natgillin/translations-raw huggingface dataset:
Sikkerhedsafgift
At an airport, activities such as air traffic control, police, customs, firefighting, activities necessary to safeguard civil aviation against acts of unlawful interference and the investments relating to the infrastructure and equipment necessary to perform those activities are considered in general to be of a non-economic nature [103].
Brændstof
However, public financing of non-economic activities necessarily linked to the carrying out of an economic activity must not lead to undue discrimination between airlines and airport managers.
Indtjening fra andre aktiviteter (basisår 2000)
Indeed, it is established case law that there is an advantage when public authorities relieve undertakings of the costs inherent to their economic activities [104].
Parkering
Therefore, if in a given legal system it is normal that airlines or airport managers bear the costs of certain services, whereas some airlines or airport managers providing the same services on behalf of the same public authorities do not have to bear those costs, the latter may enjoy an advantage, even if those services are considered in themselves as non-economic.
Samlet indtjening pr. flyvning
Therefore, an analysis of the legal framework applicable to the airport operator is necessary in order to assess whether under that legal framework airport managers or airlines are required to bear the costs of the provision of some activities that might be non-economic in themselves but are inherent to the deployment of their economic activities.
Variable omkostninger pr. flyvning
Germany submitted that the costs arising from the security checks pursuant to §8 Luftsicherheitsgesetz (Air Security Law, ‘LuftSiG’)are to be considered as falling within the public policy remit.
Timer
The Commission notes, however, that pursuant to §8(3) LuftSiG only the costs related to the provision and maintenance of spaces and premises necessary for the performance of the listed activities pursuant to §5 LuftSiG may be reimbursed.
Forpladshandling
All other costs, including in particular those for security checks, must be borne by the airport operator.
Clearance-udstyr [115]
Hence, to the extent that public financing granted to FFHG relieved this undertaking of costs they normally had to bear given the limits prescribed in §8(3) LuftSiG, that public financing is not exempted from scrutiny under EU State aid rules.
samlede driftsomkostninger
State resources and imputability to the State
1 follow me-køretøj
In this case, insofar as the Land has not only transferred the revenues collected from the airlines for the security checks to FFHG, the funds provided were granted from the budget of the Land Rhineland-Palatinate.
1 bagagekøretøj
Thus, the Commission considers that they are financed through State resources and are also imputable to the State.
1 slamsuger
The Commission notes that the measures at stake covered a portion of costs incurred by FFHG in the context of its economic activity.
1 vandtankvogn
The operator of an airport normally has to bear all the costs related to the construction and operation of the airport (with the exception of those costs that fall within the public policy remit and do not generally have to be borne by the airport operator under the applicable legal framework).
Passager- og bagage-clearance
Hence, covering a part of those costs relieves FFHG of a burden it would normally have to bear and therefore provides to FFHG an economic.
passager-clearance (fast beløb for check-in)
As the measures at stake were granted only to FFHG, those measures have to be qualified as being selective in nature.
bagage-clearance (fast beløb)
Distortion of competition
passagerkontrol
For the same reasons as outlined in recitals 360 and following, the Commission considers that any selective economic advantage granted to FFHG is liable to distort competition and affect trade between Member States.
Variable omkostninger pr. flyvning i alt
In the light of the considerations in recital 392 and following, the Commission considers that the public funding granted to FFHG, to the extent that the payments of the Land Rhineland-Palatinate for the security checks exceeded the revenue collected from the airlines, constitutes State aid within the meeting of Article 107(1) of the Treaty.
Deckungsbeitrag I pr. flyvning
MEASURE 6: DIRECT GRANTS FROM LAND RHINELAND-PALATINATE
Deckungsbeitrag I pr. år [116]
Applicability of State aid rules to public grants decided before 2000 and notion of an undertaking
Støtte til ny rute [117]
For the reasons outlined in recital 293 and following, as of 12 December 2000 FFHG must be considered to constitute an undertaking for the purposes of Article 107(1) of the Treaty.
Afskrivninger af investeringer nødvendiggjort af Ryanair [118]
Germany clarified that in 2001 Land Rhineland-Palatinate granted to FFHG EUR […] to support some of its infrastructure investments.
Finansieringsomkostninger til ovennævnte investering (rente: 5 %)
According to Germany, however, those grants were based on a decision taken already in 1999.
Gradvist stigende dækningsbidrag pr. år
For the same reasons as outlined in recital 293 and following, the Commission considers that for grants (like the one described in recital 405) decided prior to the Court judgment in Aéroports de Paris, public authorities could legitimately consider that the financing did not constitute State aid and accordingly did not need to be notified to the Commission.
FFHG's forhåndsanalyse, som Tyskland havde forelagt, indeholder ingen prognoser for hele den periode, der er omfattet af Ryanair-aftalen 2002, men det var klart, at denne aftale forventedes at være rentabel fra Ryanairs første driftsår.
It follows that the Commission can not put into question such grants under State aid rules.
Selv om en markedsøkonomisk operatør normalt ville foretage en beregning for hele aftalens løbetid, kunne FFHG i dette tilfælde med rimelighed forvente, at aftalen ville sikre et positivt bidrag til lufthavnens rentabilitet, fordi aftalen forventedes at generere et positiv bidrag fra det første år, også selv om passagerantallet og den forventede indtjening forblev stabile (om end begge dele faktisk forventedes at stige (se betragtning 471).
Moreover, Germany stated that Land Rhineland-Palatinate partially financed personnel costs for security checks in the years 2001 ([…] % of total costs), 2002 ([…] %), 2003 ([…] %) and 2004 ([…] %).
De merindtægter, der indgik i denne rentabilitetsanalyse, omfatter indtægter fra luftfartsvirksomhed og indtægter fra andre aktiviteter som aftalt i Ryanair-aftalen 2002 samt indtægter fra toldfrit salg og forretninger i lufthavnen.
As assessed in recital 397 and following, the carrying out of security checks (pursuant to §8 LuftSiG) can, in principle, be considered to constitute an activity falling within the public policy remit.
Med hensyn til sidstnævnte forventede FFHG at håndtere omkring 392137 Ryanair-passagerer i 2002 [119].
However, pursuant to §8(3) LuftSiG only the costs related to the provision and maintenance of spaces and premises necessary for the performance of the listed activities pursuant to §5 LuftSiG may be reimbursed.
Denne trafikprognose blev endda overgået af den faktiske passagerudvikling i lufthavnen (se tabel 1).
However, in the present case the Land Rhineland-Palatinate has taken over costs for security checks, which must be borne by the airport operator.
Hvis støtten til nye ruter, som anført af Lufthansa, er undervurderet i FFHG's rentabilitetsanalyse, ville den højere markedsføringsstøtte være blevet udlignet af de højere indtægter fra luftfartsaktiviteter og andre aktiviteter som følge af den større passagermængde.
Hence, the public support granted to FFHG through the financing of personnel costs for security checks is not exempted from scrutiny under EU State aid rules.
De meromkostninger, der er indregnet, omfatter omkostningerne til groundhandling, som varetages af en ekstern groundhandling-virksomhed, omkostninger til ansættelse af ekstra personale, omkostninger til markedsføring og udvikling af nye ruter og omkostninger til sikkerhedskontrol.
The Commission considers that the direct grants are financed through State resources and are also imputable to the State.
Disse investeringer blev anslået til ca. […] mio. DEM og vedrørte primært udvidelsen af passagerterminalen.
The operator of an airport normally has to bear all the costs related to the construction and operation of the airport, including those for security checks, so that covering a part of those costs relieves FFHG of a burden it would normally have to bear and provides to FFHG an economic advantage it would normally not receive under normal market conditions.
Selv om terminalen ikke blev anset for nødvendiggjort af Ryanair, tog FFHG i sin beregning højde for de forventede yderligere investeringsomkostninger til terminalen.
Moreover, the measures at stake were non-repayable in nature and did not yield a return on investment.
Mens forhåndsanalysen, der blev foretaget af FFHG og fremlagt af Tyskland, ikke diskonterede de fremtidige betalinger til den dato, hvor Ryanair-aftalen 2002 blev indgået, er det klart, at det forventedes, at aftalen var rentabel.
Germany has not presented any evidence that the direct grants were put at the disposal of FFHG on market terms.
Kommissionen bemærker, at den antagelse, der lå til grund for forhåndsberegningen, og som var baseret på de gældende markedsbetingelser, da beregningen blev foretaget, var rimelig.
Furthermore, Germany does not rely on the MEO principle.
Den forventede passagermængde blev endda overgået af den faktiske passagerudvikling i lufthavnen (se tabel 1) og førte til højere indtægter fra luftfartsaktiviteter og andre aktiviteter.
The Commission therefore finds that the measures at stake by the Land in favour of FFHG granted after 12 December 2000 conferred an economic advantage on FFHG.
Kommissionen bemærker, at FFHG's ledelse under hensyntagen til alle meromkostninger og -indtægter fra Ryanairs aktiviteter i lufthavnen forventede, at Ryanair-aftalen 2002 i hele sin løbetid ville sikre et positivt bidrag til rentabiliteten af Frankfurt Hahn lufthavn med en nettonutidsværdi på mindst […] mio. DEM (diskonteringssats = […] %) [120].
In the light of the considerations in recital 392 and following, the Commission concludes that, as the direct grants amounting to EUR […] million (years 1997-2000) and EUR […] million (paid in 2001) were irrevocably decided by the public authorities before the Aéroports de Paris judgment, they could legitimately consider that those grants did not constitute State aid.
I betragtning af den faktiske passagerudvikling i Frankfurt Hahn lufthavn bemærker Kommissionen, at den nettonutidsværdi, der er beregnet på grundlag af Ryanair-aftalen 2002, tilsyneladende undervurderer den faktiske gradvist stigende rentabilitet af denne aftale.
The Commission considers that the public funding granted to FFHG amounting to EUR 1,93 million (years 2001-2004) constitutes State aid within the meeting of Article 107(1) of the Treaty.
Eftersom Ryanair-aftalen 2002 forventedes (ikke kun at dække alle meromkostninger men også) at bidrage positivt til FFHG's rentabilitet, forventedes Frankfurt Hahn lufthavns forretning som helhed at blive mere rentabel under Ryanair-aftalen 2002.
MEASURE 12: EQUITY INCREASE AMOUNTING TO EUR […] MILLION
Oxeras analyse af den gradvist stigende rentabilitet af Ryanair-aftalen 2002
Relation between the capital increase and the financial arrangements already put in place in favour of FFHG
Ryanair fremlagde desuden en rentabilitetsanalyse udført af Oxera på grundlag af de oplysninger, der var tilgængelige, da Ryanair-aftalen 2002 blev indgået, som var forelagt af lufthavnen og Ryanair.
Before assessing whether the capital increase amounting to EUR […] million in favour of FFHG constitutes State aid, it is necessary to determine whether this capital increase and the financial arrangements previously put in place in favour of FFHG should be considered as separate measures or as a single measure.
Resultaterne af denne beregning er opsummeret i tabel 17.
Germany submitted that the capital increase is intended to refinance the loans covering investments into of infrastructure which were irrevocably committed to be financed or refinanced by the public shareholder between 1997 and 2012, but not been yet been paid.
På grundlag af Oxeras undersøgelse af Ryanair-aftalen 2002 udførte Kommissionen en sensitivitetsanalyse vedrørende de indtægter fra andre aktiviteter, der indgik i denne undersøgelse.
In view of the evidence presented by Germany, the Commission considers that the equity injection is aimed to refinance loans which financed the infrastructure improvements at Frankfurt Hahn airport between 1997 and 2012.
Selv om indtægterne fra andre aktiviteter i gennemsnit var blevet reduceret med 20 % — for at udføre en sensitivitetsanalyse af de forventede indtægter fra andre aktiviteter — ville nettonutidsværdien af Ryanair-aftalen 2002 have beløbet sig til […] mio. EUR, mens alle de øvrige antagelser forblev uændrede (se tabel 28).
As according to Germany by the decision to undertake these investments, FFHG was entitled to receive this funding.
Tabel 28
Hence, the Commission considers that the capital injection of EUR […] million has to be assessed in the context of the previous commitments by the public shareholders when these investments were decided.
Oxeras justerede rentabilitetsvurdering for Ryanair-aftalen 2002 (indtægter fra andre aktiviteter reduceret med 20 %)
In that regard, and in the light of the considerations in Section 8.1.1, the Commission concludes that FFHG has been engaged in an economic activity as from the date of the Aéroports de Paris judgment (12 December 2000) onward and constitutes an undertaking within the meaning of Article 107(1) of the Treaty.
Da mindst ét af de kumulative kriterier i traktatens artikel 107, stk. 1, ikke er opfyldt, finder Kommissionen, at Ryanair-aftalen 2002 ikke udgør statsstøtte i henhold til traktatens artikel 107, stk. 1.
Moreover, in line with the considerations in Sections 8.1.1, 8.1.3 and 8.1.4, which apply equally to that measure, the Commission considers that the equity injection constitutes State aid within the meaning of Article 107(1) of the Treaty, as it involves State resources, it is imputable to the State and confers an selective economic advantage on FFHG that distorts or threatens to distort competition and trade between Member States.
Den 4. november 2005 blev der som en ændring af aftalen fra 2002 indgået en »aftale mellem Ryanair og Flughafen Frankfurt-Hahn GmbH — levering af fly 6-18 — 2005-2012« (herefter »Ryanair-aftalen 2005«).
AID NATURE OF THE MEASURES RELATING TO RYANAIR AND OTHER AIRLINES USING THE AIRPORT
Tyskland gjorde også gældende også, at Ryanair-aftalen 2005 er i overensstemmelse med markedsøkonomiprincippet.
GENERAL CONSIDERATIONS REGARDING THE APPLICATION OF THE MEO PRINCIPLE
For at underbygge dette fremlagde Tyskland en vurdering af markedsøkonomiprincippet udarbejdet af PwC.
In order to assess whether an agreement between a publicly-owned airport and an airline confers an economic advantage on the latter, it is necessary to analyse whether that agreement complied with the MEO principle.
I PwC's vurdering af markedsøkonomiprincippet sammenlignes to scenarier med henblik på at fastlægge merværdien af Ryanair-aftalen 2005: i) en forretningsplan for FFHG med Ryanairs engagement og ii) et alternativ scenarie med en forretningsplan for FFHG uden Ryanairs engagement.
In applying the MEOT to an agreement between an airport and an airline, it must be assessed whether, at the date when the agreement was concluded, a prudent market economy operator would have expected the agreement to lead to a higher profit than would have been achieved otherwise.
Den ekstra pengestrøm er beregnet som forskellen mellem de to scenarier (som opsummeret i tabel 29).
That higher profit is to be measured by the difference between the incremental revenues expected to be generated by the agreement (that is, the difference between the revenues that would be achieved in case the agreement is concluded and the revenues that would be achieved in the absence of the agreement) and the incremental costs expected to be incurred as a result of the agreement (that is, the difference between the costs that would be incurred in case the agreement is concluded and the costs that would be incurred in the absence of the agreement), the resulting cash flows being discounted with an appropriate discount rate.
Tabel 29
In that analysis, all the relevant incremental revenues and costs associated with the agreement must be taken into account.
Vurdering af markedsøkonomiprincippet for Ryanair-aftalen 2005
The various elements (discounts to airport charges, marketing grants, other financial incentives) should not be assessed separately.
PwC Report 2006, s. 88 og 89.
Indeed, as stated in the Charleroi judgment: ‘It is (…) necessary, when applying the private investor test, to envisage the commercial transaction as a whole in order to determine whether the public entity and the entity which is controlled by it, taken together, have acted as rational operators in a market economy.
Kommissionen finder, at den ekstra pengestrøm, der er beregnet som forskellen mellem de to scenarier, tager højde for alle meromkostninger og -indtægter, der er opstået som følge af Ryanairs tilstedeværelse i lufthavnen.
The Commission must, when assessing the measures at issue, examine all the relevant features of the measures and their context […].’ [105].
I denne rentabilitetsberegning indgår også de investeringer, der er nødvendiggjort af Ryanairs tilstedeværelse i lufthavnen.
The expected incremental revenues must include in particular the revenues from airport charges, taking into account the discounts as well as the additional traffic expected to be generated by the agreement and the non-aeronautical revenues expected to be generated by the traffic.
I henhold til den supplerende vurdering af markedsøkonomiprincippet, som PwC udførte efter åbningsafgørelsen fra 2008, kan investeringer til et samlet beløb af […] mio. EUR tilskrives Ryanair, mens de resterende […] mio. EUR vedrører udviklingen af lufthavnens fragtinfrastruktur (dvs. […] mio. EUR i alt).
The expected incremental costs must include in particular all the incremental operating and investment costs that would not be incurred in the absence of the agreement as well as the costs of the marketing grants and other financial incentives.
Kommissionen bemærker, at FFHG's ledelse under hensyntagen til alle meromkostninger og -indtægter fra Ryanairs aktiviteter i lufthavnen forventede, at Ryanair-aftalen 2005 i hele sin løbetid ville sikre et positivt bidrag til rentabiliteten af Frankfurt Hahn lufthavn med en nettonutidsværdi på mindst […] mio. EUR (diskonteringssats = […] %) [121].
The Commission also notes in that context that price differentiation (including marketing support and other incentives) is a standard business practice.
I lyset af den langsigtede planlægningshorisont for den faktiske passagerudvikling i Frankfurt Hahn lufthavn tages der i den nettonutidsværdi, som er beregnet på grundlag af en diskonteringssats på […] %, muligvis ikke tilstrækkeligt højde for de risici, der potentielt kan påvirke de tilgrundliggende antagelser.
The Court held in the Stardust Marine judgment that, ‘[…] in order to examine whether or not the State has adopted the conduct of a prudent investor operating in a market economy, it is necessary to place oneself in the context of the period during which the financial support measures were taken in order to assess the economic rationality of the State's conduct, and thus to refrain from any assessment based on a later situation.’ [107].
Kommissionen har derfor udført en sensitivitetsvurdering af diskonteringssatsen (se tabel 30).
Hence, in order to be able to apply the MEOT the Commission has to place itself at the time when the respective agreements between FFHG and Ryanair were concluded.
Tabel 30
Also, the Commission in principle must base its assessment on the information at the disposal of the airport manager when the respective agreements were signed or put in place, as well as any reasonable assumptions that it could entertain at such time.
Vurdering af markedsøkonomiprincippet for Ryanair-aftalen 2005 — sensitivitetsanalyse af diskonteringssatsen
Point 63 of the 2014 Aviation Guidelines provides that arrangements concluded between airlines and an airport can be deemed to satisfy the MEO test when they incrementally contribute, from an ex ante perspective, to the profitability of the airport.
På baggrund af den gennemførte analyse af den gradvist stigende rentabilitet konkluderer Kommissionen, at Ryanair-aftalen 2005 var i overensstemmelse med markedsøkonomiprincippet, da den ud fra en forhåndsvurdering og under hensyntagen til de gældende markedsbetingelser bidrog til lufthavnsoperatørens gradvist stigende rentabilitet.
While this criterion reflects the logic of the MEO test, it has been spelt out only recently and refers to individual arrangements rather than to the overall business, as is more often the case when applying the MEO test.
Kommissionen konkluderer derfor, at FFHG's beslutning om at indgå Ryanair-aftalen 2005 ikke gav luftfartsselskabet en økonomisk fordel, som det ikke ville have opnået på normale markedsbetingelser.
Therefore, the Commission recognises that it may be difficult for the relevant Member State and for the operators concerned to provide full contemporaneous evidence in respect of arrangements concluded many years ago and will take that into account when applying the criterion at stake in the present case.
Da et af de kumulative kriterier i traktatens artikel 107, stk. 1, ikke er opfyldt, finder Kommissionen, at Ryanair-aftalen 2005 mellem Frankfurt Hahn lufthavn og Ryanair ikke udgør statsstøtte i henhold til traktatens artikel 107, stk. 1 [122].
The feasibility of comparing Frankfurt Hahn airport to other European airports
En nedsættelse af afgifterne afhængigt af passagermængden er ifølge Tyskland en almindelig praksis i nationale og and internationale lufthavne.
Under the 2014 Aviation Guidelines, the existence of aid to an airline using a particular airport can, in principle, be excluded if the price charged for the airport services corresponds to the market price, or if it can be demonstrated that from an ex ante analysis —, i.e. one founded on information available when the aid was granted and on developments foreseeable at the time — the airport/airline arrangement could be expected to lead to a positive incremental profit contribution for the airport [108].
Da tærsklen for at opnå rabat var meget lav, nemlig 100000 passagerer om året, støttede disse rabatter også mindre luftfartsselskaber.
In that respect, the Commission considers an ex ante incremental profitability analysis to be the most relevant criterion for the assessment of arrangements concluded by airports with individual airlines [109].
For at underbygge dette indgav Tyskland en forhåndsanalyse af rentabiliteten, hvor et scenarie med indførelsen af planen for lufthavnsafgifter 2006 sammenlignes med et scenarie uden indførelsen af denne plan (se tabel 31).
The reason is that, at the present time, it is doubtful that an appropriate benchmark can be identified to establish a true market price for services provided by airports.
På baggrund af de gældende markedsbetingelser og FFHG's faktiske driftsresultater på daværende tidspunkt finder Kommissionen, at rentabilitetsberegningen var baseret på realistiske antagelser.
In general, the application of the MEO principle based on an average price on other, similar markets may prove helpful if such a price can be reasonably identified or deduced from other market indicators.
Tabel 31
However, this method is not as relevant in the case of airport services, as the structure of costs and revenues tends to differ greatly from one airport to another.