natgillin/translations-raw huggingface dataset:
Moreover, as regards the costs, the method used by France is in fact based on the full unit costs, i.e. all the airport’s operating costs per passenger, instead of the incremental costs, i.e. the costs specifically generated by each agreement.
En förbindelse till Liverpool med fyra avgångar i veckan.
However, the incremental costs may differ from the full unit costs and, as a general rule, are markedly lower, given the high proportion of fixed costs at an airport.
från och med slutet av mars 2006, en tredje förbindelse, vars lansering skulle tillkännages innan slutet av 2005, motsvarande åtminstone [0–50000] avresande passagerare per år,
The use of full unit costs is therefore a second weakness in the method proposed by France.
från och med slutet av april 2006, en fjärde förbindelse, vars lansering skulle tillkännages innan slutet av 2005, motsvarande åtminstone [0–50000] avresande passagerare per år.
It also clearly reduces the profitability of certain agreements, thus penalising the airlines concerned.
Dessa avtal ersatte avtalet av den 11 april 2000, som alltså sades upp innan dess ursprungliga slutdatum, genom att man införde helt annorlunda avtalsvillkor.
Consequently, the Commission has carried out its own analysis by reconstructing the incremental costs and revenues of the various agreements, as an MEO would have calculated them ex ante, in order to apply the MEO test.
I inledningen till avtalet om flygplatstjänster från 2005 anges att Ryanair efter att på ett omdömesgillt sätt ha provat att driva en daglig förbindelse till London planerade att etablera en permanent verksamhet i Nîmes och att öka antalet förbindelser med avgång från denna flygplats under förutsättning av de tekniska och finansiella villkor som erbjöds av industri- och handelskammaren var godtagbara, för att göra driften av förbindelserna bärkraftig (fetstil tillagd).
The assumptions made and the results of the analysis are presented below.
Detta stycke antyder att om industri- och handelskammaren inte hade gått med på villkoren i 2005 års avtal skulle Ryanair ha hotat med att avbryta all sin verksamhet vid Nîmes flygplats eftersom driften av förbindelsen till London inte var ekonomiskt bärkraftig.
Time frame
En omdömesgill marknadsekonomisk aktör skulle utan tvekan ha tagit detta hot på allvar och än mer eftersom avtalet från april 2000 inte innehöll några tydliga och oåterkalleliga åtaganden från Ryanairs sida om att driva förbindelsen till London under de tio år som avsågs i avtalet.
When assessing the value in entering into an airport services agreement and/or a marketing services agreement, an MEO would have chosen the term of the agreement or agreements as the time frame of its assessment.
Därför skulle en omdömesgill marknadsekonomisk aktör som agerade i industri- och handelskammarens ställe troligtvis ha sett det som att om man inte ingick avtalen i fråga skulle Ryanair avbryta all sin verksamhet från Nîmes flygplats.
There does not seem to be any justification for choosing a longer period.
Den ytterligare trafik som har koppling till 2005 års avtal motsvarar den trafik som man förväntade sig för samtliga förbindelser och avgångar som nämns i avtalen.
On the dates when the agreements were signed, a prudent MEO would not have relied on these agreements being renewed on their expiry, whether under the same terms or under different terms, particularly as low-cost airlines such as Ryanair were and are known to be very dynamic in terms of launching and withdrawing routes, or even increasing and reducing frequencies.
För var och en av dessa förbindelser och av de skäl som beskrivs närmare nedan, i synnerhet mot bakgrund av de marknadsföringstjänster som Ryanair erbjöd, har en belastningsfaktor på 85 % använts.
Furthermore, it should be noted that, for certain agreements, the effective start date of the activities covered by the agreement was not the date of signature of the agreement.
Eftersom avgångarna på den tredje och fjärde förbindelsen inte planerades i samband med att avtalen ingicks har kommissionen fastställt dessa i proportion till det minsta antal passagerare som Ryanair åtar sig att säkerställa i 2005 års avtal, för att rekonstruera de antaganden som en omdömesgill marknadsekonomisk aktör skulle ha grundat sig på.
In this case, it is the effective start date that has been used as the starting point, and not the date of signature.
Kommissionen har alltså tagit med denna trafikökning i sin analys, liksom de ytterligare intäkter och kostnader som hör ihop med denna, enligt de principer som avses ovan.
With regard to the 2000 agreement for example, this involves determining the number of passengers that the Nîmes airport operator could have expected, in 2000, to use the Nîmes-London route operated by Ryanair, over the term of the agreement.
[250000–300000]
The projected incremental traffic has been determined based on the number of routes and frequencies stipulated in the various airport services agreements and marketing services agreements, and on the resulting number of annual rotations.
[300000–350000]
Furthermore, the Commission has taken into account the capacity of the aircraft used by Ryanair, namely, according to the agreements, the Boeing 737-200, the Boeing 737-300 and the Boeing 737-800.
[750–800]
With regard to the agreements signed from October 2005, which included marketing services provided by AMS, the Commission has assumed a load factor of 85 % per flight, which is favourable to Ryanair because 85 % is a high load factor.
[800–850]
This is also slightly above the average load factor for flights operated by Ryanair on its network, and equal to or above the load factor proposed by France for the various agreements in its reconstruction of the profitability analyses.
[850–900]
However, the Commission takes the view that this high load factor can be used, even if it is a favourable assumption, in order to reflect a possible beneficial effect of the marketing services on passenger traffic on the air routes covered by the various agreements, and in the absence of other information quantifying the foreseeable impact of these services on the load factor.
[900–950]
On the other hand, for the agreements signed before October 2005, the Commission has used lower load factors.
Ekonomiska incitament
The assumptions made in this regard are detailed below, in the analysis of each of the agreements in question.
Tillägget av den 30 januari 2006
It should be noted in this respect that the April 2000 agreement and its various amendments did not provide for marketing services to be carried out by Ryanair or its subsidiaries, but rather public relations activities with a limited scope (distribution of press releases, organisation of press conferences, etc.) that were the responsibility of the CCI.
Det framgår av tillägget av den 30 januari 2006 och Frankrikes förklaringar att detta tillägg endast bekräftar att 2005 års avtal skulle fortsätta att gälla (de skulle löpa fram till slutet av 2009) fram till dess att industri- och handelskammaren slutade att driva Nîmes flygplats.
Some agreements contained indications as to the number of passengers expected on the routes covered.
Tillägget av den 17 oktober 2006
However, as these indications were not binding, they would not necessarily have been taken into account by a prudent MEO in its profitability analysis.
Det framgår av tillägget av den 17 oktober 2006 och Frankrikes förklaringar att detta tillägg minskade volymen med avseende på de marknadsföringstjänster som tillhandahållits under 2006 med anledning av industri- och handelskammarens oförmåga att tillhandahålla de marknadsföringsunderlag som skulle finnas på Ryanairs webbplats, och stoppade utförandet av marknadsföringstjänsterna under nästan ett halvår.
The Commission has therefore ignored them and used the assumption of an 85 % load factor for all the agreements signed from 2005 (which is higher than these indications).
Denna situation berodde på att industri- och handelskammaren inte kunde tillhandahålla de texter som skulle visas på Ryanairs webbplats.
Furthermore, some agreements contained a commitment by the airline with regard to the minimum number of passengers to be carried on the routes concerned.
Dessa marknadsföringstjänster försenades alltså och tillhandahölls under det andra halvåret 2006, vilket ledde till en sänkning av betalningen för tjänsterna för 2006.
However, an MEO would have probably banked on a number of passengers higher than the minimum guaranteed by the airline.
Eftersom förseningen i fråga kan tillskrivas industri- och handelskammaren, och om denna ändå fick AMS att sänka betalningarna för de marknadsföringstjänster som följer av 2005 års avtal, har industri- och handelskammaren i detta fall betett sig som en omdömesgill marknadsekonomisk aktör.
In fact, an MEO would have probably assumed that the airline had allowed for a safety margin between the traffic level to which it had committed and the traffic that it was reasonable to expect.
Tillägget av den 17 oktober 2006 har således inte gett Ryanair någon ekonomisk fördel och utgör alltså inte ett statligt stöd.
The Commission has therefore decided to ignore these compulsory minima in its assessment.
Avtalen av den 2 januari 2007
These minima are generally lower than the incremental traffic assumptions used by the Commission.
Avtalet om flygplatstjänster av den 2 januari 2007 och det avtal om marknadsföringstjänster som ingicks samma dag (nedan kallade avtalen av den 2 januari 2007) var de första som VTAN ingick med Ryanair/AMS.
Incremental revenues (agreements signed with Ryanair and AMS)
Utan dessa avtal hade det stått Ryanair fritt att avbryta all sin verksamhet i Nîmes.
For each transaction covered by its analysis, the Commission has sought to determine the incremental revenues, i.e. the revenues generated by the transaction, as an MEO would have predicted them.
Den ytterligare trafik som hör ihop med avtalen av den 2 januari 2007 motsvarar alltså den trafik som man förväntade sig för alla förbindelser och avgångar som nämns i dessa avtal, dvs., för den period som sträcker sig mellan den 2 januari och den 31 oktober 2007:
Applying the ‘single-till’ principle, the Commission takes the view that both aeronautical and non-aeronautical revenues should be taken into account.
En förbindelse till London med en daglig avgång.
Aeronautical revenue consists of the proceeds from the various charges to be paid by the airline to the airport operator, namely:
En förbindelse till Charleroi med fyra avgångar i veckan.
the ‘landing charge’, which is a fixed amount per rotation,
En förbindelse till East Midlands med tre avgångar i veckan.
the ‘passenger charge’, which is a fixed amount per outbound passenger,
Genom att av de skäl som tas upp ovan använda sig av en belastningsfaktor på 85 % har kommissionen tagit med denna ytterligare trafik i sin analys liksom de ytterligare intäkter och kostnader som hör ihop med denna, enligt de principer som det redogörs för ovan.
the charge paid for ground handling services, which takes the form of an amount per rotation set in the various airport services agreements.
Kommissionen har likaså inkluderat den kostnad som utgörs av de ekonomiska ”incitament” som avses i artikel 8 i avtalet om flygplatstjänster av den 2 januari 2007, dvs. att VTAN skulle betala Ryanair per avresande passagerare i takt med att passagerarvolymen ökade.
The landing charge and passenger charge applied by the Operators are in principle regulated charges for access to the airport infrastructure, which are set for all user airlines following a process of consultation and which are published.
Tabell 10
For these various agreements, the Commission has used, as projected unit amounts of the landing charge and passenger charge, the public charges in force when the agreements were signed, taking into account the information in the agreements on the method for calculating the charges applicable to Ryanair, plus indexation of 2 % per year in so far as it was reasonable to predict that the regulated charges would increase each year in line with inflation.
Sammanfattning av rekonstruktionen av lönsamhetsanalysen i förväg vad gäller avtalen av den 2 januari 2007
The system of regulated airport charges does not provide for automatic indexation, but allows operators to adapt charges over time following a consultation process.
[700000–750000]
When the various agreements in question were signed, it was not therefore possible to predict with any certainty the future development of these regulated charges.
Tillägget av den 1 augusti 2007
Under these circumstances, the Commission takes the view that an MEO would have simply and logically assumed that the charges would increase each year in line with inflation, by using an inflation rate of 2 %, which is the target rate of the European Central Bank (‘ECB’) for the euro area.
Tabell 11
The charge for ground handling services is not regulated, but is negotiated bilaterally.
Sammanfattning av rekonstruktionen av lönsamhetsanalysen i förväg vad gäller tillägget av den 1 augusti 2007
In the various airport services agreements signed with Ryanair, this charge takes the form of a fixed amount per rotation, without any indexation, except in those cases where this charge is not stipulated.
Vintersäsongen 2007–2008
The amount resulting from each agreement has therefore been used by the Commission in its analysis.
[100–150]
In order to calculate the proceeds from the three airport charges, which an MEO would have expected from each agreement, the Commission has used the forecasts of the number of rotations (for the landing charge and for the charge for ground handling services) and additional traffic (for the passenger charge), determined for each agreement, and has multiplied these by the unit charge, as determined above.
Avtalen av den 1 november 2007
For the non-aeronautical revenue, with regard to the agreements signed by VTAN, the Commission has used the approach proposed by France, which involves using the amount of the incremental non-aeronautical revenue per passenger resulting from the aforementioned VTAN study.
Det avtal om flygplatstjänster och det avtal om marknadsföringstjänster som ingicks för ett år den 1 november 2007 (nedan kallade avtalen av den 1 november 2007) följde på avtalen av den 2 januari 2007, som hade löpt ut.
As explained above, this study and the associated VTAN business plan form acceptable bases for a projected profitability analysis.
Utan dessa avtal skulle Ryanair ha kunnat avbryta all sin verksamhet i Nîmes.
As regards the agreements signed by the CCI, the Commission has had to use a different approach given that, to its knowledge, no projection of the non-aeronautical revenue was made by the CCI prior to these agreements being signed.
På så sätt motsvarar den ytterligare trafik som är kopplad till dessa avtal samtliga förbindelser och avgångar som nämns i dessa avtal, dvs. följande:
The Commission takes the view that these figures offer the most reliable basis, bearing in mind that, unlike the property-related revenue, which is fixed, the commercial revenue varies according to the traffic, and in an almost proportional manner.
En förbindelse till Liverpool med fyra avgångar i veckan under sommarsäsongen och två avgångar i veckan under vintersäsongen.
The Commission considers it likely that an MEO could have determined an amount of incremental non-aeronautical revenue per passenger when the various agreements were signed, based on the airport’s total commercial non-aeronautical revenue per passenger over a long enough period to be representative, and immediately preceding the signature of the agreement in question.
En förbindelse till Charleroi med fyra avgångar i veckan under hela året.En förbindelse till East Midlands med två avgångar i veckan under sommarsäsongen.
The Commission has used a three-year period where the figures were available for this period.
Kommissionen har likaså inkluderat den kostnad som utgörs av de ekonomiska ”incitament” som avses i artikel 8 i avtalet om flygplatstjänster av den 1 november 2007, dvs. att VTAN skulle betala Ryanair per avresande passagerare i takt med att passagerarvolymen ökade.
The Commission has also taken account of inflation by applying an indexation rate of 2 %.
Sammanfattning av rekonstruktionen av lönsamhetsanalysen i förväg vad gäller avtalen av den 1 november 2007
Table 5 in this recital gives the airport’s total commercial non-aeronautical revenue observed during the 1999-2011 period, year by year, and, for each year, the average unit amount of non-aeronautical revenue per passenger over the previous three years, or over the previous longest period for which figures are available, if this is less than three years.
Vintern 2007–2008
Table 5
Sommaren 2008
Total commercial non-aeronautical revenue and non-aeronautical revenue per passenger
[250–300]
Year
[400–450]
Total commercial non-aeronautical revenue
Tabell 12 i föregående skäl visar att en marknadsekonomisk aktör skulle ha förväntat sig ytterligare negativa flöden.
Running average over the previous three years (or over a shorter period depending on the available figures)
Följaktligen har avtalen av den 1 november 2007 gett Ryanair/AMS en ekonomisk fördel.
[600000-800000]
Avtalen av den 27 augusti 2008
[400000-600000]
Det avtal om flygplatstjänster och det avtal om marknadsföringstjänster som ingicks för ett år den 27 augusti 2008 och som gällde från och med den 1 november 2008 (nedan kallade avtalen av den 27 augusti 2008) följde på avtalen av den 1 november 2007, som hade löpt ut.
[800000-1000000]
Kommissionen har likaså inkluderat den kostnad som utgörs av de ekonomiska ”incitament” som avses i artikel 8 i avtalet om flygplatstjänster av den 27 augusti 2008, dvs. att VTAN skulle betala Ryanair per avresande passagerare i takt med att passagerarvolymen ökade.
[1000000-1200000]
Tabell 13
The assumptions used are favourable to Ryanair because it is clear that the amount of incremental non-aeronautical revenue per passenger resulting from this method is higher than the amount resulting from the VTAN business plan.
Sammanfattning av rekonstruktionen av lönsamhetsanalysen i förväg vad gäller avtalen av den 27 augusti 2008
Incremental costs (agreements signed with Ryanair and AMS)
Vintern 2008–2009
The incremental costs that could be expected ex ante from each transaction (consisting, where applicable, of an airport services agreement and a marketing services agreement) by an MEO operating the airport in place of the Operators may fall into the following three categories:
Sommaren 2009
costs of purchasing the marketing services,
[450000–500000]
financial incentives involving the transfer by the airport operator to Ryanair, under the airport services agreement, of part of the proceeds from the airport charges, according to criteria such as the traffic level,
[500000–550000]
incremental investment costs, due to investments made as a result of the transaction,
Tabell 13 i föregående skäl visar att en marknadsekonomisk aktör skulle ha förväntat sig ytterligare negativa flöden.
incremental operating costs, namely operating costs (staff, sundry purchases) that may be generated as a result of the transaction.
Följaktligen har avtalen av den 27 augusti 2008 gett Ryanair/AMS en ekonomisk fördel.
With regard to the costs of the marketing services agreements and ‘financial incentives’, the Commission has taken into account the amounts stipulated in the various marketing services agreements and the financial incentive mechanisms provided for in the various airport services agreements.
Avtalen av den 25 augusti 2009
As with the traffic forecasts, the projected marketing payments do not necessarily represent the amounts actually paid, given that certain events occurring after the agreements were signed may have resulted in deviations from these initial figures.
På så sätt motsvarar den ytterligare trafik som är kopplad till dessa avtal samtliga förbindelser och avgångar som nämns i avtalen av den 27 augusti 2008.
This is particularly the case where the agreement was terminated early.
Kommissionen har också integrerat den kostnad som utgörs av de ovannämnda ekonomiska ”incitament” som avses i artikel 8 i avtalet om flygplatstjänster av den 27 augusti 2008.
However, these events should not be taken into account when applying the MEO test because they postdate the signature of the agreements.
Tabell 14
As regards the incremental investment costs, none have been accepted since there is nothing in the records to suggest that an MEO would have expected to have to make certain investments due to one or more of the agreements covered by the formal investigation procedure.
Sammanfattning av rekonstruktionen av lönsamhetsanalysen i förväg vad gäller avtalen av den 25 augusti 2009
In the absence of a business plan for each agreement, the incremental operating costs that were foreseeable when the various agreements were signed are the most difficult category to determine.
Vintern 2009–2010
In particular, the approach used for the non-aeronautical revenue, which, for the period prior to 2007, involved using the airport’s total commercial non-aeronautical revenue in order to determine the revenue per passenger, cannot be used for the operating costs.
Sommaren 2010
Such an approach would involve considering the airport’s total operating costs, reduced to the number of passengers, as incremental costs.
Vintern 2010–2011
However, a significant proportion of an airport’s operating costs is fixed, which means that the total operating costs per passenger are likely to be markedly higher, in most cases, than the incremental costs.
Sommaren 2011
In order to estimate the incremental operating costs, the Commission must use the airport operator’s analysis, as it is unable to estimate itself how a given agreement may influence the airport’s various cost items.
Vintern 2011–2012 (fram till den 31/12/11)
However, the only ex ante estimates that the Commission can use are found in the VTAN business plan, based on which the VTAN study arrived at a total incremental operating cost per passenger of EUR [2-4].
[50–100]
In the absence of anything better, the Commission considers that this figure is an acceptable basis for determining the impact of additional traffic on the airport’s operating costs.
Tabell 14 i föregående skäl visar att en marknadsekonomisk aktör skulle ha förväntat sig ytterligare negativa flöden.
This figure was established based on the VTAN business plan, which, for the reasons already stated, constitutes a source of reliable ex ante figures, and on the VTAN study.
Följaktligen har avtalen av den 25 augusti 2009 gett Ryanair/AMS en ekonomisk fördel.
As explained previously, the VTAN study contains a precise and plausible assessment of how the airport’s various operating cost items vary according to traffic.
Tillägget av den 18 augusti 2010
The Commission has therefore used this figure in its assessment of the agreements signed with Ryanair and AMS.
Enligt Frankrike rör tillägget av den 18 augusti 2010 särskilda ändringar (ytterligare betalningar för särskilda marknadsföringstjänster) och mycket små belopp som inte ändrar de förbindelser och avgångar som avses i det ursprungliga avtalet (avtalet av den 27 augusti 2008) eller den förväntade trafiken.
The VTAN agreements were signed between 2007 and 2010, i.e. within a relatively short period of time after the VTAN business plan was produced.
Tecknandet av detta tillägg syftade till att underhålla goda affärsförbindelser mellan flygplatsförvaltaren och Ryanair, som fortfarande var mycket viktiga för VTAN eftersom i) Ryanair var dess främsta aktör/kund och ii) koncessionen av Nîmes flygplats var den första som hade tilldelats Veolia-koncernen.
The use of the aforementioned estimate of the incremental operating cost per passenger is therefore particularly indicated for these agreements.
Tillägget kan på så sätt likställas med en affärsmässig gest som inte rubbar koncessionens allmänna ekonomi.
This is particularly the case with the October 2005 agreements, which were signed just a few months before the VTAN business plan was produced.
Höjningen av betalningarna för marknadsföringstjänsterna utgör alltså en nettomerkostnad för VTAN, utan att man kunde förvänta sig någon ytterligare intäkt i utbyte.