natgillin/translations-raw huggingface dataset:
Antallet af byggede skibe vil ændres fra 13 i 2006 (8 containerskibe og 5 biltransportskibe) til 11 (5 containerskibe og 6 biltransportskibe).
The number of ships built will be reduced from 13 in 2006 (8 container ships and 5 car carriers) to 11 (5 container ships and 6 car carriers).
Produktiviteten (arbejdskraftintensiviteten) forventes forbedret fra 44,8 persontimer/kbt i 2007 til 37,0 persontimer/kbt i 2012.
Productivity (work consumption ratio) is expected to improve from 44,8 man-hours/CGT in 2007 to 37,0 man-hours/CGT in 2012.
Ifølge Kommissionens konsulent er produktiviteten for de mest effektive værfter i Europa, der kan sammenlignes med, under 20 persontimer/kbt.
According to the Commission’s consultant, the productivity of the most efficient comparable yards in Europe is below 20 man-hours/CGT.
Omsætningen forventes forbedret fra 1599 mio. PLN i 2005 til 1869 mio. PLN i 2012.
Turnover is expected to increase from PLN 1,599 million in 2005 to PLN 1,869 in 2012.
Driftsoverskuddet forventes forbedret fra 7,35 mio. PLN i 2005 og -233,5 mio. PLN i 2006 til 67,68 mio. PLN i 2012, idet det første år med fortjeneste skulle blive 2009.
Operating profit is expected to improve from PLN 7,35 million in 2005 and PLN 233,5 million in 2006 to PLN 67,68 million in 2012, the first profitable year being 2009.
ISD Polska, der er flertalsaktionær i Gdansk skibsværft, indtrådte i privatiseringsprocessen, efter at Amber havde trukket sig ud af den privatiseringsrunde, der påbegyndtes i 2007.
ISD Polska, as the majority owner of Gdańsk Shipyard, entered the privatisation process after the withdrawal of Amber from the privatisation round launched in 2007.
Som angivet ovenfor reviderede ISD Polska den omstruktureringsplan, den havde forelagt for Kommissionen den 26. juni 2008, og fremsendte den 12. september 2008 en opdateret plan til Kommissionen.
As indicated above, ISD Polska reviewed the restructuring plan it submitted to the Commission on 26 June 2008, submitting an updated version on 12 September 2008.
I planen sammenfattes resultaterne af den markedsundersøgelse, en uafhængig konsulent (Roland Berger) har gennemført med henblik på udvikling af stålkonstruktioner på Gdansk skibsværft, efter at ISD Polska i begyndelsen af 2007 har erhvervet sin aktiepost i værftet.
The plan summarises the results of a market study by an independent consultant (Roland Berger) undertaken in preparation for the development of the steel structures segment at Gdańsk Shipyard after ISD Polska acquired its holding at the beginning of 2007.
Ifølge planen forventer denne undersøgelse vækst i segmentet for stålkonstruktioner i Europa og navnlig i Polen (f.eks. i forbindelse med udvikling af infrastruktur med støtte fra strukturfondene).
According to the plan, this study forecasts growth in the steel structures segment in Europe and Poland in particular (e.g. development of infrastructure with the help of the Structural Funds).
Investeringerne i skibsbygning vil blive foretaget som to overlappende investeringer i perioden 2009-2011.
Investments in shipbuilding will be implemented in two overlapping stages between 2009 and 2011.
De vigtigste investeringer [21] foretages inden for pladeskæring, produktionen af fladpaneler, et nyt værksted til rørproduktion og en ny præpareringshal.
The most important investments [21] are in plate cutting, flat panel production, a new pipe shop and a new volume section hall.
Omstruktureringsplanen var vedlagt to interessetilkendegivelser med reference til dette projekt fra Kredyt Bank (KBC) og Fortis Bank, dateret henholdsvis den 4. august og 4. september 2008.
Two letters of interest referring to this project, from Kredyt Bank (KBC) and Fortis Bank dated 4 August and 4 September 2008 respectively, were attached to the restructuring plan.
Ifølge Fortis Bank er det almindeligt kendt, at banken er interesseret i projekter vedrørende vedvarende energi.
Fortis Bank claims that it is widely known to be interested in renewable energy projects.
I overensstemmelse med planen skulle første etape af afviklingen gennemføres på mødet for Synergia 99's aktionærer den 15. oktober 2008.
According to the plan, the first phase of the winding-up process should take place at a meeting of Synergia shareholders on 15 October 2008.
Den planlagte opdeling er imidlertid betinget af ændringerne af havnens grænser.
The planned division is, however, conditional on changes being made to the port’s boundaries.
I den fælles omstruktureringsplan antoges følgende vækstrater for lønningerne: 7,6 % i 2009, 7 % i 2010, 6 % i 2011 og ca. 5 % efter 2012.
The June joint restructuring plan anticipated the following growth trends in wages: 7,6 % in 2009, 7 % in 2010, 6 % in 2011 and around 5 % after 2012.
I omstruktureringsplanen fra september forventes lavere vækstrater: 5,8 % i 2009, 5 % i 2010, 4 % i 2011 og 2012 og 3 % efter 2012 [33].
The September plan forecasts a lower rate of increase: 5,8 % in 2009, 5 % in 2010, 4 % in 2011 and 2012 and 3 % p.a. after 2012 [33].
I omstruktureringsplanen forventedes en inflation på ca. 2,2 %.
The June restructuring plan forecast inflation of around 2,2 %.
Ifølge den finansielle prognose i juni-planen vil den ikke tilbagediskonterede afskrivningsperiode (uden hensyntagen til ændringer i pengeværdien over tid) først være til ende efter 11 års drift, dvs. i 2019.
According to the financial projections in the June plan, non-discounted payback (disregarding the changing value of money over time) will not be achieved until the 11th year of operations, i.e. in 2019.
Ved denne beregning var der kun taget hensyn til investors finansielle eksponering (440 mio. PLN), hvilket betyder, at akkumulerede pengestrømme i den periode, der undersøges, kun sammenlignes med kapitaltilførsler fra investor, og der ikke tages hensyn til den omstændighed, at staten forventes at foretage en betragtelig kapitaltilførsel til værftet først.
This calculation took into account only the investor’s financial exposure (PLN 440 million), which means that accumulated cash flows for the period under review are compared only with capital injections by the investor and disregard the fact that the state is expected to make a substantial capital injection first.
På mødet den 8. juli 2008 forklarede ISD Polska, at arbejdet med tilpasningen af den lille tørdok ved Gdynia skibsværft efter deres mening ikke ville gøre det muligt at lukke ramperne før anden halvdel af 2009.
At the meeting on 8 July 2008 ISD Polska stated that it assumed that the work to fit out the small dry dock at Gdynia would not allow the slipways to be closed before the second half of 2009.
I den fælles omstruktureringsplan foreslås det, at lukningen af to ramper udsættes til juni 2009, og lukningen af en tredje udsættes til oktober 2009 [38].
The September joint restructuring plan proposes deferring the closure of two slipways until June 2009 and a third slipway until October 2009 [38].
Desuden vil værftets kapacitet blive begrænset til 400000 kbt pr. år i ti år fra Polens tiltrædelse af Den Europæiske Union, dvs. til 2014.
In addition, the yard’s capacity will be limited to 400000 CGT per annum for 10 years as of Poland’s accession to the European Union, i.e. until 2014.
PSC’s omstruktureringsplan omfatter salg af den lille dok i begyndelsen af 2009.
PSC’s restructuring plan envisages the sale of the smaller dock at the beginning of 2009.
De forventede indtægter herfra på 170 mio. PLN skulle øge værftets driftskapital.
The anticipated revenue of PLN 170 million should increase the yard’s working capital.
Tabel 1 indeholder den støtte, der tildeltes mellem 1. maj 2004, datoen for Polens tiltrædelse af EU, og 30. juni 2007.
Table 1 sets out the aid granted between 1 May 2004, the date of Poland’s accession to the EU, and 30 June 2007.
Polen anmeldte disse foranstaltninger ved brev af 13. juli 2007.
Poland notified these measures by letter of 13 July 2007.
Listen indeholder nogle af de foranstaltninger, der er beskrevet i bilag I, del B, i beslutningen om indledning af den officielle undersøgelse.
The list includes some of the measures described in Annex I, part B of the decision to open a formal investigation.
Ifølge Polen svarer denne støtte derfor til 55 % af den nominelle værdi af de til Operator overførte forpligtelser.
According to Poland, the aid element is therefore equivalent to 55 % of the nominal value of the liabilities transferred to the Operator.
Denne nominelle værdi fremgår af tabel 1 nedenfor.
This nominal value is set out in Table 1 below.
I begyndelsen havde KPS til opgave at gennemføre en konsolidering af Polens tre største skibsværfter; dette projekt blev opgivet i 2006.
Its initial role was to serve as a vehicle for the consolidation of the three largest shipyards in Poland, a project abandoned in 2006.
Ifølge de oplysninger, Polen fremlagde i 2006 [42], skulle KPS finansieres ved en kapitaltilførsel fra ARP, ved tilførsel af aktiver (aktier i andre selskaber) fra ARP og ved et banklån, som kan fornyes, garanteret af ARP, som var bestemt specielt til finansiel støtte til skibsværfterne.
According to the information provided by Poland in 2006 [42], KPS was to be financed by a capital injection from the Industrial Development Agency, by a contribution in kind (shares in third companies) provided by the Agency and by a revolving bank loan guaranteed by the Agency, which was specifically earmarked as financial aid for the shipyards.
Tabel 3 omfatter Gdynia skibsværfts udestående offentligretlige forpligtelser pr. 30. september 2007.
Table 3 lists Gdynia Shipyard’s outstanding public-law liabilities as per 30 September 2007.
Disse oplysninger blev fremlagt af Polen ved brev af 9. januar 2008.
This information was provided by Poland on 9 January 2008.
I dette brev bekræftede Polen, at Gdynia skibsværft ikke havde indfriet sine offentligretlige forpligtelser regelmæssigt.
Poland confirmed in that letter that Gdynia Shipyard had not been settling its public-law liabilities regularly.
Polen meddelte, at værftet havde indfriet sine forpligtelser over for ZUS, når de var forfaldne, i det omfang dette var muligt i betragtning af dets finansielle situation.
The yard had been repaying its debts to the social security office (ZUS) in as far as possible in view of its financial situation when these liabilities fell due.
Det vigtigste var, at Gdynia skibsværft havde fordel af produktionsgarantier fra KUKE (i det følgende benævnt »forudbetalingsgarantier« eller »KUKE-garantier«).
Most importantly, Gdynia Shipyard benefited from production guarantees from the Export Credit Insurance Corporation (hereinafter referred to as ‘advance payment guarantees’ or as ‘Export Credit Insurance Corporation guarantees’).
Næsten hele skibsproduktionen fra 1. maj 2004 og frem blev finansieret takket være disse garantier.
Virtually all shipbuilding from 1 May 2004 was financed thanks to these guarantees.
En sådan resolution blev vedtaget af generalforsamlingen den 4. marts 2005.
Such a resolution was indeed adopted by the General Assembly on 4 March 2005.
Den omstændighed, at resolutionen ikke blev enstemmigt vedtaget (tre større aktionærer stemte imod), viser, at resolutionen ikke kan betragtes som blot et formelt krav.
However, the fact that the resolution was not adopted unanimously (three major shareholders objected) demonstrates that this resolution cannot be regarded as a mere formal requirement.
Af de oplysninger, de polske myndigheder har fremlagt [58], fremgår det tydeligt, at Gdynia skibsværft har betydelige uindfriede offentligretlige forpligtelser, der daterer sig så langt tilbage som 2004.
The information provided by the Polish authorities [58] clearly indicates that Gdynia Shipyard has significant public-law arrears dating back as far as 2004.
Værftet har kun på uregelmæssig vis indfriet sine offentligretlige forpligtelser, og det har hele tiden fået henstand med betalingen af sin gældsbyrde, sandsynligvis uden formel afgørelse fra de relevante offentlige kreditorers side, eller er blevet bevilget en ændring af tidsplanen for betaling.
The yard has been repaying public-law liabilities only irregularly and its outstanding debt has been continuously deferred, in all probability without any formal decision on the part of the relevant public creditors, or was subject to payment schedules.
Kommissionen bemærker også, at Gdynia skibsværft i en række år har befundet sig i en finansielt meget ustabil situation, hvor dets passiver betragteligt har oversteget dets aktiver.
The Commission also notes that Gdynia Shipyard has been in a very precarious financial situation for several years, with its liabilities considerably exceeding its assets.
Gdynia skibsværft har ikke været i stand til at skaffe kapital til finansiering af sin produktion fra andre eksterne kilder.
Gdynia Shipyard has not been able to obtain funding for its production from any other external source.
I den foreliggende sag blev nogle af foranstaltningerne anmeldt til Kommissionen den 29. april 2004 i henhold til overgangsbestemmelserne i punkt 3 i bilag IV til tiltrædelsestraktaten, da rammebestemmelserne fra 1999 stadig var gældende.
In the present case, the Commission was notified of some of the measures on 29 April 2004 under the interim mechanism pursuant to Annex IV, point 3 to the Accession Treaty, when the 1999 Guidelines were in force.
Imidlertid fastsættes det også i rammebestemmelserne, at de finder anvendelse ved vurdering af støtte til redning og omstrukturering af virksomheder, der er ydet uden Kommissionens forudgående godkendelse (ulovlig støtte), hvis al støtten eller en del heraf er blevet ydet efter den 1. oktober 2004 (punkt 104, første afsnit).
However, the Guidelines also stipulate that they will apply for the assessment of any rescue or restructuring aid granted without the authorisation of the Commission (unlawful aid) if some of or all the aid is granted after 1 October 2004 (point 104, first subparagraph).
ISD Polska nævner Gdansk skibsværfts eksisterende kontrakter på stålkonstruktioner, herunder en kontrakt vedrørende olielagringsfaciliteter på 5000 tons om året i 2008 og 2009.
ISD Polska lists Gdańsk Shipyard’s existing contracts for steel structures, including one contract for oil-storage facilities for about 5000 tons per annum in 2008 and 2009.
Ifølge planen vil produktionen af dette særlige produkt nå 16000 tons i 2010 og stige til 36000 tons i 2012.
Under the plan, output of this particular product would be 16000 tons by 2010, rising to 36000 tons in 2012.
De sammenlagte værfter forventer at modtage nye garantier ved udgangen af 2008.
The merged yards expect to receive new guarantees by end-2008.
Også i de følgende år — i det mindste indtil slutningen af omstruktureringsperioden i 2012 — forventes KUKE-garantierne at dække næsten hele skibsproduktionen.
In following years too, at least until the end of the restructuring period in 2012, Export Credit Insurance Corporation guarantees should cover the shipbuilding process virtually in full.
Desuden må Kommissionen tage hele omstruktureringsperioden — begyndende i 2002 — i betragtning.
In addition, the Commission has to take into account the whole restructuring period, starting from 2002.
I betragtning af den betragtelige statsstøtte, værftet har modtaget i denne periode, er egetbidragets procentvise andel endda endnu mindre.
Considering the substantial State aid which the yard has benefited from in this period, the own contribution as a percentage of restructuring costs is even lower.
I betragtning af den betragtelige statsstøtte, værftet har modtaget i denne periode, er egetbidragets procentvise andel endda endnu mindre.
Considering the substantial State aid which the yard has benefited from in this period, the own contribution as a percentage of total restructuring costs is even lower.
Situationen pr. 31.3.2007.
Situation as at 31 March 2007.
Kilde: Informationsmemorandum af 4. juli 2007.
Source: information memorandum of 4 July 2007.
Dele af teksten er blevet slettet for at beskytte fortrolige oplysninger; disse dele er angivet med firkantede parenteser.
Parts of this text have been hidden so as not to divulge confidential information. These have been indicated with a dotted line in square brackets.
Jf. også Kommissionens beslutning af 18.7.2007 i sag N 105/07, om statsgarantiordninger for eksportkontrakter, meddelelse i EUT C 214 af 13.9.2007.
See also Commission decision of 18 July 2007 in case N 105/07, Guarantee scheme for export contracts, summary notice in OJ C 214, 13.9.2007.
Ved denne beslutning fandt Kommissionen, at KUKE's garantiordning for kriseramte virksomheder ikke udgør statsstøtte.
By this decision the Commission approved as free of State aid the guarantee scheme run by the Export Credit Insurance Corporation for companies not in financial difficulty.
Kommissionens repræsentanter besøgte den 13. juni 2006 skibsværftet og fremsatte sine første kommentarer til den reviderede omstruktureringsplan.
Commission representatives visited the yard on 13 June 2006 and made initial comments on the amended restructuring plan. The Commission’s external consultant provided his comments in a report dated July 2006.
Ved brev af 14. juli 2008 forpligtede Polen sig til at fremlægge en fuldstændig omstruktureringsplan for Kommissionen den 12. september 2008.
A meeting between representatives of the Polish authorities, ISD Polska and the Commission took place on 8 July 2008. (42) By letter dated 14 July 2008 Poland undertook to provide the Commission with a complete restructuring plan by 12 September of that year.
Gdynia skibsværfts største aktionærer [6] er den polske stat, der ejer 32 % af aktierne, svarende til 35 % af stemmeretten, Ray Car Carriers Ltd (henholdsvis 16 % og 22 %), Korporacja Polskie Stocznie S.A. (henholdsvis 10 % og 6 %), det industrielle udviklingsagentur (Agencja Rozwoju Przemysli S.A., i det følgende benævnt »ARP« — henholdsvis 9 % og 13 %) og Stoczniowy Fundusz Inwestycyjny S.A. (henholdsvis 7 % og 5 %).
Gdynia Shipyard’s biggest shareholders [6] include the Treasury, which owns 32 % of shares, corresponding to 35 % of voting rights, Ray Car Carriers Ltd (16 % and 22 %), Korporacja Polskie Stocznie S.A. (10 % and 6 %), the Industrial Development Agency (Agencja Rozwoju Przemysli S.A.) (9 % and 13 %) and Stoczniowy Fundusz Inwestycyjny S.A. (7 % and 5 %).
På mødet den 22. februar 2006 og ved brev af 13. marts 2006 informerede de polske myndigheder Kommissionen om, at omstruktureringsplanen fra 2004 var forældet måtte ændres.
At the meeting of 22 February 2006 and by letter of 13 March 2006 the Polish authorities informed the Commission that the 2004 restructuring plan was outdated and had to be amended. The Polish authorities undertook to submit the amended restructuring plan by June 2006. The Polish authorities also presented the main features of the new restructuring strategy for the Polish shipbuilding sector. First, Gdańsk Shipyard was to be separated from the Gdynia Shipyard Group as soon as possible. Second, the Government was to allow an injection of private capital into the Gdańsk and Gdynia shipyards with the long-term objective of fully privatising the yards.
Kommissionen modtog det første udkast til omstruktureringsplanen fra 2006 den 9. juni 2006.
Having visited the yard and received the opinion of an external consultant, the Commission expressed serious concerns about this draft during the on-site visit on 13 June 2006 and in writing on 17 July, pointing out that the restructuring plan did not appear to be sufficiently far-reaching to restore the yard to long-term viability, that no provision had been made to finance restructuring, that there was no real prospect of financing restructuring from resources free of State aid and, lastly, that no countervailing measures had been proposed. Referring to continuous reliance on ship financing guarantees provided by the Export Credit Insurance Corporation, a Government agency, the Commission warned the yard and the Polish authorities that these guarantees constituted State aid.
Ifølge planen skal off shore-skibe og store biltransportskibe (C6600) derefter indgå i porteføljen.
The plan then envisages a portfolio comprising off-shore vessels and large C6600 car carriers.
Ifølge den fælles omstruktureringsplan skulle de sammenlagte værfter fra juni og frem indgå kontrakter om 13 skibe i 2008 (3 containerskibe, 5 off shore-skibe og 5 biltransportskibe), 16 skibe i 2009 (2 containerskibe, 8 off shore-skibe og 6 biltransportskibe), 15 skibe i 2010 og 2011 (1 containerskib, 7 off shore-skibe og 7 biltransportskibe), 17 skibe i 2012 (10 off shore-skibe og 7 biltransportskibe) og 18 skibe i 2013 og 2014 (14 off shore-skibe og 4 biltransportskibe).
Under the joint restructuring plan, after June the merged yards were to conclude contracts for 13 vessels in 2008 (3 container vessels, 5 off-shore vessels and 5 car carriers), 16 vessels in 2009 (2 container vessels, 8 off-shore vessels and 6 car carriers), 15 vessels in 2010 and 2011 (1 container vessel, 7 off-shore vessels and 7 car carriers), 17 vessels in 2012 (10 off-shore vessels and 7 car carriers) and 18 vessels in 2013 and 2014 (14 off-shore vessels and 4 car carriers).
Det antages også, at værftet for fremtiden producerer 12 skibe om året, hvilket skulle svare til værftets kapacitet efter lukning af den lille dok. I afsnittet om den fremtidige produktion antages det dog, at der vil blive produceret et stigende antal skibe (fra 6 i 2008 til 12 i 2009, 17 i 2010 og 21 i 2012).
It is also assumed that in future the yard will produce 12 vessels per annum, this being the yard’s capacity after the closure of the small dock. The section on future production assumes that an increasing number of vessels will be produced (rising from 6 in 2008 to 12 in 2009, 17 in 2010 and 21 in 2012).
Ifølge planen skal eksisterende kontrakter genforhandles med henblik på reducering af de forventede tab. Ifølge informationerne i planen vil omstruktureringen medføre prisstigninger på 30 % (indtil det nuværende markedsniveau) og give ekstra indtægter på 100 mio. USD.
As regards financial restructuring, the plan assumes that existing contracts will be renegotiated to reduce anticipated losses. According to the plan, restructuring should increase prices by 30 % (to the level prevailing on the market) and generate additional revenue of USD 100 million.
Ved vurdering af værftets nuværende kapacitet tages der hensyn til den tid, der rent faktisk kræves til samling af et skib (af en bestemt type) i dok. Denne tid bør afspejle alle de nuværende svagheder i produktionsprocessen, dvs. lav produktivitet, flaskehalse, umoderne udstyr, ineffektive produktionsprocesser og problemer i forbindelse med arbejdsstyrken.
Current capacity takes into account the time actually needed for the assembly of a (certain type of) vessel at the docks. This time should reflect all the current shortcomings in the production process, i.e. low productivity, bottlenecks, obsolete assets, inefficient production flows, and problems with the workforce.
Det bør derfor bemærkes, at en lukning af visse faciliteter, såsom den foreslåede lukning af tørdokken SD I på Gdynia skibsværft, vil kunne opvejes ved øgning af kapaciteten i den anden dok. For at de kompenserende modydelser kan være effektive, må kapacitetsreduktionen være tilstrækkeligt stor til at sikre, at værftets fremtidige kapacitet efter omstruktureringen, dvs. efter gennemførelsen af investeringerne og forøgelse af produktiviteten, er lavere end den nuværende.
It should therefore be noted that the closure of some facilities, such as the proposed closure of the SD I dry dock at Gdynia Shipyard, can be entirely offset by the increase in the capacity of the remaining dock. For the countervailing measures to serve their purpose, the capacity reduction must be such that the yard’s capacity at the end of restructuring, i.e. after investments and the increase in productivity, is lower than at present.
Indtil 15.1.2008
Until 15.1.2008
Eftergivelse
ZUS Write-off
pr. 30. september 2007
Amount outstanding as at 30 September 2007 (PLN)
Institutionen for social sikring (ZUS)
ZUS
Tilskud Forskning og udvikling
Industrial Development Agency Grant R&D