natgillin/translations-raw huggingface dataset:
Brev fra Frankrig af 27. februar 2012.
As a result, in the absence of support measures intended to finance the airport’s operating deficit, its activity would have significantly reduced, if not completely halted.
Det bestemmes i artikel 1 i kontrakten om marketingydelser, der omhandler aftalens genstand, at »nærværende aftale bygger på Ryanairs forpligtelse til at drive en ugentlig flyforbindelse mellem Nîmes og London samt en ekstra afgang om sommeren […] og en afgang fire dage om ugen mellem Nîmes og Liverpool samt Ryanairs forlig om at annoncere en anden rute fra Nîmes ved udgangen af 2005 […]« (frit oversat fra den engelske tekst).
Furthermore, as explained below, the aid amounts were limited to the minimum necessary.
Frit oversat fra den engelske tekst (»provided that both technical and financial conditions proposed by FNI were acceptable, so as to make the operation of the routes viable.«).
The operating aid granted to the CCI-Airport was limited to the amounts needed to ensure the airport’s financial stability, without going beyond what was necessary.
De øvrige kontrakter om marketingydelser, VTAN har indgået, og som er omfattet af den formelle undersøgelsesprocedure, er kun tillæg til disse hovedkontrakter og er dermed i lige så høj grad som dem uløseligt knyttet til bestemte ruter drevet af Ryanair og til kontrakterne om lufthavnstjenester, der regulerer dem.
In so far as, without this aid, the CCI-Airport would have recorded a significant operating deficit every year, the airport’s activity would have needed to have been considerably reduced, if not completely halted, in order to ensure its financial stability.
Frit oversat fra den engelske tekst (»Yes the … frequencies will be there for … and in return you will give us …«) se fodnote 92.
The aid therefore had an incentive effect within the meaning of point 124 of the new Guidelines.
Forvalternes bemærkninger til åbningsafgørelsen, s. 34.
As a result, with regard to the exceptional operating subsidies received in 2005, France has explained that the CCI’s 2005 budget was established on the basis of revenue and cost forecasts taking account of the traffic forecasts and that, given the airport’s programme, the 2005 forecasts apparently revealed a financing need of EUR [1-3] million.
Uanset de eventuelle målsætninger ifølge en offentlig politik for lokal økonomisk udvikling, som forvalterne måtte forsøge at opfylde ved at indgå de pågældende aftaler.
This need corresponded to the difference between the forecast costs (EUR [4-6] million) and the forecast revenue (EUR [2-4] million).
I denne analyse kan VTAN sidestilles med en »offentlig indkøber«, eftersom VTAN via CDSP ifølge Frankrig fik overdraget en almennyttig opgave om økonomisk og turistmæssig udvikling.
However, the exceptional operating subsidies received by the CCI-Airport in 2005 totalled only EUR 1,35 million, well below the financing need of EUR [1-3] million.
Se f.eks. dom i sagerne T-14/96, BAI mod Kommissionen, Sml. 1999 II, s. 139, præmis 75-76, og dom i forenede sager T-116/01 og T-118/01, P & O European Ferries (Vizcaya) SA og Diputación Foral de Vizcaya mod Kommissionen, Sml. 2003 II, s. 2957, præmis 117.
The shortfall of approximately EUR [600000-800000] was made up by the CCI, partly in the form of repayable advances.
Se fodnote 85.
Likewise, the exceptional operating subsidy of EUR 200000 received from the CCI’s general arm in 2006 covered only part of the operating deficit.
En given marketingkontrakt bør analyseres sammen med en tilsvarende kontrakt om lufthavnstjenester som én enkelt transaktion.
The decision of the CCI’s General Meeting of 14 December 2005 in fact shows that this exceptional operating subsidy stemmed from an agreement between the SMAN and the CCI, under which the latter undertook to cover only part of the airport’s operating deficit, limited to EUR 200000, with the rest being covered by the SMAN, as the new owner.
Til gengæld er der lige så mange adskilte transaktioner som »parvise« marketingkontrakter og kontrakter om lufthavnstjenester.
The repayable advances granted by the CCI’s general arm stemmed from the obligation to present a balanced budget for the airport, which was imposed on the CCI by the concession agreement.
Belægningsprocenten eller lastfaktoren defineres som andelen af besatte sæder i de fly, der anvendes til at drive den pågældende forbindelse.
The amount of the advances was defined each year when the budget was prepared, in order to ensure its balance.
Undersøgelsen af 31. januar 2014, fodnote 17, frit oversat fra den engelske tekst: »… no terminal value can be calculated if incremental profits net of AMS payments are negative in the last year of the period under consideration«.
The preparation of budgets for airports managed by chambers of commerce and industry is subject to strict procedures intended to ensure that public contributions used to balance the budget are limited to the minimum necessary.
De nye retningslinjer, punkt 53.
Accordingly, Circular No 111 of 30 March 1992 laying down the accounting and financial budget rules applicable to chambers of commerce and industry provides for a precise procedure that particularly governs how the general arm of a chamber of commerce and industry must determine the budget for an airport’s operation.
De nye retningslinjer, punkt 66.
This Circular in particular stipulates that the chamber of commerce and industry must determine, for the purposes of preparing the budget: (i) the state of operating transactions; (ii) the state of self-financing capacity; and (iii) the state of capital transactions.
De nye retningslinjer, punkt 59, 61 og 66.
In addition, a number of documents have to be annexed to the budget proposal for approval (schedule of services provided and inter-organisation contributions, and schedule of employees and wage bills, etc.).
Afgørelse 2011/60/EU, betragtning 88 og 89.
The aim of this procedure is particularly to ensure that the budget balances without overcompensation.
Undersøgelse af 25. juni 2012 foretaget af firmaet Oxera.
Consequently, the amounts of the repayable advances did not exceed what was necessary to finance the CCI-Airport’s operating deficit, bearing in mind the exceptional operating subsidies.
De nye retningslinjer, punkt 60.
As a result, the operating aid received by the CCI-Airport had an incentive effect and was limited to the minimum necessary.
Med andre ord, hvis denne transaktions forventede gradvist stigende rentabilitet er positiv.
The operating aid granted to VTAN, which involved large amounts, was also necessary to ensure the airport’s financial stability.
De nye retningslinjer, punkt 62.
Without this aid, VTAN would have recorded a significant operating deficit and the airport’s activity would have needed to have been considerably reduced, if not completely halted.
Se f.eks. dom i sag T-318/00, Freistaat Thüringen mod Kommissionen, Sml. 2005 II, s. 4179, præmis 125, og dom i sag C-124/10 P, EDF, EU:C:2012:318, præmis 85, 104 og 105.
The flat-rate contribution, as originally determined, was calculated based on a provisional budget drawn up by Veolia Transport.
Da der således mangler en eller flere kontrakter blandt dem, der er genstand for denne undersøgelse, burde de pågældende omkostninger være blevet afholdt for at vedligeholde infrastrukturen.
According to this budget, in the ‘reference scenario’ the flat-rate contribution of EUR [1,2-1,5] million would allow VTAN to achieve net margins [of 0-5 % on average] throughout the term of the public service delegation.
Kommissionen finder, at lufthavnsforvalteren i et ekstremt scenario, hvor Ryanair havde valgt helt at forlade lufthavnen på grund af de forretningsbetingelser, lufthavnsforvalteren havde tilbudt under forhandlingen af en kontrakt, i det mindste en tid ville have opretholdt driften af lufthavnen for fortsat at betjene sine resterende kunder (civilbeskyttelse, erhvervsskole, virksomheder etableret på området) og forsøge at finde nye ruteflyselskaber, som var villige til at åbne ruter der.
At the SMAN’s invitation, Veolia Transport also included a ‘downturn scenario’ corresponding to a reduction in activity, whereby the flat-rate contribution would drop to EUR [1,0-1,3] million.
I forbindelse med anvendelsen af det markedsøkonomiske investorprincip på de forskellige berørte kontrakter finder Kommissionen derfor, at en markedsøkonomisk investor som forvalter af lufthavnen i stedet for CCI eller VTAN ville have udelukket de vigtigste udgifter til vedligeholdelse og service af infrastrukturen fra meromkostningerne i sin vurdering under antagelse af, at disse omkostninger, da der ikke foreligger en kontrakt, under alle omstændigheder skulle afholdes.
In this scenario, VTAN would achieve net margins [of 0-5 % on average] throughout the term of the public service delegation.
Den samme logik finder anvendelse på alle de nødvendige omkostninger til vedligeholdelse af lufthavnen i driftsmæssig stand selv uden nogen ruteflytrafik som f.eks. en del af omkostningerne til ledelses- og administrationspersonale.
In the light of this information, the net margins expected by Veolia Transport seem reasonable, and the downturn scenario was included so that these margins would not unduly increase if there were a reduction in activity.
Forretningsplanen indeholder de forventede indtægter og omkostninger svarende til lufthavnens samlede aktivitet og viser de forventede resultater af denne aktivitet.
The flat-rate contribution was therefore initially designed to be limited to the minimum necessary to ensure the financial stability of the airport and a reasonable profit for VTAN.
Da den vedrører den samlede aktivitet, er der ingen analyse af bestemte kontrakters forventede rentabilitet.
Its subsequent amendments followed this logic.
For at analysere rentabiliteten af bestemte kontrakter kunne VTAN have fastslået forventede merindtægter og -omkostninger ved disse kontrakter og dermed ved visse elementer i forretningsplanen såsom f.eks. de forventede ikkeluftfartsrelaterede indtægter for hele lufthavnen.
As a result, the increase in the flat-rate contribution made by Amendment No 1 corresponded to the unforeseen loss of revenue that had initially been taken into account by Veolia Transport in its previous estimates, whilst the increase resulting from Amendment No 3 corresponded to additional marketing expenditure incurred by VTAN that was not anticipated at the start.
Bilag 2014-1-1 til brev fra Frankrig af 19. februar 2014 s. 9.
Moreover, VTAN’s profit and loss accounts observed ex post show that the flat-rate contribution did not exceed the minimum necessary, in that it did not lead to VTAN recording excessive profits.
Bilag 2014-1-4 b til svar fra Frankrig af 19. februar 2014 på anmodningen om oplysninger af 23. december 2013, s. 16.
In fact, according to Table 6 in the opening decision, VTAN’s net margin was actually negative throughout the 2007-2010 period.
Se http://corporate.ryanair.com/investors/traffic-figures/
The specific public contribution implemented by Amendment No 4 to the CDSP was calculated based on a provisional budget reflecting VTAN’s new operating costs following the closure of the airbase.
En målsætning for ECB er at opretholde prisstabiliteten og den årlige inflationstakt »under, men tæt på 2 % på mellemlang sigt«: Frit oversat fra den engelske originaltekst: »In the pursuit of price stability, the ECB aims at maintaining inflation rates below, but close to, 2 % over the medium term.« Se: http://www.ecb.europa.eu/mopo/intro/html/index.en.html
It was also stipulated that its amount would be readjusted ex post according to the results achieved, in order to avoid overpayments.
VTAN-undersøgelsen nåede frem til et beløb for merindtægter fra andre aktiviteter end luftfart pr. passager på [2-4] EUR.
As a result, the operating aid received by VTAN had an incentive effect and was limited to the minimum necessary.
En markedsøkonomisk investor ville have valgt den pågældende periode og taget hensyn til flere faktorer, først og fremmest den udjævningseffekt, som en relativt lang periode afføder, og ulemperne ved en lang periode såsom de eventuelle ændringer af passagerernes præferencer og forbrugsmønstre over en lang periode.
Assessment of distortions of competition and effects on trade
At benytte gennemsnittet for indtægterne pr. passager fra andet end luftfart i et enkelt år ville således gøre det opnåede beløb for afhængigt af det pågældende års særlige omstændigheder, hvilket berettiger valget af en længere periode.
According to the new Guidelines, when assessing the compatibility of operating aid granted before 4 April 2014, the Commission will take account of the distortions of competition and the effects on trade.
En periode på fem år forekommer for lang, for det kan være, at passagerernes forbrugsadfærd med hensyn til andet end luftfart ændrer sig væsentligt i løbet af en sådan periode.
Aid granted to a Union airport can potentially have a negative effect on all Union airports.
Derfor synes en treårig periode at være et rimeligt valg.
In fact, all Union airports are in competition with each other to attract airlines, in the context of the intra-Union internal air transport market.
Se betragtning 432 om begrundelsen for de 2 %.
In the case of operating aid allowing the airport to remain economically viable, the intensity of this general effect on other airports depends on the volume of activity of the aided airport, which can be expressed in particular by number of passengers, routes and frequencies.
FNI er IATA-koden for Nîmes lufthavn.
It should be noted in this regard that, during the period in question (2002-2011), Nîmes airport remained a small airport.
For den fjerde rute er minimumsantallet af passagerer, der er anført i kontrakten [(0-50000 afrejsende passagerer)] det samme som det, der er fastsat for ruten til Liverpool.
Its traffic peaked at 320000 passengers in 2001, with between 130000 and 300000 passengers per year in all the other years.
En rute, der er den samme som ruten til Liverpool (fire daglige afgange), anvendes derfor til den fjerde rute.
During this same period, the scheduled services offered from this airport were limited to Air Littoral’s Paris route, which was only operated until 2003, and those routes operated by Ryanair (a maximum of four at the same time), with one flight per day or less, except potentially in the summer when two flights per day may have been available on certain routes, depending on the year.
For den tredje rute var der fastsat mindst [0-50000] afrejsende passagerer i kontrakten, hvilket med det samme ræsonnement fører til valget af hypotesen med tre ugentlige afgange.
Nîmes airport’s volume of activity therefore remained modest.
Sag T-214/95, Het Vlaamse Gewest (regionen Flandern) mod Kommissionen, Sml. 1998 II, s. 717.
The general effect of the aid granted to this airport on all the other airports was therefore relatively limited.
Rådets forordninger (EØF) nr. 2407/92 (EFT L 240 af 24.8.1992, s. 1), (EØF) 2408/92 (EFT L 240 af 24.8.1992, s. 8) og (EØF) 2409/92 (EFT L 240 af 24.8.1992, s. 15).
However, the effects of operating aid granted to a given airport on another airport increase if the two airports are close to each other.
Se dom i sag C-364/90, Italien mod Kommissionen, Sml. 1993 I, s. 2097, præmis 20.
In particular, when one of the airports is located within the catchment area of the other, the competition between them to attract airlines wanting to serve the region in question is especially intense.
De nye retningslinjer, punkt 174.
Moreover, when there are routes from each of these two airports to the same destination, these airports are in competition to attract passengers wanting to travel to this destination, who have a choice between the two airports for this journey.
Retningslinjerne fra 2005, punkt 85.
Avignon airport lies 68 km from Nîmes airport, but its runway constraints mean that it can only handle private and business flights.
Se afsnit 3.2.2.1.
It is not therefore in competition with Nîmes airport for scheduled flights.
Kommissionens retningslinjer om anvendelse af EF-traktatens artikel 92 og 93 og EØS-aftalens artikel 61 på statsstøtte i luftfartssektoren (EFT C 350 af 10.12.1994, s. 5).
As regards Marseille airport, this is 115 km away, which is 1 hour and 15 minutes’ journey by road.
Beslutning i sag NN 109/98, Det Forenede Kongerige, Manchester Airport.
It is therefore too far away to suffer too much impact from the aid in question.
Beslutning 2004/393/EF.
As indicated previously, Montpellier airport is situated just 63 km from Nîmes airport, which represents a journey time of only 49 minutes by road.
Denne beslutning blev ophævet ved dom af 17. december 2008 i sag T-196/04, Ryanair Ltd mod Kommissionen (Charleroidommen), Sml. 2008 II, s. 3643, men vidner ikke desto mindre om udviklingen i Kommissionens vurderingspraksis for den pågældende støtte.
In so far as the Commission considers that a distance of less than 100 km and a journey time of less than one hour are criteria allowing the catchment area of an airport to be defined as a first approximation, Montpellier airport is a priori situated within the catchment area of Nîmes airport.
Charleroibeslutningen, betragtning 279.
Moreover, certain routes operated from Montpellier have the same destination as certain routes from Nîmes airport.
Se betragtning 288-309.
In this respect, France considers that the catchment area of an airport is defined using two criteria, namely: (i) length of the journey; and (ii) cost of the journey for airports dominated by low-cost traffic, such as Nîmes airport.
Se betragtning 311-317.
As a result, France considers that a regional airport’s catchment area is limited to those airports that can be reached by car within a maximum of 60 minutes.
Se betragtning 318-325.
According to France, ‘Lastly, as regards Montpellier airport, although the above information tends to place it in the same catchment area as Nîmes airport due to the journey time of less than 60 minutes and the cost of the return journey not exceeding EUR 20, it should, however, be stressed that the Ryanair routes from Montpellier airport, which currently number four, meet a tourist demand that is situated more to the west than to the east of the airport (the route to Hahn is an example of this, even though Ryanair has withdrawn its routes to Germany from Marseille) and that Nîmes airport covers a different catchment area from part of Montpellier airport’s catchment area (in particular the Cévennes, Uzège and the northeast of Gard/south of the Ardèche in the Rhône valley).
Se punkt 71-75 og punkt 79, litra b) og c), i 2005-retningslinjerne og punkt 139, 140, 141 og 151 i de nye retningslinjer.
It therefore has a particular catchment area.
Se punkt 79, litra b), d) og i), i 2005-retningslinjerne og punkt 147 i de nye retningslinjer.
It should also be noted that 51 % of low-cost passengers travel less than 50 km from their airport’.
Se punkt 79, litra g) og h), og punkt 80 i 2005-retningslinjerne og punkt 150, 152 og 153 i de nye retningslinjer.
These factors are indeed likely to mitigate the impact on Montpellier airport of the operating aid received by Nîmes airport.
Disse kontrakter indeholder en bestemmelse om anvendelse med tilbagevirkende kraft pr. 1. januar 2005.
Added to this is the fact that, throughout the period in question, Montpellier airport handled much more traffic than Nîmes airport.
Ryanairs bemærkninger til åbningsafgørelsen.
In fact, its traffic fluctuated between 1,2 million and 1,6 million passengers per year.
etningslinjerne, punkt 27.
The aid received by Nîmes airport, which is around six times smaller, could have had, at most, only a limited impact on Montpellier airport.
etningslinjerne, punkt 15.
Lastly, the journey time between the two airports, which is less than one hour but almost 50 minutes, is also a factor likely to mitigate the impact of the aid in question on Montpellier airport.
etningslinjerne, punkt 71 og 74.
As a result, the operating aid in question had a limited impact on the airports neighbouring Nîmes airport.
Den degressive støtte kan ydes for en periode på højst tre år.
Taking into account all these positive and negative effects of the aid in question, the Commission takes the view that this aid did not affect trade to an extent contrary to the common interest.
Den årlige støtte må ikke overstige 50 % af de støtteberettigede omkostninger i det pågældende år og må for hele støtteperioden ikke nå op over gennemsnitligt 30 % af de støtteberettigede omkostninger.
In the light of the information set out above regarding the impact of the aid in question on competition and trade, and given the important contribution of this aid to the economic development of the area in which Nîmes airport is located, particularly due to its beneficial impact on local tourism and the industrial hub present at the airport site, the Commission considers that the aid in question did not affect competition and trade to an extent contrary to the common interest.
Brev fra Frankrig af 25. april 2014, punkt 103.
Conclusion on the compatibility of the aid granted to the CCI-Airport and VTAN
Se fodnote 38.
In the light of the above, the exceptional operating subsidies, repayable advances, flat-rate contribution, as established by the initial version of the CDSP and increased by Amendments Nos 1 and 3, and specific public contribution constitute aid compatible with the internal market within the meaning of Article 107(3)(c) TFEU.
Brev fra Frankrig af 20. marts 2014, s. 8.
This conclusion is based on the specific criteria set out in the new Guidelines for assessing the compatibility of operating aid granted to airports before 4 April 2014.
Støttebeløbet skal hænge nøje sammen med de ekstra startomkostninger, der er forbundet med lanceringen af en ny rute eller indsættelsen af en ny afgang, og som operatøren ikke længere skal afholde senere i forløbet
It is without prejudice to any assessment of any future aid to Nîmes airport that the Commission may be required to make in the future based on the rules laid down by the new Guidelines for aid granted after 4 April 2014.
Udbetalingen af støtten skal knyttes nøje sammen med den faktiske udvikling i passagertallet.
RECOVERY
Artikel 8 i kontrakten om lufthavnstjenester af 1. januar 2007.
The Commission has found that Ryanair/AMS benefited from unlawful aid that was incompatible with the internal market.
De eneste destinationer, hvor der tages hensyn til antallet af passagerer, er Charleroi og East Midlands (artikel 8, stk. 2, i kontrakten om lufthavnstjenester af 1. januar 2007).
According to settled case-law of the Court of Justice, when the Commission has found that aid is incompatible with the internal market, it is competent to decide that the Member State concerned must abolish or alter it.
Brev fra Frankrig af 25. april 2014, punkt 102.
According to Article 14 of Regulation (EC) No 659/1999 ‘Where negative decisions are taken in cases of unlawful aid, the Commission shall decide that the Member State concerned shall take all necessary measures to recover the aid from the beneficiary (hereinafter referred to as a “recovery decision”).
De nye retningslinjer, punkt 28 og 29.
The Commission shall not require recovery of the aid if this would be contrary to a general principle of Community law’.
De nye retningslinjer, punkt 34 og 35.
According to settled case-law of the Court of Justice, where unlawful aid is regarded by the Commission as incompatible with the internal market, the purpose of the obligation imposed on the state is to re-establish the previously existing situation.
Sag C-118/85, Kommissionen mod Italien, præmis 7 og 8, og sag C-30/87, Bodson mod Pompes funèbres des régions libérées, Sml. 1988 I, s. 2479, præmis 18.
In this respect, the Court of Justice considers that the purpose is achieved when beneficiaries have repaid the amounts granted by way of unlawful aid, thus forfeiting the advantage that they enjoyed over competitors.
De nye retningslinjer, punkt 35.
In this way, the situation prior to payment of the aid is restored.
De nye retningslinjer, punkt 36 og 37.
In the present case, it appears that no general principle of Union law prevents recovery of the unlawful aid identified in this Decision.