natgillin/translations-raw huggingface dataset:
Expected Nominal Result
Källa:
Discount Rate
maps.google.com, åtkomst den 25 juni 2014.
Expected Discounted Result
Desel Consulting und Airport Research Center GmbH, Fluggast- und Flugbewegungsprognose für den Flughafen Zweibrücken bis zum Jahr 2025, Gutachten im Auftrag der Flughafen Zweibrücken GmbH, september 2009, s. 56.
In preparing Table 8, Germany took the following considerations into account:
Omfattas av tystnadsplikt.
The expected passenger numbers were deduced from the envisaged number of flights per week and extrapolated for the duration of the agreement.
Kommissionens beslut 2005/842/EG av den 28 november 2005 om tillämpningen av artikel 86.2 i EG-fördraget på statligt stöd i form av ersättning för offentliga tjänster som beviljas vissa företag som fått i uppdrag att tillhandahålla tjänster av allmänt ekonomiskt intresse (EUT L 312, 29.11.2005, s. 67).
The expected aviation revenues (handling and landing charges, cleaning and de-icing, etc.) were calculated over the duration of the agreement on the basis of the conditions agreed on with each airline, taking into account the relevant rebates and incentives.
Kommissionens beslut 2012/21/EU av den 20 december 2011 om tillämpningen av artikel 106.2 i fördraget om Europeiska unionens funktionssätt på statligt stöd i form av ersättning för allmännyttiga tjänster som beviljas vissa företag som fått i uppdrag att tillhandahålla tjänster av allmänt ekonomiskt intresse (EUT L 7, 11.1.2012, s. 3).
The expected non-aviation revenues (parking charges, spending in the terminal, etc.) were also calculated over the duration of the agreement.
Meddelande från kommissionen – Europeiska unionens rambestämmelser för statligt stöd i form av ersättning för offentliga tjänster (2011) (EUT C 8, 11.1.2012, s. 15).
The expected incremental costs were calculated over the duration of the agreement, taking into account depreciation of investments necessary for handling commercial aviation (the new terminal, new check-in counters, parking lots, etc.) as well as additional personnel and materials costs.
Meddelande från kommissionen – Gemenskapens riktlinjer för statligt stöd till undsättning och omstrukturering av företag i svårigheter (2004) (EUT C 244, 1.10.2004, s. 2).
Only the costs caused by each individual airline were taken into account.
Kommissionens meddelande om en översyn av metoden för att fastställa referens- och diskonteringsräntor (EUT C 14, 19.1.2008, s. 6).
On that basis, Germany argued that the costs of the new terminal and if hiring new staff were originally caused by Germanwings taking up business from Zweibrücken, so that those costs were mostly allocated to the first Germanwings contract.
Kommissionens tillkännagivande om tillämpningen av artiklarna 87 och 88 i EG-fördraget på statligt stöd i form av garantier (EUT C 155, 20.6.2008, s. 10).
At the Commission's request, marketing support payments made to Ryanair under the agreement between the Land and AMS were taken into account as incremental costs of the Ryanair contract.
Lämnades som bilaga 8 till Tysklands inlaga av den 27 januari 2011.
The discount rate was based on the discount rates of the German Bundesbank starting from 2008.
Prof.
The Commission finds that the approach taken by Germany in estimating the passenger numbers, and calculating on that basis the expected incremental aviation and non-aviation revenues, is sound.
Dr.
The same holds true with respect to the discount rates.
Heuer und Prof.
The Commission further notes Germany's disagreement that in calculating the incremental revenue only over the duration of the agreement, long-term gains are not taken into account.
Dr.
In response, the Commission refers to its reasoning developed in recitals 376 and 377, that it is indeed appropriate to take only the incremental costs and revenues generated over the duration of the agreement into account.
Klophaus, unter Mitarbeit von Dr.
The Commission also takes note of Germany's submission that the marketing services agreement could not be regarded as only producing costs, but should be also viewed as generating income.
Berster and Wilken, Deutsches Zentrum für Luft – und Raumfahrt, Januar 2006, Regionalökonomische Bedeutung und Perspektiven des Flugplatzes Zweibrücken, s.
Germany did not propose any methodology to evaluate the specific incremental revenue generated by the marketing services agreement beyond increasing traffic (and thus also non-aeronautical revenues) at the airport.
146;
In any event, the Commission has already determined in recitals 347 et seq. that a MEO would take only the incremental revenue of the airport into account in evaluating the positive effects of the marketing services agreement.
Desel Consulting und Airport Research Center GmbH, Fluggast- und Flugbewegungsprognose für den Flughafen Zweibrücken bis zum Jahr 2025, Gutachten im Auftrag der Flughafen Zweibrücken GmbH, september 2009, s. 85.
As regards incremental operating costs in particular, the Commission must base itself on the data provided by Germany and FGAZ/FZG as long as these appear reasonable, as it is not itself in a position to independently estimate those costs.
Avtal om flygplatstjänster mellan Ryanair och FZG av den 22 september 2008, avsnitt 3.
The same is, in principle, true for the incremental investment costs, as Germany and FGAZ/FZG are in a better position to estimate which investment can be directly traced back to a particular airport services agreement.
Oxera, ”How should AMS agreements be treated within the profitability analysis as part of the market economy operator test?”, utarbetat för Ryanair den 17 januari 2014.
Having analysed the information provided by Germany, the Commission accepts the general calculation of the incremental costs as reasonable.
Oxera, ”How should AMS agreements be treated within the profitability analysis as part of the market economy operator test? – Practical application”, utarbetat för Ryanair den 31 januari 2014.
Furthermore, it appears reasonable that the hiring of additional staff to handle Germanwings and initial investments in renovating the terminal can be traced back to the first agreement with Germanwings, as that agreement was the trigger to forcefully develop commercial aviation at Zweibrücken.
Mål C-35/96, kommissionen mot Italien, REG 1998, s.
As the expected discounted result is negative for the first Germanwings agreement as well as for the TUIFly and Ryanair agreements, the Commission finds that FGAZ/FZG did not act like a MEO in concluding those agreements.
I-3851;
The Airport could not have expected to cover at least the incremental costs brought about by any one of those agreements.
mål C-41/90, Höfner och Elser, REG 1991, s.
As FGAZ/FZG thus did not behave like a MEO, its decision to conclude the agreements on those terms granted Germanwings, TUIFly and Ryanair an economic advantage.
I-1979;
In contrast, the second Germanwings agreement could have been expected to lead to a positive discounted result.
mål C-244/94, Fédération Française des Sociétés d'Assurances mot Ministère de l'Agriculture et de la Pêche, REG 1995, s.
In concluding that agreement, FGAZ/FZG therefore did not grant an economic advantage to Germanwings.
I-4013;
The economic advantage identified in recitals 376 et seq. was granted on a selective basis, as only airlines operating from Zweibrücken Airport benefited from it.
mål C-55/96, Job Centre, REG 1997, s.
In this context, the argument advanced by Germany that the discounts on airport charges granted to airlines flying from Zweibrücken were not selective must be rejected.
I-7119.
Germany argued that the discounts were open to all airlines wishing to operate from Zweibrücken, which allegedly rendered them non-selective.
Mål 118/85, kommissionen mot Italien, REG 1987, s. 2599;
In response, the Commission first observes that the individual agreements concluded with the airlines diverge from the schedule of charges and from each other (see recitals 67 to 72), thus containing individually-negotiated conditions.
mål 35/96, kommissionen mot Italien, REG 1998, s.
The precise advantage granted would then appear to be selective as regards each individual airline.
I-3851.
Secondly, however, the Commission observes that even if the schedule of charges had been applied in the same way to each airline wishing to operate from Zweibrücken, any advantage conferred thereunder would still have to be considered selective.
se även mål T-128/89, Aéroports de Paris mot Europeiska kommissionen, REG 2000, s.
As Advocate-General Mengozzi opined in the Deutsche Lufthansa AG v Flughafen Frankfurt-Hahn GmbH case, accepting Germany's argumentation would amount to ‘radically denying the possibility of classifying as State aid the conditions on which a public undertaking offers its services where those conditions are applicable to all its contracting parties without distinction’ [104].
II-3929, bekräftad genom mål C-82/01 P, Aéroports de Paris mot Europeiska kommissionen, REG 2002, s.
Advocate-General Mengozzi further remarked that
I-9297, och mål T-196/04, Ryanair mot kommissionen (nedan kallad Charleroidomen), REG 2008, s.
‘in my opinion, the Commission correctly observed, such an exclusion would not appear to be in line with either the case-law of the Court according to which public interventions which affect all the traders of a particular economic sector without distinction can also be selective in nature, nor with the various precedents where selective benefits arising from the provision of goods or services by public (or private) undertakings at identical rates or on identical conditions for all operators carrying on a specific activity were regarded as selective’ [105].
II-3643.
A measure granted by a State is considered to distort or to threaten to distort competition when it is liable to improve the competitive position of the recipient compared to other undertakings with which it competes [106].
Målen C-159/91 och C-160/91, Poucet mot AGV och Pistre mot Cancave, REG 1993, s.
For all practical purposes, a distortion of competition is thus assumed as soon as a State grants a financial advantage to an undertaking in a liberalised sector where there is, or could be, competition.
I-637.
The case law of the European Courts has established that any grant of aid to an undertaking exercising its activities in the internal market can be liable to affect trade between Member States [107].
Leipzig/Halle-domen, punkterna 42–43.
Since the entry into force of the third package on the liberalisation of air transport on 1 January 1993 [108], air carriers can freely operate flights on intra-European connections.
Mål C-170/83, Hydrotherm, REG 1984, s.
As the Court of Justice has observed,
I-2999, punkt 11.
‘where an undertaking operates in a sector in which … producers from various Member States compete, any aid which it may receive from the public authorities is liable to affect trade between the Member States and impair competition, inasmuch as its continuing presence on the market prevents competitors from increasing their market share and reduces their chances of increasing exports’ [109].(394) The Commission has found that FGAZ/FZG and the Land Rhineland-Palatinate granted a selective advantage to Germanwings, TUIFly and Ryanair.
Se även mål T-137/02, Pollmeier Malchow mot kommissionen, REG 2004, s.
These airlines are active on a competitive, Union-wide market and the advantage they received was liable to improve their competitive position on that market.
II-3541, punkt 50.
In this light, the Commission finds that the advantage granted to Germanwings, TUIFly and Ryanair is liable to distort competition and affect trade between Member States.
Ett gemensamt utövande av ekonomisk verksamhet bedöms normalt genom att man analyserar förekomsten av funktionella, ekonomiska och organisatoriska kopplingar mellan enheterna.
For the foregoing reasons, the Commission finds that Germanwings, TUIFly, and Ryanair have received State aid, amounting to approximately EUR 1054985, EUR 232781, and EUR 464879, respectively.
Leipzig/Halle-domen, punkt 95.
The Commission notes that Germany has not advanced any arguments to show that the aid granted to TUIFly, Germanwings and Ryanair is compatible with the internal market.
Se även mål C-205/03 P, FENIN mot kommissionen, REG 2006, s.
Following the case law of the Court of Justice [110], the Commission recalls that it is Germany's responsibility to indicate the legal basis on which a State aid measure could be found compatible with the internal market and to demonstrate that all required conditions are met.
I-6295, punkt 26.
In the opening decision the Commission requested Germany to provide information on whether compatibility could be established pursuant to the 2005 Aviation Guidelines.
Se protokoll från FGAZ:s tillsynsstyrelse av den 2 oktober 2006, där det framgår att flygplatsen får ersättning för att erbjuda tjänster till militära användare.
Germany, however, did not make any submissions with a view to showing that the relevant conditions for compatible start-up aid under the 2005 Aviation Guidelines were met.
Mål C-364/92, SAT Fluggesellschaft mot Eurocontrol, REG 1994, s.
Nor did the interested parties who submitted comments put forward any arguments demonstrating the compatibility of the State aid measure with the internal market.
I-43.
The Commission nevertheless finds it useful to briefly consider whether the State aid in question could be considered compatible start-up aid.
Mål C-118/85, kommissionen mot Italien, REG 1987, s. 2599, punkterna 7–8, och mål C-30/87, Bodson mot Pompes funèbres des régions libérées, REG 1988, s. 2479, punkt 18.
Applicable legal framework
Kommissionens beslut N 309/2002 av den 19 mars 2003.
As regards start-up aid, the 2014 Aviation Guidelines state that:
Se särskilt mål C-364/92, SAT Fluggesellschaft mot Eurocontrol, REG 1994, s.
‘the Commission will apply the principles set out in these guidelines to all notified start-up aid measure in respect of which it is called upon to take a decision from 4 April 2014, even where the measures were notified prior that date.
I-43, punkt 30, och mål C-113/07 P, Selex Sistemi Integrati mot kommissionen, REG 2009, s.
In accordance with the Commission notice on the determination of the applicable rules for the assessment of unlawful State aid, the Commission will apply to unlawful start-up aid to airlines the rules in force at the time when the aid was granted.
I-2207, punkt 71.
Accordingly, it will not apply the principles set out in these guidelines in the case of unlawful start-up aid to airlines granted before 4 April 2014’ [111].
Se bl.a. mål C-172/03, Wolfgang Heiser mot Finanzamt Innsbruck, REG 2005, s.
The 2005 Aviation Guidelines, in turn, stipulate that:
I-01627, punkt 36, och ovannämnd rättspraxis.
‘the Commission will assess the compatibility of … start-up aid granted without its authorisation and which therefore infringes Article 88(3) of the Treaty [now Article 108(3) of the Treaty], on the basis of these guidelines if payment of the aid started after the guidelines were published in the Official Journal of the European Union.’
Kommissionens beslut av den 20 februari 2014 om statligt stöd SA.35847 (2012/N) – Tjeckien – Ostravas flygplats, ännu ej offentliggjort i EUT, skäl 16.
As the agreements with Germanwings, TUIFly, and Ryanair were concluded after the publication of the 2005 Aviation Guidelines in the Official Journal on 9 December 2005, those guidelines constitute the applicable legal basis for the assessment of their compatibility with the internal market.
Zweibrücken finns inte med i Military Aeronautical Information Publication Germany (MIL AIP Germany), som innehåller en förteckning över alla militärflygplatser i Tyskland.
Compatibility assessment pursuant to 2005 Aviation Guidelines
Mål C-482/99, Frankrike mot kommissionen (Stardust Marine), REG 2002, s.
Given that the compatibility conditions for start-up aid enshrined in point 79 of the 2005 Aviation Guidelines are cumulative, the Commission considers that it is only necessary to demonstrate that one of those conditions is not fulfilled in order to find that the aid to the airlines is not compatible.
I-4397.
The Commission starts its analysis with the condition set out in point 79(d) of the 2005 Aviation Guidelines.
De förenade målen T-267/08 och T-279/08, Nord-Pas-de-Calais [2011] ECLI:EU:T:2011:209, punkt 108.
Point 79(d) of the 2005 Aviation Guidelines requires, inter alia, that the amount of aid granted in any one year does not exceed 50 % of total eligible costs for that year and total aid does not exceed an average of 30 % of eligible costs.
Mål C-39/94, Syndicat français de l'Express international (SFEI) m.fl. mot La Poste m.fl., REG 1996, s.
Eligible costs are defined as the ‘additional start-up costs incurred in launching the new route or frequency … which the air operator will not have to bear once it is up and running’ [112].
I-3547, punkt 60, och mål C-342/96, Konungariket Spanien mot Europeiska kommissionen, REG 1999, s.
In the opening decision the Commission observed that the agreements with Germanwings, TUIFly and Ryanair did not provide for any connection between the aid granted and the eligible costs.
I-2459, punkt 41.
Germany was therefore asked to provide details on the relationship between the aid and the eligible costs.
Mål 173/73, Italienska Republiken mot Europeiska gemenskapernas kommission, REG 1974, s. 709, punkt 13.
Neither Germany nor the third parties commenting on the opening decision provided any such information.
Mål C-482/99, Frankrike mot kommissionen (Stardust Marine), REG 2002, s.
In this light, and considering that the agreements with the airlines in question make no reference to the costs of the airlines, let alone the eligible costs, the Commission finds that the compatibility condition enshrined in point 79(d) of the 2005 Aviation Guidelines is not fulfilled.
I-4397, punkt 69.
In conclusion, the aid to the airlines cannot be found to constitute compatible start-up aid, as at least one of the compatibility conditions is not fulfilled.
Mål C-40/85, Belgien mot kommissionen, REG 1986, s.
The State aid granted to Germanwings, TUIFly and Ryanair therefore constitutes unlawful and incompatible State aid that has to be recovered.
I-2321.
RECOVERY
Stardust Marine-domen, punkt 71.
In accordance with the Treaty and the Court of Justice's established case-law, the Commission is competent to decide that the Member State concerned must abolish or alter aid [113] when it has found that it is incompatible with the internal market.
Mål C-124/10 P, kommissionen mot Electricité de France (EDF), [2012] ECLI:EU:C:2012:318, punkt 85.
The Court has also consistently held that the obligation on a State to abolish aid regarded by the Commission as being incompatible with the internal market is designed to re-establish the previously existing situation [114].
Se fotnot 22.
In this context, the Court has stated that that objective is attained once the recipient has repaid the amounts granted by way of unlawful aid, thus forfeiting the advantage which it had enjoyed over its competitors on the market, and the situation prior to the payment of the aid is restored [115].
Mål T-214/95, Het Vlaamse Gewest mot kommissionen, REG 1998, s.
Following that case-law, Article 14 of Council Regulation (EC) No 659/1999 [116] laid down that ‘where negative decisions are taken in respect of unlawful aid, the Commission shall decide that the Member State concerned shall take all necessary measures to recover the aid from the beneficiary’.
II-717.
Therefore, the State aid mentioned above (see recitals 282, 297, 318, 320, 395 and 405, taking into account recitals 198 to 200) must be reimbursed to Germany, insofar as it has been paid out.
Mai 2003, Ministerium für Wirtschaft, Verkehr, Landwirtschaft und Weinbau, 15 maj 2003.
Table 9 indicates the approximate recovery amounts.
Einschätzung der rheinland-pfälzischen Innenministeriums, 15 maj 2003.
Table 9
Mål T-109/01, Fleuren Compost mot kommissionen, REG 2004, s.
Information about the approximate amounts of aid received, to be recovered and already recovered
II-127.
Identity of the beneficiary
EGT C 119, 22.5.2002, s. 22.
Total approximate amount of aid received (in EUR)
Punkt 173 i 2014 års riktlinjer för luftfartssektorn.
Total approximate amount of aid to be recovered [117] (in EUR)
Punkt 172 i 2014 års riktlinjer för luftfartssektorn.
(Principal)
Punkt 25 v i 2014 års luftfartsriktlinjer.
Total amount already reimbursed (in EUR)
Före räntor, skatt, av- och nedskrivningar (EBITDA).
Principal
Desel Consulting und Airport Research Center GmbH, Fluggast- und Flugbewegungsprognose für den Flughafen Zweibrücken bis zum Jahr 2025, Gutachten im Auftrag der Flughafen Zweibrücken GmbH, september 2009;
Recovery interest [118]
Intraplan Consult GmbH, Luftverkehrsprognose Flughafen Saarbrücken – Vorgehensweise und Ergebnisse, oktober 2010.
Direct Investment Grants
Kommissionens beslut av den 1 oktober 2014 om statligt stöd SA.26190 – Tyskland – Saarbrückens flygplats, ännu ej offentliggjort i EUT.
Capital Injections
Kommissionen noterar att TUIFly uppgett att dess beslut att lämna Saarbrücken och flytta till Zweibrücken motiverades av säkerhetsproblem i anslutning till Saarbrückens bana.
100 % Guarantee
Å andra sidan uppgav Tyskland i samband med det formella granskningsförfarandet i ärende SA.26190 att inget flygbolag har motiverat sitt beslut att lämna Saarbrücken med hänvisning till flygplatsens infrastruktur.
Cash-Pool Participation
Kommissionen kan inte spekulera i de exakta motiven till TUIFlys flytt från Saarbrücken till Zweibrücken.
To take account of the actual advantage received by the airline and its subsidiaries under the agreements, the amounts indicated in Table 9 may be adjusted, according to the supporting evidence provided by Germany, based on (i) the difference between, on the one hand, actual payments as presented ex post, that were made by the airline with regard to the airport charges (including the landing fee, the passenger fee and ground handling services under the airport services agreement), and on the other hand the forecasted cash flows (ex ante) on these items of income and shown in Table 8, and (ii) the difference between, on the one hand, the actual marketing payments as presented ex post which were paid to the airline or its subsidiaries under marketing services agreements and, other the other hand, the marketing costs as foreseen ex ante, corresponding to the amounts indicated in Table 8,
Flygplatsen Leipzig/Halle konkurrerade exempelvis med flygplatsen Vatry (Frankrike) om etableringen av DHL:s europeiska nav.
HAS ADOPTED THIS DECISION:
Se Leipzig/Halle-domen, punkt 93.
Article 1
Svar från Lièges flygplats i samband med det offentliga samrådet om 2014 års riktlinjer för luftfartssektorn.
The State aid, unlawfully put into effect by Germany in breach of Article 108(3) of the Treaty in favour of Flugplatz GmbH Aeroville Zweibrücken (‘FGAZ’)/Flughafen Zweibrücken GmbH (‘FZG’) between 2000 and 2009 by means of direct investment grants, annual capital injections, the grant of a 100 % guarantee on a bank loan free of charge, and allowing FGAZ to participate in Land Rhineland-Pfalz's cash-pool, is incompatible with the internal market.
Desel Consulting und Airport Research Center GmbH, Fluggast- und Flugbewegungsprognose für den Flughafen Zweibrücken bis zum Jahr 2025, Gutachten im Auftrag der Flughafen Zweibrücken GmbH, september 2009.
The State aid, unlawfully put into effect by Germany in breach of Article 108(3) of the Treaty in favour of Germanwings, TUIFly and Ryanair/AMS by means of the airport services agreements and marketing services agreements concluded on 15 September 2006 (Germanwings), 1 April 2008 (TUIFly), and 22 September 2008/6 October 2008 (Ryanair/Airport Marketing Services (‘AMS’)) is incompatible with the internal market.
Kommissionens beslut av den 1 oktober 2014 om statligt stöd SA.26190 – Tyskland – Saarbrückens flygplats, ännu ej offentliggjort i EUT.
Article 2
EUT C 297, 29.11.2005.
The loan granted to FZG by Sparkasse Südwestpfalz does not constitute State aid.
2005 års riktlinjer för luftfartssektorn, punkt 66.