natgillin/translations-raw huggingface dataset:
Rådets forordning (EF) nr. 659/1999 af 22. marts 1999 om fastlæggelse af regler for anvendelsen af artikel 108 i traktaten om den Europæiske Unions funktionsmåde (EFT L 83 af 27.3.1999, s. 1).
In this context, the Commission notes that also FSBG was loss making in the years 2006 and 2007, when the 2006 contract was applicable (the losses recorded amounted to EUR – 214 709 in 2006 and EUR – 2 737 773 in 2007).
Sag T 109/01 Fleuren Compost mod Kommissionen, Sml. 2004 II, s. 127.
The losses were incurred despite the fact that the lease paid by FSBG in those years was lower than the lease paid under the 1997 contract (see Table 7).
EFT C 119 af 22.5.2002, s. 22.
It can hence be assumed that the aid involved in the 2006 contract had an incentive effect and did not exceed the amount required to cover operating losses and thus was limited to the minimum necessary for the aided activity to take place.
Punkt 173 i retningslinjerne for luftfart fra 2014.
On this basis, the Commission concludes that the compatibility conditions laid down in the 2014 Aviation Guidelines are met.
Punkt 172 i retningslinjerne for luftfart fra 2014.
DISCOUNTS FOR AIRLINES/MARKETING AGREEMENTS
Punkt 25, nr. 22), i retningslinjerne for luftfart fra 2014.
By providing air transportation services, airlines are performing an economic activity and therefore constitute undertakings within the meaning of Article 107(1) of the Treaty.
Udtrykt i resultat før renter, skat og af- og nedskrivninger (i det følgende benævnt: EBITDA).
It must be analysed whether the arrangements between the airlines and the airport in question granted the former an economic advantage.
Der foreligger dog ingen præcise tal om omkostninger vedrørende det offentlige myndighedsområde i årene 2000-2012.
Where an airport has public resources at its disposal, aid to an airline can, in principle, be excluded where the relationship between the airport and the airline satisfies the MEO test.
Kommissionen bemærker, at der ikke foreligger præcise tal for omkostninger, der falder inden for det offentlige myndighedsområde.
The existence of an advantage can normally be excluded if: (a) the price charged for the services corresponds to the market price; or (b) it can be demonstrated through an ex ante analysis that the airport/airline arrangement will lead to a positive incremental profit contribution for the airport and is part of an overall strategy leading to profitability in the long term.
På den baggrund er Kommissionen ikke i stand til at bestemme det præcise investeringsstøttebeløb, der er bevilget FSBesitzG/FSG.
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.
Se fodnote 46.
Similarly, all expected costs incrementally incurred by the airport in relation to the airline’s activity at the airport must be taken into account.
März 2012, S. 8.
For instance, if the airport needs to expand or build a new terminal or other facilities mainly to accommodate the needs of a specific airline, such costs should be taken into consideration when calculating the incremental costs.
Indsendelse af oplysninger fra Tyskland af 16.4.2012, s. 65.
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.
Indsendelse af oplysninger fra Tyskland af 16.4.2012, s. 9 og tillæg 2.
In addition, the airport infrastructure must be open to all airlines and not dedicated to a specific airline in order to exclude that the advantage resulting from compatible aid to the airport operator is not passed on to a specific airline.
Indsendelse af oplysninger fra Tyskland af 16.4.2012, s. 66.
Against this background, the Commission will asses the overall scheme of airport charges applicable at Saarbrücken Airport as well as the individual contracts between airlines and Saarbrücken Airport which deviate from or are outside the scope of the scheme of airport charges.
Ifølge punkt 137 i luftfartsretningslinjerne fra 2014 gælder ikke alle betingelserne i afsnit 5.1 i retningslinjerne for driftsstøtte, der er ydet tidligere.
On 1 April 2007, a new schedule of charges was introduced at Saarbrücken Airport (2007 schedule of charges).
Punkt 113 og 137 i retningslinjerne for luftfart fra 2014.
This schedule envisaged discounts for airlines fulfilling certain conditions.
Punkt 116 og 137 i retningslinjerne for luftfart fra 2014.
The 2007 schedule of charges in particular offered discounts for new airlines, new destinations and increased passenger numbers.
Punkt 124 og 137 i retningslinjerne for luftfart fra 2014.
Until then, no discounts had been foreseen in the schedule of charges.
Punkt 125 og 137 i retningslinjerne for luftfart fra 2014.
Saarbrücken Airport adopted a new schedule of charges which entered into force on 1 September 2013, replacing the 2007 schedule of charges.
Punkt 131 og 137 i retningslinjerne for luftfart fra 2014.
The 2013 schedule of charges is not subject to the present decision.
Artikel 4, stk. 1, i Kommissionens forordning (EF) nr. 794/2004 af 21. april 2004 om gennemførelse af Rådets forordning (EF) nr. 659/1999 om fastlæggelse af regler for anvendelsen af EF-traktatens artikel 93 (EUT L 140 af 30.4.2004, s. 1).
When applying the MEO test to the measure at stake, the Commission first has to determine whether the price charged corresponds to a market price.
Se § 10, litra i), i FSBesitzG's vedtægter, ifølge hvilke enhver ændring i lejekontrakten mellem FSBesitzG og FSBG skulle godkendes af FSBesitzG's tilsynsråd.
For this, the Commission has doubts that at the present time, an appropriate benchmark can be identified to establish a true market price for services provided by airports.
Meromkostningerne, som præsenteres i tabel 10, vedrører markedsføringsudgifter.
In the absence of an identifiable market benchmark, the Commission has to assess the ex ante incremental profitability of the 2007 schedule of charges.
Den parlamentariske forespørgsel blev besvaret af kommissær Antonio Tajani den 5. september 2008.
The 2007 schedule of charge was introduced to enhance the competitiveness of Saarbrücken Airport.
Ydermere blev spørgsmålet registreret som klage med sagsnummer CP 171/2008.
When drawing up the 2007 schedule of charges, the operator of Saarbrücken Airport analysed passenger numbers, airport movements as well as the financial results of the years 1997–2006.
Kommissionen anmodede de tyske myndigheder om yderligere oplysninger den 31. juli 2008, 24. september 2010, 24. marts 2011 og 8. august 2011.
According to Germany, a market analysis undertaken at that time showed that Saarbrücken was one of the most expensive airports in Germany.
Tyskland besvarede disse anmodninger og fremsendte yderligere oplysninger den 4. november 2008, den 17. januar 2011, den 14. juni 2011 og den 7. oktober 2011.
The Commission observes that TUIFly left Saarbrücken as from late 2006.
Den 1. oktober 2012 videresendte den disse til Tyskland, som fik mulighed for at reagere inden for en måned.
In addition, Saarbrücken Airport faced new competition from Zweibrücken after 2006.
Kommissionen modtog Tysklands bemærkninger hertil ved brev af 29. oktober 2012.
All these factors together led Saarbrücken Airport to reconsider its pricing policy and to introduce a revised schedule of charges offering incentives in form of discounts in order to ensure its future viability and profitability.
Privatpersoner sendte deres bemærkninger i forbindelse med proceduren og anførte, at den offentlige støtte, som var ydet lufthavnen, udgjorde statsstøtte.
While, according to the available information, no ex ante profitability studies have been prepared for the 2007 schedule of charges, Germany has submitted that Saarbrücken Airport expected that virtually no additional investments would be required to provide additional airport services to airlines and that no additional operating costs would arise.
Efter indledningen af den formelle undersøgelsesprocedure anmodede Kommissionen om yderligere oplysninger den 24. februar 2012, 23. april 2012, 16. oktober 2012, 26. november 2013 og 14. marts 2014.
Therefore, in Germany’s view no ex ante profitability study was necessary.
Tyskland besvarede disse anmodninger og fremsendte yderligere oplysninger den 17. april 2012, 4. maj 2012, 14. december 2012, 14. januar 2014 og 3. april 2014.
Hence, the incremental costs were limited to the incentives offered.
Retningslinjerne for luftfart fra 2014 blev offentliggjort i Den Europæiske Unions Tidende den 4. april 2014 [6].
In this context, the Commission observes that the 2007 schedule of charges indeed offered discounts only for new airlines, new connections, or increased passenger numbers with the consequence that it did not impact negatively on the status quo at the airport.
De erstattede retningslinjerne for luftfart fra 2005 [7].
The Commission observes that before the introduction of the 2007 schedule of charges, Saarbrücken airport’s capacity was utilised only at 50 %.
I 1999 påbegyndtes opførelsen af en ny terminal, hvilket krævede en investering på ca. 11,8 mio. EUR.
Indeed, passenger numbers decreased from 487 000 in 2005 to 350 000 in 2007, whereas the airports potential annual capacity would have been 700 000 passengers per annum.
Den nye terminal, som ifølge offentligt tilgængelige oplysninger var konstrueret til højst 800 000 passagerer om året (»pax«), blev åbnet i maj 2005.
The Commission notes that after the departure of TUIFly Saarbrücken Airport had spare capacities, with the consequence that additional traffic could be handled without the need to upgrade infrastructure or acquire additional equipment or hire new staff.
På grund af begrænsninger som følge af sikkerhedsinfrastrukturen hævder Tyskland, at lufthavnens faktiske kapacitet dog kun er på 700 000 pax.
Germany confirmed that there was no need to hire new staff or to expand existing infrastructure or other equipment in order to serve new airlines or connections (for instance the existing baggage belts and personnel were sufficient).
I begyndelsen af 2008 fusionerede de to selskaber og genoprettede Flughafen Saarbrücken GmbH (i det følgende benævnt: »FSG«) og genoprettede hermed i det store og hele situationen, som den var før den delvise privatisering til Fraport AG i 1997.
With any new airline or connection, aeronautical as well as non–aeronautical revenues would be generated.
Siden 2008 og indtil nu har FSG været 100 % ejet af vh Saar.
Given that the level of costs remained stable, any new airline or connection would, according to Germany, provide a positive contribution to the airport’s profitability.
Vh Saar blev etableret af Saarlands økonomi- og finansministerium i 1996.
The fact that Saarbrücken indeed managed to attract a number of new airlines (such as Air Berlin, which started operating from Saarbrücken in late 2007) and to establish new connections after the introduction of the 2007 schedule of charges also indicates that the discount–based strategy to increase its business was successful.
FSBG blev oprettet den 4. juli 1997.
The available data finally demonstrates that the 2007 schedule of charges resulted in a gradual increase of revenue for the airport (from […] in 2007 to […] in 2010).
Det havde til formål at drive Saarbrücken lufthavn.
The Commission further notes that when assessing airport/airline arrangements, it should also assess the extent to which the arrangements can be considered part of the implementation of an overall strategy of the airport to lead to profitability at least in the long term.
FSG blev oprettet den 30. august 2008.
In this respect, the Commission has to take into account the factual evidence that was available, and the developments that could reasonably be expected, at the time when the 2007 schedule of charges was made, in particular the prevailing market conditions, notably the market changes induced by the liberalisation in the air transport market, the market entry and development of low cost carriers and other point–to–point carriers, changes in the organisational and economic structure of the airport industry as well as the degree of diversification and complexity of the functions undertaken by airports, the enhancement of the competition between airlines and airports, the uncertain economic environment due to the changes in the prevailing market conditions or any other uncertainty in the economic environment have to be taken into account.
Dets formål er at drive Saarbrücken lufthavn for civil luftfart og andre virksomheder i den forbindelse.
The Commission notes that, as described in 335, several reasons (such as new competition from Zweibrücken after 2006 and the departure of TUIFly from the end of 2006) led Saarbrücken Airport to consider a revised schedule of charges with discounts being a necessary step in ensuring its future viability and profitability.
Disse midler sikrede, at vh Saar altid havde midler til at dække FSBesitzG/FSG's tab. Aftalen om overførsel af over- og underskud blev oprindelig indgået den 1. januar 1997 mellem vh Saar og FSBesitzG's retlige forgænger, FSG.
Finally, the Commission notes that the airport infrastructure is open to all airlines and not dedicated to a specific airline.
Efter genoprettelsen af FSG efterfulgte det FSBesitzG i aftalen.
In the light of these considerations, accepting that an increase in activity resulted in virtually no incremental costs but could be expected to create incremental revenue, the Commission accepts that in adopting the 2007 schedule of charges and the discounts contained therein, Saarbrücken Airport acted like a MEO.
FSBG, som var juridisk adskilt fra FSBesitzG indtil 2008, opnåede regelmæssigt overskud indtil 2006.
Therefore, the measure did not grant the affected airlines any economic advantage.
Overskuddet blev enten udloddet til aktionærerne (indtil den 30. juni 2007 FSBesitzG og Fraport AG) og blev i så fald forvaltet som indtægt i aktionærernes balance det følgende år eller blev geninvesteret.
Marketing agreement with Air Berlin
Den blev for første gang overskredet i 1996.
In the contract concluded between Air Berlin and Saarbrücken Airport on 6 April 2011, the two parties agreed that Air Berlin would increase the frequency of its flights to and from Berlin by an additional five return–flights per week, and the frequency of its flights to and from […] by an additional three return–flights per week until the end of April 2014.
Det år nåede det årlige passagerantal i Saarbrücken lufthavn op på 395 000 passagerer og voksede fortsat indtil 2000, hvor det nåede 484 566 passagerer.
In return for this frequency increase and the commitment from Air Berlin that it would advertise the new frequency, Saarbrücken Airport committed to paying a total of [EUR 800 000–EUR 1 700 000] to Air Berlin in 2011 and 2012.
Åbningsafgørelsen diskuterede først, om finansieringen af lufthavnen kunne betragtes som forenelig støtte i henhold til beslutningen om tjenesteydelser af almindelig økonomisk interesse fra 2005 [18].
Germany provided an analysis of the profitability of the contract that could be expected at the time of the conclusion of the contract, undertaken by FSG.
Det bemærkedes, at der ikke var forelagt oplysninger om, at den region, hvor lufthavnen ligger, ville være så isoleret uden lufthavnen, at det ville være til skade for regionens sociale og økonomiske udvikling.
It was submitted that apart from the direct marketing payments, the increased frequency would not cause any additional costs for the airport, which according to Germany could handle the additional traffic on the basis of the existing infrastructure and personnel.
Det blev også analyseret, om betingelserne i afsnit 4.2 i retningslinjerne for luftfart fra 2005 var opfyldt.
The analysis was based on the following expectations:
Disse betingelser ligner dem, der fremgår af beslutningen om tjenesteydelser af almindelig økonomisk interesse fra 2005.
Table 10
Bl.a. den manglende overdragelsesakt og de manglende bestemmelser om begrænsning af støtte til lufthavnens kerneaktiviteter førte til den foreløbige konklusion, at støtten ikke kunne betragtes som forenelig i henhold til afsnit 4.2 i retningslinjerne for luftfart fra 2005.
Ex ante profitability of marketing agreement with Air Berlin (figures in EUR)
Åbningsafgørelsen analyserede endvidere, om støtten kunne være forenelig i henhold til afsnit 4.1 i retningslinjerne for luftfart fra 2005.
2011–2014
Det hed, at aftalen om overførsel af over- og underskud ikke specifikt tjente det formål at finansiere investeringer i infrastruktur, men blot dækkede alle tab som følge af lufthavnens aktiviteter.
Incremental Revenues
Siden 1998 har Tyskland overdraget forskellige jordlodder til lufthavnen, som ifølge Tysklands oplysninger havde en samlet værdi på 240 000 EUR.
Incremental Costs
Af de forskellige jordlodder blev kun tre overdraget efter år 2000.
Result
Ifølge Tyskland havde disse jordlodder en samlet værdi på […].
While the ex ante analysis undertaken by FSG and submitted by Germany did not discount the future payments to the date on which the contract was concluded, it is clear that the contract was expected to be profitable.
På grund af de oplysninger, som forelå på det pågældende tidspunkt, antog Kommissionen, at garantien til dækning af et lån på 11 453 000 EUR var blevet ydet efter 2000.
Germany confirmed that to date, the increased frequency as foreseen by the marketing agreement has not required to hire new staff or to make specific investments: Overall, the Airport’s expectations were to a large extent met and the contract has been profitable.
Kommissionen forklarede, at garantien for dette lån samt den administrative erklæring, der var udstedt for lån, vh Saar havde optaget i 2005 og 2006, dækkede 100 % af lånene, og da Saarland ikke havde fået nogen godtgørelse for garantien/den administrative erklæring, så de ud til at udgøre statsstøtte i henhold til garantimeddelelsen.
In this context, Germany provided a projection for the duration of the contract, based on the profits made in the first 8 months of the contract period (from April 2011–January 2012), according to which the contract appears to be profitable.
Det blev i åbningsafgørelsen antaget, at garantien for lånet på 11 453 000 EUR blev bevilget efter 2000.
Having analysed the contract and the expectations of FSG at the time of the conclusion of the contract, the Commission is satisfied that the contract contributed to the profitability of Saarbrücken Airport, in that the expected incremental revenues were higher than the expected incremental costs.
Under henvisning til, at det underliggende lån skulle bruges til at finansiere den nye terminalbygning, blev garantiens forenelighed vurderet i åbningsafgørelsen i henhold til afsnit 4.1 i luftfartsretningslinjerne fra 2005.
As the contract thus complied with the MEO principle, it did not grant Air Berlin an advantage.
Den foreløbige konklusion var, at det var tvivlsomt, om den nye terminal tjente et klart defineret alment hensyn (eftersom det ikke var klart, at de øvrige nærliggende lufthavne ikke også kunne betjene Saarbrücken lufthavns opland), om terminalen var nødvendig for lufthavnens funktionsevne, om den havde tilfredsstillende udsigter på mellemlang sigt (da Tyskland ikke havde fremlagt data om, hvornår lufthavnen ville blive rentabel), om alle brugere havde lige adgang til infrastrukturen uden forskelsbehandling (eftersom det ikke var klart, at alle fik de samme fordele som Cirrus og Air Berlin), og endelig om de påvirkede udviklingen i samhandelen i et omfang, der stred mod Unionens interesser.
Having found that the 2007 schedule of charges and the discounts contained therein as well as the 2011 marketing agreement between Air Berlin and Saarbrücken Airport did not grant the respective airlines an advantage, the other criteria for the existence of aid do not need to be assessed.
På tidspunktet for åbningsafgørelsen havde Kommissionen ikke modtaget oplysninger om lejekontrakterne før 2000, og om hvorvidt den lejekontrakt, som eksisterede indtil 2006, var blevet ændret efter 2000.
It can be concluded that no State aid was granted to the airlines in question.
Den kontrakt, der var gældende indtil 2006, kunne derfor have udgjort eksisterende støtte.
The Commission observes that Cirrus Airlines, which received direct payments from FSBesitzG in 2005 and 2006, filed for insolvency in January 2012; the insolvency procedure was opened in April 2012.
I åbningsafgørelsen analyseredes det endvidere, om rabatterne kunne være forenelig startstøtte i henhold til afsnit 5 i retningslinjerne for luftfart fra 2005.
As a consequence, Cirrus Airline has ceased its economic activity.
I sin vurdering satte Kommissionen spørgsmålstegn ved, om de forskellige betingelser for startstøtte var opfyldt.
As the outcome of the insolvency proceedings is not clear, the Commission is for the moment not in a position to take a view as to whether the investigation concerning the payments to Cirrus Airlines might have become devoid of purpose.
Starten på flyvningerne blev fastsat til den 29. marts 2005.
The payments to Cirrus Airline are therefore not subject to this Decision.
Kontrakten var baseret på en forretningsplan, som indeholdt passagertal og gennemsnitligt nettoafkast.
Therefore, the Commission concludes that the financing of FSBesitzG/FSG by way of capital injection to cover the losses in the years 2000–2012 constitutes State aid in so far as it was related to activities outside the public policy remit.
I åbningsafgørelsen blev det vurderet, om kontrakten med Cirrus kunne være forenelig startstøtte i henhold til afsnit 5 i luftfartsretningslinjerne fra 2005.
The aid constitutes new aid from 1 June 2007 onwards.
I sin vurdering satte Kommissionen spørgsmålstegn ved, om de forskellige betingelser for forenelig startstøtte var opfyldt.
Part of the aid is compatible investment aid pursuant to the 2005 Aviation Guidelines and part of the aid is compatible operating aid pursuant to the 2014 Aviation Guidelines.
Den 6. april 2011 undertegnede FSG en markedsføringsaftale med Air Berlin PLC & Co. Luftverkehrs KG (»Air Berlin«) med en varighed indtil den 2. maj 2014.
The Commission further concludes that the capital injections granted to vh Saar do not constitute State aid as vh Saar passed on all the public funds received and therefore did not itself obtain an economic advantage.
I henhold til aftalen forpligtede Air Berlin sig til at levere markedsførings- og reklametjenester til FSG.
The transfer of plots of land without a remuneration or at a price below the market price in the years 2002, 2003 and 2004 constitutes State aid in so far as it was related to activities outside the public policy remit.
I åbningsafgørelsen blev det endvidere vurderet, om markedsføringsaftalen kunne være forenelig startstøtte i henhold til afsnit 5 i retningslinjerne for luftfart fra 2005.
The aid is compatible as investment aid pursuant to the 2005 Aviation Guidelines.
Det blev i åbningsafgørelsen antaget, at kun én af de tre kendte garantier til FSBesitzG var blevet bevilget efter 2000.
The guarantees on loans were all granted before the year 2000 and therefore do not constitute State aid.
Dog forklarer Tyskland, at den pågældende garanti faktisk blev bevilget i løbet af 1999, dvs. før den afgørende dom i Aéroports de Paris-sagen.
The advantage contained in the comfort letters, if any, was passed on from vh Saar to FSBesitzG/FSG.
Tyskland hævder, at foranstaltningerne — hvis de skulle blive betegnet som statsstøtte — vil være forenelige med det indre marked i henhold til de betingelser, der er fastlagt i retningslinjerne for luftfart for 2005.
The 2006 lease contract involved State aid for FSBG, which is compatible operating aid pursuant to the 2014 Aviation Guidelines.
I denne henseende henviser Tyskland derfor til de argumenter, der blev fremsat for den generelle finansieringsforanstaltning, med påstand om, at de ligeledes kan anvendes her.
No State aid was granted to airlines through the 2007 schedule of charges and the marketing agreement with Air Berlin.