natgillin/translations-raw huggingface dataset:
In 2000 Sernam had 7% of the groupage and parcel dispatch markets (for specific parameters (parcels)), Geodis had 12% and La Poste 25%.
Leta 2000 je Sernam obvladoval 7 % trga zbirnega pošiljanja in pošiljanja paketov (po posebnih parametrih (paketi)), Geodis je imel od tega 12 % in La Poste 25 %.
In terms of market shares of the French groupage market, La Poste held 28.1%, Geodis 15.3%, Deutsche Post 8.7%, TNT 7.9%, Mory 6.4%, Sernam 5.2%, followed by 13 other major companies which held between 4 and 0.8% of the market.
V okviru tržnih deležev znotraj francoskega trga zbirnega pošiljanja, La Poste obvladuje 28,1 %, Geodis 15,3 %, Deutsche Post 8,7 %, TNT 7,9 %, Mory 6,4 %, Sernam 5,2 %, tem pa sledi trinajst drugih pomembnih podjetij, ki obvladujejo med 4 in 0, 8 % trga.
In terms of the number of sites in France (by groupage, standardised parcels and express), the expert lists Geodis/Calberson with 204 sites, TNT with 120, La Poste TAT and Geopost DPD with 85, Sernam with 57, Groupe Joyeau (now part of Schenker) with 53 and DPWN with 20 sites.
Glede števila lokacij v Franciji (za zbirno pošiljanje, standardizirane in hitre pakete) strokovnjak navaja Geodis/Calberson z 204 lokacij, TNT s 120 lokacijami, La Poste TAT in Geopost DPD s 85 lokacijami, Sernam s 57 lokacijami, le Groupe Joyeau (ki je trenutno del Schenker) s 53 lokacijami in DPWN z 20 lokacijami.
According to the expert, Sernam operates mainly in the following segments:
Po mnenju strokovnjaka deluje Sernam zlasti:
the groupage/express mail segment in France (consisting of sorting (groupage) and the carriage by road and rail of parcels or batches of several tonnes normally within less than 24 hours);
na področju zbirnega pošiljanja/hitre pošte v Franciji (ki sestoji iz razvrščanja (zbirnega pošiljanja), cestnega in železniškega prevoza paketov ter celo iz večtonskih sklopov, običajno v manj kot štiriindvajsetih urah),
the groupage/traditional mail segment in France (consisting of sorting (groupage) and the carriage by road and rail of parcels or batches of several tonnes normally between 24 and 48 hours);
na področju zbirnega pošiljanja/tradicionalne pošte v Franciji (ki sestoji iz razvrščanja (zbirnega pošiljanja), cestnega in železniškega prevoza paketov ter celo iz večtonskih sklopov, običajno v času med štiriindvajsetimi in oseminštiridesetimi urami),
to a lesser extent in the following segments: freight, logistics, order picking, assembly and international mail services.
v manjši meri na področju najema prevoznega sredstva, logistike ter priprave naročil in zbiranja kot tudi mednarodne pošte.
Express groupage/mail: According to the expert, the market for express parcel delivery, normally within 24 hours, has shown strong growth in Europe and in particular in France over the past 20 years but the rapid entry of transport companies in this sector has led to a drop in prices.
Zbirno pošiljanje/„hitra“ pošta: po mnenju strokovnjaka je v zadnjih dvajsetih letih trg hitrih dostav paketov, običajno v manj kot štirindvajsetih urah, v Evropi doživel velik razvoj in še posebej v Franciji, vendar je hiter vstop prevozniških podjetij na to področje povzročil padec cen.
In France, however, a distinction should be made between international express, which has expanded tremendously during the past 15 years, and national express, which has shown more modest growth.
V Franciji gre kljub temu za razlikovanje med mednarodnim trgom hitrih pošiljk, ki je v zadnjih petnajstih letih doživel izreden razvoj, in nacionalnim trgom hitrih pošiljk, katerega rast je bila precej manj izrazita.
National express services are nevertheless expected to show some growth in the future, in particular as a result of the general economic recovery expected in France.
V prihodnosti je kljub temu pričakovati določen napredek nacionalnega trga hitrih pošiljk, kar je zlasti vezano na splošno gospodarsko poživitev, ki se pričakuje v Franciji.
According to the expert, the growth of the national express market will basically depend on the growth of electronic commerce.
Strokovnjak navaja, da bo razvoj nacionalnega trga hitrih pošiljk odvisen predvsem od rasti elektronskega trgovanja.
The expert further points out that 74% of the leading French companies already make regular use of express mail services.
Strokovnjak po drugi strani sklepa, da 74 % najpomembnejših francoskih podjetij že redno uporablja storitve panoge hitre pošte.
Traditional groupage/mail: Traditional groupage/mail consists of the carriage, normally by road but also by rail, and usually through intermediary grouping/breakdown of shipments, of parcels of less than 3 tonnes between two destinations, normally within 24 to 48 hours.
Zbirno pošiljanje/„tradicionalna“ pošta: zbirno pošiljanje/tradicionalna pošta sestoji iz prevoza, običajno po cesti pa tudi po železnici, ter običajno, s pomočjo zbirnega pošiljanja/vmesnega razdeljevanja, iz paketov, lažjih od treh ton, med dvema namembnima krajema in v običajnem roku štiriindvajset do oseminštirideset ur.
With regard to these market segments in France, the expert notes that:
Za področja teh trgov v Franciji strokovnjak navaja, da:
The groupage market segment is stagnating, although it is expected that the market will show some growth.
je področje trga za zbirno pošiljanje v zastoju, čeprav je pričakovati določen razvoj trga,
The traditional parcel transport segment (specific parameters (parcels)) will continue to shrink with the general decline of mail volumes which are being replaced by electronic mail.
bo področje za tradicionalni prevoz paketov (po posebnih parametrih (paketi)) nadalje propadal na enak način kot obseg pošte, ki se na splošno zmanjšuje zaradi njene nadomestitve z elektronsko pošto.
In this regard, the expert concludes that the traditional groupage/mail market is basically stagnating even though some market growth is expected, and that the carriage of parcels (specific parameters) is in decline because of the rise in electronic mail.
Strokovnjak glede tega sklepa, da je trg zbirnega pošiljanja/pošte v bistvu v zastoju, čeprav je pričakovati določen razvoj trga, ter da je prevoz paketov (po specifičnih parametrih) v upadu zaradi porasta elektronske pošte.
As indicated above, groupage constitutes a market by itself, although it is related to the goods transport market.
Kot je navedeno zgoraj, zbirno pošiljanje predstavlja samostojni trg kljub temu, da je podobno trgu prevoza blaga.
Groupage operations are characterised by the sorting of goods and by their size (from a parcel to batches of several tonnes) as well as by the fact that it involves carrying these parcels from various shippers to several recipients.
Dejanske je za dejavnosti zbirnega pošiljanja značilno tako sortiranje blaga kot njihov obseg (od paketa do večtonskih sklopov), pa tudi dejstvo, da zagotavljajo prevoz teh paketov, ki izhajajo od različnih špediterjev in so naslovljeni na različne prejemnike.
The two aspects of groupage are therefore sorting and carrying goods of a particular size.
Dva vidika zbirnega pošiljanja sta torej na eni strani razvrščanje in na drugi strani prevoz blaga določene velikosti.
While sorting enables optimisation of the use of modes of transport, the efficient carriage of goods nevertheless remains the main objective of the whole operation.
Čeprav razvrščanje omogoča optimalno uporabo načinov prevoza, ostaja učinkovit prevoz blaga kljub temu poglavitni cilj vsake dejavnosti.
Since giving up its traditional railway transport operations, Sernam has basically made use of grouped goods transport by road (by lorry) while at the same time working out an innovative concept, known as ‘Train Bloc Express’ or ‘TBE’, which will be explained below in the comments from France.
Po opustitvi svojih tradicionalnih načinov železniškega prevoza Sernam zagotavlja svoje prevoze blaga, zbranega predvsem po cestni poti, s tovornjaki, kljub temu, da je razvil inovativen koncept „Train Bloc Express“„TBE“, ki bo podrobneje obrazložen v pripombah Francije.
It is appropriate, therefore, to examine the capacity of the road transport market and the rail transport market.
Koristno je torej preučiti zmogljivost trgov cestnega in železniškega prevoza.
Road transport in Europe: The expert indicates that for Europe as a whole road transport – which is a key element of groupage/mail/parcel services – is an industry that newcomers find easy to join and which therefore suffers from permanent structural overcapacity, [14] as borne out by the fact that over the past five to seven years there has been a fall in prices.
Cestni prevoz v Evropi: strokovnjak navaja, da je cestni prevoz – ki je ključni element storitev zbirnega pošiljanja/pošte/prevozov standardiziranih paketov – v vsej Evropi panoga z nizkimi vstopnimi ovirami in zato trpi trajne strukturne presežne zmogljivosti [14], kar je bilo potrjeno v zadnjih petih do šestih letih, ko so cene padle.
The expert states that in any case the relevant French market is in general characterised by fierce competition and that there is a strong trend towards concentrations between companies.
Strokovnjak navaja, da je za ustrezni francoski trg v vsakem primeru na splošno značilna neusmiljena konkurenca ter da obstaja močno nagnjenje k združevanju podjetij.
Rail transport: Three sub-groups are identified:
„Železniški prevoz“: ugotovljene so tri podskupine:
The expert does not expect growth in groupage and mail carried by conventional railway services.
Strokovnjak ne pričakuje rasti na področju zbirnega pošiljanja in pošte, prevažane po tradicionalni železniški poti.
Competition is intense and there is a trend for companies on the markets to - concentrate.
Konkurenca je huda in obstaja določeno nagnjenje k združevanju podjetij na trgih.
Moreover, Sernam's possibilities of using trains to transport parcels are reduced as the SNCF is limiting the number of stations it serves.
Poleg tega so možnosti Sernama za uporabo vlaka za prevoz paketov zmanjšane, ker SNCF ravnokar znižuje število postaj.
This applies to the carriage of freight by conventional trains and that carried by high-speed trains (‘TGV’) n France.
To velja tako za prevoz s tradicionalnimi vlaki kot tudi za prevoz v tovornih prostorih hitrih vlakov „TGV“ v Franciji.
According to the expert, TBE as developed by Sernam has a certain potential for growth although it is not very substantial for the railway mail market in France as a whole because it is currently only a small part of the market. Express rail courier services as operated through TBE have the disadvantage that there are at least two stops necessary for unloading.
Po mnenju strokovnjaka ima TBE, kot ga je razvil Sernam, določeno možnost za rast, ki ob upoštevanju njegovega trenutno majhnega tržnega deleža kljub temu nima velikeg vpliva na celoten trg železniške pošte v Franciji.
The Commission's expert has referred in particular to a study compiled by Mercer Management Consulting: Mercer on Travel and Transport, Volume X, Number 1, Fall 2003/Winter 2004, which notes that the current competitive positioning of freight railways is frustrating but by no means hopeless.
Strokovnjak Komisije se sklicuje predvsem na študijo „Mercer Management Consulting“: Mercer on Travel and Transport, Zvezek X, št. 1, Jesen 2003/Zima 2004, v kateri je navedeno, da je konkurenčni položaj železniškega tovora oslabljen vendar ne brezupen.
Railways offer advantages that ought to be exploited but this calls for a partial rethinking of the concept of railway freight transport.
Železnica ponuja prednosti, ki se lahko izkoristijo, vendar to zahteva ponovno delno obravnavo koncepta železniškega prevoza tovora.
According to these experts, the railway networks, with their high cost, can best be exploited through the use of differentiated products and pricing, together with sophisticated yield management.
Po mnenju teh strokovnjakov bi lahko bila železniška omrežja s svojimi višjimi stroški najbolje izkoriščena s pomočjo uporabe različnih izdelkov in cen ter z istočasnim upravljanjem dohodkov (yield management).
But for such a system to work, the sales culture must be changed, with value-based pricing taking the place of prices negotiated in accordance with bargaining power.
Kljub temu je potrebno prilagoditi način prodaje, da bi nadomestili določanje cen glede na pogajalske zmožnosti kogarkoli z določanjem cen v skladu z vrednostjo prevoza (value based pricing).
To this end, Mercer believes that a railway transport company should ensure that its products are standardised, value priced, and easy for customers to understand.
Za to Mercer ocenjuje, da bi podjetje za železniški prevoz moralo standardizirati svoje izdelke in prevozne storitve z določanjem cen v skladu z vrednostjo izdelka/ponujene storitve, da bi jih stranka lažje sprejela.
According to Mercer, the measures to be taken should cover the following:
Po mnenju Mercerja bi šlo za:
product modules should be introduced (e.g. according to booking time, price or reliability of the transport product on offer);
vzpostavitev modulov izdelkov (na primer glede na čas, ceno ali zanesljivost izdelka ponujenega prevoza);
next, core products should be defined (e.g. standard or express transport time, and a low-cost product); and
nato opredelitev vrst ključnih izdelkov za ponudbo (na primer za prevoz s standardnim trajanjem ali hiter prevoz in celo „poceni“ prevoz); ter
customised transport solutions should be introduced for these different types of products.
izbiro standardiziranih rešitev prevoza za te različne vrste izdelkov.
In the light of these expert opinions, the conclusion must be that courier services by normal trains is beset by overcapacity and has no future, courier services by classic high-speed trains are limited and courier services by TBE have some growth potential within the French national market although this segment is not particularly developed at present.
Vpričo teh strokovnih mnenj je treba skleniti, da ima pošiljanje z običajnimi vlaki presežne zmogljivosti in nima prihodnosti, da je klasično pošiljanje preko vlakov TGV omejeno, in da pošiljanje preko TBE predstavlja določene možnosti rasti znotraj nacionalnega francoskega trga, vendar pa to področje trenutno ni zelo razvito.
SNCF - Background
SNCF – pregled
SNCF, set up as a société anonyme in 1938, became a commercial industrial public corporation (hereinafter referred to as ‘EPIC’) [16] with effect from 1 January 1983.
Potem, ko je bil SNCF leta 1938 ustanovljen kot delniška družba, je s 1. januarjem 1983 postal javno industrijsko trgovsko podjetje (v nadaljevanju „JITP“) [16].
Since the change made by the Act of 13 February 1997 setting up the public corporation Réseau Ferré de France (hereinafter referred to as ‘RFF’), SNCF (EPIC) has had the following objectives: [17]
Po spremembi, ki jo je prinesel zakon z dne 13. januarja 1997 o ustanovitvi javnega podjetja „Železniško omrežje Francije“ (v nadaljevanju „ŽOF“), je cilj [17] SNCF (JITP):
operating rail transport services on the national railway network in accordance with public service principles and
izkoriščati storitve železniškega prevoza na nacionalnem železniškem omrežju po načelih javne službe in
discharging infrastructure management tasks in accordance with the same principles through a mandate assigned to it by RFF on the basis of a formal agreement.
po istih načelih zagotoviti naloge upravljanja infrastrukture s pooblastilom, ki mu ga je zaupal ŽOF v obliki konvencije.
Information taken over from SNCF's Internet site: http://www.sncf.com
Informacija, povzeta s spletne strani SNCF: http://www.sncf.com.
Moreover, as regards the development of groupage and express mail carried by rail (TBE concept), the French authorities note that ‘Sernam does not have a monopoly of TBE as any operator may ask Fret SNCF for an equivalent service.
Kar zadeva razvoj zbirnega pošiljanja in hitre pošte, pravažane po železnici (koncept razvoja TBE), francoski organi poleg tega navajajo, da „SERNAM nima monopola nad TBE, v kolikor lahko vsak operater zahteva enakovredno storitev pri Fret SNCF.
To date, however, none of Sernam’s competitors has explicitly asked Fret SNCF for such a service.
Kljub temu ni do sedaj noben konkurent Sernama izrazil izrecne zahteve pri Fret SNCF.
Fret SNCF confirms that it is prepared to supply an equivalent service, on the same conditions, to any operator asking for it.
Fret SNCF poleg tega potrjuje, da je pripravljen v enakih razmerah priskrbeti enakovredno storitev vsakemu operaterju, ki bi jo zahteval.
Sernam has responded positively to requests for technical cooperation on TBE made by an operator who wished to evaluate its relevance and efficiency.’
SERNAM je s svoje strani odgovoril v prid zahtevam operaterja za tehnično sodelovanje s TBE, ki je s tem želel izmeriti primernost in učinkovitost.“
Commission Decision of 23 May 2001‘Sernam 1’ - Background
Odločba Komisije z dne 23. maja 2001„Sernam“ – pregled
By letter of 23 May 2001 (No D/288742, dossier No NN 122/00 (ex N 140/00) – France), the Commission informed France of its decision that the logistical cooperation since 1 February 2000 (lease of sites and wagons) between SNCF and SCS Sernam does not constitute State aid whereas the measures for commercial assistance to and turnaround of SCS Sernam, taken by SNCF and to be implemented between the beginning of 2001 and the end of 2004, constitute State aid compatible with the EC Treaty.
V pismu z dne 23. maja 2001 (št. D/288742, spis št. NN 122/00 (prej N 140/00) – Francija)) je Komisija Francijo obvestila o svoji odločbi, po kateri logistično sodelovanje po 1. februarju 2000 (najem območij in vagonov) med SNCF in SCS Sernamom ne predstavlja državne pomoči, medtem ko ukrepi trgovske pomoči in obnova SCS Sernama, ki jih je vzpostavil SNCF in pred njihovo izvedbo med začetkom leta 2001 in koncem 2004, predstavljajo državno pomoč, združljivo s Pogodbo ES.
The Commission has authorised a total amount of aid of €503 million, [19] of which €448 million restructuring aid and €55 million for baggage, press and supplies contracts between SNCF and Sernam.
Komisija je odobrila celotni znesek pomoči v vrednosti 503 mio EUR [19], od katerih je 448 mio EUR pomoči za prestrukturiranje in 55 mio EUR v okviru pogodb o prtljagi, tisku in dobavi med SNCF in Sernamom.
This authorisation was based on a number of basic conditions which formed part of the dossier examined.
Ta odobritev je temeljila na določenem številu osnovnih pogojev, ki so del zadeve v preiskavi.
This aid was authorised on the basic condition that Sernam would be privatised.
Ta pomoč je bila odobrena predvsem pod osnovnim pogojem privatizacije Sernama.
60% of Sernam's capital was to be taken over by Geodis, [20] a transport and logistics company under general law quoted on the second market of the Paris Stock Exchange.
Dejansko je morala družba Geodis [20], občepravna družba za prevoz in logistiko, ki kotira na drugem trgu Pariške borze, prevzeti Sernam v vrednosti 60 % njegovega kapitala.
56.6% of its capital belongs to private investors (the two major shareholders are the Société Générale, through the Salvépar group, which holds 26.6% of its capital and 29.7% of voting rights, and AGF-VIE with 8.4% of the capital and 9.5% of voting rights).
56,6 % njegovega kapitala pripada zasebnim vlagateljem (dva najpomembnejša delničarja sta Société Générale preko skupine Salvépar, ki ima v lasti 26,6 % kapitala in 29,7 % volilnih pravic, ter AGF-VIE, ki ima v lasti 8,4 % kapitala in 9,5 % volilnih pravic).
43.3% of the capital and 48.6% of voting rights belong to SNCF.
43,3 % kapitala in 48,6 % volilnih pravic pripada SNCF.
In this way, Geodis should have become entirely liable for SCS Sernam's debts without limitation [21] and covered the additional costs of Sernam's restructuring up to €67 million. In turn, Sernam undertook to reduce the number of its operating sites from 107 to 72 over the period from 1999 to 2004, reduce its turnover by 18%, reduce its staff and implement restructuring with the abovementioned budget and within the prescribed timeframe, i.e. before the beginning of 2004.
Geodis bi tako moral postati popolnoma in neomejeno odgovoren [21] za dolgove SCS Sernama in pokrivati dodatne stroške prestrukturiranja Sernama v vrednosti 67 mio EUR. Sernam se je po svoji strani zavzemal za zniževanje števila svojih obratovalnih lokacij iz 107 na 72 v obdobju od leta 1999 do 2004, zniževanje svojega prometa za 18 %, zmanjševanje svojega osebja in izvrševanje prestrukturiranja z zgoraj omenjenim proračunom ter v dodeljenem času, to je pred začetkom leta 2004.
Initiation of the procedure - Background
Začetek postopka – pregled
Following the first annual report and following the abovementioned complaint, the Commission noted that part of the aid had been paid even though particular basic elements of the Sernam 1 decision had not been complied with.
Zaradi prvega letnega poročila in zgoraj omenjene pritožbe je Komisija ugotovila, da je bilo vplačilo enega dela pomoči izvedeno kljub temu, da se določeno število osnovnih elementov odločbe Sernam 1 ni upoštevalo.
In this regard, the Commission found that there had been misuse of aid and expressed doubt especially on the following points:
V tem smislu je Komisija ugotovila prekomerno uporabo pomoči in izrazila dvome, zlasti glede naslednjih točk:
the change in the status of SCS Sernam into a public limited company (société anonyme), thus reducing Geodis' liability for Sernam's debts to its own capital contribution;
sprememba statusa SCS Sernam v delniško družbo skupaj z namenom omejitve njegovega prispevka v odgovornosti Geodisa za dolgove Sernama,
the reduction of Geodis’s shareholding to 15% of Sernam's shares which, although itself in difficulties, was initially due to take over 60% of the shares;
zmanjšanje deleža v lastniškem kapitalu na 15-odstotni delež Sernama s strani Geodisa (ki je bil prav tako v težavah) in ki je sprva moral prevzeti 60-odstotni delež,
the additional takeover of 15% of Sernam's shares by another company, Compagnie générale d’investissement et de participation (COGIP).
prevzem dodatnega 15-odstotnega deleža Sernama s strani drugega podjetja, Compagnie générale d’investissement et de participation „COGIP“.
COGIP is 34% owned by Geodiset and 66% by Sofivir; [22]
COGIP je v 34 % lasti Geodisa in v 66 % lasti Sofivirja [22],
the extension by one year of the period of restructuring;
enoletno podaljšanje trajanja prestrukturiranja,
the increase of public capital injection by €41 million, corresponding to a net increase in financial requirements for restructuring Sernam due to the delay of the initial plan; [23]
povečanje priliva javnih sredstev za 41 mio EUR, kar ustreza čistemu povečanju finančnih potreb za prestrukturiranje Sernama, ki so posledica zamude prvotnega načrta [23],
the presumed absence of the €67 million private capital injection planned by Geodis which was intended to reduce the intensity of the aid proportionally;
predvidena odsotnost zasebnega priliva sredstev s strani Geodisa v vrednosti 67 mio EUR, zasebni doprinos, ki je moral biti zmanjšan sorazmerno z intenzivnostjo pomoči,
the lack of adequate counter-measures to offset the modification of the initial restructuring plan;
odsotnost zadostnih nadomestil, doprinesenih k spremembi prvotnega načrta prestrukturiranja,
the return of Sernam to viability within a reasonable period;
vrnitev k sposobnosti preživetja SERNAM v realnem roku,
the prevention of undue distortion of competition;
preprečevanje neprimernega izkrivljanja konkurence,
compliance with the ‘one time, last time’ principle;
upoštevanje načela enotne pomoči, in
aid limited to the minimum necessary;
omejitev pomoči na strogi nujno potrebni minimum,
implementation of the restructuring aid in conformity with the Sernam 1 decision;
uporaba pomoči za prestrukturiranje v skladu z odločbo Sernam 1,
compatibility with the Treaty of all aid qualified or requalified as new aid and/or misuse of aid.
združljivost s pogodbo vseh kvalificiranih pomoči ali ponovno kvalificiranih z novostmi in/ali neprimerno vplačanih pomoči,
Because of these doubts, it is necessary to undertake a new analysis of Sernam's restructuring plan.
Zaradi teh dvomom je potrebna nova analiza načrta za prestrukturiranje Sernama.