natgillin/translations-raw huggingface dataset:
The aid granted by the Region and SOWAER to BSCA reduces the latter's operating costs, enabling it to charge lower fees to airlines including Ryanair, in turn reducing the latter's operating costs.
Naime, potporama koje su Regija i SOWAER dodijelili u korist BSCA-a smanjeni su troškovi njegova poslovanja te mu omogućuju da zračnim prijevoznicima, među kojima i društvu Ryanair, naplaćuje niže naknade i tako smanji troškove poslovanja tog prijevoznika.
In particular, given that the Region covers the safety and security costs of Charleroi airport, BSCA does not recover these from the airlines, whereas Brussels airport has not benefited from any compensation in this respect.
Posebno, budući da Valonska regija pokriva troškove povezane sa sigurnosti Zračne luke Charleroi, BSCA ih ne naplaćuje zračnim prijevoznicima, dok Zračna luka Bruxelles-National u tu svrhu nije primila nikakvu naknadu.
Brussels Airlines believes that the Region's comprehensive financial support programme for BSCA must be taken into account when assessing the commercial relationship between BSCA and Ryanair.
Brussels Airlines smatra da je cijeli program financijske potpore Regije u korist BSCA-a potrebno uzeti u obzir pri ocjenjivanju poslovnog odnosa između društava BSCA i Ryanair.
Ryanair has also benefited from direct financial measures such as start-up aid and contributions to marketing activities.
Ryanair je primio i izravne financijske mjere, poput početne potpore i doprinosa marketinškim djelatnostima.
Brussels Airlines questions whether this aid complies with the conditions laid down by the 2005 guidelines as also the principles of proportionality and transparency.
Brussels Airlines preispituje usklađenost tih potpora s uvjetima iz Smjernica iz 2005. i poštovanje načela razmjernosti i transparentnosti.
Brussels Airlines considers that the cumulative effect of all the measures is to make it impossible to believe that BSCA is acting as a private investor, and it invites the Commission not to examine the measures separately, but as a whole.
Brussels Airlines smatra da zbog kumulativnosti svih mjera nije moguće smatrati da se BSCA ponaša kao privatni ulagač te poziva Komisiju da ne ispituje mjere zasebno nego sveukupno.
Benchmarking.
Benchmarking
According to Brussels Airlines, the fees charged by BSCA to Ryanair during the period in question were much lower than those paid by other airlines at comparable airports.
Brussels Airlines smatra da su naknade koje je BSCA naplaćivao društvu Ryanair tijekom predmetnog razdoblja bile niže od onih koje su plaćali drugi zračni prijevoznici u sličnim zračnim lukama.
Brussels Airlines uses as its benchmark the airport charges of a number of other airports located in the catchment area of Charleroi airport (Eindhoven, Lille and Cologne) or that are of a similar size (Marseille, Porto and Bologna), and concludes that the airport charges applied at Charleroi airport are not in line with those that a private investor in a market economy would apply.
Brussels Airlines pri usporedbi uzima u obzir zrakoplovne naknade niza drugih zračnih luka koje se nalaze na prihvatnom području Charleroia (Eindhoven, Lille i Köln) ili koje su slične veličine (Marseille, Porto i Bologna) te zaključuje da naknade zračne luke primijenjene u Zračnoj luci Charleroi nisu u skladu s naknadama koje bi primijenio privatni ulagač u tržišnom gospodarstvu.
Brussels Airlines also considers that Brussels airport is a good benchmark for assessing the discriminatory nature of the airport charges: both airports are located in the same catchment area and face the same economic environment.
Brussels Airlines smatra i da je Zračna luka Bruxelles referentna za procjenjivanje jesu li naknade zračne luke diskriminirajuće: naime, obje se zračne luke nalaze na istom prihvatnom području te se nalaze u istom gospodarskom okružju.
In addition, Brussels airport can pass on its fixed costs to more airlines, which invalidates the argument that the fees applied by Brussels airport are necessarily higher due to its size.
Osim toga, Zračna luka Bruxelles može svoje fiksne troškove pokriti s većim brojem zračnih prijevoznika, čime je osporen argument da su naknade primijenjene u Zračnoj luci Bruxelles nužno više zbog njezine veličine.
A comparison reveals a major difference between the level of airport charges at Brussels airport and at Charleroi airport, even when taking into account the additional services provided at Brussels airport due to differences in airline business models.
Usporedba je pokazala veliku razliku između iznosa naknada zračne luke u Bruxellesu i u Charleroiu, čak i kada se uzme u obzir da se u Zračnoj luci Bruxelles-National pružaju dodatne usluge zbog razlika između gospodarskih modela prijevoznika.
Cost coverage
Pokrivanje troškova
According to Brussels Airlines, BSCA has not proven that, when the agreements in question (from 2001 and the subsequent amendments) were concluded, BSCA was in a position to cover the costs arising from those agreements, for their entire term, while making a reasonable profit in the medium term.
Brussels Airlines smatra da BSCA nije dokazao da bi, kada je odlučivano o predmetnim ugovorima (iz 2001. te o izmjenama koje su uslijedile), BSCA mogao pokrivati troškove nastale tim ugovorima tijekom čitava njihovog trajanja, i pritom ostvariti razumnu kratkoročnu dobit.
BSCA has not therefore acted as a private investor in a market economy.
Stoga se BSCA nije ponio kao privatni ulagač u tržišnom gospodarstvu.
Brussels Airlines submits that BSCA's profit margin is much lower than that of other EU airports.
Brussels Airlines tvrdi da je profitna marža BSCA-a bila znatno niža od onih drugih zračnih luka Unije.
In 2006 and 2007, the average profit margin across a range of EU airports was between 7 % and 9 %.
Od 2006. do 2007. prosječna profitna marža više zračnih luka Unije iznosila je od 7 % do 9 %.
BSCA/SOWAER's profit margins, adjusted to take account of the subsidies, were clearly negative and therefore not in line with these margins, suggesting non-market-driven practices.
Profitne marže BSCA-a i SOWAER-a, usklađene s obzirom na subvencije, izrazito su negativne te stoga ne odgovaraju prethodno navedenim maržama, što upućuje na to da prakse nisu usmjerene na tržišne.
Brussels Airlines questions whether economies of scale can justify the 50 % reduction granted to Ryanair on these fees.
Brussels Airlines pita može li se sniženje tih naknada od 50 % koje je dodijeljeno društvu Ryanair opravdati ekonomijom razmjera.
Passenger fees, passenger with reduced mobility fees and ground handling fees appear to be non-existent or extremely low, although these are costs normally borne by airlines.
Pokazalo se da naknade po putniku, po osobi smanjene pokretljivosti i naknade za zemaljske usluge ne postoje ili da su izrazito niske, iako su to troškovi koje inače snose zračni prijevoznici.
According to Brussels Airlines, the investment and operating costs that have not been borne by BSCA must be taken into account when examining the aid granted to Ryanair.
Brussels Airlines smatra da je troškove ulaganja i operativne troškove koje nije snosio BSCA potrebno uzeti u obzir pri ocjeni potpore u korist društva Ryanair.
Brussels Airlines doubts whether BSCA has accurately projected the airport's estimated revenues and costs over the entire term of the agreements with Ryanair.
Brussels Airlines preispituje je li BSCA dovoljno predvidio procijenjene prihode i troškove zračne luke za cijelo trajanje ugovora sklopljenih s društvom Ryanair.
In return for the reduced fees, Ryanair could not guarantee BSCA a level of traffic generating income equivalent and proportional to the costs of the advantages granted to Ryanair.
U zamjenu za sniženja naknada, Ryanair nije mogao BSCA-u jamčiti promet koji bi doveo do prihoda koji su jednakovrijedni i razmjerni troškovima prednosti dodijeljenih društvu Ryanair.
As a result, according to Brussels Airlines, the measures in question do not comply with the private investor in a market economy principle, are state aid and give Ryanair a selective advantage.
Stoga Brussels Airlines smatra da predmetne mjere nisu u skladu s načelom privatnog ulagača u tržišnom gospodarstvu, da jesu državne potpore i da se njima dodjeljuje selektivna prednost društvu Ryanair.
Brussels Airlines submits that the aid measures have an adverse impact on airlines operating from Brussels airport.
Brussels Airlines tvrdi da potpore negativno utječu na zračne prijevoznike koji posluju iz Zračne luke Bruxelles-National.
The aid measures enable BSCA to charge lower fees and thereby reduce the costs of airlines operating from Charleroi airport.
Potpore omogućuju BSCA-u da primjenjuje niže naknade te da tako smanji troškove prijevoznika koji posluju iz Zračne luke Charleroi.
These airlines are able to undercut the prices of competitors operating from other airports.
Ti prijevoznici mogu spustiti cijene svojih konkurenata koji posluju iz drugih zračnih luka.
As a result, the European point-to-point market out of Belgium has shifted towards Charleroi airport.
Prema tome, europsko tržište izravnih linija s polaskom iz Belgije premješteno je u Charleroi.
Only Charleroi has seen its traffic increase in this segment.
U tom se segmentu povećao samo promet Charleroia.
The number of passengers using Brussels airport has stagnated in recent years, whereas elsewhere in Europe traffic has increased.
Broj putnika u Zračnoj luci Bruxelles-National stagnirao je posljednjih godina, iako se svugdje u Europi promet povećavao.
In other words, according to Brussels Airlines, the increase in local traffic has been entirely to the benefit of Charleroi airport.
Drugim riječima, Brussels Airlines smatra da je lokalni promet povećan samo u Charleroiu.
Brussels Airlines reiterates that it is based at Brussels airport and that the latter's catchment area almost entirely overlaps with that of Charleroi airport.
Brussels Airlines podsjeća da on posluje u Zračnoj luci Bruxelles-National čije se prihvatno područje gotovo u potpunosti preklapa s onim Charleroia.
As a result, Brussels Airlines is in direct competition with Ryanair: they operate in the same catchment area and attract the same customers.
Stoga je Brussels Airlines u izravnoj konkurenciji s društvom Ryanair: posluju na istom prihvatnom području i privlače jednaku klijentelu.
Within the EU market, Brussels Airlines and Ryanair offer the same type of service (point-to-point service) and serve the same destinations.
Na tržištu Unije Brussels Airlines i Ryanair nude istu vrstu usluge (izravni letovi) te opslužuju ista odredišta.
Sixty of the destinations served by Brussels Airlines are also served by Ryanair.
Šezdeset odredišta koja opslužuje Brussels Airlines preklapaju se s onima koje opslužuje Ryanair.
Out of 46 destinations, Brussels Airlines is in competition with Ryanair for 16 destinations from the same airport and for 12 destinations from an airport in the same catchment area.
Od 46 odredišta, Brussels Airlines u konkurenciji je s društvom Ryanair na 16 odredišta u istoj zračnoj luci i na 12 u zračnoj luci koja se nalazi na istom prihvatnom području.
The result of this situation is that Brussels Airlines has had to withdraw certain routes that are also served by Ryanair (7 since 2007) and reduce the frequency of flights on other routes (for 14 destinations).
To je dovelo do toga da je Brussels Airlines morao zatvoriti određene linije koje je opsluživao i Ryanair (sedam od 2007.) i smanjiti broj letova na određenim linijama (na 14 odredišta).
Between 2004 and 2012 Brussels Airlines' market share fell from […] % to […] %.
Od 2004. do 2012. tržišni udio društva Brussels Airlines smanjio se s […] % na […] %.
Its market share is continuing to fall to the benefit of Charleroi airport, where the market share has risen from […] % to […] %.
Njegovi se tržišni udjeli nastavljaju smanjivati u korist Charleroia, čiji su se tržišni udjeli povećali s […] % na […] %.
Incompatibility with the internal market.
Nespojivost s unutarnjim tržištem.
According to Brussels Airlines, most of the aid granted to Ryanair does not contribute to an objective of common interest.
Brussels Airlines smatra da većina potpora dodijeljenih društvu Ryanair ne pridonosi ostvarenju cilja od općeg interesa.
Furthermore, the aid has been granted in such a way that it is distorting competition, which is harming common interests.
Usto, potpore su primijenjene tako da dovode do narušavanja tržišnog natjecanja koje je protivno zajedničkom interesu.
Brussels Airlines therefore considers that the aid granted to Ryanair is incompatible with the internal market.
Stoga Brussels Airlines smatra da su potpore dodijeljene društvu Ryanair nespojive s unutarnjim tržištem.
According to BSCA, the commercial framework agreed with Ryanair in no way involves aid being granted to Ryanair.
BSCA smatra da poslovni okvir s društvom Ryanair nikako ne predstavlja potporu u korist društva Ryanair.
The results of this partnership clearly show the profitability of the business model.
Naime, rezultati ostvaren tim partnerstvom ukazuju na profitabilnost tog gospodarskog modela.
Moreover, BSCA argues that it manages its activities entirely independently, without any direct or indirect intervention by the Walloon Government, particularly in the negotiation of commercial contracts with airlines.
Usto, BSCA ističe da on sasvim samostalno upravlja svojim djelatnostima bez izravnih ili neizravnih intervencija valonske vlade, pogotovo u pogledu pregovora o poslovnim ugovorima sa zračnim prijevoznicima.
Ryanair submits that the agreements concluded between Ryanair, BSCA and the Region do not contain any element of State aid for three reasons: the private investor in a market economy principle applies, there is no selectivity and the agreements do not distort competition.
Ryanair tvrdi da ugovori sklopljeni između njega, BSCA-a i Valonske regije ne sadržavaju element državne potpore zbog tri sljedeća razloga: primijenjeno je načelo privatnog ulagača u tržišnom gospodarstvu, ne postoji selektivnost i ugovorima se ne narušava tržišno natjecanje.
According to TBI, the agreements concluded at Charleroi airport are similar to the arrangements entered into by TBI with Ryanair and other low-cost airlines, particularly at Stockholm Skavsta airport.
TBI smatra da su ugovori sklopljeni sa Zračnom lukom Charleroi slični dogovorima koje je TBI postigao s društvom Ryanair i drugim niskotarifnim prijevoznicima, posebno u Zračnoj luci Stockholm Skavsta.
Granting discounts on landing fees and ground handling fees is a common business practice to attract airlines that can bring in a significant volume of passengers.
Dodjela sniženja na naknade za slijetanje i na troškove zemaljskih usluga ustaljena je poslovna praksa za privlačenje prijevoznika koji bi mogli dovesti velik broj putnika.
The contributions made in terms of paying hotel, staff training or marketing costs must be compared against the investment made and the risk taken by the carrier.
Doprinose u obliku pokrivanja hotelskih troškova, troškova obuke osoblja i marketinških troškova potrebno je usporediti s ulaganjem i rizikom koji preuzima prijevoznik.
The ‘marketing’ contributions benefit the airport as its image is improved and it sees an increase in the number of passengers.
Doprinosi za marketing pogoduju zračnoj luci čiji ugled raste zajedno s brojem putnika.
TBI offers this type of contribution, especially when an operator is establishing a new service or increasing the frequency of certain flights on a given route.
TBI tu vrstu doprinosa nudi pogotovo ako subjekt uvodi novu uslugu ili ako povećava broj letova na određenoj liniji.
According to HRL Morrison, a private investor might adopt the approach taken by Charleroi airport.
HRL Morrison smatra da bi privatni ulagač mogao primijeniti pristup koji je usvojila Zračna luka Charleroi.
It would base its offer on certain determining factors: the volume of passengers that an airline could bring to the airport; the airline's willingness to commit to the long term through contracts; the specific needs of the airline; the schedule of aircraft movements and its dovetailing with airport activities (existing traffic); and the needs in terms of terminal and ground handling resources.
Svoju bi ponudu temeljio na određenim odlučujućim čimbenicima: broju putnika koji prijevoznik može dovesti u Zračnu luku, njegovoj želji da se dugoročno obveže putem ugovora, posebnim potrebama prijevoznika, rasporedu letova zrakoplova i usklađenosti s djelatnošću zračne luke (postojeći promet), potrebama u pogledu sredstava terminala i zemaljskih usluga.
It would calculate the expected benefits of the agreement with Ryanair as a whole (and not its component parts taken separately).
Izračunao bi ukupnu dobit koja se očekuje od ugovora s društvom Ryanair (a ne samo različite zasebne elemente).
The benefits of such a transaction should be envisaged over a period of around 20 years, with activities expected to take off after three to five years.
Dobit od takve transakcije trebalo bi predvidjeti za razdoblje od oko 20 godina, s rastom djelatnosti nakon tri do pet godina.
With regard to a 15-year agreement, Morrison's shareholders would regard this as commercially acceptable if a return on the investment could be made within around five years from the agreement being signed.
Kada je riječ o ugovoru na 15 godina, dioničari društva Morrison smatraju da može biti poslovno prihvatljiv ako do povrata ulaganja dođe oko pet godina nakon potpisivanja ugovora.
COMMENTS FROM BELGIUM
OPASKE BELGIJE
Comments from Belgium on the measures granted to BSCA
Opaske Belgije o mjerama u korist BSCA-a
Absence of State aid granted to BSCA
Nepostojanje državnih potpora u korist BSCA-a
Comments from Belgium following the 2012 extension decision
Primjedbe Belgije nakon donošenja odluke o proširenju postupka iz 2012.
Provision of the infrastructure by SOWAER
Stavljanje infrastrukture na raspolaganje SOWAER-u
Main argument presented by Belgium: the investment programme was approved by the Walloon Government prior to 12 December 2000
i. Glavni argument koji je Belgija iznijela: Valonska je vlada odobrila program ulaganja prije 12. prosinca 2000.
According to Belgium, the investment programme was decided by the Walloon Government in July 2000 and confirmed in November 2000, i.e. before the Aéroports de Paris judgment [92] (hereinafter ‘ADP judgment’).
Belgija smatra da je Valonska vlada u srpnju 2000. odlučila o programu ulaganja te ga je potvrdila u studenome 2000., odnosno nakon donošenja presude Aéroports de Paris [92] (dalje u tekstu: „presuda ADP”).
This judgment marks the date when the TFEU rules on State aid became applicable to the financing of airports.
Od donošenja te presude pravila iz UFEU-a o državnim potporama primjenjuju se na financiranje zračnih luka.
The framework agreement of 20 July 2000, setting out the conditions for the development of regional airports and associated environmental measures, was the agreement reached within the Walloon Government through which the Region undertook to allocate part of its budget to the development of its own infrastructure at Charleroi airport.
Okvirni ugovor od 20. srpnja 2000., kojim su utvrđeni uvjeti razvoja regionalnih zračnih luka te povezane ekološke mjere, predstavlja dogovor valonske vlade kojim se Regija obvezala dodijeliti dio svojeg proračuna za razvoj vlastite infrastrukture Zračne luke Bruxelles-Sud Charleroi.
The decision of 8 November 2000 implemented the decision of 20 July 2000 by converting said framework agreement into a multiannual investment programme.
Odlukom od 8. studenoga 2000. izvršena je Odluka od 20. srpnja 2000., čime je prethodno utvrđen okvirni ugovor prenesen u višegodišnji program ulaganja.
Both decisions must therefore be considered as a whole, as the second supplements and clarifies the first, particularly with regard to the concrete schedule for implementing the financial measures decided.
Stoga je te dvije odluke potrebno zajedno uzeti u obzir, s obzirom na to da je drugom odlukom dopunjena i pojašnjena prva odluka u pogledu određenog rasporeda provedbe donesenih financijskih mjera.
Rebuttal of certain elements presented by the Commission in the 2012 extension decision
Pobijanje određenih elemenata koje je Komisija iznijela u odluci o proširenju postupka iz 2012.
On the question of the absence of commitment towards a third party
Nepostojanje obveze prema trećoj osobi
No third-party beneficiary was identified in these decisions, as the Region's investments were intended for itself.
U okviru tih odluka nije navedena nikakva treća osoba korisnik jer Regija u njima utvrđuje svoja ulaganja.
According to Belgium, the wording of these two decisions was therefore less formalistic than in a decision granting aid to a third party.
Belgija smatra da su te dvije odluke stoga sastavljene na manje formalan način, nego odluka o dodjeli potpore u korist treće osobe.
In the case of aid granted to a third party, the Region would have adopted the investment principle and amounts in the same way, without any additional procedure, except for sending a letter notifying the government decision, which was pointless in this case.
U svrhu dodjele potpore u korist treće osobe Regija bi jednako donijela načelo i iznose ulaganja, bez dodatnog postupka, no, ne bi poslala dopis s obavijesti o vladinoj odluci, koja je u tom slučaju nepotrebna.
No formal letter granting aid was therefore sent to a beneficiary undertaking, even though the Fleuren Compost judgment [93] states that this is the act that must be regarded as the legally binding act through which the competent authority undertakes to grant the aid and that therefore marks the date of granting of the aid.
Prema tome, nikakav službeni dopis o dodjeli potpore nije sastavljen u korist poduzetnika korisnika, dok se, u skladu s presudom Fleuren Compost [93], upravo taj akt treba smatrati pravno obvezujućim aktom kojim se nadležno tijelo obvezuje na dodjelu potpore i koji, prema tome, podrazumijeva datum dodjele potpore.
In the absence of such a document, the only possible date is the date of the government decisions granting the investment (principle, amounts and schedule).
U nedostatku sličnog dokumenta jedino se može uzeti u obzir datum donošenja odluka vlade o dodjeli ulaganja (načelo, iznosi i raspored).
On the question of the irrevocable, firm and definitive nature of the 2000 decisions
Neopozivost, postojanost i konačnost Odluka iz 2000.
Belgium indicates that, according to the Commission, the decisions of 20 July and 8 November 2000 were substantially amended at a later date and were not therefore irrevocable, firm and definitive.
Belgija navodi da, prema mišljenju Komisije, Odluke od 20. srpnja i 8. studenoga 2000. nisu neopozive, postojane i konačne jer su se kasnije znatno mijenjale.
According to Belgium, a distinction must be made in this respect between decisions providing for new investments in new projects and decisions implementing investments decided previously, if necessary through certain adjustments.
Belgija smatra da je u tom pogledu potrebno razlikovati odluke kojima su predviđena nova ulaganja, koja predstavljaju nove projekte, od odluka kojima se putem različitih izmjena konkretno izvršavaju ili provode ulaganja o kojima je ranije odlučeno.
In this case, Belgium cites, as evidence that the decisions of July and November 2000 were binding and irrevocable, the fact that no new financing decision was subsequently adopted.
U ovom slučaju Belgija potvrđuje da su Odluke iz srpnja i studenoga 2000. obvezujuće i neopozive jer nakon njih nije donesena nikakva nova odluka o financiranju.
The only decisions made subsequently by Wallonia, and then by SOWAER, were for the purpose of applying and implementing the financing measures in accordance with the government decisions of July and November 2000.
Jedine odluke koje su nakon toga donijeli Valonija pa SOWAER odnosile su se na primjenu i provedbu mjera financiranja u skladu s Odlukama vlade iz srpnja i studenoga 2000.
According to Belgium, such budgetary or technical adjustments cannot be regarded as substantial amendments.
Belgija smatra da se te proračunske ili tehničke izmjene ne mogu smatrati ključnima.