natgillin/translations-raw huggingface dataset:
Vedrørende de øvrige punkter henvises der til beslutningen om at indlede proceduren (punkt 30-49).
For all other matters, see the decision initiating the investigation procedure (points 30 to 49).
IFB's andele i terminaler i Belgien.
IFB’s holdings in the terminals in Belgium.
IFB har trukket sig ud af terminalen i Zeebrugge.
IFB withdrew from the terminal in Zeebrugge.
Det fremgår af punkt 39 i åbningsskrivelsen, at selskabet har solgt sine andele til den europæiske økonomiske firmagruppe OCHZ.
Point 39 of the letter initiating the investigation procedure states that it has sold its shares in the investment group OCHZ.
I realiteten har IFB solgt sine andele til Hesse-Noord Natie, som den drev denne terminal sammen med.
In reality, IFB has sold its shares to Hesse-Noord Natie, with which it jointly operates the terminal.
Det fremgår af åbningsskrivelsens punkt 41, at IFB ejer 16,76 % af selskabet Dry Port Mouscron-Lille.
Point 41 of the letter initiating the investigation procedure states that IFB owns a 16,76 % share of the company Dry Port Mouscron-Lille.
Belgien har meddelt Kommissionen, at denne andel blev reduceret til 11,07 % efter en kapitalforøgelse den 29. juni 2006, som IFB ikke deltog i, og indtrædelsen af en privat investor, DELCATRANS, i selskabskapitalen.
Belgium has informed the Commission that, following an increase in the company’s additional capital on 29 June 2006, in which IFB did not participate, and the entry of a private investor, DELCATRANS, in the company’s capital, its holding has been reduced to 11,07 %
IFB's andele i terminaler i Frankrig.
IFB’s holdings in the terminals in France.
IFB solgte sin andel på 30 % i selskabet Nord France Terminal International OU (i det efterfølgende betegnet NFTI-ou) til CMA-CGM i efteråret 2006.
IFB sold its 30 % shareholding in the company Nord France Terminal International OU (hereinafter NFTI-ou) to CMA-CGM in autumn 2006.
Efter denne transaktion har IFB kun en andel i Frankrig, nemlig på 2 % i selskabet CNC transports, som senere har skiftet navn til Naviland Cargo.
Following this transaction, IFB has a shareholding of only 2 % in CNC Transports, since renamed Naviland Cargo.
Berørte markeder og IFB's markedsandele
Markets concerned and IFB’s market shares
Med hensyn til terminalmarkedet sondredes der i åbningsskrivelsen (punkt 55-59) mellem kontinentale terminaler og maritime terminaler.
As regards the terminals market, the decision initiating the procedure (points 55 to 59) distinguishes between the continental terminals and the maritime terminals.
IFB har i mellemtiden afhændet alle sine andele i de maritime terminaler.
In the meantime IFB has disposed of all its shareholdings in the maritime terminals.
Hverken de interesserede parter eller Belgien har draget definitionen i åbningsskrivelsen i tvivl.
Neither the interested parties nor Belgium have contested the definition contained in the decision initiating the procedure.
Markedet for jernbanegodstransport er et marked i tilknytning til disse to markeder.
The rail freight market is an ancillary market of these two markets.
Siden 2003 er det blevet åbnet for international godstransport fra og til Belgien som bestemt i Rådets direktiv 91/440/EØF af 29. juli 1991 om udvikling af Fællesskabets jernbaner [2].
Since 2003, it has been open for the transportation of international freight to and from Belgium, as provided for in Council Directive 91/440/EEC of 29 July 1991 on the development of the Community’s railways [2].
Denne åbning for international godstransport er blevet suppleret med åbningen af markedet for national godstransport den 1. januar 2007 som omfattet af direktiv 91/449/EØF, gennemført i belgisk lovgivning med kongeligt dekret af 13. december 2005.
This opening-up of international freight was supplemented by the opening-up of the national freight market on 1 January 2007, as provided for in Directive 91/440/EEC and implemented in Belgium by Royal Decree of 13 December 2005.
SNCB blev grundlagt ved den belgiske lov af 23. juli 1926 om oprettelse af Société Nationale des Chemins de Fer Belges [3].
SNCB was set up by the Belgian Act of 23 July 1926 establishing the Société Nationale des Chemins de Fer Belges [3].
Siden 14. oktober 1992 [4] har det været en selvstændig offentlig virksomhed og et offentligretligt aktieselskab [5].
Since 14 October 1992 [4], it has been an autonomous public undertaking and a public limited company [5].
SNCB Holding, der er et holdingselskab, som er eneejer af de to øvrige selskaber:
SNCB Holding, a holding company which owns 100 % of the shareholding in the other two companies, these being:
Infrabel, som forvalter jernbaneinfrastrukturen, og
Infrabel, the railway infrastructure operator, and
det nye SNCB, som er en jernbanevirksomhed med ansvar for transporttjenesteydelser.
the new SNCB, the railway company in charge of transport services.
Den belgiske stat ejer alle andele i SNCB Holding.
The Belgian State owns 100 % of the share capital in SNCB Holding.
SNCB's styrende organer er bestyrelsen, direktionen og den administrerede direktør.
The management bodies of SNCB are the Management Board, the Executive Committee and the Chief Executive.
Den belgiske regering repræsenteres i bestyrelsen af en regeringskommissær.
The Belgian Government is represented on the Management Board by a Government Commissioner.
Regeringskommissæren kan anmode de belgiske myndigheder om at ophæve en bestyrelsesbeslutning om et anliggende, som ikke vedrører leveringen af offentlige tjenesteydelser, hvis denne beslutning »er […] til skade for leveringen af offentlige tjenesteydelser« (lovens § 23, stk. 2).
The Government Commissioner can call upon the Belgian authorities in order to revoke a decision of the Management Board relating to any matter not connected to the fulfilment of public service assignments if that decision ‘is prejudicial to […] the implementation of public service duties’ (Article 23, paragraph 2, of the Act).
IFB's økonomiske problemer i 2001-2002
The financial difficulties encountered by IFB in 2001 and 2002
Først analyseres baggrunden for de økonomiske problemer, derefter analyseres reaktionen fra IFB's og SNCB's ledelse.
It is necessary first of all to analyse the reasons which caused these financial difficulties, and then to describe the reactions of the IFB’s and SNCB’s directors.
De økonomiske problemer
The financial difficulties
Hovedårsagen til IFB's problemer skal findes i de økonomiske problemer, som opstod i 2001-2002 på grund af selskabets andele i Frankrig, alle i Dunkerque havn.
The principal reason for IFB’s difficulties reside in the financial difficulties encountered by its holdings in France, all situated in the port of Dunkerque, in 2001 and 2002.
De økonomiske vanskeligheder vedrørte også »IFB Logistics« og »IFB Terminals«, som var tabsgivende i 2002.
The financial difficulties also concerned the activities of ‘IFB Logistics’ and ‘IFB Terminals’, which suffered losses in 2002.
Som det fremgår af skema 1, udgjorde IFB's tab for regnskabsåret 2002 110 mio. EUR. 12,2 mio. EUR vedrørte driftstab før tilpasningen af regnskaberne i IFB Logistics (4,7 mio. EUR) og IFB Terminals (7,5 mio. EUR).
As indicated in diagram 1, the total amount of IFB’s losses in the 2002 financial year was EUR 110 million. EUR 12,2 million concerned operating losses before adjustment of the accounts at the level of IFB Logistics (EUR 4,7 million) and IFB Terminals (EUR 7,5 million).
Tabel 1
Diagram 1
Fordeling af tab I 2002
Breakdown of losses in 2002
(tusind EUR)
(EUR million)
IFB's og SNCB's direktioners reaktioner
The response from IFB and SNCB management
Siden udgangen af 2002 har IFB ikke betalt de fakturaer, som SNCB har sendt for sine jernbanetjenesteydelser.
Since the end of 2000, IFB has no longer paid the invoices sent to it by SNCB for the provision of its train services.
Den 21. maj 2002 konstaterede IFB's bestyrelse, at egenkapitalen på grund af de konstante tab siden udgangen af 2000 nu var faldet til under halvdelen af selskabskapitalen.
On 21 May 2002, IFB’s Management Board found that, following the losses sustained since the end of 2000, capital funds had fallen to less than half of the share capital.
I overensstemmelse med artikel 633 i den belgiske virksomhedslov indkaldte IFB aktionærerne til en ekstraordinær generalforsamling.
As provided for in Article 633 of the Belgian Companies Code, IFB convened an extraordinary general meeting of IFB shareholders.
På dette møde gav SNCB i sin egenskab af flertalsaktionær tilsagn om at yde støtte til IFB's driftsudgifter i form af et likviditetsforskud på 2,5 mio. EUR. Dette tilsagn var blevet godkendt af SNCB's bestyrelse, og på dette grundlag besluttede aktionærerne, at IFB's aktiviteter midlertidigt skulle videreføres, samtidig med at de anmodede IFB's bestyrelse om at udarbejde en fuldstændig omstruktureringsplan, som også skulle omfatte datterselskaberne og terminalforvaltningen.
During the course of this meeting, SNCB, as the majority shareholder stated its commitment to support IFB for the operational expenses by the means of a cash advance of EUR 2,5 million. This commitment by SNCB was approved by SNCB’s Management Board. On the basis of this commitment, the shareholders decided provisionally to continue with IFB’s operations and requested that IFB’s Management Board draw up a complete restructuring plan, including the subsidiaries and the management of the terminals.
SNCB's bestyrelse gjorde på et møde den 19. juli 2002 status over datterselskabet IFB's situation.
The SNCB’s Management Board, at its meeting on 19 July 2002, summarised the situation of its subsidiary IFB.
IFB's administrerende direktør fremlagde koncernens situation, hvorefter bestyrelsen traf følgende beslutning: »Bestyrelsen vedtager at yde et kontanttilskud på 2,5 mio. EUR for at sikre dækning af likviditetsbehov og videreførelse af IFB's aktiviteter indtil oktober 2002 (idet dette beløb er et forskud på den sandsynlige kapitalforhøjelse)«.
IFB’s Chief Executive described the group’s situation; the Management Board then took the following decision: ‘The Board agrees to a contribution of EUR 2,5 million which is required to ensure cash flow requirements and to guarantee the continuity of IFB until the end of October 2002 (this amount constitutes an advance on a likely increase in capital).’
I løbet af andet halvår af 2002 udbetalte SNCB efter bestyrelsens godkendelse dette likviditetsforskud på 2,5 mio. EUR til IFB i følgende trancher:
During the second half of 2002, following approval by the Management Board, the cash advance of EUR 2500000 was transferred by SNCB to IFB, according to the following timetable:
6.8.2002: Udbetaling af 1 mio. EUR.
transfer of EUR 1000000,
30.9.2002: Udbetaling af 500000 EUR.
transfer of EUR 500000.
Der skulle betales 3,1 % i renter af dette forskud, og hele beløbet var tilbagebetalt i juli 2003.
This advance bore interest at a rate of 3,1 %; it was fully repaid in July 2003.
Tilbagebetalingen fandt sted i to omgange:
Repayment was in two stages:
Den 15. juli 2003 tilbagebetalte IFB 1,5 mio. af beløbet plus renter på i alt 40422,04 EUR.
on 15 July 2003, IFB repaid EUR 1500000 of this sum, plus interest of EUR 40422,04;
Den 23. juli 2003 tilbagebetalte IFB restbeløbet på 1 mio. EUR plus renter på 26883,35 EUR til SNCB.
on 23 July 2003, the balance of EUR 1000000, plus interest of EUR 26883,35, was repaid by IFB to SNCB.
Den 19. september 2002 anmodede IFB's administrerende direktør to revisorer om at udarbejde en særberetning med en evaluering af virksomhedens økonomiske situation.
On 19 September 2002, IFB’s Chief Executive instructed two auditors to compile a special report in order to evaluate the financial state of the company.
I lyset af konklusionerne i beretningen, som blev forelagt for IFB den 4. december 2002 og efterfølgende for SNCB, vedtog SNCB's bestyrelse den 20. december 2002 en principbeslutning om at forøge IFB's kapital.
In light of the conclusions of this report, submitted to IFB on 4 December 2002 and subsequently to SNCB, on 20 December 2002 SNCB’s Management Board gave its consent in principle to underwrite an increase in IFB’s capital.
Den 24. december 2002 godkendte også IFB's aktionærer på en ekstraordinær generalforsamling dette forslag.
On 24 December 2002, the Extraordinary General Meeting of Shareholders (‘EGM’) of IFB likewise accepted this proposal.
IFB's direktion udarbejdede med støtte fra konsulentfirmaet McKinsey en omstruktureringsplan for IFB.
IFB’s senior management, with the aid of consultants McKinsey, drew up a restructuring plan for IFB.
Denne plan, som er beskrevet i detaljer i denne beslutnings punkt 73-86, blev godkendt af IFB's bestyrelse den 23. marts 2003.
This plan, which is described in detail in points 73 to 86 of this decision, was approved by IFB’s Management Board on 23 March 2003.
Derefter fastlagde IFB og SNCB detaljerne for redningen og omstruktureringen af IFB i en »rammeaftale om IFB's omstrukturering«, som de to selskaber underskrev den 7. april 2003.
The management of the two companies (IFB and SNCB) subsequently finalised the details for the rescue and restructuring of IFB in a ‘framework agreement on the restructuring of IFB’, which was signed by the two companies on 7 April 2003.
På den anden ekstraordinære generalforsamling godkendte IFB's aktionærer en videreførelse af IFB's aktiviteter på grundlag af rammekontrakten.
At a second EGM, IFB shareholders agreed to continuing IFB’s activities on the basis of this framework agreement.
Rednings- og omstruktureringsforanstaltninger i rammeaftalen mellem SNCB og IFB om IFB's omstrukturering af 7. april 2003
The rescue and restructuring measures in the ‘framework agreement on the restructuring of IFB’ of 7 April 2003
Det hedder i rammeaftalens artikel 2, at gennemførelsen af de foranstaltninger, som de to parter har vedtaget, skal ske i to faser, nemlig en rednings- og en omstruktureringsfase.
Article 2 of the framework agreement stipulates that implementation of the measures agreed between the parties will be in two phases, namely a rescue period and a period of restructuring.
Betingelser for tildeling af redningsforanstaltningerne
Terms and conditions governing the rescue measures
Rammeaftalens artikel 3 omfatter følgende redningsforanstaltninger:
Article 3 of the framework agreement provides for the following rescue measures:
Tildeling af et forskud på 5 mio. EUR, som kan kræves tilbagebetalt.
the granting of a recoverable advance of EUR 5 million,
Tildeling af en kreditfacilitet på højst 15 mio. EUR.
the granting of a credit facility up to a maximum of EUR 15 million, and
Indrømmelse af en foreløbig betalingsfrist for IFB's gæld på 63 mio. EUR til SNCB.
the granting of a provisional extension for the payment of IFB’s debts of EUR 63 million in relation to SNCB.
Foranstaltningernes varighed var fastsat til 12 måneder, men blev ved stiltiende aftale mellem parterne videreført til datoen for kapitalforhøjelsen.
The duration of these measures was limited to 12 months; however, they were tacitly extended by mutual agreement by the parties until the date of the increase in capital.
Renten af det forskud, der kunne kræves tilbagebetalt, og de beløb, der blev hævet fra kreditfaciliteten, er den samme som Kommissionens referencerentesats for statsstøtte.
The interest rate on the recoverable advance and the sums deducted against the credit facility is equivalent to the reference interest rate applied by the Commission for State aid.
Renterne kapitaliseres, og de skal betales samtidig med de skyldige beløb.
The interest is capitalised, and payment is made at the same time as the payment of the debts due.
Gælden på 63 mio. EUR pålægges en morarente på 5,4 %.
The debts of EUR 63 million are subject to conventional late payment interest of 5,4 %.
Renterne kapitaliseres og betales samtidig med hovedstolen.
The interest is capitalised and paid at the same time as the payment of the principal debt.
I 2002 beløb renterne af gælden og kreditfaciliteten, som IFB skulle betale til SNCB, sig til 2,2 mio. EUR, mens beløbet i 2003 var 3,9 mio. EUR, i 2004 4,7 mio. EUR, i 2005 5,2 mio. EUR og i 2006 anslået til 4,4 mio. EUR.
The interest owed to SNCB by IFB for the debts and the credit facility was EUR 2,2 million in 2002, EUR 3,9 million in 2003, EUR 4,7 million in 2004, and EUR 5,2 million in 2005, and will be EUR 4,4 million in 2006.
Det hedder i kontraktens artikel 7, at IFB's gæld til SNCB ikke er omfattet af en forældelsesfrist.
Article 7 of the agreement provides that IFB relinquishes the time-barring of its debts to SNCB.
Betingelser for tildeling af redningsforanstaltningerne
Terms and conditions governing the restructuring measures
Artikel 4 i kontrakten — »betingelser for tildeling af omstruktureringsforanstaltninger« — er affattet som følger:
Article 4 of the framework agreement, ‘Terms governing the package of measures “restructuring measures”’, is worded as follows:
»Parterne bekræfter, at de tilsigter at gennemføre følgende foranstaltninger, i det omfang de er forenelige med den omstruktureringsplan, der er godkendt af de to bestyrelser, den belgiske stat og om nødvendigt af Europa-Kommissionen, og med forbehold af IFB's aktionærers godkendelse:
‘The Parties confirm their intention to implement the following measures insofar as they conform to a restructuring plan approved by their two Boards of Directors, by the Belgian State and if necessary by the EC, and subject to the approval of IFB’s shareholders:
Konvertering til kapital af forskuddet på 5 mio. EUR, der kan kræves tilbagebetalt
The conversion into capital of a recoverable advance of EUR 5 million,
Konvertering til kapital af den del af kreditfaciliteten, der udtages, dog højst 15 mio. EUR […]
The conversion into capital of the credit facility for a maximum amount deducted of EUR 15 million […],
Konvertering til kapital af gælden på […] 63 mio. EUR
The conversion into capital of debts of […] EUR 63 million,
Eventuelt og på betingelse af at de to parter når til enighed herom en yderligere kapitalforhøjelse […]«.
Potentially and on the condition that the two parties are in agreement on the matter, an additional increase in capital […]’.
Gennemførelsen af denne kapitalforhøjelse er omfattet af en suspensiv betingelse (rammeaftalens artikel 5), nemlig Kommissionens godkendelse i henseende til bestemmelserne for statsstøtte.
The implementation of this increase in capital is subject to a condition precedent, provided for in Article 5 of the framework agreement, namely Commission approval in the light of State aid rules.
Artikel 5 har følgende ordlyd:
Article 5 is worded as follows:
»SNCB's tilsagn er […] underlagt følgende suspensive betingelse.
‘The commitments entered into by SNCB […] are subject to the following condition precedent.
Parterne anmoder den belgiske stat om ufortøvet at anmelde denne rammeaftale til Europa-Kommissionen.
The parties will ask the Belgian State to notify the EC of this framework agreement as swiftly as possible.
Skulle Europa-Kommissionen derefter finde belæg for, at [rammeaftalen] omfatter tildeling af statsstøtte (i medfør af EF-traktatens artikel 87), anmoder parterne ligeledes den belgiske stat om at anmelde [rammeaftalen] i medfør af EF-traktatens artikel 88, stk. 3.
The parties will also ask The Belgian State, in the event that the EC has good reason to consider within the context of this communication that the [framework agreement] includes the granting of State aid (as referred to in Article 87 of the EC Treaty, to notify the [framework agreement] under Article 88(3) of the EC Treaty.
For at gøre det muligt for Europa-Kommissionen at træffe beslutning herom iværksættes rammeaftalen under alle omstændigheder først 15 arbejdsdage efter anmeldelsen til Europa-Kommissionen.
In order to enable the EC to adopt a position, [the framework agreement] will at all events not be implemented within a period of 15 working days from the date of notification to the EC.
Hvis Europa-Kommissionen har belæg for at betegne [rammeaftalen] som statsstøtte, træder den først i kraft, når Europa-Kommissionen udtrykkeligt eller stiltiende har godkendt den pågældende støtte og i påkommende tilfælde inden for de grænser og på de betingelser, som fastlægges i godkendelsen.
If [the framework agreement] is considered by the EC to be global State aid, it will not be implemented until the EC has explicitly or implicitly approved the aid concerned and, where appropriate, subject to the limits and according to the conditions set out in the approval provision.
Hvis Europa-Kommissionen helt eller delvist betegner [rammeaftalen] som statsstøtte, og hvis denne støtte erklæres uforenelig med fællesmarkedet, vil parterne i god tro drøfte gennemførligheden af eventuelle supplerende foranstaltninger, som IFB vil skulle gennemføre, men uden forpligtelse til at iværksætte disse supplerende eller tilpassede foranstaltninger, hvis de forhold, under hvilke støtten tildeles, betragtes som absolut uberettigede.«
Should the EC consider [the framework agreement] partially or totally to constitute State aid, and in the event that and insofar as this aid is declared incompatible with the common market, the parties would then discuss in good faith the feasibility of any additional measures requested in respect of IFB, but with no obligation to implement these additional or adjusted measures if the circumstances in which the aid must be given are considered to be absolutely unjustified.’
Ifølge belgisk civillov er kontrakten gyldig med tilbagevirkende kraft, når den suspensive betingelse er opfyldt.
Belgian civil law provides that, once the condition precedent is fulfilled, the agreement is valid retroactively.
De belgiske myndigheder meddelte i deres svar på åbningsskrivelsen Europa-Kommissionen, at kapitalforhøjelsen ville blive gennemført i overensstemmelse med det, parterne havde aftalt i rammeaftalen, hvis denne blev godkendt af Kommissionen.
In their reply to the initiating letter, the Belgian authorities informed the Commission that the capital increase will be made exactly as agreed between the parties in the framework agreement, if the Commission approves it.
Forhøjelsen beløber sig til 95,3 mio. EUR og er sammensat som følger:
It will be EUR 95,3 million, made up as follows:
Konvertering af kreditfaciliteten til kapital
Conversion into capital of the credit facility
Konvertering af IFB's gæld til SNCB til kapital
Conversion into capital of IFB’s debts to SNCB
Konvertering af de akkumulerede renter for kreditfaciliteten og gælden i 2002-2006 (kun delvist for 2006) til kapital
Conversion into capital of the interest accumulated for the credit facility and debts in the years 2002 to 2006 (only partly for 2006)
De belgiske myndigheder har meddelt Kommissionen, at forhøjelsen ikke vedrørte de samlede akkumulerede renter i 2006 for at sikre, at forholdet mellem IFB's gæld og egenkapital svarer til gennemsnittet for konkurrenterne og ikke overstiger dette gennemsnit.
The Belgian authorities informed the Commission that the increase will not concern the total amount of interest accumulated in 2006, in order to ensure that IFB’s debt to equity ratio corresponds to the average level of its competitors, and is not greater.
Den omfatter heller ikke forskuddet, da IFB ikke har udnyttet denne facilitet.
It also no longer includes the recoverable advance, since IFB has not made use of this facility.
I deres svar på åbningsskrivelsen meddelte de belgiske myndigheder ligeledes Kommissionen, at de trak anmeldelsen af 28. januar 2005 tilbage, hvori de informerede Kommissionen om SNCB's og IFB's hensigt om at gennemføre en yderligere kapitalforhøjelse på 5 mio. EUR i form af SNCB's andel på 47 % i selskabet TRW [6] — ud over den forhøjelse der er omfattet af rammeaftalens artikel 4.
In their reply to the letter initiating the procedure, the Belgian authorities also informed the Commission that they were withdrawing the notification of 28 January 2005, in which they had informed the Commission of SNCB’s and IFB’s intention, in addition to what was provided for in Article 4 of the framework agreement, to proceed with an increase in additional capital of EUR 5 million by a contribution in kind of a 47 % shareholding in the company TRW [6] by SNCB.