natgillin/translations-raw huggingface dataset:
AMS præciserer, at satserne blev fastsat på grundlag af den undersøgelse, som i 2004 på Ryanairs anmodning blev foretaget af Mindshare, et datterselskab af WPP, som er et selskab, der leverer markedsføringsydelser.
The CCIMP takes the view that the ‘contributory’ method used to calculate the rate of return of Terminal mp2 is the only one that can take into account the transfer of an airline from one terminal to the other, with economies of scale resulting in stability of the costs concerned, whereas their distribution by terminal would have led to a reduction at the main terminal.
AMS tilføjer, at partnere som Hertz og NeedaHotel køber ledig plads på webstedet til annoncering af deres egne tjenesteydelser, og at aftalerne med disse erhvervsdrivende gør det muligt at vurdere markedsprisen bedre.
It notes that the construction of Terminal mp2 resulted in certain costs being pooled between the two terminals, which had the effect of reducing costs at the main terminal, and certain investments being postponed (delay of the construction of the Europe check-in area and the Europe/International departure hall).
AMS erklærer endelig at have udviklet et pristilbud, der bygger på en standardberegningsmetode for onlineannoncering, for at værdiansætte det tilbud, der findes på Ryanairs websted.
INCENTIVE MEASURES FOR THE LAUNCH OF NEW ROUTES
Satserne fastsættes på grundlag af omkostninger pr. »tusind sider«, og mængden af besøgende er bestemmende for en prisvifte, der dækker størstedelen af de tilbudte placeringsydelser.
The CCIMP states that it adopted a development plan intended to increase the number of passengers at the airport, particularly through the launch of new routes.
AMS hævder, at lufthavnen Marseille Provence fik tilbudt særligt fordelagtige forretningsbetingelser.
According to the CCIMP, the incentive measures were designed to achieve that objective, in line with the normal practice of airport operators, as apparently accepted by the Commission in its decision on Manchester Airport [40].
AMS minder om, at antal besøgende på Viamichelins websted er mindre end på Ryanairs websted, og at webstedet ikke er særlig kendt uden for Frankrig.
The CCIMP believes that the arrangement introduced must be regarded as a commercial practice excluding any aid pursuant to Article 107 TFEU, given that the arrangement was open, non-discriminatory and applied for a limited time based on objective criteria.
AMS anslår, at dette websted derfor ikke er egnet til fremme af en lufthavn i europæisk skala, hvilket underbygges af, at ingen lufthavn har anvendt dens tjenester.
The CCIMP further maintains that this arrangement cannot be classed as aid because a prudent operator acting under normal market economy conditions could have taken the same approach.
AMS understreger, at webstedet Lonely Planet er et australsk websted, der ikke er særlig kendt i Europa, og som genererer et antal besøg, der ligger langt under antallet på Ryanairs websted.
The CCIMP states that the modulations adopted were intended to maximise the airport's profitability and were based on a business plan contained in the preparatory dossier submitted to the Cocoéco meeting of 14 September 2009.
Endelig understreger AMS, at de websteder, der ikke er knyttet til luftfartsselskaber, er lidet velegnede, idet de ikke gør det muligt for den besøgende uden videre at fortsætte til reservation af en flybillet.
The update of this study, as explained in France's response, confirms the profitability of the measures.
AMS vurderer, at priserne på markedsføringsydelserne på Air Frances, British Airways' og Expedias websted er højere end dem, der tages på Ryanairs websted trods mindre antal besøgende.
The CCIMP adds that, when its conduct is assessed in the light of normal market practices, the arrangement introduced remains reasonable.
AMS anfægter endvidere tanken om, at Ryanair skulle have tvunget lufthavnen Marseille Provence til at indgå aftalen om markedsføringsydelser.
MARKETING AID — AGREEMENT CONCLUDED WITH AMS
AMS hævder, at det ikke er i selskabets interesse at påtvinge nogen at købe annonceplads på Ryanairs websted, som er en begrænset ressource, der er stor efterspørgsel efter.
The CCIMP maintains that it acted as a market economy operator by concluding the agreement with AMS.
AMS hævder, at forekomsten af salgsfremmende links på Ryanairs websted tiltrækker lufthavnsforvalteres eller -ejeres opmærksomhed og øger lufthavnenes iboende værdi i potentielle køberes øjne ved at signalere, at der her findes et selskab med regelmæssige afgange og indtægter fra andet end luftfart forbundet dermed.
It states that it paid a price that was clearly proportionate and reasonable given the services provided and practices in the sector, and disputes the relevance of the study submitted by Air France, which covers only general websites.
AMS gør gældende, at Kommissionen i sin Bratislava-afgørelse anerkendte værdien af markedsføringsydelserne [42].
The CCIMP notes that, conversely, products advertised on the Ryanair website reach a large audience of internet users looking for flight tickets.
Endelig gør AMS gældende, at 2005-retningslinjerne ikke finder anvendelse på forholdet mellem en lufthavn og en udbyder af markedsføringsydelser.
The CCIMP explains that, as the objective was to increase traffic at Terminal mp2, and more specifically international passenger traffic with high purchasing power, only a targeted advertising action was appropriate.
FRANKRIGS KOMMENTARER TIL BEMÆRKNINGERNE FRA TREDJEPARTER
According to the CCIMP, only the Ryanair website offered maximum visibility and efficiency of the advertising.
I sin kommentar til tredjeparternes bemærkninger gør Frankrig gældende, at Air Frances bidrag indebærer flere fejlagtige påstande.
The CCIMP notes that the annual cost of the AMS agreement according to the number of passengers carried was in the order of EUR […]* in 2010.
Frankrig minder om, at adgangen til terminal mp2 i modsætning til Air Frances udtalelser er lige og ikkediskriminerende.
ASSOCIATION OF EUROPEAN AIRLINES
Frankrig understreger i øvrigt, at Air France, som hævder, at denne manglende mulighed for at drive internationale flyvninger fra terminal mp2 specifikt var beregnet til at hindre dets adgang til denne terminal, stadig ikke driver ruter fra terminal mp2 trods åbningen for international trafik.
SUBSIDIES GRANTED TO THE CCIMP
Frankrig minder om, at bestemmelserne i adgangsreglerne for terminal mp2 er motiveret af hensyn til komfort og sikkerhed, som er fastsat af lufthavnen, f.eks. begrænset størrelse af gatene.
The Association of European Airlines (AEA) states that it supports all measures likely to contribute to regional development, but that subsidies granted to small regional airports must not have the effect of distorting competition.
Ifølge Frankrig modsiges denne påstand af det forhold, at lufthavnen i sin første forretningsplan havde indarbejdet hypotesen om overflytning af Air Frances navette til terminal mp2.
The AEA maintains that a binding framework should be adopted at European level for the aviation sector as a whole in order to prevent uncontrolled subsidies and guarantee a competitive environment between economic operators.
Frankrig vurderer, at Air France i virkeligheden ville kritisere terminal mp2 for dens serviceniveau, som ikke svarede til kundernes forventninger.
This should be based on the principle of infrastructure aid being assessed according to demand, and should not encourage the shift of traffic to regions where demand is less dynamic.
Frankrig minder i den henseende om, at differentieringen af lufthavnstjenesterne og de afgifter, der er knyttet til hver af disse tjenester, fortsat er tilladt ifølge EU-retten og nationale love.
DIFFERENTIATION OF CHARGES AT TERMINAL MP2
Frankrig minder endelig om, at det finder, at Conseil d'État i sin beslutning af 26. juli 2011 ikke fordømte metoden til fordeling af omkostninger mellem terminal mp1 og mp2, men bekræftede angående satserne i terminal mp1, at de var fastlagt efter en beregningsmetode, der var »begrundet i præcise beregninger«.
The AEA supports the idea that an airport can differentiate between its infrastructures according to the services offered to users.
Frankrig anfægter Air Frances bemærkning om, at CCIMP skulle have hævet beløbet for passagerafgiften i terminal mp2 efter hastesagskendelsen af 28. juli 2009 i lyset af manglen på en afgørelse af sagens realitet, og minder om, at lufthavnen foretog en gennemgribende revision af sin afgiftsstruktur efter afgørelsen af 26. juli 2011.
However, the AEA maintains that, in this scenario, the airport must observe the principles of transparency and cost-relatedness when calculating charges.
VURDERING AF FORANSTALTNINGERNE TIL FORDEL FOR CCIMP — FOREKOMST AF STATSSTØTTE
In practice, the AEA suggests that a distinction should be made between, on the one hand, costs associated with using common infrastructures and, on the other hand, costs associated with using specific infrastructures.
FOREKOMSTEN AF EN EVENTUEL INVESTERINGSSTØTTE TIL FORDEL FOR CCIMP
According to the AEA, all airlines should pay the same charges for using the central infrastructures (runways, parking, aviation safety equipment, security checks, baggage handling, and environmental and noise pollution taxes, where applicable).
I henhold til traktatens artikel 107, stk. 1, finder statsstøttereglerne kun anvendelse, hvis den begunstigede er en »virksomhed«.
The terminal and handling charges may vary from one terminal to another, depending on the quality of the services offered to airlines, and must be determined based on the costs incurred.
Den Europæiske Unions Domstol har konsekvent defineret virksomheder som enheder, der udøver økonomisk aktivitet, uanset deres retlige form og finansieringsmåde.
The AEA also maintains that access to terminals with reduced services should not be limited to low-cost airlines, but should be open to all airlines in accordance with the principle of non-discrimination.
Al virksomhed, der består i at udbyde varer og tjenesteydelser på et marked, er erhvervsmæssig virksomhed.
To ensure that there is no distortion of competition between airlines at the same airport, the AEA underlines that airport operators must not increase charges at the main terminal to offset the costs associated with the reduced-services terminal.
[46]
The AEA maintains that the airlines are the real beneficiaries of these arrangements, with the regional airports benefiting only indirectly.
I sin dom i »Leipzig-Halle lufthavn«-sagen bekræftede Retten, at drift af en lufthavn er en økonomisk aktivitet, og at anlæg af lufthavnsinfrastrukturer indgår som en uadskillelig del heraf.
The AEA states that, ideally, airports less than 100 km away or 120 minutes by TGV should be regarded as located within the same catchment area.
Hvad angår tidligere finansieringsforanstaltninger, gør den gradvise udvikling af markedskræfterne i lufthavnssektoren det ikke muligt at fastsætte en præcis dato, fra hvilken driften af en lufthavn uden tvivl skulle have været betragtet som en økonomisk aktivitet.
The AEA takes the view that three years is an extraordinarily long time for start-up aid.
Imidlertid har Retten anerkendt, at arten af lufthavnsaktiviteterne udvikler sig.
The AEA maintains that the viability of a route becomes clear after just a few months, and at most after a year.
I sin dom i sagen Leipzig-Halle lufthavn fastslog Retten, at man fra 2000 ikke længere kunne udelukke anvendelse af statsstøttereglerne på finansiering af lufthavnsinfrastruktur.
The AEA stresses that the aid should not cover recurrent operating costs, such as aircraft depreciation, aircraft leasing costs or use of airport infrastructures.
Fra den dato, hvor der blev afsagt dom i Aéroports de Paris-sagen (12. december 2000), skal drift og opførelse af lufthavnsinfrastruktur derfor anses for at være omfattet af kontrollen med statsstøtte.
According to the AEA, it should not be possible for start-up aid to be combined with other aid granted to operate the same route.
Omvendt kunne offentlige myndigheder — før Aéroports de Paris-dommen — med rette antage, at finansiering af en lufthavnsinfrastruktur ikke udgjorde statsstøtte, og at det derfor ikke var nødvendigt at anmelde sådanne foranstaltninger til Kommissionen.
The AEA maintains that penalties should be imposed on carriers failing to comply with contractual undertakings.
Kommissionen kan derfor ikke længere med henvisning til statsstøttereglerne sætte spørgsmålstegn ved finansieringsforanstaltninger, som er ydet inden Aéroports de Paris-dommen.
The AEA stresses that aid granted in the aviation sector must always be restrictive and can be authorised only on the basis of a case-by-case examination.
De foranstaltninger, der blev ydet, inden der var tale om nogen form for konkurrence i lufthavnssektoren, udgjorde ikke statsstøtte, da de blev vedtaget, men kan betragtes som eksisterende støtte i henhold til artikel 1, litra b), nr. v), i forordning 659/1999, hvis betingelserne i artikel 107, stk. 1, i TEUF er opfyldt.
The AEA maintains that aid must be granted only on the basis of a transparent and non-discriminatory procedure.
Kommissionen bemærker, at følgende tilskud blev tildelt før Aéroports de Paris-dommen (dvs. før den 12. december 2000).
The conditions under which start-up aid is granted should be published in the Official Journal of the European Union.
Den konkluderer derfor, at den ikke har kompetence til at undersøge dem i henhold til statsstøttereglerne:
In addition, the AEA states that each financial contribution granted by a local authority to a regional airport should be notified to the Member State concerned, at least three months before it enters into force, so that the latter can decide whether this should be notified to the European Commission.
tilskud fra Conseil général af 14. december 1999 på 3064000 EUR
In the event of notified aid, the AEA underlines that local authorities should be reminded that any payment of aid before approval by the European Commission may be regarded as unlawful aid.
tilskud fra Conseil régional af 24. oktober 1997 på 8032000 EUR
Firstly, AMS maintains that the decision to conclude the agreement of 19 May 2006 was not imputable to the French State.
tilskud fra Conseil régional af 8. juli 1994 på 1372000 EUR
AMS highlights that, although consultation of the State through Cocoéco before any decision is taken on airport charges is a relevant indicator of the imputability of these decisions, the same cannot be said for the decision on the purchase of marketing services.
statsligt tilskud af 23. juni 1999 på 579000 EUR.
AMS also notes that the organic criterion used in the Commission's analysis to establish the imputability to the State of the decisions of the Chamber of Commerce and Industry is insufficient with regard to the requirements set out by the Stardust Marine judgment [41].
Kommissionen vil derfor begrænse sin undersøgelse til følgende tilskud:
Secondly, AMS maintains that the conclusion of the agreement to purchase marketing services reflected the conduct of a market economy operator.
Tabel 5
AMS stresses that this agreement is similar to those concluded with private airports such as Liverpool or Oslo Rygge, which undoubtedly acted as market economy operators.
Tilskud
AMS explains that it does not discriminate between public and private airports and that the rates applied are public and easily accessible on its website.
Samlet investeret beløb (1000 EUR)
In the alternative, AMS maintains that the rates applied were in line with market prices.
Den franske stat
AMS explains that the rates were set based on a study conducted in 2004 by Mindshare, a subsidiary of WPP and a marketing services company, at Ryanair's request.
EFRU
AMS adds that partners such as Hertz and NeedaHotel purchase available space on the website to promote their own services, and that the agreements concluded with those operators allow a better assessment to be made of the market price.
I alt
Lastly, AMS states that it has developed a rate offer based on a standard method of calculating online advertising exposure in order to value the exposure offered on the Ryanair website.
I artikel 107, stk. 1, i TEUF hedder det, at statsstøtte eller støtte, som ydes ved hjælp af statsmidler under enhver tænkelig form, og som forvrider eller truer med at forvride konkurrencevilkårene ved at begunstige visse virksomheder eller visse produktioner, er uforenelig med det indre marked, i det omfang den påvirker samhandelen mellem medlemsstaterne.
Rates are set based on the costs per thousand page views, and the volume of hits determines a price range for most of the advertising services offered.
ØKONOMISK AKTIVITET OG BEGREBET VIRKSOMHED
AMS maintains that Air France has submitted a comparison between the AMS price offer when the agreement was signed, i.e. in 2006, and the Viamichelin price offer for 2011, whereas Marseille Provence Airport duly based its comparison on the Viamichelin price offer for 2006.
I den forbindelse bemærker Kommissionen, at den infrastruktur, der er omhandlet af nærværende afgørelse, drives kommercielt af CCIMP, som er lufthavnsforvalter og opkræver betaling hos brugerne af denne infrastruktur.
Given that price offers for marketing services generally increased over this six-year period, AMS considers that the comparisons made by Air France are not relevant.
Derfor er CCIMP, i det mindste hvad angår driften af lufthavnen, en virksomhed ifølge EU-rettens konkurrenceretlige regler.
AMS maintains that particularly advantageous commercial conditions were offered to Marseille Provence Airport.
Uanset lufthavnsforvalterens juridiske status er alle dennes aktiviteter dog ikke nødvendigvis af økonomisk karakter.
In this respect, AMS points out that the rates were frozen between 2006 and 2011 based on the number of visitors to the Ryanair website in April 2005, whereas in reality this number increased from 0,65 million per day in 2005 to 1,2 million per day in 2011.
Det er derfor nødvendigt at sondre mellem de forskellige former for virksomhed for at fastslå, om de er af økonomisk karakter eller ej [47].
In addition, the number of recipients on the mailing list was frozen at the number recorded in April 2005, whereas it actually increased from 1,2 million to 2,6 million.
Som Domstolen har fastslået, er virksomhed, som normalt henhører under statens ansvar i udøvelsen af beføjelser som offentlig myndighed, ikke af økonomisk karakter og er ikke omfattet af statsstøttereglernes anvendelsesområde.
AMS stresses that Air France's comparison does not take account of these factors in relation to the volume of hits, which means that its comparison is incorrect.
Sådan virksomhed omfatter normalt sikkerhed, flyvekontrol, politi og toldvæsen.
AMS notes that the number of visitors to the Viamichelin website is less than the number visiting the Ryanair website, and that the Viamichelin website is not well known outside France.
[48]
AMS considers that this website is not therefore suited to promoting an airport at European level, which is supported by the fact that no airport has used its services to date.
Da det ikke er lovpligtigt for lufthavnene at bære finansieringsomkostningerne ved disse aktiviteter og de tilhørende infrastrukturer, mener Kommissionen derfor, at statens varetagelse heraf normalt ikke udgør statsstøtte [49].
AMS emphasises that the Lonely Planet website is an Australian site that is not well known in Europe and that generates a volume of hits well below that of the Ryanair website.
I det foreliggende tilfælde forekommer det nødvendigt at skelne mellem de berørte aktiviteter som følger.
Lastly, AMS stresses that websites that are not linked to airlines are unsuitable as they do not allow the visitor to reserve a flight ticket at the same time.
I henseende til omkostninger ved varetagelsen af statslige opgaver må omkostningerne ved sikrings- og sikkerhedsopgaver anerkendes som vedrørende varetagelsen af ikkeøkonomiske aktiviteter.
AMS considers that the rates for marketing services on the Air France, British Airways and Expedia websites are higher than those applied on the Ryanair website, despite a lower volume of hits.
Først og fremmest må denne karakter anerkendes for aktiviteter, der tjener til at varetage sikkerhedsopgaver i en lufthavn, for så vidt som de skal forhindre ulovlige handlinger og især terrorisme.
AMS also disputes the suggestion that Ryanair forced Marseille Provence Airport to conclude the marketing services agreement.
I den henseende hører omkostningerne ved varetagelsen af politiopgaver og beredskabet i form af Marins-Pompiers for byen Marseille ind under en sådan aktivitet.
AMS maintains that it is not in its interest to force the sale of space on the Ryanair website, which constitutes a limited resource for which there is significant demand.
Det samme gælder toldopgaver.
AMS claims that the presence of advertising links on the Ryanair website attracts the attention of airport operators or owners and, by indicating the presence of a regular airline and the associated non-aeronautical revenue, increases the intrinsic value of airports in the eyes of potential buyers.
Med hensyn til aktiviteter knyttet til sikkerhedsopgaver i lufthavnen drejer disse sig om beskyttelse af personer og ejendele.
AMS maintains that the Commission recognised, in its Bratislava decision, the value of marketing services [42].
Det samme gælder, når den omhandlede ejendom er offentligt område som i det foreliggende tilfælde.
Lastly, AMS claims that the 2005 Guidelines do not apply to relations between an airport and a marketing services provider.
I forbindelse med varetagelsen af denne opgave i det foreliggende tilfælde skal bl.a. nævnes følgende aktiviteter:
COMMENTS BY FRANCE ON THE COMMENTS BY THIRD PARTIES
screening af indskrevet bagage
In its comments on the third-party comments, France maintains that Air France's contribution contains several false allegations.
kontrol af fælles indgange til lufthavnsområdet
France notes that, contrary to what Air France says, access to Terminal mp2 is equal and non-discriminatory.
screening af passagerer og håndbagage
France makes clear that Marseille Provence Airport cannot be criticised for not having anticipated the opening up of Terminal mp2 to non-Schengen international flights, as this was envisaged only after the Open Skies Agreement was signed between Morocco and the European Union on 29 December 2006.
automatisk kontrol ved grænserne ved hjælp af biometrisk identifikation
France notes that, until that point, the studies on traffic development prospects were limited to essentially intra-Schengen development prospects and that the initial set-up of Terminal mp2 therefore did not provide for infrastructure for border control systems, which would have represented an unnecessary additional cost.
videoovervågning.
France further stresses that Air France, which maintains that this inability to operate international flights from Terminal mp2 was specifically designed to prevent it from accessing this terminal, still does not operate flights from Terminal mp2, despite this having been opened up to international traffic.
Offentlig finansiering af ikkeøkonomiske aktiviteter, der nødvendigvis hænger sammen med udøvelsen af en økonomisk aktivitet, må imidlertid ikke føre til uretmæssig forskelsbehandling af luftfartsselskaber og lufthavnsforvaltere.
France notes that the rules for accessing Terminal mp2 are governed by comfort and safety considerations established by the airport, such as the limited size of the departure gates.
Selv om det i et givet juridisk system er normalt, at luftfartsselskaber eller lufthavnsforvaltere påtager sig visse omkostninger, mens andre ikke gør, får sidstnævnte faktisk en fordel, selv om disse omkostninger er knyttet til aktiviteter, der som sådan betragtes som ikkeøkonomiske.
France points out that the application lodged by Air Méditerranée before Marseille Administrative Court on the subject of access to Terminal mp2 was dismissed by that court [43].