natgillin/translations-raw huggingface dataset:
It is clear from the available figures that the number of passengers carried at Marseille Provence Airport rose by over 25 % between 2006 and 2012.
CCIMP kehtestas üksteise järel kaks eraldi sooduskava, mis innustasid lennuettevõtjaid avama uusi lennuliine.
In addition, the runway capacity now apparently stands at 140000 movements per year.
6. detsembril 2004 kinnitas Cocoéco soodusmäärad, mille suurus esimesel aastal oli 90 % ja teisel aastal 50 %, kõnealused soodusmäärad hõlmasid reisivedude maandumistasusid, valgustustasusid ja parkimistasusid ning kaubalendude maandumistasusid ja valgustustasusid.
According to projections in the Noise Exposure Plan report appended to the Prefectural Order of 4 August 2006, the airport traffic target for 2015 will be achieved with 113909 movements and the 2020 target with 122449 movements.
See mehhanism kehtis 15. veebruarist 2005 kuni 31. juulini 2009.
As a result, improving the runways and access and exit ramps means that the airport can handle the traffic projections to 2020, with the infrastructure therefore having satisfactory prospects for use.
Esimese meetme kohta väitis Prantsusmaa, et 8. detsembril 2004 koostatud ex ante tulususe uuringus vaadeldi ühelt poolt aastast hinnaalandust olemasolevatele liinidele või liinidele, mis oleks käivitatud vaadeldava […]* euro suuruse meetme puudumisel ning teiselt poolt täiendavaid kulutusi seoses meeskondade varustuse ja autoparklatega täiendava […]* euro korral aastas.
It is clear from the available information that all potential users of the infrastructure have access to it in an equal and non-discriminatory manner.
Võttes arvesse asjaolu, et lennujaam kavandas positiivset marginaali ning seoses sellega, et meetme puhul ei nähtud ette alginvesteeringut, leidis komisjon, et meede on kooskõlas turumajanduse tingimustes tegutseva aruka ettevõtja põhimõttega.
As indicated in recitals 293 and 308, the development of traffic at Marseille Provence Airport has not affected the activity of airports situated within the same catchment area and the development of trade is not affected to an extent contrary to the common interest.
15. veebruarist 2005 kuni 31. juulini 2009 kehtinud allahindluse kohta esitas Prantsusmaa Cocoéco 14. septembri 2009. aasta istungi protokolli, mille kohaselt ühelt poolt said allahindlusega seotud summadest 83,1 % lennuliinid, mis olid alles pärast allahindlusperioodi lõppemist, teiselt poolt ei kaasnenud muudatusega mingeid lennuliikluse mahuga seotud investeeringuid.
The intensity of this aid was limited to 13 % [72].
Ja lõpuks, kõnealusel Cocoéco istungil tehtud ettepaneku kohaselt koostatud majandusliku mõju uuringus jõuti järeldusele, et iga tasumäära muudatusega hõlmatava lennureisija puhul oli marginaal meetme kohaldamise kolme aasta jooksul positiivne:
As the airside investments could not have been avoided, in the absence of the subsidy, the programme would have necessarily been reduced by over EUR 3 million, most likely taken from the internal improvements of Hall 1, such as those intended to provide space for tour operators, enable airlines to have ticket sale counters or create shops.
terminali mp1 puhul: […]* – […]* = […]* eurot
However, these are the investments that have allowed foreign airlines and tour operators to be accommodated and commercial revenues to be increased.
terminali mp2 puhul: […]* – […]* = […]* eurot
Given the prevailing market conditions at the time when the aid was granted, namely a lack of experience and initiative among private operators with little inclination to invest in airport infrastructure, a high level of risk and uncertain prospects for profitability in a newly liberalised market, a private investor would not, in all likelihood, have invested in the reconstruction of airport infrastructure or in a TGV connection at Marseille Provence Airport.
Sellest nähtub, et esialgseid ex ante arvutusi tuleb hinnata väga ettevaatlikuks; seejuures säilis oluliselt enam kui 20 % uutest lennuliinidest kauem esialgsete allahindluste kestusest.
ASSESSMENT OF THE MEASURES IN FAVOUR OF AIRLINES USING THE AIRPORT — EXISTENCE OF AID
Sellest tulenevalt otsustati äriplaanide ajakohastamisel ja hilisemate uuringute teostamisel eeldusi ajakohastada, et võtta arvesse kõnealuse meetmega seoses saadud esialgseid kogemusi.
POTENTIAL AID GRANTED THROUGH THE REDUCED PASSENGER CHARGE FOR NATIONAL FLIGHTS
Kavaga nähti ette ka tulususe tekkimist.
In an earlier decision [73], the Commission concluded that an aid scheme existed in favour of airlines operating routes with a national destination, which was incompatible with the internal market.
Eespool toodud andmete põhjal oli ka teise kava tulusus tõenäoline.
France took steps to abolish this scheme.
Kava tühistati järk-järgult ja see lõpetati 31. oktoobril 2011.
The extract from the 2007 Cocoéco deliberations produced by France shows that the passenger charges applicable to national flights and to flights to EU countries that are members of the Schengen Area were aligned at Marseille Provence Airport from 1 January 2008.
Komisjon leiab, et ka see meede on kooskõlas turumajanduse tingimustes tegutseva aruka ettevõtja põhimõttega, sest sellega nähti ette täiendava tulu saamine.
The Commission therefore considers that this abolished measure does not need re-investigation.
Tasuta öine parkimine
POTENTIAL AID TO AIRLINES USING THE AIRPORT THROUGH THE DIFFERENTIATION OF AIRPORT CHARGES AND POTENTIAL AID TO RYANAIR AND AMS THROUGH THE MARKETING AGREEMENT
Alates 1. märtsist 2005 kuni tänase päevani on reisijateveoga seotud parkimine IATA väikese koormusega hooajal kella 22.00st kuni kella 6.00ni tasuta, kui samasse sihtpunkti toimub viis iganädalast lendu ja lennukid pargivad vähemalt kuue järjestikuse tunni jooksul kella 22.00st kuni kella 6.00ni.
In order to ascertain whether the resources of the CCIMP constitute State resources, the Commission notes that a public administrative institution (établissement public à caractère administratif) constitutes an independent public body that, nevertheless, forms part of the organisation of the public administration and is therefore subject to very close supervision by other public authorities.
Seda meedet kohaldatakse mittediskrimineerivalt mõlemas terminalis kõikide lennuettevõtjate suhtes.
Moreover, the general budget of the CCIs is funded by tax revenue collected from companies entered in the trade and companies register.
Prantsusmaa väitel võimaldab öine parkimine lennujaamas lennuettevõtjatel võtta peale reisijad võimalikult vara hommikul ja teha viimane maandumine hilja õhtul, seega tekib vedajal võimalus teha 4 lendu päevas 3 asemel.
In addition, the CCIs come under the category of public authorities pursuant to Commission Directive 2000/52/EC [74], they constitute contracting authorities pursuant to Directive 2004/18/EC of the European Parliament and of the Council [75] or, as applicable, contracting entities pursuant to Directive 2004/17/EC of the European Parliament and of the Council [76], and their purchasing is subject to public procurement procedures.
Prantsusmaa väidab, et 2004. aasta raamatupidamisandmete analüüs võimaldas ex ante välja selgitada, et selline meede on lennujaama käitaja jaoks tulus.
According to General Court case-law, those arrangements are part of the internal organization of the public sector, and the existence of rules for ensuring that a public body remains independent of other authorities does not call into question the principle itself of the public nature of that body.
Kõnealune uuring põhineb eeldusel, et terminali mp1 puhul on ainult seoses riigisiseste vedudega võimalik pakkuda täiendavaid lennukordi seoses tasuta öise parkimise võimaldamisega.
Community law cannot permit the rules on State aid to be circumvented merely through the creation of autonomous institutions charged with allocating aid [77].
Terminali mp2 kasutavad odavlennuettevõtjad ei kasuta süsteemi, mille puhul toimub igapäevane väljalend ööbimisbaasist ja üks igapäevane tagasilend, seetõttu eeldati, et kõik nende lennukid võivad pakkuda täiendavat igapäevast lennukorda.
Under French law, the CCIs are intermediate state authorities.
Täiendavate lennukordade eelduse suhtes kohaldati 50 % suurust kaalumiskoefitsienti.
Their acts are therefore, in any event, imputable to the French State, as they form an integral part of the latter.
Uuringus lähtutakse eeldusest, et tasuta öise parkimise täiendavad kulud piirduvad tööjõukulude, hooldus- ja remondikuludega ning mitmesuguste energia- jms kuludega, moodustades hinnanguliselt kokku […]* eurot ühe öö ja ühe lennuki kohta.
As the CCIs form part of the public administration and are subject to close supervision by other public authorities (see recital 10), the Commission considers that the decisions of these public entities are necessarily imputable to the State.
Esialgses uuringus toodud eeldused näisid nende püstitamise hetkel olevat realistlikud.
Their situation therefore differs from that of public undertakings.
Tegelikult ilmnes 2008. aastal teostatud uuringu põhjal, et kulude suurust alahinnati, kuid tugineti sellele, et kõnealuse meetme rakendamisel lisanduvad lennukorrad toovad alates 2010. aastast ka teatud puhaskasumit.
In the case of the CCIs, imputability does not need to be established, as was the case in the Stardust Marine judgment, on the basis of another public authority associated with the decision-making process of a public undertaking, as also confirmed by the numerous public interest tasks entrusted to them by law.
Toodud andmetest ilmneb, et CCIMP käitus turumajanduse tingimustes tegutseva aruka ettevõtjana, tehes otsuse rakendada Marseille Provence'i lennujaamas tasuta öist parkimist.
Furthermore, even if the Commission had to establish the imputability to the State of CCIMP decisions while regarding the CCIMP as a simple public undertaking, it would have a number of factors allowing this imputability to be established.
Turundusteenuste rahastamine
In particular, the CCIMP's decisions on airport charges must be approved by the supervisory authority in order to be enforceable.
Prantsusmaa väitis, et selle summa suhtes, sedavõrd, kuivõrd seda on võimalik käsitada riigiabina, tuleb kohaldada määrust (EÜ) nr 1998/2006.
Moreover, the Cocoéco that consists of the Departmental Council of Bouches-du-Rhône, the Provence-Alpes-Côte d'Azur Regional Council and the Marseille Provence Métropole Urban Community is consulted on each occasion, prior to the introduction of new airport charges, and approves those charges.
Ettevõte BMI Baby lõpetas tegevuse 2012. aastal.
It is therefore highly unlikely that the Cocoéco would not also have approved the decision to sign the marketing services agreement with AMS, or at least that it was not involved in that decision.
Komisjon leiab, et selle abi puhul on tegemist vähese tähtsusega abiga.
Although it may not have given a formal opinion on that agreement, it approves the overall balance of the airport's resources, by supervising the airport charges.
Reisijatasude määra kehtestamine terminali mp2 puhul
The decisions on airport charges and on the marketing services agreement signed with AMS should in fact be assessed together.
2004. aasta novembri äriplaan, mis rakendati ellu enne terminali mp2 ehitamise otsuse tegemist, näitas, et tegemist on lahendusega, mis võib aidata lahendada ülekoormusega seotud probleemi, säilitades samas parimad tulususe väljavaated.
Moreover, the CCIMP has concluded several partnership agreements [78] with the authorities concerned so that the latter assume financial responsibility for some of the programmes of investment in the airport infrastructure.
Võttes arvesse terminali mp2 ehitamiseks antud toetust, näitas terminali mp2 ehitamise otsuse tegemise ajal viieteistkümneks aastaks koostatud äriplaan, et see projekt on lennujaama jaoks kasumlik.
In return for this financial participation, Marseille Provence Airport has undertaken to pursue a dynamic commercial policy designed to maximise development of national and international air routes [79].
Enne terminali mp2 käikuandmist ajakohastati äriplaani kahel korral, 2005. ja 2006. aastal.
The latter can therefore ask the airport to provide it with studies on the development of air traffic and on the prospects for developing new routes.
Enne terminaliga mp2 seotud tasumäärade kehtestamist ajakohastatud 2006. aasta äriplaani puhul võeti arvesse mitte üksnes uute lennuliinide avamise ja parkimisega seotud allahindlusi, vaid ka turundusmeetmetega seotud allahindlusi.
Furthermore, as a general point, it has been maintained by both France and the CCIMP that the development strategy adopted by Marseille Provence Airport had objectives of general interest involving the economic dynamism of the surrounding region and the creation of jobs.
Äriplaani ellurakendamine annab samuti tunnistust sellest, et terminali mp2 rajamine oli lennujaama jaoks kasumlik, võttes seejuures arvesse tasude vähendamist.
These are objectives in which the local authorities have a direct interest, as indicated in the agreements concluded with the CCIMP [80].
Finantsmarginaali arvutamine lennu kohta pärast tasude alandamist ja turundusmeetmete rakendamist (kogukulude meetod):
It also appears, in the light of recital 10, that the CCIs are integrated within the structure of the public administration, that they pursue their economic activities under very special conditions that are in no way comparable with the conditions for private operators, that their legal status is governed by public law, and that the supervision of their management by the public authorities is extensive.
Tabel 10
In the light of the above, it must therefore be concluded that the airport charging measures and the marketing services agreement concluded with AMS were financed through State resources and that their financing is imputable to the State.
Lennuk B737 – 67 tonni – GA:5 – mahutavus:189 reisijat
SELECTIVE ADVANTAGE FOR THE AIRLINES OPERATING AT MARSEILLE PROVENCE AIRPORT
aasta
In order to ascertain whether a State measure constitutes aid, it must be determined whether the undertaking received an economic advantage enabling it to avoid having to bear costs that would normally have had to be met out of its own financial resources or whether it received an advantage that it would not have received under normal market conditions.
aasta
The Commission points out in this respect that regional development considerations cannot be taken into account when applying the market economy operator test.
aasta
Application of the benchmarking approach
aasta
Ryanair maintains that, in order to rule out the existence of an economic advantage that may not have been obtained under normal market conditions, the charges in the 1999 agreements must be compared with airport charges applied at other European airports to low-cost airlines.
TULUD
The Commission does not rule out this approach on principle.
KULUD
However, the identification of a benchmark requires first that a sufficient number of comparable airports providing comparable services under normal market conditions can be selected.
RIIGISISESED LENNUD
In this respect, the Commission notes that, when the 1999 agreements were signed, EU airports were regarded by many as forming part of a public administration pursuing social and regional objectives and were therefore funded by public authorities, whatever their profitability.
Maandumistasud
In fact, a majority of EU airports is still currently benefiting from public funding to cover investment and operating costs.
Valgustustasud
Therefore, the Commission considers that these airports' charges tend not to be determined with regard to market considerations, and in particular sound ex ante profitability prospects, but essentially with regard to social or regional considerations.
Parkimine < 1 tunni jooksul
The Commission further notes that, even though some airports are privately owned or operated without social or regional considerations, their charges may be heavily influenced by the charges applied by the majority of publicly subsidised airport operators, as these latter charges are taken into account by airlines during their negotiations with the privately owned or operated airports.
Reisijaid 75 % (142 reisijat)
In the present case, the airports used as benchmarks received public funding before their privatisation, and even afterwards.
Registreerimisletid
Liverpool Airport has benefited in particular from co-financing under the EU Structural Funds, and the loss-making Prestwick Airport was recently renationalised for the symbolic sum of GBP 1.
Kaubandustegevus
Moreover, it is not clear whether the cost of the existing infrastructure was taken into account when these reference airports were privatised.
Autoparklad
Lastly, the comparability of the figures in the Oxera study is limited by the fact that the charges paid at Marseille Provence Airport do not take account of the marketing agreement with AMS, whereas the charges indicated for all the other airports are net of any contribution by the airport to Ryanair's marketing activities.
KOKKU lennu kohta
Under those circumstances, the Commission is unable to identify an appropriate benchmark for establishing a genuine market price for the services provided by the airport operator.
Marginaal enne turundusmeetmeid
Profitability analysis
turundusmeetmed
In the absence of a clearly defined benchmark, the Commission considers that the ex ante incremental profitability analysis is the relevant criterion for assessing the agreements proposed or concluded by airport operators with individual airlines.
Marginaal pärast turundusmeetmeid
In this context, the measures under investigation form part of the airport's overall strategy leading to profitability, at least in the long term.
ELi LENNUD
The Commission considers that setting different charges is a normal commercial practice.
Tabel 11
However, this practice must be justified by commercial considerations in order to satisfy the market economy operator test [81].
Lennuk FOCKER 100 – 45 tonni – GA:5 – mahutavus: 100 reisijat
France argues that Marseille Provence Airport acted rationally, and supports its statement with the airport's ex ante calculations.
Reisijaid 75 % (75 reisijat)
In order to assess this criterion, the Commission will take account of both the aeronautical revenue (airport charges) and the revenue from the airport's non-aeronautical activity (shops, car parks, etc.).
Tabel 12
Reductions in the charges for creating new routes
Tulususe analüüs (tuhandetes eurodes, praeguste hindade juures)
The CCIMP introduced two different schemes of reduced charges to encourage the creation of new air routes.
Allikas: 15. septembri 2005. aasta ajakohastatud äriplaan (BPV – bilansiline puhasväärtus, OLT – odavlennuterminal).
On 6 December 2004 the Cocoéco voted to create a reduction of 90 % in the first year and 50 % in the second year on the landing, lighting and parking charges for passenger flights.
KOKKU 2005–2021
This scheme applied from 15 February 2005 to 31 July 2009.
Sisemine tulumäär
As regards this first measure, France maintains that an ex ante profitability study of 8 December 2004 estimated, on the one hand, the annual reduction for existing routes, or for routes that would have been created without this measure, at EUR […]* and, on the other hand, the additional costs of supplying crews and car parking at an extra EUR […]* per year.
2021. aasta lõpu RAHAVOOD KOKKU koos BPVga, ilma OLTta
Only 20 % of the new routes were presumed to continue for a third year, equivalent to an amount of EUR […]*.
2021. aasta lõpu RAHAVOOD KOKKU koos BPVga ja koos OLTga
The revenue from new routes created was estimated at EUR […]*.
DIFERENTSEERITUD RAHAVOOD
The assumptions made in the original study seemed realistic at that time.
2021. aasta lõpu RAHAVOOD KOKKU ilma BPVta, ajakohastatud ilma OLTta
Given that the airport had a positive margin and as this measure did not require any initial investment, the Commission concludes that it satisfies the market economy operator test.
2021. aasta lõpu RAHAVOOD KOKKU koos BPVga, ajakohastatud koos OLTga
As regards the reduction applicable from 15 February 2005 to 31 July 2009, France has produced the Cocoéco meeting records of 14 September 2009 according to which, on the one hand, 83,1 % of the reductions benefited routes that continued after the end of the reductions and, on the other hand, the modulation did not involve any capacity investment.
DIFERENTSEERITUD RAHAVOOD KOKKU
Lastly, the economic impact study on the modulation proposed during that Cocoéco meeting concluded that, for every passenger taking a flight benefiting from the modulated charges, the average margin over the three years that the measure applied was positive:
Arukas ettevõtja võtab lihtsustatud teenuste ja sellele vastava tasumääraga terminali projekti tulususe arvutamisel arvesse kõiki lennundusega seotud ja mitteseotud tulusid, arvestades samas ka reisijate arvu ootuste paindlikkust kavandatud lennundusega seotud tasumäära suhtes.
for mp1: EUR […]* – EUR […]* = EUR […]*
Erinevus reisijatasu määra ja ühe reisijaga seotud kulu vahel, mis kaetakse lennundusega mitteseotud tulude arvelt, ei ole seotud lennuettevõtjatele antud eelisega, vaid tuleneb asjaomase ettevõtja poolt tehtud investeerimisprojekti tootluse optimeerimisest.
for mp2: EUR […]* – EUR […]* = EUR […]*
Terminalis mp2 kohaldatavate reisijatasude määra (arvestamata registreerimislette) on toodud tabelis 13.
This result showed that the initial ex ante calculations were in fact very conservative.
Tabel 13
In particular, well over 20 % of the new routes continued after the end of the initial reductions.
Reisijatasu ELi-sisestel lendudel (eurodes)
Consequently, when the business plans were updated and subsequent studies were carried out, the assumptions were updated to take account of the initial experience gained with this measure.
Reisijatasu ELi-välistel lendudel (eurodes)
Based on this experience, a second incentive scheme for new routes was adopted on 18 September 2009 and came into force on 1 February 2010.
Algne
This scheme granted a reduction of 60 % in the first year of operation of a new route, 45 % in the second year and 20 % in the third year.
Tagasiulatuv
It also aimed to generate a profit margin.
2009. aastal, pärast seda kui riiginõukogu oli tasumäärad tühistanud, toimus tasumäärade kohandamine.
Based on the above calculations, the profitability of this second scheme was also plausible.
Cocoéco 18. veebruari 2009. aasta otsuses on üksikasjalikumalt kirjeldatud arvutusmeetodit, mille tulemusel need tasumäärad kindlaks määrati, seejuures võeti aluseks mõlema terminaliga seotud tulud ja kulud, mis on esitatud ettevõtte Mazars 2008. aastal koostatud uuringus ja mis hõlmavad järgmist kuut aastat.
This scheme was gradually withdrawn and finally ended on 31 October 2011.
Selle uuringu raames ja lähtuvalt prognoosidest, mida see uuring toetab, hõlmavad arvessevõetavad kulud mõlema terminali hoonega seotud kulusid, hooldus- ja ülalpidamiskulusid ning tegevuskulusid proportsionaalselt nende osakaaluga ühe reisijaga seotud kuludes ning nende kasutamisega kummagi terminali jaoks.
The Commission therefore concludes that this measure also satisfies the market economy operator test, as it was expected to make additional profits.
Arvessevõetavad tulud hõlmavad samaaegselt mõlema terminaliga seotud lennujaamatasusid (reisijatasud ja registreerimisletid) ning lennujaamas äritegevusest saadavaid tulusid (kaubandusettevõtted ja parklad).
Free overnight parking
Ilmneb, et reisijatasu määr on määratud kindlaks selliselt, et lennundusega seotud tulud katavad reisijaga seotud kuludest terminalides mp2 ja mp1 sama marginaali ([50–80 % aastatel 2007, 2008, 2009 ja 2010]*).
From 1 March 2005 to date, parking between 22.00 and 06.00 has been free for passenger aircraft, for five weekly frequencies to the same destination during a minimum IATA season and for aircraft parking for at least six consecutive hours between 22.00 and 06.00.
18. veebruari 2009. aasta otsuses toodud finantsandmetest ilmneb, et kui võtta samaaegselt arvesse lennujaamatasu ja reisijate teenindamisega seotud kaubandustegevuse tulusid, katavad nad reisijatega seotud kulud terminali mp2 puhul [100–140 % ulatuses aastatel 2007, 2008, 2009 ja 2010]*, arvestades 25. mai 2009. aasta otsuses sätestatud reisijatasu määra.