natgillin/translations-raw huggingface dataset:
Ryanair therefore concludes that the price that it pays at Marseille Provence Airport for the airport services is not below the market price for those services and that the price paid does not therefore include elements of State aid.
CCIMP nõustub Prantsusmaa väidetega, mille kohaselt aegunud toetusi ja mittemajandusliku tegevuse rahastamiseks antud toetusi ei saa käsitada riigiabina.
Secondly, the Commission included sunk costs in its calculations, instead of basing its assessment on incremental costs alone.
CCIMP nõustub Prantsusmaa seisukohtadega, mille kohaselt vaadeldavad abimeetmed on kooskõlas suunistega sätestatud tingimustega, eeskätt proportsionaalsuse ja abi vajalikkuse tingimustega.
Ryanair notes in this respect that Marseille Provence Airport was constructed in 1922 and was used in particular, before the liberalisation of air transport, for regional traffic funded by the State in the form of a public service and as a base for forest firefighting aircraft.
CCIMP rõhutab uue terminali otsest ja kaudset majanduslikku mõju Marseille piirkonna jaoks ja selle olulist rolli kesklennujaamades ummikute vältimisel, Euroopa territoriaalse ühtsuse ja ülekoormusohuga kokkupuutuvate lennujaamade teenindussuutlikkuse jaoks [39].
Ryanair adds that, in order to address the drop in traffic recorded between 2001 and 2003, the airport implemented a strategy to open up to low-cost airlines by creating a terminal specifically designed for their use.
CCIMP leiab, et uue terminali rajamine oli hädavajalik selleks, et võimaldada odavlennuettevõtjate tegevuse alustamist, kes kasutavad harva tavapärast taristut, mille omadused ei vasta nende majandusmudelile.
Ryanair points out that, for a number of years, it has accounted for over 40 % of the traffic at Terminal mp2.
CCIMP meenutab, et ainult odavlennuterminali rajamine võimaldas teataval määral vastata odavlennuettevõtjate nõudmistele lennujaamatasude määra osas, säilitades vastavuse läbipaistvuse ja mittediskrimineerimise tingimustele.
Ryanair maintains that regional airports are less attractive to airlines, which can legitimately expect to negotiate lower charges with the airport given the high volume of passengers that they bring.
CCIMP-LE ANTUD TEGEVUSTOETUSED
Ryanair notes that, when deciding on the existence of aid, the Commission is required to take into account the situation that prevailed at the time when the measure was granted to the beneficiary.
Nõustudes Prantsusmaa esitatud märkustega, täpsustab CCIMP, et kokku […]* miljoni euro suurused rahavood hõlmavad lennujaama üldtalitusele tehtud makseid osutatud teenuste eest.
Ryanair maintains in this case that, on the date when it started to operate from Marseille Provence Airport, given the contractual undertakings that it had made regarding the volume of passengers carried, the airport operator could legitimately have expected a significant increase in traffic due to Ryanair's presence at the airport.
CCIMP rõhutab, et CCI ei andnud Marseille Provence'i lennujaamale üle mingeid rahalisi vahendeid.
Ryanair asserts that, as the economic situation at small regional airports with overcapacity is different from that analysed by the Court of Justice in the Charleroi judgment, the cost analysis, if applicable to them, must be adapted.
Ta meenutab, et Marseille Provence'i lennujaam maksab samalaadselt kõigi teiste piirkonnas tegutsevate ettevõtetega kaubandus-tööstuskodade kulude katmiseks kehtestatud tasu, mille summa 2010. aastal ulatus 213553 euroni.
Taking into account only the incremental costs and revenues associated with the agreements concluded with Ryanair would reflect the conduct of a prudent market economy operator.
CCIMP meenutab, et odavlennuterminal mp2 pakub lihtsustatud tasemega teenuseid ja võimaldab kohaldada diferentseeritud tasumäärasid ning kinnitab, et kõnealuste tasumäärade kindlaksmääramisel võeti arvesse kõiki kulusid.
Ryanair adds that the costs associated with investments made before its arrival and fixed operating costs must not be taken into account.
CCIMP järeldab selle põhjal, et Marseille Provence'i lennujaam kasutas ka aruka ettevõtja kriteeriumi selleks, et põhjendada diferentseeritud tasude kohaldamist mõlemas terminalis.
Ryanair further states that whether the airport in general is profitable or loss making is irrelevant in terms of the existence of aid for the benefit of the airline.
CCIMP leiab, et nn hinnanguline meetod, mida kasutati terminali mp2 tulumäära arvutamiseks, on ainus meetod, mis võimaldab võtta arvesse lennuettevõtja üleminekut ühest terminalist teise, seejuures saavutatakse asjaomaste kulude stabiilsusest tingitud mastaabiefekti tõttu kokkuhoid ning kulude jagunemine terminalide vahel vähendab põhiterminaliga seotud kulusid.
Ryanair maintains that the cost analysis conducted by the Commission for the prudent operator test is incorrect as it fails to take account of the service level offered at Terminal mp2, which is below the level of the services offered to traditional airlines and is therefore in line with the applicable level of charges.
CCIMP meenutab, et terminali mp2 rajamise tulemusena jagati teatud kulud kahe terminali vahel, et vähendada tasu suurust põhiterminalis ning lükata edasi teatud investeeringute tegemine (Euroopa lendude registreerimisala ning Euroopa ja rahvusvaheliste väljuvate lendude saali ehitamise edasilükkamine).
Ryanair asserts that Terminal mp2 offers only basic infrastructures [37] and has a considerably smaller area per passenger compared with the main terminal (1,66 m2 as opposed to 6,06 m2).
STIMULEERIMISMEETMED UUTE LENNULIINIDE AVAMISEKS
Ryanair argues that low-cost airlines should not pay charges for services that they do not use, or that they use to a lesser extent than traditional airlines [38].
CCIMP teatab, et ta rakendas arengukava, mille eesmärk oli lennujaama külastatavuse suurendamine eeskätt uute lennuliinide avamise teel.
Ryanair points out that it applies baggage fees to encourage its passengers not to check luggage, which has had the result that only one-third of Ryanair passengers check baggage.
CCIMP väitel võeti stimuleerimismeetmed selle eesmärgi saavutamiseks, vastavalt lennujaamade käitajate tavapärasele käitumisele, nagu seda sedastas ka komisjon Manchesteri lennujaamaga seotud otsuses [40].
Moreover, Ryanair passengers take their baggage themselves from the check-in desks to security, which eliminates the need for any infrastructure at the terminal.
Rakendatud korda tuleb CCIMP väitel vaadelda äritegevusena, mis ei hõlma mingit abi Euroopa Liidu toimimise lepingu artikli 107 kohaselt, kuna tegemist on avatud korraga, mida kohaldatakse mittediskrimineerivalt ning mille kehtivus on objektiivsete kriteeriumide alusel ajaliselt piiratud.
By comparison, Ryanair notes that Air France makes extensive use of the ground handling services associated with baggage at the airport.
CCIMP väidab, et abi olemasolu tuleb välistada, kuivõrd tavapärastes turutingimustes tegutsev arukas ettevõtja oleks pidanud sekkuma samades tingimustes.
Ryanair maintains that its aircraft are the largest operating at Marseille Provence Airport, which means that the airport does not have to incur the opportunity costs associated with the operation of small aircraft in relation to the number of passengers carried.
CCIMP lisab, et võttes arvesse tavapäraseid turumeetmeid, millest lähtuvalt ettevõtte tegevust tuleb hinnata, tuleb otsustada, et kohaldatud kord oli arukas.
Ryanair stresses that it operates on the basis of 25-minute rotations, whereas the traditional airlines, such as Air France, have rotation times between 45 and 60 minutes.
TURUNDUSABI – AMSIGA SÕLMITUD LEPING
Ryanair also notes that the criteria for using Terminal mp2 include the requirement to use C-type aircraft that can accommodate up to 200 seats and operate with reduced rotation times.
Ta täpsustab, et võttes arvesse kõnealuses majandussektoris väljakujunenud tavasid maksis ta osutatud teenuste eest ilmselt proportsionaalset ja mõistlikku hinda ning ei pea asjakohaseks Air France'i esitatud uuringut, milles käsitletakse ainult üldisi veebisaite.
Lastly, Ryanair criticises the fact that the Commission has not taken into account in its decision the positive externalities associated with Ryanair's presence at the airport, namely the fact that the infrastructure's value has increased due to its presence, bearing in mind the risks inherent in operating the initial routes from the airport.
CCIMP meenutab, et seevastu Ryanairi veebisaidil toodud materjalid on suunatud laialdasele interneti kaudu lennupileteid ostvale kogukonnale.
Moreover, Ryanair claims that the presence of an airline at an airport creates a ripple effect leading to an increase in passenger numbers at that airport, and therefore an improvement in its commercial and transport infrastructures, which makes the airport more attractive.
CCIMP meenutab, et AMSi lepingu aastakulu, jagatuna veetud reisijate arvuga, oli 2010. aastal suurusjärgus […]* eurot.
Ryanair underlines that it contractually undertook to carry a certain number of passengers to and from Marseille Provence Airport, which has therefore helped to generate these externalities, as apparently proven, firstly, by the increase in traffic at the airport, and particularly at Terminal mp2, and secondly by the increase in the number of airlines operating from the airport.
EUROOPA LENNUETTEVÕTJATE ÜHENDUS
Ryanair also highlights that this type of undertaking means that it is the airline that bears all the risk associated with operating the route, which proves that the airport is in a position to accept a lower rate of return than it would have required in the absence of such undertakings.
CCIMP-LE ANTUD TOETUSED
Ryanair encourages the Commission to adopt the ‘single till’ approach in its analysis, which involves taking joint account of both the aeronautical revenue and the commercial revenue generated by the presence of an airline at an airport.
Association of European Airlines (AEA) meenutab, et ta toetab kõiki piirkondlikku arengut soodustavaid meetmeid, kuid leiab, et väikestele piirkondlikele lennujaamadele antud toetused ei või kahjustada konkurentsi.
Ryanair notes in this respect that it carries more passengers per flight than Air France and that it operates ‘point-to-point’ flights where the passengers, in its opinion, are more likely to generate commercial revenue than transit passengers.
Lennundussektorit tuleks AEA arvates vaadelda sellise majandussektorina, kus kõik sekkumised, nii regulatiivsed kui majanduslikud, võivad kaasa tuua konkurentsi kahjustamist.
Ryanair underlines that, since it started operating at Marseille Provence Airport, numerous businesses and several vehicle rental companies have set up in Terminal mp2 and that the non-aeronautical revenue generated by these activities contributes to the terminal's profitability.
Väikestele piirkondlikele lennujaamadele antud toetused on vastuvõetavad vaid sedavõrd, kuivõrd nendest kasusaajateks on ilma diskrimineerimiseta kõik kasutajad ning kuivõrd need toetused ei tekita konkurentsihäireid samas teeninduspiirkonnas asuvate lennujaamade vahel.
Ryanair argues further that the fact that the charges set for Terminal mp2 meet the market economy operator test proves that there has been no redistribution to Ryanair of the public resources allocated to the airport operator.
AEA märgib, et ta peab vajalikuks kogu lennundussektorit hõlmava üleeuroopalise piirava raamistiku vastuvõtmist, mis võimaldaks vältida kontrollimatute toetuste andmist ja tagaks majandusettevõtjate vahel toimiva konkurentsiraamistiku.
Even if it is proven that the airport has benefited from aid, Ryanair claims that it cannot be concluded that it has been the final beneficiary of that aid.
See raamistik peaks põhinema taristutoetuste vaatlusel, sõltuvalt taristu kasutusnõudlusest, ja ei peaks soodustama lennuliikluse ümberpaiknemist sellistesse piirkondadesse, kus nõudluse dünaamika on väike.
Next, Ryanair maintains that the charges applied at Terminal mp2 are not in any way selective, as the Commission has not proven that Ryanair has benefited from more favourable conditions than other airlines at Marseille Provence Airport.
TERMINALI MP2 TASUMÄÄRADE DIFERENTSEERIMINE
Ryanair underlines that it is not enough to find that different levels of charges are applied to different airlines in order to reach this conclusion, but that the Commission should take account of the cost of the services offered to each airline by the airport as well as the positive externalities and non-aeronautical revenue generated by each airline.
AEA toetab seisukohta, mille kohaselt lennujaam võib diferentseerida oma taristut sõltuvalt kasutajatele pakutavatest teenustest.
Ryanair notes that its business model means that it carries, on each flight, a higher number of passengers than other airlines and that this saving made by the airport in the opportunity costs thus avoided must be reflected in the level of charges applied to Ryanair.
AEA märgib samas, et sellisel juhul peab lennujaam tasude suuruse arvutamisel järgima läbipaistvuse ja tasude suuruse kuludele vastavuse põhimõtteid.
Lastly, Ryanair claims that the differentiation of charges between national flights and international flights constitutes abusive discrimination pursuant to Article 102 TFEU as it results from a decision made by the airport, given its dominant position in terms of the infrastructure's availability.
Konkreetselt väidab AEA, et tuleb eristada ühelt poolt ühistaristu kasutamisega seotud kulusid ja teiselt poolt spetsiifilise taristu kasutamisega seotud kulusid.
Ryanair maintains that the services provided to passengers do not fundamentally differ according to their destination (domestic, national or international flight) and that the checking of international passengers' travel documents is a state responsibility and should not therefore be funded through the airport charges.
AEA väitel peaksid kõik lennuettevõtjad maksma sama tasumäära keskse taristu kasutamise eest (lennurajad, parklad, lennuohutusega seotud sisseseade, turvakontroll, pagasikäitlussüsteemid, keskkonnatasud ja vajaduse korral tasud müra tekitamise eest).
Ryanair regrets that France has not extended the finding made on the differentiation between national flights and Schengen flights to non-Schengen flights, which has resulted in the application of a charge that is 56 % higher than at the main terminal.
Terminalitasud ja maapealse käitluse tasud võivad eri terminalide puhul olla erinevad, sõltuvalt lennuettevõtjatele pakutavate teenuste kvaliteedist ning nende suurus tuleb kindlaks määrata lähtuvalt kantud kuludest.
Ryanair also maintains that this differentiation mechanism constitutes State aid.
AEA leiab samuti, et juurdepääs piiratud teenuseid pakkuvatele terminalidele ei peaks olema piiratud odavlennuettevõtjatega, vaid need terminalid peaksid olema avatud diskrimineerimist välistavalt kõikidele lennuettevõtjatele.
Consequently, Ryanair asks the Commission to include, in the measures covered by this investigation, the advantage granted to Air France resulting from the differentiation of charges between Schengen flights and non-Schengen flights so that it can seek damages before the French courts.
STARDIABI
Ryanair has submitted additional information on the subject of AMS and the analysis to be conducted by the Commission.
AEA väidab, et tegelikud kasusaajad sellisest abist on lennuettevõtjad ning piirkondlikud lennujaamad on sellest abist kasusaajad vaid kaudselt.
Ryanair maintains that the existence of aid in the AMS agreement should be assessed separately from the other measures.
AEA leiab, et sellist abi ei peaks andma seoses lennuliinidega, mida on juba käitanud mõni teine lennuettevõtja.
However, if the Commission decides to assess this together with the conditions from which Ryanair has benefited at the airport, Ryanair has submitted an economic analysis and concludes on this basis that the AMS agreement would have been profitable for the airport in the short term.
AEA väitel ei saa lennuliini käsitada uue lennuliinina, kui samalaadset lennuliini on juba käitatud samas teeninduspiirkonnas asuvas lennujaamas.
The CCIMP agrees with France's arguments that the subsidies subject to limitation and the subsidies allocated to finance non-economic activities cannot be classed as State aid.
AEA täpsustab, et ideaaljuhul tuleks samas teeninduspiirkonnas asuvate lennujaamadena käsitada lennujaamasid, mille vahemaa on väiksem kui 100 km või mis asuvad teineteisest vähem kui 120 minuti pikkuse kiirrongisõidu kaugusel.
In the alternative, the subsidies constituting State aid are compatible with the TFEU rules, in particular on the basis of Article 107(3)(c) TFEU.
AEA märgib, et lennuliini elujõulisus saab ilmseks juba mõne kuu jooksul, maksimaalselt ühe aasta jooksul.
The CCIMP agrees with France's view on the compatibility of the aid under investigation with the conditions laid down by the guidelines, in particular the conditions of proportionality and necessity.
AEA rõhutab, et abi ei peaks katma korduvaid tegevuskulusid, nagu seadmete kulum, seadmete rentimise maksumus või lennujaamataristu kasutamine.
The CCIMP underlines the direct and indirect economic impact of the new terminal in the Marseille region and its role in reducing congestion at the central airports, ensuring European territorial cohesion and airport capacity-building given the risks of saturation [39].
Stardiabi ei tohiks AEA arvates ühendada sama lennuliini käitamiseks antavate teiste abidega.
The CCIMP considers that the development of a new terminal was essential to attract low-cost airlines that rarely operate from traditional infrastructures, which have characteristics that do not fit with their business model.
AEA väidab, et vedaja suhtes, kes ei järgi lepingulisi kohustusi, tuleks rakendada sanktsioonimehhanisme.
The CCIMP states that only the creation of a low-cost terminal could meet the requirements of the low-cost airlines in terms of airport charges, under conditions of transparency and non-discrimination.
AEA rõhutab, et lennundussektoris antav abi peab alati olema piirav ning selle andmine tuleks otsustada igal üksikjuhul eraldi.
OPERATING SUBSIDIES GRANTED TO THE CCIMP
AEA väidab, et abi võib anda üksnes läbipaistva ja mittediskrimineeriva menetluse alusel.
The CCIMP explains, in line with the comments made by France, that the financial flows totalling EUR […]* million involved contributions paid to the CCI's general arm for services rendered.
Stardiabi andmise tingimused tuleks avaldada Euroopa Liidu Teatajas.
It stresses that there was no financial transfer of resources from the CCI to Marseille Provence Airport.
Lisaks sellele väidab AEA, et igasugusest kohaliku omavalitsusasutuse või piirkondliku lennujaama antud rahalisest toetusest tuleks teatada asjaomasele liikmesriigile hiljemalt kolm kuud enne meetme jõustumisest, et liikmesriik saaks otsustada meetmest Euroopa Komisjonile teatamise vajaduse üle.
It notes that, like any other business in the region, Marseille Provence Airport must pay the tax to cover the costs of chambers of commerce and industry, which totalled EUR 213553 in 2010.
AEA leiab, et teatatud abi korral tuleb kohalikele omavalitsusasutustele meenutada, et mis tahes abi andmisel enne selle kohta Euroopa Komisjonilt heakskiidu saamist on tegemist ebaseadusliku abiga.
The CCIMP points out that the low-cost Terminal mp2 offers simplified services, which allows differentiated charges to be applied, and confirms that all costs were taken into account when setting those charges.
AMS väidab esmalt, et otsus sõlmida 19. mai 2006. aasta leping ei ole seostatav Prantsuse riigiga.
The CCIMP therefore concludes that Marseille Provence Airport is able to invoke the prudent operator principle to justify the existence of differentiated charges at each of the terminals.
AMS väidab, et isegi kui Cocoéco vahendusel riigiga konsulteerimine enne lennujaamamaksude üle otsuse tegemist on asjakohane märk nende otsuste riigiga seostamiseks, ei kehti see põhjendus turundusteenuste ostmise lepinguga seotud otsuse puhul.
The CCIMP takes the view that the ‘contributory’ method used to calculate the rate of return of Terminal mp2 is the only one that can take into account the transfer of an airline from one terminal to the other, with economies of scale resulting in stability of the costs concerned, whereas their distribution by terminal would have led to a reduction at the main terminal.
AMS väidab, et turundusteenuste ostmine ei ole mingil viisil seotud kohaldatavate lennujaamatasude kohta tehtava otsusega ning see ei erine mis tahes reklaamipinna ostmisest.
It notes that the construction of Terminal mp2 resulted in certain costs being pooled between the two terminals, which had the effect of reducing costs at the main terminal, and certain investments being postponed (delay of the construction of the Europe check-in area and the Europe/International departure hall).
AMS meenutab lisaks sellele, et komisjoni analüüsis toodud üldine kriteerium, mille alusel määratakse kindlaks kaubandus-tööstuskoja otsuste riigiga seostatavus, ei ole piisav seoses Stardust Marine kohtuotsuses [41] toodud nõuetega.
INCENTIVE MEASURES FOR THE LAUNCH OF NEW ROUTES
Seejärel väidab AMS, et turundusteenuste ostulepingu sõlmimine on kooskõlas turumajanduse tingimustes tegutseva aruka ettevõtja käitumisega.
The CCIMP states that it adopted a development plan intended to increase the number of passengers at the airport, particularly through the launch of new routes.
AMS rõhutab, et kõnealune leping on samalaadne eralennujaamadega, nagu Liverpooli või Oslo Rygge lennujaam, sõlmitud lepingutega, kelle puhul ei ole kahtlust, et nad käitusid turumajanduse tingimustes tegutsevate arukate ettevõtjatena.
According to the CCIMP, the incentive measures were designed to achieve that objective, in line with the normal practice of airport operators, as apparently accepted by the Commission in its decision on Manchester Airport [40].
AMS täpsustab, et tema tegevus ei hõlma mingit diskrimineerimist riiklike ja eraõiguslike lennujaamade vahel ning et kohaldatavad tasumäärad on avalikud ja hõlpsalt leitavad tema veebisaidil.
The CCIMP believes that the arrangement introduced must be regarded as a commercial practice excluding any aid pursuant to Article 107 TFEU, given that the arrangement was open, non-discriminatory and applied for a limited time based on objective criteria.
Täiendavalt väidab AMS, et kohaldatavad tasumäärad vastavad turuhindadele.
The CCIMP further maintains that this arrangement cannot be classed as aid because a prudent operator acting under normal market economy conditions could have taken the same approach.
AMS täpsustab, et tasumäärad määrati kindlaks 2004. aastal WPP tütarettevõtja Mindshare tehtud uuringu alusel, tegemist on turundusteenuseid pakkuva ettevõttega ja uuringu tellija oli Ryanair.
The CCIMP states that the modulations adopted were intended to maximise the airport's profitability and were based on a business plan contained in the preparatory dossier submitted to the Cocoéco meeting of 14 September 2009.
AMS täpsustab, et tema partnerettevõtjad, nagu Hertz ja NeedaHotel ostavad veebisaidil olemasolevat reklaamiruumi oma teenuste reklaamimiseks ning et nende ettevõtjatega sõlmitud lepingud võimaldavad täpsemalt määratleda turuhinda.
The update of this study, as explained in France's response, confirms the profitability of the measures.
AMS väidab lõpuks, et ta on Ryanairi veebisaidil avaldatava reklaami jaoks töötanud välja hinnapakkumise, mis põhineb online reklaami avaldamise tavapärasel arvutusmeetodil.
The CCIMP adds that, when its conduct is assessed in the light of normal market practices, the arrangement introduced remains reasonable.
Hinnad määratakse kindlaks lähtuvalt tuhande „trükilehekülje“ avaldamisega seotud kuludest ning külastuste sageduse alusel määratakse kindlaks hinnavahemik enamiku pakutud reklaamipindade jaoks.
MARKETING AID — AGREEMENT CONCLUDED WITH AMS
AMS väidab, et Marseille Provence'i lennujaamale pakuti kaubanduslikult eriti soodsaid tingimusi.
The CCIMP maintains that it acted as a market economy operator by concluding the agreement with AMS.
AMS rõhutab, et Air France ei võtnud tehtud võrdluse puhul arvesse tegureid, mis olid seotud külastuste arvuga, mille tulemusena on saadud tulemus vigane.