natgillin/translations-raw huggingface dataset:
SAS states that, even if this figure was correct, Aarhus airport showed a negative result of DKK 2311410 for the year 2007 despite a 12,5 % increase in revenue.
S obzirom na navedeno, SAS je mišljenja da ugovori iz 1999. između Ryanaira i Zračne luke Aarhus čine nespojivu državnu potporu.
SAS further argues that the weak financial performance of the airport manager is also demonstrated by the fact that the accumulated negative results for the last five years amount to more than DKK 20 million.
Udruga europskih zračnih prijevoznika
SAS believes that without the subsidies granted to Ryanair the financial position of the airport manager would have been significantly better.
PRIMJEDBE DANSKE NA PRIMJEDBE TREĆE STRANE
SAS is of the opinion that Ryanair has been granted preferential treatment by Aarhus airport in the form of substantially reduced passenger service charges as well as reduced take-off and landing charges.
Danska je primila komentare triju zainteresiranih strana.
SAS argues that, by granting Ryanair preferential treatment, other carriers operating at the airport are being discriminated against.
Danska je počela svoje očitovanje navodeći da su smjernice na koje se poziva SAS irelevantne za procjenu postojanja potpore za ugovore iz 1999.
According to SAS, it appears that there is no form of volume guarantee or similar offered by Ryanair in the 1999 agreements with the airport manager.
Danska navodi da za dokaz pripisivosti ugovora iz 1999. nije dovoljno samo da je Zračna luka Aarhus u javnom vlasništvu, već da je potrebno pokazati učinkovito sudjelovanje u odlukama upravitelja zračne luke.
In addition, SAS argues that there appears to be no particular penalty sanction in case Ryanair fails to keep the volumes or undertakings that it originally committed to the airport when the arrangement was negotiated back in 1999.
Danska navodi da javna tijela nikada nisu bila uključena u pregovore o ugovorima iz 1999.
In addition, SAS states that Ryanair has been starting and closing routes the last few years without any apparent negative impact on the financial benefits granted to it by the airport manager.
Štoviše, Danska odbacuje primjedbe SAS-a da ugovori ne sadrže „jamstvo broja putnika” ili kazneni mehanizam u slučaju nepoštivanja od strane Ryanaira.
In the opinion of SAS, the aid granted to Ryanair by the airport manager is not aimed at developing an underdeveloped region, but rather at attracting additional operations in competition with other airports.
Danska objašnjava da ugovori iz 1999. uključuju mogućnost ponovnih pregovora o uvjetima ugovora, ako Ryanair ne uspije generirati minimalno […] putnika u prvih nekoliko godina nakon sklapanja ugovora.
Finally, SAS states that the 1999 agreements with Ryanair have now been in place for nearly 10 years.
Prema Danskoj, to je kazneni mehanizam.
SAS believes that, even if it could be argued that the 1999 agreements would satisfy the criteria for start-up aid to airlines as set out in the 2005 Aviation Guidelines, as such, the time frame in itself should render the 1999 agreements incompatible given the strict conditions for approving such aid.
Štoviše, Danska smatra da se uvjeti potpore za započinjanje poslovanja navedeni u Smjernicama za zračni prijevoz iz 2005. ne odnose na ugovore iz 1999.
In view of the above, SAS is of the opinion that the 1999 agreements between Ryanair and Aarhus airport constitute incompatible State aid.
S obzirom na komentare Ryanaira, Danska objašnjava da ugovor između zračne luke Aarhus i Ryanaira iz 1999. dokazuje i odražava opći razvoj tržišta regionalnih zračnih luka.
Association of European Airlines
POSTOJANJE POTPORE
The Association of European Airlines (‘AEA’) submitted its comments on 4 July 2008.
U skladu s člankom 107. stavkom 1.
AEA's comments were fully in line with those provided by SAS.
UFEU-a „…svaka potpora koju dodijeli država članica ili koja se dodjeljuje putem državnih sredstava u bilo kojem obliku kojim se narušava ili prijeti da će narušiti tržišno natjecanje stavljanjem određenih poduzetnika ili proizvodnje određene robe u povoljniji položaj, nespojiva je s unutarnjim tržištem u mjeri u kojoj utječe na trgovinu među državama članicama”.
COMMENTS FROM DENMARK ON THIRD PARTY COMMENTS
Kriteriji navedeni u članku 107. stavku 1.
Denmark received the comments of the three interested parties.
UFEU-a kumulativni su.
Denmark began its observations by stating that the guidelines referred to by SAS are irrelevant for the assessment of the existence of aid regarding the 1999 agreements.
Stoga, kako bi se odredilo čini li predmetna mjera potporu u smislu članka 107. stavka 1.
Denmark states that it does not agree with the observations of SAS that the 1999 agreements are imputable to that Member State.
UFEU-a, svi sljedeći kriteriji moraju biti ispunjeni.
Denmark states that to demonstrate the imputability of the 1999 agreements it is not sufficient that Aarhus airport is publicly owned, but the effective involvement in the decisions of the airport manager needs to be shown.
U osnovi, financijska potpora trebala bi:
Denmark states that the public authorities were not involved in the negotiations of the 1999 agreements at any point in time.
i. predstavljati prednost;
Moreover, Denmark dismisses the observations of SAS that the agreements do not contain a ‘volume guarantee’ or penalty mechanism in the event of non-compliance by Ryanair.
biti dodijeljena od strane države članice ili iz državnih sredstava;
Denmark explains that the 1999 agreements include the possibility to renegotiate the terms of the agreements, should Ryanair fail to generate the minimum volume of […] passengers in the first few years after the conclusion of the agreements.
stavljati u povoljniji položaj određene poduzetnike ili proizvodnju određene robe;
According to Denmark, this is a penalty mechanism.
narušavati ili prijetiti narušavanju tržišnog natjecanja; te
Moreover, Denmark is of the opinion that the start-up aid conditions set out in the 2005 Aviation Guidelines are not applicable to the 1999 agreements.
v. utjecati na trgovinu među državama članicama.
With regard to Ryanair's comments, Denmark explains that the 1999 agreement between Aarhus airport and Ryanair exemplifies and reflects a general development in the regional airports market.
Budući da je Zračna luka Aarhus javno vlasništvo, jasno je da na raspolaganju ima javna sredstva.
EXISTENCE OF AID
Stoga nije potrebno utvrditi u kojoj je mjeri koristila državne potpore u prošlosti.
By virtue of Article 107(1) TFEU ‘… any aid granted by a Member State or through State resources in any form whatsoever which distorts or threatens to distort competition by favouring certain undertakings or the production of certain goods shall, in so far as it affects trade between Member States, be incompatible with the internal market.’
U svakom slučaju, kada su ugovori iz 1999. sklopljeni, Smjernicama za zračni prijevoz iz 1994. financiranje zračnih luka i infrastrukture od strane države smatralo se općom mjerom ekonomske politike koja se nije mogla kontrolirati prema pravilima Ugovora o državnim potporama.
The criteria provided for in Article 107(1) TFEU are cumulative.
U svojoj presudi u predmetu Aéroports de Pariz od 12. prosinca 2000.
Therefore, in order to determine whether the measure in question constitutes aid within the meaning of Article 107(1) TFEU all of the following conditions need to be fulfilled.
[7], Opći je sud donio presudu protiv tog tumačenja i smatrao je da rad zračne luke predstavlja gospodarsku aktivnost.
Namely, the financial support should:
Do presude u predmetu Aéroports de Pariz, javna tijela legitimno su mogla smatrati da javno financiranje zračnih luka ne predstavlja državnu potporu.
constitute an advantage;
Zbog neizvjesnosti koja je postojala prije ovog pojašnjenja zakona, financijske mjere koje su odobrene prije nego je ta presuda izrečena ne mogu više biti dovedene u pitanje na temelju pravila o državnim potporama.
be granted by the Member State or through State resources;
Da bi se utvrdilo je li ugovorima iz 1999.
favour certain undertakings or the production of certain goods;
Ryanairu odobrena prednost, Komisija mora ispitati bi li u sličnim okolnostima zračna luka koja posluje u normalnim uvjetima tržišnog gospodarstva i koja je vođena izgledima profitabilnosti u duljem razdoblju ušla u isti ili slični komercijalni dogovor kao i Zračna luka Aarhus [8].
distort or threaten to distort competition; and
Postojanje prednosti u pravilu se može isključiti ako (a) cijena naplaćena za usluge zračne luke odgovara tržišnoj cijeni ili (b) se ex ante analizom može dokazati da ugovori sa zračnim prijevoznikom dodatno pridonose profitabilnosti zračne luke i da su ugovori dio opće strategije za postizanje dugoročne profitabilnosti.
affect trade between Member States.
Osim toga, infrastruktura zračne luke mora biti na raspolaganju svim zračnim prijevoznicima (to uključuje infrastrukturu koju će vjerojatnije koristiti određene kategorije zračnih prijevoznika, kao što su niskotarifni prijevoznici ili čarteri).
Since Aarhus airport is publicly owned, it clearly has public resources at its disposal.
U skladu s presudom u predmetu Charleroi [9], Komisija pri procjeni tih mjera mora uzeti u obzir sva bitna obilježja mjera i njihov kontekst.
It is therefore not necessary to determine to what extent it has benefited from State aid in the past.
Drugim riječima, Komisija mora analizirati očekivani učinak ugovora iz 1999. na Zračnu luku Aarhus, uzimajući u obzir sve relevantne značajke sporne mjere.
In any event, when the 1999 agreements were concluded, the 1994 Aviation Guidelines considered financing of airports and airport infrastructure by the State to be a general measure of economic policy that could not be controlled under the Treaty rules on State aid.
U presudi u predmetu Stardust Marine Sud je izjavio sljedeće „… u cilju ispitivanja ponaša li se država kao razumni subjekt u tržišnom gospodarstvu, nužno je staviti se u kontekst razdoblja u kojem su poduzete mjere financijske potpore radi ocjene gospodarske razumnosti postupanja države i tako se suzdržati od ocjenjivanja utemeljenog na kasnijoj situaciji” [10].
In its judgment in the Aéroports de Paris case of 12 December 2000 [7], the General Court rules against that interpretation and held that the operation of an airport constitutes an economic activity.
Da bi mogla primijeniti test subjekta u tržišnom gospodarstvu Komisija mora situaciju razmatrati iz pozicije vremena kada su 1999. sklopljeni ugovori između zračne luke Aarhus i Ryanaira (tj.
Until the judgment in the Aéroports de Paris case, the public authorities could legitimately consider that the public funding of airports did not constitute State aid.
2. studenoga 1999.).
Due to the uncertainty that existed before this clarification of the law, financing measures that were granted before the judgment was pronounced cannot anymore be put into question on the basis of State aid rules.
Komisija također mora temeljiti svoju procjenu na informacijama i pretpostavkama koje su bile na raspolaganju zračnoj luci kada su potpisani ugovori iz 1999. u trajanju od deset godina.
In order to determine whether the 1999 agreements granted Ryanair an advantage, the Commission has to examine whether in similar circumstances an airport operating under normal conditions of the market economy and guided by prospects of profitability in the longer term would have entered into the same or a similar commercial arrangement as Aarhus airport [8].
Usporedba s tržišnom cijenom: utvrđivanje referentnih mjerila
The existence of an advantage can normally be excluded if (a) the price charged for airport services corresponds to the market price or (b) if it can be demonstrated through an ex ante analysis that the agreements with the airline incrementally contribute to the profitability of the airport and are part of overall strategy leading to profitability in the long term.
Ryanair tvrdi da, kako bi se isključila ekonomska prednost koja ne bi bila dobivena u normalnim tržišnim uvjetima, pristojbe u ugovorima iz 1999. valja usporediti s pristojbama zračnih luka koje se u drugim europskim zračnim lukama primjenjuju na niskotarifne zračne prijevoznike.
Moreover, the airport infrastructure must be open to all airlines (this includes infrastructure more likely to be used by certain categories of airlines, such as low cost carriers or charters).
Komisija smatra da je utvrđivanje referentnih mjerila pristojbi zračnih luka zaista mogući pristup za provjeru prisutnosti potpore zračnim prijevoznicima.
According to the Charleroi judgment [9] when assessing the measures in question the Commission has to take into account all the relevant features of the measures and their context.
Određivanje referentnog mjerila najprije zahtijeva mogućnost odabira dovoljnog broja usporedivih zračnih luka koje pružaju usporedive usluge u uobičajenim tržišnim uvjetima.
In other words, the Commission has to analyse the expected impact of the 1999 agreements on Aarhus airport taking into account all relevant features of the measure in question.
U tom smislu Komisija primjećuje da se u vrijeme kada su sklopljeni ugovori iz 1999. zračne luke EU-a nisu smatrale poduzetnicima.
The Court declared in the Stardust Marine judgment that,‘… in order to examine whether or not the State has adopted the conduct of a prudent investor operating in a market economy, it is necessary to place oneself in the context of the period during which the financial support measures were taken in order to assess the economic rationality of the State's conduct, and thus to refrain from any assessment based on a later situation.’ [10]
Komisija dalje navodi da čak i kada su neke zračne luke u privatnom vlasništvu ili pod privatnom upravom i ne uzimaju u obzir socijalna ili regionalna pitanja, na cijene koje zaračunavaju te zračne luke snažno mogu utjecati cijene koje zaračunava većina upravitelja zračnih luka s javnim subvencijama jer zračni prijevoznici uzimaju u obzir te cijene tijekom pregovora s privatnim ili privatno upravljanim zračnim lukama.
In order to be able to apply the market economy operator test the Commission has to place itself at the time when the 1999 agreements between Aarhus airport and Ryanair were concluded (that is, on 2 November 1999).
U tom slučaju, zračne luke uzete kao mjerila ili su u javnom vlasništvu ili su u prošlosti primile javno financiranje.
The Commission must also base its assessment on the information and assumptions which were at the disposal of the airport when the 1999 agreements with a duration of 10 years were signed.
Osim toga, čini se da su razine usluga koje pružaju usporedne zračne luke različite, na primjer kao što je parkiralište za zrakoplove koji tamo ostaju preko noći, parking za automobile Ryanairovog osoblja, ured, hangar, ugostiteljski objekti, učionica i sl.; ugovori su također različitog trajanja.
Comparison with the market price: benchmarking
U tim okolnostima (vidjeti uvodne izjave 79. do 83.)
Ryanair argues that in order to exclude an economic advantage that would not be obtained under normal market conditions the charges in the 1999 agreements have to be compared with airport charges applied at other European airports to low cost airlines.
Komisija smatra da se trenutačno ne može odrediti odgovarajuće referentno mjerilo radi definiranja pravih tržišnih cijena usluga koje pružaju upravitelji zračnih luka.
The Commission considers that benchmarking of airport charges is indeed a possible approach to assess the presence of aid to airlines.
Analiza profitabilnosti ugovora iz 1999.
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.
U nedostatku lako utvrdive tržišne referentne vrijednosti, Komisija smatra da je ex ante analiza dodatne profitabilnosti relevantan kriterij za procjenu dogovora koje zračne luke sklapaju s pojedinim zračnim prijevoznicima.
In this respect the Commission notes that at the time when the 1999 agreements were concluded EU airports were considered not to be undertakings.
Komisija smatra da je diferencijacija cijena standardna poslovna praksa.
The Commission further notes that, even if some airports are privately owned or managed without social or regional considerations, the prices charged by these airports might be strongly influenced by the prices charged by the majority of publicly subsidised airport managers as these latter prices are taken into account by airlines during their negotiations with the privately owned or managed airports.
Ipak, takve diferencirane politike cijena trebale bi biti komercijalno opravdane kako bi zadovoljile test subjekta u tržišnom gospodarstvu [11].
In this case, the benchmark airports are either publicly owned or received public funding in the past.
Danska tvrdi da je Zračna luka Aarhus postupila racionalno i potvrđuje svoje argumente kopijom ex ante izračuna Zračne luke Aarhus.
Moreover, the level of the services provided by the comparator airports seems to be also different, for example such as parking for based aircraft, car parking for Ryanair based staff, base office, hangar, catering facilities, training room etc.; and the agreements are also of a different duration.
U tom smislu Komisija primjećuje da je infrastruktura zračne luke koju koristi Ryanair na raspolaganju i svim drugim zračnim prijevoznicima.
In those circumstances (see recitals 79 to 83), the Commission considers that at the present time an appropriate benchmark cannot be identified to establish the market price for services provided by the airport manager.
Komisija mora dodatno procijeniti mogu li se ugovori iz 1999. smatrati u skladu s testom subjekta u tržišnom gospodarstvu.
Profitability analysis of the 1999 agreements
U tom smislu, Komisija smatra da se ugovor sklopljen između zračnog prijevoznika i zračne luke može smatrati u skladu s testom subjekta u tržišnom gospodarstvu kada postupno doprinosi, s ex ante stajališta, profitabilnosti zračne luke.
In absence of an identifiable market benchmark, the Commission considers that the ex ante incremental profitability analysis is the relevant criterion for the assessment of arrangements concluded by airports with individual airlines.
Zračna luka treba pokazati da tijekom trajanja ugovora može, na osnovu dobrih dugoročnih izgleda [12] prilikom uspostavljanja dogovora, s razumnom profitnom maržom [13] pokriti sve troškove koji proizlaze iz ugovora sa zračnim prijevoznikom.
The Commission considers that price differentiation is a standard business practice.
Kako bi se procijenilo je li ugovor koji je zračna luka sklopila sa zračnim prijevoznikom u skladu s testom subjekta u tržišnom gospodarstvu, očekivane nezrakoplovne prihode koji proizlaze iz aktivnosti zračnog prijevoznika treba uzeti u obzir zajedno s pristojbama zračnih luka, bez popusta, marketinške potpore ili programa poticaja.
Nevertheless, such differentiated pricing policies should be commercially justified to satisfy the market economy operator test [11].
Slično tome, treba uzeti u obzir sve očekivane dodatne troškove koje zračna luka ima u vezi s aktivnošću zračnog prijevoznika u zračnoj luci.
Denmark argues that Aarhus airport acted rationally and substantiates its arguments with a copy of Aarhus airport's ex ante calculations.
Takvi dodatni troškovi mogli bi obuhvaćati sve kategorije rashoda ili ulaganja poput dodatnih troškova osoblja i opreme te investicijskih troškova koji su nastali uslijed prisutnosti zračnog prijevoznika u zračnoj luci.
In this respect the Commission observes that the airport infrastructure used by Ryanair is also open to all other airlines.
S druge strane, troškove koje bi zračna luka morala svejedno snositi, bez obzira na ugovor sa zračnim prijevoznikom, ne treba uzeti u obzir u testu subjekta u tržišnom gospodarstvu (MEOP).
The Commission has to further assess whether the 1999 agreements can be deemed in line with the market economy operator test.
U izračunima profitabilnosti koje je provela uprava te zračne luke, u obzir su uzete obveze Ryanaira kako su navedene u ugovorima iz 1999. te očekivani porast putnika.
In this respect, the Commission considers that an agreement concluded between an airline and an airport can be deemed in line with the market economy operator test when it incrementally contributes, from an ex ante standpoint, to the profitability of the airport.
Prema ugovorima iz 1999., Ryanair se obvezao započeti sa radom u Zračnoj luci Aarhus s najmanje […] rotacijom.
The airport should demonstrate that over the duration of the agreement it is capable of covering all costs stemming from the agreement with an airline with a reasonable profit margin [12] on the basis of sound long-term prospects [13] when setting up the arrangement.
Istodobno Ryanair se obvezao da će 2001.
In order to assess whether an agreement concluded by an airport with an airline complies with the market economy operator test, expected non-aeronautical revenues stemming from the airline's activity should be taken into consideration together with airport charges, net of any rebates, marketing support or incentive schemes.
Zračnoj luci Aarhus dovesti najmanje […] putnika godišnje.
Similarly, all expected costs incrementally incurred by the airport in relation to the airline's activity at the airport should be taken into account.
Glavni ugovor iz 1999. predviđa raspored pristojbi po rotaciji (vidjeti tablicu 2).
Such incremental costs could encompass all categories of expenses or investments, such as incremental personnel, equipment and investment costs induced by the presence of the airline at the airport.
Zračna luka Aarhus očekivala je generiranje otprilike 150000 putnika godišnje tijekom prvih godina od početka djelovanja Ryanaira u zračnoj luci s pretpostavkom raspodjele 50/50 između odlaska i dolaska putnika i na temelju […] rotacija.
On the contrary, costs which the airport would have to incur anyway independently from the arrangement with the airline should not be taken into account in the MEOP assessment.
U skladu s porastom broja putnika, Zračna luka Aarhus očekivala je porast i svojih ne-zrakoplovnih prihoda, prije svega od parkirališta.
In the profitability calculations conducted by the airport's management, it took into account the commitments of Ryanair as set out in the 1999 agreements and the expected increase in passengers.
Nadalje, zračna je luka očekivala i da će tijekom trajanja ugovora s Ryanairom porasti i trgovački prihodi u zračnoj luci.
According to the 1999 agreements, Ryanair committed itself to commence its operation at Aarhus airport with at least […] rotation.
S obzirom na očekivane troškove izazvane prisustvom Ryanaira u zračnoj luci, Zračna luka Aarhus nije očekivala dodatna ulaganja za pružanje usluga Ryanairu.
At the same time Ryanair committed itself to generate at least […] passengers per annum at Aarhus airport in 2001.
Prije početka aktivnosti Ryanaira u zračnoj luci koristilo se samo otprilike 40 % kapaciteta Zračne luke Aarhus.
The 1999 principal agreement provides for a schedule of charges per rotation (see Table 2).
Stoga je Zračna luka Aarhus pretpostavljala da neće doći do nastanka dodanih operativnih troškova koji se odnose na polijetanja/slijetanja i zemaljske usluge.
Aarhus airport expected to generate around 150000 passengers per annum during the first years of the beginning of Ryanair's activity at the airport with an assumed 50/50 distribution between departing and arriving passengers and based on […] rotations.
U svom izračunu Zračna luka Aarhus uzela je u obzir troškove za zemaljske usluge.
In proportion to the increase in passengers, Aarhus airport expected to increase also its non-aeronautical revenue stemming in particular from the car park.
Ovi troškovi predviđeni su na temelju plaća triju zaposlenika za dva sata po odlasku za prijavu za let i ukrcaj Ryanair putnika, iako bi se moglo pretpostaviti da puno ljudstvo neće biti potrebno za puna dva sata vremena prijave za let.
In addition, the airport expected that over the duration of the Ryanair agreement also the shopping revenue at the airport would increase.
Štoviše, Ryanair ima letove izvan vremena gužvi u jutarnjim i večernjim satima.