natgillin/translations-raw huggingface dataset:
COMMENTS FROM GERMANY
Namenska infrastruktura za družbo Ryanair
FINANCING OF INFRASTRUCTURE INVESTMENTS IN 2000–2011 (MEASURE 1)
V zvezi z naložbami, ki jih družba Ryanair zahteva v sporazumu o storitvah (zahteva, da se vzletno-pristajalna steza z določenimi tehničnimi značilnostmi zagotovi do 31. decembra 2003 ter dokonča in podaljša do 31. maja 2004 [56]), je Nemčija navedla, da to podaljšanje ni bilo v celoti izvedeno in se ni obravnavalo kot pogodbena obveznost, temveč kot predpogoj za katerega koli letalskega prevoznika, ki želi pristajati na letališču AOC.
Germany explains that public contributions to infrastructure investments at the airport directly derived from the logic on which the conversion of the airport was based.
Nemčija je navedla, da se je dolžina vzletno-pristajalne steze na letališču AOC z leti podaljšala z 2185 m (7.7.2003) na 2235 m (9.9.2004) in nazadnje na 2435 m (9.12.2008).
Its conversion from a military airfield into a civil airport was justified by the economic development of the regions of eastern Thuringia and western Saxony [49].
Vendar je bila vzletno-pristajalna steza odprta za vse uporabnike.
Paragraph 2(1) of the articles of incorporation of Flugplatz Altenburg-Nobitz GmbH indeed specifies that the objective of the company is to improve the business-related infrastructure in order to strengthen the eastern Thuringia and western Saxony regions from an economic perspective.
Po navedbah Nemčije dejstvo, da je to vzletno-pristajalno stezo uporabljala le družba Ryanair, ne spremeni ocene.
A report drawn up by the company's managers [50] values annual revenues deriving from foreign passengers transiting through the airport at EUR 10,7 million for the whole region of Central Germany.
Nemčija je tudi zavrnila trditev pritožnika, da se je vzletno-pristajalna steza podaljšala zlasti zaradi zrakoplova Boeing 737-800 družbe Ryanair (107 teh zrakoplovov leta 2007), saj ta zrakoplov dejansko pogosto uporabljajo tudi drugi letalski prevozniki, na primer Deutsche Lufthansa (132 letal leta 2007).
According to Germany, the provision of infrastructure is part of the State's powers within the framework of its competence for spatial planning, regional development and regional transport policy.
Poleg tega Nemčija opozarja, da je navedba pritožnika, da je bilo do leta 2007 v posodobitev letališča vloženih 28 milijonov EUR javnih sredstev, napačna.
These kinds of infrastructure investments are therefore based not only on exclusively economic reasons for the benefit of an undertaking, but are also part of the State's role in serving the general interest.
Pritožnik naj bi se skliceval na informacije, ki so vključevale zgolj ocene glede morebitnih stroškov.
Germany adds that the Land only has the right [51] to finance specific activities which are in its direct interest and which would not be feasible without public subsidies.
Po navedbah Nemčije so dejanske naložbe znašale 16,7 milijona EUR.
Overcompensation is avoided through an ex post control of the correct use of the funds provided [52].
Poleg tega Nemčija trdi, da so obveznosti, ki jih družba Ryanair zahteva v Prilogah A in B ter v Dodatku k Prilogi B k sporazumu o storitvah, splošne obveznosti, ki jih mora letališče izpolnjevati, da bi lahko opravljalo storitve, ki jih zahtevajo letalski prevozniki:
According to Germany, it is well known that especially regional airports can often not cover their costs and investments through airport charges and that therefore public co-financing can be necessary.
Navedla je, da so storitve iz uvodnih izjav 50 do 53 običajne obveznosti katerega koli letališča in da je letališka infrastruktura dostopna vsem uporabnikom.
In particular, Germany argues that the infrastructure investments had to be financed by public authorities in order to meet the necessary legal requirements in terms of security and safety.
Prav tako je dodala, da nekatere storitve iz Priloge A k sporazumu o storitvah, kot so tiskovne konference, novinarski izleti in večeri potovalnih agencij, niso bile zagotovljene.
AOC, as a regional airport, is not in a position to generate sufficient income through airport charges to finance all infrastructure investments.
Ocena državne pomoči
The company could also not have complied with its legal obligations, including security requirements for the aviation business, without public subsidies.
Med letoma 1993 in 1997 je zvezna dežela Turingija vložila 12,25 milijona EUR v letališko infrastrukturo.
Germany points out that the reconstruction works on the terminal in 2009 were carried out because of safety requirements, in order to comply with the requirement for separate handling of Schengen and non-Schengen passengers.
Po navedbah Nemčije je pomoč v okviru teh shem dostopna vsem upravljavcem letališč v Turingiji.
According to Germany, alternatives to this reconstruction were considered, but, in view of the higher number of passengers and the high costs required for these alternative options, the long term solution of reconstructing the terminal was pursued.
V okviru teh shem pomoči se javna sredstva odobrijo za naložbe v infrastrukturo, ki so nujne za zračni promet, dostopne vsem morebitnim uporabnikom in namenjene splošnemu javnemu interesu.
Germany states that the total amount of EUR 6474034 invested in infrastructure in the period 2000-2011 [53] exclusively related to non-economic activities.
Poleg tega so ta sredstva omejena na ustrezne in potrebne zneske, pri čemer Nemčija opozarja, da od leta 1997 tudi letališča krijejo del infrastrukturnih stroškov.
According to Germany, these infrastructure investments do not constitute State aid and are not subject to State aid rules under Article 107 TFEU.
Po navedbah Nemčije zato te sheme ne morejo povzročiti nobenega izkrivljanja konkurence.
Germany further explains that this amount of investments into non-economic activities can be divided into security investments and investments in public and aviation safety.
V zvezi z naložbami v infrastrukturo, izvedenimi med 12. decembrom 2000 – datum sodbe Sodišča v zadevi Aéroports de Paris – in 9. decembrom 2005 – datum začetka uporabe smernic za letalski sektor iz leta 2005 –, Nemčija meni, da so merila, ki se uporabljajo, nejasna:
Germany points out that security and policing activities, fire protection measures, public and operational safety, meteorological services and flight security fall within the public policy remit.
ob uporabi smernic za letalski sektor iz leta 1994 se infrastruktura ne more že v izhodišču obravnavati kot državna pomoč.
Germany points out further that a substantial amount of the funds received served to secure the safety of the infrastructure and its renovation, not to construct new infrastructure.
Nemčija v zvezi s tem trdi, da so se smernice iz leta 1994 uporabljale do začetka veljavnosti smernic iz leta 2005 in da sodba v zadevi Aéroports de Paris tega ne spremeni.
Germany further states that, out of the total amount of investments of EUR 6474034, 30 % was financed from Flugplatz Altenburg-Nobitz GmbH's equity and the remainder through the Land of Thuringia.
Ker smernice iz leta 1994 zavezujejo Komisijo v skladu z načelom legitimnih pričakovanj, se morajo torej za naložbe v infrastrukturo uporabljati do leta 2005.
Germany points out that the financing of these infrastructure investments was provided as non-refundable grants and not through loans.
Zato ukrepa ni mogoče šteti za državno pomoč:
The conditions for these grants result from the requirements listed in the Thüringer Landeshaushaltsordnung [54].
čeprav so se plačila za infrastrukturo izvedla v okviru javnega financiranja, se to financiranje nanaša na dejavnosti s področja javne politike in ne na gospodarsko dejavnost.
Germany also states that conversion projects have also been financed in other Länder wholly through public funding, in line with Article 107(3)(c) TFEU, in order to promote regional economic development.
Kar zadeva naložbe v infrastrukturo, izvedene po 9. decembru 2005, Nemčija kot prvo meni, da ne pomenijo pomoči, kar utemeljuje z razlogi iz uvodnih izjav 66 do 73.
Germany also refers to a previous Commission decision [55] stating that the construction or extension of regional airports in structurally weak areas is compatible with the Treaty on European Union.
Če bi Komisija kljub temu sklenila, da te naložbe pomenijo državno pomoč, Nemčija trdi, da je ta pomoč v skladu s členom 107(3)(c) PDEU združljiva z notranjim trgom, saj izpolnjuje zahteve iz točke 61 smernic za letalski sektor iz leta 2005:
Dedicated infrastructure for Ryanair
Nemčija v zvezi s prvo zahtevo trdi, da imajo naložbe v infrastrukturo jasen cilj splošnega interesa, tj. zagotoviti prometno infrastrukturo in regionalni razvoj v strukturno šibki regiji.
Regarding the investments required by Ryanair in its service agreement (a landing runway meeting specific technical characteristics, to be provided by 31 December 2003 and to be completed and extended by 31 May 2004 [56]), Germany states that this specific prolongation has not been carried out in full and it was not considered a contractual obligation but a prerequisite for any airline to be able to land at AOC.
Tako je bilo letališče AOC prvo vojaško letališče, ki je bilo po ponovni združitvi Nemčije preurejeno v letališče za civilno uporabo.
According to Germany, the fact that this runway was only used by Ryanair does not change the assessment.
Nemčija v zvezi z drugo zahtevo trdi, da so naložbe v infrastrukturo potrebne in sorazmerne z zastavljenim ciljem.
Germany also rejects the argument advanced by the complainant that the runway was extended especially for Ryanair's Boeing 737-800 (107 planes in 2007), since this aeroplane is actually also widely used by other airlines, for example by Deutsche Lufthansa (132 planes in 2007).
Ponovno poudarja, da je bil namen vseh naložb obnova in posodobitev letališča.
Furthermore, Germany points out that the suggestion made by the complainant that until 2007 public funds of EUR 28 million have been invested for the modernisation of the airport is erroneous.
Ker upravljavec letališča, tj. družba Flugplatz Altenburg-Nobitz GmbH, ni imel dovolj sredstev, je bilo potrebno javno financiranje.
The complainant would be referring to information in which only estimations about the possible costs were being made.
Nemčija v zvezi s tretjo zahtevo meni, da so bile srednjeročne možnosti za uporabo infrastrukture zadovoljive vsaj do leta 2009.
Real investments amounted to EUR 16,7 million according to Germany.
V skladu s tremi študijami, izvedenimi leta 2007 [57], naj bi upravljavec letališča do leta 2015 izboljšal letne rezultate letališča in dosegel skoraj uravnotežene poslovne prihodke ter okrepil bližnje industrijsko območje.
In addition, Germany argues that the obligations required by Ryanair in the service agreement, Annexes A, B and in the Appendix to Annex B are general obligations that an airport has to fulfil in order to be able to provide the service requested by airline companies:
Ena študija [58] obravnava zlasti donosnost prometa nizkocenovnega prevoznika in kot mogoč scenarij navaja, da bi lahko letališče AOC do leta 2015 doseglo 500000 potnikov, kar je celo opisano kot previdna ocena.
Germany states that the services referred to at recitals 50-53 are normal obligations of any airport and that its infrastructure is open to all users.
Po navedbah Nemčije to dokazuje, da so družba Flugplatz Altenburg-Nobitz GmbH in njeni delničarji vedno ravnali kot zasebni vlagatelji.
Germany adds that some services mentioned in Annex A to the service agreement, such as press conferences, journalists' trips and travel agency evenings, have not been provided.
Nemčija v zvezi s četrto zahtevo pojasnjuje, da lahko do infrastrukture pravično in brez diskriminacije dostopajo vsi njeni morebitni uporabniki.
State aid assessment
Nemčija je v zvezi s tretjo zahtevo navedla, da vpliv na razvoj trgovine ni v nasprotju s splošnim interesom.
Between 1993 and 1997, the Land of Thuringia invested EUR 12,25 million in the airport's infrastructure.
Letališče AOC je letališče z manj kot 150000 potniki na leto, torej letališče kategorije D, pri čemer ni izkrivljanja konkurence v odnosu z drugimi letališči.
For the years 1998 to 2011, the Land of Thuringia approved fund contributions of EUR 4,5 million to Flugplatz Altenburg-Nobitz GmbH.
Nemčija nazadnje meni, da ukrep ne bo povzročil izkrivljanja ali ne izkrivlja konkurence na notranjem trgu, saj je infrastruktura brez diskriminacije dostopna vsem uporabnikom.
These funds were provided on the basis of published aid schemes of the Land of Thuringia, the notification of which was not deemed necessary.
Poleg tega kot letališče kategorije D v skladu s smernicami za letalski sektor iz leta 2005 na leto oskrbi manj kot 150000 potnikov in kot tako ne konkurira drugim letališčem.
According to Germany, aid under these schemes is open to all airport operators in Thuringia.
Konkurenca med letališčem AOC ter letališči Dresden, Erfurt-Weimar in Hof je zanemarljiva.
Under these aid schemes, public funds are to be granted for infrastructure investments which are necessary for air traffic, are open for use to all potential users and serve the general public interest.
Poleg tega delež letališča AOC predstavlja le 0,1 % skupnega prometa vseh nemških letališč iz ADV [59], zato je Nemčija navedla, da to letališče ne konkurira nobenim evropskim letališčem, kar pomeni, da ne vpliva na konkurenco na notranjem trgu in trgovino med državami članicami.
These funds are also limited to appropriate and necessary amounts and Germany points out that, since 1997, airports have also been sharing part of the infrastructure costs.
Nemčija v zvezi s tem opozarja, da na primer delovna obremenitev letališča AOC predstavlja le 2 % delovne obremenitve letališča Leipzig-Halle.
Therefore, Germany states that no distortion of competition could arise from these schemes.
Ugotovitve študije KE-Consult iz leta 2010 o prihodnjih razvojnih možnostih letališča in regije, v kateri deluje
As regards infrastructure investments made between 12 December 2000 — the date of the Court judgment in the Aéroports de Paris case — and 9 December 2005 — the date on which the 2005 Aviation Guidelines became applicable — Germany considers that the criteria applicable are unclear:
Ko je postalo očitno, da se scenarij, predviden v študijah iz leta 2007, ne bo uresničil, je letališče pri svetovalni družbi KE-Consult naročilo študijo o letališču AOC in sosednjem industrijskem območju;
with the application of the 1994 Aviation Guidelines, the infrastructure cannot be considered State aid from the outset.
študija je bila predložena leta 2010.
Germany argues in this regard that the 1994 guidelines were applicable until the 2005 guidelines came into force and the Aéroports de Paris judgment does not change this.
Ugotovitve kažejo, da nadaljnji razvoj letališča kot nizkocenovnega letališča ne bi bil poslovno uspešen, in priporoča se, da se letališče osredotoči na splošni letalski promet.
Therefore, since the 1994 guidelines are binding on the Commission under the principle of legitimate expectations, these should be applied to the infrastructure investments up until 2005.
Tako je upravni odbor družbe Flugplatz Altenburg-Nobitz GmbH septembra 2011 predložil nov načrt za razvoj letališča, ki ga je potrdil nadzorni odbor, potrjen pa je bil tudi na sestanku delničarjev.
Therefore the measure cannot be classed as State aid:
Letališče AOC ne bo odprto za nizkocenovne letalske prevoznike ali kakršne koli komercialne letalske dejavnosti, ampak za splošni letalski promet, poleg tega pa bi moralo s tem novim poslovnim razvojem postati donosno do leta 2015.
although infrastructure payments were made through public funding, this funding relates to public policy remit activities and does not pertain to an economic activity.
Študija KE-Consult priznava, da so delničarji družbe Flugplatz Altenburg-Nobitz GmbH družbo stalno subvencionirali.
As regards infrastructure investments made after 9 December 2005, Germany considers, firstly, that these do not constitute aid for the reasons mentioned in recitals 66 to 73.
Ker se je bila potreba po subvencijah vse večja, je bila dosežena meja gospodarske učinkovitosti delničarjev.
Should the Commission nevertheless come to the conclusion that these investments do constitute aid, then Germany claims that it is compatible with the internal market under Article 107(3)(c) TFEU as it fulfils all the requirements of point 61 of the 2005 Aviation Guidelines:
Študija KE-Consult je bila izvedena, da bi se preučile mogoče razvojne možnosti letališča AOC na podlagi njegovega regionalnega, političnega, gospodarskega in fiskalnega učinka.
As to the first requirement, Germany claims that the infrastructure investments aim at a clear objective of common interest, which is to provide transport infrastructure and regional development in a structurally weak region.
V zvezi s tem so bili izdelani različni scenariji o ukinitvi, nespremenjenem nadaljnjem izvajanju ali razširitvi letalskega prometa z nizkocenovnimi prevozniki ter o razvoju industrijskega parka okrog letališča.
In this regard, AOC was the first military airport to be converted for civil use after the reunification of Germany.
Zahteve za mikroekonomsko in fiskalno ravnovesje se lahko izpolnijo le s scenarijem „splošnega letalskega prometa“, ki pomeni ukinitev letalskega prometa z nizkocenovnimi prevozniki na letališču AOC.
AOC is also of importance for companies situated in the nearby industrial area.
To je edini scenarij, ko letališče ne potrebuje nobenih drugih plačil, temveč le obvezni letni dodatni prispevek delničarjev v znesku 227000 EUR na delničarja.
Incoming tourism should furthermore help in improving regional tourism and creating jobs.
Ta scenarij je ugoden z makroekonomskega vidika.
As to the second requirement, Germany claims that the infrastructure investment is necessary and proportional to the objective set.
Regionalna gospodarska učinkovitost je veliko večja kot v vseh drugih scenarijih.
Germany reiterates that all investments were made to renovate and update the airport.
Pozitiven je tudi javnofinančni saldo Turingije in njenih občin za leto 2015.
Since the operator, Flugplatz Altenburg-Nobitz GmbH, did not have sufficient funds, public funding was needed.
Vsi drugi scenariji, ki vključujejo nadaljnje izvajanje ali razširitev letalskega prometa z nizkocenovnimi prevozniki, niso gospodarsko trajnostni na podlagi obveznih prispevkov delničarjev.
As to the third requirement, Germany is of the opinion that the medium-term prospects for use of the existing infrastructure were satisfactory, at least until 2009.
Fiskalni učinek za Turingijo bi znašal med 115000 EUR in 375000 EUR na leto, odvisno od scenarija.
According to three studies carried out in 2007 [57], the operator of the airport was to improve its annual results and achieve an almost balanced operating income by the year 2015, together with the strengthening of the nearby industrial area.
V vseh scenarijih z nizkocenovnimi letalskimi prevozniki bi bil pozitivni fiskalni učinek letališča AOC in občin manjši od prispevkov, ki bi jih potrebovalo letališče, zato je fiskalno ravnovesje med prihodki in stroški negativno.
One study [58] refers especially to the profitability of low-cost carrier traffic and sets out a possible scenario that AOC could reach 500000 passengers by 2015, which is even described as a conservative estimate.
V primerjavi s scenarijem splošnega letalskega prometa je raven potrebnih prispevkov v scenarijih z nizkocenovnimi letalskimi prevozniki enajst- do petnajstkrat višja, medtem ko so učinki dodane vrednosti le dva- do trikrat večji.
This proves, according to Germany, that Flugplatz Altenburg-Nobitz GmbH and its shareholders always acted as private investors.
Medtem ko je fiskalno ravnovesje med prihodki in stroški v scenariju splošnega letalskega prometa pozitivno, je v vseh scenarijih z nizkocenovnimi prevozniki negativno.
As to the fourth requirement, Germany explains that all potential users of the infrastructure have access to it in an equitable and non-discriminatory manner.
Poleg tega se je upoštevalo več okvirnih pogojev:
As to the fifth requirement, Germany states that the development of trade is not affected to an extent that is contrary to the common interest.
negotovost zaradi monopolnih uporabnikov in zunanjih vplivov:
AOC is an airport with fewer than 150000 annual passengers, hence a category D airport, and there is no distortion of competition vis-à-vis other airports.
razvoj letalskega prometa na letališču AOC je v precej – vsaj v zvezi s prometom nizkocenovnih prevoznikov – odvisen od pogodb z zadevnimi letalskimi prevozniki in od zunanjih vplivov, kot je britanska turistična taksa ali nemška taksa za zračni promet, ki lahko izrazito negativno vplivajo na obseg prometa z nizkocenovnimi prevozniki;
Lastly, Germany considers that the measure does not threaten to distort, or distort competition in the internal market since the infrastructure is open to all users on a non-discriminatory basis.
neodobritev nadaljnjega stalnega subvencioniranja:
In addition, as a category D airport according to the 2005 Aviation Guidelines, the airport annually counts fewer than 150000 passengers and as such does not compete with other airports.
ogrozila bi se poštena konkurenca brez subvencioniranja, kar ne bi bilo v skladu z načrtom zračnega prometa za Nemčijo in sporazumi politične koalicije na ravni zvezne dežele;
Competition between AOC and the other airports at Dresden, Erfurt-Weimar and Hof is negligible.
pomanjkanje trajnosti:
Moreover, as the share of AOC only accounts for 0,1 % of the entire traffic of all German airports listed in the ADV [59], Germany states that this airport is not in competition with any European airports, which means that there is no effect on competition in the internal market and on trade between Member States.
scenariji z nizkocenovnimi prevozniki ne kažejo izboljšanja fiskalnega in mikroekonomskega ravnovesja.
In this regard, Germany points out that AOC handles only 2 % of the workload units handled at, for example, Leipzig/Halle airport.
Poslovni model na podlagi nizkocenovnih prevoznikov bi povzročil samo vse večjo potrebo po subvencijah do leta 2015 in pozneje.
Conclusions from the 2010 KE-Consult study on the future development prospects of the airport and its region
Zato študija KE ugotavlja, da delničarjem in zvezni deželi Turingiji ni mogoče priporočiti nadaljnjega izvajanja ali razširitve letalskega prometa nizkocenovnih prevoznikov.
It concludes that further developments of the airport as a low-cost airport would not be commercially viable and recommends focusing on general aviation.
Družba je vzpostavila sistem, v okviru katerega se vsako leto pripravijo letni poslovni načrti za prihodnje leto, ki se odobrijo na sestanku delničarjev in nato v zadevnem letu posodabljajo z aktualnimi podatki, ki jih pridobi letališče [60].
Therefore, in September 2011, the management board of Flugplatz Altenburg-Nobitz GmbH submitted a new development plan for the airport, which was agreed by the supervisory board and the shareholder's meeting.
Ta sistem je letališču omogočil posodabljanje javnega finančnega prispevka, potrebnega za kritje izgub.
AOC will not be open to low-cost airlines or to any commercial aviation business, but to general aviation and should become profitable through this new business development by 2015.
Nemčija je navedla, da izgube, zabeležene po letu 2000, ki so zahtevale prispevke delničarjev, niso povzročile le naložb v infrastrukturo:
The KE-Consult study recognises that shareholders of Flugplatz Altenburg-Nobitz GmbH continuously subsidised the company.
amortizacija ne pojasnjuje v celoti izgub, povzročili pa jih niso niti finančni stroški, saj letališče ni imelo kreditnega financiranja.
Given this constantly increasing need for subsidies, the limit of economic efficiency had been reached for shareholders.
Letne izgube družbe Flugplatz Altenburg-Nobitz GmbH so bile le delno povezane s stroški amortizacije, poleg tega pa jih Nemčija ne povezuje neposredno z družbo Ryanair.