natgillin/translations-raw huggingface dataset:
According to the information provided by France, it also seems that no market study, business plan or profitability calculation was prepared by the CCIPB before signing the other agreements covered by the formal investigation procedure, except for the 2006 agreement with Transavia, for which a business plan was prepared in December 2005 (‘the Transavia business plan’).
U skladu s elementima koje je dostavila Francuska, čini se i da komora CCIPB prije sklapanja ostalih ugovora iz formalnog istražnog postupka nije provela nijednu tržišnu studiju, nijedan poslovni plan ni brojčanu provjeru profitabilnosti, osim u pogledu Ugovora iz 2006. sklopljenog s društvom Transavia s kojim je u prosincu 2005. zaključen poslovni plan („poslovni plan društva Transavia”).
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.
Prema mišljenju društva Ryanair, nepostojanje poslovnog plana u trenutku sklapanja Ugovora kao što su predviđeni formalnim istražnim postupkom, ne može biti upotrijebljeno kao dokaz nepoštovanja načela subjekta u tržišnom gospodarstvu.
The Commission considers that the lack of a business plan is a serious indication that the agreements signed with Ryanair and AMS do not satisfy the MEO test, particularly as neither France nor the CCIPB has been able to provide, in respect of these agreements, any profitability calculation, even incomplete, that was carried out before the agreements were signed.
Komisija smatra da nepostojanje poslovnog plana predstavlja ozbiljan pokazatelj u korist zaključka da ugovorima sklopljenima s društvima Ryanair i AMS nije poštovano načelo subjekta u tržišnom gospodarstvu, tim više što u pogledu tih ugovora ni Francuska ni komora CIPB nisu bile u mogućnosti dostaviti ni osnovnu brojčanu analizu profitabilnosti, čak ni nedovršenu, provedenu prije sklapanja ugovora.
In general terms, France has not provided any information indicating that the airport operator analysed the risk taken with regard to the possible benefits of the agreements at the time when these were signed with Ryanair and AMS.
Općenito, Francuska nije dostavila nijedan element koji bi ukazivao na to da je upravitelj zračne luke u trenutku sklapanja ugovora s društvima Ryanair i AMS analizirao rizik koji preuzima u odnosu na koristi koje su mogle proizići iz tih ugovora.
On the contrary, according to France, the CCIPB was guided by a regional development objective.
Naprotiv, prema mišljenju Francuske, komora CCIPB vodila se ciljem regionalnog razvoja.
This further suggests that the agreements with Ryanair and AMS do not satisfy the MEO test.
Taj je element dodatni pokazatelj koji upućuje da ugovori sklopljeni s društvima Ryanair i AMS nisu u skladu s načelom subjekta u tržišnom natjecanju.
As explained further on, these indications are confirmed by the Commission’s assessment of the profitability analysis that a hypothetical MEO would have carried out.
Kao što će biti objašnjeno u nastavku, te pokazatelje potvrđuje procjena Komisije onoga što bi bila analiza profitabilnosti koju bi proveo pretpostavljeni subjekt u tržišnom gospodarstvu.
During the procedure, the Commission invited France to reconstruct the profitability analysis that an MEO would have carried out before signing the agreements with Ryanair and AMS, based on the objective information known to the CCIPB when these agreements were signed and on the foreseeable developments.
Komisija je tijekom tog postupka pozvala Francusku da sastavi kvantificiranu rekonstrukciju analize profitabilnosti koju bi subjekt u tržišnom natjecanju proveo prije sklapanja ugovora s društvima Ryanair i AMS, na temelju objektivnih informacija o kojima je komora CCIPB znala u trenutku sklapanja ugovora i na temelju predvidivih razvoja.
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.
U odgovoru na taj poziv Francuska je dostavila rekonstrukciju predviđenih inkrementalnih troškova i prihoda povezanih sa svakim ugovorom sklopljenim s društvima Ryanair i AMS.
This analysis is mainly based on ex post data, i.e. data observed after the agreements were signed.
Ta se rekonstrukcija većinom temelji na podacima promatranima a posteriori, odnosno nakon sklapanja ugovora.
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.
Ako se ta analiza većinom temelji na podacima o troškovima i prihodima zračne luke ostvarenima nakon sklapanja različitih ugovora, a ne nužno na predvidivim elementima u trenutku sklapanja ugovora, ta metoda ne može odražavati procjenu profitabilnosti koju bi subjekt u tržišnom gospodarstvu proveo prije nego što je odlučio sklopiti te ugovore.
Moreover, as regards the incremental operating 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 per passenger specifically generated by each agreement.
Usto, kada je riječ o inkrementalnim operativnim troškovima, metodom koju je primijenila Francuska uzimaju se u obzir cjeloviti jedinični troškovi, odnosno ukupni operativni troškovi zračne luke po putniku umjesto inkrementalnih troškova, odnosno troškovi po putniku koji su nastali svakim pojedinim ugovorom.
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.
Inkrementalni troškovi mogu biti različiti od cjelovitih jediničnih troškova i, općenito, znatno niži, uzevši u obzir velik dio fiksnih troškova u zračnoj luci.
The use of full unit costs is therefore a second weakness in the method proposed by France.
Uzimanje cjelovitih jediničnih troškova stoga je drugi nedostatak metode koju je predložila Francuska.
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned that have signed the agreements in question.
Njome se znatno smanjuje profitabilnost određenih ugovora kažnjavanjem dotičnih zračnih prijevoznika koji su sklopili predmetne ugovore.
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.
Prema tome, Komisija je provela svoju analizu rekonstrukcijom inkrementalnih troškova i prihoda različitih ugovora onako kako bi ih subjekt u tržišnom gospodarstvu procijenio ex ante u skladu s načelom subjekta u tržišnom gospodarstvu.
The assumptions used and results of the analysis are presented in recitals 393 to 440.
Usvojene pretpostavke i rezultati analize izneseni su u uvodnim izjavama od 393. do 440.
As regards the agreement with Transavia, the Commission has directly used the Transavia business plan in order to make its assessment.
U pogledu Ugovora s društvom Transavia, Komisija se za potrebe svoje procjene služila izravno poslovnim planom društva Transavia.
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 agreements in question as the time frame of its assessment.
Procjenjujući interes za sklapanje ugovora o uslugama zračne luke i/ili ugovora o marketinškim uslugama, subjekt u tržišnom gospodarstvu za vremenski bi okvir svoje procjene odabrao trajanje dotičnih ugovora.
In other words, it would have assessed the incremental costs and revenues for the period of application of the agreements.
Drugim riječima, procijenio bi inkrementalne troškove i prihode tijekom razdoblja primjene ugovora.
There does not seem to be any justification for choosing a longer period.
Ne čini se opravdanim uzeti u obzir dulje razdoblje.
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-fare airlines such as Ryanair and Transavia were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
Naime, na dane sklapanja ugovora, oprezan subjekt u tržišnom gospodarstvu ne bi računao na produljenje ugovora nakon njihova isteka, pod istim ili različitim uvjetima, tim više jer su niskotarifni prijevoznici, poput društava Ryanair i Transavia, bili i jesu poznati po vrlo dinamičnom razvoju svojih djelatnosti u pogledu otvaranja i zatvaranja zračnih linija ili povećavanja i smanjenja učestalosti letova.
The possible renewal of these agreements would therefore have been a distant future prospect that was too uncertain for an MEO to base reasonable economic decisions on this prospect.
Stoga bi svako produljenje ugovora bilo daleka i neizvjesna buduća mogućnost da bi tržišni subjekt na njoj mogao temeljiti razumne gospodarske odluke.
Furthermore, it should be noted that, except for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
Nadalje, potrebno je napomenuti da, osim u pogledu određenih ugovora, datum stvarnog početka djelatnosti iz ugovora nije datum sklapanja ugovora.
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
U tom se slučaju kao polazna točka uzima datum stvarnog početka, a ne datum sklapanja ugovora.
It should also be noted that, in applying the MEO test, the fact that Ryanair did not operate certain routes for the entire period stipulated in certain agreements has not been taken into account as this factor was not known or foreseeable at the time when the agreements were signed.
Potrebno je napomenuti i da, u okviru primjene načela subjekta u tržišnom gospodarstvu, nije uzeta u obzir činjenica da Ryanair nije poslovao na određenim zračnim linijama za vrijeme cjelokupnog razdoblja predviđenog određenim ugovorima jer taj element nije bio poznat niti ga je bilo moguće predvidjeti u trenutku sklapanja tih ugovora.
The Commission will now examine the agreements signed with Ryanair and AMS in terms of incremental traffic, revenues and costs in the light of the assumptions used, before presenting its analysis of the agreements signed with Ryanair and AMS, followed by its analysis of the agreement signed with Transavia.
Nakon donošenja odluke Komisija će ispitati ugovore sklopljene s društvima Ryanair i AMS u području inkrementalnih prometa, prihoda i troškova s obzirom na odabrane pretpostavke nakon čega će iznijeti rezultate analize ugovora sklopljenih s društvima Ryanair i AMS, a potom i rezultate analize ugovora sklopljenog s društvom Transavia.
Incremental traffic and number of projected rotations (agreements with Ryanair and AMS)
Inkrementalni promet i broj predviđenih povratnih letova (ugovori sklopljeni s društvima Ryanair i AMS)
The analysis conducted by the Commission is based on the incremental traffic (in other words, the number of additional passengers) that an MEO operating Pau airport in place of the CCIPB could have predicted when the agreements were signed.
Analiza koju je provela Komisija temelji se na inkrementalnom prometu (odnosno, broju dodatnih putnika) koji bi subjekt u tržišnom gospodarstvu koji upravlja Zračnom lukom Pau umjesto komore CCIPB mogao predvidjeti pri sklapanju ugovora.
With regard to the 2003 agreement for example, this involves determining the number of passengers that the Pau airport operator could have expected, in 2003, to use the Pau-London route operated by Ryanair, over the term of the agreement.
Na primjer, u pogledu Ugovora iz 2003. riječ je o utvrđivanju broja putnika koji bi upravitelj Zračne luke Pau mogao očekivati 2003. na liniji Pau – London kojom upravlja Ryanair tijekom provedbe Ugovora.
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.
Predviđeni inkrementalni promet utvrđen je na temelju broja linija i učestalosti letova predviđenih različitim ugovorima o uslugama zračne luke i ugovorima o marketinškim uslugama te na temelju broja godišnjih povratnih letova koji iz njih proizlaze.
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely the Boeing 737-800 configured with 189 seats.
Nadalje, Komisija je uzela u obzir kapacitet zrakoplova kojima se služi Ryanair, tj. zrakoplova Boeing 737-800 sa 189 mjesta.
The Commission started from the assumption of a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
Komisija tako pretpostavlja stopu popunjenosti od 85 % po letu. Ova pretpostavka pogoduje društvu Ryanair jer je stopa od 85 % visoka.
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.
Ta je stopa, uostalom, nešto veća od prosjeka na letovima društva Ryanair u njegovoj mreži te je veća ili jednaka stopi popunjenosti koju Francuska predlaže za različite ugovore u svojoj rekonstrukciji analize profitabilnosti.
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 routes covered by the various agreements, and in the absence of other elements quantifying the foreseeable impact of these services on the load factor.
Međutim, Komisija smatra da je moguće odabrati tu visoku stopu popunjenosti, iako je riječ o pogodnoj pretpostavci, kako bi se odrazio mogući koristan učinak marketinških usluga na posjećenost zračnih linija iz različitih ugovora i nepostojanje drugih elemenata koji kvantificiraju predvidivi utjecaj tih usluga na stopu popunjenosti.
Where the period of application of an agreement did not coincide with full calendar years, the Commission took this into account by calculating, for each year of application of the agreement, the projected traffic in proportion to the number of days in the year when the agreement applied.
Kako se primjena Ugovora nije podudarala s cjelovitim kalendarskim godinama, Komisija je to uzela u obzir računajući procijenjeni promet za svaku godinu provedbe Ugovora razmjerno broju dana godine u kojoj se Ugovor trebao provoditi.
Some agreements contained indications as to the number of passengers expected on the routes covered.
Određeni su ugovori sadržavali pokazatelje u pogledu broja očekivanih putnika na predviđenim linijama.
However, as these indications were not legally binding, they would not necessarily have been taken into account by a prudent MEO in its profitability analysis.
Međutim, s obzirom na to da ti pokazatelji nisu pravno obvezujući, razuman subjekt u tržišnom gospodarstvu ih ne bi nužno uzeo u obzir u svojoj analizi profitabilnosti.
The Commission therefore ignored them and used the assumption of an 85 % load factor for all the agreements (which is higher than these indications).
Komisija ih stoga nije uzela u obzir te se odlučila za pretpostavku da stopa popunjenosti za sve ugovore iznosi 85 % (što je više od tih pokazatelja).
Furthermore, some agreements contained a commitment by the airline with regard to the minimum number of passengers to be carried on the routes concerned.
Nadalje, određeni su ugovori sadržavali obvezu zračnog prijevoznika u pogledu najmanjeg broja putnika koji trebaju biti prevezeni na tim linijama.
However, an MEO would have probably banked on a number of passengers higher than the minimum guaranteed by the airline.
Međutim, subjekt u tržišnom gospodarstvu vjerojatno bi računao na veći broj putnika od najmanjeg broja putnika koji je jamčio zračni prijevoznik.
In fact, an MEO would have probably assumed that the airline had allowed for a safety margin between the traffic level to which it was committing and the traffic that it was reasonable to expect.
Naime, on bi vjerojatno došao do pretpostavke da je zračni prijevoznik predvidio granicu sigurnosti između najnižeg prometa na koji se obvezuje i prometa koji je razumno očekivati.
The Commission therefore decided to ignore these compulsory minima in its assessment.
Komisija je stoga odlučila da u svojoj procjeni neće uzeti u obzir te najmanje obveze.
The additional traffic calculated by the Commission is generally higher than both the binding minima and the non-binding indications contained in the various agreements.
Dodatni promet koji je izračunala Komisija općenito je veći od najmanjih obveza i neobvezujućih pokazatelja sadržanih u različitim ugovorima.
Lastly, it should be noted that in 2009 the CCIPB and Ryanair/AMS amended the terms of the 2005 agreements by reducing the frequency of the Pau-London route, setting a projected number of flights for 2009 of 211, and reducing the annual price of the marketing services to EUR […]. In applying the MEO test, the Commission used the same reasoning as for the other agreements, namely it worked on the basis that the incremental traffic associated with this amendment corresponded to all the routes, frequencies and flights mentioned in that amendment.
Naposljetku, potrebno je napomenuti da su komora CCIPB i Ryanair/AMS 2009. izmijenili uvjete Ugovora iz 2005. smanjivši učestalost letova na liniji Pau – London, utvrdivši broj predviđenih letova za 2009. na 211, i smanjivši godišnji iznos marketinških usluga na […] EUR. Primjenom načela subjekta u tržišnom gospodarstvu Komisija je razmišljala jednako kao i kod drugih ugovora, odnosno smatrala je da se inkrementalni promet povezan s tom izmjenom ugovora primjenjivao na sve linije, učestalosti letova i letove navedene u toj izmjeni ugovora.
Incremental revenues (agreements signed with Ryanair and AMS)
Inkrementalni prihodi (ugovori sklopljeni s društvima Ryanair i AMS)
For each transaction covered by its analysis, the Commission sought to determine the incremental revenues, i.e. the revenues generated by the transaction, as an MEO would have predicted them.
Komisija je za svaku transakciju koja je predmet njezine analize željela utvrditi inkrementalne prihode, odnosno prihode koji su nastali tom transakcijom, kao što bi ih predvidio subjekt u tržišnom gospodarstvu.
Applying the ‘single-till’ principle, the Commission takes the view that both aeronautical and non-aeronautical revenues should be taken into account.
U skladu s načelom „jedne blagajne” Komisija smatra da je potrebno uzeti u obzir zrakoplovne i izvanzrakoplovne prihode.
Aeronautical revenue consist of the proceeds from the various charges to be paid by the airline to the airport operator, namely:
Zrakoplovne prihode čini dohodak od različitih naknada koje zračni prijevoznik plaća upravitelju zračne luke, odnosno:
the landing charge, namely an amount per rotation;
„naknada za slijetanje”, odnosno iznos po povratnom letu,
the passenger charge, namely an amount per rotation;
„naknada po putniku”, odnosno iznos po putniku, i
the charge paid for the groundhandling services, which takes the form of an amount per rotation set in the various airport services agreements.
naknada koja se plaća za zemaljske usluge u iznosu po povratnom letu koji je određen različitim ugovorima o uslugama zračne luke.
The landing charge and passenger charge applied by the CCIPB are in principle regulated charges for access to the airport infrastructure, which are invoiced to all user airlines following a process of consultation and which are published.
Naknada za slijetanje i naknada po putniku koje obračunava komora CCIPB načelno su regulirane naknade kojima se plaća pristup infrastrukturi zračne luke, a utvrđuju se za sve zračne prijevoznike korisnike nakon savjetovanja te se objavljuju.
The various airport services agreements signed with Ryanair and Transavia stipulate that the airport’s public charging system is applicable.
U različitim je ugovorima o uslugama zračne luke sklopljenima s društvima Ryanair i Transavia omogućena primjena sustava javnih naknada zračne luke.
For these various agreements, the Commission has used, as projected unit amounts of the landing charge and passenger charge, the public charges in force when the agreements were signed, plus indexation of 2 % per year.
Komisija je u pogledu tih različitih ugovora za predviđene jedinične iznose naknade za slijetanje i naknade po putniku preuzela javne naknade na snazi u trenutku sklapanja ugovora, koje je indeksirala za 2 % godišnje.
The Commission takes the view that an MEO could have predicted an inflation rate of 2 %, as this is the target rate of the European Central Bank (‘ECB’) for the euro area.
Komisija smatra da bi subjekt u tržišnom gospodarstvu mogao predvidjeti stopu inflacije od 2 % jer je tu stopu predvidjela Europska središnja banka („ESB”) za europodručje.
In fact, it was reasonable to predict that the regulated charges would increase each year in line with inflation.
Naime, bilo je razumno predvidjeti da će se regulirane naknade svake godine povećavati radi praćenja inflacije.
The charges for groundhandling services are not regulated, but are negotiated bilaterally.
Naknade za zemaljske usluge nisu regulirane nego se o njima bilateralno pregovara.
In the various airport services agreements signed with Ryanair and in the agreement signed with Transavia, these charges take the form of fixed amounts per rotation, without any indexation.
U različitim ugovorima o uslugama zračne luke sklopljenima s društvom Ryanair i u Ugovoru sklopljenim s društvom Transavia, te su naknade izražene u obliku fiksnih iznosa po povratnom letu te nisu indeksirane.
These amounts have therefore been used by the Commission in its analysis.
Komisija je te iznose uzela u obzir u svojoj analizi.
In order to calculate the proceeds from the three aforementioned airport charges that an MEO would have expected from each agreement, the Commission has used the number of planned rotations (for the landing charge and for the charge for groundhandling services) and the number of additional passengers expected (for the passenger charge), determined for each agreement, and has multiplied these by the unit charge.
Kako bi izračunala prihod od tri prethodno navedene zrakoplovne naknade koje bi subjekt u tržišnom gospodarstvu očekivao od svakog ugovora, Komisija se služila brojem predviđenih povratnih letova (u pogledu naknade za slijetanje i naknade za zemaljske usluge) i broja predviđenih dodatnih putnika (u pogledu naknade po putniku), koji su utvrđeni za svaki ugovor te ih je množila s jediničnim iznosima naknada.
The non-aeronautical revenue is in principle essentially proportional to the number of passengers.
U pogledu izvanzrakoplovnih prihoda, oni su načelno gotovo razmjerni broju putnika.
In fact, the activity of car parks, restaurants and other businesses situated in the airport depends on the number of passengers.
Naime, djelatnost parkirališta, restorana i drugih trgovina koji se nalaze u zračnoj luci ovisi o broju putnika.
The same is therefore true for the revenue received by the airport operator from these activities.
Isto vrijedi i za prihode koje upravitelj zračne luke naplaćuje u pogledu svojih djelatnosti.
The most reasonable approach for determining the projected incremental non-aeronautical revenue therefore involves determining an amount of non-aeronautical revenue per passenger, which is then multiplied by the projected incremental traffic.
Najrazumniji pristup za utvrđivanje predviđenih inkrementalnih izvanzrakoplovnih prihoda bio bi utvrditi iznos izvanzrakoplovnih prihoda po putniku te ga zatim pomnožiti s predviđenim inkrementalnim prometom.