport.
SAS Group gjorde gældende, at Finavia krydssubsidierede T2 med indtægter fra T1.
SAS Group argued that Finavia was cross-subsidising T2 with revenues from T1.
SAS Group var navnlig af den opfattelse, at der ikke blev betalt passagerafgifter i T2.
SAS Group was in particular of the opinion that no passenger charges were paid at T2.
Airpro forvaltede desuden parkeringspladsen uden for T2 og beholdt parkeringsindtægterne.
Furthermore, Airpro administered the car park located outside T2 and kept the revenues generated by the car park.
Parkeringsafgifterne på parkeringspladsen ved siden af T2 var dobbelt så høje som afgifterne ved T1.
The parking charges at the car park next to T2 were twice as high as those at T1.
Med hensyn til omkostningerne for tjenesterne i T2 anførte SAS Group, at Finland ikke havde givet den adgang til disse oplysninger.
As regards the costs for the services at T2, SAS Group argued that Finland had not granted it access to this information.
SAS Group havde ikke fået oplyst, hvorvidt T2 eller TMP lufthavn var rentable, eller hvorvidt Airpro betalte for den infrastruktur, som Finavia stillede til rådighed.
SAS Group had no information on whether T2 or TMP airport were profitable and whether Airpro paid for the infrastructure supplied by Finavia.