natgillin/translations-raw huggingface dataset:
Kommissionen anvendte derefter samme metodologi som den, der blev anvendt til 2001-kontrakterne og er beskrevet i betragtning 525.
Even excluding the two independent directors, the majority of directors (10) were appointed either with the Region's approval (7) or on the proposal of entities under the Region's exclusive control (3).
Investeringerne i henhold til aftalen mellem SOWAER og BSCA af 2002 og 2003-investeringen var allerede besluttet, og arbejderne indledt.
The three criteria laid down by the Transparency Directive were therefore met at the time when the 2010 amendment was concluded.
I øvrigt og som angivet i betragtning 533 ville investeringsprogrammet under aftalen mellem SOWAER og BSCA af 2002 sandsynligvis være blevet vedtaget, selv om der ikke blev indgået kontrakter med Ryanair.
However, these criteria only allow the dominant influence of the public authorities to be presumed.
Kommissionen konkluderer heraf, at det ikke er relevant at tilregne 2005-kontrakten meromkostningerne ved investeringerne.
As indicated by Article 2 of the Transparency Directive, the rules in force should also be examined to determine whether the public authorities had a dominant influence.
På grundlag af disse hypoteser har Kommissionen bestemt, at de pengestrømme, der er relevante for analysen af rentabiliteten ved 2005-foranstaltningen, er følgende:
With regard to the rules in force determining whether the public authorities had a dominant influence:
Tabel 25
Article 4.2.3 of the June 2009 shareholders' agreement between SOWAER, Sogepa, Sambrinvest and Igretec, on the one hand, and Belgian Airports (Save), on the other hand, as reflected by Article 16 of BSCA's Articles of Association in force at the time when the 2010 amendment was concluded, stipulates that category C directors, appointed on the proposal of Belgian Airports, have a right of veto over certain categories of decision:
Forventet cashflow ved 2005-foranstaltningen
‘… Decisions shall be taken by the Board of Directors by a simple majority of votes, except for decisions concerning the following matters, which shall also require the agreement of all category C directors:
Afgift for adgang til infrastrukturen
any amendment to the Business Plan;
Omkostninger fastsat pr. passager
the adoption of new business plans on the expiry of the Business Plan 2009-2012 and any amendment to such plans;
Omkostninger i alt pr. afrejsende passager
any decision deviating from the current business plan without formally amending it;
Samlet merbidrag pr. afrejsende passager med Ryanair før investeringer (EUR)
the adoption of the Company's annual budget (particularly with regard to developments, investments, projects, studies, equipment, indirect and staff costs) and any amendment to the budget exceeding EUR 100000;
Samlet merbidrag fra Ryanair før investeringer (mio. EUR)
the proposal to amend the dividend policy, to be submitted to the general meeting;
ontrakten har således nødvendigvis en positiv nettonutidsværdi uanset den valgte vægtede gennemsnitlige omkostning ved kapitalen.
the approval of any contract or agreement between the Company and the Walloon Region or any company directly or indirectly controlled by the latter;
På grundlag af følgende hypoteser har Kommissionen vurderet, at denne omkostning var på 9,3 %:
the appointment and removal of the Chief Executive Officer;
en beta på 0,97 [206] Se fodnote 156.
any decision concerning the relationship between BSCA and BSCA Security in terms of security; and
en omkostning før skat ved kapital, der er placeret risikofrit, på mellem 3,5 og 3,9 %.
the conclusion, amendment of terms, termination or abandonment of any joint venture or strategic collaboration other than with the Shareholders of Save or associated companies’.
Tabel 26
BSCA was therefore under the joint control of its private and public shareholders and, as a result, was not under the dominant influence of the public shareholders alone.
Nettonutidsværdi af 2005-foranstaltningen
In this respect, it should be noted that Belgian Airports' right of veto covered the relationship between BSCA and Ryanair (see point (iv) of recital 495).
Denne positive nettonutidsværdi viser, at man kunne forvente, at 2005-kontrakten ville øge rentabiliteten for regionen-SOWAER-BSCA.
Moreover, an examination of the minutes of the Board of Directors' meetings on the conclusion of the 2010 amendment, particularly the minutes of the meetings of 25 February and 29 April 2010, does not reveal the existence of any such instructions.
BSCA minder om, at de anvendte satser for groundhandling »skal kunne dække omkostningerne og generere en rimelig fortjenstmargin«.
During its meeting on 25 February 2010, BSCA's Board of Directors unanimously approved the proposed agreement with Ryanair.
Senere præciserer BSCA i notatet, at »omkostningerne ved groundhandling og kontrollen med dem er kernen i det forslag, der er stillet Ryanair.
The Commission therefore concludes that BSCA's decision to conclude the 2010 amendment to the contract with Ryanair is not imputable to the State.
Der er fastsat et minimumsantal rotationer i forretningsforslaget (sammen med Ryanair), og manglende overholdelse af dette minimum vil givetvis medføre et tab på groundhandlingaktiviteten hos BSCA.
In order to determine whether (i) the 2001 agreements, (ii) the Ministerial Order of 11 June 2004 and the BSCA letter of 24 June 2004, (iii) the 2005 amendment and (iv) the sale by BSCA of its shares in Promocy have given an advantage to Ryanair, the Commission has examined whether, in adopting these measures, the entity having granted them acted as a market economy operator.
Der er fastlagt morarenter for at afhjælpe dette«.
Determination of the entity having granted the measures
Kommissionen konkluderer heraf, at selv om BSCA's forretningsforslag til Ryanair indeholdt visse risici set med BSCA's øjne — især risikoen for, at rentabiliteten var utilstrækkelig, i tilfælde af at Ryanairs trafik blev mindre end forventet — var dette forslag ikke desto mindre baseret på en udviklingsstrategi, med hvilken BSCA takket være den af Ryanair tilførte trafik forventede at kunne reducere omkostningerne pr. passager og således generere en tilstrækkelig fortjenstmargin.
In paragraph 102 of its judgment of 17 December 2008 on the 2004 decision, the General Court concluded that ‘the Commission's refusal to examine together the advantages granted by the Walloon Region and by BSCA and to apply the private investor principle to the measures adopted by the Walloon Region in spite of the economic links binding those two entities is vitiated by an error in law’.
Den 31. marts 2010 afhændede BSCA sin andel på 50 % i Promocy til Ryanair.
Likewise, the Ministerial Order of 11 June 2004 and the BSCA letter of 24 June 2004 (hereinafter ‘the 2004 provisional commercial framework’) must be regarded as a single measure.
Samtlige BSCA's risici og forpligtelser som aktionær i Promocy overgik til Ryanair.
In order to determine whether the measures defined in Section 3.2 pass the market economy operator test, the Commission has examined, in accordance with point 53 of the aviation guidelines [192], if:
Promocy havde på tidspunktet for afhændelsen en likviditet på 261073 EUR (aktivsaldoen efter fradrag af kapital og lovpligtig reserve) [207].
the price charged for the airport services corresponds to the market price; or
BSCA afhændede således sin andel i Promocy til Ryanair for et beløb, der var 99436 EUR lavere end halvdelen af Promocys likviditet på afhændelsestidspunktet.
it can be demonstrated through an ex ante analysis that the agreements with Ryanair were intended to lead to a positive incremental profit contribution for the group consisting of the Region-SOWAER-BSCA.
BSCA skulle have afholdt halvdelen heraf, hvis selskabet havde beholdt sin andel i Promocy.
The Commission has strong doubts that, at the present time, an appropriate benchmark can be identified to establish a true ‘market price’ for services provided by airport managers.
Belgien sendte en intern meddelelse af 24. februar 2010 fra BSCA's finansdirektør til BSCA's bestyrelse, hvori direktøren anbefalede bestyrelsen at godkende BSCA's afhændelse af dets andel i Promocy til den bogførte værdi.
However, this method may not be as relevant in the case of airport services.
I denne interne meddelelse mindede direktøren om, at Promocy ikke havde haft aktiviteter siden indgåelsen i 2005 af den nye kontrakt med Ryanair.
The revenue and cost structure tends to differ significantly from airport to airport.
Efter indledningen af først en undersøgelse og siden en retslig procedure vedrørende førnævnte skattekrav blev det besluttet af lade Promocy stå som et sovende selskab.
These costs and revenues depend on the airport's state of development, number of airlines operating from/to the airport, available capacity in terms of passenger traffic, state of the infrastructure, the regulatory burden, which may vary from Member State to Member State, and historical debts and obligations of the airport [193].
Da der ikke var sket meget i denne sag siden, besluttede BSCA og Ryanair at afvikle Promocy.
Moreover, the liberalisation of the air transport market complicates any comparative analysis.
Kommissionen vurderer, at Belgien har fremsendt tilstrækkelig dokumentation for skattesagen og omfanget heraf ved at fremsende meddelelserne om ændring af skatteansættelsen til Kommissionen [208].
As the present case amply demonstrates, commercial arrangements between airports and airlines are not necessarily based on a list of public prices for individual services.
Derfor vurderer Kommissionen, at BSCA har handlet som en markedsøkonomisk aktør ved at modsætte sig genoptagelsen af markedsføringsaktiviteterne og foreslå Ryanair at afhænde sin andel til denne til den bogførte værdi som en løsning.
These commercial relationships vary widely.
Foranstaltningen udgør derfor ikke statsstøtte.
They include the sharing of risks in terms of traffic and of correlative commercial and financial responsibilities, the generalised use of incentive mechanisms (for example, in the form of discounts connected with the number of links or passengers carried), and variations in the distribution of risk over the term of contracts.
illægget
As a result, it is difficult to compare transactions based on a price per rotation or per passenger.
I afsnit 6.2.1 har Kommissionen vist, at da aftalen om 2010-tillægget blev indgået, var BSCA's midler ikke offentlige, og at BSCA's beslutning om at indgå aftalen om 2010-tillægget i øvrigt ikke kunne tilregnes staten.
Ryanair argues that the market economy operator principle can be applied based on a comparison with the commercial arrangements of other European airports.
Selv hvis man mente, at Kommissionens konklusion ikke var begrundet, at 2010-tillægget klart blev tildelt for statsmidler, og at beslutningen om at tildele 2010-tillægget skulle tilregnes staten, ville man ikke desto mindre skulle undersøge, om 2010-tillægget gav Ryanair en fordel.
Ryanair cites a study by Oxera from 2 October 2011, which proposes Glasgow Prestwick and Liverpool John Lennon airports as comparators.
I så fald ville det være relevant at anse den enhed, der havde tildelt foranstaltningen, for at være regionen-SOWAER-BSCA.
However, the Commission has strong doubts that these two benchmarks are relevant for assessing the situation of Charleroi airport, given that the revenue structure of Glasgow Prestwick airport is heavily based on cargo, which does not exist at Charleroi.
Man skulle da undersøge, om regionen-SOWAER-BSCA havde handlet som en markedsøkonomisk aktør ved at indgå aftalen om 2010-tillægget.
Moreover, both airports have apparently received public funding in recent years.
I 2010-tillægget bestemmes følgende:
In addition, as indicated above, the transactions to be analysed consist of several ‘prices’, i.e. in particular the various airport charges, the price of ground handling services and, for certain measures, the contributions to Promocy for marketing activities.
en afvigelse fra det generelle afgiftsniveau for bevægelseshæmmede personer (herefter »bp«), ifølge hvilken Ryanair skal betale [0,10-0,30] EUR pr. passager om året fra 1. februar 2009 til 31. januar 2010; endvidere skal der ifølge indeksreguleringsbestemmelserne for bp-afgiften ske en nedsættelse af satsen proportionalt med stigningen i den trafik, som Ryanair genererer [209]
Each of these transactions therefore leads to a complex set of cash flows between the airport manager and the airline and its subsidiaries.
en nedsættelse på [0,10-0,50] EUR pr. passager hos Ryanair af groundhandlingsatsen.
Accordingly, a comparison between just the airport charges invoiced by BSCA to Ryanair and the airport charges invoiced at the comparison airports would not provide any useful indication as to compliance with the market economy operator principle.
Ifølge Belgien er dette tillæg resultatet af den forhandling, som BSCA førte med Ryanair, efter at BSCA fik nedbragt omkostningerne ved groundhandlingydelserne som følge af, at Ryanair indførte nye procedurer, f.eks. betaling for indskrevet bagage (som betød en kraftig reduktion i mængden af indskrevet bagage) og obligatorisk indskrivning af bagage via internettet.
At the very least, in order to validly compare the transactions covered by this assessment, it would be necessary to identify, for the airports in the comparison sample, a set of comparable transactions, which must particularly include equivalent marketing services and equivalent ground handling services.
Ifølge Belgien besluttede BSCA at dele gevinsten ved denne omkostningsreduktion med Ryanair til gengæld for Ryanairs løfte om at lade yderligere fire fly have deres base i Charleroi.
Identifying such a sample of comparable transactions would prove impossible, given that the transactions covered by this assessment are so complex and specific, and all the more so as the prices of ground handling services and marketing services are rarely made public and would be difficult to obtain in order to form a basis for comparison.
Underskrivelsen af tillægget den 6. december 2010 skete på følgende baggrund:
Lastly, assuming that it could be established, based on a valid comparative analysis, that the ‘prices’ applied in the various transactions covered by this assessment were equivalent to or higher than the ‘market prices’ established using the sample of comparison transactions, the Commission could not, however, conclude that those transactions corresponded to the market price if it proved that, on their conclusion, the airport manager may have expected them to lead to incremental costs higher than the incremental revenues.
Ryanair indførte nye procedurer som f.eks. obligatorisk checkin via internettet (»web check-in«) og betaling for indskrevet bagage, hvilket reducerede mængden af indskrevet bagage og muliggjorde besparelser hos BSCA.
A market economy operator would not in fact be interested in offering goods or services at the ‘market price’ if this led to an incremental loss.
I maj 2009 drøftede BSCA en eventuel stigning i antallet af fly og en nedsættelse af groundhandlingafgiften med Ryanair efter Ryanairs indførelse af nye procedurer.
The Commission considers it appropriate to reiterate in the context of this analysis that, following the adoption of the aviation guidelines, both Belgium and the interested parties were invited to submit comments on the application of those guidelines to the present case.
Den 30. november 2009 skrev Ryanair til BSCA [210] for at foreslå selskabet at indgå en aftale om en nedsættelse af groundhandlingafgiften med [0,10-0,50] EUR svarende til halvdelen af den besparelse, som BSCA havde opnået takket være Ryanairs nye procedurer.
In the event, neither Belgium nor the interested parties, except for Ryanair, disputed in substance the Commission's approach according to which, where an appropriate benchmark cannot be identified to establish a true market price for the services provided by airports to airlines, the most relevant criterion for assessing the arrangements concluded between these two parties is an ex ante incremental profitability analysis.
Ryanair skrev endvidere, at selskabet ikke ville betale bp-afgift.
Ex ante analysis of the profitability of measures
Ryanair bekræftede i øvrigt sin hensigt om at udvide i Charleroi.Den 2. december 2009 skrev bestyrelsesformanden for BSCA til Ryanair, at han, inden han undersøgte muligheden for at tildele Ryanair nye slots, ville forelægge BSCA's bestyrelse Ryanairs anmodning om en nedsættelse af groundhandlingafgiften.
In the light of the above, the Commission considers that the approach generally recommended in the aviation guidelines for applying the market economy operator test to relationships between airports and airlines, namely the ex ante incremental profitability analysis, must be applied to the present case.
Ifølge Belgien blev der herefter indgået en mundtlig aftale om udvidelsen og omkostningsbesparelsen (Belgien anfører, at der ikke forelå nogen skriftlig aftale på dette stadium, da det var nødvendigt at få bestyrelsens godkendelse først, og man stadig diskuterede bp-afgiften).
This approach is justified by the fact that an airport manager may have an objective interest in concluding a transaction with an airline where it may reasonably expect this transaction to improve its profits (or reduce its losses) compared to a counterfactual situation in which this transaction is not concluded [194], regardless of any comparison with the conditions offered to airlines by other airport managers, or even with the conditions offered by the same airport manager to other airlines.
Den 8. januar 2010 tilsendte BSCA's finansdirektør BSCA's bestyrelse en intern meddelelse og et antal dokumenter med finansielle oplysninger for at dokumentere, at det var interessant at huse yderligere fire fly på de aftalte betingelser (dvs. en nedsættelse på [0,10-0,50] EUR pr. passager for groundhandling).
As stated by point 63 of the aviation guidelines, ‘The Commission considers that arrangements concluded between airlines and an airport can be deemed to satisfy the MEO test when they incrementally contribute, from an ex ante standpoint, to the profitability of the airport.
Disse dokumenter var:
The airport should demonstrate that, when setting up an arrangement with an airline …, it is capable of covering all costs stemming from the arrangement, over the duration of the arrangement, with a reasonable profit margin on the basis of sound medium-term prospects’ [195].
en forventet resultatopgørelse, der påviste virkningen på resultatet af, at Ryanair baserede yderligere fire fly i Charleroi lufthavn
The Commission stresses that the criterion indicated in point 63 of the aviation guidelines reflects the logic of the market economy operator test, but that this criterion, which refers to the arrangements concluded between specific airports and airlines rather than to a general business plan as is usually the case when applying the market economy operator test, has only recently been introduced.
et regneark, der viser BSCA, hvordan det kan fastslå sin forhandlingsmargin vedrørende tildeling af en yderligere rabat til Ryanair på groundhandlingafgiften og samtidig bevare en tilstrækkelig rentabilitet på groundhandlingydelserne og en stigning i indtægterne fra andre ikkeluftfartsrelaterede kommercielle aktiviteter (toldfrit salg, hotel og restauration, parkering, buskørsel mv.).
Consequently, the Commission admits that it may be difficult for Member States and the operators concerned to provide documents dating from the moment when the measure was granted and precisely meeting the requirements in point 63 of the aviation guidelines, where these arrangements were concluded some years previously.
Den 24. februar 2010 accepterede Ryanair endeligt at betale [0,10-0,30] EUR pr. afrejsende passager i bp-afgift på den betingelse, at dette beløb blev nedsat de følgende år proportionalt med væksten i Ryanairs trafik i Charleroi.
The Commission will take these considerations into account when applying the market economy operator test to the agreements with Ryanair.
Den 6. december 2010 godkendte BSCA og Ryanair 2010-tillægget, der allerede var i anvendelse.
According to point 64 of the aviation guidelines, ‘In order to assess whether an arrangement concluded by an airport with an airline satisfies the MEO test, expected non-aeronautical revenues stemming from the airline's activity should be taken into consideration together with airport charges, net of any rebates, marketing support or incentive schemes.
Vedrørende BSCA's nedsættelse med [0,10-0,50] EUR af groundhandlingafgiften
Similarly, all expected costs incrementally incurred by the airport in relation to the airline's activity at the airport should be taken into account … In contrast, costs which the airport would have to incur anyway independently from the arrangement with the airline should not be taken into account in the MEO test’ (the footnotes have not been reproduced).
For det første understreger Kommissionen, at denne nedsættelse kun udgjorde halvdelen af den besparelse, som BSCA opnåede takket være Ryanairs nyindførte procedurer.
Furthermore, according to point 66 of said guidelines, ‘When assessing airport/airline arrangements, the Commission will also take into account the extent to which the arrangements under assessment can be considered part of the implementation of an overall strategy of the airport expected to lead to profitability at least in the long term’ [196].
Kommissionen anfører ligeledes, at Ryanair kendte [211] omfanget af den besparelse, som BSCA opnåede, hvilket gjorde forhandlingen vanskeligere for BSCA.
The Commission has therefore applied the market economy operator test to the following measures, in line with the principles set out above:
For det andet medgiver Kommissionen, at det var desto vanskeligere for BSCA at afvise denne nedsættelse, fordi Ryanair planlagde at basere yderligere fire fly i Charleroi lufthavn.
2001 contracts
Men idet Ryanair havde en trafik på 3289725 passagerer i 2009, og hvis halvdelen af disse passagerer var afrejsende passagerer, udgjorde nedsættelsen med [0,10-0,50] EUR pr. afrejsende passager en manglende indtjening hos BSCA på [500000-2000000] EUR, dvs. meget mindre end den stigning i EBIT [212] på [3-7] mio. EUR, som man ifølge BSCA's beregninger [213] kunne forvente sig af de yderligere fire fly.
In order to determine whether the 2001 contracts contributed, from an ex ante point of view, to the profitability of the entity having granted the aid, in accordance with point 63 of the aviation guidelines, the Commission has assessed whether the net present value (hereinafter ‘NPV’) of the 2001 contracts was positive for the entity Region-SOWAER-BSCA.
Ifølge Belgien var det yderst vanskeligt for BSCA at opkræve denne afgift hos luftfartsselskaberne.
Prior to the 2001 agreements, BSCA drew up a business plan.
BSCA forsøgte at opnå Ryanairs deltagelse i omkostningerne ved ydelsen af bp-servicen, men Ryanair afviste konsekvent at betale den afgift, som BSCA havde fastlagt, idet Ryanair bestred beløbet med forskellige begrundelser [216].
However, on the one hand, this business plan covered not only the revenue received from the traffic generated by Ryanair, but also the revenue received from the traffic generated by other airlines.
Ifølge Belgien muliggjorde 2010-tillægget en aftale med Ryanair om betaling af en bp-afgift, ganske vist mod en rabat på den normale sats, men dog ikke et nul.
On the other hand, it identified the revenue and costs of BSCA only, whereas, in order to apply the market economy operator test, it should be considered that the entity that concluded the 2001 contracts with Ryanair was the entity Region-SOWAER-BSCA.
Kommissionen konstaterer, at Ryanair indtil 2010 ikke betalte bp-afgift, og at BSCA ikke syntes at være i stand til at pålægge Ryanair at betale denne afgift.
This business plan can therefore be used as a source of information, but must be reworked so that it can be used to apply the market economy operator test.