natgillin/translations-raw huggingface dataset:
Afslutningsvis fremsætter Ryanair nogle generelle bemærkninger, nemlig i) at selskabet mener, at sikkerheds- og brandslukningstjenesterne er ikkeøkonomiske aktiviteter og derfor ikke burde tages i betragtning i vurderingen af, om der foreligger statsstøtte, ii) at selskabet ikke har søgt nogen investering i start- og landingsbaner eller andre anlæg, således at investeringsomkostningerne ikke kan tilskrives kontrakterne med Ryanair, og iii) at ingen af foranstaltningerne til VTAN, jf. afsnit 3.1 i nærværende afgørelse, kan tildeles selskabet, eftersom det aldrig har søgt om nogen af de omhandlede investeringsprojekter.
Accordingly, the CCI underlines that, during its operating period, the prospects were positive given that traffic had increased by 3,5 times over the 20 years prior to the airport’s resizing.
Ryanairs bemærkninger af 10. april 2013
Likewise, VTAN asserts that, when the CDSP was signed, there were satisfactory medium-term prospects.
Ryanair har fremsendt to notater udarbejdet af selskabet Oxera og en analyse foretaget af professor Damien P. McLoughlin.
Equal and non-discriminatory access to the infrastructure.
Første notat fra Oxera — Definition af markedsreferenceværdien i den komparative analyse med henblik på at teste det markedsøkonomiske investorprincip.
The general rate card determined the charges to be paid by any airline operating from Nîmes airport.
Statsstøttesager vedrørende Ryanair, notat udarbejdet af Oxera for Ryanair den 9. april 2013
Absence of effect on the development of trade to an extent contrary to the Community interest.
Oxera mener, at Kommissionens metode med kun at tage hensyn til referencelufthavne, der ligger i den af undersøgelsen omhandlede lufthavns opland, er forkert.
Given that the aid granted was unlikely to affect the airports situated within the catchment area of Nîmes airport.
Oxera hævder, at markedsreferencepriserne hos referencelufthavnene ikke bliver påvirket af den statsstøtte, der er tildelt de omkringliggende lufthavne.
Proportionality and necessity of the aid — incentive effect.
Det er derfor muligt at anslå en pålidelig referencemarkedsværdi i forbindelse med test vedrørende det markedsøkonomiske investorprincip.
In the absence of these measures, the airport would have been closed.
Det antages, at
In addition, the fact that an invitation to tender covering the operation of the airport was launched in 2007 shows that no economic operator would have agreed to assume these investments.
der jævnligt benyttes referenceanalyser ved test af det markedsøkonomiske investorprincip på andre områder end i forbindelse med statsstøtte
Measure 2: assessment of the aid potentially granted to Ryanair and AMS
virksomhederne kun øver gensidig indflydelse på hinandens beslutninger, i det omfang deres produkter er substituerbare eller komplementære
State resources and imputability to the state of the payments made by VTAN to Ryanair and AMS
at lufthavnene i samme opland ikke nødvendigvis ligger i konkurrence med hinanden, og at referencelufthavnene i de fremlagte rapporter står over for en begrænset konkurrence fra de offentlige lufthavne i deres opland [mindre end en tredjedel af de kommercielle lufthavne i referencelufthavnenes opland er fuldt ejet af staten, og ingen af lufthavnene i referencelufthavnenes opland var genstand for en statsstøttesag (i april 2013)]
CCI operating period.
selv når referencelufthavnene møder konkurrence fra offentlige lufthavne i det samme opland, er der grund til at formode, at deres adfærd er i overensstemmelse med det markedsøkonomiske investorprincip (f.eks. hvis den private sektor har store kapitalinteresser, eller hvis lufthavnen forvaltes privat)
The Operators maintain that the aid does not meet the Stardust criteria with regard to imputability to state resources.
de lufthavne, der overholder det markedsøkonomiske investorprincip, ikke fastsætter deres priser til under marginalomkostningerne.
The Operators claim that the only argument put forward by the Commission to establish imputability is the supervision exercised over the CCI in accordance with the French Commercial Code.
Andet notat fra Oxera — Principper, der understøtter rentabilitetsanalysen i forbindelse med testen i forhold til det markedsøkonomiske investorprincip.
In their opinion, the region’s supervision is limited to certain categories of financial commitments, which do not in any way include services and marketing agreements signed with airlines.
Oxera hævder, at rentabilitetsanalysen, som det har foretaget i sine rapporter, som er blevet forelagt Kommissionen, følger de principper, en fornuftig privat investor ville vælge, og afspejler den tilgang, som udspringer af Kommissionens tidligere afgørelser.
As a result, this criterion is insufficient to establish the imputability of state resources.
Følgende principper understøtter rentabilitetsanalysen:
As regards the other criteria in the aforementioned case-law, the Operators take the view that (i) there are no links with a public body; (ii) the decisions under analysis were made by the CCI in the context of activities carried out in competition with private operators; and (iii) the state’s involvement in the decisions under analysis has not been proven.
vurderingen foretages trinvist
VTAN operating period.
en forretningsplan er ikke nødvendigvis påkrævet på forhånd
The Operators point out that there was no automatic link between the amount of the public contribution granted to VTAN and the agreements negotiated by VTAN with Ryanair and AMS.
i tilfælde af en lufthavn med uudnyttet kapacitet er den såkaldte single till-metode den rette prissætningsmetode
With regard to the imputability of the measures to the state, the measure was adopted by a private undertaking such that the criteria set out in the Stardust case-law are not met.
kun indtægter forbundet med den aktive lufthavns erhvervsaktivitet bør tages i betragtning (i det følgende benævnt »Charleroi«-afgørelsen)aftalens samlede varighed, herunder eventuelle forlængelser, bør tages i betragtning
Selective advantage
de fremtidige pengestrømme bør tilbagediskonteres for at vurdere aftalernes rentabilitet.
Joint analysis of the airport services agreements and marketing services agreements
Den supplerende rentabilitet, der tilføres ved aftalerne mellem Ryanair og lufthavnene, bør vurderes på grundlag af overslag over den interne rentabilitet eller målinger af nettonutidsværdien.
The Operators do not agree with the joint analysis of the agreements, as announced by the Commission, because, in their opinion, the two types of agreement have different conditions and objects.
Analyse af professor Damien P. McLoughlin — Konsolidering af et mærke: Hvorfor og hvordan bør de små mærker investere i markedsføring, notat udarbejdet for Ryanair den 10. april 2013
Analysis of the marketing services agreements signed with AMS
Dokumentet har til formål at gøre rede for den forretningslogik, der forklarer, hvorfor regionale lufthavne beslutter at købe reklameplads på Ryanairs internetsted af Airport Marketing Services (AMS).
CCI operating period.
Der findes et stort antal meget solide, meget kendte og meget benyttede lufthavne.
The Operators consider that advertising on specialist websites is an essential service for the development of any regional airport.
De mindre stærke konkurrenter skal bekæmpe forbrugernes statiske købsadfærd for at udvikle deres virksomhed.
They believe that this activity is in line with Commission practice and Court of Justice case-law, given that this is a service paid for at market price.
De mindre, regionale lufthavne skal finde en blivende måde at viderebringe budskabet om deres mærke til så stort et publikum som muligt.
VTAN operating period.
De traditionelle former for marketingkommunikation kræver udgifter, som overstiger deres midler.
The Operators point out that all the payments made to Ryanair were made in the context of the public service mission delegated to VTAN, in particular to promote the region and its economic and tourism development.
Reklame via AMS:
Analysis of the airport services agreements signed with Ryanair
giver mulighed for at nå ud til en stor del af de mennesker, som allerede påtænker at købe en rejse
The Operators consider that the Commission cannot expect a small airport such as Nîmes to pass on all its costs to the airlines.
koster forholdsvis lidt (onlinekommunikation til markedspriser)
As a result, they suggest that, in order to measure the profitability of the commercial relationship, only the variable costs exclusively attributable to the airline should be taken into account, with the fixed costs that would have to be borne in any event being excluded.
muliggør kommunikation på købsstedet
During the CCI operating period.
gør kreative reklamer mulige.
The Operators stress that the conditions granted to Ryanair could have been offered transparently and non-discriminatorily to any airline making a commitment in an identical manner to Ryanair.
Ryanairs bemærkninger af 20. december 2013
During the VTAN operating period.
Ryanair har fremsat bemærkninger til betalingerne til AMS.
The Operators consider that the Commission cannot include 100 % of the AMS expenditure in the costs chargeable to the commercial operation of the airport in so far as this expenditure was fully or partly made in the context of VTAN’s public service mission of promoting the region.
Ryanair bestrider Kommissionens foreløbige vurdering, ifølge hvilken betalingerne til AMS udgør omkostninger for lufthavnen, idet denne tilgang ikke tager højde for værdien af de ydelser, som AMS leverede til lufthavnen.
In addition, the Operators point out that Nîmes airport was the first airport operated by VTAN and, as a result, it was vital for VTAN to ensure Ryanair’s presence, if necessary through an initial loss, in order to allow the group to acquire the experience needed to develop its airport operation activity.
Selskabet mener endvidere, at der i forbindelse med analysen vedrørende den markedsøkonomiske investor bør skelnes mellem køb af marketingydelser til markedspris og en tillægskontrakt mellem en lufthavn og et luftfartsselskab.
Lastly, the Operators stress that, in this context, the public authorities (and particularly the SMAN) did not play any role in the commercial relationship established between Ryanair and VTAN.
Til støtte for sin argumentation fremlægger Ryanair en sammenlignende analyse af AMS' priser og priserne for sammenlignelige ydelser på andre rejseselskabswebsteder.
Ryanair’s comments on the opening decision
Konklusionen på analysen er, at AMS' priser enten var lavere end gennemsnittet eller lå i medianintervallet for de priser, som referencewebstederne fakturerede.
Ryanair has submitted a report prepared by Oxera, an independent economic consultancy firm, in order to prove that Ryanair’s agreements with Nîmes airport comply with the market economy operator principle.
Ifølge Ryanair viser dette, at AMS' priser svarer til markedspriserne, og at den offentlige lufthavns beslutning om at købe AMS' ydelser stemmer overens med det markedsøkonomiske investorprincip.
This report concludes that the average charges paid by Ryanair at Nîmes airport are higher than the average charges applied at comparable airports acting as market economy investors (Oxera examined […], […], […], […] and […] airports).
Ryanair fremlægger desuden dokumentation for de ydelser, der er leveret til lufthavnene i forbindelse med kontrakter med AMS, for at påvise disse ydelsers værdi for lufthavnene.
No aid from ‘state resources’, no imputability to the state
Hvis Kommissionen insisterede på at gøre kontrakterne med AMS og kontrakterne om lufthavnstjenester med Ryanair til en og samme genstand for en test af det markedsøkonomiske investorprincip (en tilgang, som Ryanair anfægter), bør værdien af de af AMS leverede ydelser til lufthavnene ifølge Ryanair ikke undervurderes.
Agreements with the CCI (before 1 January 2007)
I øvrigt henviser Ryanair til konklusionerne i diverse rapporter, der bekræfter, at selskabet råder over et stærkt paneuropæisk mærke, som kan generere en merværdi for dets reklametjenesteydelser.
The Commission claims that Ryanair and AMS were paid amounts owed under their respective agreements not by the CCI but by state entities such as the Languedoc-Roussillon Region.
Ryanairs bemærkninger af 17. januar 2014
Ryanair takes the view that the Commission cannot credibly support its claims regarding imputation to the state and use of state resources through its arguments regarding the CCI.
Ryanair har fremlagt en rapport udarbejdet af sin økonomiske rådgiver om de principper, som ifølge luftfartsselskabet burde gælde for en markedsøkonomisk investors rentabilitetskriterium i henseende til både kontrakterne om lufthavnstjenester mellem Ryanair og lufthavnene og marketingkontrakterne mellem AMS og de samme lufthavne.
Ryanair asserts that, under both European Union case-law and French law, the French state does not enjoy any influence in the decision-making processes of the chambers of commerce, with its role being limited to supervising certain decisions and its approval not being required for the signature of agreements such as the ‘airport services agreement’ and the ‘marketing services agreement’.
Ryanair understreger, at dette på ingen måde sætter spørgsmålstegn ved selskabets holdning, ifølge hvilken kontrakterne med AMS og kontrakterne om lufthavnstjenester bør underkastes separate analyser af det markedsøkonomiske investorprincip.
Ryanair indicates that not all the resources of the CCIs come from taxes, given that they have their own resources generated, for example, by their commercial activities.
I rapporten anføres det, at de indtægter, som AMS genererer, bør medregnes i indtægterne i en fælles analyse af rentabiliteten, mens AMS' udgifter bør tillægges omkostningerne.
In the specific case of airports, the CCIs must finance their airport operations independently, under the French Civil Aviation Code.
Til det formål foreslås i rapporten en cashflow-metode, hvorved man behandler udgifter vedrørende AMS som supplerende driftsudgifter.
Agreements with VTAN (after 1 January 2007)
I rapporten gøres det gældende, at marketingaktiviteterne bidrager til at danne og styrke mærkets værdi, hvilket bør kunne generere aktivitet og indtjening, ikke blot i marketingkontraktens løbetid, men også efter dens udløb.
Ryanair asserts that the fact that flat-rate contributions were involved clearly shows that these contributions did not correlate to specific payments by VTAN to Ryanair.
Det ville bl.a. være tilfældet, når andre luftfartsselskaber i kraft af en aftale med Ryanair etablerer sig i lufthavnen, selv tiltrækker erhvervsdrivende og således øger lufthavnens indtægter fra andre kilder end luftfarten.
It also maintains that the imputation of the measures to the state has not been established by the Commission and that the analysis therefore fails to meet the criteria required for the imputation of a measure to the state.
Ifølge Ryanair skal dette udbytte tages i betragtning, hvis Kommissionen foretager en samlet analyse af rentabiliteten, idet udgifterne vedrørende AMS skal opfattes som supplerende driftsudgifter, og det supplerende udbytte skal beregnes efter fradrag af AMS-betalingerne.
In addition, Ryanair concludes that the change of contractual partners (from the CCI to VTAN) entailed a change in the negotiating conditions, which allegedly proves that VTAN was not simply a front for the French state.
Ryanair vurderer desuden, at der kan indregnes en endelig værdi i det supplerende udbytte, der kan forventes ved udløbet af kontrakten om lufthavnstjenester, for at tage højde for den værdi, der skabes efter kontraktens udløb.
The Commission’s incorrect application of the market economy operator principle
Den endelige værdi kunne justeres i henhold til en fornuftig hypotese for sandsynligheden for en forlængelse af kontrakten med Ryanair, eller for at lignende betingelser ville blive aftalt med andre selskaber.
Ryanair takes the view that the Commission has failed to compare the Ryanair agreements with other agreements signed with comparable private and public-private airports and indicates that, according to the Chronopost case-law, it is only in the absence of a reference private investor that a market-based analysis can be replaced by a cost-based analysis.
Ryanair vurderer, at det på denne måde er muligt at anslå en nedre grænse for det udbytte, som kontrakten med AMS og kontrakten om lufthavnstjenester genererer tilsammen, idet der tages højde for uvisheden omkring det supplerende udbytte efter udløbet af kontrakten om lufthavnstjenester.
According to Ryanair, there are a number of airports that have similar characteristics to those of Nîmes airport, which are encouraged to operate as market economy investors and which the Commission could have used as benchmarks in its analysis.
Til at underbygge denne tilgang indeholder rapporten en sammenfatning af resultaterne af undersøgelserne af reklamens virkning for mærkets værdi.
In addition, Ryanair takes the view that the Commission’s cost-based analysis is limited to a simple mention of these costs.
Disse undersøgelser viser, at reklamen kan øge mærkets værdi og øge kundekredsens loyalitet.
Moreover, Ryanair explains that, in the present aviation context, certain factors can support the commercial logic of pricing at incremental (or even lower) cost.
Ifølge rapporten øger reklamen på Ryanairs websted især mærkets synlighed, når der er tale om en lufthavn.
In particular it mentions the following factors: (i) degree of competition on the market concerned; (ii) interest in attracting airlines to a regional airport that has limited market power; (iii) existence of network externalities at airports; (iv) economic advantage resulting from commitments by airlines to guaranteed passenger numbers; (v) correct definition of incremental revenues; (vi) history and typical profile of European regional airports; and (vii) correct definition of incremental costs.
Det tilføjes, at de mindre, regionale, lufthavne, som ønsker at øge trafikken, bl.a. kan styrke deres mærkeværdi ved at indgå reklamekontrakter med AMS.
As regards the presence of network externalities at airports, Ryanair maintains that these are both one-sided (as the number of established routes from a given airport increases, this airport is likely to become more attractive) and two-sided (airlines will be more willing to commence operations at airports with good surface access facilities and a minimum of shopping facilities since they will attract more passengers).
Det anføres i rapporten, at cashflow-metoden er at foretrække frem for kapitaliseringsmetoden, hvorefter udgifterne for AMS ville blive behandlet som kapitaludgifter til et immaterielt aktiv (nemlig lufthavnens mærkeværdi).
With regard to the economic advantage resulting from commitments by airlines to guaranteed passenger numbers, Ryanair asserts that these guaranteed passenger numbers and the existence of penalties if targets are missed — as stipulated in the airport services agreements signed with Ryanair — enable the airport not only to better plan its activities and adopt policies that minimise costs to a greater extent than if no commitments existed, but also to attract commercial operators.
Marketingudgifterne skulle bogføres under et immaterielt aktiv og siden afskrives i tidsrummet for udnyttelsen af dette aktiv, idet der regnes med en restværdi ved det planlagte udløb af kontrakten om lufthavnstjenester.
As regards the need to adopt a consistent approach to the definition of incremental revenues in relation to the definition of incremental costs, Ryanair proposes a single-till approach, which involves taking account of revenues generated from both aeronautical and non-aeronautical activities, and welcomes the approach adopted by the Commission in this respect.
Denne tilgang ville dog ikke tage højde for de supplerende indtægter til lufthavnen i kraft af indgåelsen af kontrakten om luftfartstjenester med Ryanair, og det er også vanskeligt at anslå den værdi af det immaterielle aktiv, som skyldes mærkets udgifter og den lange varighed af udnyttelsen af aktivet.
In this context, Ryanair has submitted some financial data for a number of small and medium-sized regional airports in the United Kingdom, which show that there is a clear correlation between growth in passenger numbers and growth in non-aeronautical revenues.
AMS anfører, at de er et datterselskab af Ryanair og arbejder på at opfylde et kommercielt formål og er oprettet med henblik på at udvikle en aktivitet, som ikke indgår i Ryanairs kerneområde.
That being so, Ryanair takes the view that it makes sound business sense to lower the airport charges for airlines that generate non-aeronautical revenues in order to maximise such revenues (the single-till approach therefore justifies lower airport charges).
Selskabets væsentligste aktivitet består af levering af reklameplads af høj kvalitet på luftfartsselskabets websted.
As regards the profile of European regional airports, Ryanair notes that none of them was originally conceived as a commercial ‘market economy investor’-type venture (most of them were created several decades ago as public infrastructure serving a variety of purposes, such as military uses, civil or leisure aviation, etc.).
AMS mener, at det ikke har modtaget statsstøtte, og at lufthavnsforvalterne i forhold til det har handlet i overensstemmelse med det markedsøkonomiske investorprincip.
Ryanair is therefore convinced that a market economy investor would have to consider both the airport infrastructure and the fixed operating costs, and that the decision as to whether or not an airline could operate at the airport would not in any way change the existence or amount of the initial sunk costs, which must therefore be ignored in the analysis of the decision.
AMS bemærker, at det ikke er den eneste leverandør af marketingydelser til Ryanair, idet sidstnævnte har indgået aftale med flere andre virksomheder om reklame på de øverste bagagerum eller til deres in-flight magasin.
Ryanair takes the view that the costs of closing the airport could be significant, given the need to compensate for breaching long-term commercial agreements with third parties and the existence of other costs such as redundancy costs, environmental costs associated with decontaminating the airport site, etc.
Desuden gør AMS gældende, at andre luftfartsselskaber også tilbyder betalingsreklamer på deres websted.
Finally, Ryanair stresses that it operates a different business model from most other airlines.
AMS hævder, at de markedsføringskontrakter, selskabet indgår med lufthavne, i princippet forhandles og indgås separat fra kontrakterne mellem Ryanair og de samme lufthavne, og at Ryanair laver sin egen reklame.
As a result, the cost to an airport of serving Ryanair is likely to be lower than the cost to an airport of serving other carriers that use a wider range of airport facilities.
Endvidere indgår AMS marketingkontrakter med både offentlige og private enheder såsom offentlige og private lufthavne, turistbureauer, biludlejningsvirksomheder osv., og den reklameplads, AMS leverer, tilbydes uden forskelsbehandling mellem offentlige og private annoncører.
Therefore, from the viewpoint of a market economy investor, any commercial offer will normally be an improvement on the existing situation, as long as the airport’s expected incremental revenues exceed its incremental costs.
AMS understreger, at disse private kunder, der handler som markedsøkonomiske investorer, tydeligvis anser AMS' tjenesteydelser som sådan for at have en kommerciel værdi.
In addition, as already stated, Ryanair considers that airport infrastructure already constructed is a sunk cost that should not affect the incremental choices made by the airport.