natgillin/translations-raw huggingface dataset:
I øvrigt konstaterer Kommissionen, at de forskellige aftaler om lufthavnstjenester og marketingaftaler indgået mellem CCIPB og Ryanair, AMS og Transavia, som er genstand for den formelle undersøgelsesprocedure, omfatter tildeling af statsstøtte, der er iværksat i strid med artikel 108, stk. 3, i TEUF, og som er uforenelig med det indre marked.
In order to ascertain whether a state measure constitutes aid, it must be determined whether the recipient undertaking received an economic advantage enabling it to avoid having to bear costs that would normally have had to be met out of its own financial resources, whether it received an advantage that it would not have received under normal market conditions, or whether the measure in question can be regarded as compensation for discharging public service obligations satisfying the conditions of the Altmark judgment.
Tilbagebetaling
With regard to this last point, it should first be noted that France has not clearly indicated that, in its opinion, the Pau airport operator was entrusted with providing a genuine service of general interest.
Ifølge Domstolens retspraksis har Kommissionen, så snart den fastslår, at en støtte er uforenelig med det indre marked, beføjelse til at pålægge den berørte medlemsstat at afskaffe eller ændre den pågældende støtte.
In its comments on the extension decision, France simply indicated in this respect that, in the absence of a legal basis clearly applicable at the time (before the publication of the 2005 Guidelines), the French authorities were able to legitimately consider that the financing of airport infrastructure decided at that time constituted a land planning policy measure, that this airport was on the whole performing a task of general economic interest, and that this task did not come under the rules on state aid’.
I denne henseende mener Domstolen, at formålet er opfyldt, når støttemodtagerne har tilbagebetalt de ulovligt tildelte støttebeløb og dermed mister den fordel, som de havde fået i forhold til konkurrenterne.
France added that it considers that airports with less than one million passengers per year should as a whole be regarded as services of general economic interest, given their important role in terms of land planning, the economic and social development of their region, and the overlapping of their activities.
Således genoprettes situationen, som den var før udbetalingen af støtten.
The French authorities also take the view that these airports have only a limited impact on the internal market.
I det foreliggende tilfælde fremgår det, at intet overordnet EU-retligt princip strider mod tilbagebetalingen af den ulovlige og uforenelige støtte, der er identificeret i forbindelse med nærværende afgørelse.
They therefore consider that financing granted to these airports should not be regarded as State aid or that such financing should be declared compatible with the internal market and exempted from notification in accordance with the Commission Decision of 28 November 2005 on the application of Article 86(2) of the EC Treaty (Article 106(2) TFEU) to State aid in the form of public service compensation granted to certain undertakings entrusted with the operation of services of general economic interest, which applied until 20 December 2011.
Navnlig har hverken Frankrig eller interesserede tredjeparter fremført argumenter herfor.
However, the Commission takes the view that this justification is insufficient to conclude that the Pau airport operator is responsible for operating a genuine service of general economic interest.
Frankrig skal derfor træffe alle nødvendige forholdsregler til tilbagesøgning hos Ryanair, AMS og Transavia af den støtte, der er tildelt ulovligt gennem de omhandlede aftaler.
As indicated in the new Guidelines, the Commission considers that it is possible for the overall management of an airport, in well-justified cases, to be considered a service of general economic interest.
De støttebeløb, der skal tilbagesøges for hver aftale og tillægsaftale hertil, fastslås som følger.
However, the Commission considers that this can only be the case if at least part of the area potentially served by the airport would, without the airport, be isolated from the rest of the Union to an extent that would prejudice its social and economic development.
Hver undersøgt transaktion (eventuelt sammensat af en aftale om lufthavnstjenester og en aftale om marketingydelser) anses for at have givet anledning til et årligt støttebeløb for hvert af de år, som aftalerne, der udgør transaktionen, har været gældende.
In the light of this principle, it cannot be presumed that the operation of any French airport with less than one million passengers per year is a genuine service of general economic interest.
Hvert af disse beløb er beregnet ud fra den negative del af den forventede ydelsesspecifikke pengestrøm (indtægter minus omkostninger) på tidspunktet for indgåelsen af transaktionen, som fremgår af tabel 7-12.
France must assess the specific situation of each airport in this category and present this analysis to the Commission if it wants to maintain the view that the operation of this airport is a service of general economic interest.
Disse beløb svarer da også til de beløb, som man havde måttet regne med hvert år at trække fra beløbet for marketingydelserne (eller som man havde skullet forvente at lægge til lufthavnsafgifterne og groundhandlingafgifterne, som blev faktureret luftfartsselskaberne), for at nettonutidsværdien af aftalen bliver positiv, med andre ord for at aftalen overholder det markedsøkonomiske investorprincip.
It is only under these circumstances that the Commission would be in a position to ascertain, on a case-by-case basis, whether France has committed a manifest error of assessment in considering the airport in question as a service of general economic interest.
For at tage hensyn til den faktiske fordel, som luftfartsselskabet og dets datterselskab fik ved anvendelsen af aftalerne, kan de i ovenstående betragtning nævnte beløb justeres med støtte fra beviser, der er fremlagt af Frankrig, efter i) differencen mellem på den ene side de reelle betalinger, sådan som disse efterfølgende har kunnet konstateres, som luftfartsselskabet har erlagt for landingsafgift, passagerafgift og groundhandlingydelser i henhold til aftalen om lufthavnstjenester, og på den anden side de (på forhånd) forventede pengestrømme svarende til disse indtægtsposter og nævnt i tabel 7-12, ii) differencen mellem på den ene side de reelle marketingbetalinger, sådan som disse efterfølgende har kunnet konstateres, der er overført til luftfartsselskabet eller dets datterselskaber i henhold til marketingaftalen, og på den anden side de (på forhånd) forventede tilhørende marketingomkostninger som nævnt i tabel 7-12.
In this case, no specific analysis of this nature has been provided for Pau airport.
Endvidere mener Kommissionen, at den selektive fordel, som luftfartsselskabet fik, er begrænset til den pågældende aftales faktiske varighed.
Moreover, given the proximity of Tarbes airport, which is 50 km and less than 40 minutes away by road, it cannot be stated that, without Pau airport, part of the area potentially served by this airport would be isolated from the rest of the Union to an extent that would prejudice its social and economic development.
Efter ophævelsen af den enkelte aftale fik Ryanair/AMS ikke betalinger og havde ikke længere adgang til lufthavnsinfrastrukturen eller groundhandlingydelserne i henhold til aftalen.
Maintaining such a view would indicate a manifest error of assessment in this respect.
Derfor er de støttebeløb, som er beregnet som ovenfor angivet og knyttet til en given aftale, reduceret til nul for de år, hvor aftalen ikke længere gjaldt (bl.a. på grund af førtidig ophævelse ved fælles aftale mellem parterne).
According to the Communication from the Commission on the application of the European Union State aid rules to compensation granted for the provision of services of general economic interest, in order for the first Altmark condition to be satisfied, the public service task must be assigned by way of one or more acts that, depending on the legislation in Member States, may take the form of legislative or regulatory instruments or contracts.
Tabel 16 viser oplysningerne om de beløb, der danner grundlag for beregningen af de beløb, der skal tilbagesøges.
Moreover, the act or series of acts must at least specify the content and duration of the public service obligations, the undertaking and, where applicable, the territory concerned, the nature of any exclusive or special rights assigned to the undertaking by the authority in question, the parameters for calculating, controlling and reviewing the compensation, and the arrangements for avoiding and recovering any overcompensation.
Disse beløb består i de negative dele af de ydelsesspecifikke pengestrømme (indtægter minus omkostninger), som er fastslået i forbindelse med anvendelsen af det markedsøkonomiske investorprincip, med fradrag for de år, hvori aftalerne med Ryanair og AMS ikke udløb.
The only acts produced by France that could possibly fulfil this function are the 1965 Order and its subsequent amendments, in so far as they impose various obligations on the CCIPB in terms of operation (including on points such as opening times or equal treatment of users), servicing, maintenance and development, for a specified period.
Tabel 16
However, none of these acts lays down arrangements for calculating and reviewing any financial compensation mechanism.
Oplysninger om de beløb, der skal tilbagesøges
As a result, the Commission takes the view, based on the facts on record, that the operation of Pau airport cannot be regarded as a genuine service of general economic interest.
Støttemodtagerens navn
Even assuming that this were the case, the equipment subsidies covered by this investigation would not, however, satisfy all the conditions of the Altmark judgment.
Aftaler
In fact, these equipment subsidies consist of several specific subsidies paid at different times to cover investment costs that proved necessary at those times.
Vejledende beløb for den støtte, der blev modtaget i henhold til de forskellige aftaler [148]
These subsidies do not therefore stem from a compensation mechanism established in an objective and transparent manner and in advance, i.e. when the public authorities entrusted the airport’s operation to the CCIPB or on the occasion of acts renewing or clarifying the terms of this operation.
Vejledende beløb for den støtte, der skal tilbagesøges
Accordingly, these subsidies do not satisfy the second condition of the Altmark judgment, which is worded as follows:
(Hovedstol)
‘the parameters on the basis of which the compensation is calculated must be established in advance in an objective and transparent manner, to avoid it conferring an economic advantage which may favour the recipient undertaking over competing undertakings’.
London — 28. januar 2003
As the equipment subsidies in question do not satisfy the conditions of the Altmark judgment, it must be examined, as indicated above, whether they were granted under normal market conditions.
London — 30. juni 2005
In this respect, it should be recalled that ‘capital placed directly or indirectly at the disposal of an undertaking by the State in circumstances which correspond to normal market conditions cannot be regarded as State aid’.
Tillægsaftale af 16. juni 2009 til aftalen af 30. juni 2005 (London)
In order to determine whether the 2004 and 2009 equipment subsidies were granted under normal market conditions, the MEO test should be applied to them.
Charleroi — 25. september 2007
This involves assessing whether, when these subsidies were granted, the public authorities could have expected a financial return, with this analysis excluding, as such, any expected benefits in terms of local economic development.
Tillægsaftale af 16. juni 2009 til aftalen af 25. september 2007 (Charleroi)
In this case, the Commission notes firstly that the airport is operated by the CCIPB under a concession expiring in 2015.
Bristol — 17. og 31. marts 2008
Ownership of this airport, which initially belonged to the State, was transferred to the syndicat mixte on 1 January 2007.
Bristol — 16. juni 2009
The CCIPB does not therefore own the land and infrastructure.
London, Charleroi & Beauvais — 28. januar 2010
In its comments, the CCIPB has stated in this respect, on the subject of the equipment subsidies, that these sums correspond to investments made by the owners of the airport infrastructure in maintaining and improving that infrastructure, with these investments therefore being made solely for the benefit of the owners.
I alt (Ryanair/AMS)
The CCIPB has argued that these sums did not confer any economic advantage on the CCIPB, in its capacity as airport operator.
Amsterdam — 23. januar 2006
The CCIPB has added that, as a result, in paying these equipment subsidies, the concession authority and local authorities acted quite naturally, in their capacity as owners of the airport infrastructure and under the public equipment concession, to ensure that work to maintain, upgrade and improve the airport public service was carried out with a view to developing their assets.
Den støtte, der faktisk blev udbetalt i perioden 2006-2009 i kraft af aftalen om lufthavnstjenester og marketingaftalen, der blev indgået den 26. januar 2006 mellem CCIPB og Transavia, er et vejledende beløb på [300 000-599 999] EUR
However, it is clear from the facts on record that, under the financial terms of the concession, it is the responsibility of the CCIPB, and not the public owner, to finance the necessary investments.
De franske myndigheder skal tilbagesøge de førnævnte beløb inden fire måneder fra datoen for meddelelse af denne afgørelse.
Accordingly, the 1965 Order granting the concession clearly entrusts the concession-holder with the establishment, development and maintenance of the structures, buildings, facilities and equipment.
De franske myndigheder skal i øvrigt tillægge støttebeløbet renter beregnet fra den dato, den omtvistede støtte blev stillet til rådighed for virksomheden, nemlig hver faktisk dato for udbetaling af støtten, og indtil den er tilbagebetalt, efter bestemmelserne i kapitel V i Kommissionens forordning (EF) nr. 794/2004.
France has confirmed this as it has stated that the investments needed to upgrade, renovate, maintain, extend or modernise the airport are the responsibility of the concession-holder.
Da pengestrømmene, som i det foreliggende tilfælde udgør denne støtte, er komplekse og effektueres på mange forskellige datoer i løbet af året, endda løbende for visse indtægtskategorier, vurderer Kommissionen, at det er acceptabelt vedrørende beregningen af renter at antage, at tidspunktet for betaling af den omhandlede støtte ligger i slutningen af året, nemlig 31. december hvert af de pågældende år.
France has noted in this respect that the amendment of 8 November 2001 (‘the third amendment’) to the 1965 Order did not alter the financial terms of the concession, particularly with regard to responsibility for the investments needed to maintain and renovate the airport.
Ifølge retspraksis kan en medlemsstat, der støder på uforudsete eller uforudsigelige problemer eller opdager virkninger, som Kommissionen kan have overset, fremlægge disse problemer for Kommissionen, som kan overveje dem, samt forslag til passende ændringer.
Moreover, it has noted that the amendment of 3 March 2010 (‘the fourth amendment’), concluded between the syndicat mixte and the CCIPB following the transfer of ownership in 2007, also did not alter the financial terms of the concession.
I så tilfælde skal Kommissionen og den berørte medlemsstat samarbejde efter bedste evne med henblik på at overvinde vanskelighederne, samtidig med at bestemmelserne i TEUF fuldt ud overholdes
Just like the previous amendments, it made the concession-holder responsible for the investments needed for its activity.
Kommissionen opfordrer Frankrig til at forelægge den ethvert problem, der måtte opstå under efterlevelsen af nærværende afgørelse.
Accordingly, as proven by the examination of the 1965 Order and its amendments, as confirmed by France and contrary to the CCIPB’s suggestions, the latter is indeed responsible for making and financing investments such as those covered by the equipment subsidies in question.
VEDTAGET DENNE AFGØRELSE:
Furthermore, it appears that, when granting the equipment subsidies in 2004 and 2009, the various public authorities involved could not have expected a return on their investment likely to satisfy an MEO having acted in their place.
Artikel 1
The land and infrastructure in fact belonged to the State in 2004, and to the syndicat mixte in 2009.
Den statsstøtte, som Frankrig ulovligt har tildelt Ryanair i strid med artikel 108, stk. 3, i traktaten om Den Europæiske Unions funktionsmåde og i medfør af aftalen om lufthavnstjenester og aftalen om marketingydelser, der blev indgået den 28. januar 2003 af chambre de commerce et d'industrie de Pau-Béarn med Ryanair om forbindelsen mellem Pau og London Stansted, er uforenelig med det indre marked.
However, for each of these public owners, the only revenue generated by Pau airport was a minimal state fee of FRF 100 per year up to 2010, increased to EUR 100 per year after that date.
Følgende foranstaltninger, som indeholder statsstøtte, er blevet iværksat af Frankrig til fordel for Ryanair og Airport Marketing Services under ét i strid med artikel 108, stk. 3, i traktaten om Den Europæiske Unions funktionsmåde og er uforenelige med det indre marked:
The 2004 and 2009 equipment subsidies did not result in any increase in this state fee, which was set by the 1965 Order and revised by some of its amendments.
aftalen om lufthavnstjenester indgået den 30. juni 2005 af chambre de commerce et d'industrie de Pau-Béarn med Ryanair og aftalen om marketingydelser indgået samme dag af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services vedrørende forbindelsen Pau-London Stansted
As a result, neither the State nor the syndicat mixte, as owners, could have expected the equipment subsidies granted respectively in 2004 and 2009 to produce a tangible return on their investment, at least until the planned expiry of the concession in 2015.
tillægsaftalen af 16. juni 2009 til marketingaftalen indgået den 30. juni 2005 af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services vedrørende forbindelsen Pau-London Stansted
Furthermore, there is nothing in the records to suggest that, in 2004 and 2009 respectively, the State or the syndicat mixte expected these equipment subsidies to increase the value of the assets, which could in turn result in a return on the investment made by these two entities in the context of the new concession from 2016.
brevet fra chambre de commerce et d'industrie de Pau-Béarn til Ryanair af 25. september 2007, som udvider betingelserne i aftalen om lufthavnstjenester, der blev indgået den 30. juni 2005 af chambre de commerce et d'industrie de Pau-Béarn med Ryanair, og marketingaftalen, der blev indgået samme dag af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services, til også at omfatte ruten Pau-Charleroi
In particular, France has not provided any information on the plans of the State or the syndicat mixte with regard to the financial terms of the future concession and any fees that the airport owner might be able to expect.
tillægsaftalen af 16. juni 2009 til marketingaftalen indgået den 25. september 2007 af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services
The public authorities having participated in the financing of the subsidies in question without, at the time when they were granted, owning the land and infrastructure, whether directly or indirectly through the syndicat mixte, also and in particular could not have expected a return on their investment likely to produce a profit from their investment expenditure.
brevet fra chambre de commerce et d'industrie de Pau-Béarn til Ryanair af 17. marts 2008, som udvider betingelserne i aftalen om lufthavnstjenester, der blev indgået den 30. juni 2005 af chambre de commerce et d'industrie de Pau-Béarn med Ryanair, og marketingaftalen, der blev indgået den 31. marts 2008 af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services om samme rute, til også at omfatte ruten Pau-Bristol
This observation applies to the Departmental Council of Pyrénées-Atlantiques and to the Aquitaine Regional Council, which did not own the airport at the time when they decided to contribute, in 2004, to the financing of the taxiway work.
brevet fra chambre de commerce et d'industrie de Pau-Béarn til Ryanair af 16. juni 2009, som udvider betingelserne i aftalen om lufthavnstjenester, der blev indgået den 30. juni 2005 af chambre de commerce et d'industrie de Pau-Béarn med Ryanair, og marketingaftalen, der blev indgået samme dag af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services om samme rute, til også at omfatte ruten Pau-Bristol
It should also be noted that, according to France, the decision made by the public authorities to invest was not solely based on the prospect of a direct profit, and the CCIPB paid only a symbolic fee.
aftalen om marketingydelser, der blev indgået den 28. januar 2010 af chambre de commerce et d'industrie de Pau-Béarn med Airport Marketing Services vedrørende forbindelserne Pau-London, Pau-Charleroi og Pau-Beauvais, og aftalen om lufthavnstjenester, der blev identificeret som implicit heri.
Apparently the decision made by the authorities to invest was based on the benefit expected in the long term for the region in terms of economic and tourism development.
Den statsstøtte, som Frankrig ulovligt har tildelt Transavia i strid med artikel 108, stk. 3, i traktaten om Den Europæiske Unions funktionsmåde og i medfør af aftalen om lufthavnstjenester og marketingaftalen, der blev indgået den 23. januar 2006 af chambre de commerce et d'industrie de Pau-Béarn med Transavia, er uforenelig med det indre marked.
This statement confirms that the public authorities did not expect their investment expenditure to produce any profit.
Artikel 2
The only benefit expected by the authorities, namely in terms of economic and tourism development, would not have been taken into account by an MEO acting in place of these authorities.
Infrastrukturtilskuddene i 2004 og 2009 iværksat af Frankrig til fordel for chambre de commerce et d'industrie de Pau-Béarn på i alt 5,8 mio. EUR er statsstøtte i henhold til artikel 107, stk. 1, i traktaten om Den Europæiske Unions funktionsmåde og blev tildelt af Frankrig i strid med artikel 108, stk. 3, i traktaten om Den Europæiske Unions funktionsmåde.
This suggests that the MEO principle is not even applicable to the equipment subsidies in question.
Den i stk. 1 i denne artikel omhandlede støtte udgør statsstøtte, der er forenelig med det indre marked efter artikel 107, stk. 3, litra c), i traktaten om Den Europæiske Unions funktionsmåde.
In the light of the above, the 2004 and 2009 equipment subsidies do not satisfy the MEO test.
Artikel 3
These subsidies in fact reduced the investment costs that the CCIPB should have borne, without any prospect of a sufficient return on their investment for the authorities having granted these subsidies.
Frankrig tilbagesøger den i artikel 1 nævnte støtte fra støttemodtagerne.
In addition, as these advantages benefited a single undertaking, they are selective.
Den støtte, der skal tilbagesøges, pålægges renter fra det tidspunkt, hvor den blev udbetalt til støttemodtageren, og indtil den er tilbagebetalt.
Effect on intra-Community trade and competition
Beløbet beregnes med renters rente i overensstemmelse med kapitel V i forordning (EF) nr. 794/2004 og Kommissionens forordning (EF) nr. 271/2008 om ændring af forordning (EF) nr. 794/2004.
As the operator of Pau airport, the CCIPB is in particular in competition with other airport platforms, and especially with airports serving the same catchment area.