natgillin/translations-raw huggingface dataset:
Den 27. juli 2011 ophævede Conseil d'État [10] CCIMP's beslutning af 25. maj 2009, som fastsatte passagerafgiftssatserne i terminal mp2 for 2008 og 2009 og med virkning fra den 1. august 2009, idet disse satser blev beregnet under hensyntagen til et tilskud på 2,4 mio. EUR tildelt af Conseil général til finansiering af en del af opførelsen af terminal mp2, som lufthavnen Marseille Provence var direkte og luftfartsselskaberne indirekte modtagere af.
Air France challenged the original charges at Marseille Provence Airport for 2006, 2007 and 2008 and these were annulled by the Council of State.
Ifølge Conseil d'État giver denne beslutning anledning til en uregelmæssigt tildelt statsstøtte, som derved gør CCIMP's beslutning ulovlig.
On 7 May 2008 the Council of State annulled [8] the approved passenger charges applicable to Terminal mp2 at Marseille-Provence airport as from 1 June 2006, as well as those applicable from 1 January 2007, due to the accounting information used to calculate the charge not providing sufficient justification.
Conseil d'État fandt ligeledes, at den omstændighed, at afgiftssatserne i terminal mp2 blev ophævet, ikke indvirker på lovligheden af de satser, der blev fastsat for terminal mp1, idet det understreger, at disse er begrundet i præcise beregninger.
In this case, the Council of State did not annul the passenger charges applicable to the main terminal.
Conseil d'État præciserer i sin afgørelse, at det fremgår af sagens akter, at en udgiftspost på ca. 800000 EUR til kommunikation, som ifølge ansøgerne (Air France og Britair) skulle have været debiteret terminal mp2 alene, reelt fuldt ud var blevet bogført på generalomkostningerne og fordelt på de to terminaler ifølge en fordelingsnøgle, hvorom det ikke er fastslået, at den er udtryk for et åbenbart urigtigt skøn.
On 26 December 2008 the Council of State annulled the passenger charges applicable to the main terminal and to Terminal mp2 at Marseille-Provence airport as from 1 January 2008.
Conseil d'État konstaterer endelig, at de ansøgende selskaber trækker deres begæring om ophævelse af de fremmende foranstaltninger til udvikling af trafikken tilbage.
Based on this audit, the CCIMP decided on new passenger charges that were applicable retroactively.
I hele perioden var afgifterne i terminal mp2 57-66 % lavere for den nationale trafik og 66-80 % lavere for flyvninger inden for EU [12] end afgifterne i hal 1-4 for henholdsvis national trafik, trafik inden for EU og internationale flyvninger.
These retroactive charges applied to Terminal mp1 (Halls 1 to 4) for 2008, and to Terminal mp2 for 2006 to 2008.
Passagerafgifterne for passagerer, der boarder fra hal 1-4 i lufthavnen, har traditionelt været opdelt efter destinationen med tre forskellige satser: en sats for nationale flyvninger, en sats for flyvninger til en destination i EU og en sats for internationale flyvninger.
By decision of 25 May 2009, the CCIMP set the passenger charges applicable from 1 August 2009.
De gældende satser i 2006 og 2007 var oprindelig fastsat ved CCIMP's beslutning af 26. juli 2006.
As the supervisory authorities objected to the charges proposed by the CCIMP as from 1 July 2010, the charge from 1 August 2009 continued to apply.
Satserne afspejlede en klart lavere afgift på nationale flyvninger.
On 17 July 2009 Air France lodged an application with the Council of State seeking annulment of the CCIMP's decision of 25 May 2009 in so far as it set the passenger charges applicable retroactively to Terminals mp1 and mp2 as from 1 January 2008 and also the passenger charges applicable from 1 August 2009.
Forskellen var over 50 %.
On 17 July 2009 Air France also lodged an interim application.
Efter en klage fra Ryanair blev der indledt en overtrædelsesprocedure.
On 28 July 2009 the Council of State suspended payment of 20 % of the passenger charge due for 2008 and from 1 July 2009.
Frankrig oplyste i sit notat af 2. august 2007 Kommissionen om, at man »gentagne gange havde mindet lufthavnsforvalteren om, at det var nødvendigt at bringe denne afgiftsforskel alt efter destination til ophør, idet den ikke kunne begrundes i forskelle i omkostningsniveauet«.
Pending a judgment on the main action, this suspension was applied to the charges renewed in 2010 and from 1 January 2011.
Der blev vedtaget nye afgiftssatser for regnskabsårene 2006 og 2007, og den ulovlige differentiering ophørte derefter.
On 14 June 2010 Air France lodged an application with the Council of State seeking annulment of the CCIMP's decision of 2010, which renewed the previous charges as from 1 July 2010.
NEDSÆTTELSE AF VISSE LUFTHAVNSAFGIFTER I FORBINDELSE MED OPRETTELSE AF NYE RUTER
On 27 July 2011 the Council of State [10] annulled the CCIMP's decision of 25 May 2009, which set the passenger charges for Terminal mp2 for 2008, 2009 and from 1 August 2009, on the basis that these charges were calculated taking into account a subsidy of EUR 2,4 million granted by the Departmental Council of Bouches-du-Rhône to fund part of the mp2 terminal construction work, of which Marseille Provence Airport was the direct beneficiary and the airlines were the indirect beneficiaries.
Rabatten gælder landings-, markerings- og opholdsafgifter for passagerflyvninger og landings- og markeringsafgifter for fragtflyvninger.
The Council of State also ruled that the fact of the charges for Terminal mp2 being annulled had no effect on the lawfulness of the charges set for Terminal mp1, which it underlined were justified by precise accounting studies.
Den anvendte rabat er på 90 % det første driftsår og 50 % det andet år.
The Council of State stated in its decision that it was apparent from the evidence on record that communication costs of around EUR 800000, which, according to the applicants (Air France and Britair), should have been charged only to Terminal mp2, had in fact been charged in full to overheads and were therefore split between the terminals according to a formula that had not been proven as being vitiated by a manifest error of assessment.
Rabatterne gives kun for en ny rute, som opfylder følgende betingelser: [14]
The Council of State therefore confirmed the passenger charges for Terminal mp1.
den nye rute skal drives med destination i en lufthavn, der ikke regelmæssigt blev befløjet på tidspunktet for rutens oprettelse
In the same decision, the Council of State annulled the landing charge for 2009 on the ground that it covered nearly three times the costs of providing this service and accounted for over a quarter of the total revenue from the airport charges.
den nye rute skal drives med destination i en lufthavn, der ligger mindst 75 km fra en lufthavn, der allerede beflyves, eller hvis opland adskiller sig væsentligt fra oplandet til en lufthavn, der allerede beflyves
It did not therefore allow for limited offsetting between the revenue from this charge and the revenue from other charges, as required by national law [11].
rutens destination må ikke ligge i en radius af 160 km fra en destination, der er blevet befløjet i løbet af de foregående 12 måneder af selskabet selv, et af dets datterselskaber, et selskab i samme koncern eller knyttet til selskabet gennem forretningsaftaler (f.eks. en franchiseordning eller fælles rutenummer på den pågældende destination)
Lastly, the Council of State noted that the applicants had withdrawn their request for annulment of the traffic development incentive measures.
ruten skal drives med mindst én ugentlig afgang i mindst to på hinanden følgende måneder
On 15 December 2010 Air France lodged an application with the Council of State seeking annulment of the CCIMP's decision of December 2010, which renewed the previous charges as from 1 July 2011.
i den periode, hvor en lufttransportvirksomhed nyder godt af ovennævnte rabatter på beflyvningen af en given destination, vil en eller flere andre virksomheder, der måtte beslutte at drive en rute til samme destination, få adgang til den samme foranstaltning i det tidsrum, der er defineret for den førstnævnte virksomhed.
Air France eventually withdrew in 2011 all its actions brought at national level.
Rabatterne på afgifterne er tildelt de selskaber, der driver virksomhed fra såvel terminal mp1 som terminal mp2.
Throughout the period, the charges for Terminal mp2 were 57 % to 66 % lower for national traffic and 66 % to 80 % lower for intra-EU flights [12] compared with the charges for Halls 1-4, respectively for national traffic, intra-EU traffic and international traffic.
Luftfartsselskabet Air France såvel som dets datterselskaber Britair og Regional anlagde herefter et annullationssøgsmål ved Conseil d'État vedrørende CCIMP's beslutning om fastsættelse af afgiftssatser for årene 2008 og 2009, herunder ikke alene lufthavnsafgiftssatserne, men også støtteordningen for oprettelse af nye ruter.
REDUCED PASSENGER CHARGES FOR NATIONAL FLIGHTS
Dette annullationssøgsmål var ledsaget af en begæring om en foreløbig suspendering, som Conseil d'États dommer (i sager om foreløbige forholdsregler) ved en hastesagskendelse af 28. juli 2009 delvis imødekom ved bl.a. at suspendere denne støtteordning.
The passenger charges applicable for passengers departing from Halls 1-4 at the airport have traditionally differed according to the destination of flights, with one charge for national flights, one charge for flights to destinations within the European Union, and one charge for international flights.
Fra den 1. februar 2010 til den 31. oktober 2011 iværksættes den nye rabat på landings-, markerings- og opholdsafgifter til fordel for alle de selskaber, der opfylder de objektive kriterier for tildeling heraf.
The charges were significantly lower for national flights, with a difference of over 50 %.
Der anvendes følgende rabatter:
Following a complaint by Ryanair, infringement proceedings were initiated.
60 % i det første driftsår
France informed the Commission in its note of 2 August 2007 that it had ‘reminded the operator on numerous occasions that it must end the difference between charges according to the destination of flights as this could not be justified by a difference in costs’.
45 % i det andet driftsår
New charges were adopted for 2006 and 2007 and the differentiation in question was abandoned for the future.
20 % i det tredje driftsår.
REDUCTION OF CERTAIN AIRPORT CHARGES IN CONNECTION WITH THE CREATION OF NEW ROUTES
Rabatterne gives kun for en ny rute, som opfylder følgende betingelser: [16]
To encourage the creation of new routes or improvements in flight schedules, preferential charging conditions can be granted to airlines.
passagerflyvninger og fragtflyvninger
This discount applies to the landing, lighting and parking charges for passenger flights and to the landing and lighting charges for cargo flights.
den nye rute skal drives med mindst én ugentlig afgang i mindst fire på hinanden følgende måneder
An initial arrangement for the reduction of airport charges was introduced by the CCIMP by decision of 7 September 2004 and came into force on 1 March 2005.
den nye rute må ikke være blevet befløjet i løbet af de foregående 18 måneder af selskabet selv, et af dets datterselskaber, et selskab i samme koncern eller knyttet til selskabet gennem forretningsaftaler
This arrangement was applied until 31 July 2009.
Hvis der sker en sæsonbetinget lukning af ruten, vil den faldende rabatordning fortsætte, når ruten genåbner, som om den ikke var ophørt, dvs. lukkeperioden regnes med i rabatperioden.
The discount applied was 90 % in the first year of operation and 50 % in the second year.
Denne støtteforanstaltning gælder for lufthavnen Marseille Provence i begge terminaler og for alle selskaber.
These discounts were only granted for a new route meeting the following conditions [14].
GRATIS OPHOLD OM NATTEN
the new route had to be operated to an airport without a regular service when the route was created;
passagerbefordring
the new route had to be operated to an airport at least 75 km away from an airport already served or with a substantially different catchment area from that of an airport already served;
fem ugentlige afgange til samme destination i mindst en IATA-sæson
the route's destination could not be within a 160 km radius of a destination served during the previous 12 months by the same airline, one of its subsidiaries, an airline belonging to the same group or an airline connected by commercial agreements (in particular franchise, code-sharing to said destination, etc.);
fly, der holder stille i mindst seks timer i træk mellem kl. 22.00 og kl. 6.00.
the route had to be operated at least once a week for a minimum of two consecutive months;
FINANSIERING AF MARKEDSFØRINGSAKTIVITETER
during the period that an airline was benefiting from the above reductions due to operating to a given destination, if one or more other airlines decided to operate a route to this same destination, the latter would benefit from the same measure for the same timescale as that set for the first airline.
Ved beslutning af 21. november 2005 indførte CCIMP en støtteordning som incitament til oprettelse af nye ruter i form af en delvis dækning af omkostningerne til specifik markedsføring og annoncering i medier, der var godkendt af lufthavnen Marseille Provence.
The discounts were granted to airlines operating from both Terminal mp1 and Terminal mp2.
Ifølge ordningen skulle luftfartsselskabet for at opnå dækning dokumentere deres udgifter til reklame for den pågældende rute.
In a judgment of 30 June 2009, Marseille Administrative Court allowed Air France's application seeking annulment of the charge reduction arrangement adopted in 2005.
Støtten kunne ikke overstige 50 % af de dokumenterede udgifter.
The CCIMP did not appeal against this judgment as, in the meantime, the incentive arrangement had been partly renewed based on a new charging decision.
Beslutningen om at indføre en markedsføringsstøtte blev truffet uden forudgående tilladelse fra Frankrig, og før Kommissionen offentliggjorde sin meddelelse »EF-retningslinjer for finansiering af lufthavne og statslig startstøtte til luftfartsselskaber, som opererer fra regionale lufthavne« (i det følgende benævnt »2005-retningslinjerne«) [17].
Air France and its subsidiaries Britair et Regional then lodged an action for annulment with the Council of State against the CCIMP's decision setting the charges for 2008 and 2009, which included not only the aeronautical charges but also the arrangement incentivising the creation of new routes.
Ved brev af 22. august 2006 bad Frankrig CCIMP om at bringe ordningen til ophør senest den 1. juni 2007 med den begrundelse, at en sådan markedsføringsstøtte ikke overholdt de kriterier, der var fastlagt i 2005-retningslinjerne.
This action for annulment was accompanied by an interim application for suspension, which the Council of State, in an interim ruling of 28 July 2009, partly allowed by ordering, in particular, the suspension of this incentive arrangement.
CCIMP bekræftede, at det oprindeligt planlagte bidrag til markedsføringsudgifterne kun blev iværksat i et enkelt tilfælde, nemlig BMI Baby [for under 300000 EUR]*.
In its decision on the main action of 27 July 2011 [15], the Council of State noted that the applicants had withdrawn their requests for annulment of the traffic development incentive measures for 2009 and 2010.
AFTALEN OM KØB AF ANNONCEPLADS INDGÅET MED AMS
From 1 February 2010 to 31 October 2011, the new discount in the landing, lighting and parking charges was applied to the benefit of all airlines meeting the objective conditions for this to be granted.
Den 19. maj 2006 indgik CCIMP en femårig aftale uden forudgående udbudsprocedure eller bekendtgørelse om køb af annonceplads med Airport Marketing Services, som er et 100 % ejet datterselskab af luftfartsselskabet Ryanair.
The discount applied was:
[…]* EUR om måneden fra november 2006 til oktober 2007
45 % in the second year of operation; and
[…]* EUR om måneden fra november 2007 til maj 2008
20 % in the third year of operation.
[…]* EUR om måneden fra juni 2008.
These discounts were only granted for a new route meeting the following conditions [16]:
Det præciseres i Cocoécos beslutning af 18. februar 2009 vedrørende den fastsættelse af afgiftssatser, der var genstand for beslutningen af 25. maj 2009, at »udgiften til AMS-aftalen i aftaleperioden, dvs. oktober 2006-oktober 2011, er […]* EUR eller […]* EUR om året«.
passenger fights and cargo flights were eligible;
Frankrigs oplysninger gør det ligeledes muligt at fastslå udgiften til AMS-aftalen, jf. tabel 2:
the new route had to be operated at least once a week for a minimum of four consecutive months;
Tabel 2
the new route had to be operated to an airport at least 50 km away from an airport already served or with a substantially different catchment area from that of an airport already served;
Udgifter til AMS-aftalen ifølge Frankrigs oplysninger (i 1000 EUR)
the new route could not have been operated during the previous 18 months by the same airline, one of its subsidiaries, an airline belonging to the same group or an airline connected by commercial agreements.
Aftalens formål var ifølge CCIMP at sikre reklame for destinationen Marseille med henblik på at tiltrække et stort antal passagerer.
In the event of seasonal suspension, the discount was re-applied when the route's operation resumed, as if it had never been suspended: the period of interruption was included in the discount period.
Dette ville gøre det muligt at garantere terminal mp2's beståen og en god indtjening på de tjenesteydelser, som lufthavnsforvalteren tilbød.
This incentive measure applied to both terminals and all airlines at Marseille Provence Airport.
CCIMP vurderer, at følgende to forudsætninger skulle være opfyldt for at nå dette mål:
FREE OVERNIGHT PARKING
et stort antal internetbrugere
In its submission of 28 December 2010, the CCIMP mentions the introduction of the ‘waived overnight parking charge’ measure as from 1 February 2010.
europæiske internetbrugere, der er interesserede i lavprismodellen.
As a result, parking between 22.00 and 06.00 is free under the following conditions:
CCIMP begrunder indgåelsen af aftalen med AMS med det forhold, at kun dette selskabs websted i 2006 kunne dække CCIMP's behov i denne henseende, idet det tilbød følgende tjenesteydelser:
passenger transport activity;
et unikt system udelukkende til salg af billetter for Ryanair, som var det eneste selskab, der havde forpligtet sig til at oprette en stor base i den nye terminal mp2
five weekly frequencies to the same destination during a minimum IATA season;
et stort antal internetbesøgende, som er målgruppe for CCIMP's reklamepolitik
aircraft parking for at least six consecutive hours between 22.00 and 06.00.
markedsføringsydelser tilpasset køb af flybilletter til destinationen Provence.
FINANCING OF MARKETING ACTIVITIES
Klageren mener på sin side, at aftalen med AMS er en støtte til Ryanair for at trække dette selskab til Marseille.
By decision of 21 November 2005, the CCIMP introduced a financial incentive arrangement for the creation of new routes by partly paying the specific marketing and promotional costs incurred for media approved by Marseille Provence Airport.
Klageren fremsender i den forbindelse dokumentation til støtte for sit synspunkt på grundlag af materialet til mødet i CCIMP's lufthavnsudvalg den 15. november 2005.
Under this arrangement, the beneficiary airline had to provide proof of the expenditure on promoting this route.
FORRETNINGSPLANEN FOR TERMINAL MP2 OG ANVENDELSE AF DET MARKEDSØKONOMISKE INVESTORPRINCIP
The aid amount could not exceed 50 % of the proven expenditure.
I november 2004 udarbejdede CCIMP en forretningsplan for at påvise rentabiliteten i terminal mp2.
The decision to introduce a ‘marketing’ payment was made, without prior authorisation by France, before the publication of the Communication from the Commission — Community guidelines on financing of airports and start-up aid to airlines departing from regional airports (‘the 2005 Guidelines’) [17].
Forretningsplanen, som Frankrig fremlagde, indeholder en sammenligning for perioden 2004-2020 mellem to scenarier henholdsvis med og uden terminal mp2.
By letter of 22 August 2006, France asked the CCIMP to end this arrangement no later than 1 June 2007 on the basis that this type of ‘marketing’ payment did not meet the criteria laid down by the 2005 Guidelines.
Ifølge Frankrig andrager de samlede værdier af de årlige pengestrømme i perioden 2004-2020 og den bogførte nettoværdi i 2020:
The CCIMP confirmed that the marketing expenditure contribution initially envisaged had not been applied, except for one contribution [of less than EUR 300000]* to bmibaby.
[…]* mio. EUR i scenariet uden terminal mp2
AGREEMENT TO PURCHASE ADVERTISING SPACE WITH AMS
[…]* mio. EUR i scenariet med terminal mp2
On 19 May 2006 the CCIMP concluded, for a term of five years, without prior publicity or competitive tendering, an agreement to purchase advertising space with the company Airport Marketing Services (‘AMS’), a wholly-owned subsidiary of the airline Ryanair.
Frankrig konkluderer derfor, at scenariet med terminal mp2 er […]* mio. EUR mere fordelagtigt end scenariet uden terminal mp2, hvilket skulle svare til en rentabilitet på […]* %
According to the provisions of this agreement, the CCIMP was to pay AMS:
Forretningsplanen indeholder ligeledes en følsomhedsanalyse i henseende til de forskellige trafik- og satshypoteser.
EUR […]* per month between November 2006 and October 2007,
De to trafikscenarier, der er blevet analyseret, er et scenarie »uden overførsel af Air Frances navette« og et scenarie »med mindre vækst i trafikken i terminal mp2«.
EUR […]* per month between November 2007 and May 2008,
De to satsscenarier, der blev analyseret, var med en passagerafgiftssats på henholdsvis […]* EUR og […]* EUR for mp2.
EUR […]* per month from June 2008.
I 2005 blev forretningsplanen ajourført.
It was indicated in the Cocoéco decision of 18 February 2009 on the charges that were set in the decision of 25 May 2009 that ‘the cost of the AMS agreement over the agreed term, i.e. October 2006-October 2011, is EUR […]*, i.e. EUR […]* per year’.
Ved den lejlighed blev der simuleret tre scenarier.
The information provided by France also allows the cost of the AMS agreement to be determined, as indicated in Table 2:
Der var tale om følgende scenarier:
Table 2
Anden simulering: Den interne rente er fastsat til 7,5 %, og man skal finde ud af, hvilket antal passagerer der svarer til denne interne rente.
Costs of the AMS agreement according to the information provided by France (EUR '000)
Simuleringen viser, at antallet af passagerer i perioden 2007-2021 kunne være 1,32 mio. mindre end i den første opstilling.
According to the CCIMP, the objective of this agreement was to publicise Marseille as a destination in order to attract high passenger numbers.
Simuleringen viser, at den nødvendige afgiftsforhøjelse skulle være […]* EUR.
In this respect, the CCIMP considered that the pursuit of this objective relied on a combination of two factors:
PwC's vurderinger på anmodning fra Air France i forbindelse med det søgsmål, selskabet havde anlagt ved Conseil d'État, vedrører simuleringerne i februar 2005, september 2005 og maj 2006, som CCIMP foretog med henblik på at fastslå den interne rente og nettonutidsværdien (NNV) af terminal mp2 på baggrund af de forventede pengestrømme.
a high volume of internet users;
Ved denne lejlighed havde PwC flere anmærkninger og kritikpunkter at fremføre til de pågældende forretningsplaner.
European internet users open to the low-cost model.
FRANKRIGS BEMÆRKNINGER
The CCIMP justifies the conclusion of this agreement with AMS by the fact that only the latter's website met the CCIMP's needs in 2006, as it offered the following services:
VISSE AF DE TILDELTE TILSKUD ER OBLIGATORISKE
a unique and exclusive Ryanair ticket marketing system, with Ryanair being the only operator to undertake to establish a significant aircraft base at the new Terminal mp2;