natgillin/translations-raw huggingface dataset:
Da disse angivelser imidlertid ikke var juridisk bindende, ville de ikke nødvendigvis være blevet taget i betragtning af en fornuftig markedsøkonomisk investor i dennes rentabilitetsanalyse.
As indicated previously, the marketing services purchased from AMS are targeted at those people visiting the Ryanair website and, more specifically, either the Pau destination page on this website or the English homepage (for the marketing services agreements covering the Pau-London and Pau-Bristol routes), Belgian and Dutch homepage (for the agreements covering the Pau-Charleroi route) or French homepage (for the agreement covering the Pau-Beauvais route) of the website.
Kommissionen tog derfor heller ikke hensyn til dem og beholdt hypotesens 85 % som belægningsprocent for alle aftalerne (hvilket er højere end disse angivelser).
With regard to Transavia, all the marketing services on the www.transavia.com website were focused on the Pau destination page.
I øvrigt indeholdt nogle aftaler en forpligtelse fra luftfartsselskabets side til at sikre et minimumsantal af passagerer på de omhandlede ruter.
The marketing services in question were therefore mainly targeted at those people likely to use the routes covered by the marketing services agreement.
Ikke desto mindre ville en markedsøkonomisk investor sandsynligvis have satset på et antal passagerer, der lå over det antal, som luftfartsselskabet mindst garanterede.
Their positive effect on passenger traffic on other routes to Pau therefore seems to be much more hypothetical and, in any event, too uncertain to be taken into account and quantified by a prudent MEO assessing the value in signing the marketing services agreement.
Vedkommende ville nemlig sandsynligvis have antaget, at luftfartsselskabet havde planlagt en sikkerhedsmargin mellem den mindsteniveau, det forpligtede sig til, og den trafik, man med rimelighed kunne håbe på.
Furthermore, the sustainability of these effects also seems very doubtful.
Kommissionen har derfor besluttet ikke at tage hensyn til disse minimumsforpligtelser i sin vurdering.
It is possible that advertising Pau and its region on the Ryanair website may have encouraged people visiting this website to buy Ryanair tickets to Pau when this advertising was first posted or just after.
Den ekstra trafikmængde, som Kommissionen har beregnet, er generelt højere end både de bindende mindstetal og de ikkebindende angivelser i de forskellige aftaler.
However, it is highly 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.
Endelig skal det bemærkes, at CCIPB og Ryanair/AMS i 2009 ændrede vilkårene i 2005-aftalerne ved at reducere hyppigheden af flyvningerne på ruten Pau-London, ved at fastsætte et forventet antal flyvninger til 211 i 2009 og ved at sænke det årlige beløb for marketingydelserne til […] EUR.
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.
Ved at anvende det markedsøkonomiske investorprincip har Kommissionen behandlet denne aftale på samme måde som de øvrige aftaler, nemlig ved at antage, at den ekstra trafik som følge af dette tillæg svarede til samtlige forbindelser, hyppigheder og flyvninger, der var nævnt i dette tillæg.
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 a sustainable effect if consumers are passively and repeatedly exposed to these media.
Merindtægter (aftaler indgået med Ryanair og AMS)
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.
For hver transaktion, der var genstand for dens analyse, forsøgte Kommissionen at bestemme merindtægterne, dvs. de indtægter, der blev genereret af transaktionen, og sådan som en markedsøkonomisk aktør kunne have forudset dem.
It is in fact very likely that most people do not visit Ryanair’s website often enough to leave them with a lasting impression of the advertising for this region.
Ifølge single till-princippet mener Kommissionen, at der bør tages hensyn til indtægter fra såvel luftfart som andet end luftfart.
This argument is well supported by two factors.
passagerafgiften, dvs. et beløb pr. passager
Secondly, the other marketing activities set out in the agreements signed with AMS were only in relation to the Pau destination page of Ryanair’s website.
afgiften for groundhandlingydelser i form af et beløb pr. rotation fastsat i de forskellige aftaler om lufthavnstjenester.
It is highly likely that most people do not visit this page very often, and only do so because they are already potentially interested in this destination.
Landingsafgiften og passagerafgiften, som CCIPB 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.
The above findings equally apply to the 2006 agreement signed with Transavia.
Ifølge de forskellige aftaler om lufthavnstjenester indgået med Ryanair og Transavia gælder systemet med lufthavnens officielle afgifter.
The marketing services set out in this agreement simply entailed inserting messages and links on the Pau destination page of the Transavia website, and emailing offers advertising the attractions of Pau as a destination to regular subscribers of the electronic magazine transavia.com.
Til disse forskellige aftaler har Kommissionen som forventet enhedsbeløb for landings- og passagerafgiften valgt de gældende officielle afgifter på tidspunktet for indgåelse af aftalerne indeksreguleret med 2 % om året.
As a result, although the marketing services may have increased passenger traffic on the routes covered by the marketing services agreements for the period of those services, it is very likely that this effect after this period or on other routes was zero or negligible.
Kommissionen vurderer, at en markedsøkonomisk investor ville have kunnet forudse en inflation på 2 %, eftersom det er den sats, som Den Europæiske Centralbank (ECB) har fastsat for euroområdet.
The Ryanair studies of 17 and 31 January 2014 also indicate that the likelihood of the benefits of the marketing services agreements going beyond the routes covered by these agreements or lasting beyond the operating period of these routes, as set out in the marketing services agreements and airport services agreements, was very small and could not be quantified with a degree of reliability that would be considered sufficient by a prudent MEO.
Det var da også rimeligt at forvente, at de lovbestemte afgifter ville stige hvert år for at følge med inflationen.
Accordingly, for example, the study of 17 January 2014 indicates that ‘future incremental profits beyond the scheduled expiry of the Airport Services agreement are inherently uncertain’.
Afgifterne for groundhandling er til gengæld ikke lovbestemte, men forhandles bilateralt.
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.
I de forskellige aftaler om lufthavnstjenester indgået med Ryanair og i aftalen med Transavia er afgiften for disse ydelser faste beløb pr. rotation uden indeksregulering.
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 har derfor valgt disse beløb til sin analyse.
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.
For at beregne provenuet af de tre ovennævnte lufthavnsafgifter, som en markedsøkonomisk investor ville have forventet af hver aftale, har Kommissionen brugt det forventede antal rotationer (til landingsafgiften og afgiften for groundhandlingydelser) og det forventede antal ekstra passagerer (til passagerafgiften), der er fastsat i hver aftale, og har ganget dem med enhedsafgiftsbeløbene.
However, the study highlights the major difficulties presented by the ‘capitalisation’ approach and shows that the results produced by this method are unreliable.
Vedrørende indtægter fra andet end luftfart er de i princippet stort set proportionale med antal passagerer.
It suggests that the ‘cash flow’ approach would be better.
Aktiviteten i parkeringsanlæg, restauranter og anden handel i lufthavnen afhænger nemlig af antal passagerer.
In particular, the study states:
Dette gælder således også de indtægter, som lufthavnsforvalteren har ved sine aktiviteter.
‘The capitalisation approach should only take into account the proportion of marketing expenditure that is attributable to the intangible asset base of an airport.
Den rimeligste tilgang til bestemmelse af de forventede merindtægter ved andet end luftfart består derfor i at fastsætte et beløb for indtægter pr. passager fra andet end luftfart gange med den forventede forøgelse af trafikmængden.
However, it may be difficult to identify the proportion of marketing expenditure that is targeted towards generating expected future revenues for the airport (i.e., an investment in the intangible asset base of the airport) as opposed to generating current revenues for the airport’.
Hvad angår dette beløb for indtægter fra andet end luftfart pr. passager, finder Kommissionen det sandsynligt, at en fornuftig markedsøkonomisk investor ville have fastsat det ved indgåelsen af de forskellige aftaler ved at basere sig på lufthavnens samlede indtægter pr. passager fra andet end luftfart i løbet af en periode, der var tilstrækkelig lang til at være repræsentativ og lå umiddelbart før indgåelsen af den pågældende aftale.
It also stresses that ‘In order to implement the capitalisation-based approach, it is necessary to estimate the average length of time that an airport would be able to retain a customer due to the AMS marketing campaign.
Kommissionen mener i den henseende, at en periode på tre år er rimelig.
In practice, it would be very difficult to estimate the average period of customer retention following an AMS campaign due to insufficient data’.
Kommissionen mener i øvrigt, at en markedsøkonomisk investor ville have planlagt en indeksregulering af dette beløb over tid for at afspejle inflationen.
The study of 31 January 2014 proposes a practical application of the ‘cash flow’ approach.
Kommissionen har i den forbindelse valgt en sats på 2 % (anvendt fra midt i den treårige periode).
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.
Følgende tabel viser lufthavnens samlede indtægter fra andet end luftfart konstateret i løbet af perioden 2000-2011 år for år samt for hvert år det gennemsnitlige enhedsbeløb for indtægterne pr. passager fra andet end luftfart i de tre forudgående år.
This terminal value is calculated based on the incremental profits expected from the airport service and marketing services agreements in the final year of application of the airport services agreement.
Tabel 5
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 for the same period as the term of the airport services agreement, but adjusted by the growth rate of the air transport market in Europe and a probability factor deemed to reflect the capacity of the airport services agreement and marketing services agreement to contribute to the airport’s profits beyond their expiry.
Indtægter fra andet end luftfart
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.
Samlede beløb
Moreover, this method takes into account a discount rate that reflects capital costs.
Det gennemsnitlige enhedsbeløb pr. passager i de tre forudgående år (EUR)
The study suggests a probability factor of […] %, which it considers prudent.
meromkostningerne ved de investeringer, der skyldes transaktionen
Lastly, it does not in any way base itself on the specific content of the marketing services set out in the various agreements with AMS when analysing to what extent these services may influence the factors mentioned above.
de driftsmæssige meromkostninger, nemlig driftsomkostninger (personale, diverse indkøb osv.), som kan påløbe ved gennemførelsen af transaktionen.
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.
Med hensyn til omkostningerne ved marketingaftalerne har Kommissionen taget hensyn til de beløb, der var planlagt i de forskellige marketingaftaler.
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.
Marketingaftalerne indeholder generelt faste, årlige eller samlede beløb.
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 assessing the value of entering into an agreement.
Aftalen med Ryanair fra 2003 vedrørende ruten Pau-London havde dog særlige bestemmelser, nemlig et forskud plus årlige betalinger pr. passager indtil et årligt maksimum på 400 000 EUR.
The study of 31 January 2014 therefore shows that the ‘cash flow’ approach would lead only to very imprecise and unreliable results, as would the ‘capitalisation’ method.
Som for trafikforventningernes vedkommende er de forventede marketingomkostninger ikke nødvendigvis faktisk betalte beløb, idet visse begivenheder, der lå senere end indgåelsen af aftalerne, har kunnet medføre en afvigelse fra de oprindeligt forventede beløb.
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.
Det er bl.a. tilfældet, når aftalen er blevet ophævet før udløbet.
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.
Men disse begivenheder skal ikke tages i betragtning ved anvendelsen af det markedsøkonomiske investorprincip, eftersom de ligger senere end indgåelsen af aftalerne.
It is very difficult for an airport operator to assess the likelihood of an airline continuing to operate a route on the expiry of the term to which it has committed itself in the airport services agreement.
Hvad angår meromkostninger til investeringer, bør det bemærkes, at der ifølge Frankrig ikke krævedes investeringer i Pau lufthavn på grund af de forskellige aftaler, som er genstand for nærværende undersøgelse.
Low-fare airlines in particular have proven to be very dynamic in terms of launching and withdrawing routes.
Således og på baggrund af, at der ikke findes dokumentation for, at en markedsøkonomisk investor ville have forventet at skulle foretage bestemte investeringer på grund af en eller flere aftaler blandt dem, der er genstand for den formelle undersøgelsesprocedure, er der ikke medregnet meromkostninger til investering i denne analyse.
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.
Med hensyn til de meromkostninger til driften, der kunne forventes ved indgåelsen af de forskellige aftaler, udgør disse i mangel af en forretningsplan for hver aftale den vanskeligste kategori.
Furthermore, it should be noted that a terminal value calculated using the method proposed by Ryanair in the study of 31 January 2014 will be positive (and therefore will have a positive effect on the projected return on the airport services agreement and marketing services agreement) only where the incremental profit expected from these agreements in the final year of application of the airport services agreement is positive.
Navnlig kan man til driftsomkostningerne ikke bruge den samme tilgang som den, der blev valgt til indtægter fra andet en luftfart, som bestod i tage udgangspunkt i lufthavnens samlede indtægter fra andet end luftfart og derfra trække merindtægterne pr. passager fra andet end luftfart.
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.
En sådan tilgang ville nemlig være det samme som at anse lufthavnens samlede driftsomkostninger fordelt på passagertallet for at være ydelsesspecifikke omkostninger.
The first factor is the overall growth in the European air transport market and reflects the expected growth in traffic.
Men en stor del af en lufthavns driftsomkostninger er kapacitetsomkostninger, hvilket vil sige, at de samlede driftsomkostninger pr. passager i de fleste tilfælde vil være klart højere end meromkostningerne ved indgåelsen af en ny aftale, som medfører ekstra trafik.
The second factor is a rate of […] % that basically represents the likelihood of agreements that are now expiring encouraging the signature of similar agreements in the future, resulting in similar financial flows.
Kommissionen bemærker, at denne beregning blev udført af CCIPB forud for indgåelsen af de fleste aftaler med Ryanair og AMS, som er genstand for den formelle undersøgelsesprocedure, og derfor var tilgængelig på tidspunktet for indgåelsen af disse aftaler.
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’.
Kommissionen bemærker, at Transavia-forretningsplanen blev udarbejdet for et andet luftfartsselskab end Ryanair.
However, as will be proven 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.
Ikke desto mindre mener Kommissionen, at Transavia er et lavprisselskab, der kan sammenlignes med Ryanair, og at de ydelsesspecifikke driftsomkostninger, som en markedsøkonomisk investor kunne have forudset, fordelt på passagertallet derfor sandsynligvis vil være ens for de to selskaber.
As a result, for these agreements, a ‘terminal value’ calculated using the method proposed by Ryanair would be zero, if not negative.
Det er da også lidet sandsynligt, at lufthavnsforvalterens omkostningsstruktur ændrer sig væsentligt i løbet af et halvt år.
Taking this terminal value into account would not therefore call into question the conclusion that the various agreements involve an economic advantage.
Vurderingen fra december 2005 udgør derfor en acceptabel tilnærmelse til den vurdering, som en markedsøkonomisk investor ville have foretaget i juni 2005 med henblik på at bedømme interessen i at indgå disse aftaler med Ryanair og AMS.
In conclusion, it is clear from the above that the only tangible benefit that a prudent MEO would expect from a marketing services agreement, and that it would take into account and quantify when assessing the value of entering into such an agreement, together with an airport services agreement, would be that the marketing services would have a possible positive effect on the number of passengers using the routes covered by the agreements in question for the operating period of those routes, as set out in the agreements.
Vedrørende 2003-aftalen blev den indgået næsten tre år før udarbejdelsen af Transavia-forretningsplanen.
Any other benefits would be deemed too uncertain to be taken into account and quantified, and there is nothing to suggest that they were taken into account by the CCIPB.
Trafikstrukturen og lufthavnsaktiviteterne har dog ikke været igennem nogen større udvikling i denne treårige periode.
Relevance of comparing the terms of the airport services agreements covered by the formal investigation procedure with the airport charges invoiced at other airports
Derfor og af mangel på et bedre alternativ mener Kommissionen, at den gennemsnitlige ydelsesspecifikke driftsomkostning pr. passager på […] EUR, indeksreguleret med 2 % i forhold til 2009, ligeledes er acceptabel med henblik på analysen af aftalen fra 2003.
According to the new Guidelines, when applying the MEO test, aid to an airline using an airport can, in principle, be excluded where:
Kommissionen bemærker, at meromkostningen til driften, som Frankrig foreslog ([…] EUR pr. passager), beregnet som et gennemsnit af de driftsomkostninger pr. passager, der kunne iagttages i perioden 2003-2011, er klart højere end den meromkostning pr. passager, som Kommissionen har valgt, og som denne finder mere relevant ud fra ovenstående betragtninger.
the price charged for the airport services corresponds to the market price;
For hver transaktion er den ydelsesspecifikke driftsomkostning pr. passager blevet ganget med den forventede forøgelse af trafikmængden for at bestemme den samlede ydelsesspecifikke driftsomkostning, der år for år affødes af aftalen.
it can be demonstrated through an ex ante analysis, i.e. based on available information and foreseeable developments at the time when the measure was granted, that the airport/airline arrangement will lead to a positive incremental profit contribution for the airport.
Præsentation af resultaterne vedrørende aftalerne med Ryanair og AMS
Furthermore, according to the new Guidelines, ‘When assessing airport/airline arrangements, the Commission will also take into account the extent to which the arrangements under assessment can be considered part of the implementation of an overall strategy of the airport expected to lead to profitability at least in the long term’.
Efter således for hver aftale af have bestemt alle merindtægter og alle meromkostninger, som en markedsøkonomisk investor ville have forudset, er Kommissionen i stand til for hver aftale og år for år i hele aftalens løbetid at bestemme de forventede ydelsesspecifikke pengestrømme (indtægter minus omkostninger).
However, with regard to the first approach (comparison with a ‘market price’), the Commission has strong doubts that, at the present time, an appropriate benchmark can be identified to establish a true market price for the services provided by airports.
Disse resultater fremgår nedenfor af tabel 6-11.
The Commission considers ex ante incremental profitability analysis to be the most relevant criterion for the assessment of arrangements concluded by airports with individual airlines.
Kommissionen bemærker, at for alle aftalerne og for tillægsaftalen af 16. juni 2009 til 2005-aftalen om ruten Pau-London er alle de årlige ydelsesspecifikke pengestrømme negative, som det ses af tabeller nedenfor, og dette til trods for de gunstige hypoteser, som Kommissionen har valgt for Ryanair, bl.a. med hensyn til ekstra trafik og meromkostninger.
It should be noted in this regard that, in general, the application of the MEO test based on an average price observed in other similar markets may prove helpful where a market price can be reasonably identified or deduced from other market indicators.