natgillin/translations-raw huggingface dataset:
With regard to staff costs, the study takes account of the fact that part of these costs was independent of traffic, as only those costs associated with aircraft and passenger handling staff and part of the costs associated with administrative staff were imputable to the Ryanair traffic.
Komisia preto použila tento údaj vo svojom posúdení zmlúv uzavretých so spoločnosťami Ryanair a AMS.
The study therefore estimates that, over the entire period covered, the staff costs imputable to Ryanair accounted for [40-50] % of the total staff costs.
Zmluvy s VTAN boli uzatvorené v rokoch 2007 – 2010, t. j. po vypracovaní podnikateľského plánu VTAN a počas relatívne krátkeho obdobia, ktoré nasledovalo.
The study also considers the taxes paid by the airport operator.
Použitie uvedeného odhadu prírastkových prevádzkových nákladov na cestujúceho je preto obzvlášť vhodné pre tieto zmluvy.
It notes that property tax, which depends only on the extent of the property managed by the airport operator, is independent of traffic, whereas business tax depends in particular on turnover, and therefore on traffic, and payroll tax is directly linked to the staff costs mentioned above.
Pri neexistencii lepších údajov je takisto prijateľné pre zmluvy, ktoré uzatvorila CCI, hoci bol podnikateľský plán VTAN vypracovaný až po nich.
Finally, the study considers that [40-50] % of the marketing study costs, funded by the airport operator and covering commercial passenger traffic, development of the airport through new routes or new activities and development of the industrial hub, were imputable to the Ryanair traffic.
Platí to najmä pre zmluvy z októbra 2005 uzatvorené iba niekoľko mesiacov pred vypracovaním podnikateľského plánu VTAN.
For each revenue and cost item in the VTAN business plan, the study therefore estimates a percentage to be applied in order to determine the part attributable to the Ryanair traffic, which therefore varies according to the traffic.
Komisia totiž zastáva názor, že odhad hospodárskeho subjektu v trhovom hospodárstve, pokiaľ ide o prírastkové prevádzkové náklady na cestujúceho v októbri 2005 a v septembri 2006, by sa veľmi nelíšil, lebo je veľmi nepravdepodobné, aby sa štruktúra nákladov subjektu výrazne zmenila počas obdobia kratšieho ako jeden rok.
Finally, the study uses the traffic forecasts contained in the VTAN business plan to determine, item by item, the projected incremental costs and revenues per passenger for the entire period.
Zmluvy uzatvorené v rokoch 2000 – 2004 sú časovo viac vzdialené od vypracovania podnikateľského plánu VTAN.
The Commission takes the view that the VTAN business plan and the VTAN study provide reliable information that can be taken into account when applying the MEO test.
Keďže však neexistuje lepšia alternatíva, Komisia sa domnieva, že prírastkové prevádzkové náklady na cestujúceho vo výške [2 – 4] EUR upravené s prihliadnutím na infláciu odhadovanú na 2 % ročne na základe predpokladov takisto vyhovujú pre analýzu týchto starších zmlúv.
The facts on record actually show that the VTAN business plan was the result of a very thorough analysis, which is all the more reliable because this business plan served as the basis for determining the flat-rate contribution ensuring the financial stability of the airport’s operation.
Je potrebné poznamenať, že pre každú zmluvu, ktorú uzatvorila CCI, prírastkové prevádzkové náklady, ktoré navrhlo Francúzsko ([5 – 7] EUR na cestujúceho) a ktoré sa počítajú ako priemer prevádzkových nákladov na cestujúceho v období rokov 2000 – 2006, zďaleka prekračujú prírastkové náklady na cestujúceho, ktoré použila Komisia a ktoré považuje za relevantnejšie so zreteľom na tvrdenia uvedené vyššie.
Moreover, this business plan is not likely to have been biased by the present procedure, given that the Commission initiated its action on the basis of a complaint that was only received in January 2010.
Na určenie prírastkových prevádzkových nákladov vyplývajúcich zo zmluvy za jednotlivé roky a za celé obdobie sa pri každej zmluve prírastkové prevádzkové náklady na cestujúceho vynásobia predpokladanou prírastkovou prepravou.
The examination of this business plan and associated documents has not revealed any rash or unrealistic assumptions among those used by Veolia Transport to produce this plan.
Podrobnosti týkajúce sa jednotlivých zmlúv
The VTAN study is also based on reasonable assumptions.
Komisia ďalej predstaví výsledky svojej analýzy jednotlivých zmlúv vypracovanej podľa metódy opísanej vyššie.
It has therefore been taken into account by the Commission in its analysis, as will be indicated below.
Špecifiká každej zmluvy relevantné na účely tejto analýzy budú takisto predstavené.
Aside from the VTAN business plan, the only economic assessment provided by France is a study of the economic impact of Nîmes airport, carried out in 2006.
Zmluva z 11. apríla 2000
This study focuses on the economic impact of the airport’s activity, and particularly the routes operated by Ryanair from this airport, on the region’s economy.
Táto zmluva sa týkala prevádzkovania každodenného leteckého spojenia do Londýna lietadlom Boeing 737-200 s kapacitou 130 miest.
It is not therefore relevant for the purpose of applying the MEO test, in relation to which only the airport’s profitability is important.
Podľa Francúzska sa spoločnosť Ryanair ústne zaviazala komore CCI k 70 % vyťaženosti.
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.
Komisia sa domnieva, že hospodársky subjekt v trhovom hospodárstve mohol očakávať mierne vyššiu vyťaženosť za rozumného predpokladu, že spoločnosť Ryanair mohla počítať s určitou bezpečnostnou maržou medzi ústnym záväzkom a skutočne očakávanou vyťaženosťou.
The Commission considers that the lack of a business plan, or more generally any profitability analysis carried out prior to the signature of an agreement, is a serious indication that the agreements signed by the CCI with Ryanair and AMS do not satisfy the MEO test, particularly as neither France nor the CCI has been able to provide, in respect of these agreements, any profitability analysis, even incomplete, that was carried out before the agreements were signed.
Komisia konštatuje, že tento faktor je v podstate rovnocenný s faktorom pozorovaným v rokoch 2000 – 2002.
This observation is also largely valid for VTAN, which, although it produced a solid and detailed business plan for the entire airport operation, did not subsequently carry out, according to the facts on record, any specific profitability analysis of the various agreements signed with Ryanair and AMS prior to their signature, even though it could have used the aforementioned business plan for this purpose.
Komisia do svojej analýzy zapracovala prírastkovú prepravu vychádzajúcu z tejto 75 % miery, uplatnenú na každodenné spojenie prevádzkované lietadlom s kapacitou 130 miest, ako aj súvisiace prírastkové príjmy a prírastkové prevádzkové náklady v súlade s uvedenými zásadami.
According to France, ‘the operator in place initially made its decisions based on traffic growth prospects that allowed the launch of new services to be envisaged, not to mention a direct economic impact potentially resulting for the airport, in the light of the expected economic impact on the region’.
V tabuľke 6 nachádzajúcej sa v tomto odôvodnení sú uvedené výsledky tejto analýzy.
This further suggests that the agreements with Ryanair and AMS do not satisfy the MEO test.
Tabuľka 6
This is also clearly indicated by the fact that, just before becoming the airport operator, Veolia Transport took the view that the Ryanair traffic was likely to erode the airport’s profitability.
Súvaha rekonštrukcie analýzy ziskovosti ex ante dohody z 11. apríla 2000
As stated previously, the documents that Veolia Transport submitted in the invitation to tender procedure thus indicate that: ‘Moreover, in the long term, the replacement of Ryanair’s activity (company benefiting from particularly favourable conditions at the airport) could have been positively offset by the arrival of companies likely to accept less economically burdensome conditions for the airport operator …’; ‘The transfer of the risk, above […] %, by the Delegating Authority was justified by the strategic nature for the Gard economy of the tourist traffic brought by Ryanair; in fact, as we explained in our tender, the arrival of this company (under particularly advantageous conditions) had negative economic implications for the airport’s operation, but quite clearly positive implications for the local economy’; ‘Ryanair typically chooses small or medium-sized airports, particularly in France, with which the company negotiates extremely advantageous material and/or financial conditions’; ‘All in all, adding together the main agreement and the Airport Marketing Services agreement, the operations with Ryanair resulted in a negative turnover (between EUR […] thousand and EUR […] thousand according to the bid and traffic configurations, i.e. an average cost to the airport per outbound passenger of around EUR […] to EUR […] excluding tax per head)’.
Zmluva z roku 2000 (Londýn) – odhady týkajúce sa prírastkovej prepravy, príjmov a nákladov
As explained further on, these various indications are confirmed by the Commission’s assessment of the profitability analysis that a hypothetical MEO would have carried out.
Celkový počet prilietajúcich a odlietajúcich cestujúcich
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 Operators when these agreements were signed and on the foreseeable developments.
[0 – 50000]
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.
[50000 – 100000]
With regard to the CCI operating period, this analysis is mainly based on ex post data, i.e. data observed after the agreements were signed.
Počet spiatočných letov za rok
As a result, the method used by France involved calculating the average unit costs and revenues per passenger based on the airport’s operating costs and revenues observed during the 2000-2006 period.
[200 – 250]
In its analysis of each agreement, France multiplied these data by the projected incremental traffic for each agreement, i.e. the traffic that, on the signature of the agreement, this could be expected to generate.
[350 – 400]
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.
[150 – 200]
Moreover, as regards the 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 specifically generated by each agreement.
Pristávací poplatok
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.
Poplatok za odbavenie cestujúcich
The use of full unit costs is therefore a second weakness in the method proposed by France.
Výnosy zo služieb pozemnej obsluhy
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned.
Celkové príjmy z leteckých služieb
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.
Neletecké príjmy
The assumptions made and the results of the analysis are presented below.
Celkové príjmy
Time frame
prevádzkové náklady (personál, rôzne nákupy…)
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 agreement or agreements as the time frame of its assessment.
marketingové náklady
There does not seem to be any justification for choosing a longer period.
celkové náklady
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-cost airlines such as Ryanair were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
prírastkové toky (príjmy mínus náklady)
Furthermore, it should be noted that, for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
[100000 – 150000]
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
[150000 – 200000]
It should also be noted that, in applying the MEO test, the fact that Ryanair did not operate certain routes throughout the entire period stipulated in certain agreements has not been taken into account as this factor was neither known nor foreseeable at the time when the agreements were signed.
Z tabuľky 6 v predchádzajúcom odôvodnení vyplýva, že hospodársky subjekt v trhovom hospodárstve by očakával kladné prírastkové toky každý rok až do skončenia platnosti zmluvy z roku 2000, a teda kladnú prírastkovú ziskovosť.
The Commission will now describe the assumptions used to analyse the agreements signed with Ryanair/AMS in terms of incremental traffic, costs and revenues, before presenting the results of this analysis.
Okrem toho v roku 2000 Air France stále prevádzkovala pravidelné lety s odletom z letiska v Nîmes.
The analysis conducted by the Commission is based on the incremental traffic (i.e. the number of additional passengers) that an MEO operating Nîmes airport in place of the Operators could have predicted when the agreements were signed.
Komisia sa v tejto súvislosti nazdáva, že uzavretie dohody z 11. apríla 2000 možno začleniť do kontextu celkovej stratégie CCI, ktorá mala doviesť letisko k ziskovosti prinajmenšom v dlhodobom horizonte.
With regard to the 2000 agreement for example, this involves determining the number of passengers that the Nîmes airport operator could have expected, in 2000, to use the Nîmes-London route operated by Ryanair, over the term of the agreement.
Z predchádzajúceho tvrdenia vyplýva, že dohoda z 11. apríla 2000 neposkytla hospodársku výhodu spoločnosti Ryanair, a preto nepredstavuje štátnu pomoc v jej prospech.
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.
Výmena listov z obdobia konca roka 2001 až začiatku roka 2002
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely, according to the agreements, the Boeing 737-200, the Boeing 737-300 and the Boeing 737-800.
Dohoda z 11. apríla 2000 bola zmenená na základe výmeny listov medzi CCI a spoločnosťou Ryanair z 28. novembra 2001, 11., 18., 21. a 24. decembra 2001, 2., 5. a 15. februára 2002 (ďalej len „výmena listov z obdobia konca roka 2001 až začiatku roka 2002“).
With regard to the agreements signed from October 2005, which included marketing services provided by AMS, the Commission has assumed a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
Z výmeny listov a z vysvetlení, ktoré k nim poskytlo Francúzsko, vyplýva, že táto výmena predstavuje transakciu, ktorá spočívala v zmene dohody z 11. apríla 2000 zvýšením platieb za marketingové služby o […] frankov (t. j. […] EUR) za odlietajúceho cestujúceho od 1. januára 2002 až do skončenia platnosti dohody a ďalším zvýšením týchto platieb o dodatočnú sumu […] frankov (t. j. […] EUR) za odlietajúceho cestujúceho v období od 29. apríla do 31. októbra 2002 („letná sezóna 2002“) pod podmienkou, že Ryanair pridá počas tohto obdobia dodatočnú dennú frekvenciu na trase do Londýna.
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.
Podľa Francúzska táto druhá dodatočná frekvencia zodpovedá možným ďalším 185 letom počas letnej sezóny 2002, čo v prípade lietadla s kapacitou 148 cestujúcich a 75 % vyťaženosti, ktorá v podstate zodpovedá preprave dosahovanej v minulosti, môže znamenať dodatočnú prepravu odhadovanú na 41070 cestujúcich.
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 air routes covered by the various agreements, and in the absence of other information quantifying the foreseeable impact of these services on the load factor.
Odhad 75 % vyťaženosti sa javí ako primeraný, lebo zodpovedá preprave dosiahnutej za predchádzajúce obdobie a výmena listov z obdobia konca roka 2001 až začiatku roka 2002 neobsahovala žiadne ďalšie marketingové opatrenia zo strany spoločnosti Ryanair alebo CCI, ktoré by mohli významným spôsobom zvýšiť prepravu.
On the other hand, for the agreements signed before October 2005, the Commission has used lower load factors.
Táto dodatočná preprava zodpovedajúca druhej frekvencii v letnej sezóne 2002 je jediná prírastková preprava súvisiaca s výmenou listov z obdobia konca roka 2001 až začiatku roka 2002, lebo v listoch sa okrem letnej sezóny 2002 nestanovila žiadna zmena každodennej frekvencie stanovenej v dohode z 11. apríla 2000 na trase Nîmes – Londýn.
The assumptions made in this regard are detailed below, in the analysis of each of the agreements in question.
Komisia preto začlenila do svojej analýzy túto prírastkovú prepravu, ako aj súvisiace prírastkové príjmy a prírastkové prevádzkové náklady v súlade s uvedenými zásadami.
It should be noted in this respect that the April 2000 agreement and its various amendments did not provide for marketing services to be carried out by Ryanair or its subsidiaries, but rather public relations activities with a limited scope (distribution of press releases, organisation of press conferences, etc.) that were the responsibility of the CCI.
V tabuľke 7 nachádzajúcej sa v tomto odôvodnení sú uvedené výsledky tejto analýzy.
Some agreements contained indications as to the number of passengers expected on the routes covered.
Tabuľka 7
However, as these indications were not binding, they would not necessarily have been taken into account by a prudent MEO in its profitability analysis.
Súvaha rekonštrukcie analýzy ziskovosti ex ante výmeny listov z obdobia konca roka 2001 až začiatku roka 2002
The Commission has therefore ignored them and used the assumption of an 85 % load factor for all the agreements signed from 2005 (which is higher than these indications).
Výmena listov z roku 2004
Furthermore, some agreements contained a commitment by the airline with regard to the minimum number of passengers to be carried on the routes concerned.
Podmienky dohody z 11. apríla 2000 boli opätovne zmenené, ale tentoraz na kratšie obdobie, prostredníctvom výmeny listov a e-mailov z 10. a 16. marca 2004 (ďalej len „výmena listov z roku 2004“).
However, an MEO would have probably banked on a number of passengers higher than the minimum guaranteed by the airline.
Z výmeny listov a z vysvetlení, ktoré k nim poskytlo Francúzsko, vyplýva, že táto výmena viedla k zmene dohody z 11. apríla 2000 zvýšením platieb za marketingové služby o […] EUR za odlietajúceho cestujúceho v období od 29. apríla do 31. októbra 2004 („letná sezóna 2004“) pod podmienkou, že Ryanair pridá počas tohto obdobia dodatočnú dennú frekvenciu na trase do Londýna.
In fact, an MEO would have probably assumed that the airline had allowed for a safety margin between the traffic level to which it had committed and the traffic that it was reasonable to expect.
Podľa Francúzska táto druhá dodatočná frekvencia zodpovedá možným ďalším 185 letom počas letnej sezóny 2004, čo v prípade lietadla s kapacitou 148 cestujúcich a 75 % vyťaženosti môže znamenať dodatočnú prepravu odhadovanú na 41070 cestujúcich.
The Commission has therefore decided to ignore these compulsory minima in its assessment.
Odhad 75 % vyťaženosti navrhnutý Francúzskom sa javí ako primeraný, lebo výmena listov z roku 2004 neobsahovala žiadne ďalšie marketingové opatrenia zo strany spoločnosti Ryanair alebo CCI, ktoré by mohli významným spôsobom zvýšiť prepravu v porovnaní s prepravou realizovanou v predchádzajúcom období.
These minima are generally lower than the incremental traffic assumptions used by the Commission.
Pokiaľ ide o prírastkové marketingové náklady, Komisia do svojej analýzy začlenila jednorazové zvýšenie pre letnú sezónu 2004 za všetkých cestujúcich (a nielen cestujúcich súvisiacich s dodatočnou frekvenciou).
Incremental revenues (agreements signed with Ryanair and AMS)
V tabuľke 8 nachádzajúcej sa v tomto odôvodnení sú uvedené výsledky tejto analýzy.
For each transaction covered by its analysis, the Commission has sought to determine the incremental revenues, i.e. the revenues generated by the transaction, as an MEO would have predicted them.
Tabuľka 8
Applying the ‘single-till’ principle, the Commission takes the view that both aeronautical and non-aeronautical revenues should be taken into account.
Súvaha rekonštrukcie analýzy ziskovosti ex ante výmeny listov z roku 2004
Aeronautical revenue consists of the proceeds from the various charges to be paid by the airline to the airport operator, namely:
Zmluvy z roku 2005
the ‘landing charge’, which is a fixed amount per rotation,
Zmluvou o letiskových službách z 10. októbra 2005 a zmluvou o marketingových službách uzavretou v ten istý deň (ďalej len „zmluvy z roku 2005“) sa spoločnosť Ryanair zaviazala prevádzkovať:
the ‘passenger charge’, which is a fixed amount per outbound passenger,
letecké spojenie do Liverpoolu so štyrmi týždennými frekvenciami,
the charge paid for ground handling services, which takes the form of an amount per rotation set in the various airport services agreements.
od konca marca 2006 tretie letecké spojenie, ktorého spustenie malo byť oznámené pred koncom roka 2005, s objemom najmenej [0 – 50000] odlietajúcich cestujúcich ročne, od konca apríla 2006 štvrté letecké spojenie, ktorého spustenie malo byť oznámené pred koncom roka 2005, s objemom najmenej [0 – 50000] odlietajúcich cestujúcich ročne.
The landing charge and passenger charge applied by the Operators are in principle regulated charges for access to the airport infrastructure, which are set for all user airlines following a process of consultation and which are published.
Týmito zmluvami sa nahradila a tým predčasne vypovedala dohoda z 11. apríla 2000 a zaviedli sa úplne odlišné zmluvné podmienky.
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, taking into account the information in the agreements on the method for calculating the charges applicable to Ryanair, plus indexation of 2 % per year in so far as it was reasonable to predict that the regulated charges would increase each year in line with inflation.
V úvodnej časti zmluvy o letiskových službách z roku 2005 sa uvádza, že spoločnosť Ryanair po „skúšobnej opatrnej prevádzke“ každodenného leteckého spojenia do Londýna zvažuje zriadiť trvalú činnosť v Nîmes a zvýšiť počet leteckých spojení s odletom z letiska „za predpokladu, že technické a finančné podmienky navrhnuté [komorou CCI] budú prijateľné na zabezpečenie udržateľnej prevádzky leteckých spojení“ (doplnené zvýraznenie).