natgillin/translations-raw huggingface dataset:
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.
Vse navedene temeljne predpostavke se zdijo smiselne.
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.
Predvsem temeljijo na ugotovitvah v zvezi s stroški in prihodki ter v primeru podatkov o stroških na izpopolnjenem sistemu merjenja stroškov.
Moreover, the liberalisation of the air transport market complicates any purely comparative analysis.
Te ugotovljene vrednosti za stroške in prihodke družbe KFBG so se nato uporabile za analizo stroškov in koristi v različnih modelih za izračune.
As can be seen in this case, commercial practices between airports and airlines are not always based exclusively on a published schedule of charges.
Ti modeli so predstavljali različne predvidene rute letov z letališča KLU in nanj z različnimi letalskimi prevozniki in ob predpostavljanju različnih stopenj izkoriščenosti zmogljivosti.
Rather, these commercial relations vary to a great extent.
Izbrane rute so ustrezale običajnim rutam, za katere je obstajal interes majhnega regionalnega letališča, kot je letališče Celovec.
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.
Te analize so v skladu z metodo dodatnih stroškov iz smernic za letalski sektor, saj se z njimi meri, ali bi lahko prihodki, ki se v okviru posameznega modela pričakujejo zaradi dodatnega prometa, krili ustrezne dodatne stroške in ustvarili razumen dobiček.
Consequently, one transaction cannot really be compared with another based on a turnaround price or price per passenger.
Avstrija je na poziv Komisije predložila dodatne modele, da bi bili zajeti vsi običajni scenariji in morebitne rute, ki bi bili leta 2005 zanimivi za družbo KFBG.
In addition, benchmarking is not an appropriate method to establish market prices if the available benchmarks have not been defined with regard to market considerations or the existing prices are significantly distorted by public interventions.
Komisija ugotavlja, da je imelo letališče KLU predvsem po odhodu družbe Ryanair oktobra 2005 neizkoriščene zmogljivosti, tako da naj za obvladovanje dodatnega prometa ne bi bilo treba nadgraditi infrastrukture ali pridobiti dodatne opreme ali zaposliti novega osebja.
Such distortions appear to be present in the aviation industry, for reasons explained in points 57 to 59 of the 2014 Aviation Guidelines:
Avstrija je potrdila, da ni bilo potrebe po zaposlitvi novega osebja ali razširitvi obstoječe infrastrukture ali drugi opremi, da bi se uporabljala za nove letalske prevoznike ali nove povezave (na primer, obstoječi tekoči trakovi za prtljago in obstoječe osebje so zadostovali).
‘Publicly owned airports have traditionally been considered by public authorities as infrastructures for facilitating local development and not as undertakings operating in accordance with market rules.
Zato Komisija meni, da so bili dodatni stroški omejeni na spodbude iz spodbujevalne sheme iz leta 2005.
Those airports' prices consequently tend not to be determined with regard to market considerations and in particular sound ex ante profitability prospects, but essentially having regard to social or regional considerations.
Poleg tega je letališče KLU pričakovalo, da bi se z vsakim novim letalskim prevoznikom ali novo povezavo ustvarili prihodki iz letalskih in neletalskih dejavnosti.
Even if some airports are privately owned or managed without social or regional considerations, the prices charged by those airports can be strongly influenced by the prices charged by the majority of publicly subsidised airports as the latter prices are taken into account by airlines during their negotiations with the privately owned or managed airports.
Ker je višina stroškov ostajala približno enaka, bi po mnenju Avstrije vsak nov letalski prevoznik ali nova povezava pozitivno prispevala k donosnosti letališča.
In those circumstances, the Commission has strong doubts that at the present time, an appropriate benchmark can be identified to establish a true market price for services provided by airports.
Letališče KLU bi lahko torej s predhodnega vidika pričakovalo, da bi se z vsakim novim letalskim prevoznikom ali novo povezavo povečali prihodki, saj takrat naložbe niso bile potrebne.
Moreover, as the Union courts have recalled, benchmarking by reference to the sector concerned is merely one analytical tool amongst others to determine if a beneficiary has received an economic advantage which it would not have obtained in normal market conditions.
To ugotovitev še dodatno podpira dejstvo, da je družba KFBG po uvedbi spodbujevalne sheme iz leta 2005 dejansko privabila več novih letalskih prevoznikov (kot so Air Berlin, Robin Hood, Condor, Lufthansa in Germanwings), okrepila obstoječe destinacije (AUA) in vzpostavila nove povezave.
As such, while the Commission may use that approach, it is not obliged to do so where, as in the present case, it would be inappropriate to do so.
Strategija letališča KLU na podlagi popustov za povečanje njegovega poslovanja je bila uspešna.
In its study of 9 April 2013 (Oxera note 3), Ryanair essentially argues that the MEO test can be applied based on a comparison with the commercial arrangements of other European airports.
Razpoložljivi podatki nazadnje kažejo, da se je zaradi spodbujevalne sheme iz leta 2005 postopno povečal prihodek letališča (prihodki iz letalskih in neletalskih dejavnosti so se povečali z […] EUR v letu 2006 na […] EUR v letu 2010).
It should firstly be noted that, during the procedure, neither Austria nor any interested third party has suggested to the Commission a sample of comparison airports that may be used in this case and that are sufficiently comparable to KLU in terms of traffic volume, type of traffic, type and level of airport services provided, proximity of the airport to a large city, number of inhabitants in the catchment area, prosperity of the surrounding area, and different geographical areas from which passengers could be attracted.
Komisija nadalje ugotavlja, da bi bilo treba v okviru ocene spodbujevalne sheme iz leta 2005 oceniti tudi obseg, v katerem se lahko dogovori štejejo za del izvajanja splošne strategije letališča, ki naj bi vsaj dolgoročno vodila k donosnosti.
The Oxera study of 4 July 2011 was limited to a comparison between charges paid by Ryanair at […] and […] airports, and the charges paid by Ryanair under the airport services agreements at KLU.
V zvezi s tem mora Komisija upoštevati dejanske dokaze, ki so bili na voljo, in razvojne trende, ki bi se lahko razumno pričakovali v času priprave spodbujevalne sheme iz leta 2005, zlasti prevladujoče tržne razmere.
The study did not assess whether the sample of benchmark airports fulfilled all the criteria spelled out in the 2014 Aviation guidelines, as it only assessed traffic volumes, type of airport traffic and prosperity of the surrounding area.
Komisija bi morala upoštevati zlasti tržne spremembe, ki so jih sprožili liberalizacija trga zračnega prevoza, vstop na trg in razvoj nizkocenovnih prevoznikov in drugih prevoznikov, ki ponujajo storitve od točke do točke, spremembe v organizacijski in ekonomski strukturi letališke industrije ter stopnja diverzifikacije in kompleksnosti nalog, ki jih opravljajo letališča, okrepitev konkurence med letalskimi prevozniki in letališči, negotovo gospodarsko okolje zaradi sprememb v prevladujočih tržnih razmerah ali druge negotovosti v gospodarskem okolju.
Even if a sample of comparison airports had been available, a comparative method would have been totally unworkable in this case.
Komisija ugotavlja, kot je opisano v uvodnih izjavah 279 in 280, da je letališče KLU spodbujevalno shemo iz leta 2005 štelo za potreben korak za zagotovitev svoje prihodnje sposobnosti preživetja in donosnosti zaradi več razlogov (kot so primanjkljaji v zvezi s plačili letaliških pristojbin družbe AUA od oktobra 2003 do oktobra 2005 ter odhod družbe Ryanair z oktobrom 2005).
As showed above, the incentive scheme to be analysed offers different discounts for airlines for providing very specific air transport services (for new flight destinations, for intensified existing flight connections and for more frequent and more reliable existing flight connections).
Nazadnje, Komisija ugotavlja, da je letališka infrastruktura letališča KLU na voljo vsem letalskim prevoznikom in ni namenjena le določenemu letalskemu prevozniku.
Moreover, regarding the marketing agreements between KFBG and the airlines, complex packages have to be analysed.
Spodbujevalna shema iz leta 2005 je bila tudi objavljena na spletnem mestu letališča KLU in je bila na voljo vsem zainteresiranim letalskim prevoznikom.
The packages consist of an airport services agreement and a marketing services agreement (sometimes combined within the same legal medium).
Glede na navedene premisleke Komisija ugotavlja, da je letališče KLU pri sprejetju spodbujevalne sheme iz leta 2005 delovalo kot udeleženec v tržnem gospodarstvu.
These transactions involve several ‘prices’, namely the various airport charges, price of the ground handling services and price of the marketing services, some of which depend on the number of passengers and others on the number of aircraft movements, with others involving fixed amounts.
Zato se z ukrepom zadevnim letalskim prevoznikom ni zagotovila gospodarska prednost, prav tako pa ukrep ni pomenil državne pomoči v smislu člena 107(1) PDEU.
Each of these transactions therefore leads to a complex set of financial flows between the airport operator and the airline and its subsidiaries, consisting of the revenue from the airport charges, revenue linked to the ground handling services and revenue linked to the marketing services.
V takšnih okoliščinah je treba pri uporabi načela udeleženca v tržnem gospodarstvu dejansko upoštevati združene učinke spodbujevalne sheme in dvostranskega sporazuma.
Accordingly, a comparison between just the airport charges invoiced by the KFBG to the airlines concerned and the airport charges invoiced at the comparison airports would not provide any useful indication as to whether the MEO test was satisfied.
Sklenitev sporazuma o poravnavi z družbo AUA in uporaba spodbujevalne sheme iz leta 2005 za družbo AUA
At the very least, in order to validly compare the transactions covered by this assessment, it would be necessary to identify, for the airports in the comparison sample, a set of comparable transactions, which must particularly include equivalent marketing services and equivalent ground handling services.
Družba AUA z opravljanjem storitev zračnega prevoza opravlja gospodarsko dejavnost in torej pomeni podjetje v smislu člena 107(1) PDEU.
Identifying such a sample of comparable transactions would prove impossible, given that the transactions covered by this assessment are so complex and specific, and all the more so as the prices of ground handling services and marketing services are rarely made public and would be difficult to obtain in order to form a basis for comparison.
Da se oceni, ali sporazum med letališčem v javni lasti, ki so mu na voljo javna sredstva, in letalskim prevoznikom slednjemu zagotavlja gospodarsko prednost, je treba proučiti, ali je bil navedeni sporazum skladen z načelom udeleženca v tržnem gospodarstvu, kot je opisano zgoraj v uvodnih izjavah od 261 do 278.
Lastly, assuming that it could be established, based on a valid comparative analysis, that the ‘prices’ applied in the various transactions covered by this assessment were equivalent to or higher than the ‘market prices’ established using the sample of comparison transactions, the Commission could not, however, conclude that those transactions corresponded to the market price if it proved that, on their conclusion, the airport operator may have expected them to lead to incremental costs higher than the incremental revenues.
Časovni okvir za oceno dodatnih stroškov in prihodkov
An MEO would not in fact be interested in offering goods or services at the ‘market price’ if this led to an incremental loss.
Udeleženec v tržnem gospodarstvu bo pri odločanju, ali naj sklene sporazum o letaliških storitvah in/ali sporazum o storitvah trženja, za časovni okvir svoje ocene izbral trajanje sporazuma.
The Commission considers it appropriate to reiterate in the context of this analysis that, following the adoption of the 2014 Guidelines, both Austria and the interested parties were invited to submit comments on the application of those guidelines to the present case (see recital 8).
To pomeni, da bo preudaren udeleženec v tržnem gospodarstvu ocenil dodatne stroške in prihodke med veljavnostjo sporazuma.
In the light of all the above, the Commission considers that the approach generally recommended in the 2014 Guidelines for applying the MEO test to relationships between airports and airlines, namely the ex ante incremental profitability analysis, must be applied to the present case.
Družba KFBG je 17. novembra 2003 proti družbi AUA na lokalnem okrožnem sodišču zato vložila civilno tožbo v zvezi z dolgovanimi letališkimi pristojbinami.
This approach is justified by the fact that an airport operator may have an objective interest in concluding a transaction with an airline where it may reasonably expect this transaction to improve its profits (or reduce its losses) compared to a counterfactual situation in which this transaction is not concluded, regardless of any comparison with the conditions offered to airlines by other airport operators, or even with the conditions offered by the same airport operator to other airlines.
Družba KFBG je ob podpisu sporazuma o poravnavi 20. oktobra 2005 po tem sporu torej morala upoštevati tako prihodnje letališke pristojbine, ki jih bo morala plačati družba AUA, kot še vedno neporavnane letališke pristojbine iz preteklega obdobja, za katere je upala, da bodo poravnane.
In addition to the above considerations, the airport infrastructure must be open to all airlines and not dedicated to a specific airline in order to exclude that the advantage resulting from compatible aid to the airport operator is not passed on to a specific airline.
Presoja
The Commission also notes in this context that price differentiation is a standard business practice.
Prvi sodni postopek na lokalnem okrožnem sodišču se je nanašal na civilno tožbo družbe KFBG proti družbi AUA v zvezi z neporavnanimi letališkimi pristojbinami.
Such differentiated pricing policies should, however, be commercially justified.
Drugi sodni postopek se je nanašal na tožbo družbe AUA proti družbi KFBG na nacionalnem protikartelnem sodišču v zvezi s konkurenčnim pravom.
The 2005 incentive scheme was introduced to enhance the competitiveness of KLU.
Družbi sta se v okviru sporazuma o poravnavi dogovorili o naslednjem:
When drawing up the 2005 incentive scheme, the operator of KLU analysed passenger numbers, airport movements as well as the financial results of the previous years.
družba AUA se je strinjala, da bo družbi KFBG plačala […] EUR,
According to Austria, a market comparison undertaken at that time showed that KLU due to its high average fixed costs was a particularly expensive airport in Austria.
obe stranki sta se strinjali, da spodbujevalna shema iz leta 2005 postane del sporazuma o poravnavi in se za družbo AUA uporablja od 1. oktobra 2003.
The Commission observes that since 1 October 2003 AUA had unilaterally reduced its payments for the turnaround fees due at KLU.
Avstrija trdi, da družbi KFBG in DMG pred sklenitvijo sporazuma o poravnavi z družbo AUA nista pripravili predhodnih poslovnih načrtov.
Although on 20 October 2005 KFBG and AUA signed a settlement agreement concerning the payment of turnaround feed during the period of 1 October 2003 until 20 October 2005, KFBG had to face considerable shortfalls regarding the payments of airport charges from October 2003 to October 2005.
Pojasnila je, da so družba KFBG, družba KLH in odvetniška pisarna, ki je zastopala družbo KFBG v obeh sodnih postopkih, pred podpisom sporazuma o poravnavi podrobno ocenile pravne in gospodarske prednosti ter slabosti podpisa sporazuma.
In addition, all 2002 agreements between KFBG, DMG, Ryanair, LV and AMS ended suddenly in October 2005, when Ryanair stopped to operate the passenger air services between KLU and STN due to economic reasons.
Da bi dokazala te ocene in premisleke, je Avstrija predložila številna poročila in protokole, ki jih je upravni odbor družbe KFBG predložil nadzornemu svetu družbe KFBG, ter razpoložljive pravne dokumente v zvezi s pravnima postopkoma.
All these factors together led KLU to reconsider its pricing policy and to introduce the 2005 incentive scheme.
Na podlagi teh dokumentov so mogoče naslednje ugotovitve.
According to the information submitted by Austria, a detailed ex ante profitability study was prepared by the executive board of KFBG and authorised by the supervisory board of KFBG.
Na eni strani je oktobra 2005 skupni dolg družbe AUA za pristojbine za obračanje, ki bi jih morala plačati družbi KLU, znašal […] EUR.
When assessing this ex ante profitability study, the Commission observes that KFBG prepared a comprehensive study on the basis of its full cost basis accounting system.
Na drugi strani pa je treba upoštevati, da je družba AUA 7. januarja 2004 predložila dolg odgovor na tožbo v tem postopku.
This ex ante cost-benefit analysis contains a detailed formula for the calculation of the full costs of KFBG.
Družba KFBG se je torej soočala s trdnim pravnim ugovorom družbe AUA, medtem ko si je prizadevala za izvršitev svojih zahtevkov zoper družbo AUA za plačilo celotnih letaliških pristojbin.
The costs are split into different cost factors that cover all costs incurred when operating the airport (landing tariff, infrastructure landing tariff, infrastructure air tariff, passenger tariff, traffic handling fee, ramp handling fee).
Sočasno so na gospodarski položaj družbe KFBG močno vplivali neporavnane letališke pristojbine in trajanje spora v teku.
The profitability study also contains a detailed explanation on how the cost factor of EUR […] for the costs depending on the number of flights, i.e. MTOW, and of EUR […] depending on the number of passengers were calculated, based on the cost calculation system of KFBG in force at the time.
Poročila nadzornega sveta družbe KFBG kažejo, da so neporavnane letališke pristojbine zelo negativno vplivale na likvidnost družbe KFBG ter da so zato morali družbi KFBG njeni delničarji dodeliti nepovratna sredstva v višini […] EUR.
As 51 % of the traffic handling was subcontracted to Tyrolean Airways, these costs were indicated in the cost calculation as costs of services of a third party.
To potrebo po denarju potrjujejo tudi izjave o denarnem toku družbe KFBG iz obdobja 2003–2005.
As non-aeronautical income, KFBG listed income factors such as the airport shops, the parking at the airport, the freight storehouse and the income from rent and lease agreements.
Sočasno je družba AUA zavrnila plačilo skupnega zneska pristojbin za obračanje, saj je trdila, da so bile te pristojbine za obračanje veliko višje od pristojbin za obračanje, ki jih je takrat na letališču KLU plačevala družba Ryanair.
The average income of these sources less the costs of these sources, measured on the basis of observed data from recent years, resulted in an average non-aeronautical income of EUR […] per passenger.
Družba AUA je zahtevala, da se obravnava enako kot družba Ryanair, trditev, da ji pripada pravica do enakih pogojev, kot jih ima družba Ryanair, pa je podprla z več argumenti: pogodbeno obveznostjo letališča KLU in njegovo dolžnostjo enakega obravnavanja ter zlorabo prevladujočega položaja letališča KLU in varstvom pred nelojalno konkurenco.
Brought down to a round figure, KFBG indicated EUR […] of non-aeronautical income per passenger.
Poleg tega je družba AUA trdila, da je letališče KLU kršilo člen 63 nacionalnega zakona o letalstvu (Luftfahrtgesetz) in člen 20 uredbe o upravljanju civilnih letališč (Zivilflugplatz-Betriebsordnung).
All those underlying assumptions appear reasonable.
V skladu s členom 63 nacionalnega zakona o letalstvu morajo biti civilna letališča vsem udeležencem v letalstvu dostopna pod enakimi pogoji.
In particular, they are based on cost and revenue observations and, in the case of cost data, on an elaborate cost measurement system.
V skladu s členom 20 uredbe o upravljanju civilnih letališč morajo letališke pristojbine temeljiti na objektivnih značilnostih.
These established values for costs and incomes of KFBG were used subsequently in the cost-benefit analysis in different calculation models.
Ker te pravni argumenti niso bili prima facie povsem neutemeljeni, družba KFBG ni mogla biti prepričana, da bi družba AUA izgubila v civilnem postopku na lokalnem okrožnem sodišču.
These models represented different envisaged routes from and to KLU with different aircrafts and under the assumption of varying degrees of capacity utilisation.
Kot je razvidno iz dopisovanja med družbama KFBG in AUA v obeh sodnih postopkih, je družba AUA med postopkom družbi KFBG grozila, da bo prenehala opravljati storitve na letališču KLU kot svoji destinaciji.
The routes chosen corresponded to typical routes of interest of a small regional airport such as Klagenfurt airport.
Storitev, ki jo družba AUA izvaja med Celovcem in avstrijskim glavnim mestom Dunajem, je bila in je še vedno najpomembnejša letalska povezava za letališče KLU.
On request of the Commission, Austria submitted additional models, with the aim of covering all typical scenarios and possible routes of interest for KFBG in 2005.
Zaradi te grožnje je družba KFBG v letih 2004 in 2005 iskala nadomestne letalske prevoznike, ki bi zagotovili letalsko povezavo z Dunajem, če bi družba AUA dejansko nehala opravljati svoje storitve na letališču KLU.
Austria has submitted that KLU expected that no additional investments would be required to provide additional airport services to airlines attracted by the 2005 incentive scheme.
Kot je trdila Avstrija, družba KFBG ni uspela poiskati drugega, nadomestnega letalskega prevoznika, ki bi ponujal podobne storitve med letališčema KLU in Dunaj, kot jih je ponujala družba AUA.
In this context, the Commission observes that the 2005 incentive scheme offered discounts only for new airlines, new connections, or increased passenger numbers with the consequence that it did not impact negatively on the status quo at the airport.
Prekinitev opravljanja storitev družbe AUA bi za letališče KLU pomenilo izgubo glavnega letalskega prevoznika, kar bi povzročilo, da bi obveznosti presegale sredstva.
Austria confirmed that there was no need to hire new staff or to expand existing infrastructure or other equipment in order to serve new airlines or connections (for instance the existing baggage belts and personnel were sufficient).
Preglednica 8
Hence, the Commission concludes that the incremental costs were limited to the incentives offered by the 2005 incentive scheme.
Rekonstruirana predhodna analiza štirih različnih scenarijev med družbama KFBG in AUA
Moreover, KLU expected that with any new airline or connection, aeronautical as well as non-aeronautical revenues would be generated.
Izračun scenarijev na podlagi ekstrapolacije iz leta 2005
Given that the level of costs remained stable, any new airline or connection would, according to Austria, provide a positive contribution to the airport's profitability.
Scenarij 1
KLU could therefore expect from an ex ante perspective that any new airline or connection would lead to an increase of revenues as no investments were necessary at the same time.
Vključuje družbo AUA kot polnega plačilnega zastopnika
The Commission is of the view that indeed the 2005 incentive scheme has been incrementally profitable form an ex ante perspective.
Scenarij 2