natgillin/translations-raw huggingface dataset:
Firstly, under the terms of the marketing services agreement, the promotion of the Zweibrücken region on the homepage of the Ryanair internet site was limited to five paragraphs of 150 words under ‘Top Five Things To Do’ on the page for the destination of Zweibrücken, the presence for a very short period of time (16 days) of a simple link on the www.ryanair.com homepage leading to a site made available by the Land, and the presence of two simple links on the page for the destination of Zweibrücken leading again to a site made available by the Land.
Pričakovani nominalni rezultat
Both the type of promotional activities (a simple link with a limited marketing value) and their short lifespan would have severely reduced the effect of these activities after the end of the promotion, in particular as these activities were limited to the Ryanair internet site and were not supported by any other media.
Diskontna stopnja
Secondly, the preponderance of marketing activities set out in the agreement entered into with AMS was only in relation to the internet page for the destination of Zweibrücken.
Pričakovani diskontirani rezultat
It is very likely that most people do not visit that page often;
Pri pripravi preglednice 8 je Nemčija upoštevala naslednje:
if and when they do, it is probably only because they are already interested in that destination.
Pričakovano število potnikov je bilo odšteto od pričakovanega števila letov na teden in ekstrapolirano za čas trajanja pogodbe.
Thus, even if the marketing services did increase passenger traffic on the air routes covered by the marketing services agreements for the period of their implementation, it is very likely that this effect was zero or negligible after that period and that the effect on other air routes was similarly insignificant.
Pričakovani prihodek od letalstva (pristojbine za oskrbo zrakoplova in pristajalne pristojbine, čiščenje in razledenitev itd.) so se izračunale za čas trajanja pogodbe na podlagi pogojev, določenih s posameznim letalskim prevoznikom, pri čemer so se upoštevala ustrezna znižanja in spodbude.
It also follows from the Ryanair studies of 17 and 31 January 2014 that the generation of benefits going beyond the air routes covered by marketing services agreements or lasting after the period of their implementation for these routes, as set out in the marketing services agreement and airport services agreement, was extremely uncertain and could not be quantified with a degree of reliability that would be considered sufficient by a prudent MEO.
Pričakovani prihodki, ki niso povezani z letalstvom (parkirnina, poraba na terminalu itd.) so se prav tako izračunali za čas trajanja pogodbe.
Thus, for example, according to the study of 17 January 2014, ‘future incremental profits beyond the scheduled expiry of the airport services agreement are inherently uncertain’.
Pričakovani dodatni stroški so se izračunali za čas trajanja pogodbe z upoštevanjem amortizacije naložb, potrebnih za opravljanje komercialnega letalstva (nov terminal, nova okenca za prijavo na let, parkirišča itd.), ter dodatnega osebja in materialnih stroškov.
Moreover, that study suggests two methods for evaluating a priori the positive effects of marketing service agreements:
Upoštevali so se samo stroški, ki jih je imel posamezni letalski prevoznik.
a ‘cash flow’ approach and a ‘capitalisation’ approach.
Na tej podlagi je Nemčija trdila, da če je stroške novega terminala in najem novega osebja prvotno povzročil letalski prevoznik Germanwings, ki je začel poslovati na letališču Zweibrücken, ti stroški izhajajo pretežno iz prve pogodbe letalskega prevoznika Germanwings.
The ‘cash flow’ approach involves evaluating the benefits of marketing services agreements and airport services agreements by assessing the future revenues which may be generated by the airport operator through marketing services and the airport services agreement, minus corresponding costs.
Na zahtevo Komisije so se plačila za podporo za trženje, izplačana letalskemu prevozniku Ryanair na podlagi pogodbe med zvezno deželo in družbo AMS, upoštevala kot dodatni stroški pogodbe letalskega prevoznika Ryanair.
In the ‘capitalisation’ approach, improvement of the brand image of the airport through marketing services is treated as an intangible asset, acquired for the price laid down in the marketing services agreement.
Diskontna stopnja je temeljila na diskontnih stopnjah nemške banke Bundesbank od leta 2008.
However, the study highlights the major difficulties presented by the ‘capitalisation’ approach and shows that the results produced by this method may be unreliable;
Komisija ugotavlja, da je Nemčija pri ocenjevanju števila potnikov, pri čemer je na navedeni podlagi izračunala pričakovane dodatne prihodke iz letalske in neletalske dejavnosti, uporabila smiseln pristop.
it suggests that the ‘cash flow’ approach would be better.
Enako velja za diskontne stopnje.
In particular, the study finds:
Komisija nadalje ugotavlja, da se Nemčija ne strinja, da se pri izračunu dodatnih prihodkov samo med trajanjem pogodbe ne upošteva dolgoročni dobiček.
‘The capitalisation approach should only take into account the proportion of marketing expenditure that is attributable to the intangible asset base of an airport.
Komisija se je v odgovoru na to sklicevala na svoje trditve iz uvodnih izjav 376 in 377, da je primerno upoštevati samo dodatne stroške in prihodke, nastale med trajanjem pogodbe.
However, it may be difficult to identify the proportion of marketing expenditure that is targeted towards generating expected future revenues for the airport (i.e. an investment in the intangible asset base of the airport) as opposed to generating current revenues for the airport.’
Komisija je seznanjena tudi z navedbo Nemčije, da se ne more šteti, da pogodba o storitvah trženja povzroča samo stroške, ampak da ustvarja tudi prihodke.
It also stresses that:
Nemčija razen ocene povečanja prometa (in posledično tudi prihodkov iz neletalskih dejavnosti) na letališču ni predlagala nobene metode za ocenitev posebnih dodatnih prihodkov, ustvarjenih na podlagi pogodbe o storitvah trženja.
‘In order to implement the capitalisation-based approach, it is necessary to estimate the average length of time that an airport would be able to retain a customer due to the AMS marketing campaign.
V vsakem primeru je Komisija že v uvodni izjavi 347 in naslednjih določila, da bi udeleženec v tržnem gospodarstvu pri oceni pozitivnih učinkov pogodbe o storitvah trženja upošteval samo dodatne prihodke letališča.
In practice, it would be very difficult to estimate the average period of customer retention following an AMS campaign due to insufficient data.’
Kar zadeva zlasti dodatne operativne stroške, se mora Komisija opreti na podatke, ki so jih zagotovili Nemčija in družbi FGAZ/FZG, če so ti smiselni, ker ni v položaju, da bi te stroške ocenila sama.
The study of 31 January 2014 proposes a practical application of the ‘cash flow’ approach.
Načeloma velja enako za dodatne stroške naložb, ker so Nemčija in družbi FGAZ/FZG v boljšem položaju, da lahko ocenijo, katera naložba je povezana s posebno pogodbo o letaliških storitvah.
Under this approach, the benefits of marketing services agreements and airport services agreements which last even after the marketing services agreement has expired are expressed as a ‘terminal value’ that is calculated on the agreement's expiry date.
Komisija po proučitvi informacij, ki jih je zagotovila Nemčija, sprejme splošni izračun dodatnih stroškov kot smiseln.
This terminal value is calculated based on the incremental profits expected from the airport services agreement and marketing services agreement in the final year of application of the airport services agreement.
Smiselno se zdi tudi, da je najem dodatnega osebja za vodenje letalskega prevoznika Germanwings in izvedbo začetnih naložb v prenovo terminala mogoče povezati s prvo pogodbo z letalskim prevoznikom Germanwings, ker je ta pogodba spodbudila prisilni razvoj komercialnega letalstva na letališču Zweibrücken.
Those profits are extended into the following period, the term of which is equal to the term of the airport services agreement, and are adjusted to take into account the growth rate for the air transport market in Europe and the probability factor designed to reflect the airport services agreement's and marketing services agreement's capacities to contribute to the airport's profits after they have expired.
Ker je pričakovani diskontirani rezultat za prvo pogodbo z letalskim prevoznikom Germanwings ter za pogodbi z letalskima prevoznikoma TUIFly in Ryanair negativen, Komisija ugotavlja, da družbi FGAZ/FZG pri sklenitvi teh pogodb nista ravnali kot udeleženki v tržnem gospodarstvu.
According to the study of 31 January 2014, the capacity for producing lasting benefits depends on various factors ‘including greater prominence and a stronger brand, alongside network externalities and repeat passengers’, although no details are given about these factors.
Letališče ni moglo pričakovati, da bo pokrilo vsaj dodatne stroške, ki bi nastali na podlagi katere od teh pogodb.
Moreover, this method takes into account a discount rate which reflects capital costs.
Ker družbi FGAZ/FZG nista ravnali kot udeleženki v tržnem gospodarstvu, sta z odločitvijo, da skleneta pogodbe pod navedenimi pogoji, letalskim prevoznikom Germanwings, TUIFly in Ryanair zagotovili gospodarsko prednost.
The study suggests a probability factor of 30 %, which it considers prudent.
Nasprotno bi se za drugo pogodbo z letalskim prevoznikom Germanwings lahko pričakovalo, da bo prinesla pozitiven diskontirani rezultat.
However, this very theoretical study does not provide any serious evidence for this factor, either quantitatively or qualitatively.
Zato družbi FGAZ/FZG pri sklenitvi navedene pogodbe letalskemu prevozniku Germanwings nista zagotovili gospodarske prednosti.
It does not base itself on any facts relating to Ryanair's activities, air transport markets or airport services to substantiate this rate of 30 %.
Gospodarska prednost, ugotovljena v uvodni izjavi 376 in naslednjih, je bila zagotovljena selektivno, saj so od nje imeli korist le letalski prevozniki, ki opravljajo svoje storitve na letališču Zweibrücken.
It does not establish any link between this rate and the factors that it mentions in passing (prominence, strong brand, network externalities and repeat passengers) and that are supposed to extend the benefits of the airport services agreement and market service agreement after their expiry dates.
V tem okviru se zavrne trditev Nemčije, da popusti na letališke pristojbine, odobreni letalskim prevoznikom, ki opravljajo lete z letališča Zweibrücken, niso bili selektivni.
Finally, it does not in any way base itself on the specific content of marketing services provided for in the various contracts with AMS when analysing to what extent those services could influence those factors.
Nemčija je trdila, da so bili popusti na voljo vsem letalskim prevoznikom, ki bi želeli delovati na letališču Zweibrücken, zaradi česar so domnevno neselektivni.
Moreover, it does not prove that there is any likelihood that, on expiry of the airport services agreement and the marketing services agreement, the profits generated by these agreements for the airport operator in the final year of their application will continue in the future.
Komisija se je odzvala najprej z ugotovitvijo, da posamezne pogodbe, sklenjene z letalskimi prevozniki, odstopajo od seznama pristojbin in druga od druge (glej uvodne izjave 67 do 72), kar pomeni, da vsebujejo posamično dogovorjene pogoje.
Likewise, it provides no evidence that the growth rate of the air transport market in Europe is a useful indicator for measuring the impact of an airport services agreement and a marketing services agreement for a given airport.
Natančna prednost, ki je bila zagotovljena posameznemu letalskemu prevozniku, naj bi zato bila selektivna.
A ‘terminal value’ calculated using the method suggested by Ryanair would therefore be highly unlikely to be taken into account by a prudent MEO when deciding whether or not to enter into an agreement.
Drugič, Komisija ugotavlja, da čeprav je bil seznam pristojbin uporabljen enako za vsakega letalskega prevoznika, ki bi želel opravljati svoje storitve na letališču Zweibrücken, bi se vsaka prednost, zagotovljena na podlagi tega seznama, še vedno štela za selektivno.
The study of 31 January 2014 therefore shows that a ‘cash flow’ approach would only lead to very uncertain and unreliable results, as would the ‘capitalisation’ method.
Kot je v zadevi Deutsche Lufthansa AG proti Flughafen Frankfurt-Hahn GmbH menil generalni pravobranilec Mengozzi, bi sprejetje trditev Nemčije pomenilo „radikalno zanikati možnost, da se v državno pomoč uvrstijo pogoji, pod katerimi javno podjetje zagotavlja svoje storitve, pri čemer ti pogoji veljajo za vse pogodbene stranke brez razlikovanja“ [104].
Moreover, neither Germany nor any interested third party has provided any evidence that the method put forward by Ryanair in the study of 31 January 2014, or any other method aiming to quantify the profits after expiry of airport services agreements and marketing services agreements, has been successfully implemented by regional airport operators comparable to Zweibrücken's operator.
Generalni pravobranilec Mengozzi je nadalje trdil, da kot
Germany has not made any comments on the studies of 17 and 31 January 2014.
„je po mojem mnenju pravilno ugotovila Komisija, je videti, da taka izključitev ni skladna ne s sodno prakso Sodišča, po kateri so lahko selektivne tudi državne intervencije, ki brez razlik zajamejo vse gospodarske subjekte v nekem sektorju, ne z različnimi precedenčnimi primeri, v katerih so bile obravnavane selektivne ugodnosti iz dobave blaga ali storitev s strani javnih (ali zasebnih) družb po popolnoma enakih cenah ali pogojih za vse gospodarske subjekte v neki dejavnosti“ [105].
Moreover, a terminal value calculated using the method put forward by Ryanair is only positive (and, therefore, only tends to increase the profitability of the airport services agreement and marketing services agreement) if the incremental profit expected from these agreements in the final year of application of the airport services agreement is positive.
Za ukrep, ki ga dodeli država, se šteje, da izkrivlja ali bi lahko izkrivljal konkurenco, kadar izboljša konkurenčni položaj prejemnika pomoči v primerjavi z drugimi podjetji, ki so njegovi konkurenti [106].
If it is negative, taking the terminal value into account will usually reduce the profitability of the agreements.
Iz praktičnih razlogov se lahko izkrivljanje konkurence predvideva od trenutka, ko država zagotovi finančno prednost podjetju v liberaliziranem sektorju, v katerem obstaja ali bi lahko obstajala konkurenca.
It will be demonstrated below (see recitals 378 et seq.) that the 2008 agreements resulted in negative incremental cash flows.
V skladu s sodno prakso Sodišča lahko vsaka pomoč, dodeljena podjetju, ki svoje dejavnosti opravlja na notranjem trgu, vpliva na trgovino med državami članicami [107].
Moreover, as stated above (see recitals 341 et seq.), the marketing services clearly target persons likely to use the route covered by the marketing services agreement.
Letalski prevozniki lahko od začetka veljavnosti tretjega svežnja o liberalizaciji zračnega prevoza 1. januarja 1993 [108] prosto opravljajo lete na povezavah znotraj EU.
If this route is not renewed on expiry of the airport services agreement, it is unlikely that marketing services will continue to have a positive effect on passenger traffic at the airport after the expiry date.
Kot je ugotovilo Sodišče,
It is very difficult for an airport operator to assess the likelihood of an airline continuing to run a route on expiry of the term to which it has committed itself in the airport services agreement.
„če podjetje deluje v sektorju, v katerem … konkurirajo proizvajalci iz različnih držav članic, lahko vsaka pomoč, ki bi jo lahko prejelo od javnih organov, vpliva na trgovino med državami članicami in izkrivlja konkurenco, ker njegova stalna prisotnost na trgu konkurenčnim ponudnikom iz drugih držav članic preprečuje, da bi povečali svoj tržni delež, in zmanjšuje njihovo možnost za povečanje izvoza v to državo članico“ [109].
Low-cost airlines, in particular, have shown that, when it comes to opening and closing routes, they are very responsive to market conditions which, more often than not, change very quickly.
(394) Komisija je ugotovila, da so družbi FGAZ/FZG in zvezna dežela Porenje-Pfalška letalskim prevoznikom Germanwings, TUIFly in Ryanair zagotovili selektivno prednost.
Therefore, when entering into a transaction such as the one being examined in this case, a prudent MEO would not rely on an airline company extending the operation of the route in question on expiry of the agreement.
Ti letalski prevozniki delujejo na konkurenčnem trgu po vsej Uniji in prednost, ki so jo pridobili, bi lahko izboljšala njihov konkurenčni položaj na navedenem trgu.
To conclude, it is clear from the above that the only benefit that a prudent MEO would expect from a marketing services agreement, and which it would quantify when deciding on whether or not to enter into such an agreement, together with an airport services agreement, would be that the marketing services would have a positive effect on the number of passengers using the routes covered by the agreements in question for the term of operation of those routes, as set out in the agreements.
S tega vidika Komisija ugotavlja, da lahko prednost, zagotovljena letalskim prevoznikom Germanwings, TUIFly in Ryanair, izkrivlja konkurenco in vpliva na trgovino med državami članicami.
The Commission considers that any other possible benefits are too uncertain to be quantified and taken into account.
Iz navedenih razlogov Komisija ugotavlja, da so letalski prevozniki Germanwings, TUIFly in Ryanair prejeli državno pomoč, ki znaša približno 1054985 EUR, 232781 EUR in 464879 EUR v tem zaporedju.
The feasibility of comparing Zweibrücken airport to other European airports
Komisija ugotavlja, da Nemčija ni predložila nobenih argumentov v dokaz, da je pomoč, dodeljena letalskim prevoznikom TUIFly, Germanwings in Ryanair, združljiva z notranjim trgom.
Under the new guidelines for applying the MEO principle, the existence of aid to an airline using a particular airport can, in principle, be excluded if the price charged for the airport services corresponds to the market price, or if it can be demonstrated through an ex ante analysis — that is to say one founded on information available when the aid is granted and on developments foreseeable at the time — that the airport/airline arrangement will lead to a positive incremental profit contribution for the airport [98].
Komisija na podlagi sodne prakse Sodišča [110] opozarja, da je Nemčija odgovorna, da navede pravno podlago, po kateri se lahko določi, ali je ukrep državne pomoči združljiv z notranjim trgom, in da dokaže, da so izpolnjeni vsi zahtevani pogoji.
However, as regards the first approach (a comparison with the ‘market price’), the Commission doubts that, at the present time, an appropriate benchmark can be identified to establish a true market price for services provided by airports.
Komisija kljub temu meni, da bi bilo smiselno ugotoviti, ali se zadevna državna pomoč lahko obravnava kot združljiva z zagonsko pomočjo.
It therefore considers an ex ante incremental profitability analysis to be the most relevant criterion for the assessment of arrangements concluded by airports with individual airlines [99].
Veljavni pravni okvir
It should be noted that, in general, the application of the MEO principle based on an average price on other, similar markets may prove helpful if such a price can be reasonably identified or deduced from other market indicators.
Glede zagonske pomoči je v smernicah za letalski sektor iz leta 2014 navedeno:
However, this method is not as relevant in the case of airport services, as the structure of costs and revenues tends to differ greatly from one airport to another.
„Komisija bo […] uporabila načela iz teh smernic za vse priglašene ukrepe zagonske pomoči, v zvezi s katerimi je pozvana k sprejetju sklepa od 4. aprila 2014 dalje, tudi kadar so bili ukrepi priglašeni pred tem datumom.
This is because costs and revenues depend on how developed an airport is, the number of airlines which use the airport, its capacity in terms of passenger traffic, the state of the infrastructure and related investments, the regulatory framework which can vary from one Member State to another and any debts or obligations entered into by the airport in the past [100].
V skladu z obvestilom Komisije o določitvi veljavnih pravil za ocenjevanje nezakonite državne pomoči bo Komisija za nezakonito zagonsko pomoč letalskim prevoznikom uporabila pravila, ki so veljala v času dodelitve pomoči.
Moreover, the liberalisation of the air transport market complicates any purely comparative analysis.
V skladu s tem teh smernic ne bo uporabila v primeru nezakonite zagonske pomoči letalskim prevoznikom, dodeljene pred 4. aprilom 2014“ [111].
As can be seen in this case, commercial practices between airports and airlines are not always based exclusively on a published schedule of charges.
V smernicah za letalski sektor iz leta 2005 pa je navedeno:
Rather, these commercial relations are very varied.
„Komisija bo združljivost […] zagonske pomoči, ki je bila dodeljena brez njene odobritve in ki torej krši člen 88(3) Pogodbe [zdaj člen 108(3) Pogodbe], preverila na podlagi teh smernic, če je bila pomoč dodeljena po njihovi objavi v Uradnem listu Evropske unije.“
They include sharing risks with regard to passenger traffic and any related commercial and financial liability, standard incentive schemes and changing the spread of risks over the term of the agreements.
Ker so bile pogodbe z letalskimi prevozniki Germanwings, TUIFly in Ryanair sklenjene po objavi smernic za letalski sektor iz leta 2005 v Uradnem listu dne 9. decembra 2005, so navedene smernice pravna podlaga za oceno njihove združljivosti z notranjim trgom.
Consequently, one transaction cannot really be compared with another based on a turnaround price or price per passenger.
Ocena združljivosti v skladu s smernicami za letalski sektor iz leta 2005
Finally, assuming that it could be established, based on a valid comparative analysis, that the ‘prices’ involved in the various transactions that are the subject of this assessment are equivalent to or higher than the ‘market prices’ established through a comparative sample of transactions, the Commission would, for all that, not be able to conclude from this that these transactions comply with MEO test if it emerges that, when they were set, the airport operator had expected them to generate incremental costs higher than the incremental revenues.
Ker je zagonska pomoč iz točke 79 smernic za letalski sektor iz leta 2005 kumulativna, Komisija meni, da je treba dokazati samo, da eden od teh pogojev ni izpolnjen, da se pomoč letalskim prevoznikom opredeli kot nezdružljiva.
An MEO will thus have no incentive to offer goods or services at ‘market price’ if doing so would result in an incremental loss.
Komisija svojo analizo začne s pogojem iz točke 79(d) smernic za letalski sektor iz leta 2005.
In such conditions, the Commission considers that, taking into account all the information available to it, there are no grounds for diverging from the approach recommended in the 2014 Aviation Guidelines for applying the MEO principle to relations between airports and airlines, that is to say, an ex-ante analysis of incremental profitability.
Točka 79(d) smernic za letalski sektor iz leta 2005 med drugim zahteva, da znesek dodeljene pomoči na leto ne presega 50 % zneska upravičenih stroškov v tem letu in povprečja 30 % upravičenih stroškov.
Assessment of incremental costs and revenues
Upravičeni stroški so opredeljeni kot „dodatn[i] stroški zagona, ki so povezani z odprtjem nove proge […] in ki jih letalski izvajalec ne bi imel ob ustaljenem izvajanju dejavnosti [112].“
Time frame
V sklepu o začetku postopka je Komisija ugotovila, da pogodbe z letalskimi prevozniki Germanwings, TUIFly in Ryanair ne zagotavljajo nobene povezave med dodeljeno pomočjo in upravičenimi stroški.