natgillin/translations-raw huggingface dataset:
However, the Commission observes that the plan presumes that no interest on third party debts accrues or is paid during the whole restructuring period.
Lisaks on veomahu märkimisväärne vähendamine oluline konkurentidele, samal ajal kui omapanuse eesmärk on piirata vajaminevat riigiabi ja näidata, et turud usuvad elujõulisuse taastamise teostatavusse.
However, the 2013 restructuring plan only indicates that the third party debt will thus need to be rescheduled without providing any details of how this will be achieved.
Ja veel: ehkki komisjon on lähtunud 2004. aasta päästmise ja ümberkorraldamise suunistes ette nähtud erandlikel asjaoludel lubatud omapanusest, mis moodustab ümberkorralduskuludest vaid 40 %, jääb Cyprus Airwaysi omapanuse tase ka sellest madalamaks.
The trade and other payables (excluding Hellenic bank debt) on the balance sheet for 2013-18 are forecasted to remain at the level of EUR 27,9 million.
Seepärast järeldab komisjon, et 2004. aasta päästmise ja ümberkorraldamise suuniste punktid 43–45 ei ole täidetud.
Therefore, the third party debt amount is significant and any failure to achieve its restructuring may have serious consequences for the financial forecasts.
2013. aasta ümberkorralduskavas ei piirduta abi puhul minimaalselt vajalikuga, sest see ei hõlma piisavalt suurt, tegelikku ja ajakohast omapanust Cyprus Airwaysi ümberkorralduskuludesse.
The Commission reiterates its argument included in the decision of 4 February 2014 that at the end of the restructuring period, Cyprus Airways would be a company with zero capital reserves and negative total reserves.
Abi saavate piirkondade suhtes kohaldatavad eritingimused
Such a company cannot be considered viable, since effectively no safety margin will exist.
2004. aasta päästmise ja ümberkorraldamise suunistes on sätestatud, et abi heakskiitmise tingimused võivad olla kompensatsioonimeetmete rakendamise ja abisaaja panuse suuruse suhtes leebemad, kui seda õigustavad regionaalarenguga seotud põhjused ja eriti kui abisaaja asub abi saavas piirkonnas.
The Commission further notes that the measures proposed in the 2013 restructuring plan do not seem to be appropriate to address the circumstances that led to the Company’s difficulties, as established in the notification.
Aastatel 2007–2013 ja 2014–2020 on kahel Küprose piirkonnal (lääneala ja idaala), mis hõlmavad üheskoos 50 % Küprose rahvastikust, õigus saada ELi toimimise lepingu artikli 107 lõike 3 punktis c sätestatud erandi alusel investeeringuteks ette nähtud regionaalabi.
In particular, the plan envisages maintaining three non-profit-making routes to Greece and two to the Middle East, despite the fact that those two markets contributed to the Company’s difficulties.
Lisaks on Küprose ametiasutused väitnud, et Küprosel on hulk majanduse arengut mõjutavaid territoriaalseid erijooni, nimelt ääremaisus ning sõltumine lennu- ja meretranspordist.
The plan also envisages maintaining at least four routes in direct competition with low cost airlines and increasing the fares.
Nad leiavad lõpuks, et seda enam tuleks Küprost sealse majanduslanguse tõttu kohelda abi saava piirkonnana.
Finally, it maintains at least one route, which is significantly affected by the Turkey overflight ban.
Komisjon märgib, et Cyprus Airways asub Nikosias, mis ei paikne kummaski Küprose abi saavas piirkonnas.
At any rate, the 2013 restructuring plan does not include any concrete assessment of the future prospects of supply and demand in the relevant markets, apart from acknowledging the risk for competition pressure on some routes to be maintained.
Ka Larnaca lennujaam, mis on väidetavalt Cyprus Airwaysi tegevuse põhikeskus, ei asu kõnealustes abi saavates piirkondades.
The Commission further notes that the worst-case scenario does not sufficiently take into account the weaknesses of the Company and risks applicable in the relevant markets, some of which had been identified in the plan itself.
Peale selle märgib komisjon, et võrdsete tingimuste tagamiseks saab piirkonnale määrata abi saava piirkonna staatuse vaid komisjoni otsusega vastavalt kohaldatavate regionaalabi suuniste kriteeriumidele, mitte muude piirkonna omaduste või majanduslanguse põhjal.
Such weaknesses and risks include the pressure by competitors, the deviation of key parameters underlying the financial projections of the baseline (for example, average unit revenue per passenger (yield), fuel price, USD/EUR exchange rate, drop in demand) and the economic situation in key markets.
Seepärast ei saa komisjon leebemate abikriteeriumidega nõustuda.
In fact, the worst-case scenario reflected only a revenue decrease of 1 % and projected a positive EBIT of only EUR 0,3 million in 2016 and 2017.
Ühekordse abi põhimõte
Yet, if any additional risk as admitted by the 2013 restructuring plan would materialise, such as a 1 % rise of the oil price or 1 % change in the EUR/USD exchange rate, this would be sufficient to wipe out the envisaged profits (see recital 51 above).
2004. aasta päästmise ja ümberkorraldamise suuniste jaotise 3.3 punktis 73 on sätestatud, et päästmis- või ümberkorraldamisabi tuleks anda vaid üks kord ning „juhul kui päästmisabi andmisest või ümberkorraldamisperioodi lõppemisest või ümberkorraldamiskava peatamisest on möödunud alla 10 aasta (olenevalt sellest, mis on hilisem), ei luba komisjon edasist päästmis- või ümberkorraldamisabi”.
These risks are further aggravated by the fact that Cyprus Airways does not have the necessary collateral to be able to hedge against the fuel price or exchange rate risk.
Seda tingimust nimetatakse ühekordse abi põhimõtteks.
Furthermore, the Commission observes that, in order to establish a worst-case scenario, previous airline cases normally had considered much larger deviations of the baseline parameters.
Jaotise 3.3 punkti 73 alapunktis c on ette nähtud sellest põhimõttest erandi tegemine:
Further, the risk of significantly increased competition in particular on routes Tel Aviv and Moscow, representing Cyprus Airways’ fourth and fifth most important routes in terms of the number of passengers, were not taken into account despite being explicitly mentioned in the 2013 restructuring plan.
erandlike ja ettenägematute asjaolude puhul”.
In addition, the possibility of a prolonged recession in Greece and Cyprus should also have been taken into account.
2007. aastal kiitis komisjon ümberkorralduskava alusel heaks Cyprus Airwaysile ümberkorraldusabi andmise.
(155) The Commission therefore concludes that the 2013 restructuring plan does not sufficiently address the circumstances that led to Cyprus Airways’ difficulties, does not fully take into account the future prospects of the market and does not include a credible worst-case scenario.
Seepärast ei ole Cyprus Airwaysil ühekordse abi põhimõtte kohaselt praegu õigust edasist ümberkorraldusabi saada.
(156) Finally, the Commission notes that the 2013 restructuring plan does not address the fundamental problems of the Company’s business model, which appears to have contributed to its difficulties.
Lisaks väljendas komisjon kahtlust, kas selle juhtumi puhul on olemas erandlikud ja ettenägematud asjaolud punkti 73 alapunkti c tähenduses.
Cyprus Airways’ restructuring is based on the existing business model with traditional operation as a full-service airline relying mainly on intermediary parties for the sale of tickets, while it is in competition with either low-cost airlines or full-service airlines with a wider network, most of which rely on direct sales for tickets online.
Küprose ametiasutused käsitlesid seda punkti pärast kahe ametliku uurimismenetluse algatamist ulatuslikult, kuid ei suutnud sellegipoolest põhjendada, miks seisab Cyprus Airways silmitsi erandlike ja ettenägematute asjaoludega, mis õigustaksid edasise ümberkorraldusabi andmist.
The Commission therefore concludes that points 35-37 of the 2004 Rescue and Restructuring Guidelines are not fulfilled, because (i) the duration of the 2013 restructuring plan is unreasonably long, (ii) the plan does not restore the long-term viability of the Company within a reasonable timescale and is not based on realistic assumptions and (iii) the plan does not take into account the market situation with sufficiently variable scenarios.
Türgi kehtestas ülelennukeelu 1974. aastal ja Küpros on sisse seadnud heakskiidetud kava, mille alusel lennuettevõtjatele, sealhulgas Cyprus Airwaysile, hüvitatakse keeluga seoses tekkivad lisakulud (vt põhjendus 23 ülalpool).
According to points 38-42 of the 2004 Rescue and Restructuring Guidelines, a company receiving restructuring aid must provide compensatory measures for the distortion done by the State aid to competition.
Seega ei saa see asjaolu liigituda erandlikuks ja ettenägematuks ning ühtki uut tõendit ei ole Küprose ametiasutused esitanud.
Those measures may comprise divestment of assets, reductions in capacity or market presence and reduction of entry barriers on the markets concerned and must refer to non-loss making routes or products.
Sarnastel põhjustel ei saa pidada erandlikuks ja ettenägematuks asjaoluks ka n-ö ebaseadusliku lennujaama tegutsemist Küprose põhjaosas, sest turistidel on olnud võimalik reisida Küprose põhjaossa/põhjaosast juba vähemalt alates 2004. aastast.
The Cypriot authorities have proposed compensatory measures, including discontinuing or reducing capacity of non-loss making routes, the sale of two LHR slots and the reduction of fleet and ASK.
Samuti ei ole komisjon nõus Küprose ametiasutuste väitega, et ükskõik millise konkurendi – kas odavlennuettevõtja või täisteenuseid pakkuva lennuettevõtja – turuletulekut võib pidada erandlikuks ja ettenägematuks asjaoluks, sest Cyprus Airways tegutseb liberaliseeritud sektoris (tingimusel, et tema konkurendid tegutsevad seaduslikult).
The Commission notes that the sale of two slots in LHR, a fully coordinated airport, can be considered as a sufficient reduction of entry barrier for competitors, especially given the fact that Cyprus Airways would abandon this airport altogether.
Mis puudutab väidet, et Küprose riik subsideerib Cyprus Airwaysi konkurente, siis ei saanud komisjon selle väite kohta ühtki põhjendust.
The significant reduction of fleet is also a significant sign of reduction in capacity.
Igal juhul rõhutab komisjon, et ei saa väita, nagu peaks riik andma Cyprus Airwaysile riigiabi eesmärgiga korvata väidetavalt riigi enda kehtestatud meetme kahjulikku mõju, ning et kõnealust meedet ei saa liigitada erandlikuks ja ettenägematuks asjaoluks.
As regards the routes proposed as compensatory measures, the Commission has consistently accepted as compensatory measures abandoning or reducing capacity in non-loss making routes, that is to say routes which have a positive gross contribution, taking into account variable costs.
Seoses rahutustega Lähis-Idas leiab komisjon, et sellist olukorda ei saa pidada erandlikuks, võttes arvesse pidevaid rahutusi, mis on esinenud selle piirkonna osades juba aastakümneid.
However, the Commission observes that the route LCA-ATH, for which the Cypriot authorities proposed to reduce the capacity operated by Cyprus Airways as a compensatory measure, had a negative gross contribution and the Cypriot authorities did not provide evidence to support their argument that the part of the route relevant as compensatory measure (reduction of frequency by 4 flights a week) was non-loss making.
Kui vaadelda Küprose ametiasutuste nimetatud kõige hiljutisemate rahutuste, nimelt araabia kevade majanduslikku mõju, siis on ettevõtja raamatupidamise aastaaruannetest näha, et tulu, mis teenitakse Küprost Lähis-Ida ja Pärsia lahe piirkonnaga ühendavatel liinidel, moodustab Cyprus Airwaysi kogutulust tavaliselt ligikaudu 10 %.
Nevertheless, the Commission notes that the proposed 24 % reduction of ASK as compared to the 2012 capacity is higher than the reduction of ASK proposed in other airline restructuring cases.
Seega oleks isegi liikluse märkimisväärsel kahanemisel võrdlemisi väike (võib-olla isegi tühine) mõju, st see mõjutaks kõige enam 10 % Cyprus Airwaysi kogutulust.
This means that, even if the reduction in the capacity of the LCA-ATH route (representing only 0,84 % of total ASK) would not be taken into account, the reduction of ASK would still be sufficiently high.
Komisjon möönab Kreeka ja Küprose majandusolukorra halvenemist, nagu ka Kreeka lendude keskmise piletihinna võimalikku langust.
The Commission therefore concludes that points 38-42 of the 2004 Rescue and Restructuring Guidelines are fulfilled.
Siiski tuletab komisjon meelde, et Cyprus Airways laiendas aastatel 2011–2013 Kreekas oma riigisiseste liinide võrku ja suurendas seega teadlikult oma kohalolekut Kreeka turul.
Aid limited to the minimum: real contribution, free of aid
2013. aasta ümberkorralduskavas leiduvatest tõenditest ja konkurentide esitatud teabest nähtub, et Küprose turul on kogu reisijateliiklus alates 2009. aastast suurenenud, samal ajal kui Cyprus Airwaysi turuosa on vähenenud.
According to points 43-45 of the 2004 Rescue and Restructuring Guidelines, beneficiaries of restructuring aid are expected to make a significant contribution to the 2013 restructuring plan from their own resources, which should be at least 50 % of the restructuring costs for large firms, such as Cyprus Airways, except for exceptional circumstances and in cases of particular hardship.
Lisaks on majanduskriisiga silmitsi seisnud ka teised piirkonnas tegutsevad lennuettevõtjad, kuid turul püsimiseks on nad kohandanud oma hinnakujunduspoliitikat ja liinivõrku.
The own contribution must be real, that is to say, actual, excluding all future profits such as cash flow.
Ryanair juhtis tähelepanu asjaolule, et ta on saavutanud nendel turgudel isegi kasvu.
The Commission takes note of the updated amount of proposed own contribution of EUR 61,57 million.
Eespool öeldut arvesse võttes leiab komisjon, et kuigi Cyprus Airways on tunnistanud oma 2007., 2008. ja 2009. aasta aruannete selgetes, ehkki üldsõnalistes avaldustes olemasolevaid riske, ei ole suutnud ta hoolimata olemasolevatest valikuvõimalustest teha oma tegevuses vajalikke kohandusi, et vältida mõju, mida avaldas majandusolukorra halvenemine ettevõtja peamistel turgudel, ega saada oma konkurentide kombel kasu uutest turgudest.
This represents 41,8 % of the total restructuring costs of EUR 147,4 million and the restructuring aid would be adjusted to the realised own contribution, so that the sum of the two amounts covers only the restructuring costs.
Seepärast ei saa seda mõju liigitada erandlikuks ja ettenägematuks asjaoluks, vaid tuleks pigem seostada Cyprus Airwaysi viletsa juhtimise ja kehvade tulemustega.
The Commission observes that the proposed own contribution of 41,8 %, even if it were fully achieved, would be below the threshold of 50 % set by the 2004 Rescue and Restructuring Guidelines.
Seetõttu järeldab komisjon, et tegemist ei ole 2004. aasta päästmise ja ümberkorraldamise suuniste jaotise 3.3 punkti 73 alapunktis c sätestatud erandiga ning et ümberkorraldusabi andmisega Cyprus Airwaysile rikutakse ühekordse abi põhimõtet.
Moreover, the Commission observes that based on table 5 in recital 79, only the sale of assets worth EUR 55,67 million has actually been realised.
Järeldus
The sale of other proposed items, such as the spare parts and the Airbus A320, has not been fully realised and their values are not backed by an expert valuation.
Eespool öeldu põhjal leiab komisjon, et Küpros on rakendanud 1., 2., 4. ja 5. meedet Cyprus Airwaysi suhtes ebaseaduslikult, rikkudes ELi toimimise lepingu artikli 108 lõiget 3.
As regards the sale of spare parts, the actual proceeds until now (EUR 0,86 million) demonstrate that the original estimates of EUR 2,0 million in 2013 and EUR 1,1 million in 2014 were largely overestimated.
Seepärast leiab komisjon, et abi ei ole siseturuga kokkusobiv.
In the absence of any expert valuation of the remaining spare parts to be sold and without any other evidence such as an agreement indicating clearly the future purchase commitment by the buyer, possible future proceeds from the spare parts sales cannot be taken into account as sufficiently real and actual own contribution.
SISSENÕUDMINE
As regards the sale of the Airbus A320, which the Cypriot authorities in their submission of 11 May 2014 describe as ‘an old aircraft’, four out of the five offers submitted during 2014 have been withdrawn and in the case of the fifth offer the bidder has not responded to Cyprus Airways’ counter-proposal.
ELi toimimise lepingu ja Euroopa Kohtu väljakujunenud praktika kohaselt võib komisjon juhul, kui ta leiab, et abi ei ole siseturuga kokkusobiv, otsustada, et asjaomane liikmesriik peab sellise abi andmise lõpetama või seda muutma.
As the Cypriot authorities have not provided any expert valuation of the aircraft, the projected sales revenue of EUR 2,5 million cannot be accepted as a sufficiently real and actual own contribution.
Samuti on Euroopa Kohus korduvalt sedastanud, et liikmesriigi kohustus lõpetada sellise abi andmine, mida komisjon peab siseturuga kokkusobimatuks, on kehtestatud selleks, et taastada varasem olukord.
In addition, the Commission does not agree with the Cypriot authorities and considers that the transfer of a property to the Provident Fund cannot be considered as an actual and real own contribution.
Sellega seoses on Euroopa Kohus leidnud, et kõnealune eesmärk on saavutatud, kui abisaaja on ebaseadusliku abina saadud summad tagasi maksnud ja seega loobunud eelisest, mis tal turul konkurentide ees oli, ja kui on taastatud abi väljamaksmisele eelnenud olukord.
That is because, as confirmed by the Cypriot authorities and as identified in the Company’s annual accounts, the Provident Fund is controlled by Cyprus Airways, regardless of its legal status, its funds are ultimately at the disposal of the Company and its deficit is part of the restructuring costs.
Kooskõlas kohtupraktikaga on nõukogu määruse (EÜ) nr 659/1999 artikli 14 lõikes 1 sätestatud: „Kui ebaseadusliku abi korral tehakse negatiivne otsus, nõuab komisjon, et kõnealune liikmesriik peab võtma kõik vajalikud meetmed, et abisaajalt abi tagasi saada […].”
Therefore, by transferring an asset to the Provident Fund, Cyprus Airways does not bring any real own contribution to its restructuring costs.
JÄRELDUS
In light of the above, the Commission considers the level of actual and real own contribution as EUR 55,67 million, which is 37,8 % of the restructuring costs.
meetme puhul ei ole ELi toimimise lepingu artikli 108 lõikes 2 sätestatud menetluse kohaldamine enam põhjendatud, sest Küpros ei ole meedet rakendanud.
The Cypriot authorities argue that the own contribution can be exceptionally lower than 50 % in case of particular hardship.
Komisjon leiab, et Cyprus Airwaysi kasuks rakendatud 1., 2., 4. ja 5. meede – vastavalt riigi osalemine kapitali suurendamises, päästmisabina antud laen, ümberkorraldusabi ja koolitusabi – kujutavad endast riigiabi ELi toimimise lepingu artikli 107 lõike 1 tähenduses ega ole kokkusobivad siseturuga, sest 2004. aasta päästmise ja ümberkorraldamise suuniste asjakohased tingimused ei ole täidetud ning ühtki teist kokkusobivuse põhjust ei ole kindlaks tehtud.
More specifically, they argue that a lower level of own contribution in case of Cyprus airways can be justified by the economic and financial crisis as well as the Turkish airspace ban putting additional burden on the Company.
, 2., 4. ja 5. meetme puhul leiab komisjon, et Küpros on rakendanud neid ebaseaduslikult, rikkudes ELi toimimise lepingu artikli 108 lõiget 3.
The Commission takes note of the particular situation of the Cypriot economy and acknowledges that disposing assets in such a situation may not be an easy process.
Lõpetuseks märgib komisjon, et Küpros oli nõus käesoleva otsuse vastuvõtmise ja edastamisega inglise keeles,
However, the Commission notes that Cyprus Airways operates in an international and liquid market, because the potential buyers of its assets, including aircraft, slots, spare parts, may come from any part of the world and may thus not be concerned by the situation in the Cypriot economy, as they can obtain financing easier and can transfer the assets or use them without any link to Cyprus.
ON VASTU VÕTNUD KÄESOLEVA OTSUSE:
Further, the Turkey overflight ban has been in place for many years and is not related in any way to the sale of airline-related assets which can be used elsewhere.
Artikkel 1
Finally, while the Commission has based on the 2004 Rescue and Restructuring Guidelines accepted own contributions as low as 40 % of the restructuring costs, due to exceptional circumstances, this still exceeds the level of own contribution by Cyprus Airways.
See menetlus on käesolevaga lõpetatud.
The Commission therefore concludes that points 43-45 of the 2004 Rescue and Restructuring Guidelines are not fulfilled.
Artikkel 2
The 2013 restructuring plan does not limit the aid to the minimum necessary, since it does not include a sufficiently high, real and actual own contribution to the restructuring costs of Cyprus Airways.
Riigiabi kogusummas vähemalt 66 099 317,94 eurot (mille moodustavad riigi osalemine 31,33 miljoni euroga kapitali suurendamises, 34,5 miljoni euro suurune päästmisabina antud laen ja 269 317,94 euro suurune koolitusabi), mille Küpros andis Cyprus Airwaysile ebaseaduslikult, rikkudes ELi toimimise lepingu artikli 108 lõiget 3, on siseturuga kokkusobimatu.
Special conditions in relation to companies in assisted areas
Artikkel 3
The 2004 Rescue and Restructuring Guidelines provide that the conditions for authorising aid may be less stringent as regards the implementation of compensatory measures and the size of the beneficiary’s contribution, when justified by reasons of regional development and in particular if the beneficiary of the aid is located in an assisted region.
Igasugune artiklis 2 nimetatud summasid täiendav riigiabi, mida Küpros on andnud või soovib anda Cyprus Airwaysile 4. meetme alusel, on siseturuga kokkusobimatu.
In the case of Cyprus, for the period 2007-13 as well as 2014-20, two regions covering together 50 % of the Cypriot population are eligible to receive regional investment aid under the derogation of article 107(3)(c) of the Treaty (the Western Zone and the Easter Zone).
Artikkel 4
Finally, they argued that the economic recession of the Cypriot economy should a fortiori merit the treatment of Cyprus as an assisted area.
Küpros nõuab abisaajalt tagasi ka artiklis 3 nimetatud igasuguse täiendava abi.
The Commission notes that Cyprus Airways has its seat in Nicosia, which is not situated in any of the two assisted areas of Cyprus.
Sissenõutavatelt summadelt arvestatakse intressi alates kuupäevast, mil need anti abisaaja käsutusse, kuni nende tegeliku tagasimaksmiseni.
Larnaca airport, arguably the main centre of Cyprus Airways’ operations, is also not situated in one of those assisted areas.
Intress arvutatakse liitintressina vastavalt komisjoni määruse (EÜ) nr 794/2004 V peatükile ja komisjoni määrusele (EÜ) nr 271/2008, millega muudetakse määrust (EÜ) nr 794/2004.
In addition, the Commission notes that, in order to ensure a level playing field, the status of an assisted area can only be established by a Commission decision, according to the criteria of the applicable Regional Aid Guidelines, and not based on other territorial characteristics or an economic recession.
Mis puudutab 4. meedet, siis teavitab Küpros komisjoni sellest, kas ta on eraldanud selle meetme raames lisaks artiklis 2 nimetatud summadele veel mingeid summasid, ning teatab komisjonile täpsed eraldatud summad ja nende väljamaksmise kuupäevad.
Thus, the Commission cannot accept less stringent conditions as regards the criteria for the aid.
meetme puhul teatab Küpros komisjonile kuupäevad, mil konkreetsed summad välja maksti.
‘One time, last time’ principle
artikli 4 lõigetes 4 ja 5 nõutav teave;
Point 73 Section 3.3 of the 2004 Rescue and Restructuring Guidelines stipulates that rescue and/or restructuring aid should be granted only once and ‘where less than 10 years have elapsed since the rescue aid was granted or the restructuring period came to an end or implementation of the restructuring plan has been halted (whichever is the latest), the Commission will not allow further rescue or restructuring aid.’
abisaajalt tagasi nõutav kogusumma (põhisumma ja intress);