natgillin/translations-raw huggingface dataset:
Se f.eks. dom af 28. januar 1999 i sag T-14/96, BAI mod Kommissionen, Saml.
However, even in this year, the number of passengers (580 000) was still close to this threshold.
1999 II, s. 139, præmis 75-76, og dom af 5. august 2003 i forenede sager T-116/01 og T-118/01, P & O European Ferries (Vizcaya) SA og Diputación Foral de Vizcaya mod Kommissionen, Sml. 2003 II, s. 2957, præmis 117.
Given this fairly variable traffic, but which almost always exceeded 600 000 passengers per year, and also given the stable presence of Air France, which accounted for most of the traffic and a significant proportion of the business traffic, in both 2004 and 2009 the CCIPB could therefore rely on substantial prospects for use, which were at least equal to the airport’s basic level of activity, namely around 600 000 passengers per year.
Denne udtalelse bekræfter i øvrigt, at de pågældende marketingydelser i virkeligheden primært blev købt af CCIPB i egenskab af lufthavnsforvalter og ikke som offentlig myndighed med henblik på fremme af regional økonomisk udvikling.
These prospects therefore justified the investments aimed at keeping the infrastructure in a condition to accommodate the traffic handled up to that point and at coping better with peak periods, without, however, significantly increasing capacity.
En given marketingaftale bør analyseres sammen med en tilsvarende aftale om lufthavnstjenester som værende én enkelt transaktion.
Furthermore, with regard to the runway and lighting repair work carried out in 2009, this involved like-for-like repairs as there was no increase in area, no runway extension to accommodate more efficient aircraft and no improvement in the operating minima under low-visibility conditions.
Til gengæld er der lige så mange adskilte transaktioner som »parvise« marketingaftaler og aftaler om lufthavnstjenester.
The service life of this equipment is in the order of 10 to 15 years.
Se betragtning 356 og 357.
In conclusion, the renovated infrastructure therefore had satisfactory medium-term prospects for use when the equipment subsidies were granted.
De nye retningslinjer, punkt 53.
Access to the infrastructure in an equal and non-discriminatory manner
De nye retningslinjer, punkt 66.
Pau airport can be accessed, without any particular restrictions, by any airline wanting to use it.
De nye retningslinjer, punkt 59 og 61.
This infrastructure can therefore be accessed in an equal and non-discriminatory manner within the meaning of the 2005 Guidelines.
Se Kommissionens afgørelse 2011/60/EU af 27. januar 2010 om statsstøtte C 12/08 (tidligere NN 74/07) — Slovakisk — Aftale mellem Bratislava lufthavn og Ryanair (EUT L 27 af 1.2.2011, s. 24), betragtning 88 og 89.
Development of trade not affected to an extent contrary to the common interest
De nye retningslinjer, punkt 60.
As indicated above, Pau airport is 50 km from Tarbes airport and 100 km from Biarritz airport.
Med andre ord, hvis denne transaktions forventede ydelsesspecifikke rentabilitet er positiv.
Biarritz airport is unlikely, given its distance from Pau airport, to be regarded as a viable alternative to the latter by a substantial proportion of travellers.
De nye retningslinjer, punkt 62.
It is therefore unlikely to have been significantly affected by the aid received by Pau airport.
Frankrig anfører herom: »CCIPB, som bl.a. har til opgave at udvikle egnen økonomisk, har påtaget sig direkte over sit eget budget og ikke lufthavnens at afholde de udgifter, som er angivet i aftalen af 30. juni 2005 med AMS vedrørende ruten Pau-London.«
By contrast, Tarbes airport is fairly close to Pau airport, given that it is 50 km away and less than 40 minutes by road.
Se f.eks. dom af 19. oktober 2005 i sag T-318/00, Freistaat Thüringen mod Kommissionen, Sml. 2005 II, s. 4179, præmis 125, og dom i sag C-124/10 P, EDF mod Kommissionen, ECLI:EU:C:2012:318, præmis 85, 104 og 105.
At first sight, its activity is therefore likely to have been substantially affected by the 2004 and 2009 equipment subsidies.
Se dom af 21. januar 1999 i forenede sager T-129/95, T-2/96 og T-97/96, Neue Maxhütte Stahlwerke og Lech-Stahlwerke mod Kommissionen, Sml. 1999 II, s. 17, præmis 120.
However, several factors temper this observation.
Se tabel 6.
Firstly, Pau airport is a long-standing airport that has been handling scheduled flights for many decades.
Aftalen fra 2003 nævner to flymodeller, som Ryanair sandsynligvis ville benytte, nemlig Boeing 737-200 og Boeing 737-800.
The equipment subsidies under review involved one-off aid, fairly distant in time, and basically limited to the financing of work needed to keep the infrastructure in a condition to accommodate the traffic handled up to that point.
I sin analyse har Kommissionen valgt en hypotese, der er gunstig, for så vidt angår den trafik, som Ryanair måtte tilføre, der bygger på selskabets største fly (Boeing 737-800).
They were not used to finance significant increases in capacity.
Se: http://corporate.ryanair.com/investors/traffic-figures/
As a result, the basic impact of the equipment subsidies on Tarbes airport was to keep in good condition a long-standing airport that was relatively close and that, without these subsidies, could not have continued to operate, or only under degraded conditions.
Over 80 destinationer i Europa og resten af verden beflyves hvert år af ca. 50 forskellige luftfartsselskaber.« Se:
These subsidies did not, however, create new capacity in competition with Tarbes airport.
Kommissionen bemærker, at Air Frances trafik i Pau lufthavn er domineret af forretningsrejsende, mens Ryanair og Transavia hovedsagelig befordrer turister.
Furthermore, the equipment subsidies in question were not operating aid financing a chronic operating deficit.
Indtægterne fra andet end luftfart, som disse to kategorier af rejsende skaber, kunne, fordelt på passagertallet, være forskellige, f.eks. på grund af eventuelle forskelle i købekraft.
No such operating aid has been identified in this case, which involves only investment aid.
Det er dog vanskeligt at vurdere disse forskelle, især fordi andre faktorer end købekraft kan have indflydelse.
In addition, as indicated above, Pau and Tarbes airports serve quite different market segments.
F.eks. er forretningsrejsende generelt påvirkelige af det tidsmæssige aspekt og forsøger normalt at minimere deres ophold i lufthavnene, hvilket kan virke begrænsende på deres pengeforbrug.
The traffic at Tarbes airport is dominated by charter flights mainly bringing visitors to the religious site at Lourdes, with a significant proportion being international flights.
Da lufthavnsforvalterens indtægter fra andet end luftfart ikke hidrører fra luftfartsselskaberne, er det i øvrigt vanskeligt for en lufthavnsforvalter at vurdere, i hvilket omfang det gennemsnitlige beløb for indtægterne pr. passager fra andet end luftfart kan variere fra det ene luftfartsselskab til det andet.
Unlike Tarbes airport, Pau airport handles a large volume of business traffic, marked by the relatively high proportion of national traffic carried by Air France and regional traffic within its total traffic figures, particularly on the Pau-Paris route.
I lyset af disse elementer er det sandsynligt, at en markedsøkonomisk investor, som forvalter Pau lufthavn i CCIPB's sted, ville have baseret sin vurdering af merindtægterne fra andet end luftfart på de indtægter fra andet end luftfart pr. passager, der kunne iagttages i de foregående år for al trafik i lufthavnen, uden at forsøge at inddrage det forhold, at beløbet pr. passager eventuelt kan variere fra et luftfartsselskab til et andet.
As indicated in recital 547, business traffic accounts for between 60 % and 70 % of all the traffic at Pau airport, with the Pau basin being the third main economic area in the Greater Southwest Region, behind the basins of Lacq and Oloron.
En markedsøkonomisk investor ville have valgt den pågældende periode under hensyntagen til flere faktorer:
As a result, Pau and Tarbes airports target different market segments.
udjævningseffekten, som en relativt lang periode afføder, og ulemperne ved en meget lang periode såsom de eventuelle ændringer af passagerernes præferencer og forbrugsmønstre over en lang periode.
Accordingly, the closure of Pau airport or a deterioration in its operating conditions would not necessarily result in traffic automatically transferring to Tarbes airport and vice versa.
At benytte gennemsnittet for indtægterne pr. passager fra andet end luftfart i et enkelt år ville således gøre det opnåede beløb for afhængigt af det pågældende års særlige omstændigheder, hvilket berettiger valget af en længere periode.
If the development of traffic at Pau, Tarbes and Biarritz airports is compared, as illustrated by Table 14, this shows that there is no clear correlation between the variations in traffic at these airports:
Til gengæld forekommer en periode på fem år for lang, for det kan være, at passagerernes forbrugsadfærd med hensyn til andet end luftfart ændrer sig væsentligt i løbet af en sådan periode.
Table 14
Derfor synes en treårig periode at være et rimeligt valg.
Compared development of traffic at Pau, Biarritz and Tarbes airports in thousands of passengers
Se betragtning 410.
Aerodrome
De elementer (som føjes til ved åbningen af ruten Amsterdam-Pau), der er indeholdt i dette tal, forklares således i forretningsplanen: »Virkning for bemanding og omkostninger: Denne nye rute vil afføde ekstra marginalopgaver i visse tjenester: regnskab (fakturering), drift (anvendelse af lufthavnens ressourcer), modtagelse (booking, turisme og information) og sikring (screening); øvrige tjenester påvirkes ikke: ledelse, miljø, kvalitet, vedligeholdelse, udvikling, sikkerhed.
Type of traffic
Kun groundhandlingomkostninger påvirkes: Over syv år er det anslåede gennemsnit for bemanding og omkostning pr. afrejsende passager […] EUR.« Dette beløb pr. afrejsende passager er delt med to for at finde beløbet […] EUR pr. passager i alt.
National traffic excluding low-fare airlines
Kommissionen bemærker sig CCIPB's kommentar i forretningsplanen:
Ryanair traffic
»I ikke kumulerede tal bliver det årlige resultat positivt, så snart marketingomkostningerne falder væsentligt i 2009 (4. år).« Dette forklares af, at marketingbetalingerne ifølge aftalen beløb sig til […] EUR pr. passager (med et årligt loft på […] EUR) i det tredje år og skulle falde i det fjerde år til […] EUR pr. passager ([…] EUR i det femte år og […] EUR i det sjette og syvende år).
Other low-fare and charter airlines
Se betragtning 84.
Other low-fare airlines
En fornuftig og forsigtig markedsøkonomisk investor kunne også tage hensyn til sandsynligheden for en ophævelse af aftalen før dens udløb.
Charter airlines
Sandsynligheden for en sådan situation afhænger af de nærmere bestemmelser i aftalen om ophævelse heraf.
This table shows, for example, that the launch of routes to and from Pau by Ryanair in 2003 did not have any impact on traffic at Biarritz.
Rettens dom af 30. april 1998 i sag T-214/95, Het Vlaamse Gewest (regionen Flandern) mod Kommissionen, Sml. 1998 II, s. 717.
Moreover, according to France, the withdrawal of routes to and from Pau by Ryanair also did not result in any appreciable transfer of traffic to Biarritz.
Rådets forordning (EØF) nr. 2407/92 af 23. juli 1992 om udstedelse af licenser til luftfartsselskaber (EFT L 240 af 24.8.1992, s. 1), Rådets forordning (EØF) nr. 2408/92 af 23. juli 1992 om EF-luftfartsselskabers adgang til luftruter inden for Fællesskabet (EFT L 240 af 24.8.1992, s. 8), og Rådets forordning (EØF) nr. 2409/92 af 23. juli 1992 om billetpriser og rater inden for luftfart (EFT L 240 af 24.8.1992, s. 15).
Furthermore, the above table shows that the increase in traffic from 585 000 to 761 000 passengers per year observed at Pau between 2002 and 2007 did not result in any significant reduction in traffic at Tarbes, which remained stable at around 400 000 passengers per year.
Se Domstolens dom af 28. april 1993 i sag C-364/90, Italien mod Kommissionen, Sml. 1993 I, s. 2097, præmis 20.
Moreover, the withdrawal of Ryanair routes to and from Pau did not generate a proportional or significant transfer of traffic to Tarbes in 2011.
De nye retningslinjer, punkt 174.
Finally, after the equipment subsidies were granted, there were no significant movements of airlines from Tarbes to Pau, nor were any routes from Tarbes withdrawn with routes to the same destinations from Pau being launched.
etningslinjerne, punkt 85.
In fact, it is noted that Air France, which accounts for a significant proportion of traffic at Pau, is present at both airports.
Se fodnote 18.
As for Ryanair, it was also present at both airports until it withdrew from Pau but remained at Tarbes.
Kommissionens retningslinjer om anvendelse af EF-traktatens artikel 92 og 93 og EØS-aftalens artikel 61 på statsstøtte i luftfartssektoren (EFT C 350 af 10.12.1994, s. 5).
It cannot be deduced from these observations that, by allowing Pau airport to continue operating under good conditions, the 2004 and 2009 equipment subsidies had no impact on Tarbes airport.
Se Kommissionens beslutning af 14. juni 1999 i statsstøttesag NN 109/98, Det Forenede Kongerige — Manchester Airport.
In fact, the proximity of the two airports suggests that such an impact did exist, in the sense that Tarbes airport might have seen more traffic if the equipment subsidies had not been granted and if the operation of Pau airport had been reduced as a result, or even completely halted.
Kommissionens beslutning 2004/393/EF af 12. februar 2004 om de fordele, som regionen Vallonien og Brussels South Charleroi Airport har indrømmet luftfartsselskabet Ryanair ved selskabets etablering i Charleroi (EUT L 137 af 30.4.2004, s. 1).
The observations made above simply show that there is no clear correlation between the activities of the two airports, confirming the conclusion that they are imperfect substitutes for each other, targeting different market segments, and therefore the subsidies in question had a limited impact on competition between the neighbouring airports.
Denne beslutning er blevet ophævet ved dom af 17. december 2008 i sag T-196/04, Ryanair Ltd mod Kommissionen (Charleroidommen), Sml. 2008 II, s. 3643, men bevidner ikke desto mindre udviklingen i Kommissionens vurderingspraksis for den pågældende støtte.
Taking into account all these positive and negative effects of the subsidies in question, the Commission takes the view that the 2004 and 2009 equipment subsidies did not affect trade to an extent contrary to the common interest.
Se betragtning 283-297.
Necessity and proportionality of the aid
Se betragtning 288-309.
As indicated in recital 543, the 2004 and 2009 equipment subsidies involve high aid intensities, respectively 62 % and 88 %.
Se betragtning 311-317.
However, the information available shows that this aid can be regarded as necessary and proportional in the sense that the CCIPB would not have been able to finance the investments in question without this aid and that it would not have been able to make any significantly higher contribution.
Se betragtning 318-325.
The following table summarises the income statement of Pau airport over the 2000-2012 period, and also indicates its internal financing capacity, which is the sum of the net income and costs not giving rise to cash flows (essentially depreciation and provisions for liabilities and charges).
Se punkt 71-75 og punkt 79, litra b) og c), i 2005-retningslinjerne og punkt 139, 140, 141 og 151 i de nye retningslinjer.
The internal financing capacity consists of the sums generated by the activities of an undertaking that are available to finance investments, the undertaking’s working capital, loan repayments, savings or dividends paid to shareholders.
Se punkt 79, litra b), d) og i), i 2005-retningslinjerne og punkt 147 i de nye retningslinjer.
Table 15
Se punkt 79, litra g) og h), og punkt 80 i 2005-retningslinjerne og punkt 150, 152 og 153 i de nye retningslinjer.
Net income and internal financing capacity of Pau airport
De nye retningslinjer, punkt 147.
Years
Se tabel 3.
Net income
Punkt 28 og 29.
Internal financing capacity
Punkt 34 og 35.
This table shows that the airport accumulated losses every year between 2003 and 2011 inclusive.
Se næstsidste række i tabel 3.
These losses reached close to EUR 1 000 000 in 2009.
Se første og anden række i tabel 3.
The airport’s internal financing capacity also varied between EUR […] and EUR […] per year over this period.
Punkt 35.
In 2005, which was the year when the 2004 equipment subsidy was paid, the airport’s internal financing capacity was only EUR […], i.e. a very modest figure compared to the cost of the taxiway work (EUR 2 600 000).
Punkt 36 og 37.
In 2009 and 2010, which were the years when the 2009 equipment subsidy was paid, the airport’s internal financing capacity was EUR […] and EUR […] respectively.
Heri indgår screening af indskrevet bagage, screening af passagerer og kabinebagage og kontrol af fælles indgange til lufthavnsområdet.
These two figures, even when added together, are well below the costs of the runway and lighting repairs (EUR 4 700 000).
Heri indgår automatisk kontrol ved grænserne ved hjælp af biometrisk identifikation.
The resources generated by the airport’s operation were therefore insufficient to make any significant contribution to the financing of these investments.
Som anført i betragtning 493 er disse tre kategorier udtrykkeligt nævnt i de nye retningslinjer som eksempler på ikkeøkonomiske aktiviteter.
The figures available show that the airport’s budgetary outcome after investments but before payment of the equipment subsidies was EUR […] in 2005 (year when the taxiway work was carried out) and EUR […] in 2009 (year when most of the runway and lighting repair work was carried out).
Heri indgår forebyggelse af dyrefare.
These figures must be compared with the airport’s net income after subsidies, i.e. EUR […] in 2005 and EUR […] in 2009.
Dom af 12. maj 2011 i forenede sager T-267/08 og T-279/08, Région Nord-Pas-de-Calais, Sml. 2011 II, s. 1999, præmis 108.
Furthermore, given the long-term nature of the losses, it is unlikely that the CCIPB would have been able to finance a significant part of the investments in question by increasing its debt, which was around EUR […] in 2005 and EUR […] in 2009.
Dom af 6. marts 2002 i forenede sager T-127/99 og T-129/99, T-140/99, Sml. 2002 II, s. 1330, præmis 142.
Accordingly, the 2004 and 2009 subsidies were necessary so that the investments that they financed could be made.
Hvad angår kategoriseringen af midlerne fra EFRU som statsstøtte, henvises f.eks. til Kommissionens afgørelse i statsstøttesag N 514/06, South Yorkshire digital region broadband project, betragtning 29, og Kommissionens afgørelse i statsstøttesag N 44/10, Development of infrastructure on Krievu Sala for relocation of port activities out of the city center, betragtning 69-70.
In other words, they had an incentive effect because the CCIPB would not have undertaken these investments without these subsidies.
Domstolens dom af 14. februar 1990 i sag C-301/87, Frankrig mod Kommissionen, Sml. 1990 I, s. 307, præmis 41.
Moreover, they comply with the principle of proportionality as the CCIPB could not have significantly increased its contribution to the financing of these investments.
Domstolens dom af 24. juli 2003 i sag C-280/00, Altmark Trans GmbH og Regierungspräsidium Magdeburg mod Nahverkehrsgesellschaft Altmark GmbH (»Altmark«), Sml. 2003 I, s. 7747.
Conclusion on the 2004 and 2009 equipment subsidies
Punkt 13, stk. 1.
For the reasons set out in recitals 537 to 578, the Commission considers that the 2004 and 2009 equipment subsidies are aid compatible with the internal market on the basis of Article 107(3)(c) TFEU.
Punkt 13, stk. 3.
This conclusion is based on the criteria set out in the 2005 Guidelines for investment aid to airports.
Punkt 72.
It is without prejudice to any assessment of any future investment aid to Pau airport that the Commission may be required to make in the future based on the new Guidelines.
EUT C 8 af 11.1.2012, s. 4, punkt 52.
CONCLUSIONS
Se betragtning 27.
In the light of the above, the Commission finds that France unlawfully granted the 2004 and 2009 equipment subsidies in breach of Article 108(3) of the Treaty on the Functioning of the European Union.
Se Altmarkdommen, nævnt ovenfor i fodnote 121, præmis 90.
However, the 2004 and 2009 equipment subsidies are aid compatible with the internal market on the basis of Article 107(3)(c) TFEU.
Stardust Marine-dommen af 16. maj 2002, nævnt ovenfor i fodnote 36, præmis 69.
The subsidies shown in the first two rows of Table 3, which financed sovereign tasks, do not constitute State aid.
I det fjerde tillæg præciseres koncessionens ordning med »returgoder«, som omfatter alt løsøre og al fast ejendom, som den ordregivende myndighed stillede til koncessionshaverens rådighed.
The other subsidies shown in Table 3 were granted to the Pau airport operator before 12 December 2000.
Returgoderne omfatter jord, anlæg, bygninger, faciliteter, netværk og intellektuelle værker, som er nødvendige for at drive lufthavnen, som er fornyet eller anlagt af koncessionshaver i løbet af koncessionsperioden, samt det løsøre, der er nødvendigt for driften af lufthavnen, som er fornyet eller indkøbt af koncessionshaver i koncessionsperioden.
Consequently, this Decision does not concern them.
Ifølge fjerde tillæg skal disse goder obligatorisk og gratis returneres til den ordregivende myndighed i perfekt vedligeholdelsesstand ved udløbet af koncessionskontrakten.
Furthermore, the Commission finds that the various airport and marketing services agreements signed between the CCIPB and Ryanair, AMS and Transavia and covered by the formal investigation procedure involve State aid, which was granted in breach of Article 108(3) TFEU and which is incompatible with the internal market.
I fjerde tillæg præciseres det ligeledes, at den ordregivende myndighed ved koncessionens udløb påtager sig at betale renter og afdrag på de lån, som koncessionshaver jævnligt har optaget for at varetage koncessionsopgaverne, og refunderer koncessionshaver de udlæg, som denne måtte have foretaget af egne midler, eller den ikkeafskrevne værdi af faciliteterne, som koncessionshaver måtte have opbygget ved hjælp af egne midler, såfremt denne refusion ikke har kunnet ske via lufthavnens driftsmidler.
Recovery
Disse finansielle bestemmelser, som finder anvendelse ved udløbet af koncessionen, ændrer ikke ved, at omkostningerne ved de for lufthavnsdriften nødvendige investeringer skal bæres af koncessionshaver på det tidspunkt, hvor disse investeringer foretages.
According to settled case-law of the Court of Justice, when the Commission has found that aid is incompatible with the internal market, it is competent to decide that the Member State concerned must abolish or alter it.
De nye retningslinjer, punkt 43.
According to Article 14 of Council Regulation (EC) No 659/1999, ‘Where negative decisions are taken in cases of unlawful aid, the Commission shall decide that the Member State concerned shall take all necessary measures to recover the aid from the beneficiary (hereinafter referred to as a “recovery decision”).
De nye retningslinjer, punkt 173.
The Commission shall not require recovery of the aid if this would be contrary to a general principle of Community law’.
Punkt 61.
According to settled case-law of the Court of Justice, where aid is regarded by the Commission as incompatible with the internal market, the purpose of the obligation imposed on the State is to re-establish the previously existing situation.
Mindre end 10 % af de samlede investeringsomkostninger (se tabel 4 og dens fodnote 1).
In this respect, the Court of Justice considers that the purpose is achieved when beneficiaries have repaid the amounts granted by way of unlawful aid, thus forfeiting the advantage that they enjoyed over competitors.
Se Kommissionens afgørelse i sag SA.38168, Kroatien — Dubrovnik Airport Development, betragtning 10 og 28.
In this way, the situation prior to payment of the aid is restored.
Ifølge lufthavnens websted:
In this case, it appears that no general principle of Union law prevents recovery of the unlawful and incompatible aid identified in this Decision.