natgillin/translations-raw huggingface dataset:
Kommissionen konstaterer også, at Sverige efterfølgende har forelagt detaljerede oplysninger, som blandt andet viser ekstraudgifterne og -indtægterne for Ryanair og alle andre luftfartsselskaber, som benyttede Västerås lufthavn i den periode, som er omfattet af den formelle undersøgelse.
Furthermore, these marketing agreements, although nominally made between VFAB and AMS, are explicitly side letters to the 2005 Agreement i.e. to the airport charge agreement of 31 January 2005 between VFAB and Ryanair.
Disse oplysninger sammenfattes i tabel 6 (hvor alle udgifter forbundet med markedsføringsaftalen med Ryananir og AMS er kategoriseret som driftsudgifter vedrørende Ryanair).
This clearly shows that the both parties did not dissociate between the airport service agreements and the marketing services agreement but considered them to be part of one single commercial arrangement (the Commission also notes that although the two side letters of 1 August are nominally made between VFAB and AMS, they are nevertheless signed on behalf of Ryanair Ltd).
Kommissionen konstaterer, at disse oplysninger, på trods af at de er baseret på data, der er forelagt efterfølgende, bekræfter forhåndsevalueringen om, at aftalerne med Ryanair skulle bidrage til Västerås lufthavns rentabilitet.
Second, the 2010 marketing agreement with AMS states in its first section, entitled ‘Purpose of the Agreement’, that the agreement is ‘[…]’.
Samlede indtægter pr. luftfartsselskab (luftfart og ikke luftfart
This formulation establishes an unambiguous direct link between the service agreement and this marketing agreement in the sense that one would not have been concluded without the other.
Driftsudgifter for de enkelte luftfartsselskaber [46]
The marketing agreement is based on the conclusion of the airport services agreement and the services provided by Ryanair.
Øget rentabilitet
Indeed, the preamble furthermore states that VFAB intends to target Ryanair passengers in order to promote tourism and business opportunities in the region.
Luftfartsselskab A
Third, the marketing agreement states in its preamble that VFAB has decided to ‘actively promote Västmanland and Västerås as a holiday destination for international air travellers and also as an attractive business centre.’
Luftfartsselskab B
This is an indication that the conclusion of the marketing agreement has as its primary and specific purpose to promote specifically Västerås Airport (and the surrounding area, Västmanland) among Ryanair's potential customers.
Luftfartsselskab C
In conclusion, the marketing service contract concluded by VFAB and AMS are thus indivisibly linked to the airport service agreements signed by Ryanair and VFAB.
Alle luftfartsselskaber
Indeed, the marketing contract states explicitly that it is based on Ryanair's Västerås-London service, and essentially envisages marketing services aimed at promoting that route.
Med hensyn til de skøn, som kunne foretages på det tidspunkt, hvor aftalen mellem VFAB og Ryanair blev indgået, har Sverige hævdet, at det stod klart for VFAB, at aftalen skulle bidrage til øget rentabilitet, selv om der ikke blev udarbejdet nogen formel forretningsplan.
For these reasons, the Commission considers it appropriate to analyse the airport service Arrangements between VFAB and Ryanair and the marketing agreement of 1 and 17 August 2010 jointly, with a view to determining whether they constitute State aid measures or not.
Hvad angår den lave kapacitetsudnyttelsesgrad i lufthavnen kunne ekstraudgifterne forbundet med Ryanairs aktiviteter også forventes at blive relativt begrænsede.
The feasibility of comparing Västerås Airport to other European airports
Ifølge Sverige blev det ved aftalens indgåelse antaget, at de lufthavnsafgifter, som blev fastsat i aftalen fra 2001, sammen med de ikke luftfartsrelaterede indtægter skulle dække ekstraudgifterne forbundet med aftalen og desuden give VFAB en fortjeneste på […] SEK om året.
Sweden as well as Ryanair has argued that the MEOP assessment should be performed by comparing the terms of the commercial arrangements between VFAB on the one hand and Ryanair and AMS on the other to the terms of comparable agreements at other airports.
Da aftalen fra 2003 blev indgået, kunne VFAB basere sin vurdering på det faktiske finansielle resultat af Ryanairs aktiviteter mellem 2001 og 2002, hvilket bekræftede skønnene fra 2001 om, at aftalen skulle bidrage til øget rentabilitet.
Under the new guidelines for applying the MEO principle, the existence of aid to an airline using a particular airport can, in principle, be excluded if the price charged for the airport services corresponds to the market price, or if it can be demonstrated through an ex ante analysis that the airport/airline arrangement will lead to a positive incremental profit contribution for the airport.
På grundlag af de oplysninger, som var tilgængelige på daværende tidspunkt, vurderede VFAB, at de ændringer, som blev indført med aftalen fra 2003, skulle dække de udgifter, som ville følge af aftalen med Ryanair, og desuden give VFAB en fortjeneste på […] SEK om året.
However, as regards the first approach (a comparison with the ‘market price’), the Commission doubts that, at the present time, an appropriate benchmark can be identified to establish a true market price for services provided by airports.
Da aftalen fra 2005 blev indgået, kunne VFAB tage udgangspunkt i de faktiske resultater af Ryanairs aktiviteter i lufthavnen mellem 2001 og 2004, som konsekvent havde øget lufthavnens rentabilitet.
It therefore considers an ex ante incremental profitability analysis to be the most relevant criterion for the assessment of arrangements concluded by airports with individual airlines.
Ifølge Sverige var VFAB's vurdering på det tidspunkt, at lufthavnsafgifterne i kombination med de ikke luftfartsrelaterede indtægter som følge af aftalen ville dække udgifterne forbundet Ryanairs aktiviteter og fra og med 2007 give lufthavnen en fortjeneste på […] SEK om året.
It should be noted that, in general, the application of the MEO principle based on an average price on other similar markets may prove helpful if such a price can be reasonably identified or deduced from other market indicators.
I forbindelse med at LFV Holding i 2006 besluttede sig for at afvikle sin ejerandel i VFAB, reviderede Västerås kommune (jf. betragtning 224) lufthavnens økonomiske udsigter som grundlag for en beslutning om strategien for at være den eneste tilbageværende ejer.
However, this method is not as relevant in the case of airport services, as the structure of costs and revenues tends to differ greatly from one airport to another.
Kommunen overvejede flere muligheder, bl.a. a) uforandret struktur, dvs. at fortsætte med samme forretningsmodel og uændrede omkostningsstrukturer, og b) at fortsætte driften i samme omfang og med samme struktur (opretholdelse af aftalen med Ryanair), men samtidigt stræbe efter at mindske personaleomkostningerne i overensstemmelse med en såkaldt »basic airport«-model.
This is because costs and revenues depend on how developed an airport is, the number of airlines which use the airport, its capacity in terms of passenger traffic, the state of the infrastructure and related investments, the regulatory framework which can vary from one Member State to another and any debts or obligations entered into by the airport in the past.
Denne vurdering tydede på, at scenario b (dvs. at fortsætte aktiviteterne i henhold til tidligere forretningsmodeller, inklusive aftalen med Ryanair, men samtidigt forsøge at reducere personaleomkostningerne) ville være det økonomisk mest lønsomme alternativ, da det ville påføre kommunen et mindre tab set i forhold til de andre alternativer, som blev overvejet.
Moreover, as can be seen in the present case, commercial practices between airports and airlines are not always based exclusively on a published schedule of charges.
Denne analyse bekræftede altså den vurdering, hvoraf det fremgår, at aftalen med Ryanair (herunder markedsføringsaftalen) var økonomisk sund.
Rather, these commercial relations are very varied.
Når den vurderer aftaler mellem lufthavne og luftfartsselskaber, bør Kommissionen også tage hensyn til det omfang, hvori disse aftaler kan anses for at være en del af en overordnet strategi fra lufthavnens side for at opnå rentabilitet i det mindste på lang sigt.
They include sharing risks with regard to passenger traffic and any related commercial and financial liability, standard incentive schemes and changing the spread of risks over the term of the agreements.
Kommissionen skal derfor tage hensyn til de oplysninger, som var tilgængelige, og den udvikling, som med rimelighed kunne forventes på det tidspunkt, hvor aftalerne blev indgået.
Consequently, one transaction cannot really be compared with another based on a turnaround price or price per passenger.
Man skal navnlig tage hensyn til markedsændringerne som følge af liberaliseringen af luftfartsmarkedet, markedsadgangen og udviklingen for lavprisselskaber og andre lufttransportvirksomheder, som tilbyder direkte flyafgange, ændringer af lufthavnsbranchens organisatoriske og økonomiske struktur samt diversificerings- og kompleksitetsgraden af de funktioner, som udføres af lufthavne, den øgede konkurrence mellem luftfartsselskaber og lufthavne, de usikre økonomiske vilkår som følge af ændrede markedsforhold og anden usikkerhed med hensyn til de økonomiske vilkår.
Finally, assuming that it could be established, based on a valid comparative analysis, that the ‘prices’ involved in the various transactions that are the subject of this assessment are equivalent to or higher than the ‘market prices’ established through a comparative sample of transactions, the Commission would, for all that, not be able to conclude from this that these transactions comply with the MEO test if it emerges that, when they were set, the airport operator had expected them to generate incremental costs higher than the incremental revenues.
Som det fremgår af betragtning 249-255, konstaterer Kommissionen, at der var flere forskellige grunde (f.eks. bortfald af de traditionelle luftfartsselskabers trafik og udsigterne til langsigtede aftaler med forretningsmæssigt dynamiske lavprisselskaber, som kunne øge lufthavnens rentabilitet og garantere et vist antal passagerer) til, at Västerås lufthavn vurderede, at forretningsaftalerne med Ryanair, som udgjorde et positivt bidrag til VFAB's rentabilitet, var et nødvendigt skridt i en strategi for at sikre lufthavnens fremtidige overlevelse og rentabilitet.
An MEO will thus have no incentive to offer goods or services at benchmarked ‘market price’ if doing so would result in an incremental loss.
Kommissionen konstaterer også, at Västerås lufthavns infrastruktur er tilgængelig for alle luftfartsselskaber og ikke forbeholdt et bestemt luftfartsselskab.
In such conditions, the Commission considers that, taking into account all the information available to it, an ex ante analysis of incremental profitability is the best approach to assess whether the commercial relations between VFAB and Ryanair granted Ryanair an advantage for the purpose of Article 107(1) TFEU.
Kommissionen bemærker også, at lufthavnsdriften i Västerås lufthavn har været rentabel i hele den af afgørelsen omfattede periode, jf. tabel 6.
Assessment of Incremental Costs and Revenues
På denne baggrund og i erkendelse af, at den aktivitet, som fulgte af aftalerne med Ryanair, på forhånd kunne forventes at forbedre lufthavnens rentabilitet, accepterer Kommissionen, at VFAB ved at indgå aftaler om lufthavnsafgifter med Ryanair (foranstaltning 4) og markedsføringsaftaler med Ryanair og AMS (foranstaltning 5) agerede som markedsinvestor.
In order to assess whether an arrangement concluded by an airport with an airline satisfies the MEO test, expected non-aeronautical revenues stemming from the airline's activity should be taken into consideration together with airport charges, net of any rebates, marketing support or incentive schemes.
Kommissionen mener, at den leje, som VFAB betaler til Västerås Flygfastigheter AB (foranstaltning 2), ikke udgør statsstøtte.
In addition, the airport infrastructure must be open to all airlines and not dedicated to a specific airline in order to exclude that the advantage resulting from compatible aid to the airport operator is not passed on to a specific airline.
Kommissionen mener, at Sverige har ydet ulovlig støtte inden for rammerne af støtteordningen for lokale lufthavne i perioden 2001-2010 (foranstaltning 3) i strid med artikel 108, stk. 3, i traktaten om Den Europæiske Unions funktionsmåde.
Against this background, the Commission will assess whether the arrangements between VFAB and Ryanair, including the marketing agreements with AMS, will lead to a positive incremental profit contribution for the airport.
Støtteordningen er dog forenelig med det indre marked i henhold til artikel 107, stk. 3, litra c), i EUF-traktaten.
This assessment has to be made in view of the situation of the airport at the time when the Agreements with Ryanair were made and on the foreseeable development about the business at the time.
Kommissionen mener, at forretningsaftalerne mellem VFAB på den ene side og Ryanair og AMS på den anden side (foranstaltning 4 og 5) ikke udgør statsstøtte —
In 2001 Västerås Airport was an airport with significant underutilisation.
VEDTAGET DENNE AFGØRELSE:
In the 1990s it had relied on a business model where traditional airlines, essentially SAS, ensured regular connections to domestic and some foreign destination, principally Oslo and Copenhagen, which were attractive to business travellers form the Västerås region which put a premium on fast connections but were comparatively price insensitive.
Artikel 1
As an example, in the years 1999 and 2000, SAS ensured 4 daily connections with Copenhagen and Skyways ensured 3 daily connections to Göteborg, 3 daily connections to Malmö and 2 daily flights to Copenhagen.
Den leje, som VFAB betalte til Västerås Flygfastigheter AB i perioden 2003-2010 (foranstaltning 2), udgør ikke statsstøtte i den i artikel 107, stk. 1, i traktaten om Den Europæiske Unions funktionsmåde omhandlede betydning.
In 2001 Västerås Airport had a very low rate of utilisation.
Artikel 4
Available maximum capacity was estimated at about 950000 departing passengers per year, whereas the actual number of passengers was 93487, i.e. less than 10 %.
De lufthavnsafgifter, som VFAB krævede af Ryanair i perioden 2001-2010 (foranstaltning 4), udgør ikke statsstøtte i den i artikel 107, stk. 1, i traktaten om Den Europæiske Unions funktionsmåde omhandlede betydning.
At the same time, the airport was operating with high fixed costs, the majority of which were, according to the figures submitted by Sweden, imputable to the non-airline-related activity at the airport which, in the years 2000 to 2010, accounted for between 72 % and 92 % of traffic at the airport [44].
Artikel 5
By contrast, the operation of commercial airlines had always incrementally contributed to the profitability of the airport.
Den markedsføringsstøtte, som VFAB ydede Ryanair og AMS i 2001, 2008 og 2010 (foranstaltning 5), udgør ikke statsstøtte i den i artikel 107, stk. 1, i traktaten om Den Europæiske Unions funktionsmåde omhandlede betydning.
At that time, the natural avenue was to consider a development of low-cost airlines operations at the airport.
Artikel 6
According to estimates reported by the Swedish government's Ministry of Enterprise in a 1999 report on the prospects of Västerås Airport [45], low-cost airlines' market share in Europe was expected to grow from 3 % to 12 % in terms of passengers, an evolution that was expected to be particularly relevant in the wider Stockholm area which is marked by the high travel frequency of its residents.
Denne afgørelse er rettet til Kongeriget Sverige.
Indeed, other airports made the same assessment at the time and reoriented their business models along similar lines, e.g. Skavsta airport.
Udfærdiget i Bruxelles, 1. oktober 2014.
It is in this context that VFAB envisaged entering into the Agreements with Ryanair which, contrary to SAS which was reducing its operations at the airport, and other traditional airlines, was prepared to envisage long-term contractual relationships and guarantee a minimum number of passengers that contribute towards the incremental profitability of the airport.
På Kommissionens vegne
The Commission finds that a private airport operator in the same situation would have probably followed the same strategy as VFAB as it appeared the only reasonable option to increase the traffic at the airport and thus its revenues.
Næstformand
In this connection, Ryanair submitted a report commissioned from the consultancy Oxera which assesses the expected profitability of the VFAB-Ryanair Arrangements on an ex ante basis.
EUT C 172 af 16.6.2012, s. 27.
The report examines the expected profitability of the 2001, 2003 and 2005 Agreements between VFAB and Ryanair, as well as the Marketing Service Agreement between VFAB and AMS.
Se fodnote 1.
The expected profitability has been assessed at the time each Agreement was signed — i.e. the additional revenues expected to accrue to VFAB as a result of the agreements (‘incremental revenues’) have been compared against VFAB's expected additional costs as a result of the agreements (‘incremental costs’).
Meddelelse fra Kommissionen — Retningslinjer for statsstøtte til lufthavne og luftfartsselskaber (EUT C 99 af 4.4.2014, s. 3).
This assessment also considers the impact of a joint assessment of the profitability of the airport service arrangements and the marketing agreements which, for the reasons indicated in recitals 232 to 239, the Commission consider the correct approach.
Se fodnote 3.
Oxera's assessment is based on documents and data that were available at the time of the negotiations of the Agreements using data from the periods prior to each agreement in order to inform the assumptions about reasonable expectations at the time of signing.
EF-retningslinjer for finansiering af lufthavne og statslig startstøtte til luftfartsselskaber, som opererer fra regionale lufthavne (EUT C 312 af 9.12.2005, s. 1).
The analysis builds on forecasts concerning several parameters:
Betragtning 171 i retningslinjerne for luftfart fra 2014.
total passenger traffic at Västerås Airport (based on levels of total traffic observed prior to signing each agreement, uprated by assumed growth in European air traffic), Ryanair passenger traffic (based on outturn data of Ryanair up until the signing of each agreement), aeronautical revenue (based on charges agreed in the arrangements and expected passenger forecasts), non-aeronautical revenue (forecasts based on outturn data prior to the signing of each agreement), incremental operating costs (based on ex ante estimates from VFAB), incremental marketing costs and investment costs (to the extent that the latter were expected to repaid through the commercial arrangements with airlines).
EUT C 113 af 15.4.2014, s. 30.
For the purposes of checking the robustness of these ex ante assumptions, VFAB has provided data on aeronautical revenue, non-aeronautical revenue, operating costs and capital expenditure over the period 2000-2010.
Ifølge Sverige suspenderede Ryanair sine flyvninger fra slutningen af oktober 2006 til den 12. februar 2007.
The sensitivity of the forecasts has been tested through various checks in order to see how the profitability of the arrangements would be affected by certain negative factors.
Alle afstande er angivet i vejkilometer baseret på den hurtigste vej.
The base case, which is the scenario based on the assumptions mentioned in recital 258, has been tested against the following sensitivities:
maps.google.com pr. 30.6.2014.
a discount rate of 10 % in the calculation of the NPV instead of the reference rates set out in the Commission's reference rate notice;
Eftersom lufthavnsdriften indgår i Västerås Flygfastigheter AB, omfatter tallene også aktiviteter i forbindelse med fast ejendom.
passenger traffic (for Ryanair and at the airport) based on actual outturn levels rather than the ex ante assumptions;
Luftfartsverket kan udstede bindende bestemmelser om lufthavnsafgifter, som skal anvendes på civile lufthavne, men ingen sådanne bestemmelser fandt anvendelse i den af afgørelsen omfattede periode.
incremental operating costs estimated on a regression approach in which the estimates are tested and corrected against the actual effects of changes in passenger numbers on the airport's operating costs.
Aftalen blev undertegnet den 11. marts 2002, men skulle anvendes med tilbagevirkende kraft fra den 1. april 2001 (til marts 2011).
The result of the assessment is that all the agreements were expected to be profitable at the time they were entered into.
Oplysning, som er omfattet af tavshedspligt.
Indeed, even in all the ‘stressed’ scenarios (i.e. applying sensitivity checks), the NPV of each individual agreement was positive.
Ved rotation forstås en flyvning, som ankommer og siden afgår fra lufthavnen.
Thus, in the most adverse scenario, the NPV for the 2001 Agreement was SEK 5,8 M, for the 2003 Agreement the NPV was SEK 8,7 M, for the 2005 Agreement (with the 2008 Marketing Agreement) the NPV was SEK 15,87 M and for the 2010 Marketing Agreement the NPV was SEK 9,9 M. A joint assessment of the combined NPV of all Agreements (performed as a check) indicates that the NPV would be SEK 22,2 M in the base case and SEK 13,7 M in the most adverse scenario.
Aftalen blev indgået ved to tillæg til aftalen fra 2005 (begge undertegnet 1.8.2010) og en aftale om markedsføringstjenester (undertegnet 17.8.2010).
The conclusion of the assessment is therefore that based on an ex ante analysis, the expected profitability of the various Agreements covered by this investigation was positive, even under conservative assumptions.
Kommissionen fandt, at det i denne henseende ikke gjorde nogen forskel, at en del af markedsføringsstøtten blev ydet gennem Ryanairs datterselskab AMS og ikke direkte til Ryanair.
The Commission considers that this assessment, which is not contradicted by any evidence submitted in the course of the formal investigation, is plausible and supports the finding that under similar circumstances, an MEO investor would have been likely to enter into similar agreements.
Kommissionen konstaterede, at Ryanair havde direkte kontrol over AMS på det tidspunkt, hvor aftalen blev undertegnet, og også syntes at have undertegnet et af tillæggene på AMS's vegne.
In addition, the Commission notes that Sweden has provided detailed financial ex post information which, inter alia, shows the incremental costs and revenue for Ryanair and all other airlines operating at Västerås Airport in the period covered by the formal investigation.
Det er desuden fastsat i aftalen mellem VFAB og AMS om markedsføringstjenester, at det er »forankret i Ryanairs forpligtelse at oprette og drive en flyrute med fire afgange om ugen fra London Stansted til VST« (rooted in Ryanair's commitment to establish and operate routes a 4 per week services from London Stansted to VST).
This information is summarised in Table 6 (in which all costs for the marketing agreements with Ryanair and AMS have been allocated as an operating cost dedicated to Ryanair).
Se f.eks. sag C-159/91, Poucet mod AGF, og C-160/91, Pistre mod Cancave, Sml. 1993 I, s. 637.
The Commission notes that this data, although based on an ex post view, bears out the ex ante assessment that the deals with Ryanair would contribute to the profitability of Västerås Airport.
Leipzig-Halle-lufthavn-sagen, præmis 42-43.
Table 6
Se f.eks. dom af 19. januar 1994, sag C-364/92, SAT Fluggesellschaft mbH mod Eurocontrol, Sml. 1994 I, s. 43.
Incremental costs and revenue from the airline at Västerås Airport All amounts in EUR.
Kommissionens beslutning af 19. marts 2003, N 309/2002, sikkerhedsforanstaltninger for luftfarten — kompensation for omkostninger som følge af terroristangrebene den 11. september 2001.
Total (Aviation and non-aviation) revenue per airline
Dom af 18. marts 1997, sag C-343/95, Diego Calì & Figli Srl mod Servizi ecologici porto di Genova SpA (SEPG), Sml. 1997 I, s. 1547.
Operating costs dedicated to specific airlines [46]
Kommissionens beslutning N 309/2002 af 19. marts 2003.
Incremental profitability