natgillin/translations-raw huggingface dataset:
At the recapitalisation of Alitalia, authorised by the Commission on 19 June 2002, a part was reserved for the Treasury to incorporate into the capital the last two tranches of the restructuring aid received.
Pri dokapitalizaciji Alitalie, ki jo je Komisija odobrila 19. junija 2002, mora državna blagajna v kapital vključiti zadnji dve tranši prejete pomoči za reševanje.
Finally, a decree of 2 April 2003 established that Fintecna had taken over IRI on 1 December 2002 and had revised the conditions for the settlement of the loan/credit as it had become less urgent to do so; the date of settlement, and therefore the reimbursement by the Treasury, was thus postponed to the time of transfer of the Treasury's holding or at the latest before the approval of Fintecna's 2004 accounts, that is to say not later than 30 June 2005.
Nazadnje je bilo v dekretu z dne 2. aprila 2003 ugotovljeno, da je Fintecna prevzel IRI 1. decembra 2002 in na novo določil podrobna pravila za odpis posojila, ker tega ni bilo več treba tako hitro storiti. Datum odpisa in torej povračilo posojila s strani državne blagajne je bilo prestavljeno do prenosa celotnega deleža v lasti državne blagajne ali najpozneje pred odobritvijo finančnih izkazov holdinga Fintecna za leto 2004 oziroma najkasneje do 30. junija 2005.
Comments on verification of the rescue aid
Pripombe k nadzoru pomoči za reševanje
The Italian authorities point out, as set out in detail in points 63 to 84, that the comments submitted by the interested parties often appear to be based on an approximate assessment of inaccurate information and focused on an alleged increase in the capacity offered and predatory prices on the routes operated.
Italija meni, kakor je podrobneje navedeno v odstavkih 63–84, da se zdi, da mnenja zainteresiranih strani pogosto temeljijo na približnih informacijah in se osredotočajo na trditve o povečanju ponujene zmogljivosti in dampinških cenah.
According to the Italian authorities, moreover, the comments made by the interested parties include unfounded ‘aggressive’ allegations, for example the alleged existence of double aid in 1997 and 2002 and the assertion that new aircraft had been acquired, which in actual fact had already been decided in 2002.
Vsebujejo tudi „agresivne“, vendar neutemeljene trditve, kot na primer trditev o domnevni dvojni pomoči v letih 1997 in 2002, ali trditev o nakupu novih letal, o katerem je bila odločitev sprejeta že leta 2002.
Moreover, Italy considers these criticisms are self-contradictory because the parties on the one hand accuse the Italian company of using the rescue aid to enhance its capacity and on the other hand consider the aid as unnecessary because of its belated take-up.
Italija sicer meni, da so te kritike protislovne, ker družbo obtožujejo, da uporablja pomoč za povečanje svoje zmogljivosti, in to pomoč hkrati obravnavajo kot nepotrebno zaradi poznega črpanja.
Comments on the services offered and on Alitalia's conduct on the market
Pripombe k ponudbi in poslovnem ravnanju Alitalie
Comments on the services offered and on capacity
Pripombe k ponudbi in zmogljivosti
Italy points out first of all that Alitalia had from 2000 pursued a policy of downsizing with a steady diminution of services on offer; consequently, the TKO (tonne kilometre offered) decreased from 5,7 billion in 2000 to 5,1 billion in 2001 and to 4,2 billion in 2002 with a concomitant reduction in the average daily use of aircraft (7 hours 41 minutes for a medium-haul aircraft in winter 2003-2004 compared with a market average of 8 hours 30 minutes).
Italija najprej poudarja, da je Alitalia od leta 2000 izvajala politiko zmanjševanja števila zaposlenih („downsizing“), zaradi česar je nenehno zmanjševala svojo ponudbo; tako se je število RTK (razpoložljivih tonskih kilometrov) s 5,7 milijarde leta 2000 zmanjšalo na 5,1 milijarde leta 2001 in nato na 4,2 milijarde leta 2002 ob močnem zmanjšanju dnevne uporabe letal (7 ur in 41 minut za letalo za srednje proge v zimi 2003–2004 v primerjavi s povprečjem 8 ur in 30 minut na trgu).
This had enabled Alitalia's competitors to conquer substantial market shares on certain expanding markets such as China, Eastern Europe and India.
To je konkurenčnim družbam AZ omogočilo prevzem občutnih tržnih deležev na nekaterih rastočih trgih, kot so kitajski, vzhodnoevropski in indijski.
A recovery occurred only from 2003 (4,4 billion TKO) but especially from 2004 (4,8 billion TKO); it is expected that the TKO will reach 5,5 billion in 2005.
Do izboljšanja je prišlo šele leta 2003 ((4,4 milijarde RTK) in predvsem leta 2004 ((4,8). Število RTK bi moralo v letu 2005 doseči 5,5 milijarde.
This development has been in progress since winter 2004-2005 and should lead to a strong increase in the daily rate of use of aircraft in line with best practice in the sector.
Ta ukrep se izvaja od zime 2004–2005, pri čemer se močno povečuje vsakodnevna raven uporabe letal v skladu z najboljšimi praksami sektorja.
To justify the increase of services on offer between summer 2004 and summer 2005 (Alitalia's competitors had indicated the first week of June of the two years as a model week), Italy has provided the following table for reference purposes:
Italija je za referenco in utemeljitev povečanja ponudbe med poletjem 2004 in poletjem 2005, tekmeci Alitalie so namreč prvi teden v juniju postavili za vzorčni teden, predložila naslednjo razpredelnico:
TKO trend summer 2005 v summer 2004
Razvoj tonskih kilometrov v ponudbi poletje 2005 in poletje 2005
SUM04
poletje 04
SUM05
poletje 05
Delta %
Delta
Domestic
Domače
International
Mednarodno
Intercontinental
Medcelinsko
This trend is due to the following:
Ta razvoj je utemeljila z naslednjimi podatki:
daily flight times changed between the two periods from […] to […], with an average daily increase of […] minutes [23];
vsakodnevni čas leta se je med obema obdobjema povečal z […] na […] oziroma za povprečno […] dodatnih minut [23] dnevno;
on the basis of TKO in summer 2004 and the number of hours of flight ([…]), the figure is […] TKO/mn;
na podlagi RTK poleti 2004 in opravljenih ur leta ([…] h) dobimo […] RTK/minuto;
the […] additional daily minutes per aircraft for the 214 days of the season lead to […] TKO, that is to say for 184 aircraft on 31 March 2005 […] million TKO.
dodatnih […] minut dne na letalo znaša […] RTK za 214 dni v sezoni oziroma […] milijonov RTK za 184 letal dne 31. marca 2005.
Italy points out that if the fleet as it stood at 31 March 2004 (186 aircraft) had been maintained, the capacity increase would have been even higher (+[…]% instead of 14,9 %).
Italija pripominja, da bi se ponudba še bolj povečala (+[…] % namesto 14,9 %), če bi se ohranila flota z dne 31. marca 2004 (186 letal).
However, there has been increased use of services combined with a decreasing fleet, as on 31 December 2005 the fleet had been reduced to […] aircraft as a result of the phase-out of the MD 80-82 aircraft.
Nasprotno se glede na posredovane informacije flota zdaj zmanjšuje, ker se je 31. decembra 2004 zaradi umika letal vrste MD 80-82 zmanjšala na […] letal.
This fleet and the capacity it offers correspond to that of the entire Alitalia group, including Alitalia Express.
Ta flota in ponudba, ki jo omogoča, ustreza floti celotne skupine Alitalie skupaj z Alitalio Express.
Italy has also confirmed that the acquisition of the two Airbus A 319, which had been planned as an option, had been decided before 31 December 2002.
Italija je tudi potrdila, da je bila odločitev o nakupu dveh Airbusov A 319, načrtovanem kot opcija, sprejeta pred 31. decembrom 2002.
However, there has been a strong increase in the rate of use made of the fleet following the redesigning of the network of routes to optimise the deployment of resources, aircraft and crews, and following the reorganisation of maintenance procedures, with most of the activity taking place during the night.
Nasprotno se stopnja uporabe flote močno povečuje zaradi reorganizacije omrežja za doseganje čim večje uporabe sredstev, letal in ekip ter reorganizacije vzdrževanja s premikom večine opravil na nočni čas.
Accordingly, with 186 aircraft on 31 March 2004, Alitalia had a […]% rate of use, equal to […] aircraft; with 184 aircraft on 31 March 2005, it attains a rate of […]%, equal to […] aircraft.
Tako je stopnja uporabe Alitalije pri 186 letalih dne 31. marca 2004 znašala […] % oziroma […] letal, pri 184 letalih dne 31. marca 2005 pa […] %, oziroma […] letal.
Italy concludes that it is perfectly possible for the company to significantly improve its services on offer while remaining within the boundaries of the capacity commitments given when the rescue aid was approved.
Italija iz tega sklepa, da je popolnoma mogoče, da družba znatno poveča svojo ponudbo in pri tem ostane znotraj obveznosti, ki jih je glede zmogljivosti sprejela ob sprejetju odločitve o odobritvi pomoči za reševanje.
The additional services offered were focused on the markets with the strongest growth from and to Italy for which there were no direct connections, a situation from which Alitalia's competitors benefited: Eastern Europe, China and India.
Ta dodatna ponudba je bila usmerjena na trge z najbolj naraščajočim številom letov iz Italije in v Italijo, za katere ni bilo direktne povezave, kar je koristilo konkurentom Alitalie; gre za Vzhodno Evropo, Kitajsko in Indijo.
According to Alitalia, these markets have shown a growth rate to and from Italy respectively of 6,3 and 7,3 % in 2004 and 2005 for Eastern Europe, 10,5 and 11,2 % for China, and 5,9 and 7,2 % for India.
Ti trgi doživljajo močan porast pri letih iz Italije in v Italijo in to po podatkih Alitalie s 6,3 leta 2004 na 7,3 % leta 2005 za Vzhodno Evropo, z 10,5 na 11,2 % za Kitajsko in s 5,9 na 7,2 % za Indijo.
With regard to Eastern Europe, Italy draws attention to the fact that the growth of Alitalia on these markets has had the effect of stimulating traffic demand, with the increase in daily bookings exceeding the additional services on offer from the company.
Kar zadeva Vzhodno Evropo, je Italija opozorila na spodbujanje povpraševanja zaradi ponudbe Alitalie, zaradi katere povečanje števila vsakodnevnih rezervacij presega dodatno ponudbo družbe.
In respect of the special case of Delhi, cited by BA, Italy denies the alleged substitution effect.
Italija v zvezi s posebnim primerom Delhija, ki ga navaja BA, spodbija domnevni substitucijski učinek.
Delhi represented one of the main passenger flows from Italy without direct connection (87 passengers a day in each direction and major freight volumes); the market shows a strong growth and has counter-seasonal characteristics with peaks in winter, which is interesting from the point of view of use of capacity.
Delhi je pomeni enega od glavnih pretokov potnikov iz Italije brez direktne povezave (87 potnikov na dan na posamezno smer in velike količine tovora). Za močno rastoč trg je značilna nesezonskost z vrhunci pozimi, ki je pomembna za uporabo zmogljivosti.
With regard to the abandonment of particular flight frequencies between Rome and Paris, Italy explained that this was connected with Air France's request for a rebalancing operation in the context of the joint venture agreement between the two companies; under the joint venture, the share of frequencies operated by Air France on this route rose from […]% in summer 2004 to […]% in summer 2005.
Italija je v zvezi z opustitvijo nekaterih letov med Rimom in Parizom pojasnila, da gre za zahtevo Air France po uravnoteženju v okviru podpisanega sporazuma o skupnem poslu; del letov na tej progi, ki jih v skupnem poslu opravlja Air France, je z […] % leta 2004 prešel na […] % leta 2005.
Comments on the profitability of routes
Pripombe k dobičkonosnosti letalskih prog
Italy has indicated that the opening-up of new routes is intended to enhance the company's profitability; to this end, these routes, which make use of capacities that have become available through the increased rate of use of aircraft, should present a positive gross margin, that is, marginal revenue exceeding marginal costs, even though because of the decreasing marginal profitability formula their average profitability is below that of the rest of the network.
Italija je navedla, da je družba nove letalske proge odprla, da bi povečala dobičkonosnost podjetja, zato morajo te letalske proge, ki uporabljajo zmogljivosti, ki so na razpolago zaradi višje stopnje uporabe letal, ustvariti pozitiven kosmati dobiček, se pravi mejne prihodke, ki so višji od mejnih stroškov, in to čeprav je njihova povprečna dobičkonosnost zaradi padajoče mejne dobičkonosnosti manjša kot v preostalem omrežju.
The data supplied by Italy for the end of September and the latest forecast for 2005 all show a positive result.
Vsi podatki, ki jih je Italija predložila za kumulativo konec septembra, in zadnja napoved za leto 2005 kažejo pozitivno dobičkonosnost.
However, at the Commission's request, following the analysis carried out by its consultants Ernst & Young, which indicated negative gross margins on the new routes to Scandinavia at the end of December 2004, Italy has provided additional information.
Vendar je Italija sporočila dodatne informacije na zahtevo Komisije, ki je sledila analizi, ki jo je opravil njen svetovalec Ernst & Young in v kateri je izkazan negativen kosmati dobiček za nove letalske proge v Skandinavijo konec decembra 2004.
Italy further indicates that, according to the standards used in the sector, the effective profitability of a route should be evaluated after three IATA seasons in order to eliminate the effects connected with the opening of the route and seasonal trends.
Italija je tudi navedla, da je glede na standarde sektorja treba dejansko dobičkonosnost letalske proge oceniti po treh sezonah IATA, da se odpravijo učinki odprtja in sezonskosti.
Finally, Italy indicates that, for a network carrier such as Alitalia, profitability should be evaluated by including also the additional margin generated by connecting flights resulting from the new routes, or ‘feeder value’; the data supplied show positive feeder values for all the routes, including the three Scandinavian routes which have a negative direct margin [24].
Italija nazadnje pojasnjuje, da je treba pri oceni dobičkonosnosti družbe vrste omrežni prevoznik („network carrier“), kot je Alitalia, ki uveljavljajo povezovanje v mrežo, vključiti tudi dodatni dobiček, ki ga zaradi novih letalskih prog ali „feeder value“ ustvarja promet na naslednjih letih. Posredovani podatki prikazujejo pozitivne feeder value za vse letalske proge, tudi tri skandinavske proge z negativnim neposrednim dobičkom [24].
Comments on pricing policy
Pripombe k cenovni politiki
In response to the competitors' criticism of Alitalia's price leadership policy, the Italian authorities explain that the company has based its business strategy on matching the reference competitor's prices to prevent the competitors from benefiting from having a competitive pricing advantage vis-à-vis the most price-sensitive customers.
Italija je v odgovor na kritike konkurenčnih družb o politiki ponudnika najugodnejših cen, ki jo je sprejela Alitalia, natančno pojasnila, da trgovinsko strategijo družbe navdihuje načelo cenovnega uravnavanja (matching) s cenami referenčne konkurenčne družbe, da bi ji preprečila, da bi bila cenovno ugodnejša za potnike, ki so najbolj dojemljivi za cene.
Deviations from the price matching policy are due either to the launching of new routes or to promotional campaigns limited to a couple of weeks.
Odstopanja od te politike so posledica odprtja nove letalske proge ali promocije, časovno omejene na nekaj tednov.
Italy explains that these practices are perfectly normal on the international aviation market and that all of Alitalia's competitors systematically adopt this strategy for the same reasons [25].
Italija pojasnjuje, da so te prakse običajne na trgu in da so vsi konkurenti Alitalie iz istih razlogov sprejeli isto strategijo [25].
In light of the decision to grant rescue aid, Alitalia had restricted its recourse to promotional practices compared with market practices.
Alitalia naj bi zaradi odločitve o odobritvi pomoči za reševanje uporabljala promocijske ukrepe manj od prakse na trgu.
Of 175 routes, whether direct or indirect, new or otherwise, and for a particular period, indicated by the eight companies and OS in their comments, according to the information provided by Alitalia there were 159 (91 %) on which Alitalia's fare is higher than (18 % of cases), equal to (in most cases, namely 69 %) or less than €6 lower than its competitor's fare (2 % of cases).
Nazadnje Italija v preverjanjih, ki jih je predložila, poroča, da je v danem obdobju od 175 letalskih prog, naj so direktne ali nedirektne, nove ali stare, ki jih osem družb in OS omenjajo v svojih pripombah, v 159 primerih (91 %) tarifa Alitalije višja (18 % primerov), enaka (v večini primerov oziroma v 69 %) ali nižja za manj kot 6 EUR od tarife konkurenčne družbe (2 % primerov).
In 16 cases, that is to say 9 % of all routes, Alitalia's fare is less than the competitor's fare: 11 cases (6 %) concern promotions on new destinations, of which two from Saint Petersburg and eight to or from Zagreb; conversely, five cases (3 %) concern promotions on routes existing before summer 2004.
V 16 primerih oziroma 9 % vseh letalskih prog je tarifa Alitalije nižja od tarife konkurenčne družbe: 11 primerov (6 %) se nanaša na promocije za različne destinacije, od tega dve iz Sankt Peterburga in 8 iz Zagreba ali v Zagreb; nasprotno se 5 primerov (3 %) nanaša na promocije za letalske proge, ki so obstajale pred letom 2004.
By mid April 2005, when the Italian authorities submitted their reply, they pointed out that such promotions as price leader had ended.
Italijanski organi so sredi aprila 2005 v odgovoru pojasnili, da so se takšne promocije družbe kot cenovno najugodnejšega ponudnika končale.
Finally, with regard to the alleged flights operated with a negative gross margin on the Malpensa-Saint Petersburg route, Italy explains that:
Nazadnje Italija v odgovor na trditev, da so bili leti med Malpenso in Sankt Peterburgom opravljeni z negativnim kosmatim dobičkom, natančno pojasnjuje, da:
the average revenue per passenger for Alitalia is more than €[…] per segment, and not €150 per return flight as claimed by the eight companies;
je povprečni prihodek na potnika za Alitalio višji od […] EUR na posamezni segment in ne za 150 % na povratno vozovnico, kot je to navedlo osem družb;
between January and March 2005, Alitalia carried on average not 30, as claimed, but […] passengers per flight;
je Alitalia od januarja do marca 2005 v povprečju prepeljala ne 30, temveč […] potnikov na let;
Alitalia's variable costs are €[…] per flight and per passenger, in other words lower than the figures claimed;
variabilni stroški Alitalie znašajo […] EUR na let in potnika in so nižji od predstavljenih številk;
the estimated gross margin for 2005 (€[…] million or […]% of revenue, excluding feeder value) is clearly positive.
ocenjeni kosmati dobiček za leto 2005 ([…] milijonov EUR oziroma […] % prihodkov brez feeder value) je v veliki meri pozitiven.
Comments on the use of the credit guaranteed through the rescue aid
Pojasnila o uporabi posojila, zajamčenega s pomočjo za reševanje
Italy notes that the aid was fully implemented in the period envisaged by the decision to approve rescue aid, that is to say before 31 March 2005.
Italija navaja, da se je pomoč v celoti porabila v obdobju, določenem v odločitvi z dne 20. julija 2004, in sicer pred 31. marcem 2005.
Italy has therefore indicated that the full repayment should theoretically be due on 31 March 2006, that is to say 12 months after the take-up of the last instalment of the loan.
Italija je tako pojasnila, da bi do celotnega povračila teoretično moralo priti 31. marca 2006 oziroma 12 mesecev po zadnjem črpanju posojila.
However, the Italian authorities have agreed to ensure that the rescue aid is refunded within eight working days following the recapitalisation of AZ Fly and in any event before 31 December 2005.
Vendar so se italijanski organi zavezali, da se povračilo pomoči za reševanje izvede v 8 delovnih dneh po opravljeni dokapitalizaciji AZ Fly in v vsakem primeru pred 31. decembrom 2005.
The Italian authorities take the view that the expenditure criticised above (fuel, remunerations, etc.) form part of the operational costs necessary to keep the company going and are therefore strictly disbursements in accordance with the 1999 guidelines.
Italijanski organi menijo, da so zgoraj kritizirani stroški (kerozin, plače, …) del običajnih stroškov podjetja, ki jih je treba plačati v skladu s smernicami iz leta 1999.
With regard to the use of the loan over time, the Italian authorities point out that the decision to approve rescue aid does not lay down any provision requiring that the aid should be used in specific periods and that the way in which its use is managed in the period covered by the Commission's authorisation does not entail any additional advantage for the beneficiary company and does not constitute a new measure.
V zvezi s časom uporabe posojila navajajo, da odločitev o pomoči za reševanje v ničemer ne določa uporabe pomoči po obdobjih, da upravljanje uporabe posojila v obdobju iz odobritve Komisije ne vključuje nobene dodatne ugodnosti in da nikakor ne gre za nov ukrep.
Consequently, the point in time when the loan is used is compatible with the Commission's decision to approve rescue aid.
Čas uporabe posojila torej ostaja v okviru odločitve Komisije z dne 20. julija 2004.
Italy puts forward two further arguments in support of the legality of its recourse to rescue aid and the level thereof.
Italija navaja tudi dve vrsti informacij, s katerimi utemeljuje uporabo pomoči za reševanje in njeno raven.
The first argument concerns the average level of cash assets which an airline should have; in the past, this level was equal to approximately six weeks of the turnover, though the current trend is towards 10-12 weeks due to the events of 11 September 2001.
Prva vrsta se nanaša na povprečno raven prostih finančnih sredstev, ki bi jih morala imeti letalska družba in so v preteklosti zadostovala za 6 tednov fakturiranja, vendar se ta čas po dogodkih 11. septembra 2001 podaljšuje na 10–12 tednov.
The accounts at the end of 2003 of the major airlines show that they have held an average of 17 % of their turnover in cash and equivalents, with variations from 9 to 28 %; in Alitalia's case, it claims, 17 % is tantamount to approximately €700 million. The €500 million cash assets actually held by Alitalia can therefore still be considered a reasonable level.
Večje letalske družbe bi morale glede na svoje finančne izkaze konec leta 2003 imeti v povprečju 17 % prihodka od prodaje v gotovini in podobnem z 9- do 28-odstotnimi spremembami; takšna vrednost v višini 17 % bi torej za Alitalio bila približno 700 milijonov EUR. Znesek 500 milijonov EUR, ki je bil dejansko v blagajni konec leta 2003, bi se zato zdel razumen.
Secondly, Italy also refers to the strong shocks to which the aviation sector has been exposed, which have further accentuated the above-mentioned trend, in particular for the weakest airlines.
Italija nato opozarja tudi na močne pretrese, ki jih je sektor doživel pred kratkim in zaradi katerih se je ta težnja poslabšala predvsem za šibkejše družbe.
For instance, attention may be drawn to the following:
Med temi lahko izpostavimo naslednje:
in June 2004, the leasing company GECAS agreed to deliver the B777 as planned only on condition of maintaining a guarantee bond of USD […] million initially due to Alitalia; similarly, the lease-back of four ERJ-170 aircraft was possible only on condition of raising from six to nine months the deposit paid for each aircraft;
junija 2004 se je lizingodajalec GECAS strinjal z načrtovano dobavo B777 samo v zameno za garancijo v višini […] milijonov USD, ki je bila prvotno dolgovana Alitalii; povratni zakup štirih ERJ-170 je bil možen samo s podaljšanjem pologa za vsako letalo s 6 na 9 mesecev;
between March and September 2004, several fuel suppliers (Q8, Total and Shell) required the payment of deposits and/or pre-payments for a total sum of approximately €[…] million;
med marcem in septembrom 2004 so različni dobavitelji kerozina (Q8, Total in Shell) zahtevali pologe in/ali predplačila v skupnem znesku […] milijonov EUR;