natgillin/translations-raw huggingface dataset:
Therefore the marketing services directly target travellers who could potentially use transport services offered by the airlines referred to in the marketing agreements.
Dokazno breme glede združljivosti pomoči z notranjim trgom na podlagi odstopanja od člena 107(1) Pogodbe nosi zlasti zadevna država članica.
In conclusion, the payments by the Region via the airport operators to airlines in the context of both activity 1 and activity 2 must be considered as subsidies to the airlines for operating more flights to and from Sardinia.
VELJAVNI PRAVNI OKVIR
It remains to be analysed whether the payments by the Region to airlines through airport operators for increasing their air transport operations to Sardinia constitute compensation for a public service obligation in accordance with the Altmark criteria and whether they comply with the MEOP.
Ker za dejavnosti ni mogoče šteti, da so nadomestilo letalskim prevoznikom za resnične storitve splošnega gospodarskega pomena, v tem primeru ni mogoče uporabiti okvira za storitve splošnega gospodarskega pomena na podlagi člena 106(2) Pogodbe.
The first criterion of the Altmark ruling is that the recipient undertaking must actually have public service obligations to discharge and those obligations must be clearly defined.
Kar zadeva zagonsko pomoč, je v smernicah za letalski sektor iz leta 2014 navedeno, da bo „Komisija […] v zvezi z zagonsko pomočjo letalskim prevoznikom 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.
As indicated in point 70 of the 2014 Aviation Guidelines, ‘as regards air transport services, public service obligations can only be imposed in accordance with Regulation (EC) No 1008/2008.
Komisija bo v skladu s svojim obvestilom o določitvi veljavnih pravil za ocenjevanje nezakonite državne pomoči za nezakonito zagonsko pomoč letalskim prevoznikom uporabila pravila, ki so veljala v času dodelitve pomoči.
In particular, such obligations can only be imposed with regard to a specific route or group of routes, and not with regard to any generic route originating from a given airport, city or region.
V skladu s tem teh smernic ne bo uporabila v primeru nezakonite zagonske pomoči letalskim prevoznikom, dodeljene pred 4. aprilom 2014“ [122].
Indeed, air transport is a sector where the Union legislator has decided to restrict the wide margin of discretion normally enjoyed by Member States when qualifying certain activities as SGEIs, by imposing conditions set out in Regulation (EC) No 1008/2008.
PRESOJA ZDRUŽLJIVOSTI FINANČNEGA NADOMESTILA, KI SO GA UPRAVLJAVCI LETALIŠČ LETALSKIM DRUŽBAM V OBDOBJU 2010–2013 ZAGOTOVILI ZA FINANCIRANJE DEJAVNOSTI 1 IN 2 (ZAKON ŠT. 10 IZ LETA 2010)
However, routes that are the object of public service obligations in accordance with Regulation (EC) No 1008/2008, which exist in Sardinia [112], are explicitly excluded from the scope of application of Law 10/2010, which is clearly designed as a system parallel to the system of public service obligations under Regulation (EC) No 1008/2008.
Ob upoštevanju, da so pogoji za združljivost zagonske pomoči iz točke 79 smernic za letalski sektor iz leta 2005 kumulativni, je treba za opredelitev pomoči letališčem kot nezdružljive dokazati le, da eden od zadevnih pogojev ni izpolnjen.
Therefore, the funding provided by airport operators to airlines under Law 10/2010 cannot be considered as compensation provided to airlines for the operation of genuine services of general economic interest.
Kljub temu bo Komisija v okviru presoje združljivosti zadevnih ukrepov pomoči pregledala več meril iz smernic za letalski sektor iz leta 2005.
As a result, one of the four cumulative conditions of the Altmark judgment, namely the first one, is not satisfied.
V točki 79(d) smernic za letalski sektor iz leta 2005 se zahtevata dolgoročna donosnost in postopno zmanjševanje zadevnih ukrepov: „proga, ki prejema pomoč, se mora izkazati za donosno na dolgi rok, kar pomeni, da mora brez javnega financiranja pokriti vsaj svoje stroške.
As to the application of the MEOP, it should first be noted that Italy has not relied on that principle [113].
Zato se morajo zagonske pomoči postopno zmanjševati in biti časovno omejene“.
There are also no indications that the Region acted as a market economy operator in establishing the scheme; in fact, it is clear that it sought to achieve public policy objectives, in particular strengthening of the regional economy by attracting more tourist flows, rather than profits in its capacity as airport owner.
Točka 79(e) smernic za letalski sektor iz leta 2005 dodaja merilo nadomestila za dodatne stroške zagona: „znesek pomoči mora biti strogo povezan z dodatnimi stroški zagona, ki so povezani z uvedbo nove rute ali dodatnega leta in ki jih prevoznik ne bo več imel, ko bo njeno obratovanje ustaljeno“.
Second, the Region provides funding to airlines through various airport operators in the framework of a regional scheme applicable to several airports.
Deželno financiranje ni povezano s posebnimi zagonskimi stroški in v sistemu, vzpostavljenim z zakonom št. 10 iz leta 2010, ni ničesar, kar bi zagotavljalo, da je pomoč omejena na take stroške.
It cannot be considered as an airport operator, all the more so since the Region only controls one of the airport operators concerned.
Italija ni predložila nobenih dokazov, iz katerih bi bilo razvidno, da se je znesek sredstev, ki ga je Sardinija zagotovila v zvezi z dejavnostma 1 in 2, izračunal na podlagi zagonskih stroškov letalskih prevoznikov ali da je omejen na take stroške.
Thus the ‘ex ante incremental profitability analysis’ presented in points 61 to 66 of the 2014 Aviation Guidelines cannot be applied in this case.
Sardinija je nameravala s financiranjem upravljavcev letališč razviti zračni promet z uvedbo novih rut, povečanjem pogostosti letov na obstoječih rutah in zmanjšanjem sezonskosti obstoječih rut ter izboljšati regionalni razvoj in turizem z ukrepi za trženje, ki bi jih izvedli letalski prevozniki.
According to that method, in order to assess whether an airport operator, when entering into arrangements with an airline, behaved as a market economy operator guided by profitability prospects would have done under similar circumstances, it should be assessed whether the arrangements in question could be expected, when they were concluded, to incrementally contribute to the profitability of the airport and are part of an overall strategy leading to profitability in the long term.
Sardinija torej ni nikoli nameravala letalskim prevoznikom nadomestiti dodatnih zagonskih stroškov.
However, this test is not applicable in this case because the measures under assessment are a scheme established by a public authority, for reasons of public policy, that covers several airports, and not an individual arrangement between an airport and an airline.
Zato to merilo ni izpolnjeno.
When granting the financing concerned to airlines in the context of activity 1 and activity 2, the Region could not expect any return that a profit-driven market economy operator would have taken into consideration in similar circumstances.
Poleg tega točka 79(f) smernic za letalski sektor iz leta 2005 določa pogoje za intenzivnost in trajanje: „znesek pomoči na leto ne sme preseči 50 % zneska skupnih upravičenih stroškov v navedenem letu, pomoč skupaj pa ne sme preseči 30 % upravičenih stroškov“.
The expected effects of the financing was an increase in the number of passengers travelling by air to Sardinia, which as such does not give rise to dividends, capital gains or any other form of profit for the Region.
Italija ni nikoli omenila pojma „upravičeni stroški“, kot je pojasnjen v smernicah, ali pragov za take stroške.
Italy has failed to identify any profitability element expected to arise for the Region as a result of the financing at issue.
Upravljavci letališč so Sardiniji predložili svoje načrte dejavnosti, v katerih je bil naveden celotni znesek stroškov, ki so jih imeli z izvajanjem ukrepov.
The main effect of the increase in air traffic is to stimulate economic development in the region, particularly at the level of certain sectors such as tourism, retail, restaurants etc., with positive effects on regional economic development and employment.
Sardinija je nato določila znesek, ki se letno dodeli posameznemu upravljavcu letališča, vendar navedeni znesek ni bil nikoli omejen na 50 % stroškov, nastalih v enem letu.
However, according to settled case law [114], such ‘public policy benefits’ would not be taken into consideration by a profit-driven market economy operator and are thus to be disregarded when applying the MEOP.
Nobenega dokaza ni, da je bila javna poraba v zvezi z dejavnostmi 1 in 2 dvakrat višja od zneska pomoči.
For the same reasons, a benchmarking exercise, as described in points 54 to 60 of the 2014 Aviation Guidelines, is not relevant in the present case.
Točka 79(h) smernic za letalski sektor iz leta 2005 dodaja merilo nediskriminatorne dodelitve: „vsak javni organ, ki načrtuje dodelitev zagonske pomoči za novo progo družbi, prek letališča ali ne, mora objaviti svoj projekt v zadostnem roku in z zadostnim oglaševanjem, da se vsem zainteresiranim letalskim prevoznikom omogoči, da ponudijo svoje storitve.
In any event, Italy has not submitted any business plan, ex ante profitability analysis or internal documents showing clearly that an analysis conducted before the granting of the public financing revealed that financial returns such that a profit-driven market economy operator would take into consideration could be expected by the Region as a result of the financing in question.
To sporočilo mora zlasti vsebovati opis proge in objektivna merila v obliki zneska in trajanja pomoči.
Nor did the Region carry out a benchmarking exercise, as defined in points 54 to 60 of the 2014 Aviation Guidelines.
Kadar je to ustrezno, je treba upoštevati pravila in načela glede javnih naročil in koncesij“.
Italy failed in particular to provide a comparison of airport charges, net of any benefits provided to the airlines (such as marketing support, discounts or any other incentive), across a sufficient number of suitable ‘comparator airports’, whose operators behave as market economy operators.
Sardinija ali upravljavci letališč niso organizirali ustreznih razpisov v skladu s predpisi o javnem naročanju, da bi izbrali letalske prevoznike za izvajanje dejavnosti 1 in 2.
This confirms that the Region did not behave vis-à-vis airlines as a market economy operator guided by profitability prospects.
Komisija ni bila obveščena o nobenem razpisu, ki bi ga organizirali upravljavci letališč, po navedbah Italije pa se letalski prevozniki izberejo na podlagi najprivlačnejših komercialnih ponudb, ki jih upravljavci letališč prejmejo po objavi obvestil na svojih spletiščih.
In addition, despite the provisions of Law 10/2010, no tender procedure was put in place with a view to selecting airlines and funding the activity plans.
Komisija zato meni, da v tem primeru ni mogoče uporabiti točke 81 smernic za letalski sektor iz leta 2005, saj ni izpolnjenih več meril iz točke 79.
Airport operators published notices on their respective websites and they chose the best offer, meaning that the financial support provided to airlines did not follow an open and transparent tender procedure.
Skladnost z navedenimi merili je bistvena, da se zagonska pomoč šteje za združljivo.
In addition, as already explained, the scheme is conceived in the first place to disburse public funds to airlines and this financing does not correspond either to compensation for genuine public service obligations or to remuneration for products or services fulfilling genuine needs of the Region.
Ker merila za združljivost iz točke 79 niso izpolnjena, pomoč ni združljiva z notranjim trgom.
As a consequence, even if proper tender procedures had been followed to select airlines, this could not have ruled out the existence of an advantage.
Finančnega nadomestila, ki so ga upravljavci letališč letalskim družbam v obdobju 2010–2013 zagotovili za financiranje dejavnosti 1 in 2 na podlagi zakona št. 10 iz leta 2010, ni mogoče šteti za združljivega z notranjim trgom, saj merila za združljivost iz točke 79 smernic za letalski sektor iz leta 2005 niso izpolnjena.
Under these circumstances, there is also no scope for assessing the individual financial relationship between the airports and the airlines that result from the application of the scheme in the manner foreseen in points 53-66 of the 2014 Aviation Guidelines.
Državna pomoč, ki jo je Sardinija dodelila letalskim prevoznikom, je zato nezakonita državna pomoč, ki ni združljiva z notranjim trgom.
Those points provide guidance to determine whether the prices charged by an airport that has public resources comply with the MEOP.
VRAČILO
In the present case, however, it is clear that the airport operators were not acting as market economy operators when entering into the various contracts with the airlines.
V skladu s Pogodbo in ustaljeno sodno prakso Sodišča lahko Komisija od zadevne države članice zahteva, naj ukine ali spremeni pomoč, ko ugotovi, da je nezdružljiva z notranjim trgom [125].
They were implementing an aid scheme devised by the Region to increase air transport for the general benefit of the territory).
Sodišče je dosledno menilo tudi, da je obveznost države članice, da ukine pomoč, za katero Komisija meni, da je nezdružljiva z notranjim trgom, namenjena ponovni vzpostavitvi predhodnega stanja [126].
In view of all the above, the Commission concludes that the funding provided by the Region to airlines through airport operators for the financing of activities 1 and 2 in the framework of the scheme conferred an economic advantage on the airlines concerned.
V tem okviru je Sodišče odločilo, da je ta cilj dosežen, če prejemnik vrne zneske, ki so bili dodeljeni z nezakonito pomočjo, in se tako odpove ugodnostim, ki jih je užival v primerjavi s konkurenti na trgu, ter če se ponovno vzpostavi stanje pred plačilom pomoči [127].
In the present case, the financing of the scheme by the Region cannot be seen as a scheme of general application.
Zato je treba, glede na to, da so bili zadevni ukrepi izvedeni v nasprotju s členom 108 Pogodbe ter jih je treba šteti za nezakonito in nezdružljivo pomoč, pomoč vrniti, da se ponovno vzpostavijo razmere, kakršne so bile na trgu pred dodelitvijo pomoči.
The Commission considers indeed that the design and the implementation of the scheme was for the exclusive benefit of certain undertakings or certain sectors of activity, namely airlines funded by the Region through airport operators under the scheme under scrutiny [115].
Vračilo pomoči bi moralo zato zajeti obdobje od datuma, ko je bila upravičencu dodeljena prednost, tj. ko mu je bila pomoč dana na voljo, do datuma njenega dejanskega vračila, zneskom, ki jih je treba vrniti, pa se prištejejo obresti do datuma dejanskega vračila.
Airlines flying to Sardinia, which have not concluded these agreements, did not benefit from the same financial support from the Region, or not under the conditions provided for by Law 10/2010.
Kar zadeva zneske, ki jih je treba vrniti, bo Komisija upoštevala zneske, ki jih je Sardinija dejansko izplačala, družbi GEASAR in SOGAER pa prenesli na letalske prevoznike za izvajanje ukrepov 1 in 2 v obdobju 2010–2013.
Since the beneficiaries of the economic advantage concerned are limited to some specific undertakings of a specific one sector (air transport), the measures are selective.
Kot je razvidno iz preglednice 6 v uvodni izjavi 89, so upravljavci letališč dejansko zagotovili večji znesek financiranja, kot so ga prejeli od Sardinije: upravljavci letališč so od Sardinije prejeli prenizko nadomestilo, ker morajo plačati obresti na prejeta finančna predplačila [128] in ker se deželni prispevki za leto 2014 še niso izplačali upravljavcem letališč Cagliari in Olbia.
Distortion of competition and effect on trade
Te ugotovitve so povzete v preglednici 14.
When aid granted by a Member State strengthens the position of an undertaking compared with other undertakings competing in intra-Union trade, the latter must be regarded as affected by that aid.
Preglednica 14
The compensation paid to airline companies through airport operators is an economic advantage for the airlines in question, which is capable of strengthening their position on the market.
Neto znesek, ki so ga upravljavci letališč dejansko prejeli od Sardinije (B)
The air transport sector is characterised by intense competition between operators from different Member States, in particular since the entry into force of the third stage of liberalisation of air transport (‘third package’) on 1 January 1993.
Skupni znesek, ki so ga upravljavci letališč plačali letalskim prevoznikom za ukrepa 1 in 2 (C)
It follows that the measures affect trade between Member States and distorts or threatens to distort competition in the air transport sector.
Preglednica 15
Therefore, the financial compensation provided through airport operators to airline companies for the financing of activities 1 and 2 (Law 10/2010) in the period 2010-2013 distorts or threatens to distort competition and affects trade between Member States.
Plačila, ki so jih letalski prevozniki prejeli od upravljavcev letališč Olbia in Cagliari
EXISTENCE OF STATE AID IN FAVOUR OF THE AIRPORT OPERATORS
DATUM PLAČILA
In this subsection, the question is whether the funding provided by the Region to the operators of Sardinian airports under Law 10/2010 constitutes State aid to those airports.
[8–20 milijonov EUR]
The Commission will now assess whether the criterion related to the presence of an economic advantage is fulfilled.
[0–10 milijonov EUR]
Only the effect of the measures on the undertaking are relevant, not the cause or the objective of the State intervention.
29. oktober 2010
As explained in Section 7.2.1, under Law 10/2010, the airport operators passed on in full funds received from the Region to finance financial incentives for the expansion of air transport services as well as marketing agreements, which they co-financed through their own resources.
16. oktober 2013
The airport operators were thus intermediaries and did not retain the funds received from the Region.
[0–1 milijon EUR]
Hence, they cannot be considered as the direct beneficiaries of the aid scheme.
1. julij 2011 in 12. julij 2011
However, since the financial incentives and marketing payments to the airlines were intended and had the effect of increasing air traffic, it must be assessed whether that increase in air traffic confers an indirect advantage to the airports concerned.
12. julij 2011 in 4. november 2011
In its recent notice on the notion of State aid [116], the Commission indicated that ‘[…] indirect advantages should be distinguished from mere secondary economic effects that are inherent in almost all State aid measures (for example through an increase of output).
4. november 2011 in 4. januar 2012
For this purpose, the foreseeable effects of the measures should be examined from an ex ante point of view.
[2–10 milijonov EUR]
An indirect advantage is present if the measures are designed in such a way as to channel its secondary effects towards identifiable undertakings or groups of undertakings.
[0–7 milijonov EUR]
This is the case, for example, if the direct aid is, de facto or de jure, made conditional on the purchase of goods or services produced by certain undertakings only (for example only undertakings established in certain areas).’
17. maj 2011, 23. maj 2011 in 2. avgust 2011
The notice continues in a footnote [117] to that passage: ‘By contrast, a mere secondary economic effect in the form of increased output (which does not amount to indirect aid) can be found where the aid is simply channelled through an undertaking (for example a financial intermediary) which passes it on in full to the aid beneficiary.’
Skupni znesek, ki sta ga oba upravljavca letališč prejela od Sardinije, se je uporabil za financiranje zadevnih treh ukrepov 1, 2 in 3.
The activities under assessment in this case have not been designed to channel their secondary effects towards the Sardinian airports.
Komisija od Italije ni prejela nobenih informacij glede natančne dodelitve regionalnih sredstev za posamezni ukrep in za posameznega letalskega prevoznika.
Instead, the activities have been designed to benefit a large group of undertakings in the region, in particular those offering services to tourists.
Zato predlaga dodelitev za posamezni ukrep in za posameznega letalskega prevoznika na podlagi odstotkov, ki se odštejejo od zneskov iz preglednice 16.
As already established, the purpose of the scheme consists in channelling public funds to several airlines and other services providers with a view to opening new routes (or increasing frequencies) as well as advertising Sardinia as a touristic destination accessible by air transport.
Kot je prikazano v preglednici 7 v uvodni izjavi 91 in ponovljeno v preglednici 16, je razporeditev med ukrepa 1 in 2 (sredstva, izplačana letalskim prevoznikom) in ukrep 3 (sredstva, izplačana tretjim ponudnikom storitev) prikazana kot odstotek celotnega zneska.
Under the mechanism put in place by the Region through Law 10/2010 (as described in Section 2.7.2), the Region transfers the corresponding public funds to airport operators, which should in turn pass them on to third parties in accordance with the detailed specifications of the activity plans approved by the Region.
Preglednica 16
The Commission therefore concludes that the aid is channelled through the airport operators which pass it on in full to the airlines, which are the only real beneficiaries of the scheme.
Finančni tokovi med družbama GEASAR in SOGAER in letalskimi prevozniki ter tretjimi ponudniki storitev za financiranje ukrepov 1, 2 in 3
The airport operators should be considered de jure (because of the provisions of Law 10/2010) and de facto (because of the effective financial flows analysed by the Commission) as vehicles used to pass on public funding to airlines
Komisija za vsakega upravljavca letališča odstotke, ki pomenijo delež ukrepov 1 in 2 v celotnem znesku financiranja, ki so ga zagotovili upravljavci letališč, odšteje od neto zneska, ki sta ga zadevna upravljavca letališč prejela od Sardinije.
The Commission notes that the airport operators may benefit from the increase in air traffic that is brought about by the aid to airlines under the scheme.
Dobljeni rezultat bi moral okvirno navajati dejanski znesek javnega financiranja, ki ga je zagotovila Sardinija in se je porabil za ukrepa 1 in 2 (glej preglednico 17).
Such effects are, however, similar to the positive effects on economic operators in other sectors whose revenues are linked to the number of air passengers, in particular tourism (car rental, hotels, restaurants, catering, fuelling, retail etc.…).
Preglednica 17
Those sectors are highly dependent on the number of passengers arriving at/departing from the Sardinian airports.
Okvirni znesek, ki ga je zagotovila Sardinija in se je porabil za ukrepa 1 in 2
Therefore, the Commission considers that the scheme has not been designed in such a way as to channel its secondary effects towards the airport operators, but rather so as to benefit the many tourism-related sectors in Sardinia.
Neto znesek, ki so ga upravljavci letališč dejansko prejeli od Sardinije in porabili za ukrepa 1 in 2
Furthermore, the effect of the measures on airports is inherent in the nature and objective of the scheme, which is to increase air traffic to Sardinia by providing appropriate incentives to airlines.
Letna razdelitev financiranja po letališčih in del financiranja, ki ga je Sardinija zagotovila za izvajanje dejavnosti 1 in 2, sta prikazana v naslednjih preglednicah:
The fact that the airlines purchase airport services from the operators of the three Sardinian airports concerned is an inherent feature of the scheme and cannot be detached from it, given that the scheme consists in providing airlines with financial incentives to increase air traffic.
Preglednica 18