natgillin/translations-raw huggingface dataset:
They also state that the definition of ‘new destination’ was comparable to the one used with other carriers and in no respect was Ryanair favoured.
Prav tako navajajo, da je bila opredelitev „novega namembnega kraja“ primerljiva z opredelitvijo drugih prevoznikov, pri čemer družba Ryanair ni imela nikakršne prednosti.
The Slovak authorities further explain that, although they are of the opinion that the Agreement with Ryanair does not involve State aid, they have asked the Airport for an ex-post analysis of the profitability of the Agreement.
Slovaški organi nadalje pojasnjujejo, da po njihovem mnenju sporazum z družbo Ryanair sicer ne pomeni državne pomoči, vendar so letališče zaprosili, naj opravi naknadno analizo donosnosti Sporazuma.
The result of this analysis was that the Airport achieved 8,5 %-10 % profitability from the Agreement in 2006-2007.
Rezultat te analize je pokazal, da je letališče v obdobju 2006–2007 na podlagi Sporazuma doseglo 8,5–10-odstotno donosnost.
State aid under Article 107(1) TFEU
Državna pomoč na podlagi člena 107(1) PDEU
Under 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.’
Člen 107(1) Pogodbe o delovanju Evropske unije določa, da je „vsaka pomoč, ki jo dodeli država članica, ali kakršna koli vrsta pomoči iz državnih sredstev, ki izkrivlja ali bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga, nezdružljiva z notranjim trgom, kolikor prizadene trgovino med državami članicami“.
The criteria laid down in Article 107(1) TFEU are cumulative.
Merila iz člena 107(1) PDEU so kumulativna.
Therefore, in order to determine whether the measure in question constitutes State aid within the meaning of Article 107(1) TFEU, all of the following conditions need to be met.
Zato morajo biti za ugotovitev, ali je zadevni ukrep državna pomoč v smislu člena 107(1) PDEU, izpolnjeni vsi naslednji pogoji.
Specifically, the financial support should:
Natančneje, finančna pomoč mora:
be granted by the State or through State resources,
biti odobrena s strani države ali iz državnih sredstev,
favour certain undertakings or the production of certain goods,
dajati prednost posameznim podjetjem ali proizvodnji posameznega blaga,
distort or threaten to distort competition,
izkrivljati konkurenco ali ustvarjati možnost izkrivljanja konkurence ter
affect trade between Member States.
vplivati na trgovino med državami članicami.
In the present case, the Slovak authorities have argued that BTS has acted as a market economy investor would have done in a similar situation.
Slovaški organi so v tej zadevi trdili, da je družba BTS ravnala, kot bi v podobnih okoliščinah ravnal vlagatelj v tržnem gospodarstvu.
If this is the case, Ryanair has not been favoured by the Agreement and no State aid is involved.
Če to velja, družba Ryanair ni imela prednosti zaradi Sporazuma in državne pomoči ni.
Application of the market economy investor principle
Uporaba načela vlagatelja v tržnem gospodarstvu
In assessing whether the Agreement was concluded under normal market conditions, the Commission has to examine whether, in similar circumstances, a private investor operating under normal market economy conditions would have entered into the same or similar commercial arrangements as BTS [20].
Komisija mora pri ocenjevanju, ali je bil Sporazum sklenjen v običajnih tržnih razmerah, proučiti, ali bi zasebni vlagatelj, ki deluje v običajnih razmerah tržnega gospodarstva, v podobnih okoliščinah sprejel enak ali podoben trgovinski dogovor kot družba BTS [20].
Both interested parties (i.e. BTS and Ryanair) claim that other privately and publicly owned airports also grant passenger-volume-based discounts and discounts for new destinations while expecting an increase in their profitability and improved utilisation of infrastructure.
Obe zainteresirani strani (tj. družbi BTS in Ryanair) trdita, da tudi druga letališča v zasebni in javni lasti odobrijo popuste na podlagi števila potnikov in popuste za nove namembne kraje, pri čemer pričakujejo večjo donosnost in boljšo uporabo infrastrukture.
Thus they are of the opinion that the Commission should limit its private market investor test to comparing the charges contained in the Agreement with airport charges applied to low-cost airlines at other European airports.
Zato menita, da bi morala Komisija svoj preskus zasebnega vlagatelja v tržnem gospodarstvu omejiti na primerjavo pristojbin iz Sporazuma in letaliških pristojbin, ki se uporabljajo za nizkocenovne letalske družbe na drugih evropskih letališčih.
In particular, Ryanair submits that charges at Bratislava Airport are similar to or even higher than those at other comparable airports (e. g. Blackpool Airport in the United Kingdom).
Družba Ryanair zlasti trdi, da so pristojbine na letališču v Bratislavi podobne ali celo višje od pristojbin na drugih primerljivih letališčih (kot je letališče Blackpool v Združenem kraljestvu).
In this regard, the Commission considers that even though the airport charges applied at other European airports may provide a very general benchmark for the pricing of airport services, they do not allow for the conclusion that BTS acted as a private investor in this particular case.
Komisija v zvezi s tem meni, da so lahko letališke pristojbine, ki se uporabljajo na drugih evropskih letališčih, sicer zelo splošno primerjalno merilo za določanje cen letaliških storitev, vendar ne omogočajo ugotovitve, da je družba BTS v tem konkretnem primeru ravnala kot zasebni vlagatelj.
The revenue and cost structure differs from airport to airport.
Prihodki in struktura stroškov se med letališči razlikujejo.
They depend in particular on the airport’s state of development, especially with regard to passenger numbers, airlines operating from/to the airport, available capacity (overcapacity, capacity restrictions or the need for new investment due to an increase in passenger volumes), the useful life of infrastructure, the need for replacement investment, depreciation levels, the regulatory burden, which may vary from Member State to Member State, and historical debts and obligations.
Zlasti so odvisni od stopnje razvoja letališča, predvsem kar zadeva število potnikov, letalske družbe, ki opravljajo lete na letališče/z letališča, razpoložljive zmogljivosti (presežne zmogljivosti, omejitve zmogljivosti ali potreba po novih naložbah zaradi povečanja števila potnikov), uporabno dobo infrastrukture, potrebo po nadomestnih naložbah in stopnje amortizacije, regulativne obremenitve, ki se lahko med državami članicami razlikujejo, ter pretekle dolgove in obveznosti.
The Commission also observes that agreements with airlines may be different at each airport, and that they may also depend on the attractiveness of its location for the airline in question and its competitors, the size of the catchment area and the level of services offered.
Komisija še ugotavlja, da se lahko sporazumi z letalskimi družbami za posamezna letališča razlikujejo ter da so lahko odvisni tudi od privlačnosti njihovega kraja za zadevno letalsko družbo in njene konkurente, velikosti interesnega območja in ravni ponujenih storitev.
Therefore, the Commission considers that the question of whether the Agreement involves an advantage to Ryanair has to be assessed in relation to the conditions at Bratislava airport, and not by a simple comparison of the charges applied at other European airports whose characteristics may be different.
Zato Komisija meni, da je treba vprašanje, ali Sporazum vključuje prednost za družbo Ryanair, oceniti ob upoštevanju pogojev na letališču Bratislava, in ne le s preprosto primerjavo pristojbin, ki se uporabljajo na drugih evropskih letališčih, katerih značilnosti so lahko drugačne.
According to the principles established in case law, the Commission has to compare the conduct of BTS to a private operator guided by the prospect of profitability [21].
Komisija mora v skladu z načeli, uveljavljenimi v sodni praksi, ravnanje družbe BTS primerjati z ravnanjem zasebnega operaterja, ki ga vodi pričakovanje donosnosti [21].
BTS claims that it acted rationally, but did not provide the Commission with a formalised written report.
Družba BTS trdi, da je ravnala racionalno, vendar Komisiji ni predložila uradnega pisnega poročila.
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’ [22].
Sodišče je v zadevi Stardust Marine razsodilo, da je „[…] za preveritev vprašanja, ali je država ravnala kot preudaren vlagatelj, ki deluje pod pogoji tržnega gospodarstva, potrebna umestitev v obdobje, v katerem so bili sprejeti ukrepi finančne podpore, da se oceni gospodarska racionalnost ravnanja države in s tem prepreči kakršna koli ocena na podlagi poznejših razmer“ [22].
In order to be able to apply the private investor test, the Commission has to place itself at the time the Agreement was signed.
Komisija se mora za izvedbo preskusa zasebnega vlagatelja umestiti v obdobje, ko je bil Sporazum podpisan.
Article 6.4 of the Agreement lays down that the price for a standard destination amounts to EUR […] per turnaround (arrival and departure), increasing at […] per year.
Člen 6.4 Sporazuma določa, da cena za standardni namembni kraj znaša […] EUR za povratni let (prihod in odhod), ki se poveča za […] na leto.
According to Article 6.3 of the Agreement, new destinations would be charged at a reduced rate of EUR […] per aircraft turnaround and would increase by […] per year during a six-year period starting from the introduction of the new destination.
V skladu s členom 6.3 Sporazuma se bodo pristojbine za nove namembne kraje pobirale po znižani stopnji […] EUR na povratni let zrakoplova, pri čemer se bodo v šestletnem obdobju od uvedbe novega namembnega kraja povečevale za […] EUR na leto.
The information provided by the airport also shows that new destinations would represent a maximum of 20 % of the total destinations served by Ryanair [23].
Iz informacij, ki jih je zagotovilo letališče, izhaja tudi, da bodo novi namembni kraji pomenili največ 20 % vseh namembnih krajev, kamor leti družba Ryanair [23].
On this basis, the airport was able to forecast the revenue generated by the Agreement with Ryanair.
Na podlagi tega je lahko letališče predvidelo prihodke, ki bodo ustvarjeni na podlagi sporazuma z družbo Ryanair.
It should be stressed that such revenue only takes into account aviation revenue and not indirect revenue.
Poudariti je treba, da so v te prihodke vključeni le prihodki iz letalstva, posredni prihodki pa ne.
The Commission further notes that, due to Ryanair’s commitment to operate at least […] routes per day from the Airport, BTS was able to expect stable and foreseeable revenue during the duration of the Agreement.
Poleg tega Komisija ugotavlja, da je lahko družba BTS zaradi zaveze družbe Ryanair, da bo z letališča opravljala lete na vsaj […] progah na dan, pričakovala stalne in predvidljive prihodke med celotnim trajanjem Sporazuma.
The Airport’s costs over the duration of the Agreement were estimated by projecting the actual costs [24] forward to 2016 on the basis of its business plan.
Stroški letališča med celotnim trajanjem Sporazuma so bili ocenjeni s projiciranjem dejanskih stroškov [24] na leto 2016 na podlagi poslovnega načrta letališča.
A part of each relevant cost position was attributed to the Agreement according to keys representing passenger share (29,38 % of passengers in 2007), aircraft movements at the airport (12,69 % in 2007), maximum take-off mass (19,07 %), administrative needs attributable to the Agreement and also the level of services offered to Ryanair.
Del vsake ustrezne stroškovne postavke je bil pripisan Sporazumu na podlagi kazalnikov, ki predstavljajo delež potnikov (29,38 % potnikov v letu 2007), premike zrakoplovov na letališču (12,69 % v letu 2007), največjo vzletno maso (19,07 %) in upravne potrebe zaradi Sporazuma ter ravni storitev, ki so na voljo družbi Ryanair.
The yearly projected allocation keys are detailed below in Table 4, which shows that the share of costs born by Ryanair increases with its significance in the airport’s activity.
Letni načrtovani kazalniki dodelitve so navedeni v preglednici 4 spodaj, ki prikazuje, da se delež stroškov, ki jih krije družba Ryanair, povečuje z njenim deležem v dejavnosti na letališču.
Cost allocation keys for the Ryanair agreement 2008-2016
Kazalniki za dodelitev stroškov za sporazum z družbo Ryanair za obdobje 2008–2016
Cost allocation keys
Kazalniki za dodelitev stroškov
Passangers
Potniki
Maximum take-off mass
Največja vzletna masa
Aircraft movements at the airport
Premiki zrakoplovov na letališču
The costs were thereafter projected until 2016, making the following key assumptions on the basis of the airport’s business plan:
Stroški so bili nato projicirani do leta 2016, pri čemer so bile na podlagi poslovnega načrta letališča določene naslednje ključne predpostavke:
Annual depreciation is based on the investment programme, which includes the cost of a new terminal and increases sharply during the construction of the new terminal between 2009 and 2012.
letna amortizacija temelji na naložbenem programu, ki vključuje stroške novega terminala in se izrazito povečuje v obdobju gradnje novega terminala med letoma 2009 in 2012,
Personnel costs are based on the assumption that the number of employees will increase at a rate of 50 % of the increase in passengers per year multiplied by an average salary per employee multiplied by an annual inflation rate.
stroški za osebje temeljijo na predpostavki, da se bo število zaposlenih povečalo po stopnji 50 % povečanja števila potnikov na leto, kar se pomnoži s povprečno plačo na zaposlenega in letno stopnjo inflacije,
Energy consumption (gas, electricity) and water costs are assumed to increase by 25 % of the increase in projected passenger numbers multiplied by the annual inflation rate, plus a one-off increase of 35 % in 2010 to reflect the opening of Phase 1 of the new terminal.
stroški za porabo energije (plina in električne energije) in vode naj bi se povišali za 25 % povečanja predvidenega števila potnikov, kar se pomnoži z letno stopnjo inflacije, temu pa se prišteje enkratno povečanje za 35 % v letu 2010 zaradi začetka prve faze novega terminala.
There is no corresponding increase for the opening of Phase 2 of the new terminal in 2012 because in Phase 2 an existing building is replaced by a new building, so there is no net increase in energy use.
Za začetek druge faze novega terminala v letu 2012 ni ustreznega povečanja, ker se v fazi 2 obstoječa zgradba nadomesti z novo zgradbo, zato ni neto povečanja porabe energije,
Repair and maintenance costs are based on an assumed rate of increase of 50 % of the rate of increase in projected passenger numbers multiplied by the annual inflation rate.
stroški za popravila in vzdrževanje temeljijo na domnevni stopnji povišanja za 50 % povečanja predvidenega števila potnikov, kar se pomnoži z letno stopnjo inflacije,
Annual inflation is based on the Slovak Ministry of Finance projection.
letna inflacija temelji na napovedi slovaškega ministrstva za finance,
The exchange rate used to convert SKK to euro is fixed at the rate on the date the Agreement was signed (37,798 SKK/EUR).
menjalni tečaj, uporabljen za pretvorbo slovaških kron v eure, je določen po tečaju na datum podpisa Sporazuma (37,798 SKK/EUR).
The following table summarises the revenue and cost calculations in relation to the Agreement and its contribution to BTS profits during its lifetime.
V naslednji preglednici so povzeti izračuni prihodkov in stroškov v zvezi s Sporazumom in njegov prispevek k dobičku družbe BTS med trajanjem Sporazuma.
These calculations are based on the business plan provided by BTS management and the assumptions set out above.
Ti izračuni temeljijo na poslovnem načrtu, ki ga je predložila uprava družbe BTS, in prej opisanih predpostavkah.
Profitability analysis of the Ryanair agreement 2005-2016
Analiza donosnosti sporazuma z družbo Ryanair v obdobju 2005–2016
Revenues
Prihodki
Profit/Loss
Dobiček/izguba
NPV [25] of profits
NSV [25] dobičkov
Average profit margin
Povprečna stopnja dobička
The Commission notes that, over its lifetime, the Agreement with Ryanair generates a positive contribution to BTS’s financial results, with an NPV for profits amounting to […] million.
Komisija ugotavlja, da sporazum z družbo Ryanair med svojim trajanjem pozitivno prispeva k finančnim rezultatom družbe BTS, pri čemer neto sedanja vrednost dobičkov znaša […] milijonov.
BTS’s overall NPV was also expected to be positive over the period of the Agreement.
Tudi splošna neto sedanja vrednost družbe BTS naj bi bila med trajanjem Sporazuma pozitivna.
The Commission also observes that the Agreement covers all attributable costs.
Komisija prav tako ugotavlja, da Sporazum zajema vse stroške, ki se mu pripišejo.
The ‘full cost approach’ in this case includes depreciation costs for airport infrastructure and all other operating costs; it also includes costs for historical infrastructure [26] and also costs for security and safety measures which may represent measures falling within the public policy remit and would not be an economic activity within the meaning of Article 107(1) TFEU.
„Pristop skupnih stroškov“ v zadevnem primeru vključuje stroške amortizacije za letališko infrastrukturo in vse druge stroške poslovanja ter stroške za prejšnjo infrastrukturo [26] in stroške za varnostne ukrepe, ki so lahko ukrepi s področja javne politike in niso gospodarska dejavnost v smislu člena 107(1) PDEU.
Also, non-aviation revenues attributable to the Agreement were not taken into account.
Prav tako se niso upoštevali neletalski prihodki, ki se lahko pripišejo Sporazumu.
Thus the NPV of profits appears to have been underestimated, and the Agreement’s positive contribution should be higher.
Zato se zdi, da je bila neto sedanja vrednost dobičkov podcenjena, pri čemer bi moral biti pozitivni prispevek Sporazuma večji.
The Commission further observes that in 2010 and 2011 — in the years when the first part of the new terminal [27] is to begin operation and additional capacity will be created at the airport — its costs (particularly depreciation and energy costs) will increase by 33 %-38 % in comparison to 2008 and will have a negative impact on results during these first 2 years.
Komisija še ugotavlja, da se bodo v letih 2010 in 2011 – ko se bo začel uporabljati prvi del novega terminala [27] in bodo ustvarjene dodatne zmogljivosti na letališču – njegovi stroški (zlasti stroški za amortizacijo in energijo) v primerjavi z letom 2009 povečali za 33 % do 38 % in v teh prvih dveh letih negativno vplivali na rezultate.
Table 5 shows that the average profit margin [28] (or ‘return on sales’) under the Agreement amounts to […] and is comparable to average profit margins at other EU airports in 2006 and 2007 (see table below).
Iz preglednice 5 izhaja, da je povprečna stopnja dobička [28] (ali tako imenovani donos od prodaje) na podlagi Sporazuma […] ter je primerljiva s povprečnimi stopnjami dobička na drugih letališčih EU v letih 2006 in 2007 (glej preglednico spodaj).
Profit margin at other EU airports in 2006 and 2007
Stopnja dobička na drugih letališčih EU v letih 2006 in 2007
Profit margin 2006
Stopnja dobička v letu 2006
Profit margin 2007
Stopnja dobička v letu 2007
The Commission’s expert has also carried out a sensitivity analysis of the Net Present Value of the Agreement in order to examine the impact of a variation in depreciation and energy costs — in the event that these costs were underestimated — on the profitability of the Agreement.
Izvedenec Komisije je opravil tudi analizo občutljivosti neto sedanje vrednosti Sporazuma, da bi preučil vpliv spreminjanja stroškov za amortizacijo in energijo – če bi bili ti stroški podcenjeni – na donosnost Sporazuma.
Sensitivity analysis (increase in depreciation and energy costs) of the profitability of the Ryanair Agreement
Analiza občutljivosti (povišanje stroškov za amortizacijo in energijo) donosnosti sporazuma z družbo Ryanair
Different scenarios
Različni scenariji
Net present value of the Ryanair contract (EUR thousand)
Neto sedanja vrednost pogodbe z družbo Ryanair v 1000 EUR
Basic scenario
Osnovni scenarij
Alternative scenario 1:
Nadomestni scenarij 1:
Increase in depreciation and energy costs by 10 % in 2013 and 15 % in 2014–2016
povišanje stroškov za amortizacijo in energijo za 10 % v letu 2013 in 15 % v obdobju 2014–2016
Alternative scenario 2:
Nadomestni scenarij 2:
Increase in depreciation and energy costs by 15 % in 2013 and 25 % in 2014 – 2016
povišanje stroškov za amortizacijo in energijo za 15 % v letu 2013 in 25 % v obdobju 2014–2016
Notwithstanding variations in the sensitivity analysis of between 10 % and 25 %, the contribution of the Agreement to BTS’s net profit remains positive and is between EUR […] million and EUR […] million.
Prispevek Sporazuma k neto dobičku družbe BTS je kljub nihanju v analizi občutljivosti med 10 % in 25 % še vedno pozitiven ter znaša od […] do […] milijonov EUR.
In the light of the above, the Commission considers that BTS’s decision to conclude an Agreement with Ryanair was rational on the basis of the above-mentioned cost-benefit analysis.
Ob upoštevanju zgoraj navedenega Komisija meni, da je bila odločitev družbe BTS, da sklene sporazum z družbo Ryanair, racionalna na podlagi zgoraj navedene analize stroškov in koristi.
Other aspects of the Agreement and risk analysis for BTS
Drugi vidiki Sporazuma in analiza tveganja za družbo BTS
The Commission deems it important to view the Agreement in the context of BTS’s prior activity and its market position at the time.
Komisiji se zdi pomembno, da se Sporazum obravnava glede na prejšnjo dejavnost družbe BTS in njen takratni položaj na trgu.
The Commission further notes that, according to the Charleroi Judgment [29], when assessing the measures at issue, it has to examine all the relevant features of the measures and their context.
Poleg tega Komisija ugotavlja, da mora v skladu s sodbo v zadevi Charleroi [29] pri ocenjevanju zadevnega ukrepa poučiti vse zadevne dejavnike in njihov kontekst.
In the present case, when assessing the rationale of BTS’s decision to conclude the Agreement, other features which should be examined besides the cost-benefit analysis are the diversification of airlines operating from the Airport (and thus the reduction of risk), better allocation of resources and a reduction in overcapacity.
V tej zadevi so poleg analize stroškov in koristi dejavnikov, ki jih je treba preučiti pri ocenjevanju razloga za odločitev družbe BTS, da sklene Sporazum, še diverzifikacija letalskih družb, ki letijo z letališča, in torej zmanjšanje tveganja, boljša porazdelitev sredstev ter zmanjšanje presežnih zmogljivosti.
In addition, BTS has also reduced the risk of creating overcapacity by replacing the old terminal with a new and bigger terminal.
Poleg tega je družba BTS zmanjšala tudi tveganje za ustvarjanje presežnih zmogljivosti, tako da je stari terminal zamenjala z novim in večjim.
Optimising and making more regular use of infrastructure has also made it possible to reduce regular AIP charges as from 2008.
Optimizacija uporabe infrastrukture in njena rednejša uporaba sta od leta 2008 omogočili tudi znižanje rednih pristojbin iz zbornika AIP.
Moreover, BTS did not include in the so-called ‘service charge’ charges which were not under its control, such as air traffic control charges.
Družba BTS v tako imenovano pristojbino za storitve prav tako ni vključila pristojbin, za katere ni bila pristojna, kot so pristojbine za kontrolo zračnega prometa.