natgillin/translations-raw huggingface dataset:
Frankrig annullerer alle igangværende udbetalinger af den i artikel 1 omhandlede støtte fra det tidspunkt, hvor denne afgørelse vedtages.
In this respect, the Commission notes that Tarbes-Lourdes-Pyrénées airport is 50 km from Pau airport and has also offered flights to London since 2009.
Artikel 4
Biarritz-Anglet-Bayonne airport is also less than 100 km from Pau airport, and offers flights to Charleroi, London Stansted, Manchester and other destinations in the United Kingdom.
Tilbagebetalingen af den i artikel 1 omhandlede støtte iværksættes omgående og effektivt.
Aid granted to the CCIPB therefore risks distorting competition.
Frankrig efterkommer denne beslutning senest fire måneder efter meddelelsen deraf.
As the airport service market and air transport market are open to competition within the EU, aid also risks affecting trade between Member States.
Artikel 5
More generally it should be noted that EU airport operators are in competition with each other to attract airlines.
Frankrig underretter senest to måneder efter meddelelsen af denne afgørelse Kommissionen om følgende:
Airlines decide on which routes to operate and their corresponding frequencies based on a range of criteria.
de støttebeløb, der skal tilbagesøges i henhold til artikel 3
These criteria not only include the potential customers that they can expect on these routes, but also the characteristics of the airports situated at either end of these routes.
beregningen af renter
Airlines particularly look at criteria such as type of airport services provided, population or economic activity around the airport, congestion, whether there is access by land, or even the level of charges and overall commercial conditions for use of airport infrastructure and services.
en detaljeret beskrivelse af, hvilke foranstaltninger der allerede er truffet eller er planlagt for at efterkomme denne afgørelse
The charge level is a key factor, since public funding granted to an airport could be used to maintain airport charges at an artificially low level in order to attract airlines and may thus significantly distort competition.
dokumenter, der godtgør, at støttemodtagerne har fået besked på at tilbagebetale støtten.
Consequently, airlines allocate their resources, particularly aircraft and crew, to the various routes by looking at the services offered by airport operators and the prices charged for those services, among other criteria.
Frankrig holder løbende Kommissionen orienteret om de nationale foranstaltninger, der træffes for at efterkomme denne afgørelse, indtil den i artikel 1 omhandlede støtte er fuldt tilbagebetalt.
It is clear from all the above that the 2004 and 2009 equipment subsidies, by conferring an economic advantage on the CCIPB, may have strengthened the latter’s position in relation to other European airport operators.
På Kommissionens anmodning giver Frankrig omgående oplysninger om de planlagte eller allerede gennemførte foranstaltninger med henblik på at efterkomme denne afgørelse.
Consequently, these subsidies may have distorted competition and affected trade between Member States.
Frankrig skal også fremsende detaljerede oplysninger om de støttebeløb og renter, som støttemodtagerne allerede har tilbagebetalt.
Conclusion on the existence of aid
Artikel 6
For the reasons set out in recitals 483 to 530, the equipment subsidies granted to the CCIPB in 2004 and 2009 constitute State aid within the meaning of Article 107(1) TFEU.
Denne afgørelse er rettet til Den Franske Republik.
The 2004 and 2009 equipment subsidies were granted without being notified.
Udfærdiget i Bruxelles, den 23. juli 2014.
As indicated above, France has stated in its comments that it considered that airports with less than one million passengers per year should as a whole be regarded as services of general economic interest and therefore that the financing granted to them should not be regarded as State aid or that such financing should be declared compatible with the internal market and exempted from notification in accordance with the 2005 SGEI Decision.
På Kommissionens vegne
However, as set out above, the Commission takes the view, based on the facts on record, that the operation of Pau airport cannot be regarded as a genuine service of general economic interest.
Næstformand
For this reason, the 2004 and 2009 subsidies could not have been exempted from the notification obligation laid down by Article 108(3) TFEU based on the 2005 SGEI Decision.
Med virkning fra den 1. december 2009 er EF-traktatens artikel 87 og 88 blevet til henholdsvis artikel 107 og 108 i traktaten om Den Europæiske Unions funktionsmåde (»TEUF«).
Moreover, as indicated above, these subsidies do not stem from a compensation mechanism established in an objective and transparent manner and in advance, i.e. when the public authorities entrusted the airport’s operation to the CCIPB or on the occasion of acts renewing or clarifying the terms of this operation.
De to sæt bestemmelser er i det væsentlige identiske.
Accordingly, these subsidies do not satisfy the condition laid down in Article 4(d) of the 2005 SGEI Decision, according to which the act or acts entrusting the operation of a service of general economic interest must specify the parameters for calculating, controlling and reviewing the compensation.
I denne afgørelse skal henvisninger til artikel 107 og 108 i TEUF efter omstændighederne forstås som henvisninger til EF-traktatens artikel 87 og 88.
This is a second reason why the 2004 and 2009 subsidies could not have been exempted from the notification obligation laid down by Article 108(3) TFEU based on the 2005 SGEI Decision.
Med TEUF er der også indført visse terminologiske ændringer, f.eks. er »Fællesskab« erstattet med »Union«, »fællesmarkedet« med »det indre marked« og »Retten i Første Instans« med »Retten«.
In the light of the above, the 2004 and 2009 equipment subsidies constitute unlawful aid.
Det er TEUF-terminologien, der anvendes i denne afgørelse.
As explained above, the equipment subsidies granted in 2004 and 2009 reduced the investment costs that the CCIPB would normally have had to bear.
EUT C 41 af 15.2.2008, s. 11, og EUT C 96 af 31.3.2012, s. 22.
They therefore constitute investment aid.
EUT C 41 af 15.2.2008, s. 11.
Furthermore, they were granted before 4 April 2014, which was the date when the new Guidelines entered into force.
Den 14. april 2008 bad Kommissionen CCIPB om en ikkefortrolig udgave af kammerets bemærkninger.
According to said guidelines, the Commission will apply to unlawful investment aid to airports the rules in force at the time when the aid was granted.
Den 16. april 2008 bekræftede CCIPB, at dets bemærkninger ikke omfattede fortrolige oplysninger, der ikke måtte videregives til de franske myndigheder.
With regard to the 2009 subsidy, the 2005 Guidelines were in force when this subsidy was granted and this is therefore the text that should be applied.
Den 10. april 2008 bad Kommissionen AMS om en ikkefortrolig udgave af dette selskabs bemærkninger.
However, the 2004 subsidy was granted before the 2005 Guidelines entered into force, at a time when there was no specific compatibility criterion for investment aid to airports.
Den 19. maj 2008 sendte AMS Kommissionen den ikkefortrolige udgave af sine bemærkninger.
The Commission must therefore assess this subsidy directly on the basis of Article 107(3)(c) TFEU, taking into account its decision-making practice in this regard.
Ved brev af 13. marts 2008 bad Air France om forlængelse af fristen for indsendelse af bemærkninger til beslutningen af 28. november 2007, hvilket Kommissionen imødekom den 17. marts 2008.
It should be recalled that the Commission’s decision-making practice with regard to the assessment of the compatibility of aid granted to airport operators was consolidated by the 2005 Guidelines.
EUT C 96 af 31.3.2012, s. 22.
The Commission therefore takes the view that the compatibility of the 2004 subsidy with the internal market should be assessed in the light of the criteria set out in the 2005 Guidelines.
Den 14. maj 2012 bekræftede CCIPB, at disse bemærkninger ikke omfattede fortrolige oplysninger, der ikke måtte kommunikeres til de franske myndigheder.
Therefore, based on the 2005 Guidelines, the Commission has assessed the 2004 and 2009 equipment subsidies in terms of the following criteria:
Den 1. maj 2012 sendte AMS Kommissionen den ikkefortrolige udgave af sine bemærkninger.
the construction and operation of the infrastructure meets a clearly defined objective of general interest (regional development, accessibility, etc.),
Ryanair bekræftede, at disse bemærkninger ikke omfattede fortrolige oplysninger.
the infrastructure is necessary and proportional to the objective which has been set,
EUT C 99 af 4.4.2014, s. 3.
the infrastructure has satisfactory medium-term prospects for use, in particular as regards the use of existing infrastructure,
EUT C 113 af 15.4.2014, s. 30.
all potential users of the infrastructure have access to it in an equal and non-discriminatory manner,
Under alle omstændigheder indeholder dette notat en gentagelse af de bemærkninger, som CCIPB allerede havde fremsendt direkte til Kommission.
Moreover, in addition to the need to comply with the criteria set out in recital 539, State aid to airports, like any other State aid, must be necessary and proportional to the objective that has been set in order to be declared compatible with the internal market based on Article 107(3)(c) TFEU.
Forretningshemmelighed.
The Commission will therefore assess compliance with these criteria of necessity and proportionality in addition to the aforementioned criteria from the 2005 Guidelines.
TA de Pau, 3. maj 2005, Air Méditerranée.
The Commission notes first of all that, according to the 2005 Guidelines, costs eligible for investment aid to an airport must be limited to the investment costs of airport infrastructure properly speaking (runways, terminals, aprons, etc.) or facilities that directly support them (firefighting facilities, security or safety equipment).
Afgørelsen, som TA i Pau traf, var affødt af en klage, som blev indgivet i september 2003 af Air Méditerranée, som er et luftfartsselskab, der driver chartervirksomhed fra lufthavnen i Tarbes, der er nabolufthavn til Pau.
However, eligible costs must exclude the costs of commercial activities not directly linked to the airport’s core activities, such as the construction, financing, use and renting of land and buildings, not only for offices and storage but also for the hotels and industrial enterprises located within the airport, as well as shops, restaurants and car parks.
Disse aftaler var allerede omfattet af indledningsbeslutningen, se afsnit 3.1.
All the investment costs of this work were eligible for investment aid under the 2005 Guidelines as the taxiway is an airport infrastructure.
EUT C 312 af 9.12.2005, s. 1.
The 2009 subsidy was granted to help finance a series of investments in the runway and lighting and also, with regard to a small portion of the total investment costs, in an extension to the car park.
Da der ikke blev sondret præcist mellem ruterne i 2011, har Kommissionen fordelt det samlede beløb mellem de forskellige ruter efter samme forhold, som gjaldt i 2010.
The runway and lighting form part of the airport infrastructure.
Service de Sécurité et de Lutte contre l'Incendie des Aéronefs (SSLIA).
Consequently, the investments costs of this infrastructure are eligible.
Heraf 450 000 EUR til udvidelse af parkeringsarealerne.
However, the car park costs must be excluded from the eligible costs as car parks do not form part of the airport infrastructure.
Conseil d'Etats dom af 20. maj 1998, Syndicat des Compagnies aériennes autonomes (»SCARA«).
The total amount of the 2009 subsidy, i.e. EUR 4 100 000, does not exceed the total amount of the eligible costs of the runway and lighting, i.e. EUR 4 700 000.
Nu kodificeret i artikel 1609w i den franske skattelov (code général des impôts).
As a result, the 2009 subsidy was used purely to finance eligible costs.
Dyrefaren gælder bl.a. faren i luften ved kollision mellem fly og flyvende dyr, der kan true sikkerheden for passagerer og gods om bord på flyet.
The 2004 and 2009 equipment subsidies (for which the total amounts are respectively EUR 1 600 000 and EUR 4 100 000) do not exceed the eligible costs calculated for these two subsidies (respectively EUR 2 600 000 and EUR 4 700 000), but do involve high aid intensities (respectively 62 % and 88 %).
Udførelsen af denne opgave kan f.eks. omfatte anlæggelse og vedligeholdelse af hegn, der afgrænser lufthavnsområdet fra det offentlige område, eller installation af videoovervågningsudstyr langs grænserne til lufthavnsområdet.
Clearly defined objective of common interest
Denne opgave omfatter bl.a. støjbegrænsning, i givet fald knyttet til flyveretninger, samt kontrol af luft- og vandkvalitet i lufthavnens omgivende miljø.
The 2004 equipment subsidy was used to finance taxiway work in order to upgrade this equipment to ensure a better flow of commercial traffic at peak times.
Kapacitetsomkostningerne er primært knyttet til stabsfunktioner som personale, finansiering, finanstilsyn, indkøb, generelle IT-systemer, jura, generelle tjenester, overordnet ledelse, regnskab og ledelseskontrol.
The eligible investments funded through the 2009 equipment subsidy involved runway and lighting repair work that was needed so that the aerodrome could maintain its capacity and be recertified for medium-sized aircraft with a capacity of 200 to 250 seats.
Undtagen for visse aftaler er datoen for idriftsættelsen af de af aftalen omfattede aktiviteter ikke den samme som datoen for indgåelsen af aftalen.
The Category III lighting that was installed in 1992-1993 and the surface of the manoeuvring areas that was laid in 1990 needed, on the one hand, to be repaired in view of their age (given that the service life is usually in the order of 10 to 15 years) and, on the other hand, to be upgraded.
I resten af denne afgørelse betegner »luftfartsselskaber« luftfartsselskaberne og deres datterselskaber og indbefatter derfor navnlig AMS.
As a result, neither the 2004 subsidy nor the 2009 subsidy resulted in significant increases in capacity.
AEA henviser navnlig til Conseil d'Etats dom af 27. februar 2006, Compagnie Ryanair Limited (nr. 264406).
They essentially funded repair and upgrade work designed to keep the infrastructure in a condition to continue accommodating the type of aircraft and volume of traffic handled up to that point, and to improve the airport’s operation at peak times.
Punkt 3 i aftalen om lufthavnstjenester fra 2005: »Ikkeeksklusivitet.
Pau airport handles a significant amount of business traffic, as this accounts for between 60 % and 70 % of all its traffic.
De betingelser, som Ryanair får med nærværende aftale, gælder ligeledes ethvert luftfartsselskab, som Pau-Pyrénées-lufthavnen måtte beslutte at indgå en aftale med om åbning af en ny international lavprisrute.
France has indicated in this respect that the Pau basin was the third main economic area in the Greater Southwest Region, behind the basins of Lacq and Oloron.
De nævnte betingelser bliver tilpasset efter de nyoprettede internationale ruters karakteristika, bl.a. flyvningernes hyppighed, antal befordrede passagerer og flyvningernes afgiftsbetingelser.«
Pau is home to the international and regional headquarters of a variety of large businesses and also research and production centres.
Indledningsbeslutningen, betragtning 43.
The absence of an airport at Pau or a significant reduction in its capacity could harm this economic activity as business travellers generally prefer to minimise their journey time, particularly so that they can make round trips within the day.
Kommissionens beslutning 2005/842/EF af 28. november 2005 om anvendelse af bestemmelserne i EF-traktatens artikel 86, stk. 2, på statsstøtte i form af kompensation for offentlig tjeneste ydet til visse virksomheder, der har fået overdraget at udføre tjenesteydelser af almindelig økonomisk interesse (EUT L 312 af 29.11.2005, s. 67).
As a result, if business travellers to and from Pau had to use an airport, such as Tarbes airport, that was not in the immediate vicinity of the city, this could be regarded as a handicap by numerous businesses.
Afgørelse om udvidelse af proceduren, betragtning 38.
Furthermore, Pau airport handles significant tourist flows, particularly due to its proximity to the Pyrénées and their winter sports resorts.
Oxera, »Are prices set by AMS in line with the market rate?«, udarbejdet for Ryanair den 20. december 2013.
Studies conducted by the CCIPB specifically indicate that Ryanair passengers alone, who form the bulk of the tourist traffic, spent a total of EUR 8 000 000 in 2005 and EUR 56 000 000 in 2010 during their stay in the Pau region.
Oxera, »How should AMS agreements be treated within the profitability analysis as part of the market economy operator test?« udarbejdet for Ryanair den 17. januar 2014.
For all these reasons, the equipment subsidies received by the CCIPB in 2004 and 2009 contributed to the economic development of Pau and its region, given this airport’s impact on tourism and economic activity in general.
Se f.eks. dom af 21. marts 1991 i sag C-303/88, Italien mod Kommissionen, Sml. 1991 I, s. 1433, præmis 11, og dom af 12. december 1996 i sag T-358-94, Compagnie nationale Air France mod Kommissionen, Sml. 1996 II, s. 2109, præmis 58-61.
These subsidies also contributed to the region’s accessibility, particularly for tourists and business travellers.
Se i den forbindelse Kommissionens beslutning af 14. juli 2004 om at indlede en formel undersøgelsesprocedure i statsstøttesag C 25/2004 mod Tyskland — Indførelse af DVB-T i Berlin-Brandenburg, betragtning 20.
In this respect, it should be noted that Pau airport is 50 km from Tarbes airport and 100 km from Biarritz airport.
Se dom af 16. maj 2002 i sag C-482/99, Frankrig mod Kommissionen, Sml. 2002 I, s. 4397, præmis 52.
Biarritz airport is therefore unlikely, given its distance from Pau airport, to be regarded as a viable alternative to the latter by time-sensitive travellers, particularly business travellers.
Kommissionens direktiv 2000/52/EF af 26. juli 2000 om ændring af direktiv 80/723/EØF om gennemskueligheden af de økonomiske forbindelser mellem medlemsstaterne og de offentlige virksomheder (EFT L 193 af 29.7.2000, s. 75).
Moreover, it seems that these three airports have quite different types of traffic.
Se Kommissionens beslutning af 22. juni 2006 om at indlede en formel undersøgelsesprocedure i statsstøttesag N 563/05 mod Frankrig — Støtte til Ryanair for flyforbindelsen mellem Toulon og London, betragtning 16 [findes kun på fransk].
Pau handles a large volume of business traffic, marked by the relatively high proportion of national traffic carried by Air France and regional traffic within its total traffic figures.
Oven i købet understreger Kommissionen, at der ikke er grund til at sondre mellem CCIPB og dets særlige afdeling, som har til opgave at forvalte lufthavnen, med henblik på anvendelsen af statsstøttereglerne, idet den afdeling, som forvalter Pau lufthavn, ikke selv er en juridisk person, som kan adskilles fra CCIPB, men blot en intern afdeling under CCIPB uden selvstændige beslutningsbeføjelser ud over det, der angår den daglige drift af lufthavnen.
Biarritz handles a large volume of tourist traffic heading for the Atlantic coast and Spanish border, marked by considerable seasonal traffic in summer and significant ‘low-fare’ traffic.
I øvrigt har hverken Frankrig eller tredjeparterne hævdet, at de omhandlede foranstaltninger udelukkende skulle tilregnes denne afdeling.
This is illustrated by the fact that this airport’s traffic remained at around 400 000 passengers per year over the 2001-2011 period, except in 2008 when there was a peak of 678 000 passengers due to the Lourdes site celebrating an anniversary.
Se dom af 29. april 1999 i sag C-342/96, Spanien mod Kommissionen, Sml. 1999 I, s. 2459, præmis 41.
This information tends to indicate that these airports serve fairly different market segments and are therefore only imperfect substitutes for each other.
Dette spørgsmål gælder hverken for aftalen, der blev indgået den 23. januar 2006 mellem CCIPB og Transavia, som omhandlede både lufthavnstjenester og marketingydelser, eller for aftalen, der blev indgået den 28. januar 2003 mellem CCIPB og Ryanair, og som også indeholder bestemmelser om såvel lufthavnstjenester som marketingydelser.
It has also been corroborated by traffic statistics, which are presented in more detail in recitals 567 to 572 as part of the analysis of the extent of the competition distortions caused by the aid.
Denne type breve kan sammenlignes med en aftale om lufthavnstjenester, eftersom den fastlægger de nærmere bestemmelser om fastsættelse af lufthavns- og groundhandlingafgifter.
As a result, investment aid enabling Pau airport to remain in good condition contributes to the region’s accessibility to a certain extent, as it avoids passengers and airlines having to choose an imperfect substitute.
Brevet vil i det følgende indgå blandt de dokumenter, der betegnes som »aftaler om lufthavnstjenester«.
Furthermore, there is no high-speed railway line through Pau, with the closest one being in Bordeaux, which is about 1 hour 40 minutes away by road.
Ifølge denne marketingaftale forpligtede Ryanair sig til at drive disse tre ruter på de betingelser, der var fastlagt i samme aftale.
For most of the destinations accessible by a short-haul flight from Pau, using the train as an alternative mode of transport would therefore markedly increase the journey time, making the train a very imperfect substitute.
Se CRC's rapport om CCIPB, som nævnes i betragtning 72, hvori CRC bl.a. konkluderer, »at selskabet AMS blot er en enhed under Ryanair og ledes af to direktører fra Ryanair«.
Even the closest Spanish airports are around two hours away by road and therefore, for most passengers, probably do not constitute viable alternatives to Pau airport.
»… no terminal value can be calculated if incremental profits net of AMS payments are negative in the last year of the period under consideration.«
As a result, it seems that, despite the existence of alternative modes of transport to flights from Pau and despite the proximity of Tarbes airport, the 2004 and 2009 equipment subsidies helped to improve the region’s accessibility and also regional economic development.
Frit oversat fra den engelske originaltekst: »… including greater prominence and a stronger brand, alongside network externalities and repeat passenger«.
The infrastructure is necessary and proportional to the objective set
Undtagen annonceringen i Air & Cosmos, der ikke gav resultat, jf. betragtning 132.
As indicated in recital 546, the work funded by the 2004 and 2009 equipment subsidies did not significantly increase capacity, but was simply designed to keep the infrastructure in a condition to accommodate the traffic handled up to that point and to cope better with peak periods.
Brev fra de franske myndigheder af 13. juli 2007.
These investments did not therefore exceed what was necessary in order for the airport to continue accommodating, under good conditions, including in peak periods, the traffic that it had handled up to that point.
Brev fra de franske myndigheder af 30. maj 2011.
These investments were therefore necessary and proportional to the objective set.
I rapporten står der:
The infrastructure has satisfactory medium-term prospects for use
»(…) at denne tjenesteydelsesaftale reelt er en økonomisk støtte til Ryanair, og at den er ulovlig, fordi den ikke var anmeldt på forhånd til Kommissionen«, og »at CCI for at omgå virkningerne af forvaltningsrettens afgørelse [om at aftalen fra 2003 med selskabet Ryanair gav anledning til ulovlig statsstøtte] benyttede en ny juridisk konstruktion«.
It should be noted that, between 2000 and 2009, traffic at Pau airport fluctuated between around 580 000 and 820 000 passengers per year, with a maximum of 820 000 in 2008.
Uanset de eventuelle målsætninger ifølge en offentlig politik for lokal økonomisk udvikling, som CCIPB måtte forsøge at opfylde ved at indgå de pågældende aftaler.
In the 2000-2009 period, 2002 was the only year when traffic fell below 600 000 passengers.