natgillin/translations-raw huggingface dataset:
Ryanair states that, in general, a market economy operator is not expected to enter into agreements which are incrementally loss-making.
Družba Ryanair navaja, da lastniki ne vplivajo na njegovo upravljanje in finančni položaj.
On the other hand, Ryanair states that an exception should be made if an airport is inefficient at the time the agreement is concluded, but believes the agreement will, in some way, help it to improve its efficiency.
Družba Ryanair pojasnjuje, da se je za spremenjen način delovanja in pogajanja o sporazumih z letalskim prevoznikom odločilo vodstvo letališča.
In that case, according to Ryanair, the deal could be profitable even if at the time of signing the agreement it appears to be below its incremental costs.
Javni organi in Danska niso bili vključeni v pogajanja.
Furthermore, according to Ryanair, the Commission should have based its assessment on a comparator approach, comparing the agreements concluded by Ryanair with other public and private airports.
Poleg tega družba Ryanair meni, da delničarji letališča nimajo nadzora nad določanjem cen, vključno s sporazumi z družbo Ryanair.
Ryanair further states that, when assessing the agreements, the network externalities resulting from the 1999 agreements should also be considered.
Glede selektivne prednosti družba Ryanair meni, da letališče Aarhus ni v prevladujočem položaju na katerem koli evropskem, nacionalnem ali regionalnem trgu letaliških storitev, zato ni zavezano določilom pravil EU o konkurenci, po katerih bi morali vse letalske družbe obravnavati na nediskriminatoren način.
It is the view of Ryanair that the investigated 1999 agreements correspond to a standard commercial arrangement between an airport and an airline in a liberalised market.
Kljub temu družba Ryanair pojasnjuje, da je letališče Aarhus vedno upoštevalo načelo nediskriminacije, in dogovore, kot jih je sprejela družba Ryanair, dejansko ponudilo številnim drugim letalskim prevoznikom, vključno z družbami SAS, Cimber Air, Sun Air in Maersk.
Ryanair points out that it is rooted in the airport's independent decision to improve its capacity utilisation by means of maximising passenger numbers, in order to increase its aeronautical and non-aeronautical revenues.
Družba Ryanair poudarja, da dejstvo, da nobeden od navedenih letalskih prevoznikov ni bil zainteresiranim za širitev svoje dejavnosti iz Aarhusa ne pomeni, da družba Ryanair uživa preferencialno obravnavo.
Ryanair argues that Aarhus airport followed the example of many private airports in a comparable situation, deciding that the best way to maximise passenger numbers is to incentivise airlines to deliver large passenger volumes.
Poleg tega družba Ryanair navaja, da sporazumi z letališčem Aarhus leta 1999 ne vsebujejo določil o ekskluzivnosti.
According to Ryanair, airports provide such incentives in recognition of the fact that airlines delivering large passenger volumes generate economies of scale for the airport manager.
Glede na zgoraj navedeno družba Ryanair meni, da sporazumi, sklenjenimi z letališčem Aarhus ne pomenijo državne pomoči.
According to Ryanair, the incentive scheme at Aarhus airport was rooted in Ryanair's commitment to generate at least […] passengers per annum.
Družba SAS je pripombe predložila 16. junija 2008.
Ryanair provides examples of other European airports that follow a similar strategy as Aarhus airport, for example London Stansted, London Luton, and Frankfurt Hahn.
Po mnenju družbe SAS, letališče Aarhus ni neodvisno od svojih javnih lastnikov (tj. državnih organov).
In addition, Ryanair points out that, in order to be in line with the MEOP, it is sufficient, if the agreements improve the long-term financial situation of the airport.
Družba SAS navaja, da je večina članov odbora imenovanih in da jih izberejo javni lastniki letališča.
Ryanair explains that the fees to be paid by SAS cannot be compared to those paid by Ryanair as the level of services provided, such as handling requirements and aircraft operations, of the two airlines are different.
Družba SAS je prepričana, da člani odbora zato niso neodvisni od svojih delodajalcev in lastnikov, ki jih zastopajo.
Ryanair is of the opinion that the 1999 agreements concluded with Aarhus airport are in line with the MEOP.
Glede na finančni položaj letališča družba SAS ugotavlja, da je letališče Aarhus svoje finančno stanje opredelilo kot trdno in da neto prispevek družbe Ryanair letališču letno znaša približno 5 do 6 milijonov DKK.
With regard to the imputability of the 1999 agreements, Ryanair is of the opinion that Aarhus airport is an independent undertaking.
Družba SAS navaja, da letališče Aarhus, četudi bi bil ta znesek pravilen, v letu 2007 izkazuje negativni poslovni izid v višini 2311410 DKK in to kljub povečanju prihodkov za 12,5 %.
Ryanair states that the owners do not exercise control over its management and finances.
Družba SAS nadalje trdi, da slab finančni položaj upravljavca letališča dokazuje tudi dejstvo, da akumulirani negativni izid v zadnjih petih letih znaša več kot 20 milijonov DKK.
Ryanair explains that it was the management that determined the charges and negotiated the arrangement with the airline.
Družba SAS je prepričana, da bi bil finančni položaj upravljavca letališča brez subvencije, dodeljene družbi Ryanair, mnogo boljši.
The public authorities or Denmark were not involved in the negotiations.
Družba SAS meni, da je bila družbi Ryanair s strani letališča Aarhus odobrena preferenčna obravnava v obliki znatno zmanjšanih potniških pristojbin ter znižanih pristojbin za vzletanje in pristajanje.
Further, Ryanair believes that the airport's shareholders retain no control over the setting of charges, including the deal with Ryanair.
Družba SAS trdi, da so zaradi preferencialne obravnave družbe Ryanair drugi letalski prevozniki, ki delujejo na letališču, diskriminirani.
With regard to the selective advantage, Ryanair is of the opinion that, since Aarhus airport is not in a dominant position in any of the European, national or regional markets for airport services, it is therefore not under an obligation pursuant to EU competition rules to treat all of its airline customers in a non-discriminatory manner.
Po mnenju družbe SAS pomoč, ki jo upravljavec letališča nudi družbi Ryanair, ni namenjena razvoju nerazvitega območja, temveč pridobivanju dodatnih dejavnosti in konkuriranja drugim letališčem.
Nevertheless, Ryanair clarifies that Aarhus airport has always followed the principle of non-discrimination, and in fact offered the arrangement, eventually taken up by Ryanair, to a number of other airlines, including SAS, Cimber Air, Sun Air and Maersk.
Nazadnje družba SAS navaja, da so sporazumi z družbo Ryanair iz leta 1999 veljavni že skoraj deset let.
Ryanair points out that the fact that none of these airlines was interested in expanding their operations from Aarhus does not mean that Ryanair enjoys preferential treatment.
Družba SAS je prepričana, da, četudi sporazumi iz leta 1999, izpolnjujejo merila za zagonsko pomoč letalskim prevoznikom, kot je določeno v smernicah za letalski sektor iz leta 2005, že sam časovni okvir zaradi strogih pogojev za odobritev takšne pomoči sporazume iz leta 1999 določa kot nezdružljive.
In addition, Ryanair states that its 1999 agreements with Aarhus airport do not contain any reference to exclusivity.
Glede na zgoraj navedeno družba SAS meni, da sporazumi med družbo Ryanair in letališčem Aarhus iz leta 1999 predstavljajo nezdružljivo državno pomoč.
In view of the above, Ryanair is of the opinion that the agreements concluded with Aarhus airport do not constitute State aid.
Zveza evropskih letalskih prevoznikov
SAS submitted its comments on 16 June 2008.
PRIPOMBE DANSKE NA PRIPOMBE TRETJE STRANI
In the opinion of SAS, Aarhus airport is not independent from its public owners (namely, the public authorities).
Danska je prejela pripombe treh zainteresiranih strani.
SAS states that the majority of the board members are appointed and elected by the public owners of the airport.
Danska je v uvodu svojih pripomb navedla, da smernice, na katere se sklicuje družba SAS, niso pomembne za oceno obstoja pomoči glede sporazumov iz leta 1999.
SAS states that, even if this figure was correct, Aarhus airport showed a negative result of DKK 2311410 for the year 2007 despite a 12,5 % increase in revenue.
Danska navaja, da so javni organi v nobenem obdobju niso bili vpleteni v pogajanja o sporazumih iz leta 1999.
SAS further argues that the weak financial performance of the airport manager is also demonstrated by the fact that the accumulated negative results for the last five years amount to more than DKK 20 million.
Poleg tega Danska zavrača pripombe družbe SAS, da sporazumi ne vsebujejo „jamstva obsega“ ali kazenskih določil v primeru neizpolnjevanja obveznosti s strani družbe Ryanair.
SAS believes that without the subsidies granted to Ryanair the financial position of the airport manager would have been significantly better.
Danska pojasnjuje, da sporazumi iz leta 1999 vključujejo možnost ponovnih pogajanj o sporazumih, v kolikor družba Ryanair ne bi dosegala najmanjšega določenega števila […] potnikov v prvih nekaj letih po sklenitvi sporazumov.
SAS is of the opinion that Ryanair has been granted preferential treatment by Aarhus airport in the form of substantially reduced passenger service charges as well as reduced take-off and landing charges.
Po trditvah Danske je to kazensko določilo.
SAS argues that, by granting Ryanair preferential treatment, other carriers operating at the airport are being discriminated against.
Poleg tega Danska meni, da se pogoji za zagonsko pomoč iz smernic za letalski sektor iz leta 2005 ne nanašajo na sporazume iz leta 1999.
According to SAS, it appears that there is no form of volume guarantee or similar offered by Ryanair in the 1999 agreements with the airport manager.
OBSTOJ POMOČI
In addition, SAS argues that there appears to be no particular penalty sanction in case Ryanair fails to keep the volumes or undertakings that it originally committed to the airport when the arrangement was negotiated back in 1999.
Na podlagi člena 107(1) PDEU „… je vsaka pomoč, ki jo dodeli država članica, ali kakršna koli vrsta pomoči iz državnih sredstev, ki izkrivlja ali bi lahko izkrivljala konkurenco z dajanjem prednosti posameznim podjetjem ali proizvodnji posameznega blaga, nezdružljiva z notranjim trgom, kolikor prizadene trgovino med državami članicami.“
In addition, SAS states that Ryanair has been starting and closing routes the last few years without any apparent negative impact on the financial benefits granted to it by the airport manager.
Merila iz člena 107(1) PDEU so kumulativna.
In the opinion of SAS, the aid granted to Ryanair by the airport manager is not aimed at developing an underdeveloped region, but rather at attracting additional operations in competition with other airports.
Za določitev, ali zadevni ukrep pomeni državno pomoč v smislu člena 107(1) PDEU, morajo biti torej izpolnjeni vsi naslednji pogoji.
Finally, SAS states that the 1999 agreements with Ryanair have now been in place for nearly 10 years.
Finančna podpora mora namreč:
SAS believes that, even if it could be argued that the 1999 agreements would satisfy the criteria for start-up aid to airlines as set out in the 2005 Aviation Guidelines, as such, the time frame in itself should render the 1999 agreements incompatible given the strict conditions for approving such aid.
i. predstavlja prednost;
In view of the above, SAS is of the opinion that the 1999 agreements between Ryanair and Aarhus airport constitute incompatible State aid.
biti dodeljena s strani države članice oziroma iz državnih sredstev;
Association of European Airlines
dajati prednost posameznim podjetjem ali proizvodnji posameznega blaga;
The Association of European Airlines (‘AEA’) submitted its comments on 4 July 2008.
izkrivljati ali omogočati izkrivljanje konkurence in
AEA's comments were fully in line with those provided by SAS.
v. vplivati na trgovino med državami članicami.
COMMENTS FROM DENMARK ON THIRD PARTY COMMENTS
Ker je letališče Aarhus v javni lasti, je jasno, da so mu na voljo javna sredstva.
Denmark received the comments of the three interested parties.
Zato ni treba določiti, v kolikšni meri je bilo deležno državne pomoči v preteklosti.
Denmark began its observations by stating that the guidelines referred to by SAS are irrelevant for the assessment of the existence of aid regarding the 1999 agreements.
V vsakem primeru so v obdobju sklenitve sporazumov iz leta 1999 smernice za letalski sektor iz leta 1994 opredeljevale državno financiranje letališč in letališke infrastrukture kot splošno uveljavljen ukrep gospodarske politike, ki ni bil podvržen nadzoru v okviru pravili o državni pomoči.
Denmark states that it does not agree with the observations of SAS that the 1999 agreements are imputable to that Member State.
V svoji sodbi v zadevi Aéroports de Paris z dne 12. decembra 2000 [7], je Splošno sodišče razsodilo proti tej razlagi in delovanje letališča opredelilo kot gospodarsko dejavnost.
Denmark states that to demonstrate the imputability of the 1999 agreements it is not sufficient that Aarhus airport is publicly owned, but the effective involvement in the decisions of the airport manager needs to be shown.
Do sodbe v zadevi Aéroports de Paris so javni organi lahko zakonito opredeljevali javno financiranje letališč kot ukrep, ki ni državna pomoč.
Denmark states that the public authorities were not involved in the negotiations of the 1999 agreements at any point in time.
Zaradi negotovosti, ki so obstajale pred tem pojasnilom, finančni ukrepi, ki so bili odobreni, preden je bila sodna odločba razglašena, na podlagi pravil o državni pomoči ne morejo biti vprašljivi.
Moreover, Denmark dismisses the observations of SAS that the agreements do not contain a ‘volume guarantee’ or penalty mechanism in the event of non-compliance by Ryanair.
Da bi ugotovili, ali sporazumi iz leta 1999 družbi Ryanair dodeljujejo prednost, mora Komisija proučiti, ali v podobnih okoliščinah letališče, ki deluje pod običajnimi pogoji tržnega gospodarstva in upošteva možnosti doseganja dolgoročne donosnosti ne bi sklenilo enakega ali podobnega trgovinskega dogovora kot letališče Aarhus [8].
Denmark explains that the 1999 agreements include the possibility to renegotiate the terms of the agreements, should Ryanair fail to generate the minimum volume of […] passengers in the first few years after the conclusion of the agreements.
Obstoj prednosti se običajno lahko izključi, če (a) cena letaliških storitev ustreza tržni ceni ali (b) je s predhodno analizo mogoče dokazati, da bo dogovor z letalskim prevoznikom privedel do pozitivnega dodatnega prispevka k donosnosti letališča in je del splošne strategije letališča, ki vodi k dolgoročni donosnosti.
According to Denmark, this is a penalty mechanism.
Poleg tega mora biti letališka infrastruktura na voljo vsem letalskim prevoznikom (to vključuje infrastrukturo, ki jo bolj verjetno uporabljajo samo nekatere kategorije letalskih prevoznikov, kot so čarterski ali nizkocenovni prevozniki).
Moreover, Denmark is of the opinion that the start-up aid conditions set out in the 2005 Aviation Guidelines are not applicable to the 1999 agreements.
V skladu s sodbo v zadevi Charleroi [9] mora Komisija pri oceni zadevnih ukrepov upoštevati tudi vse pomembne značilnosti ukrepov in njihovo ozadje.
With regard to Ryanair's comments, Denmark explains that the 1999 agreement between Aarhus airport and Ryanair exemplifies and reflects a general development in the regional airports market.
Z drugimi besedami, Komisija mora analizirati predvideni učinek sporazumov iz leta 1999 na letališče Aarhus ob upoštevanju vseh pomembnih značilnosti zadevnega ukrepa.
EXISTENCE OF AID
V sodbi Stardust Marine je Sodišče odločilo, da je „… za preveritev vprašanja, ali je država ravnala kot preudaren vlagatelj, ki deluje pod pogoji tržnega gospodarstva, potrebna umestitev v obdobje, v katerem so bili sprejeti ukrepi finančne podpore, da se oceni gospodarska racionalnost ravnanja države in s tem prepreči kakršna koli ocena na podlagi poznejših razmer.“ [10]
By virtue of Article 107(1) TFEU ‘… any aid granted by a Member State or through State resources in any form whatsoever which distorts or threatens to distort competition by favouring certain undertakings or the production of certain goods shall, in so far as it affects trade between Member States, be incompatible with the internal market.’
Da bi se lahko uporabil preskus udeleženca v tržnem gospodarstvu, mora Komisija odločanje umestiti v čas, ko so bili sklenjeni sporazumi med družbo Ryanair in letališčem Aarhus iz leta 1999 (tj. 2. november 1999).
The criteria provided for in Article 107(1) TFEU are cumulative.
Komisija mora svojo oceno utemeljiti na informacijah in predpostavkah, ki so bila letališču na voljo ob sklenitvi sporazumov v letu 1999 z veljavnostjo deset let.
Therefore, in order to determine whether the measure in question constitutes aid within the meaning of Article 107(1) TFEU all of the following conditions need to be fulfilled.
Primerjava s tržno ceno: primerjalna analiza
Namely, the financial support should:
Družba Ryanair trdi, da je zaradi izključitve gospodarske prednosti, ki jih ne bi pridobila pod običajnimi tržnimi pogoji, sporazume iz leta 1999 treba primerjati z letališkimi pristojbinami, ki se za nizkocenovne letalske prevoznike uporabljajo na drugih evropskih letališčih.
constitute an advantage;
Komisija meni, da je primerjava letaliških pristojbin dejansko mogoč pristop k ocenjevanju prisotnosti pomoči letalskim prevoznikom.
be granted by the Member State or through State resources;
Seveda je za opredelitev referenčnega merila treba najprej omogočiti izbiro zadostnega števila primerljivih letališč, ki zagotavljajo primerljive storitve pod običajnimi tržnimi pogoji.
favour certain undertakings or the production of certain goods;
Glede tega Komisija ugotavlja, da v času sklenitve sporazumov iz leta 1999 letališča v EU niso bila obravnavana kot podjetja.
distort or threaten to distort competition; and
Komisija nadalje ugotavlja, da tudi če so nekatera letališča v zasebni lasti ali se upravljajo zasebno in se pri tem ne upoštevajo socialni ali regionalni premisleki, lahko na cene na teh letališčih močno vplivajo cene, ki jih zaračunava večina javno subvencioniranih upravljavcev letališč, saj letalski prevozniki v pogajanjih z letališči v zasebni lasti ali z zasebnim upravljanjem upoštevajo prav te cene.
affect trade between Member States.
V navedenih okoliščinah (glejte uvodne izjave od 79 do 83) Komisija meni, da v tem trenutku ni mogoče določiti ustreznega referenčnega merila za določanje tržne cene storitev, ki jih zagotavlja upravljavec letališča.
Since Aarhus airport is publicly owned, it clearly has public resources at its disposal.
Analiza donosnosti sporazumov iz leta 1999
It is therefore not necessary to determine to what extent it has benefited from State aid in the past.
Ker tržnega referenčnega merila ni mogoče opredeliti, Komisija meni, da je predhodna analiza dodatne donosnosti ustrezno merilo za oceno sporazumov med letališči in posameznimi letalskimi prevozniki.
In any event, when the 1999 agreements were concluded, the 1994 Aviation Guidelines considered financing of airports and airport infrastructure by the State to be a general measure of economic policy that could not be controlled under the Treaty rules on State aid.
Komisija meni, da je cenovna diferenciacija uveljavljena poslovna praksa.
In its judgment in the Aéroports de Paris case of 12 December 2000 [7], the General Court rules against that interpretation and held that the operation of an airport constitutes an economic activity.
Kljub temu morajo biti tovrstne politike diferenciacije cen komercialno upravičene, da opravijo preskus vlagatelja pod tržnimi pogoji [11].
Until the judgment in the Aéroports de Paris case, the public authorities could legitimately consider that the public funding of airports did not constitute State aid.
Danska trdi, da je letališče Aarhus ravnalo racionalno in svoje trditve utemeljuje s kopijo predhodnih izračunov letališča Aarhus.
Due to the uncertainty that existed before this clarification of the law, financing measures that were granted before the judgment was pronounced cannot anymore be put into question on the basis of State aid rules.
Glede tega Komisija ugotavlja, da je letališka infrastruktura, ki jo uporablja družba Ryanair, na voljo tudi vsem drugim letalskim prevoznikom.
In order to determine whether the 1999 agreements granted Ryanair an advantage, the Commission has to examine whether in similar circumstances an airport operating under normal conditions of the market economy and guided by prospects of profitability in the longer term would have entered into the same or a similar commercial arrangement as Aarhus airport [8].
Komisija mora nadalje oceniti, ali sporazumi iz leta 1999 lahko štejejo za skladne s pogoji preskusa gospodarskega subjekta.
The existence of an advantage can normally be excluded if (a) the price charged for airport services corresponds to the market price or (b) if it can be demonstrated through an ex ante analysis that the agreements with the airline incrementally contribute to the profitability of the airport and are part of overall strategy leading to profitability in the long term.
Glede tega Komisija meni, da se sporazum, sklenjen med letalskim prevoznikom in letališčem lahko šteje za skladnega s preskusom gospodarskega subjekta, kadar s predhodnega vidika dodatno prispeva k donosnosti letališča.
Moreover, the airport infrastructure must be open to all airlines (this includes infrastructure more likely to be used by certain categories of airlines, such as low cost carriers or charters).
Letališče mora med sklepanjem sporazuma dokazati, da je v času trajanja sporazuma sposobno pokrivati vse stroške, nastale zaradi sporazuma z letalskim prevoznikom, vključno z razumno stopnjo dobička [12] na podlagi dobrih dolgoročnih obetov [13].
According to the Charleroi judgment [9] when assessing the measures in question the Commission has to take into account all the relevant features of the measures and their context.
Da se oceni, ali je sporazum, ki ga je letališče sklenilo z letalskim prevoznikom, v skladu s preskusom udeleženca v tržnem gospodarstvu, je treba upoštevati pričakovane prihodke iz neletalskih dejavnosti, ki izvirajo iz dejavnosti letalskega prevoznika, in pa letališke pristojbine brez vseh znižanj, podpor za trženje ali sistemov spodbud.
In order to be able to apply the market economy operator test the Commission has to place itself at the time when the 1999 agreements between Aarhus airport and Ryanair were concluded (that is, on 2 November 1999).
Nasprotno pa se stroški, ki bi jih letališče moralo kriti v vsakem primeru in ne glede na dogovor z letalskim prevoznikom, ne smejo upoštevati pri presoji načela udeleženca v tržnem gospodarstvu.
The Commission must also base its assessment on the information and assumptions which were at the disposal of the airport when the 1999 agreements with a duration of 10 years were signed.
V izračunih donosnosti, ki jih izvaja uprava letališča, so bile upoštevane zaveze družbe Ryanair iz sporazumov iz leta 1999 in pričakovano povečanje števila potnikov.
Comparison with the market price: benchmarking
V skladu s sporazumi iz leta 1999 se je družba Ryanair zavezala k vzpostavitvi svoje dejavnosti na letališče Aarhus z vsaj […] povratnimi leti.
Ryanair argues that in order to exclude an economic advantage that would not be obtained under normal market conditions the charges in the 1999 agreements have to be compared with airport charges applied at other European airports to low cost airlines.
Hkrati se je družba Ryanair zavezala k prevozu vsaj […] potnikov letno na letališču Aarhus v letu 2001.
The Commission considers that benchmarking of airport charges is indeed a possible approach to assess the presence of aid to airlines.
Krovni sporazum iz leta 1999 določa, da seznam pristojbin velja za povratni let (glejte preglednico 2).