natgillin/translations-raw huggingface dataset:
Men i lyset af Kommissionens vurdering af forretningsplanen for Gdynia lufthavn og dens vurdering af niveauerne for de forudsete indtægter og udgifter i afsnit 5.1.3 kan man ikke konkludere, at støtten vil blive begrænset til et nødvendigt minimum, vil blive ydet midlertidigt og vil være degressiv.
In the light of those definitions, the State aid in favour of Gdynia-Kosakowo Airport Ltd must be considered as investment aid in so far as it was destined to finance fixed capital assets.
Navnlig på grund af usikkerheden om lufthavnsoperatørens forventede rentabilitet (jf. afsnittet om forekomsten af støtte) kan man ikke garantere, at støtten er midlertidig og degressiv.
The part of the annual capital injections that covers losses of the airport operator that are not already included in the EBITDA (that is to say, the annual depreciation of assets, costs of financing, etc.), minus costs falling within a public policy remit as established in recitals 102 to 107, also constitutes investment aid.
Derfor mener Kommissionen, at den driftsstøtte, som Gdynia og Kosakowo har tildelt Gdynia-Kosakowo Airport Ltd, er uforenelig med det indre marked, da dens formål er at sikre driften af en lufthavn, der udelukkende eksisterer på grundlag af uforenelig investeringsstøtte, og da den (ligesom investeringsstøtten) blot medfører en fordobling af lufthavnsinfrastrukturen.
In contrast, the part of the annual capital injections that was used to cover annual operating losses [75] of Gdynia-Kosakowo Airport Ltd, net of costs included in the EBITDA that are considered to fall within a public policy remit as established in recitals 102 - 107, constitutes operating aid in favour of the airport operator.
Konklusion om forenelighed
State aid for financing airport infrastructure is compatible with Article 107(3)(c) TFEU if it complies with the conditions laid down in paragraph 61 of the 2005 Aviation Guidelines:
Derfor konkluderer Kommissionen, at statsstøtten til Gdynia-Kosakowo Airport Ltd er uforenelig med det indre marked.
construction and operation of the infrastructure meets a clearly defined objective of common interest (regional development, accessibility, etc.)
Kommissionen har ikke identificeret andre bestemmelser vedrørende foreneligheden med det indre marked, der kan skabe grundlag for at anse den pågældende støtte som værende forenelig med traktaten.
the infrastructure is necessary and proportional to the objective which has been set;
Polen har heller ikke påberåbt sig nogen bestemmelser vedrørende foreneligheden med det indre marked eller fremlagt vægtige argumenter, der kunne give Kommissionen anledning til at betragte denne støtte som forenelig med det indre marked.
the infrastructure has satisfactory medium-term prospects for use, in particular as regards the use of existing infrastructure
Investerings- og driftsstøtten, som Polen har ydet eller har til hensigt at yde til Gdynia-Kosakowo Airport Ltd, er uforenelig med det indre marked.
all potential users of the infrastructure have access to it in an equal and non-discriminatory manner;
Polen har ydet støtten ulovligt i strid med artikel 108, stk. 3, i TEUF.
the development of trade is not affected to an extent contrary to the Union interest.
TILBAGESØGNING
In addition, to be compatible with the internal market, State aid to airports, like any other State aid measure, should have an incentive effect and be necessary and proportional to the legitimate objective pursued.
I henhold til TEUF og Domstolens faste retspraksis er Kommissionen, når den har fundet støtte uforenelig med det indre marked, kompetent til at beslutte, at den pågældende medlemsstat skal ophæve eller ændre den [76].
Poland is of the opinion that the public financing of the conversion project at Gdynia airfield complies with all the criteria for investment aid in the 2005 Aviation Guidelines.
Ifølge Domstolens faste retspraksis har en stats forpligtelse til at ophæve den støtte, som Kommissionen anser for at være uforenelig med det indre marked, til formål at genskabe den tidligere situation [77].
Construction and operation of the infrastructure meets a clearly defined objective of common interest (regional development, accessibility, etc.)
I den sammenhæng har Domstolen fastslået, at dette mål er nået, når modtageren har tilbagebetalt de beløb, der er tildelt som ulovlig støtte, hvorved den fordel fortabes, som selskabet har haft i forhold til sine konkurrenter på markedet, og den situation, der herskede på markedet, før støtten blev ydet, genskabes [78].
The Commission notes that Pomerania is already efficiently served by Gdańsk airport, which is only about 25 km away from the planned new airport.
I tråd med retspraksis bestemmes det i artikel 14 i Rådets forordning (EF) nr. 659/99 [79], at »i negative beslutninger om ulovlig støtte bestemmer Kommissionen, at den pågældende medlemsstat skal træffe alle nødvendige foranstaltninger til at kræve støtten tilbagebetalt fra støttemodtageren«.
Gdańsk airport is located next to the Tricity ring road, which is part of the S6 express road that bypasses Gdynia, Sopot and Gdańsk and provides the large majority of Pomerania's inhabitants with easy access to the airport.
Derfor skal ovennævnte statsstøtte tilbagebetales til de polske myndigheder, i det omfang den er blevet udbetalt.
Even for Gdynia's inhabitants, the construction of a new airport would not in itself lead to a substantial improvement in connectivity, since both Gdynia and Gdańsk airports are about 20-25 minutes by car from the centre of Gdynia.
Kommissionen minder om, at retspraksis tilsiger, at det forhold, at virksomheder har økonomiske problemer eller er erklæret konkurs, ikke ændrer medlemsstatens pligt til at tilbagesøge støtte [80].
The Commission also observes that the Tricity Metropolitan Rail link currently being built with co-financing from the Union's structural funds will enable residents of both Gdańsk and Gdynia to travel directly from the centre of their town to Gdańsk airport in about 25 minutes.
I sådanne tilfælde kan genoprettelse af den tidligere situation og eliminering af den konkurrenceforvridning, som den ulovligt udbetalte støtte medfører, principielt ske ved at angive den gæld, der er forbundet med tilbagebetalingen af støtten, under passiver [81].
The Tricity Metropolitan Rail will also provide people in other areas of Pomerania with direct or indirect rail links to Gdańsk airport.
Hvis de statslige myndigheder ikke kan inddrive hele det skyldige beløb, udgør en angivelse af gælden under passiver kun en opfyldelse af tilbagesøgningspligten, hvis insolvensbehandlingen fører til en afvikling af den pågældende virksomhed, dvs. et definitivt ophør af aktiviteterne [82] —
The Commission also observes that Gdańsk airport currently has a capacity of 5 million passengers a year, whereas actual passenger traffic in 2010 to 2013 was as follows: 2010 — 2,2 million, 2011 — 2,5 million, 2012 — 2,9 million, 2013 — 2,8 million.
VEDTAGET FØLGENDE AFGØRELSE:
The Commission also notes that Gdańsk airport is currently being expanded to handle 7 million passengers a year.
Artikel 1
This investment is to be completed in 2015.
Afgørelse 2014/883/EU ophæves.
In addition, according to the traffic forecast provided by Poland for Pomerania and used to prepare the 2012 MEIP study, total demand in the region will be […] million passengers a year […].
Artikel 2
Table 9
Kapitaltilførslerne til Gdynia-Kosakowo Airport Ltd mellem den 28. august 2007 og den 17. juni 2013 udgør statsstøtte, der er ulovligt iværksat af Polen i strid med artikel 108, stk. 3, i traktaten om Den Europæiske Unions funktionsmåde, og som er uforenelig med det indre marked, medmindre disse kapitaltilførsler er brugt på investeringer, der var nødvendige for at gennemføre de aktiviteter, der i henhold til afgørelse C(2013) 4045 final må anses for at høre under det offentliges ansvarsområde.
Traffic projections for Pomerania (in millions)
De kapitaltilførsler, som Polen har planer om at tildele Gdynia-Kosakowo Airport Ltd efter den 17. juni 2013 for at ombygge den militære Gdynia-Kosakowo-flyveplads til en civil lufthavn, udgør statsstøtte, der er uforenelig med det indre marked.
The Commission also observes that, according to the information provided by Poland, the masterplan for Gdańsk airport provides for further expansion of the airport to handle more than 10 million passengers a year.
Statsstøtten må således ikke ydes.
Depending on the development of traffic, a decision to expand the capacity of the Gdańsk airport above 7 million may therefore be taken in the future.
Artikel 3
According to Poland, the updated forecast (prepared in March 2013) shows that demand in the catchment area is expected to be higher than the traffic projections in 2012.
Polen skal tilbagesøge den i artikel 2, stk. 1, omtalte støtte fra støttemodtageren.
According to the modified projections, demand in the catchment area will be about 9 million passengers in 2030.
Der betales renter af de tilbagesøgte beløb fra den dato, de blev stillet til rådighed for støttemodtageren, indtil de er faktisk tilbagebetalt.
However, even this forecast shows that Gdańsk airport alone would be sufficient, without further investment, to meet demand in the region until at least 2025 (on the basis of the adjusted traffic forecasts described in recital 63).
Rentebeløbet beregnes med renters rente i overensstemmelse med kapitel V i Kommissionens forordning (EF) nr. 794/2004 [83].
Furthermore, according to the information provided by Poland, current runway capacity at Gdańsk airport is 40-44 operations an hour, while use is currently averaging 4,7 operations an hour.
Polen skal annullere alle udestående udbetalinger af den i artikel 2, stk. 2, omhandlede støtte med virkning fra datoen for meddelelsen af denne afgørelse.
On the basis of information provided by Poland (see recitals 209 to 213 above) the Commission observes that Gdańsk airport will be used at only about 50–60 % of its capacity in the coming years.
Artikel 4
As a result, even with fast growth in passenger numbers in Pomerania, Gdańsk airport will be able to meet demand from airlines and passengers for a long time.
Tilbagesøgningen af den i artikel 2, stk. 1, omhandlede støtte og af rentebeløbet nævnt i artikel 3, stk. 2, iværksættes øjeblikkeligt og effektivt.
The Commission further observes that Gdańsk airport offers more than 40 national and international destinations (both point-to-point connections and connections to hub such as Frankfurt, Munich, Warsaw and Copenhagen).
Polen skal sikre, at denne afgørelse efterkommes inden for fire måneder efter meddelelsen herom.
As mentioned in recital 78, Poland argues, on the one hand, that the scope for expanding capacity at Gdańsk airport is limited for planning and environmental reasons.
Artikel 5
On the other hand, it also argues that there are no limits on the scope for expanding capacity at Gdańsk airport.
Senest to måneder efter meddelelsen af denne afgørelse sender Polen følgende oplysninger til Kommissionen:
As the arguments regarding the capacity expansion restrictions are contradictory and are not substantiated anyway, the Commission considers that it cannot base its assessment on them.
det samlede beløb (hovedstol og renter), der skal tilbagesøges fra støttemodtageren
In view of the spare capacity at Gdańsk airport, which will not be fully used in the long-term, and the plan to further expand capacity at that airport if necessary in the longer term, the Commission does not believe that creating another airport in Pomerania would contribute to the region's development.
en detaljeret beskrivelse af allerede trufne og planlagte foranstaltninger med henblik på at efterkomme denne afgørelse
The Commission observes, moreover, that Pomerania is already well connected thanks to Gdańsk airport and that a new airport will not improve links with this region.
dokumentation for, at støttemodtageren har fået påbud om at tilbagebetale støtten.
The Commission also notes that the business model for Gdynia airport suggests that it would compete for passengers with Gdańsk airport in the LCC, charter and general aviation markets.
Polen underretter løbende Kommissionen om resultaterne af gennemførelsen af de nationale foranstaltninger, der er vedtaget i henhold til denne afgørelse, indtil tilbagebetalingen af den i artikel 2, stk. 1, nævnte støtte og af det i artikel 3, stk. 2, nævnte rentebeløb er afsluttet.
Moreover, the creation of a new airport to serve as a back-up, emergency airport cannot justify the scale of investment at Gdynia airport.
Polen indsender på Kommissionens anmodning straks oplysninger om, hvilke foranstaltninger der allerede er truffet eller planlagt for at efterkomme afgørelsen.
As mentioned in recital 77, Poland refers to the ‘Regional transport development strategy in Pomorskie province for 2007 - 2020’ that according to Poland recognised a need to build a hub of closely collaborating airports serving Pomerania.
Polen giver tillige detaljerede oplysninger om de støttebeløb og renter, støttemodtagerne allerede har tilbagebetalt.
The Commission notes however that the ‘Regional transport development strategy in Pomorskie province for 2007-2020’ presents only the possible strategic directions in which the transport in the region can or should be developed.
Artikel 6
The conclusions on Gdynia airport are of a very general nature.
Denne afgørelse er rettet til Republikken Polen.
Moreover, the document does not set out any implementing steps ensuring the use of Gdynia airport for civil aviation.
Udfærdiget i Bruxelles, den 26. februar 2015.
Nor does it impose any obligations concerning this objective.
På Kommissionens vegne
On the contrary, the document underlines that ‘Plans for the development of commercial activities at airports Gdynia Kosakowo or Slupsk Redzikowo should primarily be directed at capacity that is economically viable and satisfies existing demand and the possibility of handling freight where it is profitable.’
Medlem af Kommissionen
Similarly, the letter of intent signed on 29 April 2005 by the Ministry of National Defence, the Ministry of Transport, Gdańsk airport and various regional authorities (mentioned in recital 21 of this Decision) is of a very general character, expressing only the intention to introduce civil aviation to the military airfield in Kosakowo.
EUT C 243 af 23.8.2013, s. 25.
The Commission also notes that following the adoption of Decision 2014/883/EU, the governor of Pomorskie province together with the mayors of Gdańsk and Sopot (two out of three biggest cities in the region and shareholders in Gdańsk airport) made a written statement.
Med virkning fra den 1. december 2009 er EF-traktatens artikel 87 og 88 blevet til henholdsvis artikel 107 og 108 i traktaten om Den Europæiske Unions funktionsmåde (TEUF).
In this statement, they declared that they had not signed the letter of 29 April 2005 with the intention of starting the construction of a new airport in Gdynia.
De to sæt bestemmelser er indholdsmæssigt identiske.
According to the statement, the letter of intent was signed only to safeguard the infrastructure of the existing military airfield for the future cooperation of this military airfield with Gdańsk airport.
For så vidt angår denne afgørelse skal henvisninger til artikel 107 og 108 i TEUF forstås som henvisninger til artikel 87 og 88 i EF-traktaten, når det er relevant.
In this context, Gdynia airport could serve GA traffic only.
TEUF indeholder også en række ændringer af terminologien.
The local authorities also underlined that the decision to set up Gdynia airport was an independent decision of Gdynia and Kosakowo, which were repeatedly informed that this investment had no economic justification.
F.eks. er »Fællesskab« erstattet af »Union« og »det fælles marked« af »det indre marked«.
In a letter dated 6 August 2013 Poland announced that the shareholders in Gdańsk airport (including Gdynia) had decided on 30 July 2013 (i.e. after the opening of formal investigation procedure) to set up a working group to analyse the possible scenarios for cooperation of Gdynia and Gdańsk airports.
Terminologien i TEUF vil blive benyttet i hele denne afgørelse.
In a letter of 30 October 2013 (provided to the Commission on 4 November 2013), the Mayor of Gdynia reported that the working group had recommended to Gdańsk airport's shareholders that the two Pomeranian airports be merged (by Gdańsk airport taking over Gdynia airport).
Den afgørelse, der blev meddelt Polen under sagsnr.
The Mayor also reported that the details of such a merger were still being analysed.
C(2013) 4045, blev offentliggjort i form af et resumé i EUT C 243 af 23.8.2013, s. 25.
In the Commission's view, the setting-up of the working group was dictated solely by the opening of the formal investigation procedure and cannot be seen as proof of the implementation of a regional transport strategy.
Kommissionens afgørelse 2014/883/EU af 11. februar 2014 om foranstaltning SA.35388 (13/C) (ex 13/NN og ex 12/N) — Polen — Etablering af Gdynia-Kosakowo-lufthavnen (EUT L 357 af 12.12.2014, s. 51).
It should also be underlined that the Commission was not informed about any earlier or later actions concerning cooperation between the two Pomeranian airports.
Disse sagsanlæg er hver især registreret som sag T-215/14 og sag T-217/14.
The Commission also notes that cooperation between Gdynia airport with Gdańsk airport in the framework of a hub would not eliminate a duplication of infrastructure with no basis in actual transport needs.
Kendelse afsagt af Rettens præsident i sag T-215/14 R, Gmina Miasto Gdynia og Port Lotniczy Gdynia Kosakowo mod Kommissionen, EU:T:2014:733, kendelse afsagt af Rettens præsident i sag T-217/14 R, Gmina Kosakowo mod Kommissionen, ikke offentliggjort.
In the light of the above, the Commission considers that the investment in Gdynia airport will lead simply to the duplication of infrastructure in the region, which does not meet a clearly defined objective of common interest.
Breve fra formanden for kontoret for konkurrence og forbrugerbeskyttelse af 30. juni 2014 og 8. januar 2015.
The infrastructure is necessary and proportional to the objective which has been set
Afhængigt af den valgte rute er afstanden i bil mellem lufthavnene i Gdynia og Gdańsk mellem 26 og 29 kilometer.
As stated in recitals 206 to 226, the Commission considers that the catchment area of Gdynia airport is and will continue to be efficiently served by Gdańsk airport.
Kilde: Google maps, Bing maps.
In addition, both airports would pursue a similar business model and focus mainly on LCCs and charter flights.
Gdańsk lufthavn ejes og drives af Gdańsk Lech Wałęsa Airport Ltd, som er et selskab oprettet af offentlige enheder.
In the absence of a clearly defined objective of common interest the Commission considers that the infrastructure cannot be considered to be necessary and proportional to an objective of common interest (see also recital 226).
I 2012 håndterede den 2,9 mio. passagerer (2,7 mio. på ruteflyvninger og 0,2 mio. på charterflyvninger).
The infrastructure has satisfactory medium-term prospects for use, in particular as regards the use of existing infrastructure
Følgende otte flyselskaber tilbyder ruteflyvninger fra Gdańsk lufthavn (januar 2014): Wizzair (22 destinationer), Ryanair (7 destinationer), Eurolot (4 destinationer), LOT (2 destinationer), Lufthansa (2 destinationer), SAS (2 destinationer), Air Berlin (1 destination), Norwegian (1 destination).
As stated in point (i), Gdynia airport is only about 25 km away from the existing Gdańsk airport, and the two airports have the same catchment area and a similar business model.
Siden åbningen af en ny terminal i maj 2012 har Gdańsk lufthavn haft kapacitet til at håndtere 5 mio. passagerer om året.
Gdańsk airport is currently used at less than 60 % of its capacity.
Ifølge oplysninger fra Polen vil udvidelsen af terminalen (planlagt til 2013-2015) øge lufthavnens kapacitet til 7 mio. passagerer.
Taking into account the investments currently being carried out, Gdańsk airport is sufficient to handle demand in the region until at least 2025-2028, depending on the forecasts used, and its further expansion is feasible.
Investeringen i Gdańsk lufthavn blev også finansieret med statsstøtte (jf. Kommissionens afgørelse af 2008 i statsstøttesag N 153/08 — 1,7 mio. EUR (EUT C 46 af 25.2.2009, s. 7), Kommissionens afgørelse af 2009 i statsstøttesag N 472/08, som betød, at Polen tildelte Gdańsk lufthavn omkring 33 mio. EUR (EUT C 79 af 2.4.2009, s. 2)).
The Commission also notes that the business plan for Gdynia airport indicates that the airport would generate about [80-90] % of its revenue from serving low-cost and charter carriers.
Den nuværende militære flyveplads Gdynia-Oksywie ligger på grænsen mellem byen Gdynia og Kosakowo kommune.
This means that it would be focussing on the markets that represent Gdańsk airport's core business.
Brevet blev underskrevet af myndighederne i provinsen Pomorskie, Gdańsk kommune, Gdynia kommune, Sopot kommune og Kosakowo kommune, repræsentanter for den polske regering (guvernøren for provinsen Pomorskie, forsvarsministeriet og transportministeriet) og Gdańsk lufthavn.
In this context, the Commission also observes that Poland has provided no proof of possible cooperation between both airports (see also recitals 224 and 225).
Lovtidende af 2008 nr. 144, punkt 901 (Dz.
The plans to generate revenues from other aviation and non–aviation activities (production and services) would not be sufficient in themselves to cover the high operating costs related to running Gdynia airport either.
U. Nr 144, poz.
The Commission therefore considers that Gdynia airport does not offer satisfactory medium-term prospects for use.
901).
All potential users of the infrastructure have access to it in an equal and non-discriminatory manner
Med denne bestemmelse gennemføres artikel 4h, stk. 2, i lov af 30. maj 1996 med ændringer.
Poland confirmed that all potential users would have access to the airport infrastructure on an equal and non-discriminatory basis without any commercially unjustified discrimination.
Driftsaftalen fastslår, at delingen af driftsomkostningerne skal reguleres af en separat aftale (§ 5, stk. 5), mens delingen af investerings- og renoveringsomkostningerne skal reguleres af separate aftaler, der skal underskrives af begge parter forud for nye investerings- og renoveringsarbejder (§ 9, stk. 7).
The development of trade is not affected to an extent contrary to the common interest
De investeringsomkostninger, der omtales i dette afsnit, afspejler investeringsprojektet, sådan som det blev præsenteret i Polens meddelelse af 7. september 2012 og MEIP-undersøgelsen fra 2012, som blev vedlagt meddelelsen.
The Commission notes that Poland has not provided any proof that Gdynia and Gdańsk airports would form a collaborative aviation hub.
Efter Polens mening omfatter den del af investeringen, der hører under den offentlige politik, bygninger og udstyr til brandfolk, toldembedsmænd, lufthavnens sikkerhedsvagter, politifolk og grænsevagter, et hegn omkring lufthavnen med videoovervågning osv.
Logic suggests that the two airports would actually have to compete for essentially attracting the same passengers.
I nominelle termer.
The Commission further notes that the business plan of Gdynia airport (in which about [80-90] % of revenue is generated by low-cost and charter flights) and the scale of the investment (e.g. a terminal with a capacity of 0,5 million passengers a year that is to be expanded in the future) do not substantiate the claim that Gdynia airport would focus on general aviation traffic and would provide only or mainly services to the general aviation sector.
Nettonutidsværdi angiver, hvorvidt forrentningen af et givet projekt overstiger (offer-)kapitalomkostningerne.
Taking into account the above and the fact that both airports would focus on LCC and charter flights, the Commission considers that the aid is directed to an airport which would be in direct competition with another airport in the same catchment area, without there being any demand for airport services that could not be met by the existing airport.