natgillin/translations-raw huggingface dataset:
This should be based on the principle of infrastructure aid being assessed according to demand, and should not encourage the shift of traffic to regions where demand is less dynamic.
Francija opozarja, da določbe pravilnika o dostopu do terminala mp2 temeljijo na preudarkih o ciljih udobja in varnosti, ki jih je določilo letališče, kot je omejena velikost prostorov za vkrcanje.
DIFFERENTIATION OF CHARGES AT TERMINAL MP2
Poudarja, da je bila tožba, ki jo je pri upravnem sodišču v Marseillu v zvezi z dostopom do terminala mp2 vložila družba Air Méditerranée, zavrnjena [43].
The AEA supports the idea that an airport can differentiate between its infrastructures according to the services offered to users.
Francija izpodbija trditev družbe Air France, da ekonomsko ravnovesje terminala mp2 ne bi bilo doseženo, če bi lahko družba Air France vse svoje dejavnosti prenesla na terminal, na katerem je bila višina pristojbin bistveno nižja od veljavnih pristojbin na glavnem terminalu.
However, the AEA maintains that, in this scenario, the airport must observe the principles of transparency and cost-relatedness when calculating charges.
Po mnenju Francije tej trditvi nasprotuje dejstvo, da je letališče v svoj prvotni poslovni načrt vključilo prenos redne proge družbe Air France na terminal mp2.
In practice, the AEA suggests that a distinction should be made between, on the one hand, costs associated with using common infrastructures and, on the other hand, costs associated with using specific infrastructures.
Francija meni, da družba Air France terminalu mp2 v resnici očita njegovo raven storitev, ki naj ne bi ustrezala pričakovanjem njenih strank.
According to the AEA, all airlines should pay the same charges for using the central infrastructures (runways, parking, aviation safety equipment, security checks, baggage handling, and environmental and noise pollution taxes, where applicable).
V zvezi s tem opozarja, da so razlike v letaliških storitvah in z njimi povezanih pristojbinah dovoljene z evropskimi in nacionalnimi besedili.
The terminal and handling charges may vary from one terminal to another, depending on the quality of the services offered to airlines, and must be determined based on the costs incurred.
Francija nazadnje opozarja, da po njenem mnenju Conseil d'État v svoji odločbi z dne 26. julija 2011 ni obsodilo metode porazdelitve stroškov med terminala mp1 in mp2, ampak je v zvezi s stopnjami terminala mp1 potrdilo, da so bile določene v skladu z „metodo izračuna, utemeljeno z natančnimi računovodskimi študijami“.
The AEA also maintains that access to terminals with reduced services should not be limited to low-cost airlines, but should be open to all airlines in accordance with the principle of non-discrimination.
Francija izpodbija pripombo družbe Air France, v skladu s katero bi morala zbornica CCIMP na podlagi sklepa o začasni odredbi z dne 28. julija 2009 zvišati potniško pristojbino na terminalu mp2, ob upoštevanju neobstoja meritorne sodbe, in opozarja, da je letališče po odločbi z dne 26. julija 2011 bistveno spremenilo strukturo svojih pristojbin.
To ensure that there is no distortion of competition between airlines at the same airport, the AEA underlines that airport operators must not increase charges at the main terminal to offset the costs associated with the reduced-services terminal.
OCENA UKREPOV V KORIST ZBORNICE CCIMP – OBSTOJ POMOČI
The AEA maintains that the airlines are the real beneficiaries of these arrangements, with the regional airports benefiting only indirectly.
V skladu s členom 107(1) Pogodbe se pravila o državni pomoči uporabljajo le, kadar je prejemnik „podjetje“.
According to the AEA, a route should not be regarded as ‘new’ where an identical route is already being operated from an airport situated within the same catchment area.
Gospodarska dejavnost je vsaka dejavnost, ki obsega ponujanje blaga ali storitev na določenem trgu [45].
The AEA states that, ideally, airports less than 100 km away or 120 minutes by TGV should be regarded as located within the same catchment area.
Gospodarska narava dejavnosti kot take ni odvisna od tega, ali dejavnost ustvarja dobiček [46].
The AEA takes the view that three years is an extraordinarily long time for start-up aid.
Dejavnost letalskih prevoznikov, ki vključuje zagotavljanje storitev prevoza potnikom in/ali podjetjem, pomeni gospodarsko dejavnost.
The AEA maintains that the viability of a route becomes clear after just a few months, and at most after a year.
Sodišče je v sodbi Aéroports de Paris menilo, da je upravljanje letališča, ki zajema zagotavljanje letaliških storitev letalskim prevoznikom in različnim ponudnikom storitev, prav tako gospodarska dejavnost.
The AEA stresses that the aid should not cover recurrent operating costs, such as aircraft depreciation, aircraft leasing costs or use of airport infrastructures.
Splošno sodišče je v sodbi Flughafen Leipzig-Halle potrdilo, da je upravljanje letališča gospodarska dejavnost, katere neločljiv del je gradnja letališke infrastrukture.
According to the AEA, it should not be possible for start-up aid to be combined with other aid granted to operate the same route.
V zvezi s preteklimi finančnimi ukrepi zaradi postopnega razvoja tržnih sil v letališkem sektorju ni mogoče določiti natančnega datuma, od katerega bi se moralo upravljanje letališča nedvomno obravnavati kot gospodarska dejavnost.
The AEA maintains that penalties should be imposed on carriers failing to comply with contractual undertakings.
Vendar je Splošno sodišče priznalo spremembe v naravi letaliških dejavnosti.
The AEA stresses that aid granted in the aviation sector must always be restrictive and can be authorised only on the basis of a case-by-case examination.
Splošno sodišče je v sodbi Flughafen Leipzig-Halle razsodilo, da od leta 2000 uporabe pravil o državni pomoči za financiranje letališke infrastrukture ni mogoče več izključiti.
The AEA maintains that aid must be granted only on the basis of a transparent and non-discriminatory procedure.
Zato je treba od datuma sodbe Aéroports de Paris (12. decembra 2000) upravljanje in gradnjo letališke infrastrukture obravnavati kot nalogo, ki spada na področje nadzora državnih pomoči.
The conditions under which start-up aid is granted should be published in the Official Journal of the European Union.
V nasprotju s tem so lahko javni organi pred sodbo Aéroports de Paris upravičeno menili, da financiranje letališke infrastrukture ni pomenilo državne pomoči in da v skladu s tem takih ukrepov ni bilo treba priglasiti Komisiji.
In addition, the AEA states that each financial contribution granted by a local authority to a regional airport should be notified to the Member State concerned, at least three months before it enters into force, so that the latter can decide whether this should be notified to the European Commission.
Iz tega sledi, da Komisija zdaj finančnih ukrepov, odobrenih pred sodbo Aéroports de Paris, ne more preverjati na podlagi pravil o državni pomoči.
In the event of notified aid, the AEA underlines that local authorities should be reminded that any payment of aid before approval by the European Commission may be regarded as unlawful aid.
Vsekakor ukrepi, ki so bili dodeljeni pred razvojem konkurence v letališkem sektorju, ob dodelitvi niso pomenili državne pomoči, vendar bi se lahko obravnavali kot taki v smislu člena 1(b)(v) Uredbe Sveta (ES) št. 659/1999, če so izpolnjeni pogoji iz člena 107(1) PDEU.
Firstly, AMS maintains that the decision to conclude the agreement of 19 May 2006 was not imputable to the French State.
Komisija ugotavlja, da so bile naslednje subvencije dodeljene pred sodbo Aéroports de Paris (tj. pred 12. decembrom 2000).
AMS highlights that, although consultation of the State through Cocoéco before any decision is taken on airport charges is a relevant indicator of the imputability of these decisions, the same cannot be said for the decision on the purchase of marketing services.
Posledično ugotavlja, da ni pristojna za njihovo preučitev na podlagi pravil o državni pomoči:
AMS also notes that the organic criterion used in the Commission's analysis to establish the imputability to the State of the decisions of the Chamber of Commerce and Industry is insufficient with regard to the requirements set out by the Stardust Marine judgment [41].
subvencija regionalnega sveta z dne 24. oktobra 1997 v višini 8032000 EUR;
Secondly, AMS maintains that the conclusion of the agreement to purchase marketing services reflected the conduct of a market economy operator.
subvencija regionalnega sveta z dne 8. julija 1994 v višini 1372000 EUR;
AMS stresses that this agreement is similar to those concluded with private airports such as Liverpool or Oslo Rygge, which undoubtedly acted as market economy operators.
subvencija države z dne 26. aprila 2000 v višini 290000 EUR;
AMS explains that it does not discriminate between public and private airports and that the rates applied are public and easily accessible on its website.
subvencija države z dne 23. junija 1999 v višini 579000 EUR.
In the alternative, AMS maintains that the rates applied were in line with market prices.
Komisija bo zato svojo preučitev omejila na naslednje subvencije.
AMS explains that the rates were set based on a study conducted in 2004 by Mindshare, a subsidiary of WPP and a marketing services company, at Ryanair's request.
Preglednica 5
AMS adds that partners such as Hertz and NeedaHotel purchase available space on the website to promote their own services, and that the agreements concluded with those operators allow a better assessment to be made of the market price.
Subvencija
Lastly, AMS states that it has developed a rate offer based on a standard method of calculating online advertising exposure in order to value the exposure offered on the Ryanair website.
Skupna vrednost naložbe (v 1000 EUR)
Rates are set based on the costs per thousand page views, and the volume of hits determines a price range for most of the advertising services offered.
Francoska država
AMS maintains that Air France has submitted a comparison between the AMS price offer when the agreement was signed, i.e. in 2006, and the Viamichelin price offer for 2011, whereas Marseille Provence Airport duly based its comparison on the Viamichelin price offer for 2006.
ESRR
Given that price offers for marketing services generally increased over this six-year period, AMS considers that the comparisons made by Air France are not relevant.
Skupaj
AMS maintains that particularly advantageous commercial conditions were offered to Marseille Provence Airport.
V skladu s členom 107(1) PDEU 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 s PDEU, kolikor prizadene trgovino med državami članicami.
In this respect, AMS points out that the rates were frozen between 2006 and 2011 based on the number of visitors to the Ryanair website in April 2005, whereas in reality this number increased from 0,65 million per day in 2005 to 1,2 million per day in 2011.
GOSPODARSKA DEJAVNOST IN POJEM PODJETJE
In addition, the number of recipients on the mailing list was frozen at the number recorded in April 2005, whereas it actually increased from 1,2 million to 2,6 million.
Komisija v zvezi s tem ugotavlja, da infrastrukturo, na katero se nanaša ta sklep, gospodarsko izkorišča zbornica CCIMP, ki je upravljavka letališča in ki uporabnikom zaračunava pristojbine za uporabo te infrastrukture.
AMS stresses that Air France's comparison does not take account of these factors in relation to the volume of hits, which means that its comparison is incorrect.
Zato je zbornica CCIMP, vsaj kar zadeva upravljanje letališča, podjetje v smislu konkurenčnega prava Unije.
AMS notes that the number of visitors to the Viamichelin website is less than the number visiting the Ryanair website, and that the Viamichelin website is not well known outside France.
Vendar ne glede na pravni status upravljavke letališča niso vse njene dejavnosti nujno gospodarske.
AMS considers that this website is not therefore suited to promoting an airport at European level, which is supported by the fact that no airport has used its services to date.
Zato je treba njene dejavnosti razlikovati in ugotoviti, v kakšnem obsegu so različne dejavnosti gospodarske ali negospodarske [47].
AMS emphasises that the Lonely Planet website is an Australian site that is not well known in Europe and that generates a volume of hits well below that of the Ryanair website.
Sodišče je ugotovilo, da dejavnosti, ki običajno spadajo v pristojnost države pri izvrševanju njenih uradnih pooblastil kot javnega organa, niso gospodarske in ne spadajo na področje uporabe pravil o državni pomoči.
Lastly, AMS stresses that websites that are not linked to airlines are unsuitable as they do not allow the visitor to reserve a flight ticket at the same time.
Takšne dejavnosti običajno vključujejo varnost, kontrolo zračnega prometa, policijo, carino [48].
AMS considers that the rates for marketing services on the Air France, British Airways and Expedia websites are higher than those applied on the Ryanair website, despite a lower volume of hits.
Komisija zato meni, da ob neobstoju zakonske obveznosti za letališča, da nosijo stroške financiranja teh dejavnosti in z njimi povezane infrastrukture, prevzem stroškov s strani države običajno ne pomeni državne pomoči [49].
AMS also disputes the suggestion that Ryanair forced Marseille Provence Airport to conclude the marketing services agreement.
V obravnavanem primeru se zdi nujno razlikovati po zadevnih dejavnostih, kakor sledi.
AMS maintains that it is not in its interest to force the sale of space on the Ryanair website, which constitutes a limited resource for which there is significant demand.
V okviru stroškov za izpolnjevanje državnih nalog je treba za stroške, povezane z nalogami javne varnosti in varovanja, priznati, da so del izpolnjevanja negospodarskih dejavnosti.
AMS claims that the presence of advertising links on the Ryanair website attracts the attention of airport operators or owners and, by indicating the presence of a regular airline and the associated non-aeronautical revenue, increases the intrinsic value of airports in the eyes of potential buyers.
Tako naravo je treba priznati predvsem dejavnostim, namenjenim zagotavljanju javne varnosti na letališču, kolikor se nanašajo na preprečevanje nezakonitih dejanj in zlasti boj proti terorizmu.
AMS maintains that the Commission recognised, in its Bratislava decision, the value of marketing services [42].
V tem okviru stroški, povezani z nalogami policije in prisotnostjo gasilske brigade mesta Marseille, spadajo pod tako dejavnost.
Lastly, AMS claims that the 2005 Guidelines do not apply to relations between an airport and a marketing services provider.
Enako velja za naloge carine.
COMMENTS BY FRANCE ON THE COMMENTS BY THIRD PARTIES
Kar zadeva dejavnosti, povezane z javnim varovanjem na letališču, so te namenjene zagotavljanju zaščite oseb in premoženja.
In its comments on the third-party comments, France maintains that Air France's contribution contains several false allegations.
To velja, kadar je zadevno premoženje del družbene lastnine, kot v obravnavanem primeru.
France notes that, contrary to what Air France says, access to Terminal mp2 is equal and non-discriminatory.
V okviru te naloge je treba v obravnavanem primeru navesti zlasti naslednje dejavnosti:
France makes clear that Marseille Provence Airport cannot be criticised for not having anticipated the opening up of Terminal mp2 to non-Schengen international flights, as this was envisaged only after the Open Skies Agreement was signed between Morocco and the European Union on 29 December 2006.
varnostne preglede oddane prtljage;
France notes that, until that point, the studies on traffic development prospects were limited to essentially intra-Schengen development prospects and that the initial set-up of Terminal mp2 therefore did not provide for infrastructure for border control systems, which would have represented an unnecessary additional cost.
kontrolo dostopa do območja omejenega gibanja;
France further stresses that Air France, which maintains that this inability to operate international flights from Terminal mp2 was specifically designed to prevent it from accessing this terminal, still does not operate flights from Terminal mp2, despite this having been opened up to international traffic.
varnostne preglede potnikov in ročne prtljage;
France notes that the rules for accessing Terminal mp2 are governed by comfort and safety considerations established by the airport, such as the limited size of the departure gates.
avtomatiziran mejni nadzor z biometrično identifikacijo;
France points out that the application lodged by Air Méditerranée before Marseille Administrative Court on the subject of access to Terminal mp2 was dismissed by that court [43].
videonadzor.
France disputes Air France's assertion that Terminal mp2 would not have achieved economic equilibrium if Air France had been able to transfer all its operations to a terminal where the charges were significantly lower than those applied at the main terminal.
Vendar javno financiranje negospodarskih dejavnosti, ki so tesno povezane z izvajanjem gospodarske dejavnosti, ne sme povzročiti neupravičene diskriminacije med letalskimi prevozniki in upravljavci letališča.
According to France, this assertion is contradicted by the fact that the airport included, in its initial business plan, the assumption that the Air France shuttle would be transferred to Terminal mp2.
Če je namreč v nekem pravnem sistemu običajno, da letalski prevozniki ali upravljavci letališč prevzamejo nekatere stroške v svoje breme, medtem ko jih drugi ne, imajo slednji prednost, čeprav so ti stroški povezani z dejavnostmi, ki se kot take štejejo za negospodarske.
France considers that Air France is actually criticising Terminal mp2 for its level of service, which does not meet its customers' expectations.
Zato je potrebna analiza pravnega okvira, ki se uporablja za upravljavca letališča, da se ugotovi, ali morajo v tem pravnem okviru upravljavci letališč ali letalski prevozniki kriti stroške, ki izhajajo iz opravljanja nekaterih dejavnosti, ki same po sebi morda ne bodo donosne, vendar so neločljivo povezane z opravljanjem drugih gospodarskih dejavnosti.
France notes in this respect that the differentiation of airport services, and of the charges associated with each of those services, is permitted by European and national law.
V zvezi s tem Komisija ugotavlja, da v skladu s francoskim pravom [50] upravljavcem letališč načeloma ni treba iz lastnih sredstev financirati infrastrukture in opreme, potrebne za te dejavnosti.
Lastly, France repeats its view that the Council of State, in its decision of 26 July 2011, did not condemn the method of allocating costs between Terminals mp1 and mp2, but confirmed, with regard to the charges at Terminal mp1, that these had been established according to ‘a calculation method justified by precise accounting studies’.
Po drugi strani zgolj obvezna narava dejavnosti zaradi obstoječe zakonodaje ne more zadostovati za to, da se dejavnost opredeli kot negospodarska.
France disputes Air France's comment that the CCIMP should have increased the passenger charge at Terminal mp2 following the interim ruling of 28 July 2009, given the absence of a judgment on the main action, and notes that the airport substantially reviewed its charging structure following the decision of 26 July 2011.
V zvezi s tem za stroške, povezane z uskladitvijo infrastrukture z zakonodajnimi zahtevami in predpisi v zvezi s preprečevanjem požarov, zlasti stroške za naprave in omrežja za zaznavanje požarov v prostorih, ni mogoče šteti, da spadajo v okvir državne naloge, ker so skupni vsem podjetjem.
ASSESSMENT OF THE MEASURES IN FAVOUR OF THE CCIMP — EXISTENCE OF AID
Vsako podjetje mora zagotoviti spoštovanje predpisov o požarni varnosti in kriti s tem povezane stroške.
EXISTENCE OF POTENTIAL INVESTMENT AID GRANTED TO THE CCIMP
Enako velja za varnost obratovanja, čeprav je ta določena s specifikacijo koncesije.
In accordance with Article 107(1) of the Treaty, State aid rules apply only where the beneficiary is an ‘undertaking’.
Gre za stroške, ki jih mora vsako podjetje običajno nositi za opravljanje svoje dejavnosti.
The Court of Justice of the European Union has consistently defined undertakings as any entity engaged in an economic activity, regardless of the legal status of the entity or the way in which it is financed [44].
Iz zgoraj navedenega torej izhaja, da so lahko samo dejavnosti, ki so v preglednici 6 opisane kot negospodarske, upravičene do javnega financiranja, za katero se ne uporabljajo pravila o državni pomoči.
Any activity consisting in offering goods and services on a given market is an economic activity [45].
Preglednica 6
The economic nature of an activity as such does not depend on whether the activity generates profits [46].
Datum
The activity of airlines consisting in the provision of transport services to passengers and/or businesses constitutes an economic activity.
Stroški v zvezi z negospodarskimi dejavnostmi (v EUR)
In its Aéroports de Paris judgment, the Court of Justice ruled that the operation of an airport consisting in the provision of airport services to airlines and the various service providers was also an economic activity.
Stroški v zvezi z gospodarskimi dejavnostmi (v EUR)
In its Leipzig/Halle Airport judgment, the General Court confirmed that the operation of an airport is an economic activity, from which the construction of airport infrastructure is indissociable.
Javna varnost
As far as past financing measures are concerned, the gradual development of market forces in the airport sector does not allow for a precise date to be determined, from which the operation of an airport should without doubt be considered an economic activity.
Javno varovanje
However, the General Court has recognised the changing nature of airport activities.
Skladnost z zakonodajo in/ali varnost obratovanja
In its Leipzig/Halle Airport judgment, the General Court held that it was no longer possible to exclude the application of State aid rules to airport infrastructure as of 2000.
Policija in carina
Consequently, from the date of the Aéroports de Paris judgment (12 December 2000), the operation and construction of airport infrastructure must be considered as falling within the ambit of State aid control.
Gasilci
Conversely, before the Aéroports de Paris judgment, public authorities could legitimately consider that the financing of airport infrastructure did not constitute State aid and, accordingly, that such measures did not need to be notified to the Commission.
Videonadzor, varnostni pregledi in kontrola
It follows that the Commission cannot now bring into question, on the basis of State aid rules, financing measures granted before the Aéroports de Paris judgment.
Javni dostop
Nevertheless, although measures that were granted before any competition developed in the airport sector did not constitute State aid when adopted, they may be considered such pursuant to Article 1(b)(v) of Regulation (EC) No 659/1999 if the conditions of Article 107(1) TFEU are met.
Na podlagi zgornjih preudarkov in preglednice 6 je torej mogoče izdelati zbirno preglednico (preglednica 7) pomoči za naložbe, ki jih je prejelo letališče Marseille Provence in so predmet tega postopka.
The Commission points out that the following subsidies were granted before the Aéroports de Paris judgment (i.e. before 12 December 2000).
Preglednica 7
It therefore concludes that it does not have the power to examine them under the State aid rules.
Znesek za negospodarske dejavnosti (v 1000 EUR)
Departmental Council subsidy of 14 December 1999 for EUR 3064000,
Preostali znesek po odštetju negospodarskih dejavnosti (v 1000 EUR)
Regional Council subsidy of 24 October 1997 for EUR 8032000,
Stopnja subvencije, zmanjšana za negospodarske dejavnosti (v %)
Regional Council subsidy of 8 July 1994 for EUR 1372000,
DRŽAVNA SREDSTVA IN PRIPISLJIVOST