natgillin/translations-raw huggingface dataset:
See point 3(3) of the Authority's State Aid Guidelines on Business Taxation, Case 248/84 Germany v Commission [1987] ECR 4013 and Case E-6/98 Kingdom of Norway v EFTA Surveillance Authority [1999] EFTA Court Reports, paragraph 34.
Zadeva E-6/98, Norveška proti Nadzornemu organu Efte, 1999, Poročilo Sodišča Efte, str. 76, točka 38; združene zadeve E-5/04, E-6/04 in E-7/04, Fesil in Finnfjord, PIL in drugi in Norveška proti Nadzornemu organu Efte, 2005.
Case C-41/90 Höfner and Elser v Macroton [1991] ECR I-1979, paragraphs 21-23 and Case E-5/07 Private Barnehagers Landsforbund v EFTA Surveillance Authority [2008] EFTA Court Report, p. 61, paragraph 78.
Poročilo Sodišča Efte, str. 117, točki 84–85; združene zadeve T-127/99, T-129/99 in T-148/99, Territorio Histórico de Alava in drugi proti Komisiji, Recueil 2002, str.
Case C-222/04 Ministero dell'Economica e delle Finanze v Cassa di Risparmio di Firenze SpA [2006] ECR I-289, paragraph 108.
II-1275, točka 163; zadeva C-143/99, Adria-Wien Pipeline, Recueil 2001, str.
Joined Cases C-106/09 P and C-107/9 P Commission and Spain v Government of Gibraltar and United Kingdom [2011] ECR I-11113, paragraph 75.
I-8365, točka 42; zadeva T-308/00, Salzgitter proti Komisiji, ZOdl.
Ibid paragraph 145.
2004, str.
Case C-75/97 Belgium v Commission [1999] ECR I-3671, paragraph 32; Case C-143/99 Adria-Wien Pipeline and Wietersdorfer & Peggauer Zementwerke [2011] ECR I-8365, paragraph 48; and Case C-409/00 Spain v Commission [2003] ECR I-1487, paragraph 48.
II-1933, točka 42; zadeva C-172/03, Wolfgang Heiser, ZOdl.
See Case C-409/00 Spain v Commission [2003] ECR I-1487, paragraph 49.
2005, str.
Case E-6/98 Norway v EFTA Surveillance Authority, [1999] EFTA Court Report, p. 76, paragraph 38; Joined Cases E-5/04, E-6/04 and E-7/04 Fesil and Finnfjord, PIL and others and Norway v EFTA Surveillance Authority, [2005] EFTA Court Report, p. 117, paragraphs 84-85; Joined cases T-127/99, T-129/99 and T-148/99 Territorio Histórico de Alava and others v Commission [2002] ECR II-1275, paragraph 163; Case C-143/99 Adria-Wien Pipeline [2001] ECR I-8365, paragraph 42; Case T-308/00 Salzgitter v Commission [2004] ECR II-1933 paragraph 42; Case C-172/03 Wolfgang Heiser [2005] ECR I-1627, paragraph 43 and Case C-279/08 P Commission v Netherlands [2011] ECR I-7671, paragraph 62.
I-1627, točka 43, in zadeva C-279/08 P, Komisija proti Nizozemski, ZOdl.
Case E-6/98 Norway v EFTA Surveillance Authority, cited above, paragraph 38; Joined Cases E-5/04, E-6/04 and E-7/04 Fesil and Finnfjord, PIL and others and Norway v EFTA Surveillance Authority, cited above, paragraphs 76-89; Case 173/73 Italy v Commission [1974] ECR 709, paragraph 16.
2011, str.
Case E-6/98 Norway v EFTA Surveillance Authority, mentioned above, paragraph 67, Case C-159/01 Netherlands v Commission, ECR [2004] I-4461, paragraph 43, Joined Cases C-106/09 P and C-107/9 P Commission and Spain v Government of Gibraltar and United Kingdom, mentioned above, paragraph 146.
I-7671, točka 62.
See paragraphs 50-51 of the Authority's Decision No 3/13/COL.
Zadeva E-6/98, Norveška proti Nadzornemu organu Efte, navedena zgoraj, točka 38; združene zadeve E-5/04, E-6/04 in E-7/04, Fesil in Finnfjord, PIL in drugi in Norveška proti Nadzornemu organu Efte, navedene zgoraj, točke 76–89, in zadeva 173/73, Italija proti Komisiji, Recueil 1974, str. 709, točka 16.
Case C-372/97 Italy v Commission [2004] ECR I-3679, paragraph 67 and Case C-172/03 Heiser [2005] ECR I-1627, paragraph 54.
Zadeva E-6/98, Norveška proti Nadzornemu organu Efte, navedena zgoraj, točka 67; zadeva C-159/01, Nizozemska proti Komisiji, Recueil 2004, str.
See Case T-210/02 RENV British Aggregates Association v Commission [2012] ECR II-0000, paragraphs 49-50 and Joined Cases C-106/09 P and C-107/9 P Commission and Spain v Government of Gibraltar and United Kingdom [2011] ECR I-11113, paragraph 75 and 90.
I-4461, točka 43, ter združeni zadevi C-106/09 P in C-107/9 P, Komisija in Španija proti Vladi Gibraltarja in Združenemu kraljestvu, navedeni zgoraj, točka 146.
See Joined Cases C-78/08 to C-80/09 Paint Graphos and others [2011] ECR I-7611, paragraph 70.
Glej odstavke 50–51 Odločbe Nadzornega organa št. 3/13/COL.
See Article 1 of Act No 50/1988 on Value Added Tax.
Zadeva C-372/97, Italija proti Komisiji, Recueil 2004, str.
Notification letter of 2.9.2011.
I-3679, točka 67, in zadeva C-172/03, Heiser, ZOdl.
See Joined Cases E-17/10 and E-6/11 The Principality of Liechtenstein and VTM Fundmanagement v EFTA Surveillance Authority [2012] EFTA Court Report, p. 117, paragraph 76.
2005, str.
See for a similar argumentation, paragraph (95) of Commission Decision 2003/515/EC of 17 February 2003 on the State aid implemented by the Netherlands for international financing activities (OJ L 180, 18.7.2003, p. 52).
I-1627, točka 54.
Case E-6/98 The Government of Norway v EFTA Surveillance Authority [1999] EFTA Court Report, p. 76, paragraph 59; Case 730/79 Philip Morris v Commission [1980] ECR 2671, paragraph 11.
Glej zadevo T-210/02, RENV British Aggregates Association proti Komisiji, ZOdl.
Case C-5/89, Commission v Germany [1990] ECR I-3437, paragraph 14; Case C-169/95 Commission v Spain, [1997] ECR I-135, paragraph 51; Case C-24/95 Land Rheinland-Pfalz v Alcan Deutschland GmbH, [1997] ECR I-1591, paragraph 25.
2012, str.
Case C1-09 Centre d'Exportation du Livre Français (CELF), Ministre de la Culture et de la Communication v Société Internationale de Diffusion et d'Édition [2010] ECR I-02099, paragraph 53.
II-0000, točki 49–50, ter združeni zadevi C-106/09 P in C-107/9 P, Komisija in Španija proti Vladi Gibraltarja in Združenemu kraljestvu, ZOdl.
See also Case C-91/01 Italy v Commission [2004] ECR I-4355, paragraphs 66 and 67.
2011, str.
Case C-5/89 Commission v Germany [1990] ECR I-3437, paragraph 14 and Regione Autónoma della Sardegna v Commission [2005] ECR II-2123, paragraph 64.
I-11113, točki 75 in 90.
Case C-5/89 Commission v Germany [1990] ECR I-3437, paragraph 14, Case C-169/95 Spain v Commission [1997] ECR I-135, paragraph 51.
Glej združene zadeve od C-78/08 do C-80/09, Paint Graphos in drugi, ZOdl.
Joined Cases C-183/02 P and C-187/02 P Demesa and Territorio Histórico de Álava v Commission [2004] ECR I-10609, paragraph 51.
2011, str.
See Joined Cases E-17/10 and E-6/11 The Principality of Liechtenstein and VTM Fundmanagement v EFTA Surveillance Authority [2012] EFTA Court Report, p. 117, paragraphs 141-142.
Uradno obvestilo z dne 2. septembra 2011.
Case C-75/97 Belgium v Commission [1999] ECR I 3671, paragraph 66, and Case C-310/99 Italy v Commission [2002] ECR I-2289, paragraph 99.
Glej združeni zadevi E-17/10 in E-6/11, Kneževina Lihtenštajn in VTM Fundmanagement proti Nadzornemu organu Efte, 2012, Poročilo Sodišča Efte, str. 117, točka 76.
As amended by EFTA Surveillance Authority Decision No 789/08/COL of 17.12.2008 amending College Decision No 195/04/COL on the implementing provisions referred to under Article 27 in Part II of Protocol 3 to the Agreement between the EFTA States on the Establishment of a Surveillance Authority and a Court of Justice as regards the standard forms for notification of aid (OJ L 340, 22.12.2010, p. 1, and EEA Supplement No 72, 22.12.2010, p. 1).
Zadeva E-6/98, Vlada Norveške proti Nadzornemu organu Efte, 1999, Poročilo Sodišča Efte, str. 76, točka 59, in zadeva 730/79, Philip Morris proti Komisiji, Recueil 1980, str. 2671, točka 11.
As amended by EFTA Surveillance Authority Decision No 789/08/COL.
Zadeva C-5/89, Komisija proti Nemčiji, Recueil 1990, str.
The amendments were adopted by the Icelandic Parliament in the form of Act No 163/2010 of 18 December 2010 (‘Act No 163/2010’) that entered into force on 1 May 2011.
I-3437, točka 14; zadeva C-169/95, Komisija proti Španiji, Recueil 1997, str. I-135, točka 51, in zadeva C-24/95, Land Rheinland-Pfalz proti Alcan Deutschland GmbH, Recueil 1997, str.
The following amendments were made to the VAT Act with the entry into force of Act No 163/2010:
I-1591, točka 25.
As examples, the Icelandic authorities mentioned ho sting, supervision and the cooling of servers.
Zadeva C1-09, Centre d'Exportation du Livre Français (CELF), Ministre de la Culture et de la Communication proti Société Internationale de Diffusion et d'Édition, ZOdl.
mportation of servers and similar equipment shall be exempted from VAT under the condition that the owners are residents in another Member State of the EEA, EFTA or the Faroe Islands and do not have a permanent establishment in Iceland within the meaning of Article 3, point 4 of Act No 90/2003 on Income Tax.
2010, str.
No 216/14/COL
št. 216/14/COL
amending for the 96th time the procedural and substantive rules in the field of State aid by adopting new Guidelines on State aid to airports and airlines [2016/2051]
o šestindevetdeseti spremembi procesnih in materialnih pravil na področju državne pomoči s sprejetjem novih smernic o državni pomoči letališčem in letalskim prevoznikom [2016/2051]
HAVING REGARD to the Agreement between the EFTA States on the Establishment of a Surveillance Authority and a Court of Justice (‘Surveillance and Court Agreement’), in particular to Articles 5(2)(b) and 24 thereof and Article 1 in Part I of Protocol 3 thereof,
OB UPOŠTEVANJU Sporazuma med državami Efte o ustanovitvi nadzornega organa in sodišča (v nadaljnjem besedilu: Sporazum o nadzornem organu in sodišču), zlasti člena 5(2)(b) in člena 24 Sporazuma ter člena 1 dela I Protokola 3 k Sporazumu,
On 4 April 2014, the European Commission published a ‘Communication from the Commission, Guidelines on State aid to airports and airlines’ [1].
Evropska komisija je 4. aprila 2014 objavila „Sporočilo Komisije – Smernice o državni pomoči letališčem in letalskim prevoznikom“ [1].
The Guidelines set out the conditions under which public financing of airports and airlines may constitute State aid and, when it does constitute State aid, the conditions of compatibility.
Smernice določajo pogoje, pod katerimi lahko javno financiranje letališč in letalskih prevoznikov pomeni državno pomoč, in pogoje glede združljivosti, če pomeni državno pomoč.
They apply from 4 April 2014 and replace the 1994 and 2005 Aviation Guidelines [2] from that date.These Guidelines are of relevance to the European Economic Area,
Uporabljajo se od 4. aprila 2014 ter od tega datuma tudi nadomeščajo Smernice za letalski sektor iz leta 1994 in 2005 [2].Te smernice so pomembne za Evropski gospodarski prostor.
Uniform application of the EEA State aid rules is to be ensured throughout the European Economic Area in line with the objective of homogeneity established in Article 1 of the EEA Agreement,
V skladu s ciljem homogenosti iz člena 1 Sporazuma EGP je treba po celotnem Evropskem gospodarskem prostoru zagotoviti enotno uporabo pravil EGP o državni pomoči.
According to point II under the heading ‘GENERAL’ of Annex XV to the EEA Agreement, the Authority, after consultation with the European Commission, is to adopt new Guidelines, corresponding to those adopted by the European Commission,
V skladu s točko II pod naslovom „SPLOŠNO“ Priloge XV k Sporazumu EGP mora Nadzorni organ po posvetovanju z Evropsko komisijo sprejeti nove smernice, ki ustrezajo tistim, ki jih je sprejela Evropska komisija.
The new Guidelines will replace the current ones on the financing of airports and start-up aid to airlines departing from regional airports [3],HAVING consulted the European Commission,
Nove smernice bodo nadomestile sedanje smernice o financiranju letališč in zagonski državni pomoči letalskim družbam z odhodi z regionalnih letališč [3].PO posvetovanju z Evropsko komisijo,
HAVING consulted the EFTA States by a letter dated 12 May 2014 on the subject,
PO posvetovanju z državami Efte glede zadeve v dopisu z dne 12. maja 2014 –
The State Aid Guidelines shall be amended by introducing new Guidelines on State aid to airports and airlines.
Smernice o državni pomoči se spremenijo z uvedbo novih smernic o državni pomoči letališčem in letalskim prevoznikom.
The new Guidelines are annexed to this Decision and form an integral part of it.
Nove smernice so priložene tej odločbi in so njen sestavni del.
OJ C 99, 4.4.2014, p. 3.
UL C 99, 4.4.2014, str. 3.
Application of Articles 92 and 93 of the EC Treaty and Article 61 of the EEA Agreement to State aids in the aviation sector (OJ C 350, 10.12.1994, p.
Uporaba členov 92 in 93 Pogodbe ES in člena 61 Sporazuma EGP za državne pomoči v letalskem sektorju (UL C 350, 10.12.1994, str.
5); and Communication from the Commisison — Community guidelines on financing of airports and start-up aid to airlines departing from regional airports (OJ C 312, 9.12.2005, p. 1).
5) ter Sporočilo Komisije – Smernice Skupnosti o financiranju letališč in zagonski državni pomoči letalskim družbam z odhodi z regionalnih letališč (UL C 312, 9.12.2005, str. 1).
Financing of airports and start-up aid to airlines departing from regional airports (OJ L 62, 6.3.2008, p. 30 and the EEA Supplement No 12, 6.3.2008, p. 3).
Financiranje letališč in zagonska državna pomoč letalskim družbam z odhodi z regionalnih letališč (UL L 62, 6.3.2008, str. 30 in Dopolnilo EGP št. 12, 6.3.2008, str. 3).
GUIDELINES ON STATE AID TO AIRPORTS AND AIRLINES
SMERNICE O DRŽAVNI POMOČI LETALIŠČEM IN LETALSKIM PREVOZNIKOM
Introduction: State aid policy in the aviation sector
Uvod: politika državne pomoči v letalskem sektorju
Presence of State aid within the meaning of Article 61(1) of the EEA Agreement
Obstoj državne pomoči v smislu člena 61(1) Sporazuma EGP
Notion of undertaking and economic activity
Pojem podjetja in gospodarske dejavnosti
Use of State resources and imputability to the State
Uporaba državnih sredstev in odgovornost države
Public funding of airports and the application of the Market Economy Operator principle
Javno financiranje letališč in uporaba načela udeleženca v tržnem gospodarstvu
Financial relationships between airports and airlines
Finančna razmerja med letališči in letalskimi prevozniki
Comparison with the market price
Primerjava s tržno ceno
Ex ante profitability analysis
Predhodna analiza donosnosti
Public funding of Services of General Economic Interest
Javno financiranje storitev splošnega gospodarskega pomena
Definition of a service of general economic interest in the airport and air transport sectors
Opredelitev storitve splošnega gospodarskega pomena v letališkem sektorju in sektorju zračnega prevoza
Compatibility of aid in the form of public service compensation
Združljivost pomoči v obliki nadomestila za javne storitve
Aid to airports
Pomoč letališčem
Investment aid to airports
Pomoč za naložbe letališčem
Operating aid to airports
Pomoč letališčem za tekoče poslovanje
Start-up aid to airlines
Zagonska pomoč letalskim prevoznikom
Aid of a social character under Article 61(2)(a) of the EEA Agreement
Pomoč socialnega značaja v skladu s členom 61(2)(a) Sporazuma EGP
INTRODUCTION: STATE AID POLICY IN THE AVIATION SECTOR
UVOD: POLITIKA DRŽAVNE POMOČI V LETALSKEM SEKTORJU
Linking people and regions, air transport plays a vital role in the integration and the competitiveness of the European Economic Area (‘EEA’), as well as its interaction with the world.
Zračni prevoz ima s povezovanjem ljudi in regij ključno vlogo pri povezanosti in konkurenčnosti Evropskega gospodarskega prostora (v nadaljnjem besedilu: EGP) ter njegovem sodelovanju s svetom.
Air transport contributes significantly to the Union's economy, with more than 15 million annual commercial movements, 822 million passengers transported to and from Union airports in 2011, 150 scheduled airlines, a network of over 460 airports and 60 air navigation service providers [1].
Zračni prevoz pomembno prispeva h gospodarstvu Unije z več kot 15 milijoni letnih komercialnih premikov, 822 milijoni potnikov, ki so leta 2011 leteli na letališča Unije in z njih, 150 letalskimi prevozniki z rednimi poleti, mrežo več kot 460 letališč in 60 izvajalci navigacijskih služb zračnega prometa [1].
The Union benefits from its position as a global aviation hub, with airlines and airports alone contributing more than EUR 140 billion to the Union's gross domestic product each year.
Unija ima zaradi svojega položaja svetovnega letalskega vozlišča veliko koristi, saj samo letalski prevozniki in letališča letno prispevajo več kot 140 milijard EUR k bruto domačemu proizvodu Unije.
The aviation sector employs some 2,3 million people in the Union [2].
Letalski sektor zaposluje približno 2,3 milijona ljudi v Uniji [2].
The Europe 2020 Strategy [3] (‘EU 2020’) underlines the importance of transport infrastructure as part of the Union's sustainable growth strategy for the coming decade.
Strategija Evropa 2020 [3] poudarja pomen prometne infrastrukture kot del strategije Unije za trajnostno rast v prihodnjem desetletju.
In particular, the Commission has emphasised in its White Paper ‘Roadmap to a Single Transport Area’ [4] that the internalisation of externalities, the elimination of unjustified subsidies and free and undistorted competition are an essential part of the effort to align market choices with sustainability needs.
Komisija je v svoji beli knjigi „Načrt za enotni evropski prometni prostor“ [4] zlasti poudarila, da je potrebna internalizacija zunanjih učinkov, odprava neutemeljenih subvencij ter neovirana in neizkrivljena konkurenca, da se zagotovi usklajenost tržnih odločitev s potrebo po trajnosti.
The ‘Roadmap to a Single Transport Area’ also emphasises the importance of an efficient use of resources.
„Načrt za enotni evropski prometni prostor“ prav tako poudarja pomen učinkovite uporabe virov.
In practice, transport has to use less and cleaner energy, better exploit a modern infrastructure and reduce its negative impact on the climate and the environment and, in particular, on key natural assets like water, land and ecosystems.
V praksi to pomeni, da je treba v prometu uporabljati manj energije in da mora biti ta energija čistejša, da je treba bolje izkoriščati moderno infrastrukturo ter da je treba zmanjšati negativni učinek prometa na podnebje in okolje ter zlasti na osnovne naravne vire, kot so voda, zemlja in ekosistemi.
The gradual completion of the internal market has led to the removal of all commercial restrictions for airlines flying within the EEA, such as restrictions on routes or number of flights and the setting of fares.
S postopno vzpostavitvijo notranjega trga so se odpravile vse komercialne ovire za letalske prevoznike, ki letijo v EGP, na primer ovire glede rut ali števila letov in določanja prevoznin.
Since the liberalisation of air transport in 1997 [5], the industry has expanded as never before, and this has contributed to economic growth and job creation.
Od liberalizacije zračnega prevoza leta 1997 [5] se je obseg industrije povečal kot še nikoli, kar je prispevalo h gospodarski rasti in ustvarjanju delovnih mest.
This has also paved the way for the emergence of low-cost carriers, operating a new business model based on quick turn-around times and very efficient fleet use.
S tem je prišlo tudi do pojava nizkocenovnih prevoznikov, ki izvajajo nov poslovni model na podlagi hitrega vračanja in zelo učinkovite rabe flote.
This development has generated a tremendous increase in traffic, with low-cost carriers' traffic growing at a fast pace since 2005.
S takšnim razvojem se je promet močno povečal, pri čemer nizkocenovni promet od leta 2005 hitro raste.
In 2012, for the first time, low-cost airlines (44,8 %) exceeded the market share of incumbent air carriers (42,4 %), a trend which continued in 2013 (45,94 % for low-cost and 40,42 % for incumbent).
Leta 2012 so nizkocenovni letalski prevozniki s 44,8-odstotnim tržnim deležem prvič presegli tržni delež ostalih letalskih prevoznikov, ki je znašal 42,4 %, ta trend pa se je nadaljeval tudi v letu 2013, ko je tržni delež nizkocenovnih letalskih prevoznikov znašal 45,94 %, tržni delež ostalih letalskih prevoznikov pa 40,42 %.
While still predominantly publicly owned and managed [6], airports across the EEA are currently witnessing growing involvement of private undertakings.
Letališča po celotnem EGP, ki so sicer še vedno predvsem v javni lasti in upravljanju [6], se zdaj srečujejo z vedno večjim vključevanjem zasebnih podjetij.
New markets have been created in the last decade through partial privatisation of certain airports, as well as through competition for the management of publicly owned airports, including regional airports.
V zadnjem desetletju so se z delno privatizacijo nekaterih letališč in razpisi za upravljanje letališč v javni lasti, vključno z regionalnimi letališči, ustvarili novi trgi.
Smaller airports display the greatest proportion of public ownership [7] and most often rely on public support to finance their operations.
Delež javnega lastništva je največji pri manjših letališčih [7], ki se za financiranje svojega poslovanja tudi najpogosteje zanašajo na javno podporo.
The prices of these airports tend not to be determined with regard to market considerations and in particular sound ex ante profitability prospects, but essentially having regard to local or regional considerations.
Cene na teh letališčih se običajno ne določajo ob upoštevanju dogajanj na trgu in zlasti dobrih predhodnih možnosti prihodnjih donosov, temveč predvsem ob upoštevanju lokalnih ali regionalnih preudarkov.
Under the current market conditions the profitability prospects of commercially run airports also remain highly dependent [8] on the level of throughput, with airports that have fewer than 1 million passengers per annum typically struggling to cover their operating costs.
Pod sedanjimi tržnimi pogoji so tudi možnosti prihodnjih donosov komercialno vodenih letališč še naprej močno odvisne [8] od stopnje prometa, pri čemer imajo letališča z manj kot 1 milijonom potnikov na leto običajno težave pri pokrivanju stroškov poslovanja.
Consequently the vast majority of regional airports are subsidised by public authorities on a regular basis.
Zato veliko večino regionalnih letališč redno subvencionirajo javni organi.
Certain regions are still hampered by poor accessibility from the rest of the EEA, and major hubs are facing increasing levels of congestion [9].
Nekatere regije so še vedno omejene zaradi slabega dostopa iz drugih regij EGP in velika vozlišča se soočajo z vedno večjimi stopnjami preobremenjenosti [9].
At the same time, the density of regional airports in certain regions of the EEA has led to substantial overcapacity of airport infrastructure relative to passenger demand and airline needs.
Hkrati ima letališka infrastruktura zaradi gostote regionalnih letališč v nekaterih regijah EGP glede na povpraševanje potnikov in potrebe letalskih prevoznikov znatno presežno zmogljivost.
The pricing system in most EEA airports has traditionally been designed as a published scheme of airport charges based on passenger numbers and aircraft weight [10].
Sistem določanja cen je na večini letališč EGP tradicionalno zasnovan kot objavljena shema letaliških pristojbin na podlagi števila potnikov in teže zrakoplova [10].
However, the evolution of the market and the close cooperation between airports and airlines have gradually paved the way for a wide variety of commercial practices, including long-term contracts with differentiated tariffs and sometimes substantial amounts of incentives and marketing support paid by airports and/or local authorities to airlines.
Vendar so se z razvojem trga in tesnim sodelovanjem med letališči in letalskimi prevozniki postopno razvile zelo raznolike poslovne prakse, vključno z dolgoročnimi pogodbami z diferenciranimi tarifami ter občasnimi znatnimi zneski spodbud in podporo za trženje, ki so jih letališča in/ali lokalni organi plačali letalskim prevoznikom.
In particular, public funds earmarked for supporting airport operations may be channelled to airlines in order to attract more commercial traffic, thereby distorting air transport markets [11].
Zlasti javna sredstva, sicer namenjena podpori upravljanja letališč, se lahko dodelijo letalskim prevoznikom, da bi privabili več komercialnega prometa, s čimer se izkrivljajo trgi zračnega prometa [11].