natgillin/translations-raw huggingface dataset:
Hypotesen om en lastfaktor på 75 % forekommer rimelig, eftersom den svarer til det antal flyvninger, der blev gennemført i løbet af den tidligere periode, og brevvekslingen fra slutningen af 2001 til begyndelsen af 2002 omhandlede ikke supplerende reklamekampagner fra Ryanairs eller CCI's side, som kunne øge denne trafik væsentligt.
With regard to staff costs, the study takes account of the fact that part of these costs was independent of traffic, as only those costs associated with aircraft and passenger handling staff and part of the costs associated with administrative staff were imputable to the Ryanair traffic.
Denne ekstra trafik svarende til den anden afgang i sommersæsonen 2002 er den eneste trafikforøgelse, der er knyttet til brevvekslingen fra slutningen af 2001 til begyndelsen af 2002, eftersom disse ikke indeholder planer om at ændre den daglige afgang ifølge kontrakten af 11. april 2000 for ruten Nîmes-London ud over sommersæsonen 2002.
The study therefore estimates that, over the entire period covered, the staff costs imputable to Ryanair accounted for [40-50] % of the total staff costs.
Status over rekonstruktionen af den forudgående rentabilitetsanalyse af brevvekslingen fra slutningen af 2001 til begyndelsen af 2002
For each revenue and cost item in the VTAN business plan, the study therefore estimates a percentage to be applied in order to determine the part attributable to the Ryanair traffic, which therefore varies according to the traffic.
Brevvekslingen fra 2004
Finally, the study uses the traffic forecasts contained in the VTAN business plan to determine, item by item, the projected incremental costs and revenues per passenger for the entire period.
Vilkårene i kontrakten af 11. april 2000 blev igen ændret, men denne gang for en mere begrænset periode, ved udvekslingen af breve og e-mails af 10. og 16. marts 2004 (brevvekslingen fra 2004).
The Commission takes the view that the VTAN business plan and the VTAN study provide reliable information that can be taken into account when applying the MEO test.
Det fremgår af denne brevveksling og forklaringerne fra Frankrig herom, at brevvekslingen førte til en ændring af kontrakten af 11. april 2000 med en forhøjelse af marketingbetalingerne med […] EUR pr. afrejsende passager i perioden fra 29. april til 31. oktober 2004 (»sommersæsonen 2004«) på betingelse af, at Ryanair tilføjede en ekstra daglig afgang på sin rute til London i denne periode.
The facts on record actually show that the VTAN business plan was the result of a very thorough analysis, which is all the more reliable because this business plan served as the basis for determining the flat-rate contribution ensuring the financial stability of the airport’s operation.
Ifølge Frankrig svarer denne anden ekstra afgang til 185 mulige supplerende flyvninger i løbet af sommersæsonen 2004, hvilket på grundlag af et fly med 148 passagerer og en belægningsgrad på 75 % kunne føre til en ekstra trafikmængde på anslået 41070 passagerer.
Moreover, this business plan is not likely to have been biased by the present procedure, given that the Commission initiated its action on the basis of a complaint that was only received in January 2010.
Hypotesen om en lastfaktor på 75 % som foreslået af Frankrig forekommer rimelig, eftersom brevvekslingen fra 2004 ikke omhandlede supplerende reklamekampagner fra Ryanairs eller CCI's side, som kunne øge denne trafik væsentligt i forhold til den tidligere.
The examination of this business plan and associated documents has not revealed any rash or unrealistic assumptions among those used by Veolia Transport to produce this plan.
Vedrørende meromkostningerne til markedsføring har Kommissionen i sin analyse indarbejdet engangsforhøjelsen for sommersæsonen 2004 for samtlige passagerer (og ikke kun dem, der svarer til den ekstra afgang).
The VTAN study is also based on reasonable assumptions.
Tabel 8 i denne betragtning viser resultaterne af denne analyse.
It has therefore been taken into account by the Commission in its analysis, as will be indicated below.
Tabel 8:
Aside from the VTAN business plan, the only economic assessment provided by France is a study of the economic impact of Nîmes airport, carried out in 2006.
status over rekonstruktionen af den forudgående rentabilitetsanalyse af brevvekslingen fra 2004
This study focuses on the economic impact of the airport’s activity, and particularly the routes operated by Ryanair from this airport, on the region’s economy.
kontrakterne fra 2005
It is not therefore relevant for the purpose of applying the MEO test, in relation to which only the airport’s profitability is important.
Ved kontrakten om lufthavnstjenester af 10. oktober 2005 og kontrakten om marketingydelser indgået samme dag (i det følgende benævnt »kontrakterne fra 2005«) forpligtede Ryanair sig til at drive:
According to Ryanair, the lack of a business plan when agreements such as those covered by the formal investigation procedure are signed cannot be used as evidence that the MEO test is not satisfied.
en rute til London med en daglig afgang og yderligere en daglig afgang i seks måneder i løbet af sommersæsonen 2005
The Commission considers that the lack of a business plan, or more generally any profitability analysis carried out prior to the signature of an agreement, is a serious indication that the agreements signed by the CCI with Ryanair and AMS do not satisfy the MEO test, particularly as neither France nor the CCI has been able to provide, in respect of these agreements, any profitability analysis, even incomplete, that was carried out before the agreements were signed.
en rute til Liverpool med fire ugentlige afgange
This observation is also largely valid for VTAN, which, although it produced a solid and detailed business plan for the entire airport operation, did not subsequently carry out, according to the facts on record, any specific profitability analysis of the various agreements signed with Ryanair and AMS prior to their signature, even though it could have used the aforementioned business plan for this purpose.
fra slutningen af marts 2006 en tredje rute, hvis igangsættelse skulle annonceres før udgangen af 2005 med mindst [0-50000] afrejsende passagerer om året
According to France, ‘the operator in place initially made its decisions based on traffic growth prospects that allowed the launch of new services to be envisaged, not to mention a direct economic impact potentially resulting for the airport, in the light of the expected economic impact on the region’.
fra slutningen af april 2006 en fjerde rute, hvis igangsættelse skulle annonceres før udgangen af 2005 med mindst [0-50000] afrejsende passagerer om året.
This further suggests that the agreements with Ryanair and AMS do not satisfy the MEO test.
Disse kontrakter trådte i stedet for kontrakten af 11. april 2000, der således blev ophævet før sin oprindelige løbetid, idet der blev indført helt andre kontraktbestemmelser.
This is also clearly indicated by the fact that, just before becoming the airport operator, Veolia Transport took the view that the Ryanair traffic was likely to erode the airport’s profitability.
I præamblen til kontrakten om lufthavnstjenester fra 2005 er det fastsat, at Ryanair efter at have gennemført en »forsigtig drift på forsøgsbasis« med en daglig rute til London skal overveje at etablere en permanent virksomhed i Nîmes og øge antallet af ruter med afgang fra denne lufthavn »på betingelse af, at de tekniske og finansielle vilkår, som tilbydes af [CCI] er acceptable, således at driften af ruterne er rentabel« (vores fremhævning).
As stated previously, the documents that Veolia Transport submitted in the invitation to tender procedure thus indicate that: ‘Moreover, in the long term, the replacement of Ryanair’s activity (company benefiting from particularly favourable conditions at the airport) could have been positively offset by the arrival of companies likely to accept less economically burdensome conditions for the airport operator …’; ‘The transfer of the risk, above […] %, by the Delegating Authority was justified by the strategic nature for the Gard economy of the tourist traffic brought by Ryanair; in fact, as we explained in our tender, the arrival of this company (under particularly advantageous conditions) had negative economic implications for the airport’s operation, but quite clearly positive implications for the local economy’; ‘Ryanair typically chooses small or medium-sized airports, particularly in France, with which the company negotiates extremely advantageous material and/or financial conditions’; ‘All in all, adding together the main agreement and the Airport Marketing Services agreement, the operations with Ryanair resulted in a negative turnover (between EUR […] thousand and EUR […] thousand according to the bid and traffic configurations, i.e. an average cost to the airport per outbound passenger of around EUR […] to EUR […] excluding tax per head)’.
Dette afsnit tyder på, at hvis CCI ikke havde accepteret vilkårene i kontrakterne fra 2005, ville Ryanair have truet med at indstille alle sine flyvninger fra Nîmes lufthavn med den begrundelse, at driften af ruten til London ikke var økonomisk rentabel.
As explained further on, these various indications are confirmed by the Commission’s assessment of the profitability analysis that a hypothetical MEO would have carried out.
En fornuftig markedsøkonomisk investor ville uden tvivl have taget denne trussel meget alvorligt, i særdeleshed fordi kontrakten fra april 2000 ikke indeholdt en klar og uigenkaldelig forpligtelse fra Ryanairs side til at drive ruten til London i de ti år, der var fastsat i kontrakten.
During the procedure, the Commission invited France to reconstruct the profitability analysis that an MEO would have carried out before signing the agreements with Ryanair and AMS, based on the objective information known to the Operators when these agreements were signed and on the foreseeable developments.
En fornuftig markedsøkonomisk investor ville i CCI's sted sandsynligvis vurdere, at hvis han ikke indgik de pågældende kontrakter, ville Ryanair indstille alle sine flyvninger fra Nîmes lufthavn.
In response to this invitation, France provided a reconstruction of the projected incremental costs and revenues associated with each agreement signed with Ryanair and AMS.
Den øgede trafikmængde, som affødtes af kontrakterne fra 2005, svarer derfor til den forventede trafik på alle de i disse kontrakter nævnte ruter og afgange.
With regard to the CCI operating period, this analysis is mainly based on ex post data, i.e. data observed after the agreements were signed.
For hver af disse ruter og af ovennævnte årsager, bl.a. under henvisning til de af Ryanair tilbudte marketingydelser, blev der valgt en lastfaktor på 85 %.
As a result, the method used by France involved calculating the average unit costs and revenues per passenger based on the airport’s operating costs and revenues observed during the 2000-2006 period.
Da afgangene på den tredje og fjerde rute ikke var kendt ved kontrakternes indgåelse, fastsatte Kommissionen dem i forhold til de minimumsantal passagerer, Ryanair havde forpligtet sig på i kontrakterne fra 2005, med henblik på at rekonstruere de hypoteser, en fornuftig markedsøkonomisk investor ville have baseret sig på.
In its analysis of each agreement, France multiplied these data by the projected incremental traffic for each agreement, i.e. the traffic that, on the signature of the agreement, this could be expected to generate.
Kommissionen har derfor i sin analyse indarbejdet denne trafikforøgelse samt de merindtægter og meromkostninger, der er forbundet hermed, efter ovenstående principper.
As this analysis is mainly based on cost and revenue data observed after the various agreements were signed, and not necessarily on information foreseeable at the time when the agreements were signed, this method cannot reflect the profitability analysis that an MEO would have carried out before deciding whether to enter into these agreements.
Kommissionen har ligeledes indarbejdet omkostningerne til økonomiske »incitamenter«, jf. artikel 8 i kontrakten om lufthavnstjenester af 10. oktober 2005, dvs. en betaling fra CCI til Ryanair på […] EUR pr. afrejsende passager og […] EUR pr. rotation.
Moreover, as regards the costs, the method used by France is in fact based on the full unit costs, i.e. all the airport’s operating costs per passenger, instead of the incremental costs, i.e. the costs specifically generated by each agreement.
Tabel 9:
However, the incremental costs may differ from the full unit costs and, as a general rule, are markedly lower, given the high proportion of fixed costs at an airport.
status over rekonstruktionen af den forudgående rentabilitetsanalyse af kontrakterne af 10. oktober 2005
The use of full unit costs is therefore a second weakness in the method proposed by France.
[200000-250000]
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned.
[250000-300000]
Consequently, the Commission has carried out its own analysis by reconstructing the incremental costs and revenues of the various agreements, as an MEO would have calculated them ex ante, in order to apply the MEO test.
Økonomiske incitamenter
The assumptions made and the results of the analysis are presented below.
Tillægskontrakten af 30. januar 2006
Time frame
Det fremgår af tillægskontrakten af 30. januar 2006 og Frankrigs forklaringer, at dette tillæg blot bekræftede, at kontrakterne fra 2005 (som først skulle udløbe i slutningen af 2009) skulle forblive i kraft, indtil CCI ophørte med at drive Nîmes lufthavn.
When assessing the value in entering into an airport services agreement and/or a marketing services agreement, an MEO would have chosen the term of the agreement or agreements as the time frame of its assessment.
Tillægskontrakten af 17. oktober 2006
There does not seem to be any justification for choosing a longer period.
Det fremgår af tillægskontrakten af 17. oktober 2006 og Frankrigs forklaringer, at omfanget af marketingydelser, som leveres i 2006, hermed reduceres, da CCI ikke kunne levere de marketingmedier, der skulle stå på Ryanairs websted, og leveringen af marketingydelser suspenderes i næsten et halvt år.
On the dates when the agreements were signed, a prudent MEO would not have relied on these agreements being renewed on their expiry, whether under the same terms or under different terms, particularly as low-cost airlines such as Ryanair were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
Denne situation skyldes, at CCI ikke kunne levere de tekster, som skulle gengives på Ryanairs websted.
Furthermore, it should be noted that, for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
Disse marketingydelser blev dermed forsinket og blev gennemført i løbet af andet halvår 2006, hvilket medførte en nedjustering af ydelsesbeløbet for 2006.
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
I det omfang den pågældende forsinkelse kan tilskrives CCI, og CCI alligevel har opnået en reduktion af marketingbetalingerne fra AMS som følge af deres kontrakt fra 2005, har CCI ved denne lejlighed handlet som en fornuftig markedsøkonomisk investor.
It should also be noted that, in applying the MEO test, the fact that Ryanair did not operate certain routes throughout the entire period stipulated in certain agreements has not been taken into account as this factor was neither known nor foreseeable at the time when the agreements were signed.
Tillægskontrakten af 17. oktober 2006 gav derfor ikke Ryanair en økonomisk fordel og udgør derfor ikke statsstøtte.
The Commission will now describe the assumptions used to analyse the agreements signed with Ryanair/AMS in terms of incremental traffic, costs and revenues, before presenting the results of this analysis.
Kontrakten om lufthavnstjenester af 2. januar 2007 og kontrakten om marketingydelser indgået samme dag (i det følgende benævnt »kontrakterne af 2. januar 2007«) er de første, VTAN indgik med Ryanair/AMS.
The analysis conducted by the Commission is based on the incremental traffic (i.e. the number of additional passengers) that an MEO operating Nîmes airport in place of the Operators could have predicted when the agreements were signed.
Uden disse kontrakter ville Ryanair frit have kunnet indstille alle sine aktiviteter i Nîmes.
With regard to the 2000 agreement for example, this involves determining the number of passengers that the Nîmes airport operator could have expected, in 2000, to use the Nîmes-London route operated by Ryanair, over the term of the agreement.
Den øgede trafikmængde, som affødtes af kontrakterne af 2. januar 2007, svarer derfor til den forventede trafik på alle de i disse kontrakter nævnte ruter og afgange, dvs. for perioden fra 2. januar til 31. oktober 2007:
The projected incremental traffic has been determined based on the number of routes and frequencies stipulated in the various airport services agreements and marketing services agreements, and on the resulting number of annual rotations.
en rute til London med én daglig afgang
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely, according to the agreements, the Boeing 737-200, the Boeing 737-300 and the Boeing 737-800.
en rute til Charleroi med fire ugentlige afgange
With regard to the agreements signed from October 2005, which included marketing services provided by AMS, the Commission has assumed a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
en rute til East Midlands med tre ugentlige afgange
This is also slightly above the average load factor for flights operated by Ryanair on its network, and equal to or above the load factor proposed by France for the various agreements in its reconstruction of the profitability analyses.
Under anvendelse af en lastfaktor på 85 % af de tidligere nævnte årsager har Kommissionen derfor i sin analyse indarbejdet denne trafikforøgelse samt de merindtægter og meromkostninger, der er forbundet hermed, efter ovenstående principper.
However, the Commission takes the view that this high load factor can be used, even if it is a favourable assumption, in order to reflect a possible beneficial effect of the marketing services on passenger traffic on the air routes covered by the various agreements, and in the absence of other information quantifying the foreseeable impact of these services on the load factor.
Kommissionen har ligeledes indarbejdet omkostningerne til de økonomiske »incitamenter«, jf. artikel 8 i kontrakten om lufthavnstjenester af 2. januar 2007, dvs. en betaling fra VTAN til Ryanair pr. afrejsende passager, som stiger trinvist med antallet af passagerer.
On the other hand, for the agreements signed before October 2005, the Commission has used lower load factors.
Tabel 10
The assumptions made in this regard are detailed below, in the analysis of each of the agreements in question.
Status over rekonstruktionen af den forudgående rentabilitetsanalyse af kontrakterne af 2. januar 2007
It should be noted in this respect that the April 2000 agreement and its various amendments did not provide for marketing services to be carried out by Ryanair or its subsidiaries, but rather public relations activities with a limited scope (distribution of press releases, organisation of press conferences, etc.) that were the responsibility of the CCI.
Status over rekonstruktionen af den forudgående rentabilitetsanalyse af tillægskontrakten af 1. august 2007
Furthermore, some agreements contained a commitment by the airline with regard to the minimum number of passengers to be carried on the routes concerned.
Vintersæsonen 2007-2008
However, an MEO would have probably banked on a number of passengers higher than the minimum guaranteed by the airline.
Kontrakterne af 1. november 2007
In fact, an MEO would have probably assumed that the airline had allowed for a safety margin between the traffic level to which it had committed and the traffic that it was reasonable to expect.
Kontrakten om lufthavnstjenester og kontrakten om marketingydelser, der blev indgået for et år den 1. november 2007 (i det følgende benævnt »kontrakterne af 1. november 2007«) afløste kontrakterne af 2. januar 2007, som var udløbet.
The Commission has therefore decided to ignore these compulsory minima in its assessment.
Uden disse kontrakter ville Ryanair kunne have indstillet alle sine aktiviteter i Nîmes.
These minima are generally lower than the incremental traffic assumptions used by the Commission.
Den øgede trafikmængde, som affødtes af disse kontrakter, svarer derfor til alle de ruter og afgange, der er nævnt i disse kontrakter, dvs.:
Incremental revenues (agreements signed with Ryanair and AMS)
en rute til London med en daglig afgang i sommersæsonen og fire ugentlige afgange i vintersæsonen
For each transaction covered by its analysis, the Commission has sought to determine the incremental revenues, i.e. the revenues generated by the transaction, as an MEO would have predicted them.
en rute til Liverpool med fire ugentlige afgange i sommersæsonen og to ugentlige afgange i vintersæsonen
Applying the ‘single-till’ principle, the Commission takes the view that both aeronautical and non-aeronautical revenues should be taken into account.
en rute til Charleroi med fire ugentlige afgange hele åreten rute til East Midlands med to ugentlige afgange i sommersæsonen.
Aeronautical revenue consists of the proceeds from the various charges to be paid by the airline to the airport operator, namely:
Kommissionen har ligeledes indarbejdet omkostningerne til de økonomiske »incitamenter«, jf. artikel 8 i kontrakten om lufthavnstjenester af 1. november 2007, dvs. en betaling fra VTAN til Ryanair pr. afrejsende passager, som stiger trinvist med antallet af passagerer.
the ‘landing charge’, which is a fixed amount per rotation,
Tabel 12
the ‘passenger charge’, which is a fixed amount per outbound passenger,
Status over rekonstruktionen af den forudgående rentabilitetsanalyse af kontrakterne af 1. november 2007
the charge paid for ground handling services, which takes the form of an amount per rotation set in the various airport services agreements.
Vinteren 2007-2008
The landing charge and passenger charge applied by the Operators are in principle regulated charges for access to the airport infrastructure, which are set for all user airlines following a process of consultation and which are published.
Sommeren 2008
For these various agreements, the Commission has used, as projected unit amounts of the landing charge and passenger charge, the public charges in force when the agreements were signed, taking into account the information in the agreements on the method for calculating the charges applicable to Ryanair, plus indexation of 2 % per year in so far as it was reasonable to predict that the regulated charges would increase each year in line with inflation.
[800000-850000]
The system of regulated airport charges does not provide for automatic indexation, but allows operators to adapt charges over time following a consultation process.
Tabel 12 i foregående betragtning viser, at en markedsøkonomisk investor ville have forventet negative ydelsesspecifikke pengestrømme.
When the various agreements in question were signed, it was not therefore possible to predict with any certainty the future development of these regulated charges.
Som følge heraf gav kontrakterne af 1. november 2007 Ryanair/AMS en økonomisk fordel.
Under these circumstances, the Commission takes the view that an MEO would have simply and logically assumed that the charges would increase each year in line with inflation, by using an inflation rate of 2 %, which is the target rate of the European Central Bank (‘ECB’) for the euro area.
Kontrakterne af 27. august 2008
The charge for ground handling services is not regulated, but is negotiated bilaterally.