natgillin/translations-raw huggingface dataset:
the future incremental revenues expected from the implementation of these agreements, including revenues from airport charges and ground handling services, generated by the routes covered by these agreements, as well as non-aeronautical revenue from the additional traffic generated by the implementation of these agreements,
Reisijate arv kokku
the future incremental costs expected from the implementation of these agreements, including operating costs and any incremental investment costs generated by the routes covered by these agreements, as well as the costs of marketing services.
Lennundusega mitteseotud kaubanduslikud kogutulud
These calculations should provide the future annual flows corresponding to the difference between incremental revenues and costs, to be discounted, if necessary, by a rate reflecting the cost of capital for the airport operator.
Libisev keskmine 3 eelneva aasta kohta (või varasema perioodi kohta sõltuvalt kättesaadavatest andmetest)
A positive net present value indicates in principle that the agreements in question do not confer an economic advantage, whereas a negative net present value reveals the presence of such an advantage.
[600000 – 800000]
It should be noted that, in this assessment, the arguments of Ryanair and the Operators that the price of the marketing services purchased by the Operators is equivalent to or less than what may be regarded as a ‘market price’ for such services are without merit.
[400000 – 600000]
A hypothetical MEO motivated by the prospect of profits would not be prepared to purchase such services, even at a price at or below ‘market price’, if it were predicted that, despite the positive effect of such services on passenger traffic on the air routes concerned, the incremental costs generated by the agreements would exceed the incremental revenues at present value.
[2–4]
In such a scenario, the ‘market price’ would be higher than the hypothetical MEO was prepared to pay, and the services in question would therefore logically be rejected.
[800000 – 1000000]
For the same reasons, the fact that the prices set in the airport services agreement may be equivalent to or higher than the prices invoiced by even slightly comparable airport operators would be irrelevant in this assessment if these prices were not expected to generate sufficient incremental revenues to cover the incremental costs.
[1000000 – 1200000]
During the procedure, the Commission invited France to submit incremental cost, revenue and profitability estimates for the various agreements, which may have been produced prior to the signature of these agreements.
Täiendavad kulud (Ryanairi ja AMSiga sõlmitud lepingud)
The only information provided by France in response to this invitation appears in a business plan prepared by Veolia Transport in September 2006 (‘the VTAN business plan’), a few months before it became the new airport operator, in order to assess the financial stability of the new public service delegation.
Täiendavad kulud, mida on eelnevalt võimalik eeldada iga tehingu puhul (mis antud juhul hõlmavad lennujaamateenuste lepingut ja turundusteenuste lepingut) ja mida käitajate asemel lennujaama käitav turumajanduse tingimustes tegutsev ettevõtja oleks arvesse võtnud, kuuluvad kolme järgmisse liiki:
This business plan was not linked to one or more specific agreements, but detailed the projected costs and revenues for the entire airport operation for the whole term of the new public service delegation (2007-2011).
turundusteenuste ostmise kulud;
France has also provided the contents of a study conducted for VTAN by an economic adviser (‘the VTAN study’), which aims to estimate, based on the VTAN business plan, the extent to which the additional traffic generated by a new agreement would influence the various cost and revenue items, except for the costs incurred by the marketing services agreements.
finantsmõju, mis vastab lennujaamateenuste lepingu alusel osa lennujaamatasude tuludest Ryanairile ülekandmisele lennujaama käitaja poolt, lähtuvalt sellistest kriteeriumidest, nagu reisijate arvu suurendamine;
With regard to the airport operator’s revenues, it is clear from the VTAN study that, due to its very nature, the aeronautical revenue, which stems from airport charges and ground handling services, varies according to the additional traffic, just like the commercial non-aeronautical revenue (associated with the activity of shops, restaurants and car parks situated within the airport zone).
täiendavate investeeringute kulud, mis on tingitud tehinguga seoses tehtud investeeringutest;
On the other hand, the property-related non-aeronautical revenue (typically, fixed rents received by the Nîmes airport operator from various businesses present at the airport site) is not influenced by traffic variations and should not therefore be taken into account in an incremental analysis.
täiendavad tegevuskulud, sealhulgas tegevuskulud (personalikulud, mitmesugused ostud), mida tehingu teostamine võib kaasa tuua.
As regards costs, the study indicates that certain items of expenditure, such as office and structural costs, are not influenced by traffic variations, whereas others, such as purchases, are directly linked to traffic.
Turundusteenuste lepingutega ja finantssoodustustega seotud kulude puhul võttis komisjon arvesse erinevates turundusteenuste lepingutes toodud summasid ning erinevates lennujaamateenuste lepingutes sätestatud rahalisi soodustusmehhanisme.
In terms of maintenance and repair expenditure, the study states that, with the infrastructure being used by both Ryanair and other airport users (training school, businesses located at the site, civil security), most of the corresponding costs are fixed and do not therefore vary according to the traffic.
Samuti nagu lennuliikluse mahu prognooside puhul, ei väljenda hinnangulised turunduskulud tingimata tegelikult makstud summasid, kuivõrd teatud lepingute sõlmimisele järgnenud sündmused võisid viia algselt prognoositud summadest kõrvalekaldumisele.
However, according to the study, a limited part of this expenditure (estimated at 8 % of the total servicing and maintenance expenditure) can be imputed to Ryanair.
Selline olukord tekib juhul, kui leping lõpetatakse ennetähtaegselt.
With regard to staff costs, the study takes account of the fact that part of these costs was independent of traffic, as only those costs associated with aircraft and passenger handling staff and part of the costs associated with administrative staff were imputable to the Ryanair traffic.
Samas ei tule selliseid sündmusi võtta arvesse turumajanduse tingimustes tegutseva ettevõtja põhimõtte kohaldamisel, kuna need sündmused on hilisemad lepingu sõlmimise kuupäevast.
The study therefore estimates that, over the entire period covered, the staff costs imputable to Ryanair accounted for [40-50] % of the total staff costs.
Täiendavate investeerimiskulude kohta tuleb märkida, et ühtegi neist ei ole sellises ulatuses välja toodud, et mõni uurimismenetluse käigus ilmnenud asjaolu annaks alust arvata, et turumajanduse tingimustes tegutsev ettevõtja oleks eeldanud teatud investeeringute tegemist seoses ühe või mitme käesoleva uurimismenetlusega hõlmatud lepinguga.
The study also considers the taxes paid by the airport operator.
Eri lepingute sõlmimise ajal prognoositud tegevuskulud on lepinguga seotud äriplaani puudumisel kõige raskemini analüüsitavad andmed.
It notes that property tax, which depends only on the extent of the property managed by the airport operator, is independent of traffic, whereas business tax depends in particular on turnover, and therefore on traffic, and payroll tax is directly linked to the staff costs mentioned above.
Seejuures ei ole tegevuskulude puhul võimalik kasutada lennundusega mitteseotud tulude puhul kasutatud meetodit, mis põhines 2007. aastale eelneva perioodi puhul lennujaama kogutuludel, millest tuletati lennundusega mitteseotud tulud ühe reisija kohta.
Finally, the study considers that [40-50] % of the marketing study costs, funded by the airport operator and covering commercial passenger traffic, development of the airport through new routes or new activities and development of the industrial hub, were imputable to the Ryanair traffic.
Sellise lähenemisviisi korral vaadeldaks kõiki lennujaama kulusid, mis on jaotatud reisijate arvu peale, täiendavate tegevuskuludena.
For each revenue and cost item in the VTAN business plan, the study therefore estimates a percentage to be applied in order to determine the part attributable to the Ryanair traffic, which therefore varies according to the traffic.
Kuid oluline osa lennujaama tegevuskuludest on püsikulud, mis tähendab et ühe reisija kohta arvestatud tegevuskulud võivad enamasti osutuda märkimisväärselt suuremaks täiendavatest kuludest.
Finally, the study uses the traffic forecasts contained in the VTAN business plan to determine, item by item, the projected incremental costs and revenues per passenger for the entire period.
Selleks et hinnata täiendavate tegevuskulude suurust, peab komisjon lähtuma lennujaama käitaja analüüsiandmetest, kuna ta ei saa ise hinnata, mil viisil võib lepingu sõlmimine mõjutada lennujaama erinevaid kuluartikleid.
The Commission takes the view that the VTAN business plan and the VTAN study provide reliable information that can be taken into account when applying the MEO test.
Kõnealune väärtus määrati kindlaks VTANi äriplaani alusel, mis juba esitatud põhjustel kuulub usaldusväärsete allikate hulka, ning lähtuvalt VTANi uuringust.
The facts on record actually show that the VTAN business plan was the result of a very thorough analysis, which is all the more reliable because this business plan served as the basis for determining the flat-rate contribution ensuring the financial stability of the airport’s operation.
Nagu eespool selgitatud, on VTANi uuringu näol tegemist täpse ja usaldusväärse hinnanguga vaadeldava meetme kohta ning selles toodud erinevad tegevuskulude artiklid muutuvad sõltuvalt reisijate arvust.
Moreover, this business plan is not likely to have been biased by the present procedure, given that the Commission initiated its action on the basis of a complaint that was only received in January 2010.
Komisjon kasutas neid andmeid Ryanairi ja AMSiga sõlmitud lepingute hindamiseks.
The examination of this business plan and associated documents has not revealed any rash or unrealistic assumptions among those used by Veolia Transport to produce this plan.
VTANi sõlmitud lepingud pärinevad ajavahemikust 2007–2010, seega on need lepingud hilisemad VTANi äriplaani elluviimisest ning väga piiratud ajavahemiku ulatuses on seda äriplaani ka järginud.
The VTAN study is also based on reasonable assumptions.
Seega on eespool nimetatud täiendava tegevuskulu hinnangu kasutamine nende lepingute jaoks täiesti õigustatud.
It has therefore been taken into account by the Commission in its analysis, as will be indicated below.
Samuti on paremate andmete puudumisel vastuvõetav selle kasutamine CCI sõlmitud lepingute puhul, vaatamata sellele, et VTANi äriplaan koostati nende lepingute sõlmimise ajast hiljem.
Aside from the VTAN business plan, the only economic assessment provided by France is a study of the economic impact of Nîmes airport, carried out in 2006.
Eeskätt kehtib see 2005. aasta oktoobri lepingute suhtes, mis on sõlmitud vaid mõned kuud enne VTANi äriplaani elluviimist.
This study focuses on the economic impact of the airport’s activity, and particularly the routes operated by Ryanair from this airport, on the region’s economy.
Seejuures leiab komisjon, et turumajanduse tingimustes tegutsev ettevõtja ei oleks hinnanud täiendavaid tegevuskulusid ühe reisija kohta 2005. aasta oktoobris erinevalt kui 2006. aasta septembris, sest on väga vähe tõenäoline, et ettevõtja kulude struktuur muutub märkimisväärselt vähem kui aasta pikkuse perioodi jooksul.
It is not therefore relevant for the purpose of applying the MEO test, in relation to which only the airport’s profitability is important.
Ajavahemikul 2000–2004 sõlmitud lepingud on ajaliselt VTANi äriplaani koostamisest varasemad.
According to Ryanair, the lack of a business plan when agreements such as those covered by the formal investigation procedure are signed cannot be used as evidence that the MEO test is not satisfied.
Samas leiab komisjon parema alternatiivi puudumisel, et keskmiste täiendavate tegevuskulude suurus [2–4] eurot ühe reisija kohta koos prognoositava 2 % inflatsiooniga aasta kohta on samuti sobiv varasemate lepingute analüüsimiseks.
The Commission considers that the lack of a business plan, or more generally any profitability analysis carried out prior to the signature of an agreement, is a serious indication that the agreements signed by the CCI with Ryanair and AMS do not satisfy the MEO test, particularly as neither France nor the CCI has been able to provide, in respect of these agreements, any profitability analysis, even incomplete, that was carried out before the agreements were signed.
Tuleb märkida, et kõikide CCI sõlmitud lepingute puhul oli Prantsusmaa esitatud täiendavate tegevuskulude suurus ([5–7] eurot ühe reisija kohta), arvestatuna keskmiste tegevuskuludena ühe reisija kohta ajavahemikul 2000–2006, märkimisväärselt suurem komisjoni kasutatavast täiendavate tegevuskulude suurusest ühe reisija kohta, mida komisjon peab eespool toodud kaalutlustest lähtuvalt asjakohasemaks.
This observation is also largely valid for VTAN, which, although it produced a solid and detailed business plan for the entire airport operation, did not subsequently carry out, according to the facts on record, any specific profitability analysis of the various agreements signed with Ryanair and AMS prior to their signature, even though it could have used the aforementioned business plan for this purpose.
Iga lepingu puhul korrutatakse täiendav tegevuskulu ühe reisija kohta prognoositava reisijate arvu suurenemisega, et määrata iga aasta jaoks kindlaks konkreetse lepinguga seotud täiendav tegevuskulu.
According to France, ‘the operator in place initially made its decisions based on traffic growth prospects that allowed the launch of new services to be envisaged, not to mention a direct economic impact potentially resulting for the airport, in the light of the expected economic impact on the region’.
Eri lepingute üksikasjad
This further suggests that the agreements with Ryanair and AMS do not satisfy the MEO test.
Allpool esitab komisjon ülalkirjeldatud metoodika alusel tehtud eri lepingute analüüsi tulemused.
This is also clearly indicated by the fact that, just before becoming the airport operator, Veolia Transport took the view that the Ryanair traffic was likely to erode the airport’s profitability.
Samuti on toodud kõikide lepingute eripärad, mis on selle analüüsi jaoks asjakohased.
As stated previously, the documents that Veolia Transport submitted in the invitation to tender procedure thus indicate that: ‘Moreover, in the long term, the replacement of Ryanair’s activity (company benefiting from particularly favourable conditions at the airport) could have been positively offset by the arrival of companies likely to accept less economically burdensome conditions for the airport operator …’; ‘The transfer of the risk, above […] %, by the Delegating Authority was justified by the strategic nature for the Gard economy of the tourist traffic brought by Ryanair; in fact, as we explained in our tender, the arrival of this company (under particularly advantageous conditions) had negative economic implications for the airport’s operation, but quite clearly positive implications for the local economy’; ‘Ryanair typically chooses small or medium-sized airports, particularly in France, with which the company negotiates extremely advantageous material and/or financial conditions’; ‘All in all, adding together the main agreement and the Airport Marketing Services agreement, the operations with Ryanair resulted in a negative turnover (between EUR […] thousand and EUR […] thousand according to the bid and traffic configurations, i.e. an average cost to the airport per outbound passenger of around EUR […] to EUR […] excluding tax per head)’.
11. aprilli 2000. aasta leping
As explained further on, these various indications are confirmed by the Commission’s assessment of the profitability analysis that a hypothetical MEO would have carried out.
See leping käsitles igapäevast lennuliini Londonisse, kusjuures kasutatav lennuk oli 130 kohaga Boeing 737–200.
In response to this invitation, France provided a reconstruction of the projected incremental costs and revenues associated with each agreement signed with Ryanair and AMS.
Komisjon on seisukohal, et turumajanduse tingimustes tegutsev ettevõtja oleks eeldanud veidi suuremat täituvust, püstitades mõistliku eelduse, et Ryanair võis ette näha „ohutusvaru” suuliselt antud lubaduse ja tegelikult arvestatud täitumismäära vahel.
With regard to the CCI operating period, this analysis is mainly based on ex post data, i.e. data observed after the agreements were signed.
Komisjon märgib, et selline määr on märkimisväärselt sarnane ajavahemikul 2000–2002 täheldatud täituvuse määraga.
As a result, the method used by France involved calculating the average unit costs and revenues per passenger based on the airport’s operating costs and revenues observed during the 2000-2006 period.
Komisjoni analüüs hõlmab eespool kirjeldatud põhimõtte kohaselt kõnealusest 75 % suurusest täituvuse määrast tulenevat reisijate arvu suurenemist igapäevase 130kohalist lennukit kasutava lennuliini puhul ning sellega seonduvaid täiendavaid tulusid ja täiendavaid tegevuskulusid.
In its analysis of each agreement, France multiplied these data by the projected incremental traffic for each agreement, i.e. the traffic that, on the signature of the agreement, this could be expected to generate.
Käesolevas põhjenduses esitatud tabelis 6 on toodud selle analüüsi tulemused.
As this analysis is mainly based on cost and revenue data observed after the various agreements were signed, and not necessarily on information foreseeable at the time when the agreements were signed, this method cannot reflect the profitability analysis that an MEO would have carried out before deciding whether to enter into these agreements.
Tabel 6
Moreover, as regards the costs, the method used by France is in fact based on the full unit costs, i.e. all the airport’s operating costs per passenger, instead of the incremental costs, i.e. the costs specifically generated by each agreement.
11. aprilli 2000. aasta kokkuleppele eelneva tulususanalüüsi rekonstruktsiooni kokkuvõte
However, the incremental costs may differ from the full unit costs and, as a general rule, are markedly lower, given the high proportion of fixed costs at an airport.
2000. aasta leping (London) – reisijate arvu, täiendavate tulude ja täiendavate kulude prognoosid
The use of full unit costs is therefore a second weakness in the method proposed by France.
Saabuvate ja lahkuvate reisijate koguarv
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned.
[0 – 50000]
Consequently, the Commission has carried out its own analysis by reconstructing the incremental costs and revenues of the various agreements, as an MEO would have calculated them ex ante, in order to apply the MEO test.
[50000 – 100000]
The assumptions made and the results of the analysis are presented below.
lennukordade arv aastas
Time frame
[200–250]
When assessing the value in entering into an airport services agreement and/or a marketing services agreement, an MEO would have chosen the term of the agreement or agreements as the time frame of its assessment.
[350–400]
There does not seem to be any justification for choosing a longer period.
[150–200]
On the dates when the agreements were signed, a prudent MEO would not have relied on these agreements being renewed on their expiry, whether under the same terms or under different terms, particularly as low-cost airlines such as Ryanair were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
maandumistasu
Furthermore, it should be noted that, for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
reisijatasu
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
maapealse teenindamise tulu
It should also be noted that, in applying the MEO test, the fact that Ryanair did not operate certain routes throughout the entire period stipulated in certain agreements has not been taken into account as this factor was neither known nor foreseeable at the time when the agreements were signed.
kõik lennundustulud kokku
The Commission will now describe the assumptions used to analyse the agreements signed with Ryanair/AMS in terms of incremental traffic, costs and revenues, before presenting the results of this analysis.
lennundusega mitteseotud tulud
The analysis conducted by the Commission is based on the incremental traffic (i.e. the number of additional passengers) that an MEO operating Nîmes airport in place of the Operators could have predicted when the agreements were signed.
tegevuskulud (personalikulud, mitmesugused ostud…)
With regard to the 2000 agreement for example, this involves determining the number of passengers that the Nîmes airport operator could have expected, in 2000, to use the Nîmes-London route operated by Ryanair, over the term of the agreement.
turunduskulud
The projected incremental traffic has been determined based on the number of routes and frequencies stipulated in the various airport services agreements and marketing services agreements, and on the resulting number of annual rotations.
kulud kokku
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely, according to the agreements, the Boeing 737-200, the Boeing 737-300 and the Boeing 737-800.
täiendavad rahavood (tulud miinus kulud)
With regard to the agreements signed from October 2005, which included marketing services provided by AMS, the Commission has assumed a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
[100000 – 150000]
This is also slightly above the average load factor for flights operated by Ryanair on its network, and equal to or above the load factor proposed by France for the various agreements in its reconstruction of the profitability analyses.
[150000 – 200000]
However, the Commission takes the view that this high load factor can be used, even if it is a favourable assumption, in order to reflect a possible beneficial effect of the marketing services on passenger traffic on the air routes covered by the various agreements, and in the absence of other information quantifying the foreseeable impact of these services on the load factor.
Eelnevas põhjenduses toodud tabelist 6 nähtub, et turumajanduse tingimustes tegutsev ettevõtja oleks eeldanud positiivseid täiendavaid rahavoogusid igal aastal kuni 2000. aasta lepingu lõppemiseni ning sellest tulenevalt ka täiendavat positiivset tulusust.
On the other hand, for the agreements signed before October 2005, the Commission has used lower load factors.
Seejuures käitas 2000. aastal ka Air France Nîmes’i lennujaamast väljuvaid regulaarliine.
The assumptions made in this regard are detailed below, in the analysis of each of the agreements in question.
Prantsusmaa väitel püüdis CCI sel ajal mitmekesistada lennujaama äritegevust, pidades selleks läbirääkimisi mitme odavlennuettevõtjaga ning analüüsides samaaegselt ka kaubavedude ja tšarterlendudega seotud tegevust.
It should be noted in this respect that the April 2000 agreement and its various amendments did not provide for marketing services to be carried out by Ryanair or its subsidiaries, but rather public relations activities with a limited scope (distribution of press releases, organisation of press conferences, etc.) that were the responsibility of the CCI.
Komisjon leiab sellega seoses, et 11. aprilli 2000. aasta kokkuleppe sõlmimist võib käsitada kuuluvana CCI üldise strateegia hulka, mis oli suunatud lennujaama tulususe taastamisele vähemalt pikaajalises perspektiivis.