natgillin/translations-raw huggingface dataset:
Nærmere bestemt anføres det, at i) vedligeholdelsesafgifterne ikke væltes over på brugerne, men refunderes af regionen Vallonien, ii) landingsafgifterne begunstiger Ryanair, […].
As a preliminary remark, BSCA considers that the time that has passed since the start of the case may have created legitimate expectations for BSCA and its users.
Den interesserede part C gør ligeledes gældende, at Ryanair ikke betaler for tjenesteydelser i forbindelse med den normale lufthavnsforvaltning, f.eks. brandvæsen, udvidelse og opførelse af infrastrukturer og passagerafgifter.
BSCA notes that the Commission was previously informed, during its initial investigation that led to the 2004 decision, about the mechanism introduced by the Region and BSCA in 1991 under the concession agreement and its subsequent amendments.
Forekomst af statsstøtte
BSCA therefore objects to the extension of the scope of the measures examined by the Commission.
Selektiv fordel
BSCA draws the Commission's attention to the importance of regional airports in terms of economic and social development, regional accessibility and tourism.
Ifølge Brussels Airlines har Ryanair modtaget en selektiv fordel sammenlignet med andre luftfartsselskaber.
It considers that the liberalisation of air transport has created a new category of passenger taking city trips and short-haul flights for family reasons, together with new low-cost business models meeting this new demand.
Støtten fra regionen og SOWAER til fordel for BSCA reducerer nemlig dette selskabs driftsomkostninger og tillader det at opkræve lavere afgifter hos luftfartsselskaberne, heriblandt Ryanair, og ligeledes mindske sine driftsomkostninger.
BSCA therefore takes the view that competition between Charleroi airport and Brussels airport is only very limited.
Ryanair har ligeledes nydt godt af direkte finansieringsforanstaltninger såsom startstøtte og bidrag til markedsføringsaktiviteter.
In this respect, BSCA stresses the limited impact on Brussels airport of the launch in the past of a route between Dublin and Charleroi airport [86].
Brussels Airlines er i tvivl om, hvorvidt denne støtte er i overensstemmelse med betingelserne i retningslinjerne fra 2005, og hvorvidt principperne om proportionalitet og gennemsigtighed er overholdt.
BSCA explains its success by the dynamic policy implemented by the Walloon authorities in recent years and also by the flexibility of its infrastructure and the drive of the airport teams.
Brussels Airlines mener, at det på grund af den kumulative virkning af alle disse foranstaltninger er umuligt at anse BSCA for at handle som en privat investor, og opfordrer Kommissionen til ikke at undersøge foranstaltningerne hver for sig, men som et samlet hele.
In terms of services of general interest, BSCA notes that since 1991 it has received compensation for services of general interest, as defined by Article 25 of the schedule of conditions concluded with the Walloon public authorities.
Benchmarking
BSCA disputes the analysis made by the Commission in its 2012 extension decision, refuting the non-economic nature of these activities.
Ifølge Brussels Airlines var de afgifter, som BSCA opkrævede hos Ryanair i den omhandlede periode, meget lavere end dem, som andre luftfartsselskaber betalte i sammenlignelige lufthavne.
The airport manager considers that this represents, firstly, a reversal of position by the Commission in relation to its established decision-making practice and, secondly, a lack of understanding of the international and European regulations on transport safety and security.
Som reference bruger Brussels Airlines lufthavnsafgifterne fra en samling af andre lufthavne beliggende i oplandet til Charleroi (Eindhoven, Lille og Köln) og af samme størrelse (Marseille, Porte og Bologna) og konkluderer, at de lufthavnsafgifter, der opkræves i Charleroi lufthavn, ikke er i overensstemmelse med dem, der ville blive anvendt af en privat markedsøkonomisk investor.
BSCA reminds the Commission that these services of general interest, which were previously provided by the administration, were transferred with the intention of ensuring sound management and flexibility.
Brussels Airlines mener ligeledes, at lufthavnen i Bruxelles er en god reference i forbindelse med vurderingen af den diskriminerende karakter af lufthavnsafgifterne, idet de to lufthavne reelt befinder sig i samme opland og drives i samme økonomiske klima.
The compensation paid by the Walloon authorities is therefore capped and cost-based and does not create any advantage for BSCA.
I øvrigt kan lufthavnen i Bruxelles vælte sine faste omkostninger over på flere luftfartsselskaber, hvilket udhuler argumentet om, at afgifterne i lufthavnen i Bruxelles nødvendigvis er højere på grund af lufthavnens størrelse.
An audit system has been established in order to prevent any overcompensation.
En sammenligning afslører stor forskel mellem lufthavnsafgiftsniveauet i Bruxelles og Charleroi, endda under hensyntagen til ekstra tjenesteydelser, som leveres i lufthavnen Bruxelles-National på grund af forskellen mellem selskabernes økonomiske modeller.
With regard to the capital increase, BSCA notes that the Commission did not question this during the initial investigation and takes the view that this complies with the market economy private investor principle.
Omkostningsdækning
The airport manager adds that this increase was decided on the basis of a credible and realistic business plan and that it was justified by its needs due to the considerable development of its activities.
Ifølge Brussels Airlines påviser BSCA ikke, at selskabet, dengang de omhandlede aftaler (fra 2001 og de efterfølgende ændringer) blev indgået, var i stand til at dække sine omkostninger ved disse aftaler i hele deres varighed og samtidig hente et rimeligt afkast på grundlag af en mellemlang varighed.
In this respect, BSCA stresses that the Commission noted even in 2004 that the expected results for 2003 were higher than those taken into account in the 2001 business plan.
Derfor handlede BSCA ikke som en privat markedsøkonomisk investor.
Likewise, the number of passengers passing through Charleroi airport and the operating income in 2011 exceeded the estimates in this same business plan.
Brussels Airlines hævder, at BSCA's fortjenstmargin er langt under den, der gælder andre lufthavne i EU.
Lastly, in BSCA's opinion, the development of its activities in partnership with Ryanair enabled SOWAER to profit from the good results achieved by BSCA, given that it made a substantial capital gain when it sold some of its shares in 2009.
I 2006 og 2007 lå den gennemsnitlige fortjenstmargin for flere lufthavne i EU på mellem 7 og 9 %.
Comments from interested parties on the measures granted to Ryanair
BSCA's og SOWAER's fortjenstmargin justeret for tilskuddene er klart negativ og svarer derfor ikke til førnævnte marginer, hvilket tyder på en praksis, der ikke var markedsrettet.
(Comments received following the 2002 opening decision)
Brussels Airlines tvivler på, om stordriftsfordele kan begrunde en nedsættelse til det halve af den lufthavnsafgiftssats, som Ryanair betaler.
The airline Britannia considers that it is normal for airports to be able to provide marketing support and reductions according to the volume of passengers supplied by airlines, especially in the case of airports that are not yet well established.
Passagerafgifterne, bp-afgifterne og groundhandlingafgifterne viser sig ikke at blive opkrævet eller til en yderst lav sats, selv om der er tale om omkostninger, der normalt afholdes af luftfartsselskaberne.
However, these advantages must remain proportional, realistic and limited in duration.
Ifølge Brussels Airlines skal de investerings- og driftsomkostninger, som BSCA ikke har afholdt, tages i betragtning ved vurderingen af støtten til Ryanair.
Britannia is worried about the inequality created between competing airlines in this specific case.
Brussels Airlines er i tvivl om, hvorvidt BSCA i tilstrækkelig grad har projekteret de anslåede indtægter og udgifter for hele aftaleperioden med Ryanair.
The airport charges are unequal and unrealistic, even though the low-cost airlines use the runways, terminals and safety and security facilities in the same way as other airlines.
Som modydelse for nedsættelsen af afgifterne kunne Ryanair ikke garantere BSCA en trafik, som ville have genereret en indtægt, der svarede til og var proportionel med omkostningerne ved de fordele, der blev indrømmet Ryanair.
SAS points out that the deregulation of European airspace has led to increased competition among the traditional airlines and has also allowed the creation of new airlines, which have developed new business concepts.
Derfor er de omhandlede foranstaltninger ifølge Brussels Airlines ikke i overensstemmelse med det markedsøkonomiske investorprincip, der er tale om statsstøtte, og de giver Ryanair en selektiv fordel.
It is of fundamental importance that this competition complies with a regulatory framework applied transparently and without discrimination.
Brussels Airlines hævder, at støtten har en negativ virkning for de luftfartsselskaber, der driver virksomhed fra lufthavnen Bruxelles-National.
KLM Royal Dutch Airlines
Støtten gør det muligt for BSCA at opkræve lavere afgifter og således nedbringe omkostningerne for de selskaber, der driver virksomhed fra Charleroi lufthavn.
KLM explains that low-cost airlines and traditional airlines offer different products and that each one has its own ‘raison d'être’ at both commercial and operational level.
Disse selskaber kan udkonkurrere konkurrenterne i andre lufthavne på prisen.
Low-cost airlines generally avoid large airports, where the logistics can be complicated and usage costs high.
Derfor har det europæiske marked for punkt-til-punkt-forbindelser fra Belgien flyttet sig til Charleroi.
Instead they choose regional platforms allowing them to operate rapid rotations at a reduced cost.
Kun Charleroi har haft en stigning i trafikken i dette segment.
These developments should not be called into question, but they should not be based on aid.
Antallet af passagerer i lufthavnen Bruxelles-National er stagneret de senere år, mens trafikken alle andre steder i Europa er steget.
According to KLM, the advantages received by Ryanair at Charleroi airport go well beyond what is permitted under Article 107(1) TFEU, and the consideration offered by Ryanair, consisting of basing a number of aircraft at Charleroi airport, changes nothing in this state of affairs.
Med andre ord gavner stigningen i den lokale trafik ifølge Brussels Airlines udelukkende Charleroi.
Air France considers that the reduction in the fees charged to Ryanair and its absorption by the Region and BSCA create a disadvantage for Ryanair's competitors who provide links on the intra-Community market.
Brussels Airlines minder om, at det har base i lufthavnen Bruxelles-National, hvis opland næsten er fuldstændig identisk med Charlerois.
The reduction in the landing fee allows Ryanair to reduce its operating costs and in fact makes it more competitive than its competitors, not only for the flights that it operates into or out of Charleroi airport but also throughout the Ryanair network.
Brussels Airlines er derfor i direkte konkurrence med Ryanair, idet de driver virksomhed i samme opland og tiltrækker samme kundekreds.
The compensation commitment made by the Region is also regarded as an advantage guaranteeing stability of operating conditions to Ryanair, given that ‘practical experience of using any airport platform demonstrates that the commercial and regulatory environment is never rigid.
På EU-markedet tilbyder Brussels Airlines og Ryanair samme type tjeneste (punkt-til-punkt-flyvninger) og beflyver de samme destinationer.
Airport charges can therefore easily rise if the airport manager is forced to finance specific measures, possibly with the aim of accommodating other carriers wishing to establish themselves at Charleroi airport.
Af de destinationer, som Brussels Airlines beflyver, er 60 sammenfaldende med Ryanairs.
In addition, the development of environmental measures can alter the conditions of operation of an airport’.
Fra 2004 til 2012 faldt Brussels Airlines' markedsandel fra […] % til […] %.
The aid granted is not degressive, it is independent of the success achieved by Ryanair in the links that it serves and it benefits one airline only, which leads to discrimination.
Selskabets markedsandele skrumper fortsat til fordel for Charleroi, hvis markedsandele er steget fra […] % til […] %.
Austrian Airlines concludes that ‘cooperation’ such as that observed between Ryanair and the Region causes significant distortions of competition between airlines and is largely incompatible with the smooth operation of the internal market for aviation.
Uforenelighed med det indre marked
Association of Residents and Inhabitants of Municipalities Close to Charleroi-Gosselies Airport (ARACH)
For Brussels Airlines bidrager størsteparten af støtten til Ryanair ikke til opnåelsen af et mål af fælles interesse.
The Association is concerned that the financial aid granted to Ryanair will lead to ‘unbridled development of the airport’ within an urban site, and that in these terms ‘as both citizens and taxpayers, we are concerned about the questionable State aid granted to a private company, as this involves improper use of the Walloon Region's budgetary resources’.
Endvidere er støtten blevet anvendt på en sådan måde, at den fører til konkurrenceforvridning, hvilket strider mod den fælles interesse.
Interested Party A
Derfor er støtten til Ryanair ifølge Brussels Airlines uforenelig med det indre marked.
Interested Party A states that it is ‘very concerned’ about the subsidies granted by the public authorities, which will affect the conditions of competition between the various modes of transport.
Ifølge BSCA udgør handelsaftalen med Ryanair på ingen måde støtte til fordel for dette selskab.
‘Ryanair is therefore benefiting in particular from public subsidies for the Charleroi-London link, while Eurostar, operated jointly by SNCB, British railway operators and SNCF, is not benefiting from them.
Resultaterne af dette partnerskab viser da også rentabiliteten i den økonomiske model.
Both means of transport are, however, in direct competition for the Brussels-London link.
BSCA hævder oven i købet, at det forvalter sine aktiviteter fuldstændig selvstændigt uden direkte eller indirekte indgriben fra den vallonske regering, navnlig i forhandlingerne om handelsaftaler med luftfartsselskaberne.
It is up to the railway operators alone to advertise the link, purchase the rolling stock and engines, pay infrastructure and tunnel tolls, etc.
Ryanair fremfører, at de aftaler, der er indgået mellem Ryanair, BSCA og regionen Vallonien, ikke udgør statsstøtte af tre årsager: Det markedsøkonomiske investorprincip er overholdt, aftalerne er ikke selektive, og de skader ikke konkurrencen.
Equal treatment between competitors is therefore upset’.
Ifølge TBI ligner de aftaler, der blev indgået i Charleroi, de ordninger, som TBI har indgået med Ryanair og andre lavprisselskaber, f.eks. i Stockholm Skavsta.
Interested Party B
Det er gængs praksis at give nedslag i landingsafgifter og groundhandling for at tiltrække selskaber med mange passagerer.
Interested Party B points out that the advantages granted to Ryanair reduce its cost structure and enable it to charge lower fares.
Tilskud til hoteludgifter, personaleuddannelse eller markedsføring skal sammenholdes med den foretagne investering og den risiko, som luftfartsselskabet løber.
These practices affect the conditions of competition, whether these companies operate out of Charleroi airport or Brussels airport and whatever the route served.
Markedsføringsbidragene gavner lufthavnen, som får et bedre image og flere passagerer.
Competition between low-cost airlines is not merely competition that must be analysed on a route-by-route basis.
TBI tilbyder især sådanne tilskud, når et luftfartsselskab etablerer en ny forbindelse eller øger antallet af ture på en given rute.
For many travellers, the destinations of Venice or Barcelona are wholly exchangeable.
Ifølge HRL Morrison kunne en privat investor have fulgt samme mønster som Charleroi lufthavn.
Competition therefore applies to every route.
En sådan baserer sit tilbud på bestemte afgørende faktorer: det passagertal, et selskab kan skaffe lufthavnen, selskabets vilje til at indgå en langsigtet kontraktforpligtelse, selskabets særlige behov, de forventede ruteplaner og deres sammenhæng med lufthavnens andre aktiviteter (den eksisterende trafik) samt behovet for terminalressourcer og groundhandling.
This company explains that the direct costs out of Brussels airport are EUR 32,14 per passenger compared with EUR 5 for Ryanair operating out of Charleroi airport [87].
Investoren ville beregne de forventede fordele som følge af en aftale med Ryanair under ét (og ikke som særskilte enkeltelementer).
Even though the ground handling services are more limited for Ryanair than for other airlines, this interested party points out that a considerable number of ground handling services are still necessary for all airlines.
Fordelene ved en sådan transaktion skulle ses over en periode på ca. 20 år med en indkøringsfase på 3-5 år.
The fact that the ground handling market is open to competition at Brussels airport means that these fees should not normally be much higher at Brussels airport than at Charleroi airport.
En aftale med en løbetid på 15 år ville efter Morrisons aktionærers opfattelse være kommercielt acceptabel, selv om den først gav afkast ca. fem år efter indgåelsen.
Ground handling fees are, generally speaking, higher at small airports than at large airports, given that companies cannot usually reach the critical size needed to make economies of scale.
BELGIENS BEMÆRKNINGER
This interested party estimates that Ryanair saved EUR 17 million in 2003 on ground handling fees and landing fees.
Belgiens bemærkninger til foranstaltningerne til fordel for BSCA
In its opinion, it also appears that BSCA has not taken account of Council Directive 96/67/EC [88]: the airport should reach two million passengers a year quite quickly and BSCA will need to apply the Directive at this threshold and open the ground handling market to other operators.
Fravær af statsstøtte til fordel for BSCA
BSCA has allegedly acted not as a private investor in a market economy but for political and social reasons, on the instructions of the Region.
Belgiens bemærkninger modtaget efter vedtagelsen af udvidelsesafgørelsen af 2012
The 15-year contract will probably not allow BSCA to establish itself as a profitable business and it is expected to continue to experience operational problems.
SOWAER's tilrådighedsstillelse af infrastrukturen
The prospect of a return on the investment could be undermined if Ryanair withdraws [89].
Belgiens primære argument: Den vallonske regering godkendte investeringsprogrammet før den 12. december 2000
BSCA allegedly receives contributions from the Region, such as 65 % of the revenue from the airport charges and the placing at its disposal of the infrastructure free of charge, even though the Region pays a contribution to SOWAER.
Ifølge Belgien blev investeringsprogrammet vedtaget af den vallonske regering i juli 2000 og bekræftet i november 2000, dvs. før dommen i Aéroports de Paris-sagen [92] (herefter »Aéroports de Paris-dommen«).
In principle, each payment from the Region should be limited to the compensation for the costs associated with the public service obligations imposed on BSCA, and the situation is not very clear in this regard.
Datoen for denne dom er nemlig lig med startdatoen for anvendelsen af TEUF's regler om statsstøtte på finansiering af lufthavne.
For this company, which acknowledges having also on occasion benefited from ‘marketing’ advantages for the launch of new destinations, but never from reductions in airport charges or ground handling costs, the advantages granted to Ryanair at Charleroi airport go well beyond the bounds of current practice.
Rammeaftalen af 20. juli 2000 om betingelserne for udvikling af regionale lufthavne og tilhørende miljøforanstaltninger er den aftale, der blev indgået i den vallonske regering, hvorved regionen forpligtede sig til at afsætte en del af sit budget til udvikling af sine egne infrastrukturer i lufthavnen Bruxelles-Sud Charleroi.
It considers, however, that it took just as significant commercial risks by setting itself up at Brussels airport at a time when competition from Sabena was very strong.
Beslutningen af 8. november 2000 effektuerer beslutningen af 20. juli 2000 ved at omsætte den tidligere rammeaftale til et flerårigt investeringsprogram.
The fact that other airport managers grant advantages to Ryanair does not prove that Charleroi airport has acted as a private investor in a market economy.
De to beslutninger skal derfor betragtes som en helhed, idet den anden supplerer og præciserer den første, navnlig for så vidt angår den konkrete tidsplan for gennemførelsen af de besluttede finansieringsforanstaltninger.
The company refers to the Steinike & Weiling judgment [90].
Tilbagevisning af visse oplysninger præsenteret af Kommissionen i udvidelsesafgørelsen af 2012
Brussels International Airport Company, now Brussels Airport Company (hereinafter ‘BAC’)
Vedrørende fraværet af forpligtelser over for tredjemand
According to BAC, BSCA has not behaved like a private investor given that the advantages granted differ in their extent from those granted by other airports [91].
I forbindelse med disse beslutninger fremgår ingen tredjemand som støttemodtager, idet regionen fastsætter sine investeringer for sig selv.
The fact that Ryanair receives advantages from other airports is not at all relevant, as those could also constitute State aid.
Ifølge Belgien er formuleringen af disse to beslutninger derfor mindre formalistisk end i tilfælde af en beslutning om tildeling af støtte til tredjemand.
The interested party draws the Commission's attention to several factors that must be taken into account when analysing the potential profitability of BSCA and that appear to exclude medium-term profits:
Vedrørende tildeling af støtte til tredjemand ville regionen have vedtaget investeringsprincippet og -beløbene på samme måde, uden yderligere procedure, dog undtagen fremsendelse af et brev om bekendtgørelse af regeringens beslutning, hvilket var overflødigt i det foreliggende tilfælde.
BSCA benefited from a recapitalisation by the Region, totalling EUR 4 million, in December 2002.
Ifølge Belgien betyder denne manglende formalitet imidlertid ikke, at beslutningerne ikke havde bindende karakter.
BSCA benefited from ‘an exemption from half of its fee due to the Region for the period 2001-2006.
Selv om regionen var modtager af de vedtagne beslutninger, betyder vedtagelsen af en regeringsbeslutning, at der opstår en forpligtelse hos regeringen.
This advantage totals EUR 1 million per year, which BSCA will, however, have to pay back from 2007 onwards’.
Den omstændighed, at denne forpligtelse var ensidig, gælder ikke kun i det foreliggende tilfælde.
The Commission should take account of the costs of the Charleroi airport expansion project, calculated at EUR 95 million, and the methods of financing.
Enhver finansieringsforanstaltning uanset modtagerne besluttes nemlig altid ved en ensidig administrativ akt af den indvilligende myndighed, som vedbliver at have ansvaret for at vedligeholde, ændre eller ophæve den.
If this project is not paid for by BSCA, the conditions under which the Region places this infrastructure at the disposal of BSCA should be checked.
Der blev derfor ikke affattet noget formelt brev om ydelse af støtte til en støttemodtagende virksomhed, mens det i overensstemmelse med Fleuren Compost-dommen [93] netop er denne akt, der skal anses for at være den juridisk bindende akt, hvorved den kompetente myndighed forpligter sig til at tildele støtten, og hvis dato derfor udgør datoen for tildeling af støtten.
This interested party doubts that, given the current state of its infrastructure, the airport is in a position to cater for sufficient passengers to ensure the financial balance of BSCA.