natgillin/translations-raw huggingface dataset:
Ryanair gør gældende, at de tjenesteydelser, der leveres til passagererne, ikke er grundlæggeende forskellige alt efter destinationen (lokale, nationale eller internationale flyvninger), og at kontrollen af internationale rejsendes rejsepapirer hører under statens beføjelser og derfor ikke bør finansieres via lufthavnsafgifterne.
SETTING OF THE PASSENGER CHARGES FOR TERMINAL MP2
Ryanair beklager, at Frankrig ikke udvidede sin udtalelse om differentieringen mellem nationale og Schengen-flyvninger til de flyvninger, der drives uden for Schengenområdet, og som giver anledning til anvendelse af en 56 % højere afgift i hovedterminalen.
Ryanair maintains that the decision setting the passenger charge applicable to Terminal mp2 is not imputable to the State, in accordance with the criteria explained by the Stardust Marine judgment [33].
Ryanair hævder også, at denne differentieringsordning udgør statsstøtte.
Ryanair underlines that the CCIs are regarded by French law as belonging to a specific category of public entities, characterised by a lack of subordination to the State [34].
Ryanair understreger, at Air France og dets tilknyttede selskaber driver størstedelen af de nationale flyvninger og derfor nyder godt af satsdifferentieringssystemet.
Ryanair therefore challenges the Commission's view, which simply presumes that the measures in question are imputable to the State due to the fact that the CCIMP is under state control, and points out that the Commission should examine, in each case, the specific circumstances determining whether or not the measure is imputable to the State.
Derfor beder Ryanair Kommissionen om blandt de foranstaltninger, der er genstand for nærværende undersøgelse, at medtage den fordel, som tildeles Air France som følge af differentieringen mellem flyvninger inden for og uden for Schengen, således at Ryanair kan søge erstatning ved de franske domstole.
Ryanair adds that, in the case of the CCIMP, France could not have initiated, or acted in such a way as to encourage, the adoption by the airport of the measures in question.
Ryanair har fremsendt supplerende oplysninger vedrørende AMS og den analyse, som Kommissionen skal foretage.
Ryanair maintains that, on the contrary, the DGAC repeatedly rejected the charges adopted by the CCIMP [35].
Ryanair hævder, at forekomsten af støtte i AMS-aftalen burde vurderes adskilt fra de øvrige foranstaltninger.
In the alternative, Ryanair maintains that the passenger charges for Terminal mp2 were set in accordance with the market economy operator test.
Men hvis Kommissionen beslutter at foretage en samlet vurdering af de betingelser, som Ryanair har i lufthavnen, foreslår Ryanair en økonomisk analyse og konkluderer, at AMS-aftalen på den baggrund ville være rentabel for lufthavnen på kort sigt.
Ryanair claims that, in its analysis, the Commission did not correctly apply the prudent operator test, as required by the Court of Justice [36], for a number of reasons.
CCIMP er enig med Frankrig i argumenterne om, at de foreskrevne tilskud og de tilskud, der er tildelt finansieringen af ikkeøkonomiske aktiviteter, ikke kan betegnes som statsstøtte.
Firstly, the Commission omitted to make a primary comparison between the charges applicable at Marseille Provence Airport and the market price.
CCIMP deler Frankrigs holdning til foreneligheden af den undersøgte støtte i henseende til betingelserne i retningslinjerne, især om proportionalitet og nødvendighed.
Ryanair has submitted a study that maintains that the market price for airport services can be established on the basis of a comparison with the prices paid at comparable private airports throughout Europe.
CCIMP understreger den direkte og indirekte økonomiske virkning af den nye terminal for Marseille-regionen og dens rolle i afhjælpningen af overbelastningen af de centralt beliggende lufthavne, den europæiske territoriale sammenhængskraft og styrkelsen af lufthavnskapaciteten i lyset af risikoen for overbelastning [39].
The airline uses a comparison with Luton, East Midlands, Prestwick and Liverpool airports.
CCIMP mener, at indretningen af en ny terminal var nødvendig for at give adgang til lavprisselskaber, der sjældent beflyver traditionelle infrastrukturer, hvis egenskaber ikke imødekommer deres økonomiske model.
It alleges that those airports are operated without State aid or public intervention and that the prices that it pays at those airports are, on average, three times lower than those at Marseille Provence Airport.
CCIMP minder om, at kun oprettelsen af en lavpristerminal gjorde det muligt at nærme sig lavprisselskabernes krav vedrørende lufthavnsafgifter på en gennemsigtig og ikkediskriminerende måde.
Ryanair therefore concludes that the price that it pays at Marseille Provence Airport for the airport services is not below the market price for those services and that the price paid does not therefore include elements of State aid.
DRIFTSTILSKUD TIL CCIMP
Secondly, the Commission included sunk costs in its calculations, instead of basing its assessment on incremental costs alone.
CCIMP præciserer i tråd med Frankrigs bemærkninger, at pengestrømmene på i alt […]* mio. EUR vedrører de bidrag, der er betalt til lufthavnens hovedafdeling for de leverede ydelser.
Ryanair notes in this respect that Marseille Provence Airport was constructed in 1922 and was used in particular, before the liberalisation of air transport, for regional traffic funded by the State in the form of a public service and as a base for forest firefighting aircraft.
CCIMP understreger, at der ikke foregår finansielle overførsler af midler fra handels- og industrikammeret til lufthavnen Marseille Provence.
Ryanair adds that, in order to address the drop in traffic recorded between 2001 and 2003, the airport implemented a strategy to open up to low-cost airlines by creating a terminal specifically designed for their use.
CCIMP minder om, at lufthavnen Marseille Provence som enhver anden virksomhed i regionen skal betale skat til handels- og industrikamrenes udgifter, og at denne skat i 2010 beløb sig til 213553 EUR.
Ryanair points out that, for a number of years, it has accounted for over 40 % of the traffic at Terminal mp2.
CCIMP vurderer, at den såkaldte bidragsmetode, der bruges til at beregne rentabiliteten i terminal mp2, er den eneste metode, der gør det muligt at tage hensyn til overførslen af et selskab fra den ene til den anden terminal, idet stordriftsfordele indebærer stabilitet i de omhandlede omkostninger, mens fordelingen på terminalerne ville medføre en formindskelse i hovedterminalen.
Ryanair maintains in this case that, on the date when it started to operate from Marseille Provence Airport, given the contractual undertakings that it had made regarding the volume of passengers carried, the airport operator could legitimately have expected a significant increase in traffic due to Ryanair's presence at the airport.
CCIMP minder om, at oprettelsen af terminal mp2 medførte en samling af visse omkostninger for de to terminaler, hvilket mindskede hovedterminalernes omkostninger, og en udskydelse af visse investeringer (udskydelse af opførelsen af registreringszonen for europæiske flyvninger og afgangshallen for europæiske og internationale flyvninger).
Ryanair asserts that, as the economic situation at small regional airports with overcapacity is different from that analysed by the Court of Justice in the Charleroi judgment, the cost analysis, if applicable to them, must be adapted.
INCITAMENTER TIL ÅBNING AF NYE RUTER
Taking into account only the incremental costs and revenues associated with the agreements concluded with Ryanair would reflect the conduct of a prudent market economy operator.
CCIMP erklærer at have iværksat en udviklingsplan med henblik på at øge beflyvningen af lufthavnen, især gennem åbning af nye ruter.
Ryanair adds that the costs associated with investments made before its arrival and fixed operating costs must not be taken into account.
Ifølge CCIMP skal incitamenterne opfylde dette formål i overensstemmelse med normal praksis for lufthavnsforvaltere, sådan som Kommissionen har anført i sin afgørelse om lufthavnen i Manchester [40].
Ryanair further states that whether the airport in general is profitable or loss making is irrelevant in terms of the existence of aid for the benefit of the airline.
Den indførte ordning skal ifølge CCIMP betragtes som en kommerciel praksis uden støtte efter artikel 107 i TEUF, idet ordningen er åben, ikkediskriminerende og gældende i et begrænset tidsrum på grundlag af objektive kriterier.
Ryanair maintains that the cost analysis conducted by the Commission for the prudent operator test is incorrect as it fails to take account of the service level offered at Terminal mp2, which is below the level of the services offered to traditional airlines and is therefore in line with the applicable level of charges.
CCIMP gør gældende, at betegnelsen støtte ligeledes skal udelukkes, idet en fornuftig markedsøkonomisk aktør kunne have valgt at indføre samme ordning på samme vilkår.
Ryanair asserts that Terminal mp2 offers only basic infrastructures [37] and has a considerably smaller area per passenger compared with the main terminal (1,66 m2 as opposed to 6,06 m2).
CCIMP tilføjer, at der fortsat er tale om en rimelig ordning vurderet på baggrund af normal praksis for markedet, som den bør sammenlignes med.
Ryanair argues that low-cost airlines should not pay charges for services that they do not use, or that they use to a lesser extent than traditional airlines [38].
MARKEDSFØRINGSSTØTTE — AFTALEN MED AMS
Ryanair points out that it applies baggage fees to encourage its passengers not to check luggage, which has had the result that only one-third of Ryanair passengers check baggage.
CCIMP hævder at have handlet som en fornuftig markedsøkonomisk aktør ved at indgå en aftale med AMS.
Moreover, Ryanair passengers take their baggage themselves from the check-in desks to security, which eliminates the need for any infrastructure at the terminal.
CCIMP præciserer, at det har betalt en pris for de leverede ydelser, der tydeligvis er proportional og rimelig i betragtning af praksis i sektoren, og bestrider relevansen af den undersøgelse, som Air France har fremlagt, og som kun omhandler generelle websteder.
By comparison, Ryanair notes that Air France makes extensive use of the ground handling services associated with baggage at the airport.
CCIMP minder om, at de produkter, der fremmes på Ryanairs websted, omvendt henvender sig til et bredt felt af internetbrugere, som søger efter flybilletter.
Ryanair maintains that its aircraft are the largest operating at Marseille Provence Airport, which means that the airport does not have to incur the opportunity costs associated with the operation of small aircraft in relation to the number of passengers carried.
CCIMP minder om, at den årlige omkostning ved AMS-aftalen fordelt på antal befordrede passagerer var i størrelsesordenen […]* EUR i 2010.
Ryanair stresses that it operates on the basis of 25-minute rotations, whereas the traditional airlines, such as Air France, have rotation times between 45 and 60 minutes.
TILSKUDDENE TIL CCIMP
Ryanair also notes that the criteria for using Terminal mp2 include the requirement to use C-type aircraft that can accommodate up to 200 seats and operate with reduced rotation times.
Sammenslutningen af Europæiske Luftfartsselskaber (AEA — Association of European Airlines) minder om, at den støtter alle foranstaltninger, der vil kunne bidrage til regionaludvikling, men at tilskud tildelt små regionale lufthavne ikke må virke konkurrencefordrejende.
Lastly, Ryanair criticises the fact that the Commission has not taken into account in its decision the positive externalities associated with Ryanair's presence at the airport, namely the fact that the infrastructure's value has increased due to its presence, bearing in mind the risks inherent in operating the initial routes from the airport.
Luftfartssektoren burde ifølge AEA betragtes som en erhvervssektor, hvor enhver intervention, lovbestemt eller finansiel, vil kunne fremkalde konkurrencefordrejninger.
Moreover, Ryanair claims that the presence of an airline at an airport creates a ripple effect leading to an increase in passenger numbers at that airport, and therefore an improvement in its commercial and transport infrastructures, which makes the airport more attractive.
Tilskuddene til små regionale lufthavne er derfor kun acceptable, hvis de kommer samtlige brugere til nytte uden forskelsbehandling og ikke skaber fordrejninger mellem lufthavnene i samme opland.
Ryanair underlines that it contractually undertook to carry a certain number of passengers to and from Marseille Provence Airport, which has therefore helped to generate these externalities, as apparently proven, firstly, by the increase in traffic at the airport, and particularly at Terminal mp2, and secondly by the increase in the number of airlines operating from the airport.
AEA gør gældende, at det er nødvendigt, at der bliver vedtaget en forpligtende ramme på europæisk plan for luftfartssektoren som helhed for at forhindre ukontrollerede tilskud og garantere en ramme for konkurrence mellem de erhvervsdrivende.
Ryanair also highlights that this type of undertaking means that it is the airline that bears all the risk associated with operating the route, which proves that the airport is in a position to accept a lower rate of return than it would have required in the absence of such undertakings.
Den skulle bygge på princippet om en undersøgelse af infrastrukturstøtten afhængigt af efterspørgslen på afbenyttelse heraf og ikke favorisere en flytning af trafikken mod regioner, hvor efterspørgslen ikke er ret dynamisk.
Ryanair encourages the Commission to adopt the ‘single till’ approach in its analysis, which involves taking joint account of both the aeronautical revenue and the commercial revenue generated by the presence of an airline at an airport.
DIFFERENTIERING AF SATSERNE I TERMINAL MP2
Ryanair notes in this respect that it carries more passengers per flight than Air France and that it operates ‘point-to-point’ flights where the passengers, in its opinion, are more likely to generate commercial revenue than transit passengers.
AEA støtter tanken om, at en lufthavn kan differentiere sin infrastruktur alt efter det serviceniveau, der tilbydes brugerne.
Ryanair underlines that, since it started operating at Marseille Provence Airport, numerous businesses and several vehicle rental companies have set up in Terminal mp2 and that the non-aeronautical revenue generated by these activities contributes to the terminal's profitability.
AEA gør imidlertid gældende, at lufthavnen i så fald ved beregningen af afgifterne skal respektere principperne om gennemsigtighed og proportionalitet i forhold til omkostningerne.
Ryanair argues further that the fact that the charges set for Terminal mp2 meet the market economy operator test proves that there has been no redistribution to Ryanair of the public resources allocated to the airport operator.
AEA anfører, at det i praksis drejer sig om at skelne mellem omkostningerne ved benyttelsen af de fælles infrastrukturer henholdsvis de specifikke infrastrukturer.
Even if it is proven that the airport has benefited from aid, Ryanair claims that it cannot be concluded that it has been the final beneficiary of that aid.
Ifølge AEA burde alle luftfartsselskaber betale de samme satser for at benytte de centrale infrastrukturer (baner, parkering, luftfartssikkerhedsudstyr, sikkerhedskontrol, bagagehåndtering, miljøafgifter og i givet fald afgifter for støjforurening).
Next, Ryanair maintains that the charges applied at Terminal mp2 are not in any way selective, as the Commission has not proven that Ryanair has benefited from more favourable conditions than other airlines at Marseille Provence Airport.
Terminal- og groundhandlingafgifter kan variere fra terminal til terminal alt efter kvaliteten af den service, der tilbydes luftfartsselskaberne og bør fastsættes på basis af de afholdte udgifter.
Ryanair underlines that it is not enough to find that different levels of charges are applied to different airlines in order to reach this conclusion, but that the Commission should take account of the cost of the services offered to each airline by the airport as well as the positive externalities and non-aeronautical revenue generated by each airline.
AEA gør ligeledes gældende, at adgangen til terminaler med nedsat serviceniveau ikke bør være begrænset til lavprisselskaber, men være åben for samtlige luftfartsselskaber i overensstemmelse med princippet om ikkediskrimination.
Ryanair notes that its business model means that it carries, on each flight, a higher number of passengers than other airlines and that this saving made by the airport in the opportunity costs thus avoided must be reflected in the level of charges applied to Ryanair.
For at sikre, at der ikke foregår konkurrencefordrejning mellem luftfartsselskaberne i en given lufthavn, understreger AEA, at lufthavnsforvalteren ikke må hæve afgifterne i hovedterminalen for at kompensere for de omkostninger, der er forbundet med terminalen, der leverer et nedsat serviceniveau.
Lastly, Ryanair claims that the differentiation of charges between national flights and international flights constitutes abusive discrimination pursuant to Article 102 TFEU as it results from a decision made by the airport, given its dominant position in terms of the infrastructure's availability.
STARTSTØTTE
Ryanair maintains that the services provided to passengers do not fundamentally differ according to their destination (domestic, national or international flight) and that the checking of international passengers' travel documents is a state responsibility and should not therefore be funded through the airport charges.
AEA gør gældende, at luftfartsselskaberne er de sande modtagere af disse støtteordninger, idet de regionale lufthavne kun indirekte nyder godt af dem.
Ryanair regrets that France has not extended the finding made on the differentiation between national flights and Schengen flights to non-Schengen flights, which has resulted in the application of a charge that is 56 % higher than at the main terminal.
AEA mener ikke, at en sådan støtte bør gives til ruter, som allerede bliver drevet af et luftfartsselskab.
Ryanair also maintains that this differentiation mechanism constitutes State aid.
AEA præciserer, at lufthavne med en indbyrdes afstand på 100 km i bil eller 120 minutter i TGV ideelt set bør betragtes som værende beliggende i samme opland.
Consequently, Ryanair asks the Commission to include, in the measures covered by this investigation, the advantage granted to Air France resulting from the differentiation of charges between Schengen flights and non-Schengen flights so that it can seek damages before the French courts.
AEA vurderer, at tre år er en usædvanlig lang periode i henseende til en startstøtte.
Ryanair has submitted additional information on the subject of AMS and the analysis to be conducted by the Commission.
AEA gør gældende, at en rute først viser sin rentabilitet efter nogle måneder, dog maksimalt et år.
Ryanair maintains that the existence of aid in the AMS agreement should be assessed separately from the other measures.
AEA understreger, at støtten ikke bør dække tilbagevendende driftsomkostninger såsom afskrivninger af flyene, omkostninger ved leje af fly eller benyttelse af lufthavnsinfrastrukturer.
However, if the Commission decides to assess this together with the conditions from which Ryanair has benefited at the airport, Ryanair has submitted an economic analysis and concludes on this basis that the AMS agreement would have been profitable for the airport in the short term.
Startstøtte må ifølge AEA ikke kunne kumuleres med andre former for støtte, der er ydet til driften af samme rute.
The CCIMP agrees with France's arguments that the subsidies subject to limitation and the subsidies allocated to finance non-economic activities cannot be classed as State aid.
AEA understreger, at den tildelte støtte i luftfartssektoren altid skal være restriktiv og kun kan tillades på grundlag af en undersøgelse fra sag til sag.
In the alternative, the subsidies constituting State aid are compatible with the TFEU rules, in particular on the basis of Article 107(3)(c) TFEU.
AEA gør gældende, at støtte kun må ydes på grundlag af en gennemsigtig og ikkediskriminerende procedure.
The CCIMP agrees with France's view on the compatibility of the aid under investigation with the conditions laid down by the guidelines, in particular the conditions of proportionality and necessity.
Betingelserne for at opnå startstøtte bør offentliggøres i Den Europæiske Unions Tidende.
The CCIMP underlines the direct and indirect economic impact of the new terminal in the Marseille region and its role in reducing congestion at the central airports, ensuring European territorial cohesion and airport capacity-building given the risks of saturation [39].
Endvidere hævder AEA, at hvert finansielt bidrag tildelt af en regional myndighed eller en regional lufthavn bør anmeldes til den pågældende medlemsstat mindst tre måneder før ikrafttrædelsen, således at medlemsstaten kan vurdere, om det er nødvendigt at informere Europa-Kommissionen derom.
The CCIMP considers that the development of a new terminal was essential to attract low-cost airlines that rarely operate from traditional infrastructures, which have characteristics that do not fit with their business model.
AEA understreger, at det i tilfælde af en anmeldt støtte er vigtigt at minde de lokale myndigheder om, at enhver udbetaling af støtte før Europa-Kommissionens godkendelse betragtes som ulovlig støtte.
The CCIMP states that only the creation of a low-cost terminal could meet the requirements of the low-cost airlines in terms of airport charges, under conditions of transparency and non-discrimination.
AMS hævder, at købet af markedsføringsydelser på ingen måde var knyttet til beslutningerne om de gældende lufthavnsafgifter og ikke adskilte sig fra andre køb af annonceplads.
OPERATING SUBSIDIES GRANTED TO THE CCIMP
AMS minder i øvrigt om, at det organisatoriske kriterium, hvorpå Kommissionen bygger sin analyse for at fastslå tilregnelse til staten af handels- og industrikammerets beslutninger, er utilstrækkeligt i henseende til de krav, som stilles ifølge retspraksis fra Stardust Marine-dommen [41].
The CCIMP explains, in line with the comments made by France, that the financial flows totalling EUR […]* million involved contributions paid to the CCI's general arm for services rendered.
AMS hævder dernæst, at indgåelsen af aftalen om køb af markedsføringsydelser er i overensstemmelse med en fornuftig markedsøkonomisk aktørs adfærd.
It stresses that there was no financial transfer of resources from the CCI to Marseille Provence Airport.
AMS understreger, at denne aftale ligner de aftaler, der blev indgået med private lufthavne som Liverpool og Oslo Rygge, der utvivlsomt har handlet som fornuftige markedsøkonomiske aktører.
It notes that, like any other business in the region, Marseille Provence Airport must pay the tax to cover the costs of chambers of commerce and industry, which totalled EUR 213553 in 2010.
AMS præciserer, at selskabet ikke behandler offentlige og private lufthavne forskelligt, og at de anvendte satser er offentliggjort og lettilgængelige på dets websted.
The CCIMP points out that the low-cost Terminal mp2 offers simplified services, which allows differentiated charges to be applied, and confirms that all costs were taken into account when setting those charges.
Subsidiært gør AMS gældende, at de forlangte satser er i overensstemmelse med markedspriserne.
The CCIMP therefore concludes that Marseille Provence Airport is able to invoke the prudent operator principle to justify the existence of differentiated charges at each of the terminals.