natgillin/translations-raw huggingface dataset:
Air France minder om, at da Frankrig har truffet foranstaltninger til at ophæve dette system, har Kommissionen ikke ønsket at iværksætte yderligere nyttige foranstaltninger.
France emphasises that the same study shows that the profitability of all the modulations for the creation of new routes and the AMS agreement, with regard to Ryanair flights alone in the 2007-2021 period, results in an average profit margin ([…]* %) that is in line with the standard profitability in the sector, estimated by the European Commission at 7,31 % in its decision on Bratislava Airport [30].
Air France konkluderer deraf, at Kommissionens tidligere afgørelse gør enhver ny undersøgelse af denne ordning grundløs.
The profitability simulation updated using actual traffic figures and costs audited by the Mazars consultancy indicates a profit margin from the third year of EUR […]* per flight.
Afgiftsrabatter for åbning af nye ruter
France points out that the costs associated with the AMS agreement were taken into account in the September 2005 business plan, updated in May 2006, which indicated an overall profitability for Terminal mp2 [in excess of 7,5]* % over the 2005-2021 period.
Selv om Air France medgiver, at det er op til enhver lufthavn at tage et sådant skridt, minder luftfartsselskabet ikke desto mindre om, at det påhviler lufthavnen at påvise, at den har handlet som en fornuftig markedsøkonomisk aktør.
Based on the 2006 charges, the average net income/turnover ratio of the AMS agreement in relation to Ryanair traffic was [in excess of 7,5]* % and the NPV was EUR […]* million.
Derfor skal lufthavnen også bevise, at foranstaltningen har til formål på sigt at skaffe et afkast af investeringen.
France further maintains that, taking into account not only the revenue from airport charges, non-aeronautical charges and airport tax, but also the revenue from other charges, the margin per outbound passenger was calculated, before the agreement was signed [31], at EUR […]*.
Formålet skal derfor være forbedringen af lufthavnens egne indtægter og ikke stigningen i turisttilstrømningen til regionen.
With the estimated average amount of the marketing measures (including AMS in particular) being EUR […]* per outbound passenger, the net margin of the marketing costs was therefore EUR […]* per passenger.
Air France tilføjer, at en sådan foranstaltning skal være gennemsigtig, ikkediskriminerende, degressiv og begrænset i tid for at være acceptabel og for ikke at udgøre offentlig finansiering af driftsomkostningerne for den transportvirksomhed, der nyder godt af den.
According to France, it should therefore be concluded that each passenger at Terminal mp2 was financially beneficial to the airport.
Ryanair hævder, at investeringstilskuddene, der blev ydet til opførelse af terminal mp2, er passende adfærd for en fornuftig markedsøkonomisk aktør.
As a result, between 2006 and 2012 the airport recorded an average billing rate per passenger between EUR […]* per passenger and EUR […]* per passenger, with a seven-year average slightly below expectations, but still sufficient at EUR […]* per passenger.
Ifølge Ryanair burde Kommissionen i sin analyse tage hensyn til indtægterne fra andet end luftfart, som genereres af terminal mp2 i kraft af biludlejning, parkeringspladser og ekstra butiksindtægter genereret af salget til passagererne fra terminal mp2, som vil besøge butikkerne i hovedterminalen, der ligger mindre end et minuts gang fra terminal mp2.
France adds that the agreement concluded with AMS contained various undertakings on the part of Ryanair with regard to the number of aircraft based at Marseille Provence Airport and the number of daily frequencies and passengers per year.
Ryanair konkluderer deraf, at indtægterne fra andet end luftfart, der genereres af passagererne i terminal mp2, bidrager betydeligt til hovedterminalens rentabilitet.
Accordingly, adding the costs of the AMS agreement per Ryanair passenger to the total incremental cost per Ryanair passenger results in a total cost of EUR […]* per passenger, with the incremental margin associated with Ryanair's presence, taking into account the costs associated with the AMS agreement, therefore sitting at a satisfactory level of EUR […]* per passenger.
Lukningen af lufthavnen, som ville have medført ekstra omkostninger (afskedigelser, rensning efter forurening og offeromkostninger ved allerede foretagne investeringer), mens salgsprisen for lufthavnen sandsynligvis ville være lav, endda negativ, var ikke et relevant økonomisk alternativ i 2006.
Lastly, France maintains that Marseille Administrative Court, in an interim ruling of 20 October 2009, found that the annual amounts stipulated by the agreement concluded with AMS, when compared with the services to be provided by the latter and the size of the audience reached by the promotional arrangement, were not devoid of purpose or an adequate quid pro quo.
Den strategi, som lufthavnen valgte, og som førte til en stigning i trafikken og indtægterne og til en nedbringelse af den uudnyttede kapacitet i lufthavnen, bidrog til at øge dens markedsværdi.
France maintains that the market economy operator criterion is met where the policy adopted by the airport has positive financial effects on the airport's operation.
Ryanair gør gældende, at aktiverne, der vedrørte terminal mp2, og de foretagne investeringer kunne give anledning til en værdiansættelse i anledning af et salg i modsætning til det argument, som PwC anfører.
To this end, the analysis should be based on multiannual business plans in the light of certain criteria such as the net present value (NPV) and internal rate of return (IRR), accompanied by sensitivity tests.
FASTSÆTTELSE AF PASSAGERAFGIFTEN FOR TERMINAL MP2
In this respect, two principles underlie the analysis of the airport's investments: ‘genuine’ cash flows must be used, and the effect of time must be taken into account by updating those cash flows.
Ryanair hævder, at beslutningen om fastsættelse af passagerafgiften for terminal mp2 ikke kan tilregnes staten i henhold til kriterierne i Stardust Marine-sagen [33].
France considers that the construction of Terminal mp2 has had the following effects in particular:
Ryanair understreger, at handels- og industrikamre efter fransk ret rubriceres i en bestemt kategori af offentlige enheder kendetegnet ved, at de ikke er underlagt staten [34].
Certain costs have been pooled between the two terminals, thus reducing the costs of the main terminal.
Ryanair anfægter derfor Kommissionens holdning, idet Kommissionen blot formoder, at de pågældende foranstaltninger kan tilskrives staten, fordi CCIMP er undergivet kontrol af staten, og minder om, at det påhviler Kommissionen i hvert enkelt tilfælde at undersøge de nærmere omstændigheder, som får den til at fastslå, hvorvidt foranstaltningen kan tilregnes staten.
Certain investments with a cost affecting the IRR have been postponed, such as the construction of the Europe check-in area and the Europe/International departure hall.
Ryanair tilføjer, at Frankrig i tilfældet med CCIMP ikke kunne være initiativtager til eller have handlet tilskyndende til lufthavnens vedtagelse af de omstridte foranstaltninger.
The pooling of costs and the delay of certain investments as a result of the new Terminal mp2 have had an effect on the charges adopted for the latter and the turnover included in the IRR calculation.
Ryanair gør gældende, at DGAC tværtimod gentagne gange har afvist de afgiftssatser, som CCIMP havde fastlagt [35].
France therefore takes the view that the approach adopted by the airport corresponds to the choice that would have been made by a private operator.
Subsidiært hævder Ryanair, at fastsættelsen af passagerafgiften for terminal mp2 opfylder det markedsøkonomiske investorprincip.
Accordingly, it considers that the analysis conducted by PwC is incorrect in so far as the latter criticises France for not having produced a business plan ‘built on assumptions specific to mp2’, although this phrase is not explained by PwC.
Ryanair hævder, at Kommissionen i sin analyse ikke anvendte testen om den fornuftige aktør rigtigt, sådan som Domstolen kræver det [36], af flere forskellige grunde.
France notes in this respect that the allocation of costs between the various users of the different terminals is covered by the airport's differentiated charges analysis, and not by the profitability study for the new terminal project.
For det første har Kommissionen undladt som det væsentligste at foretage en sammenligning mellem afgifterne i lufthavnen Marseille Provence og markedsprisen.
COMMENTS BY THIRD PARTIES
Ryanair har fremlagt en undersøgelse, ifølge hvilken markedsprisen for lufthavnstjenester kan fastslås på grundlag af en sammenligning med de priser, der betales i private sammenlignelige lufthavne i hele Europa.
Air France maintains that, although the subsidies granted for upgrading the airport's infrastructure have benefited all carriers present at Marseille Provence Airport, the investment subsidies specifically for Terminal mp2 have had the potential to distort competition between the airlines using each of the two terminals.
Selskabet benytter sammenligningen mellem lufthavnene i Luton, Eastern Midlands, Prestwick og Liverpool.
Air France disputes the Commission's assessment in the opening decision that access to Terminal mp2 has been equal and non-discriminatory.
Det hævder, at disse lufthavne drives uden statsstøtte og uden offentlig indgriben, og at de priser, selskabet betaler i disse lufthavne, er gennemsnitligt tre gange lavere end dem, det betaler i lufthavnen Marseille Provence.
The CCIMP's decision to reserve Terminal mp2 for ‘point-to-point’ traffic would have forced Air France, which also operates international flights and in particular carries connecting passengers, to split its operations from Marseille between the two terminals, as a result of which Air France refrained from using Terminal mp2.
Ryanair konkluderer deraf, at den pris, selskabet betaler lufthavnen Marseille Provence for lufthavnstjenesterne, ikke er lavere end markedsprisen for disse tjenester, og at den betalte pris derfor ikke indeholder elementer af statsstøtte.
According to Air France, the launch in October 2006 of international flights operated by Ryanair from Terminal mp2 proves the preferential treatment given to this operator by the CCIMP.
For det andet hævder Ryanair, at Kommissionen i sine beregninger har medtaget irreversible omkostninger i stedet for at basere sin vurdering alene på marginalomkostninger.
Moreover, Air France notes that Terminal mp2 offered services only for aircraft with fewer than 200 seats, which excluded the Airbus A321, and that an application was lodged by Air Méditerranée with Marseille Administrative Court seeking recognition of the arbitrary and discriminatory nature of this clause in the rules governing use of Terminal mp2.
Ryanair minder i den forbindelse om, at lufthavnen Marseille Provence blev opført i 1922 og før liberaliseringen af lufttransportsektoren især blev benyttet til regionaltrafik finansieret af staten som en offentlig tjeneste og som base for luftfartøjer til bekæmpelse af skovbrande.
Air France maintains that the eligibility conditions for Terminal mp2 imposed initially by the CCIMP seem to have been solely intended to prevent it from seeking to use the new terminal, even though the economic equilibrium of the platform would have no doubt been assured if Air France could have transferred all its operations to Terminal mp2, where the level of charges was significantly lower.
Ryanair tilføjer, at lufthavnen for at imødegå faldet i den registrerede trafik fra 2001 til 2003 udarbejdede en strategi for åbning for lavprisselskaber ved at opføre en terminal specifikt til dette formål.
OPERATING SUBSIDIES FOR THE CCIMP
Ryanair minder om, at selskabet i flere år har repræsenteret over 40 % af trafikken i terminal mp2.
Air France claims that the level of airport tax, collected on behalf of the State but paid back in full to the airport operator, may not have corresponded to the costs actually incurred by the airport in financing measures falling under the responsibility of the public authorities, and may therefore have constituted an operating subsidy for Marseille Provence Airport.
Ryanair hævder, at de regionale lufthavne ikke er ret attraktive for luftfartsselskaberne, som berettiget kan forvente forhandlinger med lufthavnen om desto lavere afgifter for den store mængde passagerer, de tilfører platformen.
AID GRANTED BY MARSEILLE PROVENCE AIRPORT TO CERTAIN AIRLINES
Ryanair minder om, at Kommissionen har pligt til at tage hensyn til den situation, der herskede på det tidspunkt, hvor foranstaltningen blev ydet til støttemodtageren, for at kunne fastslå, om der foreligger støtte.
Reduced passenger charges for national flights
Ryanair gør gældende, at lufthavnsforvalteren i det foreliggende tilfælde på den dato, da selskabet begyndte at drive flyvninger fra lufthavnen Marseille Provence, i betragtning af de kontraktlige forpligtelser, det havde indgået om mængden af befordrede passagerer, berettiget kunne forvente en stigning i trafikken takket være Ryanairs tilstedeværelse på platformen.
Air France does not dispute the Commission's finding in its opening decision that the creation of a low-cost terminal may meet a market demand.
Ryanair gør gældende, at da den økonomiske situation i de små regionale lufthavne med overkapacitet var anderledes end den, som Domstolen analyserede i sin Charleroi-dom, skal den omkostningsbaserede analyse, såfremt den kan anvendes på dem, justeres derefter.
However, Air France notes that the airport operator must ensure that this project is profitable.
Hvis der kun tages højde for marginalomkostninger og -indtægter knyttet til de aftaler, der er indgået med Ryanair, vil dette afspejle en fornuftig markedsøkonomisk aktørs adfærd.
Air France disputes the Commission's assertion that it seems normal for a private airport operator to try and demand higher charges for the transport of passengers of those airlines that choose to offer a more comfortable service, whose customers are characterised as having a greater ‘willingness to pay’.
Ryanair tilføjer, at omkostningerne ved de realiserede investeringer før Ryanairs ankomst og de faste driftsomkostninger ikke bør regnes med.
Air France maintains that it has played no part in determining the service quality level offered in the ‘comfortable’ terminal, and wonders whether the criteria applied by the airport operator for access to the new terminal dedicated to the new low-cost operators have been truly non-discriminatory.
Ryanair tilføjer, at lufthavnens generelle overskuds- eller underskudsgivende karakter ikke er relevant i henseende til forekomsten af en støtte til fordel for luftfartsselskabet.
Air France claims that airlines having historically used certain terminals are often captives of these infrastructures.
Ryanair hævder, at analysen af omkostningerne, som Kommissionen har foretaget for at teste det markedsøkonomiske investorprincip, er fejlagtig, fordi den ikke tager hensyn til serviceniveauet i terminal mp2, som er lavere end det niveau, der tilbydes til traditionelle selskaber, og derfor modsvarer de gældende afgifter.
Air France takes the view that, as airport operators have a monopoly over their airports, they can unfairly increase their charges to such captive customers in order to offer lower charges to customers using the low-cost terminals, with the latter being capable of easily moving their operations from one airport platform to another.
Ryanair hævder, at terminal mp2 kun tilbyder en basal infrastruktur [37] og et areal pr. passager, som er væsentligt mindre end det, der er til rådighed i hovedterminalen (1,66 m2 mod 6,06 m2).
Air France considers that the charges applied at Marseille Provence Airport stem from accounting treatment choices that have the sole logic of favouring those airlines using Terminal mp2.
Ryanair hævder, at lavprisselskaberne ikke bør betale afgifter for tjenester, de ikke benytter eller benytter i mindre grad end de traditionelle luftfartsselskaber [38].
According to Air France, the method of allocating the overheads allows the passenger charge applicable to Terminal mp2 to be artificially reduced.
Ryanair minder om, at selskabet pålægger passagererne betaling for bagage for at tilskynde dem til ikke at indchecke bagage, hvilket har medført, at kun en tredjedel af Ryanairs passagerer indchecker bagage.
Air France would like the Commission to include in its reasoning the fact that airports are ‘essential infrastructures’ as far as airlines are concerned and that, as a result, an airport operator must apply charges reflecting the cost of the service provided (obligation also imposed by Directive 2009/12/EC).
Endvidere transporterer Ryanairs passagerer selv deres bagage fra indcheckningsskrankerne til sikkerhedskontrolstedet, hvilket overflødiggør enhver infrastruktur i lufthavnen.
Air France underlines that, to its knowledge, the CCIMP has never taken any steps to recover the additional charges due as a result of the retroactive reassessment of the passenger charges at Terminal mp2.
Til sammenligning understreger Ryanair, at Air France i højere grad benytter sig af groundhandlingydelser til varetagelse af bagage i lufthavnen.
Air France notes that, although, through its interim ruling of 28 July 2009, the Council of State suspended payment of 20 % of the passenger charge applied to Terminal mp1, the CCIMP did not, however, increase the passenger charge applicable to Terminal mp2.
Ryanair gør gældende, at selskabet flyver med de største fly i lufthavnen Marseille Provence, hvilket gør, at lufthavnen undgår de offeromkostninger, der er forbundet med brug af små luftfartøjer i forhold til antal befordrede passagerer.
Air France points out that, as the Council of State did not annul the charges applicable to Terminal mp1 (decision of 27 June 2011), the entire 20 % suspended under the interim ruling was eventually paid to the CCIMP.
Ryanair understreger, at selskabet driver forretning på basis af mellemlandinger af 25 minutters varighed, mens de traditionelle selskaber såsom Air France har mellemlandinger af 45-60 minutters varighed.
Air France notes that, in an earlier decision [32], the Commission concluded that an aid scheme involving a system for differentiating between airport charges according to the flight destination (national/international) was incompatible with the internal market.
Men en kortere mellemlanding gør det muligt at begrænse den tid, arealerne på jorden benyttes af fly og passagerer.
Air France points out that, as France took steps to abolish this system, the Commission did not want to adopt any further appropriate measures.
Ryanair minder om, at kriterierne for brug af terminal mp2 i øvrigt bygger på kravet om at benytte fly af type C med op til 200 sæder og korte mellemlandinger.
Air France therefore concludes that the Commission's earlier decision means that any new investigation into this aid scheme is pointless.
Endelig kritiserer Ryanair Kommissionen for i sin afgørelse ikke at tage hensyn til de positive eksterne virkninger af Ryanairs tilstedeværelse på platformen, nemlig det forhold at værdien af infrastrukturen stiger i kraft af beflyvningen, når man tager de iboende risici for driften af de første betjente ruter på platformen i betragtning.
Charges in relation to new routes
Endvidere anfører Ryanair, at tilstedeværelsen af et luftfartsselskab i en lufthavn skaber en gunstig virkning, der fører til en stigning i passagertallet på denne platform og dermed bedre butiks- og transportinfrastruktur i lufthavnen, hvilket igen gør platformen mere attraktiv.
Although Air France accepts that every airport has to adopt this type of approach, the airline points out, however, that the airport must prove that it has acted as a market economy operator.
Ryanair understreger, at selskabet har indgået en aftale om at befordre et vist antal passagerer fra lufthavnen i Marseille og således forpligtet sig til at bidrage til genereringen af sådanne eksterne virkninger, sådan som det ses af dels stigningen i trafikken på platformen og især terminal mp2, dels stigningen i antal luftfartsselskaber, der driver forretning fra lufthavnen.
In this respect, it must prove that the measure aims to achieve an eventual return on investment.
I øvrigt understreger Ryanair, at denne type forpligtelse svarer til at belaste luftfartsselskabet med hele risikoen ved driften af ruten og berettiger, at lufthavnen er i stand til at acceptere et afkast af sin investering, der er mindre end det, den ville have krævet i fravær af sådanne forpligtelser.
The objective must therefore be to improve its own revenues and not to increase the region's tourist numbers.
Ryanair opfordrer Kommissionen til i sin analyse at vælge single till-metoden, hvorved der tages hensyn til både indtægter fra luftfarten og de kommercielle indtægter, der genereres af tilstedeværelsen af et luftfartsselskab på platformen.
Air France adds that, in order to be acceptable, this type of measure must be transparent, non-discriminatory, degressive and time-limited so that it does not constitute public financing of the operating costs of the carrier benefiting from the measure.
Ryanair bemærker i denne henseende, at selskabet befordrer flere passagerer pr. flyvning end Air France, og at det driver punkt-til-punkt-flyvninger, hvis passagerer ifølge Ryanairs vurdering er mere tilbøjelige til at generere kommercielle indtægter end transitpassagerer.
Ryanair maintains that the investment subsidies granted for the construction of Terminal mp2 reflect the conduct of a market economy operator.
Ryanair understreger, at der siden starten af driften i lufthavnen Marseille Provence har udviklet sig mange butikker og flere biludlejningsselskaber i terminal mp2, og at indtægterne fra andet end luftfart fra disse aktiviteter bidrager til denne terminals rentabilitet.
According to Ryanair, the Commission's analysis should take into account the non-aeronautical revenue generated by Terminal mp2 through vehicle rentals, car park charges and additional commercial revenue generated by sales to Terminal mp2 passengers, who are likely to go to the shops in the main terminal, which is situated less than one minute's walk from Terminal mp2.
Ryanair gør dernæst gældende, at afgifterne i terminal mp2 under ingen omstændigheder er selektive, idet Kommissionen ikke har fastslået, at Ryanair har nydt godt af mere favorable vilkår end de øvrige luftfartsselskaber i lufthavnen Marseille Provence.
Ryanair concludes that the non-aeronautical revenue generated by Terminal mp2 passengers makes a significant contribution to the profitability of the main terminal.
Ryanair understreger, at det ikke er tilstrækkeligt at konstatere, at der anvendes forskellige afgiftsniveauer på forskellige luftfartsselskaber, for at nå til denne konklusion, men at Kommissionen bør tage hensyn til omkostningen ved de tjenester, som lufthavnen tilbyder hvert enkelt selskab, samt de positive eksterne virkninger og indtægterne fra andet end luftfart, som hvert selskab genererer.
The airport's closure, which would have resulted in additional costs (redundancy and decontamination costs, opportunity costs of investments already made) when the airport's sale price was likely to be low if not negative, was not an economically appropriate alternative in 2006.
Ryanair minder om, at selskabets forretningsmodel gør, at det på hver flyvning befordrer et større antal passagerer end andre selskaber, og at denne besparelse, som lufthavnen opnår i henseende til de således undgåede offeromkostninger, bør udmøntes i de afgifter, der pålægges Ryanair.
The strategy pursued by the airport, which has increased traffic and revenues and reduced the airport's unused capacity, has helped to improve its market value.
Endelig anfører Ryanair, at differentieringen af satserne mellem nationale og internationale flyvninger er en urimelig forskelsbehandling, som udgør misbrug af dominerende stilling efter artikel 102 i TEUF, idet den hidrører fra en beslutning, lufthavnen har truffet i kraft af sin dominerende stilling med hensyn til at stille infrastrukturen til rådighed.
Ryanair maintains that the assets of Terminal mp2 and the investments made could increase the value in the event of a sale, contrary to PwC's argument.