natgillin/translations-raw huggingface dataset:
Da der kun foreligger oplysninger om omkostninger for perioden 1998-2010, ville der kun være henholdsvis to, tre og fire mulige datapunkter til rådighed til at foretage en regressionsanalyse, hvis der blev fulgt en lignende tilgang for 2000-, 2002- og 2003-aftalerne.
It is very likely that most people do not visit this page often; if and when they do, it is probably only because they are already interested in this destination.
Kommissionen er enig i, at det ikke ville være nok til at få solide resultater.
Thus, even if the marketing services did increase passenger traffic on the air routes covered by the marketing service agreements for their period of implementation, it is very likely that this effect was zero or negligible after this term.
I mangel af tilstrækkelige forudgående data, der gør det muligt at rekonstruere rentabilitetsanalysen baseret på data, som ville have været til rådighed for So.Ge.A.AL på det tidspunkt, de pågældende aftaler blev undertegnet, mener Kommissionen undtagelsesvis (se betragtning 284), at en regressionsanalyse baseret på resultatdata for hele perioden 1998-2010 for disse aftaler er en acceptabel indikator for, hvad en markedsøkonomisk aktørs rimelige forventninger ville have været.
It also follows from the Ryanair studies of 17 and 31 January 2014 that the generation of benefits going beyond the air routes covered by these agreements or lasting after the term of operation for these routes, as set out in the marketing service agreements and airport service agreements, was extremely uncertain and could not be quantified with a degree of reliability that would be considered sufficient by a prudent MEO.
Baseret på de antagelser, der er beskrevet ovenfor, har Kommissionen rekonstrueret den forudgående rentabilitetsanalyse af aftalerne med Ryanair på grundlag af de meromkostninger og -indtægter, som med rimelighed kunne forventes af en aktør under markedsøkonomiske vilkår, som handlede på vegne af So.Ge.A.AL på tidspunktet for indgåelsen af hver af de undersøgte aftaler i den foreliggende sag.
Thus, for example, according to the study of 17 January 2014, ‘future incremental profits beyond the scheduled expiry of the airport service agreement are inherently uncertain’.
Det fremgår klart af de forskellige forretningsplaner, So.Ge.A.AL har udarbejdet, at lufthavnsoperatøren forventede en trafikvækst på grundlag af sin strategi til fremme af turistsektoren ved at tiltrække billig udenrigstrafik, hvilket blev anset for at medføre en betydeligt højere passageromsætning end indenlandske aktiviteter [120].
Moreover, this study suggests two methods for evaluating a priori the positive effects of marketing service agreements: a ‘cash flow’ methodology and a ‘capitalisation’ methodology.
Tabellen nedenfor viser nettonutidsværdien (NNV) af de forventede pengestrømme fra Ryanairs aftaler baseret på de antagelser, der er beskrevet ovenfor.
The ‘cash flow’ methodology involves evaluating the benefits of marketing service agreements and airport service agreements by assessing the future revenues which may be generated by the airport manager through marketing services and the airport service agreement, minus corresponding costs.
Tabel 11
In the ‘capitalisation’ methodology, improvement of the brand image of the airport through marketing services is treated as an intangible asset, acquired for the price laid down in the marketing service agreements.
NNV'er af forventede pengestrømme fra Ryanairs aftaler
However, the study of 17 January 2014 highlights the major difficulties presented by the ‘capitalisation’ approach and shows that the results produced by this method may be unreliable; it suggests that the ‘cash flow’ approach would be better.
NNV i aftalens løbetid (mio. EUR) [121]
In particular, the study finds that ‘the capitalisation approach should only take into account the proportion of marketing expenditure that is attributable to the intangible asset base of an airport.
22. juni 2000-21. juni 2010
However, it may be difficult to identify the proportion of marketing expenditure that is targeted towards generating expected future revenues for the airport (namely an investment in the intangible asset base of the airport) as opposed to generating current revenues for the airport.’
[4-8]
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.
1. januar 2002-31. december 2012
In practice, it would be very difficult to estimate the average period of customer retention following an AMS campaign due to insufficient data.’
1. september 2003-1. september 2014
The study of 31 January 2014 proposes a practical application of the ‘cash flow’ approach.
1. januar 2006-31. december 2010
Under this approach, the benefits of marketing service agreements and airport service agreements which last even after the marketing service agreement has expired are expressed as a ‘terminal value’ that is calculated on the agreement's expiry date.
1. januar 2010-31. december 2013
The terminal value is calculated from the airport's incremental profits (net of AMS payments) in the last year of the ASA, adjusted to take into account the growth rate for the air transport market in Europe and the probability factor designed to reflect the airport service agreement's and marketing service agreement's capacities to contribute to the airport's profits after they have expired.
[2-4]
The same method of calculating the ‘terminal value’ has been proposed by Italy in the 2014 MEOP report (see recital 471).
Aftaler med andre luftfartsselskaber end Ryanair
The study of 31 January 2014 suggests a probability factor of 30 %, which it considers prudent.
Aftaler med Alitalia, Volare, Meridiana og Germanwings
However, the study does not provide any serious evidence for this factor, neither quantitatively nor qualitatively.
Kommissionen undersøgte So.Ge.A.AL's handling- og markedsføringsaftaler med Alitalia, Volare, Meridiana og Germanwings, jf. tabel 12:
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 %.
Tabel 12
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 service agreement and market service agreement beyond their expiry dates.
So.Ge.A.AL's aftaler med Alitalia, Volare, Meridiana og Germanwings
Finally, it does not in any way base itself on the specific content of marketing services provided for in the various agreements with AMS when analysing to what extent these services could influence the factors mentioned in recital 444.
Handlingaftale
Moreover, it does not prove that there is any likelihood that, on expiry of the ASA and the marketing service agreement, the profits generated by those agreements for the airport manager in the final year of their application will continue in the future.
Markedsføringsaftale
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 service agreement and a marketing service agreement for a given airport.
2007-2009
A ‘terminal value’ calculated using the method suggested by Ryanair and Italy would therefore be highly unlikely to be taken into account by a prudent MEO when deciding whether or not to enter into an agreement.
Om den samlede vurdering af handling- og markedsføringsaftaler
The study of 31 January 2014 therefore shows that a ‘cash flow’ approach would only lead to very uncertain and unreliable results, as would the ‘capitalisation’ method.
Kommissionen bemærker for det første, at der i hvert enkelt tilfælde er stærke indicier for, at disse aftaler blev forhandlet og indgået som en del af en enkelt transaktion og derfor skal vurderes som en enkelt foranstaltning.
Moreover, the marketing services clearly target persons likely to use the route covered by the marketing service agreement.
markedsføringsaftalen med Meridiana, der gjaldt med tilbagevirkende kraft i perioden juni-oktober 2010, og hvori det i artikel 1 »Formålet med denne aftale« hed, at: »Meridiana forpligter sig til at drive de ovennævnte flyruter [Milano, Verona, Bari] i henhold til de forud fastsatte operationelle programmer og derfor til at gennemføre et kommunikations- og markedsføringsprogram efter aftale med So.Ge.A.AL«.
If this route is not renewed on expiry of the airport service agreement, it is unlikely that marketing services will continue to have a positive effect on passenger traffic at the airport after the expiry date.
Desuden åbner aftalen mulighed for fornyelse af aftalen, forudsat at Meridiana opfylder visse passagermål
It is very difficult for an airport manager to assess the likelihood of an airline continuing to run a route on expiry of the term to which it has committed itself in the airport service agreement.
ifølge markedsføringsaftalen, der gjaldt med tilbagevirkende kraft i perioden juni-september 2010, skulle Alitalia definere et kommunikations- og markedsføringsprogram, der har til formål at fremme regionen, også ved hjælp af lanceringen af de nye ruter (Barcelona, Paris og Bruxelles)
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.
handling- og markedsføringsaftalerne med Volare blev indgået den samme dag.
For instance, in the present case Italy submitted that Germanwings decided to stop operations from Alghero airport after only one year and therefore its agreement with So.Ge.A.AL did not run its full duration (the carrier had concluded a three-year agreement with the airport) as it could not generate sufficient traffic to break even.
Den vil derfor forblive i kraft, indtil standardaftalen om groundhandling opsiges, uanset af hvilken grund, hvorefter denne tillægsaftale og alle heri fastsatte rettigheder og forpligtelser også ophører.« Markedsføringsaftalen indeholder også passagermål, som luftfartsselskabet forpligter sig til at nå
Therefore, when entering into a transaction such as the one being examined in this case, a prudent MEO would not rely on an airline company extending the operation of the route in question on expiry of the agreement.
markedsføringsaftalen med Germanwings omfatter »mål og målsætninger, Germanwings skal nå ifølge AHO's [Alghero's] krav.
Last but not least, the Commission notes that this approach of including a ‘terminal value’ followed by Italy in the reconstruction of the ex ante profitability analysis of the 2006 and 2010 agreements, has not been applied by Italy when considering the profitability of agreements signed with other airlines operating at the airport, although marketing agreements have been concluded with the airport manager.
Parterne bekræfter, at de parametre, der anvendes for at erklære, at de ovennævnte mål og målsætninger er nået, er det årlige antal passagerer og flyvninger, som gennemføres af Germanwings til/fra AHO [Alghero]«.
Italy's argumentation on this point relies on the fact that the number of potential visitors to the websites of airlines other than Ryanair is significantly lower than the audience of ryanair.com.
Aftalen fastsætter resultatbaserede gebyrer og et engangsbeløb, der skal betales af So.Ge.A.AL.
Given this far lower popularity, it would not be relevant to quantify a terminal value in the analysis of the profitability of the agreements with other airlines.
Kommissionen mener derfor, at der er en klar forbindelse mellem lufthavnens serviceaftaler og markedsføringsaftalerne, idet sidstnævnte var baseret på indgåelsen af aftalen om lufthavnstjenester og de tjenester, der ydes af luftfartsselskaberne.
Nevertheless, the Commission notes that up to 2006 marketing agreements had been signed by So.Ge.A.AL with Ryanair rather than AMS.
Vedrørende den valgte fremgangsmåde til vurdering af meromkostninger og indtægter
A terminal value has not been considered to account for the future benefits derived after the end of the term of the marketing agreements concluded by So.Ge.A.AL with Ryanair in 2002 and 2003.
So.Ge.A.AL foretog ikke nogen forudgående rentabilitetsanalyse af aftalerne med disse luftfartsselskaber forud for deres indgåelse.
To conclude, it is clear from recitals 428 to 449 that the only benefit that a prudent MEO would expect from a marketing service agreement, and which it would quantify when deciding on whether or not to enter into such an agreement, together with an airport service agreement, would be that the marketing services would have a positive effect on the number of passengers using the routes covered by the agreements in question for the term of operation of these routes, as set out in the agreements.
Som nævnt ovenfor sendte Italien ved brev af 25. marts 2014 Kommissionen en rekonstrueret forudgående analyse af rentabiliteten af de aftaler, der var indgået med Air One/Alitalia, Meridiana, Volare og Germanwings, baseret på data, som ville have været til rådighed for en markedsøkonomisk aktør, der handlede i stedet for af So.Ge.A.AL på det tidspunkt, de omtvistede aftaler blev indgået, samt udsigterne på dette tidspunkt.
The Commission considers that any other possible benefits are too uncertain to be quantified and taken into account.
Ifølge Italien afspejler den tilgang, der følges med den rekonstruerede analyse, den metode, som en markedsøkonomisk aktør ville have anvendt, og resultaterne af rentabilitetsanalysen af aftalerne ville vise, at disse aftaler også forventedes at være rentable for So.Ge.A.AL på ex ante-basis.
Assessment of Incremental Costs and Revenues
Analysen er baseret på metoden i betragtning 501-524.
In view of the considerations in recitals 398 to 450, for the purpose of application of the MEOP principle, the Commission must (i) analyse each of the ASAs jointly with the marketing agreements if there is one, including when such agreement was signed with AMS, and (ii) determine the incremental costs and revenues that could have reasonably been expected from each joint transaction, taking into account the effect of the marketing agreements on the expected load factors.
Luftfartsrelaterede indtægter fra groundhandling er baseret på afgifter, der er forhandlet mellem So.Ge.A.AL og hvert enkelt luftfartsselskab.
The ASAs concluded by So.Ge.A.AL with Ryanair are presented in Table 7:
Trafikprognoserne er baseret på enten luftfartsselskabets trafikniveau i året forud for undertegnelsen af aftalen eller på de mål, der er fastsat i de relevante aftaler.
Table 7
Forøgede ikkeluftfartsrelaterede indtægter er baseret på So.Ge.A.AL's forventninger på tidspunktet for undertegnelsen af aftalerne med luftfartsselskaberne for 2007 og 2010 vedrørende ikkeluftfartsrelaterede indtægter på omkring 5,00-6,00 EUR pr. afrejsende passager som følge af udviklingen af den nye terminal (se også tabel 9).
The ASAs concluded by So.Ge.A.AL with Ryanair
Forøgede driftsomkostninger er udledt under hensyntagen til de kategorier af meromkostninger, So.Ge.A.AL forventede ved undertegnelsen af hver aftale med Air One/Alitalia, Volare, Meridiana og Germanwings og omfattede: meromkostninger til personale, forøgede handlingomkostninger, meromkostninger til varer, tjenester og materialer, forøgede koncessionsomkostninger og engangsbeløb til markedsføring vedrørende nye ruter og resultatbaserede gebyrer.
Agreement
Regressionsanalysen blev udført på passagertal og omkostninger på lufthavnsniveau for at fastslå, hvordan en ændring i Alghero lufthavns passagertal ville påvirke lufthavnens samlede omkostninger.
(date of signature)
Med henblik på rentabilitetsanalysen af aftalerne fra 2010 med Alitalia og Meridiana har Italien foretaget regressionen på omkostningsdata for perioden før undertegnelsen af aftalerne, dvs. 1998-2009, som ville have været til rådighed for So.Ge.A.AL på den dato, hvor selskabet indgik de pågældende aftaler.
Period during which the agreement was set to apply
Ifølge Italien er antallet af tilgængelige datapunkter forud for undertegnelsen af 2007-aftalerne med Germanwings og Volare (1998-2006) imidlertid meget lav.
2000 ASA
På dette grundlag giver rentabilitetsanalysen en negativ NNV for Germanwings, mens NNV for Alitalias aftale fortsat er positiv.
2002 ASA
Ifølge Italien bliver estimaterne fra omkostningsregressionerne mere stabile, i takt med at antallet af datapunkter stiger, og dermed ventes regressionerne for 2007-aftalerne med Germanwings og Volare at dække hele perioden 1998-2010.
(25 January 2002)
I anden fase blev de forventede samlede meromkostninger som følge af de særlige aftaler mellem So.Ge.A.AL og de respektive luftfartsselskaber udledt af resultaterne i det første trin kombineret med de respektive prognoser over hvert luftfartsselskabs antal passagerer.
1 January 2002-31 December 2012
De forventede meromkostninger ved handling, varer, tjenesteydelser og materiel i hver enkelt aftales løbetid er baseret på de gennemsnitlige handlingomkostninger pr. ATM og de gennemsnitlige omkostninger til varer, tjenester og materiel pr. passager på lufthavnsniveau i året umiddelbart forud for undertegnelsen af aftalen.
2003 ASA
Disse enhedsomkostninger ajourføres med den forventede inflation for hvert år og ganges med de respektive trafikprognoser for hvert luftfartsselskab
(1 September 2003)
Koncessionsomkostningerne varierer efter antallet af passagerer.
1 September 2003-1 September 2014
Forøgede koncessionsomkostninger er baseret på de gennemsnitlige koncessionsomkostninger pr. passager på lufthavnsniveau i året, før hver aftale blev undertegnet, ganget med trafikprognoser for det pågældende luftfartsselskab og opjusteret med inflationen.
2006 ASA
De belægningsgrader, der er antaget i rentabilitetsanalysen af de aftaler, som blev indgået med Alitalia, Germanwings, Volare og Meridiana, er baseret på So.Ge.A.AL's forudgående viden om og erfaring med hvert luftfartsselskabs operationer og forretningsmodel [122], jf. tabel 13.
(3 April 2006)
Tabel 13
1 January 2006-31 December 2010
Luftfartsselskab
(20 October 2010)
Belægningsgrad
1 January 2010-31 December 2013
Trafikprognoser for Air One/Alitalia i handlingaftalens løbetid blev udledt på følgende måde:
Italy asserts that So.Ge.A.AL has drawn up several business plans relating to the overall development of the airport at various points in time between 2000 and 2010.
trafikprognoser i forbindelse med lanceringen af de tre internationale ruter til/fra Barcelona, Bruxelles og Paris er baseret på markedsføringsaftalen.
Those business plans include some forward looking estimates on the passenger numbers and revenues, as well as some information on costs.
Det blev antaget, at Air One/Alitalia ville drive tre flyvninger om ugen for hver rute.
However, none of those business plans is specific to a particular agreement signed between So.Ge.A.AL and the airlines operating at Alghero airport or AMS.
trafikprognoserne for indenrigsflyvninger er baseret på antallet af flyvninger, der opereres af Air One/Alitalia i 2009, opjusteret på grund af en antagelse om, at den indenlandske trafik vil stige med 1 % pr. år.
Furthermore, they do not cover the entire period of So.Ge.A.AL's agreements with those airlines.
Trafikprognoserne blev brugt til at udlede de forventede merindtægter og de forventede meromkostninger.
As mentioned above, Italy prepared reconstructed ex ante profitability analyses of the agreements with Ryanair based on the incremental costs and revenues that could be reasonably expected by a MEO acting in lieu of So.Ge.A.AL at the time of the conclusion of each of these agreements during the period under investigation, i.e. 2000-2010, as summarised in Table 8.
De forventede forøgede luftfartsrelaterede indtægter er baseret på trafikprognoser og de offentliggjorte lufthavnsafgifter for alle tjenester bortset fra handling.
Based on these analyses, So.Ge.A.AL could reasonably expect the agreements with Ryanair to be profitable for the airport at the time they were concluded.
Forventede meromkostninger blev baseret på de antagelser, der er beskrevet i betragtning 503-508 og omfatter den enkeltstående betaling til markedsføring fra So.Ge.A.AL til intensivering af Air One/Alitalias lancering af internationale ruter fra Alghero lufthavn.
The 2000 business plan of So.Ge.A.AL has been used in the reconstructed analysis of the expected profitability of the 2000, 2002 and 2003 ASAs, whilst the 2004 and 2009 business plans have been used in the reconstructed analysis of the 2006 and 2010 ASAs.
På grundlag af disse antagelser vises NNV af de forventede pengestrømme fra 2010-aftalerne med Air One/Alitalia, som beregnet af Italien, i tabel 14.
However, it has not been possible to infer all of the incremental revenues and costs associated with each agreement with Ryanair from So.Ge.A.AL's business plans.
NNV'er af de forventede pengestrømme fra 2010-aftalen med Air One/Alitalia (mio. EUR)
Table 8 sets out the NPVs of the cash flows expected from the Ryanair agreements based on the 2014 MEOP Report.
Merfortjeneste
The fact that those NPVs are all positive would confirm that it was rational for the airport manager to conclude the agreements with Ryanair.
NNV [123] (i aftalens løbetid)
Table 8
[10-14]
NPVs of the cash flows expected from the Ryanair agreements — 2014 MEOP Report [108]
Trafikprognoserne for Volare er baseret på de ATM, der er fastsat i markedsføringsaftalen, dvs. 28 flyvninger i 2007, 207 i 2008 og 2009 og 180 i 2010.
NPV over the duration of the agreement (million EUR) [109]
Forøgede ikkeluftfartsrelaterede indtægter blev anslået i overensstemmelse med den metode, der er beskrevet i betragtning 502.
[4–8] [110]
Meromkostningerne blev baseret på gennemsnitlige enhedsafgifter og trafikprognoser baseret på antagelser, der er beskrevet i betragtning 503-508 og omfatter et engangsbeløb på […] EUR for det første driftsår.
The 2002 ASA
Ved beregningen af nettonutidsværdien i tabel 15, blev regressionsanalysen baseret på omkostningsdata fra tiden før undertegnelsen af aftalen, dvs. 1998-2006.
[3–6]
NNV'er af de forventede pengestrømme fra 2007-aftalen med Volare (tusind EUR)
[9–12]
[13-18]
The assumptions taken into account for the purpose of the reconstructed profitability analysis are detailed in recitals 459-471.
[50-100]
Aeronautical revenues
[100-125]
Italy took into account different categories of aeronautical revenues, notably revenues from charges such as landing, ground handling and ticketing.
[250-300]
For those charges not specified in the ASAs, assumptions have been based on invoice data provided by Ryanair.
Kommissionen bemærker, at markedsføringsaftalen med Meridiana skulle gælde i ét år i perioden mellem juni 2010 og oktober 2010, og at den kunne forlænges til at dække årene 2011 og 2012, hvis det antal passagerer, luftfartsselskabet befordrede, oversteg visse minimumstærskler.
In order to derive incremental aeronautical revenues, So.Ge.A.AL supplemented the information on Ryanair passengers and turnarounds from the ASAs, with information derived from the business plans.
Italien forklarede, at So.Ge.A.AL på tidspunktet for undertegnelsen af aftalerne forventede, at Meridiana ville skabe passagertrafik på det krævede minimumsniveau, og at Meridiana derfor ville forny markedsførings- (og dermed handling-)aftalen med So.Ge.A.AL på lignende vilkår.
The 2000, 2002 and 2003 ASAs did not stipulate any traffic projections.
På grundlag af disse antagelser vises NNV af de forventede pengestrømme fra 2010-aftalerne med Meridiana i tabel 16.
Therefore, traffic forecasts underpinning the analysis of the 2000, 2002 and 2003 ASAs have been derived from So.Ge.A.AL's 2000 business plan, which contained projections for Ryanair's traffic at the airport.
Som det fremgår af tabel 16 tog Italien hensyn til perioden 2010-2013 i forbindelse med rentabilitetsanalysen.
Although the 2006 and 2010 ASAs did stipulate certain traffic targets for Ryanair, Italy explained that these targets did not reflect So.Ge.A.AL's expectations of the overall level of Ryanair traffic at the airport.
Tabel 16
Rather, So.Ge.A.AL considered the targets represented minimum contractual commitments from Ryanair.