natgillin/translations-raw huggingface dataset:
For at tage den faktiske fordel, som luftfartsselskaberne opnår, i betragtning, kan de beløb, der er anført i tabel 19, justeres i overensstemmelse med den dokumentation, som Italien har fremlagt, herunder især den præcise dato for alle betalinger.
However, Italy implemented the scheme without the Commission having approved it.
Som forklaret i betragtning 353 anses AMS og Ryanair for en og samme virksomhed i forbindelse med anvendelsen af statsstøttereglerne.
Financing pursuant to Law 10/2010 was provided from the Region to airport operators and from airport operators to airlines throughout the period 2010-2013 [118].
Ryanair og AMS bør derfor hæfte solidarisk for tilbagebetalingen af den samlede støtte, som de har modtaget.
In addition, no block exemption regulation covers the scheme at stake.
Italien bør desuden lægge renter til støttebeløbet fra det tidspunkt, hvor den ulovlige støtte var til støttemodtagerens rådighed, og indtil den tilbagebetales [129], jf. kapitel V i Kommissionens forordning (EF) nr. 794/2004 [130].
In particular, the SGEI Decision is not applicable as the financing of airlines under the scheme cannot be considered as compensation for a genuine SGEI entrusted to airlines [119].
FINANSIERING YDET AF LUFTHAVNSOPERATØRER TIL LUFTFARTSSELSKABER VEDRØRENDE AKTIVITET 1 OG 2 (LOV NR.
Thus, Italy has not complied with its obligations under Article 108 of the Treaty and therefore the financing of airlines under the scheme is considered as unlawful pursuant to Article 108(3) of the Treaty.
Italien gennemførte ulovligt den støtte, der er ydet til de luftfartsselskaber, som beflyver de to berørte lufthavne, i henhold til lov nr. 10/2010, til finansiering af aktivitet 1 og 2 i perioden 2010-2013 i strid med artikel 108, stk. 3, i TEUF.
The burden of proof regarding the compatibility of aid with the internal market, by way of derogation from Article 107(1) of the Treaty, is borne principally by the Member State concerned.
Den støtte, der er ydet til de luftfartsselskaber, som beflyver de to berørte lufthavne, i henhold til lov nr. 10/2010, til finansiering af aktivitet 1 og 2 i perioden 2010-2013 er uforenelig med det indre marked.
Italy notes [120] that Law 10/2010 has not been conceived as a scheme to support start-up routes and that the scheme does not fulfil all the compatibility criteria for start-up aid as defined in Article 79 of the 2005 Aviation Guidelines.
Den uforenelige støtte bør tilbagesøges fra de luftfartsselskaber, der befløj Olbia og Cagliari lufthavne, og som modtog finansiering til aktivitet 1 og 2 i henhold til lov nr. 10/2010.
Italy nevertheless suggests that the Commission should, in this case, apply point 81 of the 2005 Aviation Guidelines, which states that ‘The Commission may carry out a case-by-case assessment of aid or a scheme which fails to fully comply with these criteria [those of point 79], but the end result of which would be comparable.’ [121].
Italien bør sikre, at alle nationale foranstaltninger træffes med henblik på at sikre, at støttemodtagerne tilbagebetaler denne uretmæssige fordel til staten.
APPLICABLE LEGAL FRAMEWORK
10/2010) I PERIODEN 2010-2013 — EKSISTENS AF STATSSTØTTE TIL LUFTHAVNSOPERATØRERNE
As regards start-up aid, the 2014 Aviation Guidelines state that ‘As regards start-up aid to airlines, the Commission will apply the principles set out in these guidelines to all notified start-up aid measures in respect of which it is called upon to take a decision from 4 April 2014, even where the measures were notified prior to that date.
VEDTAGET DENNE AFGØRELSE:
Accordingly, it will not apply the principles set out in these guidelines in the case of unlawful start-up aid to airlines granted before 4 April 2014’ [122].
Den ordning, som Italien etablerede ved lov nr. 10/2010, udgør statsstøtte som omhandlet i artikel 107, stk. 1, i TEUF til Ryanair/AMS, easyJet, Air Berlin, Meridiana, Alitalia, Air Italy, Volotea, Wizzair, Norwegian, JET2.COM, Niki, Tourparade, Germanwings, Air Baltic og Vueling, for så vidt som den vedrører disse luftfartsselskabers aktiviteter i Cagliari-Elmas lufthavn og Olbia lufthavn.
ASSESSMENT OF THE COMPATIBILITY OF THE FINANCIAL COMPENSATION PROVIDED BY AIRPORT OPERATORS TO AIRLINE COMPANIES FOR THE FINANCING OF ACTIVITIES 1 AND 2 (LAW 10/2010) IN THE PERIOD 2010-2013
Den i stk. 2 nævnte statsstøtte er blevet gennemført af Italien i strid med artikel 108, stk. 3, i TEUF.
Considering that the compatibility conditions for start-up aid enshrined in point 79 of the 2005 Aviation Guidelines are cumulative, it is only necessary to demonstrate that one of those conditions is not fulfilled in order to find that the aid to the airlines is not compatible.
Den i stk. 2, omhandlede statsstøtte er uforenelig med det indre marked.
Nevertheless, the Commission will review several criteria set out in the 2005 Aviation Guidelines to assess the compatibility of the aid measures at hand.
Artikel 2
Point 79(d) of the 2005 Aviation Guidelines requires the long-term viability and degressiveness of the measure at stake: ‘the route receiving the aid must ultimately prove profitable, i.e. it must at least cover its costs, without public funding.
Italien skal tilbagesøge den i artikel 1, stk. 2, omhandlede statsstøtte fra støttemodtagerne.
For this reason start-up aid must be degressive and of limited duration’.
Eftersom Ryanair og AMS udgør en samlet økonomisk enhed for så vidt angår denne afgørelse, hæfter de solidarisk for tilbagebetalingen af statsstøtte, som de hver har modtaget.
The activities defined under Law 10/2010 have never been defined to target the long-term viability of the routes in question and nothing in the system established by Law 10/2010 ensures that the aid amount is degressive over the period 2010-2013 [124].
Den støtte, der skal tilbagesøges, pålægges renter fra det tidspunkt, hvor den blev udbetalt til støttemodtagerne, og indtil den er blevet tilbagebetalt.
There is no indication that the routes concerned would become profitable for the airlines without the public funding.
Renten beregnes med renters rente i overensstemmelse med kapitel V i forordning (EF) nr. 794/2004 og forordning (EF) nr. 271/2008 om ændring af forordning (EF) nr. 794/2004.
Point 79(e) of the 2005 Aviation Guidelines adds the criterion of compensation for additional start-up costs: ‘the amount of aid must be strictly linked to the additional start-up costs incurred in launching the new route or frequency and which the air operator will not have to bear once it is up and running’.
Italien indstiller med virkning fra denne afgørelse vedtagelse enhver resterende udbetaling af den i artikel 1, stk. 2, omhandlede støtte.
The regional financing is not related to specific start-up costs and nothing in the system established by Law 10/2010 ensures that the aid amount is limited to such costs.
Artikel 3
Italy has never adduced any evidence to show that the funding provided by the Region with respect to activities 1 and 2 was calculated on the basis of the airlines' start-up costs or limited to such costs.
Tilbagesøgningen af den i artikel 1, stk. 2, omhandlede støtte iværksættes omgående og effektivt.
The Region, by financing airport operators, intended to develop air traffic through the opening of new routes, increasing the frequencies on existing routes, and the de-seasonality of existing routes and to improve regional development and tourism through marketing actions undertaken by airlines.
Italien skal sikre, at denne afgørelse efterkommes inden for fire måneder efter meddelelsen herom.
The Region thus never intended to compensate airlines for additional start-up costs.
Artikel 4
Therefore this criterion is not fulfilled.
Inden for to måneder efter meddelelsen af denne afgørelse skal Italien fremsende følgende oplysninger:
In addition, point 79(f) of the 2005 Aviation Guidelines sets out conditions of intensity and duration: ‘The amount of aid in any 1 year may not exceed 50 % of total eligible costs for that year and total aid may not exceed an average of 30 % of eligible costs.’
listen over de støttemodtagere, der måtte have modtaget støtte i henhold til den i artikel 1, stk. 2, omhandlede ordning, og det samlede støttebeløb, som hver enkelt af dem har modtaget i henhold til ordningen
At no point has Italy mentioned the concept of ‘eligible costs’ as explained in the Guidelines nor any thresholds for such costs.
det samlede beløb (hovedstol og renter), der skal tilbagesøges fra hver støttemodtager
Airport operators presented their plans of activities to the Region with an indication of the total amount of the costs incurred for the implementation of the measures.
en detaljeret beskrivelse af allerede trufne og planlagte foranstaltninger med henblik på at efterkomme denne afgørelse
The Region then decided the amount to be granted to each airport operator per year, but that amount was never limited to 50 % of the costs incurred for 1 year.
dokumentation for, at modtagerne er blevet pålagt at tilbagebetale støtten.
There is no evidence that the regional spending in respect of activities 1 and 2 amounted to twice the amount of the aid.
Italien underretter Kommissionen om udviklingen i de foranstaltninger, der træffes for at efterkomme denne afgørelse, indtil tilbagesøgningen af den i artikel 2 omhandlede støtte er tilendebragt.
Point 79(h) of the 2005 Aviation Guidelines adds the criterion of the non-discriminatory allocation: ‘any public body which plans to grant start-up aid to an airline for a new route, whether or not via an airport, must make its plans public in good time and with adequate publicity to enable all interested airlines to offer their services.
Efter anmodning fra Kommissionen fremsender Italien omgående oplysninger om, hvilke foranstaltninger der er truffet eller planlagt for at efterkomme afgørelsen.
The notification must in particular include the description of the route as well as the objective criteria in terms of the amount and the duration of the aid.
Italien giver tillige detaljerede oplysninger om de støttebeløb og renter, støttemodtagerne allerede har tilbagebetalt.
The rules and principles relating to public procurement and concessions must be respected where applicable’.
Artikel 5
Neither the Region nor the airport operators organised proper tenders complying with the public procurement rules to select the airlines in charge of the implementation of activities 1 and 2.
Denne afgørelse er rettet til Den Italienske Republik.
The Commission has not been informed of any tender organised by airport operators and, according to Italy, airlines have been selected on the basis of the most attractive commercial offers submitted to airport operators upon publication of notices on their websites.
Udfærdiget i Bruxelles, den 29. juli 2016.
Therefore the Commission considers that point 81 of the 2005 Aviation Guidelines cannot be applied in this case, as several of the criteria in point 79 are not fulfilled.
På Kommissionens vegne
Compliance with those criteria is essential for start-up aid to be considered compatible.
Medlem af Kommissionen
Since the compatibility criteria in point 79 are not fulfilled, the aid is not compatible with the internal market.
EUT C 152 af 30.5.2013, s. 30.
The financial compensation provided by airport operators to airline companies for the financing of activities 1 and 2 under Law 10/2010 in the period 2010-2013 cannot be considered compatible with the internal market, as the compatibility criteria referred to in point 79 of the 2005 Aviation Guidelines are not fulfilled.
Rådets forordning (EU) 2015/1589 af 13. juli 2015 om fastlæggelse af regler for anvendelsen af artikel 108 i traktaten om Den Europæiske Unions funktionsmåde (EUT L 248 af 24.9.2015, s. 9).
The State aid granted to airlines by the Region therefore constitutes unlawful State aid which is incompatible with the internal market.
Retningslinjer for statsstøtte til lufthavne og luftfartsselskaber (EUT C 99 af 4.4.2014, s. 3).
RECOVERY
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).
According to the Treaty and the Court's established case-law, the Commission has power to require the Member State concerned to abolish or alter aid when it has found that that aid to be incompatible with the internal market [125].
EF-retningslinjer for finansiering af lufthavne og statslig startstøtte til luftfartsselskaber, som opererer fra regionale lufthavne (EUT C 312 af 9.12.2005, s. 1).
The Court has also consistently held that the obligation on a Member State to abolish aid regarded by the Commission as being incompatible with the internal market is designed to re-establish the previously existing situation [126].
EUT C 113 af 15.4.2014, s. 30.
In this context, the Court has established that this objective is attained once the recipient has repaid the amounts granted by way of unlawful aid, thus forfeiting the advantage which it had enjoyed over its competitors on the market, and the situation prior to the payment of the aid is restored [127].
Legge Regionale 13 aprile 2010, n.10 — Misure per lo sviluppo del trasporto aereo — Art.3: Incentivi alla destagionalizzazione dei collegamenti aerei isolani.
In line with the case-law, Article 16(1) of Regulation (EU) 2015/1589 states that ‘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 […]’.
Decreto Assessorato della Programmazione, Bilancio, Credito e Assetto del Territorio n.122 del 17.5.2010.
Thus, given that the measures in question were implemented in breach of Article 108 of the Treaty, and are to be considered as unlawful and incompatible aid, they must be recovered in order to re-establish the situation that existed on the market prior to their being granted.
13 aprile 2010, n.10.
Recovery should cover the time from when the advantage accrued to the beneficiary, that is to say when the aid was put at the disposal of the beneficiary, until effective recovery, and the sums to be recovered should bear interest until effective recovery.
Società Finanziaria Industriale Regione Sardegna SpA — www.sfirs.it — finansforvalter efter §§ 106 og 107 i lovdekret nr. 385 af 1.9.1993.
Regarding the amounts to be recovered, the Commission will consider the amounts effectively paid by the Region and passed on by GEASAR and SOGAER to airlines throughout the period 2010-2013 for the implementation of measures 1 and 2.
»Anticipazioni finanziarie a titolo di finanziamento soci oneroso«.
As shown in Table 6 in recital 89, airport operators have, in practice, provided more funding than they received from the Region: airport operators have been undercompensated by the Region since they must pay the financial interest on the financial advances received [128] and since regional contributions for 2014 have not yet been paid to Cagliari and Olbia airport operators.
Deliberazione No 4/34 del 5.2.2014 — Legge regionale 13 aprile 2010, n.10.
Table 14 summarises these findings.
Eksempelvis reklame- eller turistbureauer.
Table 14
Deliberazione No 29/36 af 29.7.2010, s. 1.
Difference between the amount effectively paid to airlines for measures 1 and 2 and the financing received from the Region and passed to by GEASAR and SOGAER
Kilde: Google Maps.
Net amount effectively received from the Region by airport operators (B)
Kilde: Italien i bemærkninger til Kommissionen af 5.5.2016.
Total amount paid by airport operators to airlines for measures 1 & 2 (C)
Lov nr. 580 af 29.12.1993 omhandler handelskamrenes status i Italien.
Table 15 shows the details of the annual payments made to airlines by GEASAR and SOGAER throughout the 4 years 2010-2013.
Lufthavnens hovedaktionær har til hensigt at sælge 40 % af sine aktioner i meget nær fremtid (kilde: årsberetning for 2013).
Italy provided the Commission with each payment date.
Kilde: Wikipedia.
Table 15
Kilde: Lufthavnens officielle websted.
Payments received by airlines from the airports operators of Olbia and Cagliari
Som forklaret i betragtning 53 skulle der oprindeligt betales finansiel kompensation til alle lufthavne i Sardinien, herunder Oristano lufthavn, men det blev efterfølgende annulleret.
AMOUNT
Jf. betragtning 44.
PAYMENT DATE
Siden 2000 har forpligtelser til offentlig tjeneste været pålagt nationale ruter mellem lufthavne i Sardinien og lufthavne i det italienske fastland i henhold til Unionens luftfartsregler.
CAGLIARI
Europa-Parlamentets og Rådets forordning (EF) nr. 1008/2008 af 24. september 2008 om fælles regler for driften af lufttrafiktjenester i Fællesskabet (EUT L 293 af 31.10.2008, s. 3).
[EUR 8-20 mio]
Med hensyn til Tortolì-Arbatax nævnes det i beslutningen, at lufthavnsoperatøren kun indgav planen for treårsperioden (ikke for 2010).
OLBIA
I sine bemærkninger til Kommissionen af 11. september 2015 (betragtning 14) nævner Italien eksemplet GEASAR, som i 2013 indskrænkede sine markedsføringsaktiviteter i forhold de planlagte (inden for aktivitet 2 finansieret af regionen).
[EUR 0-10 mio]
Regionen sænkede derfor sit endelige bidrag.
29/10/10
Italien nævner i denne forbindelse eksemplet Oristano lufthavn, hvor regionen afviste en bestemt rute, som var anført i lufthavnens aktivitetsplaner — bemærkninger fra Italien til Kommissionen af 5.5.2015, s. 5-6.
16/11/12
Fondo regionale per anticipazioni finanziarie — Legge Regionale 30 giugno 2011, n.12 Art.4, commi 32 e 33.
16/10/13
Med et maksimum på 90 % for 2011 — jf. Determinazione prot.
[EUR 0-1 mio]
No 7641 rep. No 694 del 2.10.2012.
1/07/2011 & 12/07/2011
Dette beløb svarer til det bidrag, som regionen har fastsat, minus gebyret på 4 % og det finansielle forskud, der allerede er blevet udbetalt til lufthavnsoperatøren.
12/07/2011 & 4/11/2011
Italien indgav tabeller med det endelige beløb, som regionen havde forpligtet, til Kommissionen.
4/11/2011 & 04/01/12
Kommissionen bemærker, at de italienske myndigheder ikke har forklaret, hvorfor de finansielle forskud, der er anført i tabellerne, i nogle tilfælde overskrider det bidrag, der er fastsat regionen.
[EUR 2-10 mio]
Disse forskelle er imidlertid ikke relevante for vurderingen af støtteforanstaltningerne, eftersom Kommissionen kun ser på den budgetmæssige forpligtelse (kolonne A) og det beløb, lufthavnsoperatørerne faktisk har modtaget (kolonne D), jf. tabel 14.
[EUR 0-7 mio]
»Disposti ma non erogati«.
17/05/2011 & 23/05/2011 & 02/08/2011
Forretningshemmelighed.
The global amount received from the Region by the two airport operators has been used to finance the three measures 1, 2 and 3.
Jf. betragtning 47: Selv om der ifølge Sardiniens retsforskrifter skal gennemføres udbud, blev der ikke gennemført udbudsprocedurer med henblik på udvælgelse af luftfartsselskaber.
The Commission has not received any information from Italy regarding the exact allocation of the regional funds per type of measure and per air carrier.
Anvendelsesområdet for åbningsafgørelsen omfattede ikke eventuel støtte ydet af lufthavnsoperatørerne til andre tjenesteudbydere end luftfartsselskaber til aktivitet 3.
Therefore the Commission proposes an allocation per type of measure and per air carrier based on percentages deducted from the amounts shown in Table 16.
Kommissionen kan derfor ikke tage stilling til dette aspekt.
As shown in Table 7 in recital 91 and repeated in Table 16, the distribution between measures 1 and 2 (paid to airlines) and measure 3 (paid to third service providers) is indicated as a percentage of the total.
Kommissionens afgørelse (EU) 2015/1584 af 1. oktober 2014 om statsstøtte i sag SA.23098 (C 37/07) (ex NN 36/07) iværksat af Italien til fordel for Società di Gestione dell'Aeroporto Di Alghero So.Ge.A.AL S.p.A. og forskellige luftfartsselskaber, der opererer i Alghero lufthavn (EUT L 250 af 25.9.2015, s. 38).
Table 16
Jf. betragtning 48-52.
Financial flows from GEASAR and SOGAER to airlines and third service providers for the financing of measures 1, 2 and 3
Kommissionens afgørelse 2012/21/EU af 20. december 2011 om anvendelse af bestemmelserne i artikel 106, stk. 2, i traktaten om Den Europæiske Unions funktionsmåde på statsstøtte i form af kompensation for offentlig tjeneste ydet til visse virksomheder, der har fået overdraget at udføre tjenesteydelser af almindelig økonomisk interesse (EUT L 7 af 11.1.2012, s. 3).
For each airport manager, the Commission applies the percentages representing the share of measures 1 and 2 in the overall financing provided by the airport managers, to the net amount effectively received by the two airport operators from the Region.
Kommissionens meddelelse om Den Europæiske Unions rammebestemmelser for statsstøtte i form af kompensation for offentlig tjeneste (2011) (EUT C 8 af 11.1.2012, s. 15).
The result obtained should tentatively indicate the real amount of public funding provided by the Region and spent for measures 1 and 2 (see Table 17).
Jf. fodnote 4.
Table 17
Jf. fodnote 8.
Indicative amount received from the Region and spent for measures 1 and 2
Jf. fodnote 3.
Net amount effectively received from the Region by airport operators and spent for measures 1 & 2
Italien indgav tre rapporter til Kommissionen med en økonomisk og finansiel analyse af lufthavnene med hensyn til de foranstaltninger, der er omhandlet i lov nr. 10/2010.
The annual breakdown per airport and the part of the financing provided to airlines for the implementation of activities 1 and 2 and received from the Region, is indicated in the following tables:
Kommissionens analyse er baseret på disse rapporter.
Table 18
Earnings Before Interest and taxes, dvs. resultat før renter og skat.
Annual breakdown per airport operator for the financing of activities 1 and 2
Kilde: SOGAER's årsregnskab for perioden 2010-2013.
Financing of activities 1 & 2
[66] Kilde: SOGEAAL's årsregnskab for perioden 2010-2013.
Part of the financing of the activities received from the Region (%)
»Valutazione economica degli accordi tra GEASAR S.p.A. e i vettori aerei stipulati nell'ambito della legge regionale n.10/2010« — Deloitte Financial Advisory S.r.l.
The indicative amounts to be recovered by Italy from the various airlines are indicated in Table 19, on the basis of the information made available to the Commission.
Statsstøttesager vedrørende Ryanair, udarbejdet for Ryanair af Oxera, 9.4.2013.
to be determined
Principper, som ligger til grund for rentabilitetsanalysen i forbindelse med test af det markedsøkonomiske investorprincip.
To take into account the actual advantage received by the airlines, the amounts indicated in Table 19 may be adjusted, according to the supporting evidence provided by Italy, in particular the exact date for all payments.
Jf. fodnote 52.
Italy unlawfully implemented the aid provided to airline companies operating at the two airports concerned, pursuant to Law 10/2010, for the financing of activities 1 and 2 throughout the period 2010-2013, in breach of Article 108(3) of the Treaty.
[79] Oxeras rapport af 26.9.2014.
The aid provided to airline companies operating at the airports concerned, pursuant to Law 10/2010, for the financing of activities 1 and 2 throughout the period 2010-2013 is incompatible with the internal market.
Bemærkninger fra Ryanair af 26.1.2015.
The incompatible aid should be recovered from airline companies, which operated at Olbia and Cagliari airports and benefitted from financing of activities 1 and 2 pursuant to Law 10/2010.
Oxeras rapport af 2.3.2015.
FINANCIAL COMPENSATION FROM THE REGION TO SARDINIAN AIRPORT OPERATORS FOR THE FINANCING OF ACTIVITIES 1, 2 AND 3 (LAW 10/2010) OVER THE PERIOD 2010-2013 — EXISTENCE OF STATE AID IN FAVOUR OF THE AIRPORT OPERATORS
Oxeras rapport udarbejdet for Ryanair, 4.12.2015.
The Commission considers that under the scheme established by Law 10/2010 over the period 2010-2013, the three airports managers SOGEAAL, SOGAER and GEASAR did not receive State aid within the meaning of Article 107(1) of the Treaty under the scheme established by Law 10/2010 during the period 2010-2013,