natgillin/translations-raw huggingface dataset:
Tyskland understregede desuden, at programmet var tidsbegrænset og kun omfattede luftfartsselskaber, der etablerede eller udvidede deres aktiviteter i Dortmund lufthavn i løbet af denne periode.
COMMENTS FROM GERMANY
Foranstaltningerne under NERES-programmet var efter Tysklands opfattelse ikke selektive, fordi de ikke kun gav visse luftfartsselskaber en fordel.
MEASURE 1: 100 % STATE GUARANTEE IN FAVOUR OF FD
Ifølge Tyskland kunne NERES ikke tilregnes staten, fordi FD's ledelse fastsatte programmet på eget initiativ og ansvar.
According to Germany, the Commission did not take into account that the guarantees are part of the infrastructure development programme for Dortmund airport.
Tyskland bekræftede, at hverken FD's tilsynsråd, DSW21's aktionærer eller byen Dortmund var involveret i udviklingen af NERES.
In this respect, Germany stated that since 1991 Dortmund airport played an important role in the transport concept of North Rhine-Westphalia.
Tyskland fremlagde alternative scenarier med og uden NERES og konkluderede, at en markedsøkonomisk operatør ville have handlet på samme måde.
Germany clarified that the 100 % State guarantees were granted by the City of Dortmund and by DSW21 in order to collateralise loans for financing of the infrastructure development at Dortmund airport.
Ifølge disse scenarier ville overskuddene blive højere med NERES-ordningen end uden, eftersom den sigtede mod højere passagertal.
Germany provided a comprehensive overview of all (100 % State) guarantees granted in favour of FD from 1987 to 2000, as summarised in Table 13 [20].
Med NERES-ordningen forventedes det, at lufthavnen ville blive rentabel fra 2008.
Table 13
Tyskland mindede Kommissionen om, at en lukning af lufthavnen også ville have medført omkostninger, og påpegede, at en lufthavn i henhold til § 45 i Luftverkehrs-Zulassungs-Ordnung (bekendtgørelsen om godkendelsesordninger i forbindelse med luftfart, herefter »LuftVZO«) skal drives og vedligeholdes effektivt snarere end lukkes.
Overview of 100 % State guarantees for the collateralisation of loans of FD 1987-2000
Efter terrorangrebene den 11. september 2001 faldt antallet af passagerer, og markedsbetingelserne ændrede sig ifølge Tyskland.
Source: German submission dated 23 April 2012.
Det var følgelig nødvendigt at introducere NERES for at øge passagertallet og igen forbedre udnyttelsen af infrastrukturen.
Measures of infrastructure
Tyskland hævdede, at FD som følge af NERES kunne fastholde passagertallet i modsætning til andre lufthavnene i den pågældende periode.
Amount of loan (EUR)
På daværende tidspunkt var efterspørgslen i hele Europa ifølge Tyskland desuden rettet mod lavprisluftfartsselskaber.
Year of granting
Tyskland hævdede, at FD var tvunget til at indføre incitamentsordninger, såsom NERES, efter at Air Berlin var begyndt at flytte sine flyvninger til andre lufthavne.
Loan guarantee
Tyskland forklarede, at NERES ikke kun var målrettet mod lavprisluftfartsselskaber.
A. Old infrastructure projects in 1987-1992
FD ønskede også at etablere luftfartsselskaber med fokus på forretningskunder i Dortmund lufthavn, men at Lufthansa ikke reagerede positivt på FD's henvendelse.
Extension of the runway A, diversion of high voltage power line
Tyskland anførte, at FD med NERES ikke tog nogen risiko, men i stedet fastlagde en strategi for genskabelse af rentabilitet.
City of Dortmund
En markedsøkonomisk operatør ville også have handlet på denne måde, især fordi lufthavnen nemt kunne vinde EasyJet med indførelsen af NERES-incitamenterne.
Other measures
Tyskland fremlagde den forretningsplan, der blev anvendt til indførelsen af NERES.
B. Historical investments in 1993-2003
Forretningsplanen omfattede en sammenligning af best case-scenariet, basisscenariet og worst case-scenariet for FD med og uden indførelsen af NERES.
Extension of soundproof booth, sanitary sewer East, movement area East, canalisation
I hvert scenarie forventedes en årlig passagervækst på 4-7 %.
Property […]
Denne forventning var baseret på de europæiske og globale prognoser i »Luftverkehrsinitiative«.
Extension runway 1450m
Ifølge forretningsplanen ville FD i hvert scenarie også kunne øge indtægterne fra andre aktiviteter end luftfart med 5 % om året.
Tower, terminal/car park 1, movement area, etc.
Disse forventninger var baseret på udviklingen i perioden 1999-2003, hvor antallet af passagerer steg med 14,39 % i gennemsnit, og parkeringsindtægterne samtidig steg med 27,64 % i gennemsnit som følge af en gennemsnitlig årlig stigning i parkeringsafgifterne på 13,25 %.
Reconstruction terminal A, cargo centre
Scenarierne var desuden baseret på den antagelse, at FD ville kunne spare omkostninger gennem outsourcing.
Connection north-street, re-allocation gas pipe and water line
I alle scenarier forventedes det, at Dortmund lufthavn under hensyntagen til incitamenterne ville kunne øge parkeringsafgifterne med endnu 10 % som følge af stigningen i passagertallet.
Mechanisation movement area
Tyskland påpegede, at selv i worst case-scenariet ville FD's resultat være bedre med indførelsen af incitamenterne end uden.
Tower, terminal, movement area and other infrastructure measures
Det forventedes ifølge Tyskland også, at så mange luftfartsselskaber ville etablere sig i Dortmund lufthavn, at stigningen i passagertallet endda ville overstige prognoserne og forventningerne.
Extension runway, rearrangement General Aviation, etc.
Tyskland anførte, at lufthavne ville være mere rentabel, hvis NERES-incitamenterne blev indført, takket være højere passagertal og bedre kapacitetsudnyttelse.
Germany stated that these guarantees were irrevocably granted between 1987 and 2000, so before it was clarified that airports are subject to State aid rules.
Uden indførelsen af incitamenter ville Dortmund lufthavn udnytte 60 % af sin kapacitet i best case-scenariet, dvs. 1,7 mio. passagerer.
Germany moreover emphasised that these guarantees were neither extended nor otherwise changed.
Under worst case-scenarier ville den udnytte 44 % af kapaciteten.
Moreover, Germany argued that the airport operator paid a market based charge for these guarantees.
Selv i best case-scenariet ville FD fortsat have driftsunderskud, og genopretning kunne ikke forventes inden for de kommende år.
Germany argued on the interpretation and applicability of Article 107(1) of the Treaty to the 1991 PLTA that this agreement had been irrevocably concluded before the judgment of the General Court in Aéroports de Paris [21].
I worst case-scenariet ville driftsunderskuddet først stige og derefter falde let hen imod 2014, men det ville stadig være betydeligt højere end i 2003.
Germany affirmed that the 1991 PLTA had already been irrevocably concluded in 1991 and entered into effect on 1 January 1992, and that the coverage of annual losses by DSW21 was based entirely on that agreement.
Tyskland anførte, at indførelsen af NERES var den mest rentable mulighed for FD, også sammenlignet med lukningen af Dortmund lufthavn.
Germany is thus of the opinion that the rules of State aid should therefore not be applied to the agreement.
I tabel 14 opsummeres den gradvist stigende rentabilitet af NERES.
Germany took the view that the 2005 Aviation Guidelines could not be applied in this case since the 1991 PLTA was signed as part of the infrastructure measures implemented in the early 1990s, before the Guidelines were adopted and published.
I tabellen vises de forventede forskelle med hensyn til antallet af passagerer, omkostninger, indtægter og resultater for FD sammenlignet med alternative scenarier.
Furthermore, Germany stated that the 1991 PLTA was necessary for to the extension of the airport.
Disse resultater skyldes specifikt indførelsen af NERES.
Accordingly, Germany clarified that the city council of Dortmund agreed on the agreement as an alternative to a direct grant for financing the airport extension.
Tabel 14
Germany submitted, that the new infrastructure would be accessible for every potential user without discrimination in any way.
Prognose
Germany provided studies presenting the possibilities and perspectives of the development of the former airfield Dortmund-Wickede [22].
Passagerer
The result was that a development of the airfield to an airport would have led to an increase of up to 196000 passengers in 1991, up to 664000-731000 passengers in 2001 and even up to 1,1 million in 2010.
Indtægter
Germany claimed that before the extension, the airport's capacity was only at around 750000 passengers and therefore the extension was necessary.
Landingsafgifter
In this regard, Germany confirmed that the forecasts of the surveys had been correct.
Levering af tjenester
In the year 2000 already 719365 passengers used Dortmund airport and the predicted numbers for 2010 were reached already in 2001 with 1064153 passengers.
Indtægter fra infrastruktur
Germany stated that the 1991 PLTA was neither extended nor otherwise changed, nor has it been terminated and it was also not limited in time.
Forsyninger
Germany pointed out that both the 1999 addendum and the 2008 amendment were concluded purely to comply with the requirements of German tax legislation and did not affect the principle of indefinite coverage of annual losses.
Udlejning
Consequently, according to Germany the 2008 modification of the 1991 PLTA between FD and DSW21 was not a new measure, but still concerned the same agreement, investigated in the 2007 opening decision.
Parkering
Moreover, Germany is of the opinion that the MEO principle can be applied only in the context of the situation at that time.
Omfordelinger
Furthermore, Germany argued that since at that time the operation and construction of airports was not considered to be an economic activity, airports were not considered to be undertakings falling within the scope of Article 107(1) of the Treaty.
Andre
Germany clarified furthermore that certain operating and capital costs (depreciation and costs of financing) were falling within the public policy remit and would be outside the scope of State aid rules.
Driftsindtægter i alt
In Germany's view these were costs such as police, customs, and air traffic control.
Andre indtægter
Germany pointed out that the 1991 PLTA met the requirements of the Altmark [23] judgment from 24 July 2003.
Renter og udbytte
In its submission, Germany stated that FD was officially entrusted by the city council of Dortmund to further develop the infrastructure at Dortmund airport, and that, it was not overcompensated.
0Indtægter i alt
Although the operation of the airport was not tendered out, according to Germany FD was on average a well-managed undertaking.
Omkostninger
Germany stated furthermore that losses of the airport included costs related to investments, which were decided prior to the 2000 Aéroports de Paris judgment and costs of public policy remit.
Lønninger
In this context, Germany provided at several occasions different lists of activities that were regarded as falling within the public policy remit.
Materialer
The overview from the most recent submission is summarised in Table 4 and Table 5.
Afskrivninger
In Germany's point of view, referring to the judgment Leipzig/Halle, these measures are outside of the scope of State aid control.
Renter
According to Germany, if these costs were taken out of the cost-base, FD would have a positive EBITDA.
Driftsomkostninger
In any case, Germany pointed out that the measure must not be considered as operating aid, rather but as investment aid, which can be deemed compatible with the Treaty according to Article 107(3)(b) and (c) of the Treaty.
Andet
However, Germany acknowledged that projects of common European interest within the meaning Article 107(3)(b) of the Treaty should be implemented by more than one Member State.
0Markedsføringsbidrag
Nevertheless, Germany argued that the overall structural transformation, of which the airport infrastructure construction was part, was in the common interest of the Union, and was therefore compatible with the internal market.
Omkostninger i alt
MEASURE 3: NERES
Bidrag i alt
Germany argued that the measures of the NERES programme could not be considered as State aid within the meaning of Article 107(1) of the Treaty.
Bidrag til EBITDA
Germany regarded NERES as a programme supporting the extension of Dortmund airport, for which every airline could apply, and therefore, it was not discriminatory.
Tyskland oplyste, at det overordnede formål med foranstaltningerne var at genere det højest mulige overskud på mellemlang til lang sigt og sikre, at de kortsigtede underskud ville blive udlignet af de fremtidige overskud, idet man forventede, at indførelsen af NERES ville føre til et positivt EBITDA (ekskl. omkostninger til aktiviteter henhørende under det offentlige myndighedsområde) fra og med 2015.
In any case, according to Germany, NERES was applied to at least three airlines and for that reason could not be considered as a de facto discrimination in favour of EasyJet.
Tyskland fremlagde også prognoser baseret på beregningerne af samlede omkostninger og indtægter som opsummeret i tabel 15.
Also, Germany emphasised that the programme was limited in time and applied only to airlines setting up or expanding their operation at Dortmund airport within this period.
Tabel 15
In Germany's opinion the measures of NERES were not selective because they did not give an advantage only to certain airlines.
Prognosticeret resultat under NERES-scenariet
According to Germany, NERES is not imputable to the state because the management of FD established the programme of its own motion and responsibility.
I alt
Germany affirmed that neither the supervisory board of FD, nor the shareholders of DSW21, nor the city of Dortmund were involved in developing NERES.
Passagerer (mio.)
Germany presented alternative scenarios with and without NERES and came to the conclusion that a MEO would have behaved in the same manner.
Indtægter (1000 EUR)
According to these scenarios, the profits with the NERES scheme were expected to be higher than without introducing it since it aimed at an increase of passengers.
Omkostninger (1000 EUR)
With the NERES scheme the airport was expected to become profitable as from 2008.
Resultat (1000 EUR)
Germany reminded the Commission that a closure of the airport would also have caused costs and pointed out that § 45 of Air Traffic Licensing Regulation (Luftverkehrs-Zulassungs-Ordnung, ‘LuftVZO’) requests a proper operation and maintenance of an airport rather than a closure.
EBITDA (1000 EUR)
Following the attacks on 11 September 2001, the number of passengers decreased and the market conditions changed according to Germany.
I forhold til lukningen af lufthavnen i ovennævnte scenarier var en fortsættelse af FD's aktiviteter ifølge Tyskland det bedste alternativ [24].
Therefore, NERES needed to be introduced in order to increase the passenger numbers and utilisation of the infrastructure again.
Det fremgik af indgivelserne, at overskuddet fra parkeringsafgifter faktisk steg som forventet.
Furthermore, according to Germany, the Europe-wide demand at the time concentrated on low-cost carriers.
Personaleomkostningerne var højere end forventet, hvilket imidlertid skyldtes indledende tilpasninger ifølge Tyskland.
Germany argued that since Dortmund airport's main client, Air Berlin, increasingly relocated its flights to other airports, FD was forced to introduce incentives, such as NERES.
Hvis NERES efter Kommissionens opfattelse er statsstøtte, er den ifølge Tyskland forenelig med traktaten på grundlag af traktatens artikel 107, stk. 3, litra c), fordi programmet var i fælles interesse.
However, Germany explained that NERES did not only target low-cost airlines; FD was also interested in establishing business airlines at Dortmund airport, but Lufthansa did not respond positively to a request of FD.
Tyskland henviste til Kommissionens afgørelse Charleroi og gjorde gældende, at statsstøtte til regionale lufthavne kunne hjælpe med at udvikle disse og på den måde afhjælpe trafiktætheden i internationale lufthavne.
Germany stated that with NERES, FD did not take risks, but rather created a strategy to return to profitability.
NERES bidrog efter Tysklands opfattelse også til udviklingen af visse erhvervsaktiviteter, navnlig ved at etablere flere ruter fra Dortmund lufthavn, og styrkede derfor konkurrence og handel i hele Europa.
A MEO would also have behaved in that way, Germany argued, especially because the airport could already win EasyJet with the introduction of NERES incentives.
Tyskland påpegede videre, at groundhandlingaktiviteter altid var omkostningsdækkede.
Germany provided the business plan that was used for the introduction of NERES.
Tyskland understregede nødvendigheden af programmet og påpegede, at flere lavprisluftfartsselskaber etablerede sig i Dortmund lufthavn som følge af indførelsen af incitamenter.
The business plan compared the best-case scenario, the base-case scenario and the worst-case scenario of FD with and without the introduction of NERES.
Med hensyn til passagertallene i 2004 og 2006 blev de næsten fordoblet fra 1,15 mio. til 2,02 mio. passagerer.
Every scenario expected an annual passenger growth of 4-7 %.
Tyskland anførte desuden, at antallet af flyvninger steg med 30 %, og at antallet af ruteflyvninger steg med 36 %.
This expectation was based on Europe-wide and global forecasts of the ‘Luftverkehrsinitiative’.
Med hensyn til NEO anførte Tyskland, at FD handlede som en markedsøkonomisk operatør, da selskabet besluttede at indføre NEO.
These expectation were based on the development during the years 1999 to 2003, when the amount of passengers increased on average by 14,39 % and at the same time the parking revenues increased on average by 27,64 % due to an average annual increase in parking charges by 13,25 %.
Tyskland anførte igen, at indførelsen af NEO — også sammenlignet med lukningen af lufthavnen — ville være den mest rentable mulighed fremover.
Furthermore, the scenarios relied on the assumption that FD would be able to save costs by outsourcing employees.
I tabel 16 og tabel 17 opsummeres den gradvist stigende rentabilitet af NEO.
All of the scenarios expected that, taking into consideration the incentives, Dortmund airport would be able to increase the parking charges by another 10 %, due to the increase of passengers.
I tabellerne vises de forventede forskelle med hensyn til antallet af passagerer, omkostninger, indtægter og resultater for FD sammenlignet med alternative scenarier.
In the best-case scenario, the airport would be expected to become fully profitable by 2015.
Disse resultater skyldes specifikt indførelsen af NEO.
The worst-case scenario predicted that this increase would only be possible for the remaining time during which EasyJet stayed.
Tabel 16
Germany pointed out that even in the worst-case scenario with the introduction of the incentives, the result of FD would be better than without incentives.
Meromkostninger ved NEO sammenlignet med 2000-afgiftsordningen
According to Germany, it was also expected that eventually so many airlines would settle at Dortmund airport that the passenger increase would even exceed the forecasts and expectations.
Luftfart
Germany stated that by introducing the NERES incentives, the airport would be more profitable due to an increase in passenger numbers and the higher utilisation.
Andre aktiviteter end luftfart
Germany presented all scenarios in detail.
Indtægter i alt
Without the introduction of incentives, Dortmund airport would use 60 % of its capacity in the best-case scenario, which meant 1,7 million passengers.
Andre indtægter
In the worst case it would use 44 % of its capacity.
Renter og udbytte
Even in the best-case scenario, FD would continue to make operating losses and a recovery could not be expected in the coming years.
Lønninger
In the worst-case scenario, the operating losses would first increase and then slightly decrease towards 2014, but they would still be significantly higher than in 2003.
Anskaffelser
Germany stated that the introduction of NERES was the most profitable option for FD, even compared to the closure of Dortmund airport.
Afskrivninger
In particular, it was more profitable than the alternative of applying the original scheme of airport charges introduced on 1 November 2000.
Rentesats
Germany further clarified that the assessment carried out showed that with NERES FD would be able to maximise the number of passengers, its aviation and non-aviation revenues, and its earnings before interest, taxes, depreciation and amortisation (‘EBITDA’).
Driftsomkostninger
In this regard, Table 14 summarises the incremental profitability results of NERES.
Andre omkostninger
It shows the expected differences in terms of number of passengers, costs, revenues and results of FD as compared to alternative scenarios.
i alt
These results are specifically due to the introduction of NERES.
Tabel 17
Table 14
Meromkostninger ved NEO sammenlignet med den blandede ordning
Incremental costs of NERES as compared to the 2000 scheme of charges
Tyskland oplyste, at det overordnede formål med foranstaltningerne var at genere det højest mulige overskud på mellemlang til lang sigt.
Forecasts
Tyskland præciserede i denne henseende, at de kortsigtede underskud ville blive udlignet af de fremtidige overskud, idet man forventede, at indførelsen af NEO ville føre til et positivt EBITDA (ekskl. omkostninger til aktiviteter henhørende under det offentlige myndighedsområde) fra og med 2016.
Passengers
Tyskland fremlagde også prognoser baseret på beregningerne af samlede omkostninger og indtægter som opsummeret i tabel 18 og 19.
Revenues
Tabel 18
Landing charges
Prognosticeret resultat under NEO-scenariet
Provision of services
Indtægter (1000 EUR)
Revenues from infrastructure
Udgifter (1000 EUR)
Provisions
Resultat (1000 EUR)
Renting
[– 9000 til – 11000]
Parking
[– 8000 til – 10000]
Reallocations
[– 8000 til – 10000]
Others
[– 6000 til – 8000]
Total operating revenues
[– 6000 til – 8000]
Other revenues
[– 4000 til – 6000]
Interests and dividend income
[– 2000 til – 4000]
revenues
[ 2000 til – 4000]
Costs
Tabel 19
Salaries and wages
Prognosticeret justeret resultat under NEO-scenariet
Material
Justeret for landingsafgifter pålagt af FD med henblik på (delvist) at dække omkostningerne til flyvekontrol.
Depreciation
Dette ansvar, som normalt varetages direkte af DFS, blev overdraget til FD, som direkte opkrævede afgift herfor.
Interests
Tabel 20
Contribution to EBITDA
NEO's faktiske resultater
Germany stated that the overall aim of the measures was to generate the highest possible medium to long-term profits and that short-term losses would be balanced by the profits in the future as the introduction of NERES was expected to lead to a positive EBITDA (excluding costs falling within public policy remit) as from 2015 onwards.
Kilde:
Germany also provided forecasts based on the total cost and total revenue calculations, as summarised in Table 15.
Dr. Bergmann, Kauffmann und Partner GmbH & Co.KG Wirtschaftsprüfungsgesellschaft: Flughafen Dortmund GmbH — Bericht über die Prüfung des Jahresabschlusses und des Lageberichtes zum 31.12.2012, indgivet af Tyskland.
Table 15
1000 EUR
total
Resultat i alt
Passengers (million)
[– 7000 til – 9000]
Revenues ('000 EUR)
Tyskland fremlagde desuden den almindelige startafgift, som blev indført med NEO, og som var baseret på antallet af passagerer, der rejste med luftfartsselskabet.
Costs ('000 EUR)
Tyskland hævdede i denne forbindelse, at et højere passagertal ville føre til højere indtægter fra luftfart og navnlig fra andre aktiviteter, og at dette begrundede de højere rabatter.
Profit/Loss ('000 EUR)
Tyskland hævdede, at alle afgifter var baseret på NEO, også når FD indgik individuelle aftaler med luftfartsselskaber.
EBITDA ('000 EUR)
Det er følgelig Tysklands opfattelse, at NEO er en gennemsigtig ordning.
Germany furthermore argued that after the introduction of NERES, positive effects could be seen already in the second half of 2004.
Tyskland præciserede videre, at det ikke er relevant at sammenligne de afgifter, der blev betalt til FD, med de afgifter, der blev betalt i andre lufthavne i nærheden.
In 2005, losses of Dortmund airport had been already reduced by 8,5 % compared to 2004.