natgillin/translations-raw huggingface dataset:
Da CCI tildelte de forskellige tilbagebetalingspligtige forskud, kunne CCI tydeligvis forvente, at driften af lufthavnen ville blive rentabel og ville give CCI-lufthavn mulighed for at tilbagebetale de bevilgede forskud og samtidig få en fortjeneste, der kunne forrente den kapital CCI's afdeling for generelle anliggender havde indskudt.
In fact it appears that the aid in question was granted so that this second flight could be operated on a limited basis for a single season, and not with a view to its operation continuing during subsequent summer seasons.
De tilbagebetalingspligtige tilskud blev tildelt fra 2002.
Neither the correspondence exchanged between the end of 2001 and the beginning of 2002 nor the correspondence exchanged in 2004 therefore meets the condition that the aid must be granted for routes likely to become profitable.
På det tidspunkt havde Air France allerede forladt Nîmes lufthavn, og byen havde allerede TGV-forbindelser.
In addition, the Commission notes that, despite its invitation in this respect, France has not provided any viability study for the various routes and frequencies covered by the correspondence exchanged between the end of 2001 and the beginning of 2002, the correspondence exchanged in 2004 and the 2005 agreements, which Ryanair submitted with a view to proving that the aid in question was justified.
Som det fremgår af tabel 2, havde lufthavnens resultat i øvrigt været negativt siden 1999 og var gradvist blevet dårligere siden, idet det faldt fra 269000 EUR til 796000 EUR.
Accordingly, based on the facts on record, it seems that, for the authorities that granted the aid in question, there was no clear prospect of these routes and frequencies becoming viable without aid in the more or less short term.
Det blev fortsat dårligere, og tabene nåede op på 2,4 mio. EUR i 2003 (det år, hvor Air Littoral indstillede sine flyvninger til Paris), inden det endte på 643000 EUR i 2005.
It should also be noted that the 2005 agreements concerned a number of different routes, some of which were not even identified at the time when the agreements were signed, which confirms that the authorities concerned did not have any information likely to reassure them that these routes and frequencies were viable.
I betragtning af alle disse faktorer kunne CCI ikke anse det for sandsynligt, at den kapital, det havde indskudt gennem de bevilgede forskud til CCI-lufthavn på nogen måde kunne forrentes på kortere eller længere sigt.
The Commission further stresses that the studies submitted by the French authorities on the economic impact of the air routes operated by Ryanair analyse the characteristics of Ryanair customers and the impact that they may have on the region’s development, but do not include projections of the future viability of these routes or other routes likely to be operated by Ryanair in the future.
CCI kunne med rette nære alvorlig tvivl om, hvorvidt CCI-lufthavn en dag kunne blive i stand til at tilbagebetale CCI.
On the contrary, an analysis of the agreements signed with Ryanair proves that the aid granted to the latter for these routes was set to increase over time, even after the agreements signed between 2001 and 2005 were terminated, precisely to ensure that these routes were profitable enough for Ryanair to continue operating them.
Der måtte i øvrigt bevilges meget betydelige tilbagebetalingspligtige forskudsbeløb hvert år fra 2002 til 2006 til et samlet beløb på ca. 7 mio. EUR oven i en positiv saldo på 2,7 mio. EUR i tilbagebetalingspligtige forskud ved udgangen af 2001.
Given the above, the Commission concludes that the correspondence exchanged between the end of 2001 and the beginning of 2002, the correspondence exchanged in 2004 and the 2005 agreements do not meet the condition that the measures must be limited in time and involve routes likely to become profitable.
I den forbindelse præciserede Frankrig, at der ikke var fastsat en præcis forfaldsdato for CCI-lufthavns tilbagebetaling af forskuddene, og at forskuddene blev bestemt hvert år for at bringe balance i CCI-lufthavns budget.
The amount of the measures must be linked to the net development of traffic.
Endvidere var det forudsat, at staten tilbagebetalte de tilbagebetalingspligtige forskud, der var trukket ved koncessionens udløb, men ikke, at den skulle sikre en korrekt forrentning af den kredit, CCI havde ydet sin lufthavnsafdeling.
The aid amounts resulting from the correspondence exchanged between the end of 2001 and the beginning of 2002 are linked to the development of traffic as these measures aimed to allow the operation of a second daily flight to London.
På baggrund af ovenstående ser det ikke ud til, at CCI over for sin lufthavnsafdeling handlede som en markedsøkonomisk investor, der lader sig lede af rentabilitetsudsigter.
However, this is not the case with the 2005 agreements, which concerned both the launch of new routes and the continued operation of the existing route to London.
Det kan konkluderes, at engangstilskuddene og de tilbagebetalingspligtige forskud hver især gav CCI-lufthavn en økonomisk fordel.
The aid must have been granted transparently and without discrimination and must not be combined with other types of aid.
I øvrigt er de selektive, idet hver af disse fordele kun har gavnet en enkelt virksomhed.
According to France, when questioned by the Commission on the meeting of this condition, the CCI wanted to stress that it made considerable efforts to attract airlines other than Ryanair under the same conditions.
Ifølge CDSP forpligtede SMAN sig til at betale et fast bidrag til VTAN i hele public service-kontraktens varighed på [1,2-1,5] mio. EUR i »referencescenariet« og på [1,0-1,3] mio. EUR i »tilbagegangsscenariet«.
In 1997 the CCI apparently started to look for airlines to mitigate the loss of traffic caused by the arrival of the TGV high-speed rail service.
VTAN forpligtede sig på sin side til at betale en årlig statsafgift på 1 EUR for benyttelse af arealer, anlæg og faciliteter.
According to the CCI, scheduled airlines were not interested and it was therefore forced to negotiate with low-cost airlines.
Eftersom denne kontrakt udgør en betydelig nettoomkostning for SMAN, som ikke kunne håbe på et mærkbart finansielt afkast af de indskudte beløb ifølge kontrakten, svarer den ikke til normale markedsbetingelser og giver VTAN en økonomisk fordel.
According to France, the CCI stresses that its first contacts with Ryanair were made in 1997, which resulted in an initial route — Nîmes-London Stansted — being launched in June 2000.
Tillægskontrakt nr. 1 til CDSP omhandlede en forhøjelse af det faste bidrag på [20000-50000] EUR uden nogen udsigt til rentabilitet for SMAN, idet målet var at godtgøre VTAN tabet af en indtægt, selskabet kunne påregne, da det blev forvalter af lufthavnen, men som det senere måtte give afkald på.
After the TGV’s arrival in Nîmes in mid-2001, and after the withdrawal of the Paris-Nîmes route operated by Air France, the CCI apparently sought to continue this route and made contact with Air Littoral, which took over the service until July 2003.
I lighed med CDSP udgør tillægskontrakt nr. 1 en nettoomkostning for SMAN uden udsigt til afkast og svarer ikke til normale markedsvilkår.
In 2001 and the following years, the CCI also met with the airlines easyJet, Buzz, Volare, My Travel and FlyBe but, despite the encouraging presence of Ryanair at the airport, none of these airlines ultimately wanted to establish an operation there.
Den gav derfor VTAN en økonomisk fordel.
According to France, the CCI stresses that discussions were conducted on the same bases as those with Ryanair and that these conditions were offered to all airlines likely to be interested.
Det samme ræsonnement gælder for tillægskontrakt nr. 3, som igen øgede det faste bidragsbeløb uden udsigt til rentabilitet for SMAN og derfor gav VTAN en økonomisk fordel.
It is clear from these explanations and from the other facts on record that the aid resulting from the correspondence exchanged between the end of 2001 and the beginning of 2002, the correspondence exchanged in 2004 and the 2005 agreements was negotiated bilaterally, without any transparency, and without a process guaranteeing the absence of discrimination, such as a public invitation to tender.
Til gengæld ser det anderledes ud med tillægskontrakt nr. 2.
This aid does not therefore meet the condition of transparency and non-discrimination.
Inden indgåelsen af tillægskontrakt nr. 2 viste det sig dog i henhold til artikel 25, stk. 2, i CDSP, at alle de nødvendige investeringer påhvilede SMAN med undtagelse af en begrænset udtømmende liste over investeringer, der skulle foretages af VTAN, jf. artikel 25, stk. 1, i CDSP.
Measures postdating the entry into force of the 2005 Guidelines
Uden tillægskontrakt nr. 2 ville det således have været SMAN og ikke VTAN, der skulle finansiere renoveringen af kølegruppen, som var ude af drift.
Ryanair considers that the 2005 Guidelines do not provide a reliable reference framework for assessing the State aid allegedly granted to Ryanair.
Således førte tillægskontrakt nr. 2 ikke til en nedsættelse de omkostninger, VTAN normalt skulle have afholdt.
However, as these guidelines provide the reference framework that was applied from their entry into force until the adoption of the new Guidelines, the Commission takes the view that this framework should in fact be applied to the measures in question.
Tværtimod er den en finansielt fordelagtig løsning for SMAN, som skulle foretage den pågældende investering, men som takket være tillægskontrakt nr. 2 ikke skulle forpligte de nødvendige beløb, idet selskabet nu kun skulle finansiere den ikkeafskrevne værdi af aktivet ved kontraktens udløb.
The Commission is bound to observe the guidelines that it adopts, even if these are contrary to the Treaty, which neither France nor Ryanair has maintained or proven.
Det var forudsat, at infrastrukturtilskuddene skulle justeres ved kontraktens ophør med henblik på at tilpasse betalingerne til de udgifter, VTAN faktisk havde afholdt.
Nîmes airport is a Category D airport (small regional airport) according to the 2005 Guidelines.
Uden tillægskontrakt nr. 4 skulle de tilsvarende investeringsomkostninger, som var blevet nødvendige på grund af lukningen af BAN, være afholdt af SMAN.
Small airports often do not have the passenger volumes necessary for them to reach critical mass and the break-even point.
Infrastrukturtilskuddene førte derfor ikke til en nedsættelse af de omkostninger, VTAN normalt skulle have afholdt.
Consequently, the Commission notes that airlines are not always prepared, without appropriate incentives, to run the risk of opening routes from unknown and untested airports.
Eftersom VTAN drev lufthavnen, var det ud fra SMAN's synsvinkel til gengæld økonomisk fornuftigt at bede VTAN, om at foretage de nødvendige investeringer, der var udpeget af nogle arbejdsgrupper, som repræsenterede forskellige interessenter, ved at yde en finansiel godtgørelse begrænset til de afholdte udgifter takket være justeringsmekanismen ved kontraktens ophør.
This is why, under the 2005 Guidelines, the Commission can accept that public aid be paid temporarily to airlines under certain conditions, if this provides them with the necessary incentive to create new routes or new schedules from regional airports and to attract the passenger numbers which will enable them to break even within a limited period.
Ud fra et driftsmæssigt perspektiv var det da også effektivt at få lufthavnsforvalteren til at foretage disse investeringer.
The Commission will ensure that such aid does not give any advantage to large airports already largely open to international traffic and competition.
Infrastrukturtilskuddet gav derfor ikke VTAN en økonomisk fordel og udgør ikke statsstøtte.
The specific compatibility criteria are set out in point 79 of the 2005 Guidelines.
Med hensyn til det specifikke offentlige bidrag, som også blev indført med tillægskontrakt nr. 4, er det ligesom det faste bidrag ifølge den oprindelige version af CDSP, et tilskud, der ydes af SMAN uden udsigt til rentabilitet.
The Commission takes the view that the compatibility of the following State aid should be assessed in the light of the 2005 Guidelines:
Det kan konkluderes, at det faste bidrag, jf. den oprindelige version af CDSP, som blev forhøjet med tillægskontrakt nr. 1 og nr. 3, gav VTAN en økonomisk fordel.
the amendments of 1 August 2007 to the agreements of 2 January 2007,
I øvrigt er disse fordele selektive, idet de kun har gavnet en enkelt virksomhed.
the amendments of 25 August 2009, 18 August 2010 and 30 November 2010 to the agreements of 27 August 2008.
Det samme gælder for det specifikke offentlige tilskud.
The Commission does not consider that the measures granted can be declared compatible with the Treaty.
Nîmes lufthavn er bl.a. i konkurrence med de øvrige fordelingslufthavne og navnlig de lufthavne, der helt eller delvist betjener samme opland, dvs. Montpellier og Avignon.
In fact, the Commission takes the view that several compatibility criteria are not met, in particular:
I den forbindelse bemærker Kommissionen, at Montpellier lufthavn kun ligger 63 km fra Nîmes lufthavn.
None of the measures in question was structured to guarantee a degressive aid amount limited to a certain percentage of the eligible costs, which are not mentioned in the agreements in question or, to the Commission’s knowledge, in any other document that VTAN or the SMAN may have had at the time when the agreements were signed.
Markedet for lufthavnstjenester og markedet for lufttransport er åbne for konkurrence i EU, og derfor risikerer støtten også at påvirke samhandelen mellem medlemsstaterne.
The degressiveness and maximum intensity criterion is not therefore met by any of the measures.
Mere generelt skal det bemærkes, at lufthavnsforvalterne i EU er i konkurrence med hinanden om at tiltrække luftfartsselskaber.
In addition, France has indicated that Ryanair did not provide VTAN with a ‘business plan proving the viability of the route for a substantial period after the expiry of the financial incentives/marketing payments’.
Luftfartsselskaberne bestemmer da også, hvilke ruter de driver, og de tilhørende afgange efter forskellige kriterier.
Given this fact, and in the absence of any other information supporting the opposite view, the Commission concludes that the aid in question was not granted for routes likely to become viable without aid.
Disse kriterier omfatter den potentielle kundekreds for deres ruter, men også karakteristika for de lufthavne, der er udgangspunkt og mål for disse ruter.
Furthermore, the succession of aid measures for the routes to London (from the end of 2001 to the beginning of 2002), Liverpool (from 2005), Charleroi and East Midlands (from 2006) suggests that Ryanair would not have operated these routes if they had stopped being subsidised.
Luftfartsselskaberne undersøger navnlig udvælgelseskriterier som arten af de tilbudte lufthavnstjenester, befolkning eller den økonomiske aktivitet i lufthavnens opland, trængselsproblemer, adgangsveje til lufthavnen samt afgiftsniveauet og de overordnede forretningsmæssige vilkår for benyttelse af lufthavnsinfrastruktur og -tjenester.
Given the above, the Commission concludes that the aforementioned criteria are not met by any of the measures in question.
Derfor fordeler luftfartsselskaberne deres midler, navnlig luftfartøjer og besætning, mellem forskellige forbindelser under hensyntagen til bl.a. de tjenester, som lufthavnsforvalterne tilbyder, og den pris, de fakturerer herfor.
The Commission notes that the agreements in question were not signed solely with a view to opening new routes or additional frequencies.
Det fremgår af disse oplysninger, at de forskellige foranstaltninger, der er truffet til fordel for CCI-lufthavn og VTAN, og som er genstand for denne undersøgelse — såfremt de har givet en af disse to virksomheder en økonomisk fordel — kan have styrket de to virksomheders respektive position i forhold til de øvrige europæiske lufthavnsforvaltere.
Accordingly, the agreements of 2 January 2007 did not provide for the opening of new routes or new frequencies on existing routes over and above those provided for by the 2005 agreements.
Derfor kan disse foranstaltninger have fordrejet konkurrencen og påvirket samhandelen mellem medlemsstaterne.
As regards the amendment of 1 August 2007, France has confirmed that this was a condition for the Ryanair service to Charleroi to be maintained for the 2007-2008 winter season.
Konklusion angående forekomsten af statsstøtte
It was not therefore linked with the opening of a new route or new frequencies.
Tilskuddene til de statslige opgaver udgør ikke statsstøtte.
The agreements of 1 November 2007 also did not provide for the opening of new routes, but rather frequencies that were equal to or less than those provided for in the agreements of 2 January 2007, depending on the season, except for the route to London, for which an additional daily flight was introduced for the summer season.
Engangstilskuddene til driften og de tilbagebetalingspligtige forskud, CCI-lufthavn modtog, udgør statsstøtte til fordel for sidstnævnte.
Likewise, the agreements of 27 August 2008 concerned only two routes out of the four covered by the previous agreements (London and Charleroi), with identical frequencies to those provided for in the agreements of 1 November 2007.
Det faste bidrag, som blev indført med den oprindelige version af CDSP og forhøjet med tillægskontrakt nr. 1 og nr. 3, udgør statsstøtte til fordel for VTAN ligesom det specifikke offentlige bidrag.
The 2009 amendments, which simply extended those agreements, also did not provide for the opening of new routes or additional frequencies.
Tillægskontrakt nr. 2 og infrastrukturtilskuddene er ikke statsstøtte.
As regards amendment No 1 of 18 August 2010, France has confirmed that the very small amount of the service was not such as to alter the routes and frequencies stipulated in the initial agreement or the expected traffic.
ULOVLIG STØTTE
According to France, this amendment was signed in order to maintain good commercial relations between the airport operator and Ryanair, and can be likened to a gesture of goodwill that did not alter the general balance of the concession.
Engangstilskuddene til driften, de tilbagebetalingspligtige forskud, det faste bidrag og de forskellige ændringer heraf samt det specifikke offentlige bidrag blev iværksat uden at være blevet anmeldt.
As regards amendment No 2 of 30 November 2010, France has confirmed that this amendment was agreed ‘due to pressure being exerted by Ryanair on VTAN with regard to the Liverpool route’.
Kommissionens beslutning af 28. november 2005 om anvendelse af bestemmelserne i artikel 106, stk. 2, i TEUF på statsstøtte i form af kompensation for offentlig tjeneste ydet til visse virksomheder, der har fået overdraget at udføre tjenesteydelser af almindelig økonomisk interesse (i det følgende benævnt »SGEI-beslutningen fra 2005«) indeholder betingelserne for, at visse former for støtte, der ydes som kompensation for offentlig tjeneste, kan fritages for anmeldelsespligten efter traktatens artikel 108, stk. 3, i TEUF.
France has provided emails of 23 and 29 November 2010, exchanged between Ryanair and VTAN, which prove that Ryanair was threatening to withdraw two flights from this route (reducing the number of flights from four to two) and was making the continued operation of these flights for summer 2011 (period from March 2011 to October 2011) conditional upon the purchase of additional marketing services to help promote this route, in an amount of EUR [35000-65000].
Ifølge Frankrig opfylder foranstaltningerne, som blev ydet til CCI-lufthavn eller VTAN efter den 19. december 2005, disse betingelser.
In the absence of this exceptional increase in the contribution, Ryanair might have ceased operating the route to Liverpool.
Kommissionen finder ikke, at dette er tilfældet.
This amendment was not therefore linked with the opening of new routes or additional frequencies, but only with saving an existing route.
For det første kan forvaltningen af Nîmes lufthavn nemlig ikke som helhed betragtes som en ægte tjenesteydelse af almindelig økonomisk interesse, som det tidligere er påvist.
As a result, none of the measures in question was granted with a view to opening new routes or additional frequencies on existing routes.
Da ovennævnte foranstaltninger blev ydet for at finansiere driften af lufthavnen som helhed, opfylder de da heller ikke kriterierne i SGEI-beslutningen fra 2005.
Compensation for additional start-up costs (criterion (e)).
Selv om man for det andet antog, at driften af lufthavnen som helhed kunne betegnes som en tjenesteydelse af almindelig økonomisk interesse, ville ingen af de pågældende foranstaltninger af den grund udgøre anvendelsen af en kompensationsmekanisme, for hvilke kriterierne var opstillet på forhånd på en objektiv og gennemsigtig måde.
The Commission considers that, for each of the measures in question, this criterion was not met.
Som før nævnt opfylder de pågældende foranstaltninger da heller ikke den anden betingelse i Altmarkdommen.
The amounts paid by the Operators were not intended to represent a portion of the additional start-up costs, for which, to the Commission’s knowledge, estimates were never produced by Ryanair/AMS and provided to the Operators.
Således opfylder foranstaltningerne ikke betingelserne i artikel 4, litra d) og e), i SGEI-beslutningen fra 2005, hvorefter den eller de akter, hvorved forvaltningen af en tjenesteydelse af almindelig økonomisk interesse overdrages, skal indeholde en beskrivelse af kompensationsmekanismen og parametrene for beregning, kontrol og revision af kompensationen samt betingelserne for, hvordan eventuel overkompensation undgås eller i givet fald betales tilbage.
This also shows that the condition relating to the maximum aid intensity was not met.
Det er den anden grund til, at ovennævnte foranstaltninger ikke ifølge SGEI-beslutningen fra 2005 kan blive fritaget for anmeldelsespligten, jf. artikel 108, stk. 3, i TEUF.
Link with the development of the route (criterion (g)).
På baggrund af ovenstående udgør engangstilskuddene til driften, de tilbagebetalingspligtige forskud, det faste bidrag som indført i den oprindelige version af CDSP og forhøjet med tillægskontrakt nr. 1 og nr. 3 samt det specifikke offentlige bidrag ulovlig statsstøtte.
The ‘incentive scheme’ provided for in the agreements signed with Ryanair from 10 October 2005 onwards was not linked to the development of routes, but to the traffic levels achieved by Ryanair in terms of the number of passengers.
Frankrig foretog et åbenbart urigtigt skøn ved at påstå, at forvaltningen af Nîmes lufthavn som helhed var en tjenesteydelse af almindelig økonomisk interesse.
For example, the airport services agreement of 1 January 2007 concerned four routes from Nîmes airport, namely London, Liverpool, Charleroi and East Midlands.
Disse konklusioner gælder både for CCI-lufthavns driftsperiode og VTAN's driftsperiode.
The same analysis of this point can be made for the other agreements.
Såfremt de forskellige finansielle støtteforanstaltninger, der er genstand for denne undersøgelse, havde til formål at finansiere driften af lufthavnsaktiviteten som helhed, kan de ikke betragtes som finansielle kompensationer for forvaltning af en ægte tjenesteydelse af almindelig økonomisk interesse.
More generally, as explained above, none of the agreements in question was signed exclusively with a view to opening new routes or new frequencies.
Kommissionen vil nu analysere de foranstaltninger, der er omfattet af denne undersøgelse, i lyset af kriterierne i artikel 107, stk. 3, litra c), i TEUF.
The resulting aid amounts are not therefore linked with the development of certain routes.
De forskellige former for statsstøtte, der er afdækket i denne vurdering, er driftsstøtte, eftersom de har finansieret driften af Nîmes lufthavn og ikke specifikke investeringer i denne lufthavn.
Accordingly, the Commission considers that this criterion is not met by any of the measures in question.