natgillin/translations-raw huggingface dataset:
Luftfartsselskabet mener, at Kommissionen bør undersøge de offentlige myndigheders rolle i de beslutninger, som CCIPB har truffet i forholdet til Ryanair og AMS.
Air France indicates that the French administrative courts have already rejected this type of measure where the alleged promotional services have not been provided or have been provided under conditions that are excessively favourable to Ryanair.
I øvrigt henviser Ryanair til de franske domstoles retspraksis, ifølge hvilken det mener, at handels- og industrikamre er særlige enheder, der er kendetegnet ved en dobbelt natur, og at de bør rubriceres i kategorien »offentlige erhvervsvirksomheder«.
Air France cites the ‘imbalance’ highlighted by Pau Administrative Court in its judgment of 3 May 2005 between the reciprocal undertakings of the parties to the agreement signed between the CCIPB and Ryanair in 2003.
For så vidt angår statens deltagelse i beslutningsprocessen, mener Ryanair, at staten kun bør informeres om visse beslutninger og udelukkende som en efterretning.
Air France considers that it is questionable whether a balance exists between the obligations of the parties to the 2005 agreement with AMS.
Forretningsplan
According to Air France, there is nothing to indicate that all or part of this sum may be refunded by Ryanair if either the route in question is withdrawn or the promotional objectives that may be set are not achieved.
Ryanair hævder, at manglen på en forretningsplan på datoen for indgåelsen af 2005-aftalerne ikke kan bruges som bevis for, at aftalerne ikke var i overensstemmelse med det markedsøkonomiske investorprincip.
Air France does not dispute the fact that certain ‘marketing’ aid may be acceptable under the Community rules.
Ryanairs bemærkninger af onsdag 10. april 2013
However, Air France considers it unlikely that the ‘marketing services’ agreement meets the conditions required to be compatible with the internal market under Article 107(3)(c) TFEU.
Den 10. april 2013 sendte Ryanair Kommissionen to notater udarbejdet af selskabet Oxera og en analyse foretaget af professor Damien P. McLoughlin.
Conclusion
Første notat fra Oxera — Definition af markedsreferenceværdien i den komparative analyse med henblik på at teste det markedsøkonomiske investorprincip.
Air France asks for an end to the payments that, in its opinion, are undue and that Ryanair has received from Pau airport since 2005, and that the recovery of the unlawful aid received by Ryanair be ordered.
Statsstøttesager vedrørende Ryanair, notat udarbejdet af Oxera for Ryanair den 9. april 2013
COMMENTS SUBMITTED BY INTERESTED THIRD PARTIES FOLLOWING THE EXTENSION OF THE FORMAL INVESTIGATION PROCEDURE
Oxera mener, at Kommissionens metode med kun at acceptere referencelufthavne, der ligger i den af undersøgelsen omhandlede lufthavns opland, er forkert.
The CCIPB believes that the marketing services agreements and airport services agreements that it has signed with the airlines and/or their subsidiaries do not contain any element of State aid.
Oxera hævder, at markedsreferencepriserne hos referencelufthavnene ikke påvirkes af den statsstøtte, der er tildelt de omkringliggende lufthavne.
The CCIPB notes that the nature and purpose of these agreements are radically different and must be analysed separately.
Det er derfor muligt at anslå en pålidelig markedsreferenceværdi ved anvendelse af det markedsøkonomiske investorprincip.
It is irrelevant that these agreements may have been signed on the same date as they each have a different purpose.
Det viser sig,
The airport services agreement is intended to determine the conditions under which Pau airport makes its airport facilities available to airlines and provides them with various airport services in return for remuneration.
at der jævnligt benyttes referenceanalyser ved test af det markedsøkonomiske investorprincip på andre områder end i forbindelse med statsstøtte
On the other hand, the marketing services agreement is intended to define the conditions under which, in return for remuneration, an airline must promote Pau airport and the tourist and business attractions of the Pau-Béarn region on its website.
at virksomhederne kun øver gensidig indflydelse på hinandens beslutninger, i det omfang deres produkter er substituerbare eller komplementære
The two types of agreement are not therefore intrinsically linked.
at lufthavnene i samme opland ikke nødvendigvis ligger i konkurrence med hinanden, og at referencelufthavnene i de fremlagte rapporter står over for en begrænset konkurrence fra de offentlige lufthavne i deres opland [mindre end en tredjedel af de kommercielle lufthavne i referencelufthavnenes opland er fuldt ejet af staten, og ingen af lufthavnene i referencelufthavnenes opland var genstand for en statsstøttesag (i april 2013)]
In the same way, even though the terms and conditions for airport services provided by the airport and marketing services provided by an airline or one of its subsidiaries may appear in one and the same agreement, this does not mean, however, that the legal analysis of the existence of State aid must cover both these types of service where they do not ‘balance out each other’.
at man, selv når referencelufthavnene får konkurrence fra offentlige lufthavne i oplandet, med god grund kan tro, at deres adfærd er i overensstemmelse med det markedsøkonomiske investorprincip (f.eks. hvis den private sektor ejer en stor andel, eller hvis lufthavnen forvaltes af en privat erhvervsdrivende)
As regards the conduct of the CCIPB and that of other public entities, the CCIPB takes the view that they should not be assessed together, at the very least in terms of the marketing services agreements (which further justifies the separate assessment of the agreements), as these agreements are negotiated and concluded by the CCIPB in a strictly independent manner, without the intervention of other public entities.
at de lufthavne, der overholder det markedsøkonomiske investorprincip, ikke vil fastsætte deres priser til under deres marginalomkostninger.
Marketing services agreements signed by the CCIPB
Andet notat fra Oxera — Principper, der understøtter rentabilitetsanalysen i forbindelse med testen af det markedsøkonomiske investorprincip.
Imputability
Oxera hævder, at rentabilitetsanalysen, som det har foretaget i sine rapporter, som er blevet forelagt Kommissionen, følger de principper, som en fornuftig privat investor ville vælge, og afspejler den tilgang, som udspringer af Kommissionens tidligere afgørelser.
According to the CCIPB, the payments made under the marketing services agreements are not imputable to the State because the CCIPB is fully independent of its supervisory authorities with regard to the airport’s operation.
Følgende principper understøtter rentabilitetsanalysen:
The decisions to pay the sums to Ryanair and AMS, on the one hand, and to Transavia, on the other hand, for marketing services were taken by the CCIPB individually and independently, without any direct or indirect intervention by the State.
en forretningsplan er ikke nødvendigvis påkrævet på forhånd
The CCIPB considers that it has clearly acted like a prudent private investor in a market economy.
i tilfælde af en lufthavn med uudnyttet kapacitet er den såkaldte single till-metode den rette prissætningsmetode
In particular, AMS and Transavia have provided genuine commercial services, including links on their websites allowing internet users to be directed straight to the CCIPB’s website, for which the remuneration corresponds to the market price.
kun indtægter forbundet med den aktive lufthavns erhvervsaktivitet bør tages i betragtning
The CCIPB stresses in this respect the large number of visitors to the Ryanair and Transavia websites.
aftalens samlede varighed, herunder eventuelle forlængelser, bør tages i betragtning
The CCIPB also notes that the prices applied by AMS are as set in a public rate card available on its website.
de fremtidige pengestrømme bør tilbagediskonteres for at vurdere aftalernes rentabilitet.
These prices are therefore applied to all airport customers of AMS without distinction, including certain fully privatised British airports.
Den supplerende rentabilitet, der tilføres ved aftalerne mellem Ryanair og lufthavnene, bør vurderes på grundlag af overslag over den interne rentabilitet eller målinger af nettonutidsværdien.
For its part, Transavia provides marketing services to a private airport in Italy.
Professor Damien P. McLoughlins analyse — Konsolidering af et mærke:
In addition, according to the CCIPB, certain French airports operated by private companies (as public service licensees) appear to have signed a marketing services agreement with AMS, including Tarbes-Lourdes-Pyrénées airport managed by the Canadian company SNC-Lavalin.
Hvorfor og hvordan bør de små mærker investere i markedsføring, notat udarbejdet af Ryanair den 10. april 2013
The CCIPB regards this as evidence that its conduct corresponds to that of a private operator.
Dokumentet har til formål at gøre rede for den forretningslogik, der forklarer, hvorfor de regionale lufthavne beslutter at købe reklameplads på ryanair.com af AMS.
The CCIPB also notes that the one-off nature of the price paid for the services provided does not appear to be a criterion for determining the existence of State aid, and that the sums paid under the Pau-Charleroi agreement resulted in different services from those that the CCIPB received under the Pau-London agreement, as a result of which the CCIPB has not paid twice for the same service.
Der findes et stort antal meget solide, meget kendte og meget benyttede lufthavne.
The CCIPB also considers that the sums paid are insufficient to launch a route.
De mindre stærke konkurrenter skal overvinde forbrugernes statiske købsadfærd for at udvikle deres virksomhed.
The CCIPB considers that, by purchasing these marketing services at the prices stated in the agreements, it has benefited from indisputable economic consideration in two respects.
De mindre, regionale lufthavne skal finde en blivende måde at viderebringe budskabet om deres mærke til så stort et publikum som muligt.
Firstly, the marketing services have had a favourable impact on the airport’s operating revenue, in particular by encouraging an increased flow of passengers within the airport.
De traditionelle former for marketingkommunikation kræver udgifter, som overstiger deres midler.
Secondly, and furthermore, this consideration has also benefited the entire town of Pau and its region.
Reklame via AMS:
The CCIPB does not agree with the consultant’s view that Ryanair’s strategy underlying the signature of marketing services agreements is to obtain a subsidy from the airport to keep its prices low.
giver mulighed for at nå ud til en stor del af de mennesker, som allerede påtænker at købe en rejse
Unlike the consultant, the CCIPB takes the view that there is significant commercial interest in purchasing such services as Pau airport is a regional airport without a natural flow of passengers in a sufficient volume to balance its operating accounts.
Selskabet mener i øvrigt, at man med henblik på analysen af det markedsøkonomiske investorprincip i det foreliggende tilfælde, bør skelne mellem køb af marketingydelser til markedspriser og en tilknyttet aftale mellem lufthavn og luftfartsselskab.
The CCIPB notes that, at Pau airport, the competition from low-fare airlines has in no way affected Air France’s operations, which continued to grow until 2008 when the financial crisis broke.
Til støtte for sin argumentation fremlægger Ryanair en sammenlignende analyse af AMS' priser og priserne for sammenlignelige ydelser på andre rejseselskabswebsteder.
Furthermore, the CCIPB stresses that, prior to Ryanair’s arrival in 2003, no airline operated any international routes from Pau airport, and that this arrival therefore did not affect competition for existing routes.
Konklusionen på analysen er, at AMS' priser enten var lavere end gennemsnittet eller lå i medianintervallet for de priser, som referencewebstederne fakturerede.
Airport services agreements
Ifølge Ryanair viser dette, at AMS' priser svarer til markedspriserne, og at den offentlige lufthavns beslutning om at købe AMS' ydelser stemmer overens med det markedsøkonomiske investorprincip.
The CCIPB points out that all the airport charges are strictly applied in identical fashion to all users and all airlines at Pau airport.
Ryanair fremlægger desuden dokumentation for de ydelser, der er leveret til lufthavnene i forbindelse med aftaler med AMS, for at påvise værdien af disse ydelser for lufthavnene.
The CCIPB refutes in this respect that any discriminatory practices exist.
Hvis Kommissionen insisterede på at gøre aftalerne med AMS og aftalerne om lufthavnstjenester med Ryanair til en og samme genstand for en test af det markedsøkonomiske investorprincip (en tilgang, som Ryanair anfægter), bør værdien af de af AMS leverede ydelser til lufthavnene ifølge Ryanair ikke undervurderes.
Furthermore, the CCIPB does not agree with the consultant’s view that the non-regulated charges vary from one airline to another without just cause.
I øvrigt henviser Ryanair til konklusionerne i diverse rapporter, der bekræfter, at selskabet råder over et stærkt paneuropæisk mærke, som kan generere værdi for dets reklametjenesteydelser.
According to the CCIPB, the charges for non-regulated services are negotiated with each airline according to its specific situation.
Ryanairs bemærkninger af 17. januar 2014
The CCIPB concludes from these arguments that none of the airport services agreements examined by the Commission contains any element of State aid.
Ryanair fremlagde en rapport udarbejdet af dets økonomiske rådgiver om de principper, som ifølge luftfartsselskabet burde gælde for en markedsøkonomisk investors rentabilitetskriterium i henseende til både aftalerne om lufthavnstjenester mellem Ryanair og lufthavnene og marketingaftalerne mellem AMS og de samme lufthavne.
Subsidies to the airport
Ryanair understreger, at dette på ingen måde sætter spørgsmålstegn ved selskabets holdning, ifølge hvilken aftalerne med AMS og aftalerne om lufthavnstjenester bør underkastes separate analyser af det markedsøkonomiske investorprincip.
The CCIPB takes the view that none of the ‘subsidies’ received by Pau airport over the 2000-2010 period and examined in the formal investigation procedure contains any element of State aid.
I rapporten anføres det, at de indtægter, som AMS genererer, bør medregnes i indtægterne i en fælles analyse af rentabiliteten, mens AMS' udgifter bør tillægges omkostningerne.
Sovereign task subsidies
Til det formål foreslås i rapporten en cashflow-metode, hvorved man behandler udgifter vedrørende AMS som supplerende driftsudgifter.
According to the CCIPB, the subsidies of EUR 3 521 000 mentioned in Section 4.3.1 were intended to finance tasks entrusted by law to airport operators, but that normally fall under State responsibility in the exercise of its official powers as a public authority.
I rapporten hævdes det, at marketingaktiviteterne bidrager til at danne og styrke mærkets værdi, hvilket bør kunne generere aktivitet og indtjening, ikke blot mens marketingaftalen løber, men også efter dens udløb.
Accordingly, these tasks are not economic in nature and the subsidies in question therefore do not fall within the scope of State aid rules.
Det ville bl.a. være tilfældet, når andre luftfartsselskaber i kraft af en aftale med Ryanair etablerer sig i lufthavnen, selv tiltrækker erhvervsdrivende og således øger lufthavnens indtægter fra andre kilder end luftfarten.
Equipment subsidies
Ifølge Ryanair bør disse indtægter medregnes, hvis Kommissionen foretager en fælles analyse af rentabiliteten ved, at udgifterne for AMS behandles som supplerende driftsudgifter, idet de supplerende indtægter er beregnet efter fradrag af betalingerne til AMS.
The CCIPB takes the view that the equipment subsidies granted by the syndicat mixte and local authorities do not contain any element of State aid.
Ryanair mener i øvrigt, at der kunne indregnes en endelig værdi i de supplerende indtægter, som påregnes ved udløbet af aftalen om lufthavnstjenester, for at tage hensyn til den værdi, der genereres efter aftalens udløb.
These sums have been used to finance investments made by the owners of the airport infrastructure in maintaining and improving that infrastructure, or, in other words, developing their own assets.
Den endelige værdi kunne justeres i henhold til en fornuftig hypotese for sandsynligheden for en forlængelse af aftalen med Ryanair, eller for at lignende betingelser ville blive aftalt med andre selskaber.
These investments have therefore been made solely for the benefit of their owners.
Ryanair mener, at det således ville være muligt at anslå en nedre grænse for den indtjening, der kunne genereres i fællesskab af aftalen med AMS og aftalen om lufthavnstjenester, idet der tages højde for usikkerheden ved de supplerende indtægter efter udløbet af aftalen om lufthavnstjenester.
These sums have not, however, conferred any economic advantage on the CCIPB because they have not reduced the operating costs that it must normally bear as airport operator.
Til at underbygge denne tilgang indeholder rapporten en sammenfatning af resultaterne af undersøgelserne af reklamens virkning for mærkets værdi.
These sums have simply ‘passed through’ the CCIPB given that, in its capacity as operator of the public equipment, it is responsible for carrying out this maintenance, upgrading and improvement work.
Disse undersøgelser viser, at reklamen kan øge mærkets værdi og øge kundekredsens loyalitet.
As a result, according to the CCIPB, in paying equipment subsidies, the concession authority and local authorities have acted quite naturally, in their capacity as owners of the airport infrastructure and under the public equipment concession, to ensure that work to maintain, upgrade and improve the airport public service is carried out with a view to developing their assets.
Ifølge rapporten øger reklamen på ryanair.com især mærkets synlighed, når der er tale om en lufthavn.
These are therefore investments that are naturally the responsibility of the public equipment owner and not its operator.
Det tilføjes, at de mindre, regionale lufthavne, som ønsker at øge trafikken, bl.a. kan styrke deres mærkeværdi ved at indgå reklameaftaler med AMS.
The CCIPB further notes that, at the end of the concession (end of 2015), it must return this airport infrastructure to its owners, together with the investments made.
Det anføres i rapporten, at cashflow-metoden er at foretrække frem for kapitaliseringsmetoden, hvorefter udgifterne for AMS ville blive behandlet som kapitaludgifter til et immaterielt aktiv (nemlig lufthavnens mærkeværdi).
In addition, the subsidies in question have in no way distorted competition with other neighbouring airports (Tarbes-Lourdes-Pyrénées and Biarritz-Anglet-Bayonne) because these have also received similar subsidies from their concession authorities.
Marketingudgifterne skulle bogføres under et immaterielt aktiv og siden afskrives i tidsrummet for udnyttelsen af dette aktiv, idet der regnes med en restværdi ved det planlagte udløb af aftalen om lufthavnstjenester.
With regard to the sum of EUR 38 000 received from Gaz de France in 2003, the CCIPB notes that this measure is not imputable to the State, but was taken independently by Gaz de France.
Denne tilgang ville dog ikke tage højde for de supplerende indtægter til lufthavnen i kraft af indgåelsen af aftalen om lufthavnstjenester med Ryanair, og det er også vanskeligt at anslå den værdi af det immaterielle aktiv, som skyldes mærkets udgifter og den lange varighed af udnyttelsen af aktivet.
In addition, this decision has not conferred any economic advantage on Pau airport because Gaz de France has acted as a prudent private investor in a market economy.
AMS erklærer, at det ikke har modtaget statsstøtte, og at CCIPB har handlet i overensstemmelse med det markedsøkonomiske investorprincip over for AMS.
Gaz de France in fact suggested to the CCIPB that a cogeneration plant be installed so that the airport could make energy savings on its heating and air-conditioning and so that Gaz de France could supply the gas needed for its operation.
AMS hævder, at de beløb, som CCIPB betalte AMS for leveringen af marketingydelser, svarede til markedsprisen for tjenesteydelser med en reel værdi for lufthavnen.
Compatibility based on Commission Decision 2005/842/EC
AMS hævder, at følgende tre påstande, som konsulenten fremsatte i sin rapport, og som de fremgår af udvidelsesafgørelsen, er fejlagtige af nedenstående grunde:
The CCIPB notes that Commission Decision 2005/842/EC (hereinafter the ‘2005 SGEI Decision’) applies to the measures in question.
»Ryanairs websted fremstår derfor først og fremmest sammenligneligt med andre luftfartsselskabers websteder, som generelt kun rummer få betalingsreklamer, og hvor lufthavnene ikke annoncerer« — AMS erklærer, at det ikke er korrekt at hævde, at andre luftfartsselskaber ikke har betalingsreklamer på deres websteder.
The CCIPB stresses that the scope of this Decision includes ‘public service compensation for airports … for which average annual traffic during the two financial years preceding that in which the service of general economic interest was assigned does not exceed 1 000 000 passengers, in the case of airports’ and ‘which receive annual compensation for the service in question of less than EUR 30 million’ (Article 2).
Ifølge selskabet er det så sandelig tilfældet, men ryanair.com var blot pioner på området.
As a result, according to the CCIPB, which takes the view that it has been entrusted with providing an airport public service, if the subsidies paid to the airport do constitute aid, this aid is compatible and exempt from the prior notification obligation based on the 2005 SGEI Decision.
AMS hævder, at Ryanairs websted er anderledes, fordi det skiller sig ud på grund af sin popularitet og dermed rummer en større interesse for annoncøren.
Compatibility based on the 2005 Guidelines
AMS bemærker, at reklamen på ryanair.com er særlig interessant for lufthavnene, fordi den er perfekt målrettet de potentielle passagerer, giver mulighed for at øge indtægterne fra andre aktiviteter end luftfarten og øger lufthavnens internationale kendskabsgrad.
The CCIPB argues, in the alternative, that the subsidies received by Pau airport and the CCIPB meet the compatibility criteria laid down by the 2005 Guidelines.
»Det er ikke fornuftigt, at lufthavnene afsætter egne midler til luftfartsselskaber for at tilskynde passagerer til at benytte disse luftfartsselskabers flyvninger til disse lufthavne, idet sådanne ekstra passagerer udløser direkte fordele for de pågældende luftfartsselskaber« — AMS hævder, at grunden til, at lufthavnene reklamerer på ryanair.com, er, at de ønsker at øge andelen af ankommende passagerer, der generelt giver lufthavnene større indtægter fra andre ydelser end luftfarten.
Ryanair argues that the Commission has wrongly fused AMS’s and Ryanair’s separate agreements with the CCIPB into a single alleged State aid case.
AMS tilføjer, at lufthavnene i øvrigt har brug for at gøre reklame af hensyn til deres kendskabsgrad på internationalt plan, og at deres adfærd er sammenlignelig med den reklame, som store multinationale selskaber som Coca-Cola, McDonald's og Nike gør for sig selv.
Ryanair further states that the investigation into the relationship between AMS and Pau airport flies in the face of the commercial success of the Ryanair offering, and that AMS has a large range of customers, not just airports, and its model is increasingly being replicated on other airline websites.
Om en lufthavn gør reklame på Ryanairs websted eller ikke, betyder ifølge AMS kun lidt for selskabet, eftersom det ikke ændrer på det samlede antal passagerer, og at det under alle omstændigheder er uden betydning for lufthavnsforretningen, om Ryanair kan drage nytte eller ikke af den reklame, som lufthavnen gør for sig selv på ryanair.com.
Consultant’s report of 30 March 2011
AMS understreger, at der ingen grund er til at betvivle forretningslogikken bag lufthavnens beslutning om at gøre reklame på ryanair.com, når ydelserne blev leveret til markedspriser.
Ryanair disputes some of the findings in the consultant’s report, in particular the following three claims: