natgillin/translations-raw huggingface dataset:
Den pengestrømsbaserede tilgang består i at vurdere udbyttet af markedsføringsaftalerne og aftalerne om lufthavnstjenester i form af fremtidige indtægter for lufthavnsoperatøren, som stammer fra markedsføringstjenesterne og aftalen om lufthavnstjenester med fradrag af de tilsvarende udgifter.
‘It is (…) necessary, when applying the private investor test, to envisage the commercial transaction as a whole in order to determine whether the public entity and the entity which is controlled by it, taken together, have acted as rational operators in a market economy.
Ved kapitaliseringstilgangen indregnes lufthavnens forbedrede image i kraft af markedsføringstjenesterne som et immaterielt anlægsaktiv, der er købt for den pris, der er fastsat i markedsføringsaftalen.
The Commission must, when assessing the measures at issue, examine all the relevant features of the measures and their context […]’ [94].
I undersøgelsen konstateres følgende:
The expected incremental revenues must include in particular the revenues from airport charges, taking into account the discounts as well as the traffic expected to be generated by the agreement and the non-aeronautical revenues expected to be generated by the additional traffic.
»Kapitaliseringstilgangen bør kun tage højde for den del af markedsføringsudgifterne, der kan tilskrives grundlaget for en lufthavns immaterielle anlægsaktiv.
The expected incremental costs must include in particular all the incremental operating and investment costs that would not be incurred in the absence of the agreement as well as the costs of the marketing grants and other financial incentives.
Det kan imidlertid være vanskeligt at identificere den del af markedsføringsudgifterne, der har til formål at generere indtægter for lufthavnen i fremtiden (dvs. en investering i grundlaget for lufthavnens immaterielle anlægsaktiv), i forhold til dem, der genererer indtægter for lufthavnen på indeværende tidspunkt.«
The Commission also notes in this context that price differentiation (including marketing support and other incentives) is a standard business practice.
Det understreges ligeledes, at:
Such differentiated pricing policies should, however, be commercially justified [95].
»For at anvende kapitaliseringstilgangen er det nødvendigt at vurdere, i hvor lang tid en lufthavn i gennemsnit er i stand til at fastholde en kunde i kraft af AMS' markedsføringskampagne.
Application of the MEOP to the agreements in question, in particular with Ryanair
Det ville i praksis være særdeles vanskeligt at vurdere, i hvor lang tid en kundekreds kan fastholdes i kraft af en AMS-kampagne, da der ikke foreligger tilstrækkelige oplysninger herom.«
In order to apply this principle, taking into account the facts of this case, the Commission considers that the first step should be to reply to the following questions:
Ifølge denne tilgang tager det udbytte af markedsføringsaftaler og aftaler om lufthavnstjenester, der måtte opstå efter udløbet af markedsføringsaftalen, form af en »slutværdi«, som beregnes på aftalens udløbsdato.
Should the marketing services agreement and the airport services agreement, which were signed within two weeks of each other, be analysed separately or together?
Denne slutværdi beregnes med udgangspunkt i det gradvist stigende udbytte, der kan forventes af aftalerne om lufthavnstjenester og markedsføringsaftalerne i aftalen om lufthavnstjenester.
What benefits could a hypothetical MEO acting in the stead of FGAZ/FZG the Land have expected to gain from marketing services agreements?
Dette udbytte fortsætter i den efterfølgende periode, hvis varighed svarer til løbetiden for aftalen om lufthavnstjenester, idet det reguleres i forhold til vækstraten på det europæiske luftfartsmarked og en sandsynlighedsfaktor, der skal afspejle muligheden for, at aftalen om lufthavnstjenester og markedsføringsaftaler bidrager til lufthavnens udbytte efter deres udløb.
What, for the purposes of applying the MEO principle, is the relevance of comparing the terms of the airport services agreements referred to in the formal investigation procedure with the airport charges billed at other airports?
Denne mulighed for at give varigt udbytte er ifølge undersøgelsen af 31. januar 2014 et resultat af en række faktorer, »herunder større anseelse og et stærkere varemærke samt positive eksterne virkninger og tilbagevendende passagerer«, uden yderligere præcisering heraf.
After replying to these questions, the next step for the Commission will be to apply the MEO principle to the various measures under discussion.
Derudover tager denne metode højde for en diskonteringssats, som afspejler kapitalomkostningerne.
Regarding an analysis of the marketing services agreement and the airport services agreement together
For så vidt angår sandsynlighedsfaktoren, foreslås i undersøgelsen en sats på 30 %, der opfattes som forsigtig.
The Commission considers that two types of measures covered by the formal investigation in this case, namely the airports service agreement and the marketing services agreements, must be evaluated together as one single measure.
Den meget teoretiske undersøgelse indeholder imidlertid ingen seriøs kvantitativ eller kvalitativ begrundelse på dette punkt.
This approach concerns the airport services agreement concluded between Ryanair and FZG, on the one hand, and the marketing services agreements between FZG and Ryanair as well as AMS and Land Rhineland-Palatinate, on the other hand.
Den underbygger ikke denne sats på 30 % med faktuelle oplysninger om selve Ryanairs virksomhed eller om luftfartsmarkedet eller markedet for lufthavnstjenester.
Ryanair does not dispute that the marketing services agreement concluded directly between Ryanair and FZG is to be assessed together with the airport services agreement.
Den etablerer ikke nogen forbindelse mellem denne sats og de faktorer, der nævnes meget kort (anseelse, stærkt varemærke, positive eksterne virkninger og tilbagevendende passagerer), og som skulle forlænge udbyttet af aftalen om lufthavnstjenester og markedsføringsaftalen til efter deres udløb.
In the Commission's view, the same applies for the marketing services agreement with AMS.
Endelig baserer undersøgelsen sig på ingen måde på det specifikke indhold af de markedsføringstjenester, der er omfattet af de forskellige aftaler med AMS, for at analysere, i hvilket omfang disse tjenester kunne indvirke på ovenstående faktorer.
There are several indications pointing towards the fact that those agreements should be evaluated as one single measure since they were entered into within the framework of a single transaction.
Derudover påviser den på ingen måde, at det udbytte, som lufthavnsoperatøren har opnået via aftalen om lufthavnstjenester og markedsføringsaftalen i det sidste aftaleår, vil fortsætte med en bestemt sandsynlighed efter aftalens udløb.
First of all, the contracts were entered into by essentially the same parties at nearly the same point in time:
Det ville således være særdeles usandsynligt, at en forsigtig markedsøkonomisk operatør, som skulle vurdere interessen i at underskrive en aftale, ville tage højde for en slutværdi beregnet efter den metode, som Ryanair foreslår.
The marketing services agreement was signed on behalf of AMS by Mr Edward Wilson, who at the time was a Director of AMS and concurrently a Director of Ryanair [96].
Af undersøgelsen af 31. januar 2014 fremgår det dermed, at den pengestrømsbaserede metode på lige fod med kapitaliseringsmetoden ville give meget usikre og meget lidt pålidelige resultater.
For the purpose of the application of State aid rules, AMS and Ryanair are considered to be a single undertaking, in the sense that AMS acts as an intermediary in the interest and under the control of Ryanair.
Hverken Tyskland eller andre interesserede tredjeparter har fremlagt dokumentation for, at den metode, som Ryanair foreslår i undersøgelsen af 31. januar 2014, eller en hvilken som helst anden metode, som har til formål at sætte tal på udbytte opnået efter udløbet af aftaler om lufthavnstjenester og markedsføringsaftaler, er blevet anvendt af operatører af regionale lufthavne svarende til Zweibrückens operatør.
For the agreements in this case, this can also be inferred from the fact that the marketing services agreement states in its preamble that ‘AMS has exclusive license to offer marketing services on the travel website www.ryanair.com, the website of the Irish low fares airline Ryanair.’
Tyskland har ikke fremsat bemærkninger til undersøgelserne af 17. og 31. januar 2014.
Furthermore, it was noted in recitals 326 et seq. that the decision of FGAZ/FZG to conclude airport services agreements with airlines such as Ryanair were imputable to the State.
En slutværdi beregnet efter den metode, som Ryanair foreslår, er desuden kun positiv (og har dermed kun en positiv indvirkning på den forventede rentabilitet af aftalen om lufthavnstjenester og markedsføringsaftalen), når det forventede gradvist stigende udbytte af disse aftaler i det sidste år for aftalen om lufthavnstjenester er positivt.
The controlling influence over FGAZ/FZG was, in this regard, exercised by the Land Rhineland-Palatinate and ZEF.
Hvis det er negativt, vil rentabiliteten af aftalerne normalt blive lavere, hvis slutværdien indregnes.
Considering, however, that it was always the Land which appointed FGAZ/FZG's supervisory board chairman, and that the Land effectively financed between 95 % and 80 % of the losses of the FGAZ/FZG (thereby having significant influence on the ZEF and a larger financial interest in the undertaking), it can safely be considered that the Land had effective control over FGAZ/FZG.
Det påvises i det følgende (se betragtning 378 ff.), at aftalerne fra 2008 førte til negative pengestrømme.
As regards the commercial relationship between Ryanair and FGAZ/FZG on the one hand, and the Land Rhineland-Palatinate on the other hand, the Commission finds that the interest of FGAZ/FZG and the Land in entering into the respective agreements converged to a very large degree:
Som anført ovenfor (se betragtning 341 ff.) målrettes markedsføringstjenesterne klart mod personer, der med sandsynlighed vil benytte den rute, der er omfattet af markedsføringsaftalen.
both were interested in increasing traffic at the Airport, and it made little difference to the Land whether the FGAZ/FZG concluded the contract (the costs of which it would later have to reimburse via the P&L Agreement) or whether it concluded the contract itself.
Hvis aftalen om denne rute ikke fornys ved udløbet af aftalen om lufthavnstjenester, er det usandsynligt, at markedsføringstjenesterne fortsat vil have positive virkninger på lufthavnens passagerantal efter aftalens udløb.
In this light, the fact that one of the marketing services agreements was concluded with the Land directly while the airport services agreement was concluded with its dependent subsidiary cannot militate against assessing the agreements as one commercial transaction.
Sandsynligheden for, at et luftfartsselskab ønsker at fortsætte beflyvningen af en rute efter udløbet af den periode, i hvilken det har forpligtet sig til at beflyve ruten i aftalen om lufthavnstjenester, er særdeles vanskelig at vurdere for en lufthavnsoperatør.
The agreements were also concluded at nearly the same point in time, as the airports service agreement (22 September 2008) was concluded exactly two weeks before the marketing services agreement with AMS (6 October 2008).
Med hensyn til åbning og lukning af ruter har især lavprisflyselskaberne vist, at de reagerer meget reagerer på de ofte skiftende markedsforhold.
Second, the marketing services agreement with AMS states in its first section, entitled ‘Purpose of the Agreement’, that the agreement is ‘rooted in the Ryanair's commitment to operate on a route between Zweibrücken and London’.
Ved gennemførelse af en transaktion som den, der undersøges i denne sag, vil en forsigtig markedsøkonomisk operatør derfor ikke forlade sig på, at luftfartsselskabet vil fortsætte beflyvningen af den pågældende rute efter aftalens udløb.
That formulation establishes an unambiguous direct link between the service agreement and the marketing services agreement in the sense that one would not have been concluded without the other.
I lyset af ovenstående konkluderer Kommissionen, at det eneste håndgribelige udbytte, en forsigtig markedsøkonomisk operatør ville forvente af en markedsføringsaftale og tage højde for ved at sætte tal på det i forbindelse med vurderingen af interessen i at indgå en sådan aftale i tilknytning til en aftale om lufthavnstjenester, ville være markedsføringstjenesternes potentielt positive indvirkning på det antal passagerer, der benytter de ruter, der er omfattet af de pågældende aftaler i den driftsperiode, der er fastsat for de pågældende ruter i aftalerne.
The marketing services agreement is based on the conclusion of the airport services agreement and the services provided by Ryanair.
Andre former for udbytte er ifølge Kommissionen for usikre til, at de kan kvantificeres og tages i betragtning.
Indeed, the preamble to the marketing services agreement states that the Land Rhineland-Palatinate intends to target Ryanair passengers in order to promote tourism and business opportunities in the region, and in particular Zweibrücken Airport as a destination.
Mulighed for at sammenligne Zweibrücken lufthavn med andre europæiske lufthavne
Third, the marketing services agreement states in its preamble that Land Rhineland-Palatinate has decided to ‘actively promote the Zweibrücken Airport as a holiday destination for international air travellers and also as an attractive business centre’.
I henhold til de nye retningslinjer kan det med henblik på anvendelsen af det markedsøkonomiske princip som udgangspunkt udelukkes, at der ydes støtte til et luftfartsselskab, der benytter en lufthavn, hvis den pris, der opkræves for lufthavnstjenesterne, svarer til markedsprisen, eller det kan dokumenteres med en forhåndsanalyse, dvs. at analysen tager udgangspunkt i de oplysninger, der er tilgængelige på tidspunktet for foranstaltningens gennemførelse, og den udvikling, der kan forventes på dette tidspunkt, at aftalen mellem lufthavnen og luftfartsselskabet vil give lufthavnen et positivt, gradvist stigende dækningsbidrag [98].
This is an indication that the conclusion of the marketing services agreement has as its primary and specific purpose to promote specifically Zweibrücken Airport (and the surrounding region).
Med hensyn til den første fremgangsmåde (en sammenligning med »markedsprisen«) tvivler Kommissionen dog på, at man på nuværende tidspunkt kan udpege et passende benchmark for fastsættelse af den rigtige markedspris for de tjenester, som lufthavne leverer.
Fourth, the marketing services agreement provides specifically that two links are to be placed in the right hand bar on the Zweibrücken destination page and five paragraphs within the Top Five Things To Do section of the Zweibrücken destination page of Ryanair.com.
Kommissionen finder derfor, at en forhåndsanalyse af den gradvist stigende rentabilitet er det mest relevante kriterium for vurdering af aftaler, som lufthavne har indgået med de enkelte luftfartsselskaber [99].
It can be deduced from those provisions that the purpose of the agreement is to support Zweibrücken Airport specifically and not Land Rhineland-Palatinate as a whole.
Endvidere komplicerer liberaliseringen af lufttransportmarkedet enhver strengt komparativ analyse.
The above considerations demonstrate that without the airport services agreement, the marketing services agreement would not have been concluded.
Som det fremgår af denne sag, er lufthavnes og luftfartsselskabers forretningspraksis ikke altid udelukkende baseret på offentliggjorte afgiftsplaner.
Indeed, the marketing services agreement states explicitly that it is based on Ryanair's Zweibrücken-London service, and essentially envisages marketing services aimed at promoting that route.
Følgelig kan transaktioner ikke sammenlignes med hinanden på grundlag af en turnaround-pris eller en pris pr. passager.
Rather, it explicitly stipulated that ‘if service is not commenced by 28 October 2008 this agreement will lapse without liability to either party’.
Under sådanne omstændigheder mener Kommissionen ikke, at der på baggrund af alle tilgængelige oplysninger er belæg for at fravige den tilgang, der anbefales i retningslinjerne for luftfart fra 2014, med henblik på anvendelsen af markedsøkonomiprincippet på forbindelserne mellem lufthavne og luftfartsselskaber, dvs. en forhåndsanalyse af den gradvist stigende rentabilitet.
In fact, Ryanair only commenced its operations at Zweibrücken after the AMS contract had been concluded.
Vurdering af ekstraudgifter og -indtægter
For those reasons, the Commission considers it appropriate to analyse the airport services agreement of 22 September 2008 and the marketing services agreement of 6 October 2008 jointly, with a view to determining whether they constitute State aid or not.
Tidshorisont
Regarding the benefits that an MEO could have expected to gain from marketing services agreements and the price that it would have been willing to pay for those services
En generelt forsigtig operatør ville desuden være bekendt med, at lavprisflyselskaber, såsom Ryanair, altid har været og er kendt for hurtigt at reagere over for markedets udvikling, både når de åbner og lukker ruter, og når de forsøger eller sænker antallet af afgange.
Thus, marketing services should stimulate passenger traffic on the air routes covered by marketing services agreements and the corresponding airport services agreements, as the marketing services are designed to promote those air routes.
Vurdering
Although that impact will mainly benefit the airline concerned, it may also be of benefit to the airport operator.
Tyskland hævder, at FGAZ/FZG ikke på forhånd udarbejdede forretningsplaner, inden de indgik individuelle aftaler om lufthavnstjenester med de forskellige luftfartsselskaber.
An increase in passenger traffic may lead to an increase in revenues generated by certain airport charges for the airport operator, as well as an increase in non-aviation revenues, in particular from car parks, restaurants and other businesses.
Eftersom størstedelen af lufthavnens omkostninger ville være faste omkostninger, og en udvidelse af de kommercielle aktiviteter ikke ville føre til betydelige meromkostninger, var der ifølge Tyskland ikke behov for sådanne forretningsplaner.
There can therefore be no doubt that an MEO operating Zweibrücken Airport in the stead of FGAZ/FZG and the Land would have taken this positive effect into account when considering entering into a marketing services agreement and the corresponding airport services agreement.
Efter Kommissionens anmodning udarbejdede Tyskland imidlertid en oversigt over de meromkostninger og -indtægter, der kunne forventes, da de omhandlede aftaler blev indgået.
The MEO would have taken into account the impact of the air route in question on future revenues and costs by, in this case, estimating the number of passengers using these routes, which would have reflected the positive effect of marketing services.
Tyskland opstillede disse data for hver af de aftaler, der blev indgået med luftfartsselskaber i den undersøgte periode, dvs. 2000-2009.
Moreover, this effect would have been evaluated for the entire term of operation of the air routes in question, as set out in the airport services agreement and the marketing services agreement.
Disse data er opsummeret i tabel 8.
When an airport operator enters into an agreement for the promotion of certain air routes, it is standard practice to estimate the load ratio (or the load factor) [97] for the air routes in question and to take this into account when assessing future revenues.
Tabel 8
The Commission agrees with Ryanair on this issue, that is to say, that marketing services agreements do not just generate costs for the airport operator, they also bring benefits with them.
Gradvist stigende rentabilitet af aftaler med Germanwings, TUIFly og Ryanair
In addition, it would be advisable to determine whether other benefits could reasonably be expected and quantified for a hypothetical MEO operating Zweibrücken Airport in the stead of FGAZ/FZG and the Land, that is to say, other than the benefits from the positive effect on passenger traffic on the air routes covered by the marketing services agreement during the term of operation of these routes, as set out in the marketing services agreement or the airport services agreement.
(Aftale 15.9.2006-15.9.2009)
Certain interested third parties support this argument, in particular Ryanair in its study of 17 January 2014.
(Aftale 30.6.2008-31.12.2011) [101]
The study of 17 January 2014 is based on the theory that marketing services acquired by an airport operator, such as FGAZ/FZG and the Land, will help to improve the airport's brand image and, as a result, to sustainably increase the number of passengers using the airport and not just the numbers on the air routes covered by the marketing services agreement and the airport services agreement for the term of operation set out in those agreements.
(Aftale 1.4.2008-31.3.2011) [102]
In particular, Ryanair found in its study that the marketing services will have sustainable positive effects on passenger traffic in the airport even after the marketing services agreement has expired.
(Aftale 22.9.2008 til 21.9.2009) [103]
It should first be noted that there is nothing to suggest that, when the marketing services agreement was entered into, the airport operator or the Land ever considered, still less quantified, the marketing services agreement's possible beneficial effects on air routes additional to those covered by the agreement, or the possibility of such effects continuing after the agreement had expired.
Forventede passagerer
Moreover, Germany did not suggest any method for estimating the possible value that a hypothetical MEO operating Zweibrücken Airport in the stead of FGAZ/FZG and the Land could have placed on such effects when assessing whether or not to enter into the agreements in 2008.
Forventede merindtægter fra luftfart
In addition, the sustainable nature of these effects cannot be assessed based on the information available.
Forventede merindtægter fra anden virksomhed end luftfart
It is possible that advertising Zweibrücken and the region on Ryanair's internet site may have encouraged people visiting that site to buy Ryanair tickets to Zweibrücken when the advertising was first posted or just thereafter.
Forventede meromkostninger
However, it is highly unlikely that the effect of the advertising on visitors lasted or had an influence on plane ticket purchases for more than a few weeks after it was posted on the Ryanair internet site.
Markedsføringsomkostninger
An advertising campaign is more likely to have a sustainable effect when the promotional activities involve one or more advertising media to which consumers are regularly exposed over a given period.
Forventet nominelt resultat
For example, an advertising campaign involving general TV and radio stations, popular internet sites and/or various advertising posters displayed outside or inside public places could have a sustainable effect if consumers are regularly exposed to those media.
Diskonteringssats
However, promotional activities limited to just Ryanair's internet site are highly unlikely to have an effect that lasts much past the end of the promotion.
Forventet resultat efter diskontering
In fact, it is very likely that most people do not visit Ryanair's internet site frequently enough for the advertising there alone to leave them with a clear recollection of the region concerned.
Tyskland har lagt følgende til grund for oplysningerne i tabel 8:
This argument is well supported by two factors.