natgillin/translations-raw huggingface dataset:
the future incremental costs expected from the implementation of these agreements, including operating costs and any incremental investment costs generated by the routes covered by these agreements, as well as marketing service costs.
Komisia dodáva, že prírastkové prevádzkové náklady, ktoré navrhlo Francúzsko ([…] EUR na cestujúceho) a vypočítalo ako priemer prevádzkových nákladov na cestujúceho v období rokov 2003 – 2011, zďaleka prekračujú prírastkové náklady na cestujúceho, ktoré použila Komisia a ktoré považuje za najvýznamnejšie so zreteľom na dôvody uvedené vyššie.
These calculations will provide the future annual flows corresponding to the difference between incremental revenues and costs, which are to be discounted, if necessary, by a rate reflecting the cost of capital for the airport operator.
Na určenie prírastkových prevádzkových nákladov vyplývajúcich zo zmluvy za jednotlivé roky a za celé obdobie sa pri každej transakcii prírastkové prevádzkové náklady na cestujúceho vynásobia predpokladaným prírastkovým objemom dopravy.
A positive net present value indicates in principle that the agreements in question do not confer an economic advantage, whereas a negative net present value reveals the presence of such an advantage.
Predstavenie výsledkov, ktoré sa týkajú zmlúv uzatvorených so spoločnosťou Ryanair a AMS
It should be noted that, in this assessment, the arguments of the CCIPB and Ryanair that the price of the marketing services purchased by the CCIPB is equivalent to or less than what may be regarded as a ‘market price’ for such services are without merit.
Komisia môže na základe stanovenia všetkých prírastkových príjmov a prírastkových nákladov vyplývajúcich z každej zmluvy, s ktorými by rátal hospodársky subjekt v trhovom hospodárstve, určiť očakávané prírastkové toky (príjmy mínus náklady) vyplývajúce z každej zmluvy a za jednotlivé roky počas celého stanoveného obdobia platnosti zmluvy.
A hypothetical MEO motivated by the prospect of profits would not be prepared to purchase such services, even at a price at or below ‘market price’, if it were predicted that, despite the positive effect of such services on passenger traffic on the routes concerned, the incremental costs generated by the agreements would exceed the incremental revenues at present value.
Tieto výsledky sú uvedené nižšie v tabuľkách 6 až 11.
In such a scenario, the ‘market price’ would be higher than the hypothetical MEO was prepared to pay, and the services in question would therefore logically be rejected.
Komisia poznamenáva, že podľa údajov ďalej v tabuľke sú všetky ročné prírastkové toky vyplývajúce zo všetkých zmlúv a z dodatku zo 16. júna 2009 k zmluve z roku 2005 týkajúcej sa spojenia Pau – Londýn záporné, a to napriek predpokladom v prospech spoločnosti Ryanair, ktoré Komisia použila, najmä pokiaľ ide o prírastkovú prepravu a prírastkové náklady.
For the same reasons, the fact that the prices set for the airport services in the airport services agreement may be equivalent to or higher than the prices invoiced by even slightly comparable airport operators for comparable services would be irrelevant in this analysis if these prices were not expected to generate sufficient incremental revenues to cover the incremental costs at present value.
Komisia ďalej poznamenáva, že tento záver platí pre zmluvy z rokov 2007, 2008, 2009 a 2010 dokonca aj vtedy, ak sa úplne vynechajú prírastkové prevádzkové náklady a ako prírastkové náklady sa použijú len náklady na nákup marketingových služieb.
Application of the market economy operator test
Je preto zrejmé, že všetky zmluvy a dodatok zo 16. júna 2009 k zmluve z roku 2005 týkajúcej sa spojenia s Londýnom, ktoré uzatvorila CCIPB so spoločnosťami Ryanair a AMS a ktoré sú predmetom tohto vyšetrovania, prinášajú spoločnosti Ryanair a/alebo AMS hospodársku výhodu.
For the purpose of assessing the agreements in question and given the above findings, it should be noted that both the existence and the amount of aid in these agreements fall to be assessed in the light of the situation prevailing at the time they were signed and, more specifically, in the light of the information available and developments foreseeable at that time.
Keďže táto výhoda vyplýva z osobitných zmluvných ustanovení so spoločnosťami Ryanair alebo AMS, ide o selektívnu výhodu.
In its letter of 30 May 2011, France indicated that, at the time when the 2005 agreements were signed with Ryanair and AMS, no market study or business plan assessing and economically supporting the undertakings made by the airport to Ryanair existed.
Dodatok zo 16. júna 2009 k zmluve z roku 2007 o spojení Pau – Charleroi, v ktorom sa stanovuje zvýšenie z […] na […] EUR ročne, rovnako prináša spoločnostiam Ryanair a AMS selektívnu výhodu, lebo výmenou za dodatočnú platbu vo výške […] EUR ročne CCIPB nielenže nič nedostane, ale najmä nemôže očakávať ani vyšší objem dopravy.
According to the information provided by France, it also seems that no market study, business plan or profitability calculation was prepared by the CCIPB before signing the other agreements covered by the formal investigation procedure, except for the 2006 agreement with Transavia, for which a business plan was prepared in December 2005 (‘the Transavia business plan’).
Tabuľka 6
Except for the Transavia business plan, the only financial calculation provided by France is an impact study carried out for the 2003-2004 period, which estimated the financial impact of Ryanair passengers on the region at EUR 8 000 000-10 000 000.
Cestujúci [„s)“ = sezónni]
A survey conducted among the airport’s passengers in January 2011, also provided by France, confirms these results and estimates the average spend per passenger on a Ryanair flight to Pau at EUR 339.
Zmluva
However, these studies are not relevant for the purpose of applying the MEO test.
Počet letov/týždeň
This is because they concern the impact of Ryanair’s activity on the regional economic fabric in general, and not just on the airport’s profitability.
Počet letov/rok
However, it is settled case-law that regional development considerations cannot be taken into account when applying the MEO test.
Dátum podpisu zmluvy/zmlúv
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.
Dátum začatia
In general terms, France has not provided any information indicating that the airport operator analysed the risk taken with regard to the possible benefits of the agreements at the time when these were signed with Ryanair and AMS.
Londýn 2003
On the contrary, according to France, the CCIPB was guided by a regional development objective.
Londýn 2005
This further suggests that the agreements with Ryanair and AMS do not satisfy the MEO test.
Bristol 2008 s)
As explained further on, these indications are confirmed by the Commission’s assessment of the profitability analysis that a hypothetical MEO would have carried out.
Bristol 2009 s)
During the procedure, the Commission invited France to reconstruct the profitability analysis that an MEO would have carried out before signing the agreements with Ryanair and AMS, based on the objective information known to the CCIPB when these agreements were signed and on the foreseeable developments.
Dodatok z roku 2009 k zmluve z roku 2005 pre Londýn
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.
Londýn, Charleroi s) a Beauvais s) 2010
This analysis is mainly based on ex post data, i.e. data observed after the agreements were signed.
Tabuľka 7
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.
Celkový počet prilietajúcich a odlietajúcich cestujúcich
Moreover, as regards the incremental operating costs, the method used by France is in fact based on the full unit costs, i.e. all the airport’s operating costs per passenger, instead of the incremental costs, i.e. the costs per passenger specifically generated by each agreement.
Počet spiatočných letov za rok
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned that have signed the agreements in question.
Výnosy zo služieb pozemnej obsluhy
The assumptions used and results of the analysis are presented in recitals 393 to 440.
Celkové príjmy z leteckých služieb
As regards the agreement with Transavia, the Commission has directly used the Transavia business plan in order to make its assessment.
[100 000 – 299 999]
When assessing the value in entering into an airport services agreement and/or a marketing services agreement, an MEO would have chosen the term of the agreements in question as the time frame of its assessment.
Príjmy z vonkajších činností súvisiacich s leteckými službami
In other words, it would have assessed the incremental costs and revenues for the period of application of the agreements.
Celkové príjmy
There does not seem to be any justification for choosing a longer period.
Prevádzkové náklady (personál, rôzne nákupy...)
On the dates when the agreements were signed, a prudent MEO would not have relied on these agreements being renewed on their expiry, whether under the same terms or under different terms, particularly as low-fare airlines such as Ryanair and Transavia were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
Marketingové náklady
The possible renewal of these agreements would therefore have been a distant future prospect that was too uncertain for an MEO to base reasonable economic decisions on this prospect.
Celkové náklady
Furthermore, it should be noted that, except for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
[600 000 – 999 999]
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
Prírastkové toky (príjmy mínus náklady)
It should also be noted that, in applying the MEO test, the fact that Ryanair did not operate certain routes for the entire period stipulated in certain agreements has not been taken into account as this factor was not known or foreseeable at the time when the agreements were signed.
[- 100 000 až - 299 999]
The Commission will now examine the agreements signed with Ryanair and AMS in terms of incremental traffic, revenues and costs in the light of the assumptions used, before presenting its analysis of the agreements signed with Ryanair and AMS, followed by its analysis of the agreement signed with Transavia.
[–1 až –99 999]
Incremental traffic and number of projected rotations (agreements with Ryanair and AMS)
Tabuľka 9
The analysis conducted by the Commission is based on the incremental traffic (in other words, the number of additional passengers) that an MEO operating Pau airport in place of the CCIPB could have predicted when the agreements were signed.
Dodatok zo 16. júna 2009 k zmluve o marketingových službách z 30. júna 2005
With regard to the 2003 agreement for example, this involves determining the number of passengers that the Pau airport operator could have expected, in 2003, to use the Pau-London route operated by Ryanair, over the term of the agreement.
Tabuľka 10
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.
Zmluva z roku 2007 týkajúca sa spojenia Pau – Charleroi
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely the Boeing 737-800 configured with 189 seats.
Tabuľka 1
The Commission started from the assumption of a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
Zmluvy z rokov 2008 a 2009 týkajúce sa spojenia Pau – Bristol a zmluvy z roku 2010 týkajúce sa spojení Pau – Londýn, Pau – Charleroi a Pau – Beauvais
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.
Zmluva o spojení s Bristolom z roku 2008
However, the Commission takes the view that this high load factor can be used, even if it is a favourable assumption, in order to reflect a possible beneficial effect of the marketing services on passenger traffic on the routes covered by the various agreements, and in the absence of other elements quantifying the foreseeable impact of these services on the load factor.
Zmluva o spojení s Bristolom z roku 2009
Where the period of application of an agreement did not coincide with full calendar years, the Commission took this into account by calculating, for each year of application of the agreement, the projected traffic in proportion to the number of days in the year when the agreement applied.
Zmluva o spojení s Londýnom, Charleroi, Beauvais z roku 2010
Some agreements contained indications as to the number of passengers expected on the routes covered.
[1 000 000 – 1 499 999]
However, as these indications were not legally binding, they would not necessarily have been taken into account by a prudent MEO in its profitability analysis.
[- 600 000 až - 999 999]
The Commission therefore ignored them and used the assumption of an 85 % load factor for all the agreements (which is higher than these indications).
Uplatnenie zásady hospodárskeho subjektu v trhovom hospodárstve pri zmluve uzatvorenej so spoločnosťou Transavia
Furthermore, some agreements contained a commitment by the airline with regard to the minimum number of passengers to be carried on the routes concerned.
Komisia pripomína, že CCIPB pripravila obchodný plán pred uzatvorením zmluvy so spoločnosťou Transavia, ktorého predmetom bolo spojenie Pau – Amsterdam („obchodný plán Transavia“).
However, an MEO would have probably banked on a number of passengers higher than the minimum guaranteed by the airline.
Komisia sa domnieva, že tento obchodný plán je vhodným východiskom na uplatnenie zásady hospodárskeho subjektu v trhovom hospodárstve pri zmluve uzatvorenej so spoločnosťou Transavia, a nemá dôvod spochybňovať použité predpoklady okrem jedného bodu, ktorým je časový horizont stanovený v posúdení.
In fact, an MEO would have probably assumed that the airline had allowed for a safety margin between the traffic level to which it was committing and the traffic that it was reasonable to expect.
Tento bod je rozpracovaný ďalej v texte.
The Commission therefore decided to ignore these compulsory minima in its assessment.
Komisia poznamenáva, že na základe obchodného plánu vzniká ročný finančný výsledok [podobne ako v prípade prírastkových tokov (príjmy mínus náklady) pri analýze zmlúv so spoločnosťou Ryanair/AMS], ktorý je za obdobie rokov 2006 – 2008 záporný a následne kladný za obdobie 2009 – 2012 (pozri nižšie tabuľku 12).
Lastly, it should be noted that in 2009 the CCIPB and Ryanair/AMS amended the terms of the 2005 agreements by reducing the frequency of the Pau-London route, setting a projected number of flights for 2009 of 211, and reducing the annual price of the marketing services to EUR […].
Inými slovami v pláne sa pri predbežných ročných tokoch nezohľadňuje diskontná sadzba s cieľom vypočítať čistú súčasnú hodnotu, a teda skontrolovať, či z hľadiska ziskovosti letiska kladné toky z konca posudzovaného obdobia nahrádzajú záporné toky zo začiatku obdobia.
In applying the MEO test, the Commission used the same reasoning as for the other agreements, namely it worked on the basis that the incremental traffic associated with this amendment corresponded to all the routes, frequencies and flights mentioned in that amendment.
Obchodný plán však naopak ráta s kumulatívnym súčtom tokov bez diskontovania (pozri „kumulatívny výsledok“ nižšie v tabuľke 12), ktorý je v období rokov 2006 – 2011 záporný, ale v roku 2012 sa stáva kladným.
Incremental revenues (agreements signed with Ryanair and AMS)
Komisia vyzvala Francúzsko, aby vypracovalo analýzu na základe objektívnych informácií, ktoré CCIPB poznala v čase uzatvorenia zmluvy so spoločnosťou Transavia, s cieľom overiť, či by hospodársky subjekt v trhovom hospodárstve, ktorý sa riadi vyhliadkami na ziskovosť, mohol takúto zmluvu uzatvoriť.
For each transaction covered by its analysis, the Commission sought to determine the incremental revenues, i.e. the revenues generated by the transaction, as an MEO would have predicted them.
Na účely tejto analýzy použilo Francúzsko „ročný finančný výsledok“ uvedený v obchodnom pláne Transavia, odpočítalo od neho daň z príjmov právnických osôb za roky, v ktorých toky dosahovali kladnú hodnotu, a potom na výpočet čistej súčasnej hodnoty použilo diskontnú sadzbu vo výške 6,5 %.
Applying the ‘single-till’ principle, the Commission takes the view that both aeronautical and non-aeronautical revenues should be taken into account.
Výsledkom tejto analýzy je teda čistá súčasná hodnota vo výške [–100 000 až –200 000] EUR, ktorá bola vypočítaná k stanovenému dňu otvorenia spojenia Pau – Amsterdam, t. j. 26. apríla 2006.
Aeronautical revenue consist of the proceeds from the various charges to be paid by the airline to the airport operator, namely:
Komisia však poznamenáva, že obchodný plán Transavia, ako aj výpočet, ktorý uskutočnilo Francúzsko, vychádzajú z odhadu výnosnosti za obdobie rokov 2006 – 2012, kým samotná zmluva mala podľa svojich vlastných ustanovení platiť len do roku 2009, a to bez doložky o automatickom obnovení zmluvy.
the landing charge, namely an amount per rotation;
Pre dôvody uvedené v odôvodneniach 393 až 397 je však potrebné uskutočniť predbežnú analýzu výnosnosti na základe obdobia platnosti zmluvy podľa toho, ako bola stanovená pôvodne, a nie na základe dlhšieho obdobia.
the passenger charge, namely an amount per rotation;
Súvisí to najmä s tým, že rozumný a obozretný hospodársky subjekt v trhovom hospodárstve nemôže pri uzatváraní zmluvy rátať s jej obnovením či už za rovnakých, alebo rozdielnych podmienok.
the charge paid for the groundhandling services, which takes the form of an amount per rotation set in the various airport services agreements.
Komisia dodáva, že čistá súčasná hodnota po prepočte na základe údajov o ročných tokoch prezentovaných v obchodnom pláne len na obdobie rokov 2006 – 2009 a po uplatnení diskontnej sadzby, ktorú navrhlo Francúzsko, by bola [–300 000 až –400 000] EUR.
The landing charge and passenger charge applied by the CCIPB are in principle regulated charges for access to the airport infrastructure, which are invoiced to all user airlines following a process of consultation and which are published.
Komisia však poznamenáva, že na základe zmluvy vznikajú ročné prírastkové toky, ktoré sú počas celého obdobia, na ktoré sa analýza výnosnosti zameriava, záporné (okrem roka 2009, keď sa prírastkový tok takmer rovná nule), v dôsledku čoho nevyhnutne vzniká záporná čistá súčasná hodnota, a to pri použití akejkoľvek diskontnej sadzby.
The various airport services agreements signed with Ryanair and Transavia stipulate that the airport’s public charging system is applicable.
Zmluva z roku 2006 so spoločnosťou Transavia teda prináša tejto spoločnosti hospodársku výhodu.
For these various agreements, the Commission has used, as projected unit amounts of the landing charge and passenger charge, the public charges in force when the agreements were signed, plus indexation of 2 % per year.
Keďže túto výhodu dostala len jedna spoločnosť, ide o selektívnu výhodu.
The Commission takes the view that an MEO could have predicted an inflation rate of 2 %, as this is the target rate of the European Central Bank (‘ECB’) for the euro area.
Tabuľka 12
In fact, it was reasonable to predict that the regulated charges would increase each year in line with inflation.
Upravený obchodný plán pre spojenie Amsterdam – Pau so spoločnosťou Transavia
The charges for groundhandling services are not regulated, but are negotiated bilaterally.
Pau – Amsterdam
In the various airport services agreements signed with Ryanair and in the agreement signed with Transavia, these charges take the form of fixed amounts per rotation, without any indexation.
Objem dopravy (počet cestujúcich)
These amounts have therefore been used by the Commission in its analysis.
Výrobky
In order to calculate the proceeds from the three aforementioned airport charges that an MEO would have expected from each agreement, the Commission has used the number of planned rotations (for the landing charge and for the charge for groundhandling services) and the number of additional passengers expected (for the passenger charge), determined for each agreement, and has multiplied these by the unit charge.
Spolu (A)
The non-aeronautical revenue is in principle essentially proportional to the number of passengers.
Poplatky
In fact, the activity of car parks, restaurants and other businesses situated in the airport depends on the number of passengers.
z toho – marketingové služby
The same is therefore true for the revenue received by the airport operator from these activities.
Spolu (B)
The most reasonable approach for determining the projected incremental non-aeronautical revenue therefore involves determining an amount of non-aeronautical revenue per passenger, which is then multiplied by the projected incremental traffic.
Ročný finančný výsledok
With regard to the amount of non-aeronautical revenue per passenger, the Commission considers it likely that a reasonable MEO would have determined this, when the various agreements were signed, based on the airport’s total non-aeronautical revenue per passenger over a long enough period to be representative, and immediately preceding the signature of the agreement in question.
(A – B)
The Commission takes the view in this respect that a period of 3 years is reasonable.
Kumulovaný výsledok
The Commission also takes the view that an MEO would have projected the indexation of this amount over time in order to reflect inflation.
Dane z príjmov právnických osôb (DPPO)
Table 5
[–300 až –400]
Non-aeronautical revenue
Pokiaľ finančná pomoc poskytnutá členským štátom posilňuje postavenie podnikov vo vzťahu k ostatným konkurenčným podnikom pri obchodovaní v rámci Únie, musí sa toto obchodovanie považovať za ovplyvnené takou pomocou.
Total amounts
Podľa konsolidovanej judikatúry na to, aby opatrenie narúšalo hospodársku súťaž alebo ju ohrozilo narušením, stačí, ak sa príjemca pomoci nachádza v hospodárskej súťaži s ostatnými podnikmi na trhu otvorenom hospodárskej súťaži.
Average unit amount per passenger over the previous 3 years (EUR)
Od nadobudnutia účinnosti tretej časti liberalizácie leteckej dopravy 1. januára 1993 nič nebráni leteckým dopravcom Únie, aby voľne prevádzkovali lety na leteckých spojeniach v rámci Únie a využívali povolenie neobmedzenej kabotáže.
Incremental costs (agreements signed with Ryanair and AMS)
Výhody, ktoré získali spoločnosti Ryanair, AMS a Transavia prostredníctvom jednotlivých zmlúv a dodatkov, ktoré sú predmetom tohto vyšetrovania, posilnili ich postavenie vo vzťahu k všetkým ostatným leteckým dopravcom Únie, ktorí sú v postavení skutočnej alebo potenciálnej hospodárskej súťaže so spoločnosťami Ryanair a Transavia na spojeniach, na ktorých prevádzkujú lety.
The incremental costs that could be expected ex ante from each transaction (consisting, where applicable, of an airport services agreement and a marketing services agreement) by an MEO operating the airport in place of the CCIPB fall into the following three categories:
Týmto spôsobom narušili alebo ohrozili narušením hospodársku súťaž a ovplyvnili obchodovanie v rámci Únie.