natgillin/translations-raw huggingface dataset:
On this last point, as the Commission noted in the new Guidelines, ‘price differentiation is a standard business practice, as long as it complies with all relevant competition and sectoral legislation.
Komisija je morala pri pogodbah, ki jih je sklenila zbornica, uporabiti drugačen pristop, saj zbornica pred sklenitvijo teh pogodb, kolikor je seznanjena Komisija, ni pripravila ocene prihodkov iz neletalskih dejavnosti.
Nevertheless, such differentiated pricing policies should be commercially justified to satisfy the MEO test’ (footnotes omitted).
Po mnenju Komisije je verjetno, da bi udeleženec v tržnem gospodarstvu ob sklenitvi različnih pogodb znesek prihodkov iz dodatnih neletalskih dejavnosti na potnika določil na podlagi skupnih prihodkov letališča iz komercialnih neletalskih dejavnosti na potnika v obdobju tik pred sklenitvijo zadevne pogodbe, ki bi bilo dovolj dolgo, da bi bili prihodki reprezentativni.
It should also be noted that France and the Operators have stated that Nîmes airport was the first regional airport operated by Veolia Transport.
Komisija je uporabila obdobje treh let, ko so bili navedeni podatki v tem obdobju na voljo.
If this argument were taken into account, it would mean ignoring the incremental profitability approach recommended by the guidelines and accepting that VTAN could have entered into agreements leading to negative incremental profitability, without this conduct implying any economic advantage for Ryanair.
Ko so bili navedeni podatki na voljo le za krajše obdobje (na primer eno leto pri pogodbi iz aprila 2000), je Komisija uporabila samo to krajše obdobje.
However, that argument must be rejected.
Komisija je poleg tega upoštevala inflacijo, pri čemer je uporabila 2-odstotno indeksacijo.
Firstly, as previously indicated, neither France nor VTAN have provided any analysis showing that the ‘net incremental cost’ caused for Veolia Transport by the agreements signed with Ryanair/AMS, as indicated further on, would have been offset by future benefits resulting for the Veolia Transport group from this initial airport operation experience.
V razpredelnici 5, prikazani v tej uvodni izjavi, so predstavljeni skupni prihodki letališča iz komercialnih neletalskih dejavnosti za vsako leto v obdobju 1999–2011 in povprečni znesek prihodkov iz neletalskih dejavnosti na enoto na potnika v predhodnih treh letih za vsako leto posebej, ali daljše predhodno obdobje, za katero so podatki na voljo, če je krajše od treh let.
There is also nothing to say that Veolia Transport could not have acquired this initial experience at another airport where the net cost would have been lower.
Razpredelnica 5
Moreover, it should be noted that VTAN’s conduct towards Ryanair/AMS must not be assessed in isolation, but in conjunction with the SMAN’s conduct.
Skupni prihodki iz komercialnih neletalskih dejavnosti na potnika
This is all the more relevant as the ‘net incremental cost’ of the agreements signed with Ryanair and AMS should not actually have been borne by VTAN, but by the SMAN through the flat-rate contribution ensuring financial stability and a reasonable profit for VTAN.
Leto
However, in terms of its profitability, the SMAN did not have any interest in encouraging the signature of agreements allowing the Veolia Transport group to acquire some initial airport operation experience in order to develop its activity in this area.
Skupno število potnikov
Veolia Transport’s interest in developing this activity cannot therefore lead to the conclusion that the SMAN behaved, in conjunction with VTAN, in the way that an MEO motivated by the prospect of profits would have done.
Skupni prihodki iz komercialnih neletalskih dejavnosti
It should also be noted that, in their comments on the application of the MEO test to the various agreements in question, certain interested third parties referred to the fact that the conditions offered to Ryanair may or may not have been offered to other airlines likely to want to use Nîmes airport.
Drseče povprečje za tri predhodna leta (ali za krajše obdobje glede na razpoložljive podatke)
This argument is without merit.
[600000–800000]
For an airport operator motivated by the prospect of profits, objective factors can justify different conditions being offered to different airlines.
[400000–600000]
These factors may include the expected volume of traffic, the number and type of routes and associated frequencies, or even the nature of the services requested by the airline.
[2–4]
The extent to which the conditions offered to Ryanair by the CCI and VTAN were or could have been offered to other airlines is therefore irrelevant in the context of the MEO test.
[800000–1000000]
In the light of all the above, the Commission considers that the approach generally recommended in the new Guidelines for applying the MEO test to relationships between airports and airlines, namely the ex ante incremental profitability analysis, must be applied to the present case.
[1000000—1200000]
This approach is justified by the fact that an airport operator may have an objective interest in concluding a transaction with an airline where it may reasonably expect this transaction to improve its profits (or reduce its losses) compared with a counterfactual situation in which this transaction is not concluded, regardless of any comparison with the conditions offered to other airlines or with the conditions offered by other airport operators.
Uporabljene predpostavke so v prid družbe Ryanair.
Conclusion on the terms for applying the market economy operator test
Ugotovljeno je namreč, da je znesek dodatnih prihodkov iz neletalskih dejavnosti na potnika, izhajajoč iz te metode, višji od zneska, izhajajočega iz poslovnega načrta družbe VTAN.
It is clear from all the above that, in order to apply the MEO test to the agreements in question, the Commission must analyse each marketing services agreement together with the corresponding airport services agreement, and must assess whether a hypothetical MEO, motivated by the prospect of profits and operating Nîmes airport, would have signed these agreements.
Dodatni stroški (pogodbe z družbama Ryanair in AMS)
To this end, it is necessary to determine the incremental profitability of the agreements as it would have been assessed by the MEO at the time of their signature, by estimating, for the entire period of application of the agreements:
Dodatni stroški, ki bi jih udeleženec v tržnem gospodarstvu, ki upravlja letališče namesto upravljavcev, običajno lahko pričakoval pri vsaki transakciji (po potrebi vključno s pogodbo o letaliških storitvah in pogodbo o tržnih storitvah), lahko spadajo v naslednje tri kategorije:
the future incremental traffic expected from the implementation of these agreements, possibly taking into account the effects of the marketing services on the load factors of the routes covered by the agreements,
stroški nakupa/tržnih storitev,
the future incremental revenues expected from the implementation of these agreements, including revenues from airport charges and ground handling services, generated by the routes covered by these agreements, as well as non-aeronautical revenue from the additional traffic generated by the implementation of these agreements,
finančne spodbude, ki ustrezajo deležu prihodka iz letaliških pristojbin, ki ga upravljavec letališča v skladu s pogodbo o letaliških storitvah plača družbi Ryanair glede na merila, kakršno je obseg prometa,
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 the costs of marketing services.
dodatni stroški naložb, ki izhajajo iz naložb, izvedenih zaradi transakcije, in
These calculations should provide the future annual flows corresponding to the difference between incremental revenues and costs, to be discounted, if necessary, by a rate reflecting the cost of capital for the airport operator.
dodatni stroški poslovanja, to so stroški poslovanja (osebje, razni nakupi), ki lahko nastanejo zaradi izvedbe transakcije.
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.
Komisija je v zvezi s stroški pogodb o tržnih storitvah in „finančnih spodbud“ upoštevala zneske, določene v različnih pogodbah o tržnih storitvah in mehanizmih finančnih spodbud, določenih v različnih pogodbah o letaliških storitvah.
It should be noted that, in this assessment, the arguments of Ryanair and the Operators that the price of the marketing services purchased by the Operators is equivalent to or less than what may be regarded as a ‘market price’ for such services are without merit.
Tako kot pri napovedih glede prometa ocenjena plačila za trženje ne ustrezajo nujno zneskom, ki so bili dejansko plačani, ker bi lahko bili ti zneski zaradi nekaterih dogodkov, do katerih bi prišlo po sklenitvi pogodb, drugačni od prvotno ocenjenih.
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 air routes concerned, the incremental costs generated by the agreements would exceed the incremental revenues at present value.
Tako je zlasti na primer, če je pogodba predčasno prekinjena.
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.
Vendar se ti dogodki ne bi smeli upoštevati pri uporabi načela udeleženca v tržnem gospodarstvu, saj nastanejo po sklenitvi pogodb.
For the same reasons, the fact that the prices set in the airport services agreement may be equivalent to or higher than the prices invoiced by even slightly comparable airport operators would be irrelevant in this assessment if these prices were not expected to generate sufficient incremental revenues to cover the incremental costs.
Glede dodatnih stroškov naložb niso bili ugotovljeni nobeni stroški, saj v dokumentaciji nič ne kaže na to, da bi udeleženec v tržnem gospodarstvu pričakoval, da bo moral izvesti nekatere naložbe, zlasti zaradi ene ali več pogodb, zajetih v formalnem postopku preiskave.
Application of the market economy operator test
Ker ni poslovnih načrtov za posamezne pogodbe, so dodatni stroški poslovanja, ki jih je bilo mogoče predvideti ob sklenitvi različnih pogodb, kategorija stroškov, ki jo je najtežje določiti.
During the procedure, the Commission invited France to submit incremental cost, revenue and profitability estimates for the various agreements, which may have been produced prior to the signature of these agreements.
V skladu s takim pristopom bi se skupni stroški poslovanja letališča, zmanjšani na število potnikov, obravnavali kot dodatni stroški.
The only information provided by France in response to this invitation appears in a business plan prepared by Veolia Transport in September 2006 (‘the VTAN business plan’), a few months before it became the new airport operator, in order to assess the financial stability of the new public service delegation.
Vendar stalni stroški predstavljajo velik delež stroškov poslovanja letališča, kar pomeni, da so skupni stroški poslovanja na potnika večinoma verjetno bistveno višji od dodatnih stroškov.
This business plan was not linked to one or more specific agreements, but detailed the projected costs and revenues for the entire airport operation for the whole term of the new public service delegation (2007-2011).
Za oceno dodatnih stroškov poslovanja mora Komisija uporabiti elemente iz analize upravljavca letališča, saj sama ne more oceniti, kako lahko določena pogodba vpliva na različne stroškovne postavke letališča.
France has also provided the contents of a study conducted for VTAN by an economic adviser (‘the VTAN study’), which aims to estimate, based on the VTAN business plan, the extent to which the additional traffic generated by a new agreement would influence the various cost and revenue items, except for the costs incurred by the marketing services agreements.
Vendar so edine predhodne ocene, na katere se lahko opre Komisija, navedene v poslovnem načrtu družbe VTAN, na podlagi katere je bil v študiji VTAN izračunan dodatni strošek poslovanja na potnika v višini [2–4] EUR.
With regard to the airport operator’s revenues, it is clear from the VTAN study that, due to its very nature, the aeronautical revenue, which stems from airport charges and ground handling services, varies according to the additional traffic, just like the commercial non-aeronautical revenue (associated with the activity of shops, restaurants and car parks situated within the airport zone).
Ker ni nobene boljše ocene, Komisija meni, da je navedeni znesek sprejemljiva podlaga za določitev vpliva dodatnega prometa na stroške poslovanja letališča.
On the other hand, the property-related non-aeronautical revenue (typically, fixed rents received by the Nîmes airport operator from various businesses present at the airport site) is not influenced by traffic variations and should not therefore be taken into account in an incremental analysis.
Ta številka je bila namreč ugotovljena na podlagi poslovnega načrta družbe VTAN, ki je iz predhodno navedenih razlogov vir zanesljivih predhodnih podatkov, in iz študije VTAN.
As regards costs, the study indicates that certain items of expenditure, such as office and structural costs, are not influenced by traffic variations, whereas others, such as purchases, are directly linked to traffic.
Kot je bilo predhodno pojasnjeno, študija VTAN vsebuje natančno in verodostojno oceno, koliko se različne postavke stroškov poslovanja letališča spreminjajo glede na promet.
In terms of maintenance and repair expenditure, the study states that, with the infrastructure being used by both Ryanair and other airport users (training school, businesses located at the site, civil security), most of the corresponding costs are fixed and do not therefore vary according to the traffic.
Komisija je torej uporabila ta podatek pri svoji oceni pogodb, sklenjenih z družbama Ryanair in AMS.
However, according to the study, a limited part of this expenditure (estimated at 8 % of the total servicing and maintenance expenditure) can be imputed to Ryanair.
Pogodbe z družbo VTAN so bile sklenjene med letoma 2007 in 2010, to je po pripravi poslovnega načrta družbe VTAN in v precej omejenem obdobju, ki ji je sledilo.
With regard to staff costs, the study takes account of the fact that part of these costs was independent of traffic, as only those costs associated with aircraft and passenger handling staff and part of the costs associated with administrative staff were imputable to the Ryanair traffic.
Uporaba predhodno navedene ocene dodatnega stroška poslovanja na potnika je torej navedena posebej za te pogodbe.
The study therefore estimates that, over the entire period covered, the staff costs imputable to Ryanair accounted for [40-50] % of the total staff costs.
Navedena ocena je, ker ni boljše, sprejemljiva tudi za pogodbe, ki jih je sklenila zbornica, čeprav je bil poslovni načrt družbe VTAN pripravljen po njihovi sklenitvi.
The study also considers the taxes paid by the airport operator.
To velja zlasti za pogodbe iz oktobra 2005, ki so bile sklenjene le nekaj mesecev pred pripravo poslovnega načrta družbe VTAN.
It notes that property tax, which depends only on the extent of the property managed by the airport operator, is independent of traffic, whereas business tax depends in particular on turnover, and therefore on traffic, and payroll tax is directly linked to the staff costs mentioned above.
Komisija namreč meni, da se oceni dodatnih stroškov poslovanja na potnika, ki bi ju udeleženec v tržnem gospodarstvu izračunal za oktober 2005 in za september 2006 ne bi zelo razlikovali, saj je zelo malo verjetno, da bi se struktura stroškov udeleženca v manj kot enem letu bistveno spremenila.
Finally, the study considers that [40-50] % of the marketing study costs, funded by the airport operator and covering commercial passenger traffic, development of the airport through new routes or new activities and development of the industrial hub, were imputable to the Ryanair traffic.
Kar zadeva pogodbe, sklenjene med letoma 2000 in 2004, so te časovno še bolj oddaljene od priprave poslovnega načrta družbe VTAN.
For each revenue and cost item in the VTAN business plan, the study therefore estimates a percentage to be applied in order to determine the part attributable to the Ryanair traffic, which therefore varies according to the traffic.
Zato in ker ni boljše možnosti, Komisija meni, da so povprečni dodatni stroški poslovanja v višini [2–4] EUR na potnika indeks, prilagojeni glede na ocenjeno 2-odstotno inflacijo, primerni tudi za analizo starejših pogodb.
Finally, the study uses the traffic forecasts contained in the VTAN business plan to determine, item by item, the projected incremental costs and revenues per passenger for the entire period.
Treba je pripomniti, da je za vsako pogodbo, ki jo je sklenila zbornica, dodatni strošek poslovanja, ki ga je predlagala Francija ([5–7] EUR na potnika) in je izračunan kot povprečje stroškov poslovanja na potnika, knjiženih v obdobju 2000–2006, precej višji od dodatnega stroška na potnika, ki ga je uporabila Komisija in je po njenem mnenju ustreznejši glede na zgoraj navedene ugotovitve.
The Commission takes the view that the VTAN business plan and the VTAN study provide reliable information that can be taken into account when applying the MEO test.
Za vsako transakcijo se torej dodatni strošek poslovanja na potnika pomnoži z ocenjenim dodatnim prometom, da se za vsako posamezno leto določijo skupni dodatni stroški poslovanja, povezani s pogodbo.
The facts on record actually show that the VTAN business plan was the result of a very thorough analysis, which is all the more reliable because this business plan served as the basis for determining the flat-rate contribution ensuring the financial stability of the airport’s operation.
Podrobnosti o različnih pogodbah
Moreover, this business plan is not likely to have been biased by the present procedure, given that the Commission initiated its action on the basis of a complaint that was only received in January 2010.
Komisija bo v nadaljevanju predstavila izsledke svoje analize različnih pogodb, ki jo je pripravila v skladu z zgoraj opisano metodo.
The examination of this business plan and associated documents has not revealed any rash or unrealistic assumptions among those used by Veolia Transport to produce this plan.
Predstavljene bodo tudi posebnosti vsake pogodbe, ki so upoštevne za to analizo.
The VTAN study is also based on reasonable assumptions.
Pogodba z dne 11. aprila 2000
It has therefore been taken into account by the Commission in its analysis, as will be indicated below.
Ta pogodba se je nanašala na opravljanje letov na vsakodnevni ruti v London z letalom Boeing 737-200, ki ima 130 sedežev.
Aside from the VTAN business plan, the only economic assessment provided by France is a study of the economic impact of Nîmes airport, carried out in 2006.
Po navedbah Francije se je družba Ryanair pri zbornici ustno zavezala k 70-odstotnemu koeficientu zasedenosti.
This study focuses on the economic impact of the airport’s activity, and particularly the routes operated by Ryanair from this airport, on the region’s economy.
Komisija meni, da bi lahko udeleženec v tržnem gospodarstvu pričakoval nekoliko večjo zasedenost, saj bi razumno domneval, da je družba Ryanair predvidela „varnostno razliko“ med navedeno ustno zavezo in dejansko pričakovano zasedenostjo.
It is not therefore relevant for the purpose of applying the MEO test, in relation to which only the airport’s profitability is important.
Komisija ugotavlja, da je ta koeficient bolj ali manj enak koeficientu iz obdobja 2000–2002.
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.
Komisija je na podlagi zgoraj opisanih načel v svojo analizo vključila dodatni promet, dobljen na podlagi navedene 75-odstotne zasedenosti za vsakodnevno ruto, na kateri leti letalo s 130 sedeži, ter z njim povezane dodatne prihodke in dodatne stroške poslovanja.
The Commission considers that the lack of a business plan, or more generally any profitability analysis carried out prior to the signature of an agreement, is a serious indication that the agreements signed by the CCI with Ryanair and AMS do not satisfy the MEO test, particularly as neither France nor the CCI has been able to provide, in respect of these agreements, any profitability analysis, even incomplete, that was carried out before the agreements were signed.
Rezultati te analize so prikazani v razpredelnici 6, ki je navedena v tej uvodni izjavi.
This observation is also largely valid for VTAN, which, although it produced a solid and detailed business plan for the entire airport operation, did not subsequently carry out, according to the facts on record, any specific profitability analysis of the various agreements signed with Ryanair and AMS prior to their signature, even though it could have used the aforementioned business plan for this purpose.
Razpredelnica 6
According to France, ‘the operator in place initially made its decisions based on traffic growth prospects that allowed the launch of new services to be envisaged, not to mention a direct economic impact potentially resulting for the airport, in the light of the expected economic impact on the region’.
Končni rezultat ponovno pripravljene predhodne analize donosnosti iz sporazuma z dne 11. aprila 2000
This further suggests that the agreements with Ryanair and AMS do not satisfy the MEO test.
Pogodba iz leta 2000 (London) – ocene dodatnega prometa, prihodkov in stroškov
This is also clearly indicated by the fact that, just before becoming the airport operator, Veolia Transport took the view that the Ryanair traffic was likely to erode the airport’s profitability.
Skupno število potnikov na dohodnih in odhodnih letih
As stated previously, the documents that Veolia Transport submitted in the invitation to tender procedure thus indicate that: ‘Moreover, in the long term, the replacement of Ryanair’s activity (company benefiting from particularly favourable conditions at the airport) could have been positively offset by the arrival of companies likely to accept less economically burdensome conditions for the airport operator …’; ‘The transfer of the risk, above […] %, by the Delegating Authority was justified by the strategic nature for the Gard economy of the tourist traffic brought by Ryanair; in fact, as we explained in our tender, the arrival of this company (under particularly advantageous conditions) had negative economic implications for the airport’s operation, but quite clearly positive implications for the local economy’; ‘Ryanair typically chooses small or medium-sized airports, particularly in France, with which the company negotiates extremely advantageous material and/or financial conditions’; ‘All in all, adding together the main agreement and the Airport Marketing Services agreement, the operations with Ryanair resulted in a negative turnover (between EUR […] thousand and EUR […] thousand according to the bid and traffic configurations, i.e. an average cost to the airport per outbound passenger of around EUR […] to EUR […] excluding tax per head)’.
[0–50000]
As explained further on, these various indications are confirmed by the Commission’s assessment of the profitability analysis that a hypothetical MEO would have carried out.
[50000–100000]
During the procedure, the Commission invited France to reconstruct the profitability analysis that an MEO would have carried out before signing the agreements with Ryanair and AMS, based on the objective information known to the Operators when these agreements were signed and on the foreseeable developments.
Število povratnih letov na leto