natgillin/translations-raw huggingface dataset:
Som svar på denne opfordring leverede Frankrig en rekonstruktion af de forventede meromkostninger og -indtægter ved hver kontrakt indgået med Ryanair og AMS.
It should first be noted that there is nothing in the records to suggest that, when the marketing services agreements covered by the formal investigation procedure were signed, the Operators ever considered, and still less quantified, any positive effects of the marketing services agreements going beyond the air routes covered by these agreements or, in terms of time, extending beyond the expiry of these agreements.
Da denne analyse for en stor dels vedkommende bygger på oplysninger om omkostninger og indtægter, der er konstateret efter indgåelsen af de forskellige kontrakter, og ikke nødvendigvis på prognoser fra tidspunktet for kontrakternes indgåelse, kan denne metode ikke afspejle den rentabilitetsvurdering, som en markedsøkonomisk investor ville have foretaget før sin beslutning om at indgå disse kontrakter.
As stated above, the marketing services purchased from AMS were mainly targeted at those people likely to use the air routes covered by the marketing services agreement, namely only those scheduled air routes offered to Nîmes.
Hvad angår omkostningerne, tages der ved Frankrigs metode endvidere hensyn til de fuldstændige enhedsomkostninger, dvs. alle lufthavnens driftsomkostninger pr. passager, i stedet for meromkostningerne, dvs. de omkostninger pr. passager, der specifikt genereres af den enkelte kontrakt.
Furthermore, the sustainability of these effects also seems very doubtful.
Men meromkostningerne kan være forskellige fra de fuldstændige enhedsomkostninger og som regel klart mindre i betragtning af den store andel af faste omkostninger i en lufthavn.
It is possible that advertising Nîmes and its region on the Ryanair website may have encouraged people visiting this website to buy Ryanair tickets to Nîmes when this advertising was first posted or just after.
Anvendelsen af fuldstændige enhedsomkostninger udgør derfor endnu en svaghed i den metode, som Frankrig har foreslået.
However, it is unlikely that the effect of this advertising on visitors lasted or had an influence on their ticket purchases for more than a few weeks after it was posted on the Ryanair website.
Den fører desuden til en klar nedsættelse af visse kontrakters rentabilitet og straffer på den måde de berørte luftfartsselskaber.
An advertising campaign is more likely to have a sustainable effect when the promotional activities involve one or more advertising media to which consumers are regularly exposed over a given period.
Derfor har Kommissionen ved anvendelse af det markedsøkonomiske investorprincip foretaget sin egen analyse ved at rekonstruere meromkostningerne og merindtægterne ved de forskellige kontrakter, sådan som en markedsøkonomisk investor ville have vurderet dem på forhånd.
For example, an advertising campaign on general television and radio stations, various websites and/or various billboards displayed outdoors or inside public places may have such a sustainable effect if consumers are passively and repeatedly exposed to these media.
De anvendte hypoteser og analysens resultater beskrives i det følgende.
However, promotional activities limited to certain pages of Ryanair’s website alone are unlikely to have an effect that lasts much beyond the end of the promotion.
Tidshorisont
It is very likely that most people will not visit Ryanair’s website often enough to leave them with a lasting impression of the advertising for this region.
Til bedømmelsen af, om det var interessant at indgå en kontrakt om lufthavnstjenester og/eller en marketingkontrakt, ville en markedsøkonomisk investor have valgt de pågældende kontrakters løbetid som tidshorisont for sin vurdering.
This observation is well supported by two factors.
Det forekommer ikke berettiget at vælge en længere periode.
Firstly, under the various marketing services agreements, the promotion of the Nîmes region on Ryanair’s homepage was limited to the presence of a single link to a website designated by the Operators for limited and, in some cases, very brief periods, in particular:
En fornuftig markedsøkonomisk investor ville da heller ikke ved indgåelsen af kontrakterne have satset på en forlængelse af disse kontrakter ved udløbet på samme eller særlige vilkår, især fordi lavprisselskaber som Ryanair var og er kendt for at udvikle deres virksomhed meget dynamisk med hensyn til åbning og lukning af ruter eller antallet af afgange.
seven days per year for five years according to the 2005 agreement, increased by 26 and three days per year in line with the respective launch of the third and fourth routes stipulated by the agreement,
Det bør i øvrigt bemærkes, at datoen for iværksættelsen af de af kontrakten omfattede aktiviteter ikke er den samme som datoen for indgåelsen af kontrakten.
27 days on the English page and 60 days on the Belgian and Dutch pages according to the agreement of 2 January 2007,
I dette tilfælde er det datoen for iværksættelsen af kontrakten, der blev brugt som udgangspunkt, og ikke datoen for indgåelsen.
33 days on the English page and 60 days on the Belgian and Dutch pages according to the agreement of 1 November 2007, and
Det skal også bemærkes i forbindelse med anvendelsen af det markedsøkonomiske investorprincip, at der ikke er taget hensyn til det forhold, at Ryanair ikke drev bestemte ruter i hele den periode, der var fastsat i visse kontrakter, eftersom dette element hverken var kendt eller kunne forudses på tidspunktet for indgåelsen af kontrakterne.
32 days on the English page and 60 days on the Belgian and Dutch pages according to the agreement of 27 August 2008.
I det følgende vil Kommissionen beskrive de anvendte hypoteser for analysen af de kontrakter, der er indgået med Ryanair/AMS om trafik, merindtægter og meromkostninger, hvorefter resultaterne af analysen fremlægges.
Both the nature of these promotional activities (presence of a single link with limited promotional value) and their short lifespan would have significantly limited the effect of these activities beyond the end of the promotion, particularly as these activities were limited to Ryanair’s website alone and were not supported by any other media.
Forventet gradvist stigende trafik og forventet antal rotationer
In other words, these promotional activities were highly unlikely to leave those people exposed to these activities with a lasting impression of the advertising in question and a lasting interest in Nîmes and its region.
Kommissionens analyse bygger på den mertrafik (dvs. antal ekstra passagerer), som en markedsøkonomisk investor, der forvalter Nîmes lufthavn i forvalternes sted, kunne have forudsagt ved indgåelsen af kontrakterne.
Secondly, the other marketing activities included in the agreements signed with AMS involved the Nîmes destination page of the website and the ‘Discover Europe’ page, where it was only intended to insert a ‘button’, as well as email advertising.
Vedrørende kontrakten fra 2000 f.eks. skal det fastslås, hvor mange passagerer forvalteren af Nîmes lufthavn i 2000 kunne have forventet på ruten Nîmes-London, som Ryanair skulle drive, i kontraktens løbetid.
As a general rule, this last type of promotional activity is targeted only at an audience that is by definition limited, without recipients being frequently exposed to this advertising.
Den forventede mertrafik blev fastslået ud fra antallet af ruter og afgange ifølge de forskellige kontrakter om lufthavnstjenester og marketingkontrakter og antal årlige rotationer som følge deraf.
Furthermore, with regard to the Nîmes destination page of the Ryanair website, this is likely to be even less visited by a given person than the website’s homepage, since it is devoted to a specific Ryanair destination and not to all its activities.
I øvrigt tog Kommissionen hensyn til kapaciteten i Ryanairs fly, nemlig ifølge kontrakterne Boeing 737-200, Boeing 737-300 og Boeing 737-800.
It is therefore unlikely to leave those persons accessing this page with a lasting impression of the attractions of Nîmes and its region.
Vedrørende kontrakter indgået fra oktober 2005, der omfattede marketingydelser leveret af AMS, opstillede Kommissionen en hypotese med en belægningsgrad på 85 % pr. flyvning.
Moreover, the Nîmes page of the Ryanair website is very likely to be accessed, most of the time, as a result of a potential interest in this destination or in Ryanair’s services to this destination.
Det drejer sig om en gunstig hypotese for Ryanair, for en belægningsgrad på 85 % er en høj værdi.
The advertising on this page is therefore unlikely to generate new interest in this destination among people unaware of or not having any interest in this destination.
Denne sats er i øvrigt lidt højere end gennemsnittet for alle Ryanairs flyvninger og større end eller lig med den belægningsprocent, som Frankrig foreslog for de forskellige kontrakter i sin rekonstruktion af rentabilitetsanalyserne.
As regards the ‘Discover Europe’ page, this promotes a large number of destinations by means of ‘buttons’.
Kommissionen mener dog, at denne høje belægningsgrad kan anvendes, selv om den tilgodeser Ryanair, da den vil afspejle marketingydelsernes eventuelle positive indvirkning på passagerantallet på de af de forskellige kontrakter omfattede flyruter, og da der ikke foreligger andre oplysninger, der sætter tal på disse ydelsers forventede indvirkning på belægningsgraden.
Although it undoubtedly allows potential travellers to make a short-term choice between several travel destinations, it is unlikely to generate a lasting interest in a particular destination from among all those presented.
For kontrakter indgået før oktober 2005 har Kommissionen derimod valgt lavere belægningsgrader.
As a result, although the marketing services may have increased passenger traffic on the air routes covered by the marketing services agreements for the period of those services, it is very likely that this effect after this period was zero or negligible.
De valgte hypoteser er nærmere beskrevet nedenfor i analysen for hver af de berørte kontrakter.
Moreover, the Ryanair studies of 17 and 31 January 2014 indicate that the likelihood of the benefits of the marketing services agreements going beyond the air routes covered by these agreements or lasting beyond the operating period of these routes, as set out in the marketing services and airport services agreements, was extremely small and could not be quantified with a degree of reliability that would be considered sufficient by a prudent MEO.
Det skal i den forbindelse bemærkes, at det i kontrakten fra april 2000 og i de forskellige ændringer heraf ikke var forudsat, at Ryanair eller dets datterselskaber skulle levere marketingydelser, men pr-aktioner af begrænset omfang (udsendelse af pressemeddelelser, afholdelse af pressekonferencer osv.), som er CCI's ansvar.
Accordingly, for example, the study of 17 January 2014 indicates as follows: ‘However future incremental profits beyond the scheduled expiry of the Airport Service Agreement are inherently uncertain’.
Visse kontrakter indeholdt angivelser af forventet antal passagerer på de aftalte ruter.
Furthermore, this study proposes two methods for the ex ante assessment of the positive effects of marketing services agreements: a ‘cash flow’ approach and a ‘capitalisation’ approach.
Da disse angivelser imidlertid ikke var bindende, ville en fornuftig markedsøkonomisk investor ikke nødvendigvis have taget dem i betragtning i sin rentabilitetsanalyse.
The ‘cash flow’ approach involves assessing the benefits of the marketing services agreements and airport services agreements in the form of future revenues generated for the airport operator by the marketing services and by the airport services agreement, minus corresponding costs.
Kommissionen tog derfor heller ikke hensyn til dem og beholdt hypotesens 85 % som belægningsprocent for alle kontrakterne, der var indgået fra 2005 (hvilket er højere end disse angivelser).
In the ‘capitalisation’ approach, improvement of the airport’s brand image through the marketing services is treated as an intangible asset, acquired for the price set out in the marketing services agreement.
I øvrigt indeholdt nogle kontrakter en forpligtelse fra luftfartsselskabets side til at sikre et minimumsantal af passagerer på de omhandlede ruter.
However, the study highlights the major difficulties presented by the ‘capitalisation’ approach and shows that the results produced by this method are unreliable.
Ikke desto mindre ville en markedsøkonomisk investor sandsynligvis have satset på et højere antal passagerer end det antal, luftfartsselskabet mindst garanterede.
It suggests that the ‘cash flow’ approach would be better.
Merindtægter (kontrakter indgået med Ryanair og AMS)
In practice, it would be very difficult to estimate the average period of customer retention following an AMS campaign due to insufficient data’.
Kommissionen forsøgte for hver transaktion, der var genstand for dens analyse, at bestemme merindtægterne, dvs. de indtægter, som blev genereret af transaktionen, og sådan som en markedsøkonomisk aktør kunne have forudset dem.
The study of 31 January 2014 proposes a practical application of the ‘cash flow’ approach.
Ifølge »single till«-princippet mener Kommissionen, at der bør tages hensyn til indtægter fra såvel luftfart som andet end luftfart.
In this approach, the benefits of the marketing services agreements and airport services agreements that last even after the marketing services agreement has expired are expressed as a ‘terminal value’ calculated on the agreement’s expiry date.
Luftfartsindtægterne består af provenuet fra de forskellige afgifter, luftfartsselskaberne skal betale til lufthavnsforvalteren, nemlig:
This terminal value is calculated based on the incremental profits expected from the airport services and marketing services agreements in the final year of application of the airport services agreement.
»landingsafgiften«, der består af et fast beløb pr. rotation
These profits are projected into the following period, the term of which is equal to the term of the airport services agreement, adjusted by the growth rate of the air transport market in Europe.
»passagerafgiften«, der består af et fast beløb pr. afrejsende passager
They are also adjusted by a probability factor designed to reflect the capacity of the airport services agreement and the marketing services agreement to contribute to the airport’s profits after they have expired.
afgiften for groundhandlingydelser i form af et beløb pr. rotation som fastsat i de forskellige kontrakter om lufthavnstjenester.
According to the study of 31 January 2014, this capacity to produce lasting benefits depends on various factors ‘… including greater prominence and a stronger brand, alongside network externalities and repeat passengers’, although no details are given about these factors.
Landingsafgiften og passagerafgiften, som forvalterne opkræver, er i princippet lovbestemte afgifter for adgang til lufthavnens infrastrukturer, som fastsættes for alle de luftfartsselskaber, der benytter lufthavnen, efter et samråd og med efterfølgende offentliggørelse.
Moreover, this method takes into account a discount rate that reflects capital costs.
Til disse forskellige kontrakter har Kommissionen som forventet enhedsbeløb for landings- og passagerafgiften valgt de gældende officielle afgifter på tidspunktet for indgåelse af kontrakterne under hensyntagen til angivelserne i kontrakterne om beregning af de gældende afgifter for Ryanair og indeksreguleret med 2 % om året, i det omfang det var rimeligt at forvente, at de lovbestemte afgifter ville stige hvert år for at følge med inflationen.
The study suggests a probability factor of 30 %, which it considers prudent.
I systemet med lovbestemte lufthavnsafgifter er der ikke fastsat en automatisk indeksregulering, men forvalteren har mulighed for at tilpasse afgifterne efterhånden efter en samrådsproces.
However, this highly theoretical study does not provide any serious quantitative or qualitative evidence for this factor.
På tidspunktet for indgåelsen af de omhandlede kontrakter var det derfor ikke muligt med sikkerhed at forudse den fremtidige udvikling i de lovbestemte afgifter.
It does not base itself on any facts relating to Ryanair’s activities, air transport markets or airport services to substantiate this rate of 30 %.
Under disse betingelser vurderer Kommissionen, at en markedsøkonomisk investor ville have opstillet den enkle og logiske hypotese, at afgifterne ville blive forhøjet hvert år for at følge inflationen under hensyntagen til en inflationstakt på 2 %, som svarer til den takt, Den Europæiske Centralbank (ECB) har fastsat for euroområdet.
It does not establish any link between this rate and the factors that it mentions in passing (prominence, strong brand, network externalities and repeat passengers) and that are supposed to extend the benefits of the airport services and marketing services agreements beyond their expiry dates.
Afgifterne for groundhandlingydelser er til gengæld ikke lovbestemte, men forhandles bilateralt.
Finally, it does not in any way base itself on the specific content of the marketing services provided for in the various agreements with AMS when analysing to what extent these services could influence the factors mentioned above.
I de forskellige kontrakter om lufthavnstjenester, der er indgået med Ryanair, har de form af et fast beløb pr. rotation uden indeksregulering undtagen i tilfælde, hvor denne afgift ikke er fastsat.
Moreover, it does not prove that there is any likelihood that, on the expiry of an airport services agreement and marketing services agreement, the profits generated by these agreements for the airport operator in the final year of their application will continue in the future.
Kommissionen har derfor anvendt det beløb, som følger af hver kontrakt, i sin analyse.
Likewise, it provides no evidence that the growth rate of the air transport market in Europe is a useful indicator for measuring the impact of an airport services agreement and a marketing services agreement for a given airport.
For at beregne summen af de tre luftfartsafgifter, som en markedsøkonomisk investor ville have forventet af hver kontrakt, har Kommissionen anvendt de prognoser for antallet af rotationer (for landingsafgiften og afgiften for groundhandlingydelser) og den gradvist stigende trafik (for passagerafgiften), der fastsættes i hver kontrakt, og ganget dem med enhedsbeløbet for afgifterne, jf. ovenfor.
A ‘terminal value’ calculated using the method suggested by Ryanair would therefore be highly unlikely to be taken into account by a prudent MEO when deciding whether or not to enter into an agreement.
Vedrørende indtægter fra andre aktiviteter end luftfart for kontrakter indgået af VTAN har Kommissionen fulgt den af Frankrig foreslåede metode, som består i at bruge beløbet for merindtægterne pr. passager fra ikkeluftfartsrelaterede aktiviteter, som følger af ovennævnte VTAN-undersøgelse.
The study of 31 January 2014 therefore shows that a ‘cash flow’ method would lead to only very imprecise and unreliable results, as would the ‘capitalisation’ method.
Som forklaret ovenfor udgør denne undersøgelse og VTAN's forretningsplan, som den bygger på, også et acceptabelt grundlag for en analyse af den forventede rentabilitet.
Moreover, neither France nor any interested third party has provided any evidence that the method put forward by Ryanair in this study, or any other method aiming to take into account and quantify the benefits extending beyond the expiry of the airport services agreements and marketing services agreements, has been successfully used by operators of regional airports comparable to Nîmes.
Vedrørende de kontrakter, CCI har indgået, måtte Kommissionen benytte en anden metode, eftersom CCI ikke — så vidt Kommissionen ved — havde foretaget nogen beregning af forventede indtægter fra anden virksomhed end luftfart før indgåelsen af kontrakterne.
France has not for that matter commented on the studies of 17 and 31 January 2014 and has not therefore approved their conclusions.
Kommissionen finder det sandsynligt, at en markedsøkonomisk investor ville have fastsat et beløb for merindtægter pr. passager fra andet end luftfart ved indgåelsen af de forskellige kontrakter ved at basere sig på lufthavnens samlede kommercielle indtægter pr. passager fra andet end luftfart i løbet af en periode, der var tilstrækkeligt lang til at være repræsentativ og lå umiddelbart før indgåelsen af den pågældende kontrakt.
Moreover, as stated above, the marketing services considered by the formal investigation procedure clearly target people likely to use the routes covered by the marketing services agreements.
Kommissionen benyttede en periode på tre år, når oplysningerne var til rådighed i denne periode.
If these routes are not renewed on the expiry of the airport services agreement, it is unlikely that the marketing services will continue to have a positive effect on passenger traffic at the airport after the expiry date.
Kommissionen tog i øvrigt hensyn til inflationen med en indeksregulering på 2 %.
Low-cost airlines, in particular, have shown that, when it comes to opening and closing routes, they are very responsive to market conditions which, more often than not, change very quickly.
Tabel 5 i denne betragtning viser lufthavnens samlede kommercielle indtægter fra andet end luftfart konstateret i løbet af perioden 1999-2011 år for år samt for hvert år det gennemsnitlige enhedsbeløb for indtægterne pr. passager fra andet end luftfart i de tre forudgående år eller for den længste foregående periode, for hvilken der foreligger oplysninger, hvis denne er kortere end tre år.
Therefore, when entering into a transaction such as those being examined in this formal investigation procedure, a prudent MEO could not rely on an airline being willing to extend the operation of the route in question on the expiry of the agreement.
Samlede kommercielle indtægter fra andet end luftfart og pr. passager
This method involves taking the incremental profit expected in the final year of application of the airport services agreement and projecting it into the future by applying two factors.
Antal passagerer i alt
The first factor is the overall growth of the European air transport market and reflects the expected traffic growth.
Kommercielle indtægter fra andet end luftfart i alt
The second is a factor of 30 % that approximately represents the probability of the agreements that are due to expire promoting the future signature of similar agreements likely to generate similar financial flows.
Glidende gennemsnit over de tre foregående år (eller over en kortere periode efter de foreliggende oplysninger)
As a result, if the future incremental profit expected in the final year of application of the airport services agreement is negative, the terminal value will also be negative (or at most will be zero), which indicates that the signature of agreements similar to those that have recently expired will, just like those agreements, each year erode the airport’s profitability.
[800000-1000000 ]
The study of 31 January 2014 very briefly considers this scenario, by simply indicating in a footnote, without any comments or explanations, that ‘… no terminal value can be calculated if incremental profits net of AMS payments are negative in the last year of the period under consideration’.
[1000000 - 1200000]
However, as will be shown further on, all the agreements in this case involve projected incremental flows that have a negative net present value each year, and not just overall.
De valgte hypoteser er gunstige for Ryanair.
As a result, for these agreements, a ‘terminal value’ calculated using the method proposed by Ryanair would be zero or even negative.
Det kan nemlig konstateres, at det beløb for merindtægter pr. passager fra andet end luftfart efter denne metode er højere end beløbet i VTAN's forretningsplan.
Taking account of such a terminal value would not therefore call into question the finding that the various agreements involve an economic advantage.