natgillin/translations-raw huggingface dataset:
Modydelse fra SNCF til Sernam for de yderligere udgifter til det jernbanepersonale, som Sernam beskæftiger.
Compensation paid by SNCF to Sernam for the additional costs for railwaymen employed by Sernam.
Fortrolig oplysning.
Unpublished confidential information.
Virksomhed, der opererer inden for samme konkurrencesegment som Sernam.
Operating in the same market segment as Sernam.
Især i Paris.
In particular in the Paris region.
Oplysning, der ikke kommer direkte fra de franske myndigheder, men er tilføjet af Kommissionen.
Information not directly resulting from the data provided by the French authorities but added by the Commission.
De franske myndigheder oplyser, at de lokaler, der blev benyttet, var delvis utidssvarende.
The French authorities indicate that the premises used were partly dilapidated.
De var ofte placeret midt i byerne og ikke som hos de fleste konkurrenter i logistikområderne i udkanten af byerne, der er hurtigere tilgængelige fra de vigtigste vejforbindelser og bedre placeret i forhold til de industriområder, hvor de fleste af Sernams kunder har til huse.
Their position was often right in the centre of town and not, as most competing couriers, in logistic areas on the city's outskirts, more quickly accessible from main trunk roads and better placed in relation to industrial areas concentrating most of Sernam's customers.
Denne placering afspejler sig i øvrigt i Sernams alt for store huslejeudgifter.
Such a location has an impact on the unduly high rents which Sernam has had to pay.
De blandede jernbane/vej-anlæg (terminaler til tog på den ene side og til lastbiler til den anden) anvendes siden maj 2001 udelukkende til landevejstransport.
Mixed rail/road facilities (railway platform on one side, road on the other) have since May 2001 been used purely on the road side.
Ved landevejstransport anvendes kun den ene side af disse terminaler.
For road transport purposes, these facilities are used as one-sided platforms.
En sådan anvendelse gør dem urentable (større terminalareal end en klassisk dobbeltsidet terminal, hvilket medfører, at pakkerne skal transporteres over en længere afstand i terminalen og således kræver mere personale og medfører en større risiko for beskadigelse af pakkerne).
Such use makes them insufficiently productive (more surface area than a classic two-sided facility, consequently more distance covered by parcels on the platform, consequently more handlers to move them around and more risk of damage to parcels).
Desuden er de fysiske rammer ikke egnet til det nuværende materiel: pladsen omkring terminalen er for snæver, hvilket gør det vanskeligt at manøvrere (mere tidskrævende end normalt dimensionerede anlæg), for ikke at sige umuligt i visse områder, hvilket forhindrer en optimal pålæsning af lastbilerne ved terminalen.
Moreover, the premises are unsuitable for modern equipment: the lanes around the platforms are too cramped and make manoeuvres to place goods on the platform more difficult (involving longer procedures than at an installation with a normal configuration), and even impossible in some segments, preventing the operator from getting their lorries onto the platform at the loading bays which would make for better platform management.
Et stort antal centraler var som følge af Sernams interne omlægning og de dårlige konjunkturer er blevet overdimensionerede.
Following the adjustments of Sernam's portfolio and because of the general economic downturn, a large number of facilities were oversized.
Oplysning fra de franske myndigheder på et møde den 22.3.2004.
Indication given by the French authorities at a meeting on 22 March 2004.
Det drejer sig om i) »Urgence Xpress«: levering samme dag i løbet af nogle timer (transport i bagagerummene på højhastighedstoget TGV), ii) »Livraison de nuit«: (levering på mellem 4 og 8 timer i særlige bagagerum), iii) »H Xpress«: levering næste morgen inden kl. 12.00, iv) »Avantage Xpress«: levering næste dag inden kl. 18.00, v) »Tempo Xpress«: levering i løbet af 48/72 timer i Europa, vi) »Lot Xpress«: transport af partier på 1-25 ton i Frankrig og Europa og vii) »Disram«: industriel distribution på paller.
The services are as follows: (i) ‘Urgence Xpres’: same-day delivery within a couple of hours (using HST holds), (ii) ‘Livraison de nuit’ (night-time delivery between 4 and 8 am in private compartment), (iii) ‘H Xpress’: next-day delivery before noon, (iv) ‘Avantage Xpress’: next-day delivery before 6 pm, (v) ‘Tempo Xpress’: delivery within 48/72 hours in Europe, (vi) ‘Lot Xpress’: transport of batches from 1 to 25 tonnes in France and in Europe and (vii) ‘Disram’: industrial distribution of palettes.
Certifikatet »Cliq« garanterer en pålidelig transport i alle faser, anvendelse af hele netværket, sikkerhed i form af klare procedurer samt tidstro sporbarhed i tilfælde af uregelmæssigheder.
The ‘Cliq’ certificate guarantees reliability at all transport stages, effective response throughout the network, the certainty of clear procedures and real-time transparency in the event of any anomalies occurring.
Disse TBE-tog består af klassisk rullende materiel, der har gennemgået en række tekniske forbedringer, som gør det muligt at køre 200 km/h på højhastighedslinjer: i) klassiske lokomotiver med større trækkraft, ii) klassiske vogne udstyret med specielle aksler, iii) begrænset togstamme (maksimum 9-12 vogne afhængigt af linjerne) med en elektronisk og automatisk fordeling af bremsekraften mellem de forskellige vogne afhængigt af deres placering i togstammen for at undgå skader på koblingsenhederne.
These TBEs consist of conventional rolling stock that has been technically improved to run at 200 km/h on high-speed lines: i) conventional locomotives with greater traction capacity, ii) conventional wagons with special axles, iii) train set of limited length (maximum 9 to 12 wagons, depending on the line) with automatic electronic braking distribution between the wagons according to their position in the set so as to prevent coupling breaks.
Togstammerne, der består af uadskillelige vognblokke, er desuden lige så pålidelige som højhastighedstoget TGV.
Moreover, the train sets which are arranged in inseparable groups of wagons have a reliability level equivalent to that of the HST.
Sernam har således på grundlag af sine erfaringer inden for jernbanedrift været i stand til at udvikle et nyt koncept, nemlig TBE.
On the basis of railway knowhow acquired in the past, Sernam has in this way been able to work out a new concept: TBE.
Kommissionens fremhævning.
Commission’s underlining.
Det drejer sig om i) to supplerende pendultog tur-retur mellem Paris og Orange, ii) et pendultog tur-retur mellem Paris og Bordeaux samt iii) et pendultog tur-retur mellem Paris og Toulouse.
This would involve (i) two additional shuttles plying between Paris and Orange, (ii) a shuttle between Paris and Bordeaux and (iii) a shuttle between Paris and Toulouse.
Skrivelse fra de franske myndigheder af 14. april 2004, registreret den 15. april 2004 under referencenr. A/18141.
Letter from the French authorities of 14 April 2004, registered on 15 April 2004 under No A/18141.
Dette beløb var dækket med 448 mio. EUR i form af støtte til omstrukturering og med 67 mio. EUR i form af bidrag fra Geodis.
€448 million of this amount was covered by restructuring aid and €67 million by the contribution from Geodis.
Dom af 16. maj 2002 i sag C-482/99, Frankrig mod Kommissionen, Sml. 2002, s. I 4397.
Judgment of 16 May 2002 in case C-482/99, France v Commission, Reports, p.I-4397.
EFT L 193 af 29.7.2000, s. 75.
OJ L193, 29.7.2000, p.75
Domstolen anfører følgende i præmis 52: »Den omstændighed, at en offentlig virksomhed er undergivet statslig kontrol, er derfor ikke i sig selv tilstrækkelig til at tilregne staten de af den trufne foranstaltninger, såsom finansiel støtte.
In paragraph 52, the Court states that‘… the only fact that a public undertaking is under State control is not sufficient for measures taken by that undertaking, such as the financial support measures in question here, to be imputed to the State.
Det er også nødvendigt at undersøge, om de offentlige myndigheder på den ene eller den anden måde må anses for at være impliceret i vedtagelsen af disse foranstaltninger«. Til dette formål nævnes der i dommen en række omstændigheder, der kan have betydning for at afgøre, om staten kan tilregnes en støtteforanstaltning, der er truffet af en offentlig virksomhed, herunder navnlig »krav fra de offentlige myndigheder, om den offentlige virksomhed er integreret i den offentlige forvaltning, karakteren af dens aktiviteter og om disse udøves på markedet under normale konkurrencevilkår med deltagelse fra private erhvervsdrivende, virksomhedens juridiske status - det være sig, om den henhører under den offentlige ret eller privatrettens regler for selskaber - udstrækningen af de offentlige myndigheders kontrol med administrationen af virksomheden eller enhver anden omstændighed, som i det konkrete tilfælde indicerer, at de offentlige myndigheder er impliceret deri, eller som tværtimod sandsynliggør, at de ikke er impliceret i vedtagelsen af en foranstaltning, når endvidere henses til dennes rækkevidde, indhold eller hermed forbundne betingelser«.
It is also necessary to examine whether the public authorities must be regarded as having been involved, in one way or another, in the adoption of those measures.’For this purpose, the judgment mentions a number of ‘indicators’ that can be used to show that an aid measure taken by a public undertaking is imputable to the State, such as requirements on the part of the public authorities, ‘its integration into the structures of the public administration, the nature of its activities and the exercise of the latter on the market in normal conditions of competition with private operators, the legal status of the undertaking (in the sense of its being subject to public law or ordinary company law), the intensity of the supervision exercised by the public authorities over the management of the undertaking, or any other indicator showing, in the particular case, an involvement by the public authorities in the adoption of a measure or the unlikelihood of their not being involved, having regard also to the compass of the measure, its content or the conditions which it contains.’
EFT C 71 af 11.3.2000, s. 14.
OJ C 71, 11.3.2000, p.14
Det er fastsat i punkt 2.1.1 i Kommissionens meddelelse angående statsstøtte i form af garantier, at »statsgarantier er således generelt set omfattet af artikel 87, stk. 1, hvis samhandelen mellem medlemsstaterne påvirkes, og der ikke betales nogen markedspræmie«.
The Commission Notice on State aid in the form of guarantees provides in paragraph 2.1.1 that ‘State guarantees thus generally fall within the scope of Article 87(1), if trade between Member States is affected and no market premium is paid.’
Det bestemmes i punkt 2.1.2, at »fordelen ved en statsgaranti er, at risikoen i forbindelse med garantien bæres af staten.
In paragraph 2.1.2 it states that ‘the benefit of a State guarantee is that the risk associated with the guarantee is carried by the State.
Det forhold, at staten bærer risikoen, bør normalt aflønnes med en passende præmie.
This carrying of a risk by the State should normally be remunerated by an appropriate premium.
Giver staten afkald på en sådan præmie, er der både tale om en fordel for virksomheden og et dræn på statens ressourcer.
Where the State forgoes such a premium, there is both a benefit for the undertaking and a drain on the resources of the State.
Endvidere bestemmes det i punkt 2.1.3, at »Kommissionen anser også de mere gunstige finansieringsvilkår, der opnås af virksomheder, hvis retlige form udelukker konkurs eller andre insolvensprocedurer eller indebærer en eksplicit statsgaranti eller statens dækning af tab, for at være støtte i form af en garanti«.
In paragraph 2.1.3 it states that ‘The Commission also regards as aid in the form of a guarantee, the more favourable funding terms obtained by enterprises whose legal form [i)] rules out bankruptcy or other insolvency procedures or [ii)] provides an explicit State guarantee or[iii)] coverage of losses by the State.’
Når det drejer sig om markeder, der er åbne for konkurrence, er der pr. definition ikke tale om markeder, der de jure eller de facto er lukkede for konkurrence, og for hvilke staten kan pålægge forpligtelser eller offentlige tjenesteydelseskontrakter, igennem hvilke en virksomhed i visse situationer kan nyde godt af finansielle kompensationer fra staten.
Markets open to competition are by definition not markets closed to competition de facto or de jure, in which case the State could have imposed public service obligations or contracts through which a company may in certain cases benefit from financial compensation by the State.
Denne aftale fandt således fortsat anvendelse og burde være blevet anvendt af de franske myndigheder (selv om Geodis allerede havde haft en række økonomiske vanskeligheder pr. 23. maj 2001).
The said memorandum was therefore still in force and should have been applied by the French authorities (even though Geodis may already has been experiencing financial difficulty on 23 May 2001).
Det drejer sig om den anden aftale mellem SNCF og Geodis, men naturligvis den første mellem SNCF og Cogip.
This was the second agreement between SNCF and Geodis but obviously the first agreement between SNCF and COGIP.
Skrivelse fra de franske myndigheder af 14. april 2004.
Letter from the French authorities of 14 April 2004
Disse hindringer for markedsadgang er hovedsagelig den nødvendige knowhow til at kunne gennemføre sådanne tjenester og den nødvendige indretning af vognene, således at de passer til det konkrete behov, eftersom - i det mindste i Sernams tilfælde – det er SNCF, der sørger for befordringen.
These barriers to market entry should a priori consist essentially of the know-how needed for operating such services and the configuration of wagons properly adapted to these requirements, given the fact that, at least Sernam’s case, railway traction will be operated by SNCF.
Omfatter SNCF’s finansiering af omstruktureringen på 448 mio. EUR, Sernams finansiering på 67 mio. EUR, som Geodis skulle bidrage med (Sernam har i virkeligheden reduceret dette finansieringsbehov ved med egne midler at iværksætte omstruktureringsforanstaltninger) og finansieringen af den foreslåede supplerende støtte på 41 mio. EUR ved hjælp af Sernams egne ressourcer.
Comprising the financing of restructuring to the amount of €448 million by SNCF, the financing by Sernam of the €67 million which Geodis was to provide (Sernam has reduced this financing requirement by implementing restructuring measures from its own resources) and the financing from Sernam’s resources of the €41 million in proposed additional aid.
Dette beløb består af 448 mio. EUR i ren omstruktureringsstøtte fra SNCF og 55 mio. EUR i støtte til kontrakterne, hvilket repræsenterer 503 mio. EUR.
This amount consists of €448 million paid by SNCF as restructuring aid proper and €55 million aid for the contracts, totalling €503 million.
Dette beløb består af 448 mio. EUR fra SNCF, 55 mio. EUR til kontrakterne og 67 mio. EUR, som Geodis skulle bidrage med.
This amount consists of €448 million from SNCF, €55 million for the contracts and €67 million which Geodis had to contribute.
De klagende henstillede ved skrivelse af 13. december 2002 (registreret den 17. december 2002 under referencenr. A/72603) første gang Kommissionen om at gribe ind, da de ellers ville anlægge passivitetssøgsmål.
By letter of 13 December 2002 (registered on 17 December 2002 under No A/72603), the complainants served notice on the Commission for the first time to take action, indicating that they would otherwise institute proceedings for failure to act, a notice which they repeated by letter of 24 April 2003.
De gentog dette krav ved skrivelse af 24. april 2003 [4] og fremsendte to suppleringsskrivelser til Kommissionen, bl.a. af 4. februar 2003 [5], to skrivelser af 28. februar 2003, hvoraf den ene blev fremsendt den 4. marts 2003 [6], en skrivelse af 10. marts 2003 [7] og en skrivelse af 15. september 2003 [8].
Subsequently, they sent the Commission additional letters, including one dated 4 February 2003 [5] and two dated 28 February 2003, one of which was sent on 4 March 2003, [6] and a letter of 10 March 2003 [7] and one of 15 September 2003.
I 1993 førte en omstrukturering til oprettelsen af Sernam Domaine og datterselskabet Sernam Transport SA. Sernam Domaine er forblevet en intern tjeneste af SNCF, mens Sernam Transport SA blev oprettet som et af SNCF helejet datterselskab, der selv bestod af 24 datterselskaber [12], gennem hvilke virksomheden udøver sine aktiviteter inden for landevejstransport.
A reorganisation in 1993 led to the creation of Sernam Domaine and its subsidiary Sernam Transport SA. Sernam Domaine remained part of SNCF whereas Sernam Transport SA was set up as a 100% subsidiary of SNCF which in turn had 24 subsidiaries [12] through which it carries out its road transport operations.
Den 1. februar 2000 blev Sernam Domaine omdannet til et helejet datterselskab af SNCF, og et nyt kommanditselskab (herefter »SCS Sernam«) med status som selvstændig juridisk person blev oprettet af SNCF.
On 1 February 2000 Sernam Domaine was transformed into a 100% subsidiary of SNCF and a new limited partnership (hereinafter referred to as ‘SCS Sernam’) was then created by SNCF with separate legal personality. It comprises the fixed assets of the former Sernam Domaine and the financial assets of Sernam Transport SA.
Hvad angår lastbiler og chauffører råder Sernam (som gruppe) over […] lastbiler og […] fastansatte chauffører.
Sernam uses […] traction units (44t), […] semi-trailers (24t), […] trailers (between 3.5t and 12t) and […] light vehicles (less than 3.5t). Sernam, as a group, uses […] lorries and […] paid drivers.
Heraf stammer […] lastbiler og […] chauffører fra STR. […].
Of these totals, […] lorries and […] drivers come from STR. […].
SNCF har en bestyrelse bestående af 18 medlemmer, heraf i) 7 repræsentanter for staten, ii) 5 medlemmer, der vælges på grund af deres særlige kendskab til branchen, heraf mindst én brugerrepræsentant, og som udpeges ved en administrativ beslutning (décret), og iii) 6 medlemmer, heraf en repræsentant for det ledende personale, som vælges af virksomhedens og datterselskabernes personale.
SNCF has a board of directors composed of 18 members, namely (i) seven government representatives, (ii) five members chosen on the basis of their special competence, with at least one representing railway users, appointed by decree and (iii) six members, of whom one representing management, elected by the staff of the corporation and its subsidiaries.
Formanden for bestyrelsen udpeges ved beslutning (décret) truffet af Ministerrådet efter forslag fra bestyrelsen.
The chairman of the board of directors is appointed, on a proposal from the board, by a decree of the Council of Ministers.
at en anden virksomhed har overtaget yderligere 15 % af Sernams aktier (Compagnie générale d’investissement et de participation »Cogip«); Geodis ejer 34 % og Sofivir [22] 66 % af Cogip
the additional takeover of 15% of Sernam's shares by another company, Compagnie générale d’investissement et de participation (COGIP). COGIP is 34% owned by Geodiset and 66% by Sofivir; [22]
De franske myndigheder mener at have givet Kommissionen de nødvendige oplysninger for at afklare eventuelle tvivlsspørgsmål, nemlig:
The French authorities consider that they have provided all the information required in response to the doubts expressed by the Commission: Sernam’s turnover has been significantly reduced;
For at begrænse tabet af kunder måtte Sernam som en hasteforanstaltning erstatte denne plan med en vejtransportplan, der på de givne vilkår ikke blev gennemført under optimale forhold og til priser, som det ikke var muligt at forhandle optimalt.
To limit the loss of customers, Sernam had to replace it as a matter of urgency by a road transport plan which, given the urgency of the situation, could not be optimised and prices for which could not be negotiated under favourable conditions. As a result, Sernam sustained a loss which may be evaluated at €[…] million in 2001, including €[…] million loss in turnover and €[…]million costs of exceptional litigation which Sernam has had to bear.
De samlede omkostninger på 515 mio. EUR til omstrukturering, der blev fastsat i Sernam 1-beslutningen, skulle i henhold til de franske myndigheder finansieres af SNCF med 448 mio. EUR og af Geodis med 67 mio. EUR. Det høje beløb på 61 mio. EUR til dækning af behovet for driftskapital (herefter »BDK«) skyldes de alvorlige forstyrrelser i arbejdsgangen i slutningen af 2000 som følge af de mange jernbanetjenestemænd, der vendte tilbage til SNCF (over 1600 personer i regnskabsåret 2000).
According to the French authorities, the total cost of restructuring of €515 million indicated in the Sernam 1 decision should be financed to the tune of €448 million by SNCF and €67 million by Geodis. The high sum of €61 million in working capital requirement (hereinafter referred to as ‘WCR’) is due to the disruption at the end of 2000 connected with the mass return of railwaymen (more than 1600 workers returned in 2000).
03 anslået
03 foreseen
03 faktisk
03 actuel
Takket være denne transportplan er Sernam nu gearet til kun at levere eksprestjenester og til at levere alle produkter med den kvalitet, der kendetegner eksprestjenester (»Cliq-certificering« [34], der garanterer sikkerhed, pålidelighed, overholdelse af frister og sporbarhed), selv om de egentlige ekspresaktiviteter kun udgør omkring en tredjedel af alle aktiviteterne [32] Oplysning fra de franske myndigheder på et møde den 22.3.2004.
Thanks to this transport plan, Sernam is now properly equipped to focus purely on express services and on delivering all products with express quality service (Cliq certification, [34] which guarantees the security, reliability, timing and traceability of the packages carried) even though only about one third reportedly constitutes a genuine express mail service.
Kontraktværdien vedrørende transport af aviser og blade blev inden udbudsbekendtgørelsens offentliggørelse vurderet til omkring 29 mio. EUR om året.
The value of the contract for the transport of newspapers had been estimated at approximately €29 million a year prior to the contract notice.
For at gennemføre kravet vedrørende ansøgernes infrastruktur blev den omsætning, der var nødvendig for at kunne indgive tilbud, i udbudsbekendtgørelsen fastsat til en størrelse på mindst tre gange det årlige kontraktbeløb, dvs. over 100 mio. EUR i runde tal.
In order to express this requirement in terms of the structure expected from applicants, the minimum amount of turnover required from bidders in the contract notice was three times the annual value of the contract, i.e. exceeding the rounded sum of €100 million.
Kontraktværdien, der blev beregnet på grundlag af transportvolumen i 2002, beløber sig til 40,3 mio. EUR på de økonomiske betingelser, der var gældende i oktober 2002, og over en periode på højst tre år.
The value of the contract, calculated on the basis of the services provided in 2002, is €40.3 million under the economic conditions obtaining in October 2002 over a maximum period of three years.
De franske myndigheder har desuden informeret Kommissionen om, at man i bekendtgørelsen om interessetilkendegivelse for den 4. delkontrakt havde fastsat en mindsteomsætning som udvælgelseskriterium, og at TCS ikke opfyldte dette kriterium.
Moreover, the French authorities have informed the Commission that the consultation announcement for “lot 4” included as a selection criterion a minimum turnover which TCS did not attain.
Som beskrevet ovenfor vedrører 4. delkontrakt transport af store industrielle emner, 2. og 3. kontrakt vedrører tung pakketransport og spedition, mens 1. delkontrakt vedrører transport af personaledokumenter.
As described above, lot 4 involves transporting large industrial objects, lots 2 and 3 transporting “heavy mail” and “freight” and lot 1 the transportation of “personal files”.