natgillin/translations-raw huggingface dataset:
Artikel 1
In addition, between 2010 and 2011, the net debt of Estonian Air exploded, passing from EUR [5-10] million to EUR [40-50] million.
Finansieringen af AS Estonian Air via 2,48 mio. EUR i kapitaltilførsel, som Estland iværksatte i februar 2009, udgør ikke støtte efter traktatens artikel 107, stk. 1.
The net debt continued to grow further in 2012 (EUR [50-60] million), 2013 (EUR [50-60] million) and 2014 (EUR [60-70] million).
AS Estonian Airs salg af sin groundhandlingafdeling til Tallinn Airport for 2,4 mio. EUR i juni 2009 udgør ikke støtte efter traktatens artikel 107, stk. 1.
In addition, the Estonian authorities explained that at the end of November 2011, the airline had only EUR 3,1 million in cash, and was set to breach a cash covenant to […] at the end of the year, meaning the airline would have been in default of its loans to […].
Artikel 2
Also, Estonian Air stopped paying some major suppliers in November 2011 and by the end of that month the working capital was not in balance: the accounts receivable were EUR 5,5 million, while the accounts payable were EUR 10,6 million.
Statsstøtten på 30 mio. EUR, som ulovligt blev tildelt AS Estonian Air af Estland den 20. december 2011 og den 6. marts 2012 i strid med traktatens artikel 108, stk. 3, er uforenelig med det indre marked.
Default of payment is a typical sign of a firm in difficulty.
Statsstøtten på 37 mio. EUR, som ulovligt blev tildelt AS Estonian Air af Estland i redningsøjemed fra 2012 til 2014 i strid med traktatens artikel 108, stk. 3, er uforenelig med det indre marked.
The Commission also notes that more than half of the airline’s equity disappeared between 2010 and 2011.
Rentebeløbet beregnes med renters rente i overensstemmelse med kapitel V i Kommissionens forordning (EF) nr. 794/2004 [56].
Therefore, as from this point in time, Estonian Air could also be considered a firm in difficulty on the basis of recital 10(c) of the 2004 R&R Guidelines.
Artikel 4
Therefore, the Commission concludes that Estonian Air would qualify as a firm in difficulty under recital 11 of the 2004 R&R Guidelines since at least 2009.
Tilbagesøgningen af den i artikel 2 omhandlede støtte iværksættes øjeblikkeligt og effektivt.
In addition, Estonian Air would also fulfil the requirements of recitals 10(a) and 10(c) of the 2004 R&R Guidelines at later points in time.
Estland sikrer, at denne afgørelse efterkommes senest fire måneder efter meddelelsestidspunktet.
In addition, Estonian Air would be regarded as a firm in difficulty under the 2014 R&R Guidelines since its total equity in 2014 was significantly negative amounting to EUR –31,393 million.
Statsstøtten på 40,7 mio. EUR, som Estland planlægger at iværksætte til fordel for AS Estonian Air i omstruktureringsøjemed, er uforenelig med det indre marked.
Recital 12 of the 2004 R&R Guidelines as well as recital 21 of the 2014 R&R Guidelines states that a newly created firm is not eligible for rescue or restructuring aid even if its initial financial position is unsecure.
Støtten må derfor ikke ydes.
A firm is in principle considered as newly created for the first three years following the start of operations in the relevant field of activity.
Artikel 6
Estonian Air was founded in 1991 and cannot be regarded as a newly created firm.
Senest to måneder efter meddelelsen af denne afgørelse sender Estland Kommissionen følgende oplysninger:
In addition, Estonian Air does not belong to a business group in the sense of recital 13 of the 2004 R&R Guidelines and recital 22 of the 2014 R&R Guidelines.
det samlede beløb (hovedstol og renter), der skal tilbagesøges fra støttemodtageren
The Commission therefore concludes that Estonian Air was a firm in difficulty at the time when measures 3, 4, 5 and 6 were provided and that it meets the rest of requirements of the 2004 and 2014 R&R Guidelines to be eligible for rescue and/or restructuring aid.
en detaljeret beskrivelse af allerede trufne og planlagte foranstaltninger med henblik på at efterkomme denne afgørelse
Compatibility of measure 3
dokumentation for, at støttemodtageren har fået påbud om at tilbagebetale støtten.
The Commission first observes that the cumulative conditions for rescue aid laid down in point 25 of the 2004 R&R Guidelines are not met:
Estland underretter Kommissionen om udviklingen i de foranstaltninger, der træffes for at efterkomme denne afgørelse, indtil den i artikel 2 omhandlede støtte er fuldt tilbagebetalt.
measure 3 is a capital injection in the form of cash (EUR 17,9 million) and therefore does not consist of liquidity support in the form of loan guarantees or loans;
Efter anmodning fra Kommissionen fremsender Estland omgående oplysninger om, hvilke foranstaltninger der er truffet eller planlagt for at efterkomme afgørelsen.
Estonia has provided no justification allowing the Commission to consider that measure 3 was provided on the grounds of serious social difficulties;
Estland giver tillige detaljerede oplysninger om de støttebeløb og renter, støttemodtageren allerede har tilbagebetalt.
Estonia did not communicate to the Commission a restructuring plan or a liquidation plan six months after the first implementation of the measure;
Artikel 7
measure 3 was not restricted to the amount needed to keep the Estonian Air in business for the period during which the aid is authorised.
Denne afgørelse er rettet til Republikken Estland.
The Commission also assessed whether the compatibility criteria for restructuring aid are met.
Udfærdiget i Bruxelles, den 6. november 2015.
Recital 34 of the 2004 R&R Guidelines requires that the granting of the aid is conditional on implementation of a restructuring plan, which must be endorsed by the Commission in all cases of individual aid, and which must aim at restoring the long-term viability of the firm within a reasonable timescale and on the basis of realistic assumptions as to future operating conditions.
Medlem af Kommissionen
Even though the 2010 business plan contained some elements of a restructuring plan under the 2004 R&R Guidelines (analysis of the market, restructuring measures, financial forecasts etc.), it cannot be considered as sufficiently robust and credible, ensuring a long-term viability of the company.
EUT C 150 af 29.5.2013, s. 3 og 14.
As explained in recitals 123 and 124, the 2010 business plan was based on overly ambitious passenger growth forecasts and its sensitivity analysis was insufficient.
EUT C 141 af 9.5.2014, s. 47.
That circumstance would in itself be sufficient to exclude the measure’s compatibility with the internal market [50].
Se fodnote 1.
Moreover, the Estonian authorities have not put forward any possible measures to avoid undue distortions of competition (compensatory measures) and have not provided any contribution from Estonian Air to its own restructuring.
Da klagen blev fremsat den 23. maj 2013, førend Estland anmeldte omstruktureringsplanen for Estonian Air den 20. juni 2013, blev klagen registreret under sagen om redningsstøtte, dvs. SA.35956.
Those are essential elements for finding a measure compatible with the internal market as restructuring aid on the basis of the 2004 R&R Guidelines.
Da klagen delvist vedrørte de estiske myndigheders påtænkte rekapitalisering af luftfartsselskabet, blev den imidlertid vurderet i forbindelse med indledningsafgørelsen om omstruktureringssagen, dvs. SA.36868.
Measure 3 therefore amounts to State aid incompatible with the internal market.
Indledningsafgørelsen om omstruktureringsstøtten blev korrigeret ved Kommissionens afgørelse C(2014) 2316 final af 2. april 2014.
Compatibility of measure 4
Se fodnote 2.
In relation to measure 4, the same conclusions as regards measure 3, described in recitals 177 to 180, apply mutatis mutandis.
Forordning nr. 1 om den ordning, der skal gælde for Det Europæiske Økonomiske Fællesskab på det sproglige område (EFT 17 af 6.10.1958, s. 385/58).
In particular, the capital increase of EUR 30 million does not meet the requirements of point 15 of 2004 R&R Guidelines for a rescue aid since (a) it does not consist of liquidity support in the form of loan guarantees or loans; (b) Estonia has provided no justification allowing the Commission to consider that measure 3 was provided on the grounds of serious social difficulties; (c) Estonia did not communicate to the Commission a restructuring plan or a liquidation plan six months after the first implementation of the measure; and (d) Measure 3 was not restricted to the amount needed to keep the Estonian Air in business for the period during which the aid is authorised.
Kilde: Årsrapport 2013 for AS Tallinna Lennujaam, koncessionshaver i Tallinn Airport: http://www.tallinn-airport.ee/upload/Editor/Aastaaruanded/Lennujaama%20aastaraamat_2013_ENG.pdf
Further, the capital increase of EUR 30 million does not meet the compatibility conditions for restructuring aid under 2004 R&R Guidelines.
Kilde: Årsrapport 2014 for AS Tallinna Lennujaam, koncessionshaver i Tallinn Airport: http://www.tallinn-airport.ee/upload/Editor/Ettevote/Lennujaama%20aastaraamat_ENG_2014_23.5.15.pdf
The 2011 business plan cannot be considered as a credible restructuring plan since its forecasts were not realistic (see recitals 135 to 137) and it was in fact abandoned very rapidly by mid-2012 in view of the extremely negative results of the airline.
Kilde: Estonian Airs konsoliderede årsrapport for 2013: http://estonian-air.ee/wp-content/uploads/2014/06/ESTONIAN-AIR-ANNUAL-REPORT-2013.pdf
In addition, the Estonian authorities have proposed neither appropriate own contribution by Estonian Air nor adequate compensatory measures.
Kilde: Estonian Airs konsoliderede årsrapport for 2014: https://estonian-air.ee/wp-content/uploads/2014/04/Estonian-Air-Annual-Report-2014-FINAL-Webpage.pdf
On the contrary, the capital increase was used to expand Estonian Air’s operations and enter new routes.
Kilde: Årsrapport 2013 for AS Tallinna Lennujaam, jf. fodnote 8.
In addition, the Commission observes that according to the ‘one time, last time’ principle of Section 3.3 of the 2004 R&R Guidelines, ‘where less than 10 years have elapsed since the rescue aid was granted or the restructuring period came to an end or implementation of the restructuring plan has been halted (whichever is the latest), the Commission will not allow further rescue or restructuring aid’.
Kilde: Tallinn Airports websted (http://www.tallinn-airport.ee/eng/).
Insofar as measure 3 (unlawful and incompatible rescue aid) was granted to Estonian Air in November 2010, granting of capital injection (measure 4) would breach the ‘one time, last time’ principle.
Se fodnote 12.
Of the possible exceptions to this principle according to point 73 of the 2004 R&R Guidelines, only exception (c) (‘exceptional and unforeseeable circumstances for which the company is not responsible’) could be applicable.
Se http://www.baltic-course.com/eng/transport/?doc=86191
However, Estonia has not put forward any argument that would allow the Commission to conclude that measure 4 was provided to Estonian Air on the basis of exceptional and unforeseeable circumstances.
Se http://www.aviator.aero/press_releases/13003.
Therefore, the Commission concludes that measure 4 also amounts to State aid incompatible with the internal market.
På salgstidspunktet var AS Estonian Air Regional et sovende selskab uden fly, ansatte eller aktiver.
Compatibility of measure 5
Kilde: Estonian Airs resultatgennemgang af første halvdel af 2012: http://estonian-air.ee/wp-content/uploads/2014/04/ENG-1H-2012.pdf
In the rescue aid opening decisions, the Commission stated that measure 5 fulfilled most of the criteria in Section 3.1 of the 2004 R&R Guidelines concerning rescue aid but expressed doubts on whether the ‘one time, last time’ principle was met.
Se fodnote 10.
The Commission notes that the ‘one time, last time’ principle of the 2014 R&R Guidelines essentially corresponds to the requirements of the previous 2004 R&R Guidelines.
Se fodnote 11.
Given that Estonian Air received the rescue aid in November 2010 (capital injection of EUR 17,9 million — measure 3) and in December 2011 and March 2012 (capital injections of 15 million EUR each — measure 4), the Commission concludes that the ‘one time, last time’ principle has not been observed.
Forretningshemmelighed.
In view of the fact that measures 3 and 4 amount to incompatible and unlawful rescue aid, the Commission concludes that the ‘one time, last time’ principle as set out in recital 70 of the 2014 R&R Guidelines has also been breached in relation to measure 5.
Se Baltic Reports af 7.6.2010, Government sets bailout deal for Estonian Air: http://balticreports.com/?p=19116
Therefore, it is not necessary to examine whether other criteria of the 2014 R&R Guidelines would also have been met.
Se også: http://www.e24.ee/1106240/estonian-airile-makstakse-valja-kolm-miljonit-eurot/
On this basis, the Commission concludes that measure 5 also amounts to rescue aid incompatible with the internal market.
Se Estonian Airs konsoliderede årsrapport for 2014: https://estonian-air.ee/wp-content/uploads/2014/04/Estonian-Air-Annual-Report-2014-FINAL-Webpage.pdf og artiklen »Estonian government approves of last loan payment to Estonian Air« af 20. november 2014: http://www.baltic-course.com/eng/transport/?doc=99082
Compatibility of measure 6
Resultat før renter, skat og af- og nedskrivninger.
As regards the planned restructuring aid of EUR 40,7 million (measure 6), the Commission’s doubts in relation to the restructuring aid opening decision have not been dispelled in the course of the formal investigation procedure.
Kurs EUR 1 = EEK 15,65.
According to point 34 of the 2004 R&R Guidelines, the grant of restructuring aid must be conditional on implementation of a restructuring plan which must be endorsed by the Commission in all cases of individual aid.
Omstruktureringsplanen fastholder følgende 10 kerneruter: Amsterdam (AMS), Stockholm (ARN), Bruxelles (BRU), København (CPH), Kiev (KBP), Skt. Petersborg (LED), Oslo (OSL), Moskva Sheremetyevo (SVO), Trondheim (TRD) og Vilnius (VNO).
Point 35 explains that the restructuring plan, the duration of which must be as short as possible, must restore the long-term viability of the firm within a reasonable timescale and on the basis of realistic assumptions as to future operating conditions.
De sæsonbestemte forbindelser går til Paris Charles de Gaulle (CDG) og Nice (NCE).
Pursuant to point 36 of the 2004 R&R Guidelines, the restructuring plan must describe the circumstances that led to the company’s difficulties and take account of the present state and future market prospects with best-case, worst-case and base-case scenarios.
Det fremgår imidlertid af artikler i pressen og offentlige udtalelser fra Estonian Air, at Estonian Air har drevet — og agter fortsat at drive — sæsonbestemte ruter ud over dem, der er nævnt i omstruktureringsplanen, nemlig München (MUC), Split (SPU) og Berlin (TXL).
The restructuring plan must provide for a turnaround that will enable the company, after completing its restructuring, to cover all its costs including depreciation and financial charges.
Det fremgår også, at Estonian Air fra 2015 vil føje Milano (MXP) til sit udbud af sæsonbestemte forbindelser.
The expected return on capital must be high enough to enable the restructured firm to compete in the marketplace on its own merits (point 37 of the 2004 R&R Guidelines).
ASK står for sædekilometer (available seat kilometre — antal sæder i flyet ganget med antal fløjne kilometer).
As indicated in the opening decision, the Commission had doubts as to whether the restructuring plan of June 2013 was sufficiently solid in order to restore the long-term viability of Estonian Air.
ASK er den vigtigste kapacitetsindikator for et luftfartsselskab, således som den anvendes af luftfartsbranchen og af Kommissionen selv i tidligere tilfælde af omstrukturering i luftfartsektoren.
Estonia has provided few additional arguments to clarify the doubts of the Commission.
Niveau 1-dækningsbidraget defineres som samlede indtægter minus passagerrelaterede variable omkostninger i forhold til samlede indtægter.
Indeed, the Commission reiterates that the scenarios and sensitivity analysis of the restructuring plan may lead, under certain circumstances, to additional funding needs.
I planen defineres DOC-bidraget som samlede indtægter minus passager-, returflyvnings- og brændstofrelaterede omkostninger i forhold til samlede indtægter.
The low (pessimistic) case assumes a 12 % decrease of passengers due to the assumption that GDP growth in Europe will continue to be low until 2017.
Infortar er et af de største private investeringsselskaber i Estland med interesser i shipping (herunder en andel på 36 % i Tallink, et stort selskab, der driver passager- og fragtsejlads i Østersøregionen), ejendomme, finansielle tjenesteydelser osv. I 2013 havde Infortar en nettoindtjening på 20 mio. EUR og ejede aktiver for 432 mio. EUR.
In this pessimistic case, Estonian Air would reach slightly positive earnings before taxes in 2017 but still have a negative net cash position.
EUT C 244 af 1.10.2004, s. 2.
Moreover, the sensitivity analysis shows that relatively minor changes in the assumptions would result, on a stand-alone basis, in the need for additional funding.
Mobilitetsfaktoren er antal flypassagerer delt med landets befolkning.
This seriously questions the main aim of the plan to restore the long-term viability of Estonian Air.
EV/Sales-multiplen — enterprise value-to-sales — er et mål for en virksomheds værdi, hvor dens værdi ses i forhold til dens omsætning, så investorerne kan få en idé om, hvor meget det koster at overtage virksomhedens omsætning.
As regards the measures to limit undue distortions of competition (compensatory measures), the restructuring plan foresees the release of slots at three coordinated airports (London Gatwick, Helsinki and Vienna) and the discontinuation of 12 routes, which would account for 18 % of Estonian Air’s capacity before restructuring.
Domstolens dom af 16. maj 2002, Frankrig mod Kommissionen (Stardust Marine), C-482/99, ECLI:EU:C:2002:294, præmis 52.
In order for those routes to be counted as compensatory measures, they must be profitable because otherwise they would have been cancelled in any event for viability reasons.
Se forretningsplanen fra 2010, s. 16 og 17.
The Estonian authorities have provided profitability figures for the 12 routes cancelled based on three different indicators, namely ‘DOC contribution level’, ‘contribution margin level 1’ and ‘profitability margin’.
Se den interne værdiansættelse af Estonian Air udarbejdet af de estiske myndigheder, »Value assessment of AS Estonian Air«, s. 2.
According to Estonia’s submissions, the ‘DOC contribution level’ covers all variable costs (passenger-related, roundtrip-related and fuel costs) but not payroll, fleet, maintenance and department costs.
Se http://www.bloomberg.com/news/2010-04-22/estonia-government-nears-accord-on-buying-control-of-estonian-air-from-sas.html
The ‘contribution margin level 1’ is defined as the total revenue less the passenger-related variable costs over total revenue, while the ‘profitability margin’ includes fixed costs (fixed maintenance costs, crew costs and fleet-related costs) but not overheads.
Se http://news.err.ee/v/economy/fe650a96-9daa-43e4-91eb-ab4396445593
According to the Commission’s practice in a number of restructuring aid cases in the aviation sector, routes are considered profitable if they had a positive C1 contribution margin in the year preceding their surrender [51].
Domstolens dom af 10. juli 1986, Belgien mod Kommission (Boch) , ECLI:EU:C:1986:305, præmis 13.
The C1 contribution takes account of flight, passenger and distribution costs (namely variable costs) attributable to each individual route.
Se også Rettens dom af 21. januar 1999, Neue Maxhütte Stahlwerke GmbH mod Kommissionen, T-129/95, T-2/96 og T-97/96, ECLI:EU:T:1999:7, præmis 132.
The C1 contribution is the appropriate figure since it takes into account all costs which are directly linked to the route in question.
Den tredje luftfartspakke omfattede tre forordninger: i) Rådets forordning (EØF) nr. 2407/92 af 23.7.1992 om udstedelse af licenser til luftfartsselskaber (EFT L 240 af 24.8.1992, s. 1), ii) Rådets forordning (EØF) nr. 2408/92 af 23.7.1992 om EF-luftfartsselskabers adgang til luftruter inden for Fællesskabet (EFT L 240 af 24.8.1992, s. 8) og iii) Rådets forordning (EØF) nr. 2409/92 af 23.7.1992 om billetpriser og rater inden for luftfart (EFT L 240 af 24.8.1992, s. 15).
Routes with a positive C1 contribution not only cover the variable costs of a route, but also contribute to covering the fixed costs of the company.
Se http://www.iata.org/whatwedo/Documents/economics/Industry-Outlook-December2011.pdf
The Commission’s observes that the ‘DOC contribution level’ is largely equivalent to the C1 contribution.
Kommissionens afgørelse 2011/414/EU af 14. december 2010 om statsstøtte C 8/10 (ex N 21/09 og NN 15/10) iværksat af Grækenland til fordel for Varvaressos S.A.
On this basis, the Commission notes that only two routes (Venice and Kuressaare) — representing together only around 1 % of the company’s capacity in terms of ASK — would actually be profitable and could be counted as proper compensatory measures.
(EUT L 184 af 14.7.2011, s. 9).
Estonia argues that given the increase in yields under the new strategy foreseen in the restructuring plan, these routes could have been profitable in the new network and that these routes would be beneficial to other airlines to the extent they would get the marginal return from passengers who formerly flew with Estonian Air.
Se også Kommissionens afgørelse (EU) 2015/1091 af 9. juli 2014 om foranstaltningerne SA.34191 (2012/C) (ex 2012/NN) (ex 2012/CP) iværksat af Letland til fordel for A/S Air Baltic Corporation (airBaltic) (EUT L 183 af 10.7.2015, s. 1).
However, Estonia does not provide any specific calculations as to the possible level of profitability under the new business model.
En omstruktureringsperiode på fem år og seks måneder blev anset for urimelig lang i sagen om omstruktureringsstøtte til Cyprus Airways — se Kommissionens afgørelse (EU) 2015/1073 af 9. januar 2015 om statsstøtte SA.35888 (13/C) (ex 13/NN), SA.37220 (2014/C) (ex 13/NN) og SA.38225 (2014/C) (ex 13/NN) tildelt af Cypern til Cyprus Airways (Public) Ltd (EUT L 179 af 8.7.2015, s. 83), betragtning 144 og 157.
On the contrary, the restructuring plan clearly indicates that these routes ‘cannot be operated at a profit at this point in time, nor can they contribute to the cost of the aircraft’.
Omstruktureringsperioden i de tidligere positive afgørelser om omstruktureringsstøtte til luftfartsselskaber oversteg ikke fem år — se Kommissionens afgørelse (EU) 2015/1091, betragtning 179, Kommissionens afgørelse (EU) 2015/494 af 9. juli 2014 om foranstaltningerne SA.32715 (2012/C) (ex 2012/NN) (ex 2011/CP) gennemført af Slovenien til fordel for Adria Airways d.d.
Therefore, in line with the Commission’s established case practice, 10 out of the 12 proposed routes cannot be accepted as compensatory measures.
Domstolens domaf 28. april 1993, Italien mod Kommissionen, C-364/90, ECLI:EU:C:1993:157, præmis 20.
The Commission concludes that in order to outweigh the adverse effect of the restructuring aid for Estonian Air, it is not sufficient to release slots in three coordinated airports and to cancel two profitable routes representing around 1 % of the airline’s capacity.
Meddelelse fra Kommissionen — Midlertidige EF-rammebestemmelser for statsstøtte, der ydes for at lette adgangen til finansiering under den nuværende finansielle og økonomiske krise (EUT C 16 af 22.1.2009, s. 1), ændret ved Kommissionens meddelelse om ændring af de midlertidige rammebestemmelser for statsstøtte, der ydes for at lette adgangen til finansiering under den nuværende finansielle og økonomiske krise (EUT C 303 af 15.12.2009, s. 6).
The proposed own contribution of Estonian Air according to the restructuring plan consists of EUR 27,8 million from the planned sale of three aircraft in 2015; EUR 7,5 million from the sale of an office building to Tallinn Airport; EUR 2 million from the sale of other non-core assets; and EUR 0,7 million from a new loan provided by […].