natgillin/translations-raw huggingface dataset:
According to France, the difficulty in putting a monetary value on those externalities has meant that a different assumption has been used for these incentive measures under Directive 2009/12/EC.
Prema mišljenju Francuske, budući da je teško procijeniti novčanu vrijednost tih vanjskih učinaka, ti su poticaji u Direktivi 2009/12/EZ predmet zasebne pretpostavke.
France rejects the Commission's methodological approach, which involves applying the market economy operator test, as it claims that this is inappropriate for analysing measures where the object is allow the public interest to benefit from positive externalities.
Francuska osporava metodološki pristup kojim se vodila Komisija i koji je obuhvaćao primjenu testa razumnog subjekta u tržišnom gospodarstvu, a koji nije pogodan za analizu mjera čiji je predmet pogodovati javnom interesu pozitivnih vanjskih učinaka.
France maintains that the information produced in recital 124 of the Commission's opening decision is incorrect.
Francuska tvrdi da su pogrešne informacije iznesene u uvodnoj izjavi 124. Komisijine odluke o pokretanju postupka.
The charges indicated refer to a variable part of the landing charge per passenger.
Navedene cijene ukazuju na promjenjivi dio naknade za slijetanje po putniku.
In reality, the variable part of the landing charge is calculated based on the number of tonnes of the aircraft and not on the number of passengers.
Zapravo, promjenjivi dio naknade za slijetanje izračunava se na temelju tonaže zrakoplova, a ne broja putnika.
In the alternative, France maintains that the modulated charges for creating new routes are economically profitable for Marseille Provence Airport.
Podredno, Francuska tvrdi da su prilagodbe cijena za otvaranje nove linije ekonomski isplative za Zračnu luku Marseille Provence.
With its response, France has produced an ex post study of the profitability of the measures granted.
Francuska u svojem odgovoru iznosi studiju izrađenu a posteriori u pogledu profitabilnosti dodijeljenih mjera.
According to France, the calculations made using commercial revenues from 2008 prove that the average discount granted for a route operated using the type of aircraft that use Terminals mp1 and mp2 is less than the revenues generated by the revenues allocated to each of these terminals, and results in a net income of EUR […]* per passenger for Terminal mp1 and EUR […]* per passenger for Terminal mp2.
Prema mišljenju Francuske, izračuni provedeni na temelju komercijalnih prihoda za 2008. pokazuju da je prosječni odobreni popust za liniju na kojoj lete vrste zrakoplova koji se upotrebljavaju u terminalima mp1 i mp2 manji od prihoda proizašlih iz prihoda dodijeljenih svakom od tih terminala te iz njega proizlazi neto rezultat od […]* EUR po putniku za terminal mp1 i […]* EUR po putniku za terminal mp2.
France maintains that 83 % of the traffic created by this measure continued after the three years, resulting in additional profit.
Francuska tvrdi da se 83 % prometa, koji je posljedica te mjere, zadržalo tri godine te je njime ostvarena dodatna dobit.
France states that a further profitability study on the modulations approved by Cocoéco on 6 December 2004 was conducted using the September 2005 business plan, updated in May 2006, based on a 67-tonne B737 aircraft using Terminal mp2 and an A319 aircraft using Terminal mp1.
Francuska tvrdi da je nova studija profitabilnosti prilagodbi koju je Cocoéco izglasao 6. prosinca 2004. izrađena na temelju poslovnog plana iz rujna 2005. koji je ažuriran u svibnju 2006. na temelju zrakoplova B737 od 67 tona za terminal mp2 i zrakoplova A319 za terminal mp1.
Two traffic assumptions were studied: in the first, the increase in traffic from the third year of the modulations stemmed only from an increase in frequencies on existing routes; in the second, the increase in traffic stemmed exclusively from the new routes.
U studiji su iznesene dvije pretpostavke o prometu: u prvoj se povećanje prometa od treće godine uvođenja prilagodbi odnosi samo na povećanje broja letova na postojećim linijama, dok se u drugoj povećanje prometa odnosi isključivo na nove linije.
The first assumption results in a net income/turnover ratio of […]* % and an NPV of EUR […]*; the second assumption gives a net income/turnover ratio of […]* % and an NPV of EUR […]*.
Iz prve pretpostavke proizlazi neto rezultat čiji promet iznosi […]* %, a NSV […]* EUR te iz druge pretpostavke neto rezultat čiji promet iznosi […]* %, a NSV […]* EUR.
France maintains that the modulations were non-discriminatory and were applied to all airlines meeting the eligibility conditions.
Francuska tvrdi da prilagodbe nisu bile diskriminirajuće te da se primjenjuju na sve prijevoznike koji su ispunjavali uvjete primjenjivosti.
It therefore disputes that the measure can be characterised as State aid under the selectivity criterion.
Francuska tako osporava da je pri utvrđivanju državne potpore ispunjen kriterij selektivnosti mjere.
France points out that, in its decision on Manchester Airport [26], cited in its Charleroi decision [27], the Commission recognised that the granting of reductions on landing charges constituted a measure of limited duration and formed part of an arrangement open to all airlines starting a new route from Manchester, such that it precluded any distortion of competition and fell outside the scope of Article 107 TFEU.
Francuska podsjeća da je Komisija u svojoj Odluci o Zračnoj luci Manchester [26], navedenoj u Odluci Charleroi [27], potvrdila da dodjela smanjenja naknada za slijetanje predstavlja mjeru ograničenog trajanja koja je dio sustava otvorenog svim zračnim prijevoznicima koji pokreću novu liniju s polaskom iz Manchestera, tako da je njome izbjegnut rizik od narušavanja tržišnog natjecanja te ona nije obuhvaćena područjem primjene članka 107. UFEU-a.
France therefore concludes that an arrangement accessible to all airlines and granted for a limited duration falls outside the scope of Article 107 TFEU.
Francuska iz toga zaključuje da je mjera kojoj imaju pristup svi zračni prijevoznici i koja je dodijeljena na ograničeno razdoblje isključuje iz područja primjene članka 107. UFEU-a.
France presents the modulated charge arrangement in force from 15 February to 31 July 2009 and explains that 24 airlines benefited from this.
Francuska iznosi sustav prilagodbe cijene na snazi od 15. veljače do 31. srpnja 2009. te napominje da se njime služilo 24 prijevoznika.
It notes that the arrangement was annulled by Marseille Administrative Court in its judgment of 30 June 2009, on the ground that the modulation was too large, and was replaced from 1 February 2010 by an arrangement under which the proposed discount rates were reduced and the conditions for granting these discounts were made stricter.
Podsjeća da je Upravni sud u Marseilleu ukinuo taj sustav u presudi od 30. lipnja 2009. jer je obujam prilagodbe bio prevelik te je 1. veljače 2010. zamijenjen mjerom kojom su smanjene predviđene stope popusta, a uvjeti dodjele postroženi.
France maintains that the conditions laid down by the Manchester decision were met in the case of both modulated charge arrangements, with the modulations in question not falling within the scope of Article 107 TFEU.
Francuska tvrdi da su uvjeti uvedeni Odlukom Manchester ispunjeni u slučaju obaju primijenjenih sustava prilagodbe cijena jer predmetne prilagodbe nisu obuhvaćene člankom 107. UFEU-a.
According to France, the Commission therefore wrongly examined, in its opening decision, the modulations in question with regard to the market economy operator principle.
Prema mišljenju Francuske, Komisija je u svojoj odluci o pokretanju postupka pogrešno ispitala predmetne prilagodbe s obzirom na načelo razumnog subjekta.
REDUCTIONS GRANTED ON THE OVERNIGHT PARKING CHARGE
SMANJENJA NAKNADA ZA PARKIRANJE NOĆU
France maintains that this discount was introduced, like the one for new routes, for general interest issues.
Francuska tvrdi da je taj popust uveden, poput onog u pogledu novih linija, zbog potreba povezanih s općim interesom.
Modulation of the overnight parking charge enabled Marseille Provence Airport to increase flight flows at the start and end of the day, ensuring that optimum use was made of the infrastructure.
Prilagodbom naknade za parkiranje noću omogućeno je da se u Zračnoj luci Marseille Provence poveća protok letova početkom i krajem dana, čime je poboljšana upotreba infrastrukture.
France underlines that the impact of this measure was limited to […]* % of the parking charge turnover, excluding the effects of modulations for creating new routes.
Francuska ističe da je utjecaj te mjere ograničen na […]* % prihoda od naknade za parkiranje bez učinaka prilagodbe za otvaranje novih linija.
France states that, in its view, modulations for general interest issues should not be assessed strictly in terms of their profitability.
Francuska podsjeća na svoje mišljenje da prilagodbe zbog pitanja od općeg interesa nije primjereno strogo ocjenjivati s obzirom na njihovu profitabilnost.
The time slots available under the measure were most popular with business customers, who generate the highest commercial revenues.
Slotovi obuhvaćeni mjerom najatraktivniji su za poslovnu klijentelu, koja donosi najviše komercijalnih prihoda.
A large proportion of the costs associated with the parking charge consists of depreciation and financial costs, the useful life of which is not affected by stationary overnight parking, and business tax, which is unconnected with the use of parking areas.
Velik dio troškova povezanih s naknadom za parkiranje sastoji se od amortizacija i financijskih troškova na čije ekonomsko trajanje ne utječe parkiranje noću ni porez na poslovanje (taxe professionnelle) koja je neovisna o upotrebi stajanke.
The additional costs generated by the overnight parking were therefore limited to labour, maintenance, repair and consumable costs, i.e. EUR […]* per night and per aircraft.
Stoga su dodatni troškovi nastali parkiranjem noću ograničeni na troškove radne snage, održavanja, popravaka i raznih troškova, odnosno […]* EUR po noći po zrakoplovu.
For Terminal mp2, each of the aircraft of those low-cost airlines not operating single daily return flights from their base was regarded as likely to generate an additional daily rotation.
U pogledu terminala mp2 smatralo se da, s obzirom na to da niskotarifni prijevoznici iz svoje matične zračne luke ne upravljaju jednim svakodnevnim odlaznim letom i jednim povratnim letom, svaki njihov zrakoplov ostvaruje jedan dodatni povratni let svakog dana.
For the sake of prudence, a weighting factor of 50 % was taken into account to reduce the impact of these additional margins per rotation on each of the terminals.
Primijenjen je faktor ponderiranja od 50 % radi umanjenja utjecaja tih dodatnih marža po povratnom letu za svaki terminal.
Profitability simulation of the overnight parking modulation
Simulacija profitabilnosti prilagodbe cijene za parkiranje noću
Income (EUR '000)
Prihodi (u tisućama EUR)
Costs (EUR '000)
Rashodi (u tisućama EUR)
Margin (EUR '000)
Marža (u tisućama EUR)
Net margin (EUR '000)
Neto marža (u tisućama EUR)
Ratio
Stopa
Average ratio
Prosječna stopa
NPV at […]* % over […]* years (EUR '000)
NSV od […]* % na […]* godina (u tisućama EUR)
NPV at […]* % over […]* years (EUR)
NSV od […] % na […] godina (u EUR)
Based on a study conducted using the 2008 accounts, the variable costs of the overnight parking charge were EUR […]* per aircraft per night, with the 2004 estimate being EUR […]*. In the case of a B737-800 with a load factor of 80 %, these costs represent EUR […]* per passenger and, in the case of an A319 with a load factor of 70 %, they are EUR […]* per passenger.
U skladu sa studijom temeljenom na financijskim izvještajima za poslovnu godinu 2008., varijabilni troškovi naknade za parkiranje noću utvrđeni su na […]* EUR po zrakoplovu po noći, dok su 2004. procijenjeni na […]* EUR. U slučaju zrakoplova B737-800 sa stopom popunjenosti od 80 % ti troškovi iznose […]* EUR po putniku, a u slučaju A319 sa stopom popunjenosti od 70 % […]* EUR po putniku.
However, based on the accounts submitted to Cocoéco on 18 February 2009, the shop and parking activities covered [between 100 % and 150 %] of the passenger costs for Terminal mp1, i.e. a net margin of EUR […]* per passenger, and [between 100 % and 150 %] of the passenger costs for Terminal mp2, i.e. a net margin of EUR […]* per passenger.
Međutim, na temelju financijskih izvještaja iznesenih 18. veljače 2009. na sastanku povjerenstva Cocoéco, komercijalne djelatnosti i djelatnosti parkirališta omogućuju pokrivanje [od 100 % do 150 %] troškova putnika u terminalu mp1, odnosno neto maržu od […]* EUR po putniku i [od 100 % do 150 %] troškova putnika u terminalu mp2, odnosno neto maržu od […]* EUR po putniku.
These net margins broadly covered the additional costs of the overnight parking.
Te bi neto marže uvelike pokrile dodatne troškove parkiranja noću.
Lastly, France points out that the Commission did not make any criticism of the airport charges system organised at Charleroi Airport.
Francuska naposljetku ističe da Komisija nije kritizirala sustav naknada zračne luke koji je uspostavljen u Zračnoj luci Charleroi.
As regards the aid scheme established by the CCIMP decision of 21 November 2005, which resulted in a single payment [of less than EUR 300000] to bmibaby, France states in its submission of 28 December 2010 that this amount, even if it did constitute State aid, would in any event be covered by Commission Regulation (EC) No 1998/2006 [28] (de minimis aid).
U pogledu programa potpore uspostavljene Odlukom CCIMP-a od 21. studenoga 2005., iz kojeg je proizašla samo jedna isplata [manja od 300000] EUR u korist društva BMI baby, Francuska u svojem dopisu od 28. prosinca 2010. napominje da je taj iznos, iako može predstavljati državnu potporu, u svakom slučaju obuhvaćen Uredbom Komisije (EZ) br. 1998/2006 [28] (de minimis).
Furthermore, it stresses that, following the announcement of this company's sale, the CCIMP may not have been able to obtain a sworn statement regarding aid received from other European airports.
Podredno ističe da CCIMP nakon najave prodaje tog prijevoznika više nije mogao dobiti izjavu pod prisegom o potporama primljenima u drugim europskim zračnim lukama.
As regards the agreement to purchase advertising space concluded with AMS on 19 May 2006, France maintains that this agreement was awarded, in accordance with public procurement regulations, without any prior competition due to the existence of a single supplier.
U pogledu Ugovora o zakupu oglasnih prostora sklopljenog 19. svibnja 2006. s društvom AMS, Francuska tvrdi da je sklapanje ugovora provedeno, u skladu s propisima o javnim natječajima, bez prethodnog natječajnog postupka jer je postojao samo jedan pružatelj usluga.
France notes that the promotional policy has a direct effect on an airport infrastructure's profitability due to the revenues generated through airport and non-aeronautical charges.
Francuska podsjeća da promidžbena politika ima izravan utjecaj na profitabilnost infrastrukture zračne luke zahvaljujući prihodima koji nastaju naknadama zračne luke i izvanzrakoplovnim naknadama.
It explains that the advertising carried out by airlines is insufficient and underlines that, in 2006, AMS was the only service-provider offering the combination of a unique and exclusive Ryanair ticket marketing system, with Ryanair being the only airline to undertake to establish an aircraft base at the new Terminal mp2, a large audience of internet users targeted by the promotional policy, and marketing services appropriate to the purchase of flight tickets to Provence as a destination.
Napominje da je oglašavanje koje provode zračni prijevoznici nedovoljno i naglašava da je 2006. društvo AMS bilo jedini pružatelj usluga koji je istodobno nudilo jedinstven i ekskluzivan sustav prodaje karata društva Ryanair, jedinog prijevoznika koji se obvezao da će novi terminal mp2 biti matična zračna luka zrakoplova, da će privući široku publiku korisnika interneta koji su cilj promidžbene politike te da će pružiti marketinške usluge prilagođene kupnji zrakoplovnih karata prema Provansi.
France maintains that the CCIMP acted as a market economy operator by concluding the agreement with AMS, such that this agreement does not contain any form of aid.
Francuska tvrdi da se CCIMP ponio kao razuman subjekt u tržišnom gospodarstvu kada je sklopio Ugovor s društvom AMS, tako da taj Ugovor ne sadržava nikakav oblik potpore.
France firstly considers that the agreed price was in line with market practices, particularly given the results of the prior comparative study conducted using the viamichelin.com website.
Francuska najprije smatra da je dogovorena cijena u skladu s tržišnim praksama, posebno s obzirom na rezultate prethodne komparativne studije izrađene putem web-mjesta viamichelin.com.
France therefore disputes that the marketing services were provided by AMS under preferential conditions and points out that the European Commission, in its decision on Ostend Airport [29], accepted that the promotional programme involving a tour operator's catalogue did not constitute State aid.
Francuska stoga osporava da je AMS marketinške usluge pružio pod povlaštenim uvjetima i podsjeća da je Europska komisija u svojoj Odluci o Zračnoj luci Ostende [29] dopustila da promidžbeni program putem kataloga organizatora putovanja ne predstavlja državnu potporu.
Moreover, France maintains that the marketing services agreement concluded with AMS represented a profitable investment for Marseille Provence Airport, particularly with regard to the development of Terminal mp2.
Usto, Francuska tvrdi da Ugovor o marketinškim uslugama s društvom AMS predstavlja profitabilno ulaganje za Zračnu luku Marseille Provence, konkretno za razvoj terminala mp2.
France explains that the terms of the agreement were determined based on a profitability study of the financial margins generated by a flight operated by Ryanair, which was conducted prior to the agreement being concluded and which has been produced in support of its claims.
Francuska navodi da su uvjeti Ugovora određeni na temelju studije profitabilnosti financijskih marži proizašlih iz leta društva Ryanair, koja je izrađena prije sklapanja Ugovora te je dostavljena u prilog njezinim zaključcima.
This study showed that the contractual arrangement would become profitable from the fourth year of operation, with a margin of EUR […]* per flight after advertising.
Iz te studije proizlazi da je profitabilnost ugovorne mjere bila ostvarena od četvrte godine upravljanja, s maržom od […]* EUR po letu nakon promidžbe.
France emphasises that the same study shows that the profitability of all the modulations for the creation of new routes and the AMS agreement, with regard to Ryanair flights alone in the 2007-2021 period, results in an average profit margin ([…]* %) that is in line with the standard profitability in the sector, estimated by the European Commission at 7,31 % in its decision on Bratislava Airport [30].
Francuska ističe da iz iste studije proizlazi da iz profitabilnosti postignute kumulativnim prilagodbama od otvaranja novih linija i ugovorom s društvom AMS samo za letove društva Ryanair u razdoblju od 2007. do 2021. proizlazi prosječna stopa marže ([…]* %) unutar standarda profitabilnosti u sektoru, koji je Komisija procijenila na 7,31 % u svojoj Odluci od Zračnoj luci Bratislava [30].
The profitability simulation updated using actual traffic figures and costs audited by the Mazars consultancy indicates a profit margin from the third year of EUR […]* per flight.
Simulacija profitabilnosti ažurirana na temelju podataka o ostvarenom prometu i troškovima koje je revidirao ured Mazars ukazuje na to da profitna marža od treće godine iznosi […]* EUR po letu.
France further maintains that, taking into account not only the revenue from airport charges, non-aeronautical charges and airport tax, but also the revenue from other charges, the margin per outbound passenger was calculated, before the agreement was signed [31], at EUR […]*. With the estimated average amount of the marketing measures (including AMS in particular) being EUR […]* per outbound passenger, the net margin of the marketing costs was therefore EUR […]* per passenger.
Francuska tvrdi i da, uzimajući u obzir prihode od zrakoplovnih naknada, izvanzrakoplovnih prihoda i pristojbe zračne luke, ali i druge naknade, marža po putniku u odlasku prije potpisivanja Ugovora [31] utvrđena je na […]* EUR. Budući da je procijenjeno da marketinške mjere (od kojih posebno u pogledu društva AMS) prosječno iznose […]* EUR po putniku u odlasku, neto marža marketinških troškova stoga iznosi […]* EUR po putniku.
According to France, it should therefore be concluded that each passenger at Terminal mp2 was financially beneficial to the airport.
Stoga je potrebno zaključiti da, prema mišljenju Francuske, Zračna luka ostvaruje dobit po putniku u terminalu mp2.
As a result, between 2006 and 2012 the airport recorded an average billing rate per passenger between EUR […]* per passenger and EUR […]* per passenger, with a seven-year average slightly below expectations, but still sufficient at EUR […]* per passenger.
Tako je Zračna luka mogla od 2006. do 2012. zabilježiti prosječan omjer fakturiranja po putniku od […]* EUR po putniku do […]* EUR po putniku sa sedmogodišnjim prosjekom malo ispod očekivanja, ali i dalje dovoljnim s […]* EUR po putniku.
France adds that the agreement concluded with AMS contained various undertakings on the part of Ryanair with regard to the number of aircraft based at Marseille Provence Airport and the number of daily frequencies and passengers per year.
Francuska dodaje da se Ugovor sklopljen s društvom AMS odnosio na razne obveze prijevoznika Ryanair u pogledu broja zrakoplova kojima je Zračna luka Marseille Provence matična zračna luka, broja dnevnih letova i godišnjeg broja putnika.
Accordingly, adding the costs of the AMS agreement per Ryanair passenger to the total incremental cost per Ryanair passenger results in a total cost of EUR […]* per passenger, with the incremental margin associated with Ryanair's presence, taking into account the costs associated with the AMS agreement, therefore sitting at a satisfactory level of EUR […]* per passenger.
Stoga iz zbroja troškova po putniku društva Ryanair na temelju Ugovora s društvom AMS s ukupnim inkrementalnim troškom po putniku društva Ryanair proizlazi ukupan trošak od […]* EUR po putniku, pri čemu je inkrementalna marža povezana s prisutnošću društva Ryanair, uzimajući u obzir troškove povezane s Ugovorom s društvom AMS, utvrđena na zadovoljavajuću razinu od […]* EUR po putniku.
Lastly, France maintains that Marseille Administrative Court, in an interim ruling of 20 October 2009, found that the annual amounts stipulated by the agreement concluded with AMS, when compared with the services to be provided by the latter and the size of the audience reached by the promotional arrangement, were not devoid of purpose or an adequate quid pro quo.
Naposljetku, Francuska tvrdi da sudac privremene pravne zaštite Upravnog suda u Marseilleu u rješenju od 20. listopada 2009. zaključio da godišnji iznosi predviđeni ugovorom sklopljenim s društvom AMS, koji su povezani s uslugama koje to društvo mora pružiti i s obujmom publike na koju se odnosi poduzeta promidžbena mjera, nisu bespredmetni te nisu bez dovoljne naknade.
France maintains that the market economy operator criterion is met where the policy adopted by the airport has positive financial effects on the airport's operation.
Francuska država tvrdi da je kriterij razumnog subjekta u tržišnom gospodarstvu ispunjen jer je politika koju je provela Zračna luka dovela do pozitivnih financijskih učinaka na poslovanje Zračne luke.
To this end, the analysis should be based on multiannual business plans in the light of certain criteria such as the net present value (NPV) and internal rate of return (IRR), accompanied by sensitivity tests.
U tom pogledu svoju analizu valja temeljiti na višegodišnjim poslovnim planovima s obzirom na određene kriterije, kao što su neto sadašnja vrijednost (NSV) i unutarnja stopa povrata (USP) te testovi osjetljivosti.