natgillin/translations-raw huggingface dataset:
declaring a concentration compatible with the common market and the functioning of the EEA Agreement
millega koondumine tunnistatakse ühisturu ja Euroopa Majanduspiirkonna lepinguga kokkusobivaks
(Case No COMP/M.3436 — Continental/Phoenix)
(juhtum nr COMP/M.3436 – Continental/Phoenix)
(notified under document number C(2004) 4219)
(teatavaks tehtud numbri K(2004) 4219 all)
On 26 October 2004 the Commission adopted a Decision in a merger case under Council Regulation (EEC) No 4064/89 of 21 December 1989 on the control of concentrations between undertakings(the Merger Regulation) and in particular Article 8(2) of that Regulation.
Vastavalt nõukogu 21. detsembri 1989. a määrusele (EMÜ) nr 4064/89 kontrolli kehtestamise kohta ettevõtjate koondumiste üle (ühinemismäärus), eelkõige selle artikli 8 lõike 2 alusel, võttis komisjon 26. oktoobril 2004 vastu otsuse ühinemist käsitlevas juhtumis.
A non-confidential version of the full Decision can be found in the authentic language of the case and in the working languages of the Commission on the website of the Directorate-General for Competition, at the following address: http://europa.eu.int/comm/competition/index_en.html.
Otsuse mittekonfidentsiaalne tekst on juhtumi autentses keeles ja komisjoni töökeeltes kättesaadav konkurentsi peadirektoraadi veebilehel: http://europa.eu.int/comm/competition/index_en.html.
I. THE TRANSACTION
I. TEHING
On 12 May 2004, the Commission received a notification of a proposed concentration by which the undertaking Continental AG acquires within the meaning of Article 3(1)(b) of the Merger Regulation control of the whole of the undertaking Phoenix AG by way of a public bid announced on 26 April 2004.
mail 2004 teatati komisjonile kavandatavast koondumisest, millega ettevõtja Continental AG omandab ühinemismääruse artikli 3 lõike 1 punkti b tähenduses 26. aprillil 2004 teatavaks tehtud avaliku ostupakkumise teel kontrolli kogu ettevõtja Phoenix AG üle.
Continental AG (‘Continental’) is a leading producer of tyres, brakes, suspension systems and other technical rubber products, mainly for automotive use.
Continental AG (edaspidi “Continental”) on juhtiv tootja peamiselt autodel kasutamiseks mõeldud rehvide, pidurite, vedrustussüsteemide ja muude tehniliste kummitoodete turul.
Phoenix AG (‘Phoenix’) is also specialised in the production of technical rubber products (e.g. suspension systems, anti-vibration systems, hoses and conveyor belts), but not active in the production of tyres.
Phoenix AG (edaspidi “Phoenix”) on samuti spetsialiseerunud tehniliste kummitoodete tootmisele (nt vedrustussüsteemid, vibratsioonivastased seadmed, voolikud ja konveierilindid), kuid ei tegele rehvide tootmisega.
Both companies are based in Germany.
Mõlemad ettevõtjad asuvad Saksamaal.
The operation
Toiming
Continental intends to acquire sole control within the meaning of Article 3(1)(b) of the Merger Regulation of the whole of Phoenix.
Continental kavatseb omandada kogu Phoenixi üle ainukontrolli ühinemismääruse artikli 3 lõike 1 punkti b tähenduses.
The transaction was notified to the Commission on 12 May 2004; on 28 June, Continental acquired 75,51 % of the shares in Phoenix by way of a public bid.
Tehingust teatati komisjonile 12. mail 2004; 28. juunil omandas Continental avaliku ostupakkumise teel 75,51 % Phoenixi aktsiatest.
The concentration leads to horizontal overlaps in a number of product markets in the field of technical rubber products.
Koondumisest tuleneb horisontaalne kattumine mitmel tehniliste kummitoodete valdkonna kaubaturul.
The Commission has identified potential competition problems on four markets:
Komisjon tuvastas võimalikud konkurentsiprobleemid neljal kaubaturul:
air springs for commercial vehicles;
kommertsveokite õhkvedrud;
air springs for passenger cars;
sõiduautode õhkvedrud;
air springs for rail vehicles;
rööbassõidukite õhkvedrud;
heavy steel cord conveyor belts.
rasked teraskiust valmistatud konveierilindid.
Air springs for commercial vehicles (OEM/OES)
Kommertsveokite õhkvedrud (OEM/OES)
Both parties are active in the production of air springs for commercial vehicles.
Mõlemad pooled tegelevad kommertsveokitele õhkvedrude tootmisega.
Air springs usually consist of a rubber bellow and a metal plate made of steel.
Õhkvedrud koosnevad tavaliselt kummilõõtsast ja terasest valmistatud metallplaadist.
They are used in commercial vehicles to reduce the vibrations between axle and chassis and to adapt the chassis to various loads.
Neid kasutatakse kommertsveokitel vibratsiooni vähendamiseks telje ja šassii vahel ning šassii kohandamiseks erinevatele koormustele.
Although Continental proposes to define a market encompassing all types of suspension systems for commercial vehicles (spiral steel springs, flat compound springs and air springs), the market investigation has confirmed the Commission's position that air springs constitute a distinct product market.
Kuigi Continental tegi ettepaneku määratleda turg kõiki kommertsveokite vedrustussüsteeme hõlmavana (terasest spiraalvedrud, pressvedrud ja õhkvedrud), kinnitas turu-uuring komisjoni seisukohta, et õhkvedrud moodustavad omaette kaubaturu.
The investigation also confirmed the distinction between air springs sold to vehicle manufacturers (OES/OEM) and air springs sold to the independent aftermarket (IAM).
Uuring kinnitas ka sõidukitootjatele müüdavate õhkvedrude (OES/OEM) ja sõltumatule järelturule müüdavate õhkvedrude (IAM) eristatavust.
A further delineation of smaller markets (e.g. for air springs for trucks/buses on the one hand and for trailers/axles on the other hand) has not been supported by the market investigation and would — in any event — not change the competitive assessment.
Veel väiksemate turgude (nt õhkvedrud veokitele ja bussidele ühelt poolt ning treileritele ja telgedele teiselt poolt) täpsemat piiritlemist turu-uuring ei toeta ning see ei muudaks niikuinii konkurentsile antavat hinnangut.
As to the geographic market, Continental argues that the geographic market for air springs for commercial vehicles is worldwide in scope.
Geograafilise turuga seoses väidab Continental, et kommertsveokite õhkvedrustuse geograafiline turg hõlmab kogu maailma.
However, the market investigation has demonstrated that market conditions for air springs for commercial vehicles in Europe differ significantly from other regions.
Turu-uuring näitas aga, et kommertsveokite õhkvedrustuse Euroopa turu tingimused on teistest piirkondadest oluliselt erinevad.
Due to different technical requirements (e.g. bigger trucks) and different customer preferences (European springs being technically more sophisticated), springs used in US trucks cannot be used in Europe and vice versa.
Erinevate tehniliste nõuete (nt suuremad veoautod) ja klientide teistsuguste eelistuste (Euroopa vedrud on keerukamad) tõttu ei saa USA veokitel kasutatavaid vedrusid kasutada Euroopas ja vastupidi.
As a result, there is no significant competitive impact from outside Europe on the European market.
Selle tulemusena ei avaldata Euroopa turule väljastpoolt Euroopat olulist konkurentsimõju.
Only one company (the US-firm Firestone) is currently importing air springs to Europe.
Praegu impordib õhkvedrusid Euroopasse ainult üks ettevõtja (USA ettevõtja Firestone).
These air springs are designed specifically for the European market.
Need õhkvedrud on loodud spetsiaalselt Euroopa turu jaoks.
They contain metal components which are bought in Europe, shipped to the USA, built into the air spring and then re-shipped to Europe.
Need sisaldavad metalldetaile, mis ostetakse Euroopast, tarnitakse USA-sse, paigaldatakse õhkvedrudesse ja tarnitakse Euroopasse tagasi.
Another cost-disadvantage is caused by tariffs and transport costs.
Nende maksumust tõstavad ka tollimaksud ja transpordikulud.
Although these imports accounted for approx. 12 % in 2003, imports are likely to decrease significantly in the near future, since Firestone is in the process of building a production plant in Poland, which will be ready for production in 2005.
Kuigi see import hõlmas 2003. aastal 12 % turust, on lähitulevikus tõenäoline impordi märkimisväärne vähenemine, sest Firestone ehitab Poolasse tootmisettevõtet, mis on valmis tootmist alustama 2005. aastal.
Therefore, the Commission is of the opinion that the relevant market for air springs for OEM/OES is Europe.
Seetõttu on komisjon arvamusel, et tootjatele müüdavate õhkvedrude (OEM/OES) asjaomane turg on Euroopa.
With regard to air springs sold by independent dealers in the after market (IAM), the question of the relevant geographic market can be left open since the market investigation has shown that no competition concern will occur in the IAM market.
Sõltumatule järelturule müüdavate õhkvedrude puhul võib asjaomase geograafilise turu küsimuse lahtiseks jätta, sest turu-uuring näitas, et sellel turul konkurentsiprobleeme ei teki.
Air springs for passenger cars
Sõiduautode õhkvedrud
Both, Continental and Phoenix/Vibracoustic, also produce air springs for passenger cars.
Nii Continental kui ka Phoenix/Vibracoustic toodavad samuti sõiduautode õhkvedrusid.
In passenger cars, air springs (bellow/plate unit) are part of a more sophisticated air spring system, consisting of an air spring and other components (e.g. air pressure system, control units, etc.).
Sõiduautode puhul on õhkvedrud (lõõtsast ja plaadist koosnev seade) osa keerukamast vedrustussüsteemist, mis koosneb õhkvedrust ja muudest detailidest (nt õhusurvesüsteem, juhtseadmed jne).
Continental's and Phoenix' activities overlap only in the field of air springs.
Continentali ja Phoenixi tegevus kattub ainult õhkvedrude tootmise puhul.
Air springs are currently a niche product, mainly used in luxury cars.
Õhkvedrud on praegu nišitoode, mida kasutatakse peamiselt luksusautodel.
The market investigation has confirmed that air springs for passenger cars have to be assessed separately from other spring types (e.g. steel springs).
Turu-uuring kinnitas, et sõiduautode õhkvedrusid tuleb vaadelda teist tüüpi vedrudest (nt terasvedrudest) eraldi.
It does not, though, seem appropriate to further distinguish between different customer segments in the market for car air springs (e.g. ‘limousines’, ‘SUVs’ and ‘light trucks’), as the production process and the customers are similar for all three segments.
Turu jaotamine väiksemateks osadeks (nt luksusautod, maastikuautod, väikeveokid) ei tundu aga vajalik, sest tootmisprotsess ja kliendid on neis sektorites samasugused.
Continental claims the market to be worldwide in scope.
Continental väidab, et turg hõlmab kogu maailma.
The market investigation has supported a European geographic market definition, though.
Turu-uuring toetab siiski geograafilise turu määratlemist Euroopana.
In fact, there is currently only one non-European supplier — Gates from the US — active in Europe.
Tegelikult tegutseb praegu Euroopas ainult üks Euroopa-väline pakkuja – USA ettevõtja Gates.
Imports accounted only for about [5-10 ] % in 2003.
Import moodustas 2003. aastal ainult [5-10] %.
Recently, Gates has opened a new production facility for air springs in Aachen/Germany in order to serve the European market from Europe.
Hiljuti avas Gates Saksamaal Aachenis uue õhkvedrude tehase, et teenindada Euroopa turgu Euroopast.
In fact, most customers are not inclined to buy imported air springs.
Enamik kliente ei kipu tegelikult imporditud õhkvedrusid ostma.
This is mainly because the development of passenger car air springs requires a close cooperation between customers, since air springs are technologically sensitive products.
Selle peamine põhjus on, et sõiduautode õhkvedrude väljatöötamine nõuab tihedat koostööd klientide vahel, sest õhkvedrud on tehnoloogiliselt tundlikud tooted.
What is more, the development of an entire air spring system involves also other component suppliers, who are regularly based in Europe.
Sellele lisandub asjaolu, et kogu õhkvedrustuse väljatöötamine hõlmab ka teiste detailide tarnijaid, kes asuvad Euroopas.
As a result, most car manufacturers prefer to source from the two European manufacturers (Phoenix/Vibracoustic or Conti).
Selle tulemusena eelistab enamik autotootjatest osta neid tooteid kahelt Euroopa valmistajalt (Phoenix/Vibracoustic või Conti).
Air springs for rail vehicles
Rööbassõidukite õhkvedrud
Both parties produce also suspension products for rail vehicles.
Mõlemad pooled toodavad vedrustust ka rööbassõidukitele.
Again, Continental proposes to define one product market for all kinds of different suspension and anti-vibration systems used in rail vehicles (e.g. steel springs, hydraulic systems, air springs, rubber-metal parts).
Jälle pakub Continental, et tuleks määratleda üks, kõiki erinevaid rööbassõidukitel kasutatavaid vedrustussüsteeme ja vibratsioonivastaseid (nt terasvedrud, hüdraulilised süsteemid, õhkvedrud, kummist ja metallist osad) seadmeid hõlmav kaubaturg.
Though, the market investigation has confirmed the Commission's view that secondary air spring systems (rubber bellow plus rubber-metal parts) form a distinct product market, separate from other primary or secondary suspension parts.
Turu-uuring kinnitas siiski komisjoni seisukohta, et teisesed õhkvedrustussüsteemid (kummilõõts ning kummist ja metallist osad) moodustavad omaette turu eraldi muudest esmase ja teisese vedrustuse osadest.
This is mainly because most customers buy the air spring separate from other suspension parts and the production know-how for air springs varies significantly from the know-how for other products.
Selle peamine põhjus on, et enamik kliente ostab õhkvedrud muudest vedrustuse osadest eraldi ning õhkvedrude tootmise oskusteave erineb oluliselt teiste toodete omast.
Unlike in the field of commercial vehicles, there is no IAM for rail suspension products.
Erinevalt kommertsveokite vedrudest ei ole rööbassõidukite vedrustuse osade puhul sõltumatut järelturgu.
The market investigation has rather supported a European geographic market definition, most European customers dealing with European manufacturers.
Turu-uuring toetas aga pigem geograafilise turu määratlemist Euroopana, sest enamik kliente teeb koostööd Euroopa tootjatega.
The geographic market definition, however, can be left open, since even on a European wide market the transaction would not lead to a dominant position of Continental and Phoenix.
Geograafilise turu võib aga määratlemata jätta, sest isegi üleeuroopalisel turul ei põhjusta koondumine Continentali ja Phoenixi turgu valitsevat seisundit.
Heavy steel cord conveyor belts
Rasked teraskiust valmistatud konveierilindid
Phoenix and Continental are also specialised in the production of conveyor belts.
Phoenix ja Continental on samuti spetsialiseerunud konveierilintide tootmisele.
Conveyor belts, made of rubber, textile or PVC, are designed for the transport of goods.
Kummist, tekstiilmaterjalist või polüvinüülkloriidist valmistatud konveierilindid on mõeldud toodete transportimiseks.
There are three main types of conveyor belts: light conveyor belts, heavy conveyor belts and specialty belts.
Konveierilindi peamisi tüüpe on kolm: kerged konveierilindid, rasked konveierilindid ja eriotstarbelised konveierilindid.
Heavy conveyor belts are used for the transport of heavy goods such as coal, ore, gravel or sand.
Raskeid konveierilinte kasutatakse raskete toodete nagu söe, maagi, kruusa või liiva vedamiseks.
Two main types of heavy conveyor belts can be distinguished, steel cord conveyor belts and textile conveyor belts.
Eristada saab kahte põhilist raskete konveierilintide tüüpi: teraskiust ja tekstiilist konveierilindid.
The parties are particularly strong in the field of steel cord conveyor belts.
Pooltel on eriti kindel positsioon teraskiust konveierilintide tootmises.
Continental argues that both types (textile and steel cord belts) belong to the same market for heavy conveyor belts.
Continental väidab, et mõlemad tüübid (terasest ja tekstiilist konveierilindid) kuuluvad samale raskete konveierilintide turule.
This market delineation, however, has not been confirmed by the outcome of the market investigation.
Turu sellist määratlust aga turu-uuringu tulemused ei kinnitanud.
From the supply side, textile belts and steel cord belts involve a significantly different production process, since steel cord belts are made of rubber and steel ropes whilst textile belts are woven of different layers of technical fibres.
Tootmise seisukohast vaadatuna erinevad tekstiilist ja teraskiust konveierilintide tootmisprotsessid oluliselt, sest teraskiust konveierilindid valmistatakse kummist ja terastrossidest, tekstiilist lindid aga kootakse mitmesuguste tehniliste kiudude kihtidest.
What is more, competitors and customers have explained that both types have their respective fields of application, due to their manifestly different product characteristics: While textile belts can be used for smaller applications (short distances, smaller loads), the transport of heavy loads over long distances (e.g. for open cast mining applications) requires imperatively steel cord conveyor belts.
Lisaks selgitasid konkurendid ja kliendid, et kummalgi tüübil on oma rakendusala, mis tuleneb nende ilmselt erinevatest omadustest – kui tekstiilist linte saab kasutada väiksemate rakenduste puhul (lühikesed vahemaad ja väiksemad koormused), siis suurte koormuste transportimine pikkade vahemaade taha (nt pealmaakaevandamisel) nõuab kindlasti teraskiust konveierilinte.
This is because textile belts are by far more elastic than steel rope belts and can, therefore, only surmount relatively short distances.
See tuleneb asjaolust, et tekstiilist lindid on palju elastsemad kui teraskiust lindid ning neid saab seetõttu kasutada suhteliselt lühikeste vahemaade puhul.
Although Continental rightly claims that for some applications both belt types can be used, the market investigation indicates that only 5-10 % of steel rope applications can be substituted by textile belts.
Kuigi Continental väidab põhjendatult, et mõnede rakenduste puhul saab kasutada mõlemat tüüpi linte, näitas turu-uuring, et vaid 5–10 % teraskiust konveierilintide rakenduste puhul on võimalik need asendada tekstiilist lintidega.
Accordingly, heavy steel cord conveyor belts do not seem to belong to the same market as heavy textile conveyor belts and should be assessed separately.
Seega ei näi, et teraskiust valmistatud konveierilindid kuuluksid samale turule kui rasked tekstiilist konveierilindid ning seetõttu tuleks neid hinnata eraldi.
According to Continental, the relevant geographic market for heavy conveyor belts is worldwide in scope.
Continentali väite kohaselt hõlmab asjaomane raskete konveierilintide turg kogu maailma.
However, the outcome of the market investigation militates clearly in favour of a European-wide market.
Turu-uuringu tulemused soosivad aga selgelt turu määratlemist Euroopana.
This is due to the fact that steel cord conveyor belts are in many cases tailor-made for a specific application.
Seda seetõttu, et teraskiust konveierilindid valmistatakse paljudel juhtudel just konkreetse rakenduse jaoks.
What is more, transport and logistic problems play an important role.
Lisaks mängivad siin olulist rolli transpordi- ja logistikaprobleemid.
As a result, non-European producers play only a minor role in the European steel cord conveyor belts market.
Sellest tulenevalt on Euroopa-väliste tootjate osa Euroopa teraskiust konveierilintide turul väike.
Therefore, the Commission has analysed the competitive situation on the basis of a European market.
Seetõttu analüüsis komisjon konkurentsiolukorda Euroopa turu alusel.
Continental and Phoenix would have a combined market share on this market of [55-65] %.
Continentali ja Phoenixi ühendatud turuosa sellel turul oleks [55–65] %.
The main competitors are CF Gomma [10-15] %, Firestone [10-15] % and Goodyear [5-10] % .
Peamised konkurendid on CF Gomma [10–15] %, Firestone [10–15] % ja Goodyear [5–10] %.
Such a high market share would already in its own be indicative of a dominant position of Continental.
Nii suur turuosa näitab juba iseenesest Continentali turgu valitsevat seisundit.
A dominant position is also likely with a view to the market structure: The combined entity's market share will be four times higher than the one of the closest competitor.
Turgu valitsev seisund on tõenäoline ka turu struktuuri vaadates – ühinejate ühine turuosa oleks neli korda suurem kui lähimal konkurendil.
Potential competition problems are not excluded by the mere fact that the merged entity's customers are, at least to a certain extent, big automotive companies.
Võimalikke konkurentsiprobleeme ei saa kõrvale jätta pelgalt asjaolu tõttu, et ühinejate kliendid on – vähemalt teataval määral – suured autotootjad.
Although it is true that some of the bigger truck producers have not raised series concerns about the merger, many smaller axle/trailer producers are afraid of a negative impact of the transaction on prices.
Kuigi vastab tõele, et mitmed suuremad veoautode tootjad ei ole ühinemise pärast tõsist muret avaldanud, kardavad paljud väiksemad telgede ja haagiste tootjad tehingu negatiivset mõju hindadele.
There are additional factors which underpin such competition concerns.
On muidki tegureid, mis konkurentsiprobleeme kinnitavad.
First, in case of a price rise of the merged entity, customers would not be able to switch easily significant volumes to competitors.
Esiteks ei suudaks kliendid, juhul kui ühinemisele järgneks hinnatõus, suunata olulisi koguseid konkurentidele valmistamiseks.
This is not only because any new supplier would have to undergo a qualification procedure with most customers.
See ei tulene ainult sellest, et iga uus tarnija peaks enamiku klientide puhul läbima kvalifitseerimismenetluse.
What is more, all competitors are capacity constraint.
Kõiki konkurente piirab ka tootmisvõimsus.
Both CF Gomma and Goodyear are utilising almost all their capacity.
Nii CF Gomma kui ka Goodyear kasutavad praegu peaaegu kogu oma tootmisvõimsust.
Firestone's new production plant in Poland will probably be filled by its current supply contracts.
Firestone'i uue Poola tehase tootmisvõimsus kasutatakse ilmselt ära olemasolevate tarnelepingute täitmiseks.
Second, the transaction would combine the two leading firms in the OEM/OES market.
Teiseks ühineksid tehinguga kaks juhtivat tootjat OEMi/OESi turul.
Indeed, the current market position of Phoenix does not seem to reflect its true potential.
Phoenixi praegune turupositsioon ei vasta arvatavasti tema tõelisele potentsiaalile.
Phoenix brought its OEM/OES business with trucks and buses into the joint venture with Freudenberg, Vibracoustic.
Phoenix koondas oma busside ja veoautode tootjatele müüdavate vedrudega tegeleva majandusüksuse koostöös Freudenbergiga loodud ühisettevõttesse Vibracoustic.
However, the joint venture focused its marketing efforts on air springs for passenger cars and achieved a rather minor position in the market for trucks and buses.
Ühisettevõtte turundustöö keskendus aga põhiliselt sõiduautode vedrude müügile ning see saavutas veoautode ja busside vedrude puhul üsna väikese turuosa.
Phoenix is contractually bound to refrain from participating in requests for quotations by truck and bus manufacturers.
Phoenixil on lepingu järgi keelatud osaleda busside ja veoautode tootjate korraldatud võistupakkumistel.
However, Phoenix managed to negotiate a suspension of the penalty clause and was able to participate in two recent competitions.
Phoenixil õnnestus siiski saavutada selle sanktsiooni peatamine ning osaleda kahel hiljuti toimunud konkursil.
In both of these two competitions it ended up as runner up behind Continental.
Mõlemal korral lõpetati Continentali järel teisena.
Customers rank Phoenix close to Contitech when it comes to technical skills and even better in terms of pricing.
Kliendid peavad Phoenixit tehniliste oskuste poolest Contitechi järel paremuselt teiseks ning hinna suhtes isegi paremaks.
Third, contrary to what Continental claimed, the market investigation has shown that patents are used to prevent competitors from stepping in as a second supplier in an ongoing delivery contract.
Kolmandaks näitas turu-uuring, et patente kasutatakse vastupidi Continentali väidetele selleks, et takistada konkurente kehtivate tarnelepingute puhul teise tarnijana konkureerimast.