natgillin/translations-raw huggingface dataset:
De franske myndigheder mener, at Seafrance har gjort en stor indsats og bl.a. nedlagt mange stillinger, og at et forhold mellem personaleudgifter og omsætning på 26 % er tilfredsstillende og gør det muligt for SeaFrance at forblive konkurrencedygtig.
The French authorities consider that, in view of the considerable effort made by SeaFrance as regards redundancies, the staff costs/turnover ratio of 26 % is sufficient and allows SeaFrance to remain competitive.
De præciserer, at SeaFrances (høje) lønniveau skyldes den franske sociallovgivning, der yder større beskyttelse end i de stater, hvor konkurrenterne er hjemmehørende, især i Det Forenede Kongerige. Dette gælder især mindstelønnen.
They specify that the level of salaries paid by SeaFrance results from French social legislation, which offers greater protection than that of the States where its competitors are established, and especially that of the United Kingdom, in particular with regard to the minimum wage.
SeaFrances flåde som fastlagt i omstruktureringsplanen er tilpasset omstændighederne.
The SeaFrance fleet, as defined in the restructuring plan, is not ill-adjusted.
Den er således specifikt tilpasset ruten Calais-Dover, bortset fra Molière, som er blevet konverteret til transport i Nordsøen.
Quite the contrary, it was specifically constructed for the Calais/Dover route, with the exception of the vessel Molière, which had to have conversion work carried out on it to be adapted to maritime transport in the North Sea.
Med hensyn til P&O's argument om, at SeaFrances ledelse ikke var tilstrækkelig uafhængig af staten og fagforeningerne til at kunne lede virksomheden effektivt, mener de franske myndigheder ikke, at der er fremført nogen form for dokumentation for denne påstand.
As regards P&O’s argument that the management of SeaFrance is not sufficiently independent of the State and of worker power to manage the company efficiently, the French authorities consider that this is an assertion which is not based on any evidence.
Bemærkninger vedrørende konkurrencesituationen på markedet Dover-Calais
Comments concerning the competitive position on the Dover/Calais market
De franske myndigheder anfægter påstanden fra P&O, Eurotunnel og CLdN om, at der skulle være en strukturel overkapacitet på markedet.
The French authorities contest the allegations of P&O, Eurotunnel and CLdN concerning structural overcapacity of the market.
De mener, at den pågældende overkapacitet skyldes konjunkturforhold (navnlig den økonomiske krise, som har medført en nedgang i godstransporten og en stigning i pundets kurs).
In their view, the overcapacity observed is largely attributable to the economic climate (in particular, the economic crisis has led to a reduction in freight traffic and rise in the sterling exchange rate).
På grundlag af vækstprognosen fra før krisen har nogle operatører øget deres kapacitet, men den forventede vækst indtraf ikke på grund af den økonomiske recession.
On the basis of the growth forecasts drawn up before the crisis, certain operators increased their capacities but the hoped-for growth failed to materialise on account of the economic recession.
De franske myndigheder henholder sig til markedsanalyser fra »Over Harbour Board« fra 2005 [28] og 2008 [29], der viser en vækst i godsvolumen på lang sigt.
The French authorities cite market analyses carried out by the Dover Harbour Board in 2005 [28] and 2008 [29] indicating long-term growth in freight volumes.
Frankrig mener ikke, at der er grund til den bekymring, som er kommet til udtryk fra nogle af SeaFrances kunder over, at P&O ville få monopol på transport af farligt gods på ruten Calais-Dover (se betragtning 82) og 86)).
France considers that the concerns expressed by certain SeaFrance customers relating to the emergence of a P&O monopoly for the transport of hazardous goods on the Calais/Dover route (see recitals 83 and 87) are unfounded.
Da der ikke findes nogen national eller international lov, som forbyder transport af farligt gods på bilfærger, kan SeaFrance i teorien også godt foretage en sådan transport på overfarter, hvor der ikke er særlig mange passagerer, f.eks. visse overfarter om natten.
In fact, since there are no national or international regulations prohibiting the transport of hazardous goods on car ferries, SeaFrance could consider carrying out such transport during crossings with low passenger numbers, for example on certain night crossings.
Bemærkninger vedrørende omstruktureringsstøttens forenelighed
Comments concerning the compatibility of the restructuring aid
Vedrørende foreneligheden af foranstaltningerne i omstruktureringsplanen har de franske myndigheder sendt Kommissionen følgende svar med hensyn til dens tvivl om omstruktureringsplanens muligheder for at genoprette rentabiliteten på lang sigt, om mulighederne for at forhindre urimelige konkurrencefordrejninger og om SeaFrances egetbidrag til omstruktureringsplanen.
As regards the compatibility of the measures notified under the restructuring plan, the French authorities provided the following replies to the doubts expressed by the Commission concerning the return to long-term viability expected from the restructuring plan, on the prevention of any excessive distortion of competition and on SeaFrance’s own contribution to the restructuring plan.
Vedrørende genoprettelse af rentabilitet på lang sigt og omstruktureringsplanen
On the return to long-term viability and the restructuring plan
Ifølge de franske myndigheder vil den forventede belægningsgrad for de kommende år være højere end tidligere, fordi der i 2006 blev indført et nyt informationssystem, som gør det muligt at optimere og rationalisere skibenes belægning.
The French authorities justify the fact that the load factors forecasted for the coming years are higher than those observed in the past on the basis of the introduction from 2006 of a new information system allowing optimisation and rationalisation of the loading of these vessels.
Dette system viser overfarter med lav belægning, og disse kan så fjernes fra SeaFrances udbud.
In their opinion, this system in particular has allowed low profitability crossings to be identified and withdrawn from the SeaFrance schedule.
De franske myndigheder understreger, at SeaFrances drift i den periode, som Kommissionen har anvendt, nemlig 2000-2007, var koncentreret om pendulfart og ikke blev bestemt af efterspørgslen.
Furthermore, the French authorities emphasise the fact that between 2000 and 2007, the period taken into account by the Commission, SeaFrance’s operating activities were organised in the form of shuttles, irrespective of the intensity of demand.
De franske myndigheder begrunder ligeledes SeaFrances lavere belægningsgrad sammenlignet med konkurrenternes med sidstnævntes modus operandi.
The French authorities also justify the lower load factors of SeaFrance’s competitors by the operating method chosen by the competitors.
Ifølge de franske myndigheder rådede P&O således over et stort antal skibe og flere pendulskibe, hvilket påvirkede belægningsgraden negativt.
In their opinion, P&O had a large number of vessels and a ‘shuttle’ type service exerting a downwards influence on the load factor.
DFDS' skibe var meget specialiserede, hvilket gjorde det umuligt at optimere deres ladning efter det enkelte skibs individuelle rentabilitet.
As regards DFDS, the specialised nature of its vessels would preclude the optimisation of its loads according to their individual profitability.
På grund af DFDS' længere ruter vil dette selskab være tvunget til at tilbyde pendulfart over lange perioder.
Moreover, on account of the length of its crossings, DFDS would be forced to offer a shuttle service over long periods.
Endelig forringede disse skibes store kapacitet automatisk DFDS's gennemsnitlige belægningsgrad på grund af overfarter med lav efterspørgsel.
Finally, the high capacity of its vessels would automatically lower the average load factors of DFDS through crossings with low demand.
De franske myndigheder har desuden reageret på Kommissionens tvivl og bemærkningerne fra tredjemand om, at det var nødvendigt at tage hensyn til risici (brændstofpriser, nedskrivning af det engelske pund) i bedømmelsen af omstruktureringsplanens troværdighed.
Furthermore, the French authorities reacted to the Commission’s doubts and to the comments of third parties concerning taking into account the risks (fuel costs, depreciation of sterling), which is necessary to evaluate the credibility of the restructuring plan.
De understreger først og fremmest, at SeaFrance vil genoptage politikken med finansiel dækning i form af bytteaftaler, så snart behandlingen af betalingsstandsningen er afsluttet.
They emphasise firstly that the financial hedging policy in the form of foreign exchange contracts will be resumed by SeaFrance as soon as the judicial reorganisation is over.
De forklarer videre, at selskabet anvender en »Bunker Ajustment Factor« (i det følgende »BAF«), som dækker omkring 40 % af de ekstra omkostninger, der skyldes de stigende brændstofpriser til over 285 EUR/t, og at BAF efter 2015 suppleres med en ny ekstraudgift, der skyldes kravet om at bruge brændstof med et svovlindhold på 0,1 %.
They then explain that the company applies a ‘bunker adjustment factor’ (hereinafter: ‘BAF’) which covers about 40 % of the additional cost associated with the increase in the price of fuel above EUR 285 per tonne and that after 2015, the BAF will be supplemented by a new surcharge taking account of the obligation to consume fuel with 0,1 % sulphur content.
Med hensyn til pundets devaluering præciserer de franske myndigheder, at politikken med at dække en del af månedsresultatet i pund sterling med terminssalg baseret på den valgte budgetkurs, som blev afbrudt på grund af betalingsstandsningen, igen vil blive indført, når behandlingen heraf er afsluttet.
As regards the depreciation of sterling, the French authorities specify firstly that the policy of hedging part of the monthly balances in sterling by forward sales based on the budgetary rate, interrupted on account of the judicial reorganisation procedure, will be applied once more as soon as this procedure is over.
Med hensyn til de andre foranstaltninger, jf. betragtning 96) i beslutningen om at indlede proceduren, præciserer de franske myndigheder, at der ikke er taget hensyn til deres virkning i forretningsplanen, fordi de er svære at kvantificere.
Concerning the other measures mentioned in recital 96 of the decision to initiate the procedure, the French authorities specify that their effects were not taken into account in the business plan as they are difficult to quantify.
Men disse foranstaltninger vil sandsynligvis generere besparelser.
However, these measures would be likely to generate savings.
Vedrørende forhindring af urimelige konkurrencefordrejninger
Concerning the prevention of any excessive distortion of competition
Med hensyn til forhindring af urimelige konkurrencefordrejninger ønsker de franske myndigheder at bekræfte, at salget af de to fartøjer Renoir og Cézanne fandt sted den 7. juli 2011 til [0-10] mio. USD ([0-10] mio. EUR).
As regards the prevention of any excessive distortion of competition, the French authorities wish to confirm that the sale of the two vessels, the Renoir and the Cézanne, did indeed occur on 7 July 2011 at the price of USD [0-10] million (EUR [0-10] million).
Vedrørende SeaFrances egetbidrag til omstruktureringsplanen
Concerning SeaFrance’s own contribution to the restructuring plan
Ifølge de franske myndigheder består første del af SeaFrances egetbidrag til omstruktureringsplanen af indtægterne fra salget af Renoir og Cézanne samt de forventede indtægter fra salget af skibet Nord Pas de Calais.
According to the French authorities, a first part of SeaFrance’s own contribution to the restructuring plan consists of the proceeds from the sale of the vessels Renoir and Cézanne, as well as the expected income from the sale of the vessel Nord Pas de Calais.
De franske myndigheder mener desuden, at der i de to lån, jf. betragtning 27)-32), ikke indgår statsstøtte, og at lånet på 99,8 mio. EUR skal betragtes som et egetbidrag.
The French authorities consider in addition that the two loans described in recitals 28 to 33 are exempt from State aid and that the loan of EUR 99,8 million must be considered as an own contribution.
Ifølge de franske myndigheder skal Kommissionen alene basere sin bedømmelse af, om der er tale om støtte, på meddelelsen om referencesatser.
According to the French authorities, to evaluate the existence of aid, the Commission must take only the Reference Rates Communication as a basis.
De anfører, at Kommissionen anvendte denne meddelelse på sin beslutning om at indlede proceduren vedrørende et lån til ČSA — Czech Airlines fra den offentlige enhed Osinek [30] og i sin afgørelse om lån fra den ungarske udviklingsbank til den ungarske gødningsproducent Péti Nitrogénmüvek [31].
They point out that the Commission applied this Communication in its decision to initiate the procedure concerning the loan granted to ČSA – Czech Airlines by the publicly owned company Osinek [30] and in its decision concerning the loans granted by the Hungarian Development Bank in favour of Hungarian fertiliser producer Péti Nitrogénmüvek [31].
Af de i betragtning 27)-32) beskrevne årsager mener de franske myndigheder ikke, at de to lån udgør statsstøtte.
They consider that, for the reasons described in recitals 28 to 33, the two loans do not constitute aid.
Det hedder i artikel 107, stk. 1, i TEUF, at »... statsstøtte eller støtte, som ydes ved hjælp af statsmidler under enhver tænkelig form, og som fordrejer eller truer med at fordreje konkurrencevilkårene ved at begunstige visse virksomheder eller visse produktioner, [er] uforenelig med det indre marked i det omfang, den påvirker samhandelen mellem medlemsstaterne«.
According to Article 107(1) TFEU, ‘any aid granted by a Member State or through State resources in any form whatsoever which distorts or threatens to distort competition by favouring certain undertakings or the production of certain goods shall, in so far as it affects trade between Member States, be incompatible with the internal market’.
For at en foranstaltning kan betragtes som statsstøtte forudsætter det, at følgende kumulative betingelser er opfyldt: 1) den pågældende foranstaltning giver en fordel 2) denne fordel er givet ved hjælp af statsmidler, 3) denne fordel er selektiv, og 4) den pågældende foranstaltning fordrejer eller truer med at fordreje konkurrencevilkårene og kan påvirke samhandelen mellem medlemsstaterne [32].
The classification of a measure as State aid presupposes that the following cumulative conditions are satisfied, i.e.: 1) the measure in question confers an advantage, 2) this advantage is granted through State resources, 3) this advantage is selective and 4) the measure in question distorts or threatens to distort competition and is liable to affect trade between Member States [32].
Denne afgørelse dækker tre støtteforanstaltninger: rekapitaliseringen og de to lån beskrevet i betragtning 27) til 32).
The present decision covers three aid measures: the recapitalisation and the two loans described in recitals 28 to 33.
Rekapitalisering af SeaFrance
Recapitalisation of SeaFrance
De franske myndigheder angiver selv i deres anmeldelse, at kapitaludvidelsen til fordel for SeaFrance udgør statsstøtte.
The French authorities themselves consider in their notification that the capital increase in favour of SeaFrance constitutes State aid.
De franske myndigheder erkender i deres anmeldelse, at rekapitaliseringen skal tilregnes staten, og at den er en selektiv fordel for selskabet SeaFrance.
By their notification, the French authorities admit that the recapitalisation measure is imputable to the State and that it confers a selective advantage on SeaFrance alone.
For så vidt angår forekomsten af en fordel, mener Kommissionen, at SeaFrance af de grunde, der er fremlagt i afsnit 7.2.1, er en kriseramt virksomhed.
As regards the existence of an advantage, the Commission considers that, for the reasons to be explained in section 7.2.1, SeaFrance constitutes a firm in difficulty.
På baggrund af de meget dårlige vilkår for SeaFrance og selskabets betalingsstandsning, kan det ikke gennemføre omstruktureringsplanen eller opfylde likviditetsbehovet.
In view of the very difficult situation of SeaFrance and the fact that it has been placed under the judicial reorganisation procedure, the company would be unable to cope with the implementation of its restructuring plan and its cash requirements.
Under sådanne omstændigheder ville en privat investor ikke have tilvejebragt kapital.
In such circumstances, a private operator would not have contributed capital.
Desuden har de franske myndigheder ikke engang gjort forsøg på at påvise, at det forventede afkast svarer til det afkast, en privat investor ville have krævet.
In addition, the French authorities did not even try to demonstrate that the expected return corresponds to that which a private investor would have required.
Foranstaltningen er derfor en selektiv fordel, da SeaFrance er den eneste, der er omfattet af den.
The measure therefore constitutes a selective advantage since only SeaFrance benefits from it.
Den gives i form af offentlige midler, da SNCF er en offentlig virksomhed.
It is granted through public resources, since the SNCF is a public undertaking.
Den tilregnes staten.
It is imputable to the State.
For så vidt angår indvirkningen på konkurrencen og samhandelen i EU, skal der gøres opmærksom på følgende. Når en virksomhed er aktiv i en sektor, hvor der er en reel konkurrence mellem producenter fra de forskellige medlemsstater, kan enhver støtte fra offentlige myndigheder til denne virksomhed i henhold til fast retspraksis påvirke samhandelen mellem medlemsstaterne og fordreje konkurrencen, i det omfang denne virksomheds forbliven på markedet hindrer de konkurrerende virksomheder i at øge deres markedsandel [33].
As regards the effect on competition and on trade within the Union, it should first be pointed out that, according to established case-law, as soon as an undertaking operates in a sector where producers from various Member States are effectively competing, any aid that this undertaking may receive from the public authorities is liable to affect trade between Member States and damage competition, inasmuch as its continuing presence on the market prevents competitors from increasing their market share [33].
Det forhold, at en økonomisk sektor liberaliseres på EU-niveau, udgør et bevis for, at støtten kan få en reel eller potentiel indvirkning på konkurrencen og samhandelen mellem medlemsstaterne [34].
In this respect, the fact that an economic sector has been liberalised at Union level constitutes evidence that the aid may have a real or potential effect on competition and on trade between Member States [34].
I den sammenhæng er det vigtigt at erindre om, at Rådets forordning (EØF) nr. 4055/86 af 22. december 1986 om anvendelse af princippet om fri udveksling af tjenesteydelser på søtransportområdet [35] har medført en fuldstændig liberalisering af søtransporten mellem medlemsstaterne med virkning fra 1. januar 1993.
In this context, it is important to point out that Council Regulation (EEC) No 4055/86 of 22 December 1986 applying the principle of freedom to provide services to maritime transport between Member States and between Member States and third countries [35] fully liberalised maritime transport between Member States as of 1 January 1993.
Som det tidligere er konstateret, består der en konkurrence med de øvrige rederier i en liberaliseret sektor og en konkurrence mellem transportformer, især med jernbanetransporten [36].
In the present case, as previously established, there is modal competition with the other maritime operators in a liberalised sector and also intermodal competition, especially with railway transport [36].
Kommissionen konkluderer, at rekapitaliseringen kan styrke virksomhedens position i forhold til konkurrenternes i samhandelen mellem EU's medlemsstater.
The Commission concludes from this that the recapitalisation is likely to strengthen the position of the company in relation to its competitors in trade between the Member States of the Union.
Foranstaltningen påvirker samhandelen mellem medlemsstaterne og risikerer at fordreje konkurrencen.
The measure therefore affects trade between Member States and is liable to cause distortions of competition.
Kommissionen finder i lyset af ovenstående, at den pågældende foranstaltning udgør statsstøtte i henhold til artikel 107, stk. 1, i TEUF.
In the light of the above, the Commission considers that the measure in question constitutes State aid within the meaning of Article 107(1) TFEU.
De to lån beskrevet i betragtning 27) til (33)
The loans described in recitals 28 to 33
Frankrig angiver, at de to lån, jf. betragtning 27) til 32), er givet på markedsbetingelser og dermed er i overensstemmelse med det markedsøkonomiske investorprincip, (jf. betragtning 115)).
France considers that the two loans described in recitals 28 to 33 are granted under market conditions and therefore respect the principle of the private market economy investor (see recital 116).
I den foreliggende sag har SNCF tidligere ydet støtte til SeaFrance, bl.a. i form af redningsstøtte, og forventer at give ny støtte, nemlig rekapitaliseringen.
In fact, in the present case, the SNCF has already granted aid to SeaFrance, notably rescue aid, and is planning to grant new aid, i.e. the recapitalisation.
Formålet med lånene er det samme som med de øvrige støtteforanstaltninger, nemlig at redde og omstrukturere SeaFrance.
The loans pursue the same purpose as the other aid measures, i.e. the rescue and restructuring of SeaFrance.
De vil blive givet på et tidspunkt, hvor SeaFrance er en kriseramt virksomhed, og samtidig med støtten til rekapitaliseringen.
They will be granted at a time when SeaFrance is a firm in difficulty and at the same time as the restructuring aid.
Dette er indlysende for lånet på 99,7 mio. EUR, der lige som rekapitaliseringen har til formål at gøre det muligt for SeaFrance at opfylde sit behov for driftskapital.
This is self-evident as regards the loan of EUR 99,7 million, which is intended – just like the recapitalisation – to enable SeaFrance to meet its current capital requirements.
Men det gælder også for lånet på [40-70] mio. EUR, der skal bruges til at refinansiere og tilbagekøbe leasingkontrakten vedrørende skibet Molière tidligere end planlagt.
However, it is also true of the loan of EUR [40-70] million, which serves to refinance and exercise the purchase option under the leasing contract for the vessel Molière earlier than provided for.
Finansieringen af produktionsmidlerne, her skibet, hænger tæt sammen med SeaFrances daglige aktivitet.
In fact, the financing of means of production, here the vessel, is closely linked to the day-to-day activities of SeaFrance.
Med refinansieringen og det førtidige tilbagekøb af leasingkontrakten vil SeaFrance mindske sine driftsomkostninger, hvilket er en del af omstruktureringen af virksomheden.
Through the refinancing and early purchase under the leasing contract, SeaFrance aims to reduce its operating costs, which comes under the restructuring of the company.
Lånet på [40-70] mio. EUR skal derfor opfattes som et led i omstruktureringen af SeaFrance.
Consequently, the loan of EUR [40-70] million also comes under the logic of restructuring SeaFrance.
I sin dom BP Chemicals præciserer Retten, at man i en sådan situation, for så vidt angår statsstøtteaspektet, ikke bør analysere lånene isoleret, men sammen med de øvrige foranstaltninger [37].
In its BP Chemicals judgment, the Court of First Instance clarified that in such a situation, it is appropriate to analyse the loans, from the point of view of State aid, not in isolation, but together with the other measures [37].