natgillin/translations-raw huggingface dataset:
On 18 August 2006 the Commission adopted a Decision in a merger case under Council Regulation (EC) No 139/2004 of 20 January 2004 on the control of concentrations between undertakings (the EC Merger Regulation) [1], and in particular Article 8(2) of that Regulation.
Komisija je 18. avgusta 2006 na podlagi Uredbe Sveta (ES) št. 139/2004 z dne 20. januarja 2004 o nadzoru koncentracij podjetij (Uredba ES o združitvah) [1] in zlasti člena 8(2) Uredbe sprejela odločbo glede združitve.
A non-confidential version of the full Decision can be found in the authentic language of the case on the website of the Directorate-General for Competition, at the following address: http://ec.europa.eu/comm/competiton/index_en.htmlI.
Različica celotne odločbe, ki ni zaupna, je na voljo v verodostojnem jeziku zadeve na spletni strani Generalnega direktorata za konkurenco, na naslednjem naslovu: http://ec.europa.eu/comm/competiton/index_en.htmlI.
Sea-Invest NV (Sea-Invest) is a privately owned company providing terminal services in a number of ports in Belgium, France, Germany and South Africa.
Sea-Invest N.V. („Sea-Invest“) je podjetje v zasebni lasti, ki opravlja terminalske storitve v številnih pristaniščih v Belgiji, Franciji, Nemčiji in Južni Afriki.
Its core business is the handling of dry bulk and other non-containerised cargo.
Njegova osnovna dejavnost je tovorjenje suhega razsutega tovora in drugega tovora, ki ni v kontejnerjih.
Sea-Invest controls among others the following terminals handling coal, iron ore and other dry bulk: ABT in Antwerp, GCT and CBM in Ghent and Sea-Bulk in Dunkirk.
Podjetje Sea-Invest med drugim nadzira naslednje terminale za tovorjenje premoga, železove rude in drugega suhega razsutega tovora: ABT v Antwerpnu, GCT in CBM v Gentu ter Sea-Bulk v pristanišču Dunkerque.
Europees Massagoed-Overslagbedrijf BV and Erts- en Kolen Overslagbedrijf BV (EMO-EKOM) provides terminal services for coal and iron ore in Rotterdam.
Podjetji Europees Massagoed-Overslagbedrijf B.V. in Erts- en Kolen Overslagbedrijf B.V. (v nadaljevanju skupaj poimenovani „podjetje EMO-EKOM“) opravljata terminalske storitve za premog in železovo rudo v Rotterdamu.
EMO is operating the terminal while EKOM owns the facilities.
Podjetje EMO upravlja terminal, podjetje EKOM pa je lastnik obratov.
The existing shareholders in EMO-EKOM are ThyssenKrupp Veerhaven BV (TKV), RAG Logistic GmbH (RAG), HES Beheer NV (HES) and Manufrance BV (Manufrance).
Trenutni delničarji podjetja EMO-EKOM so podjetja ThyssenKrupp Veerhaven B.V. („TKV“), RAG Logistic GmbH („RAG“), H.E.S. Beheer N.V („HES“) in Manufrance B.V. („Manufrance“).
TKV is the seaport forwarder for ThyssenKrupp Steel for the ports of Amsterdam, Rotterdam and Antwerp.
Podjetje TKV je pristaniški špediter podjetja ThyssenKrupp Steel za pristanišča Amsterdam, Rotterdam in Antwerpen.
It operates push boat and barge services via the river Rhine to the group’s blast furnaces in Duisburg.
Opravlja storitve upravljanja vlačilcev in tovornih čolnov po Renu do plavžev skupine v Duisburgu.
TKV also operates a coal and iron ore terminal in the port of Rotterdam, entirely dedicated to the ThyssenKrupp group.
Podjetje TKV upravlja tudi terminal za premog in železovo rudo v pristanišču v Rotterdamu, ki je v celoti namenjen skupini ThyssenKrupp.
HES holds, apart from its shareholding in EMO-EKOM, stakes in other companies which handle dry bulk in the ports of Rotterdam, Amsterdam and Zeeland.
Podjetje HES ima poleg delnic v podjetju EMO-EKOM delnice tudi v drugih podjetjih, katerih dejavnost je tovorjenje suhega razsutega tovora v pristaniščih Rotterdam, Amsterdam in Zeeland.
Its subsidiary EBS handles coal, iron ore and other dry bulk in Rotterdam.
Dejavnost njegovega hčerinskega podjetja EBS je tovorjenje premoga, železove rude in drugega suhega razsutega tovora.
It has also joint control in the RBT terminal for iron ore, coal and other dry bulk in Rotterdam and the OBA terminal handling coal and other dry bulk in Amsterdam.
Ima tudi skupni nadzor v terminalu RBT za železovo rudo, premog in drugi razsuti tovor v Rotterdamu ter v terminalu OBA za premog in drugi suhi razsuti tovor v Amsterdamu.
Further, it holds a non-controlling stake in the OVET terminal handling coal, iron ore and other dry bulk in Zeeland.
Poleg tega je lastnik nekontrolnega deleža v terminalu OVET za premog, železovo rudo in drugi suhi razsuti tovor v pristanišču Zeeland.
Manufrance holds, apart from its shareholding in EMO-EKOM, controlling interests in OVET and OBA.
Manufrance ima poleg delnic v podjetju EMO-EKOM tudi nadzorne deleže v terminalih OVET in OBA.
It is a subsidiary of ATIC Services, a joint venture between the Total, EDF and Arcelor groups (however, none of these shareholders are controlling ATIC Services).
Je hčerinsko podjetje podjetja ATIC Services, ki je skupno podjetje v lasti skupin Total, EDF in Arcelor (vendar pa nobeden od teh delničarjev nima nadzora nad podjetjem ATIC Services).
ATIC Services holds interests in companies offering services related to coal trading, inland-waterways logistics, maritime transportation and quality control of coal and iron ore cargoes.
Podjetje ATIC Services ima deleže v podjetjih, ki opravljajo storitve, povezane s trgovino s premogom, logistiko celinskih vodnih poti, pomorskim prevozom in nadzorom kakovosti tovorov premoga in železove rude.
Pursuant to the proposed transaction, Sea-Invest acquires joint control of EMO-EKOM by means of a purchase of shares in a pure holding company SNV from the current shareholder RAG.
Na podlagi predlagane transakcije podjetje Sea-Invest z odkupom delnic v popolnoma holdinškem podjetju SNV od trenutnega delničarja, podjetja RAG, pridobi skupni nadzor nad podjetjem EMO-EKOM.
After the transaction, EMO-EKOM will be jointly controlled by Sea-Invest, TKV, HES and Manufrance.
Po transakciji bodo podjetja Sea-Invest, TKV, HES in Manufrance imela skupni nadzor nad podjetjem EMO-EKOM.
The Commission’s market investigation has revealed that that the proposed concentration will not give raise to any competition concerns as a result of which effective competition would be significantly impeded in the Common Market or in a substantial part of it.
Tržna raziskava, ki jo je izvedla Komisija, je pokazala, da predlagana koncentracija ne bo povzročila pomislekov glede konkurence, ki bi bistveno ovirali učinkovito konkurenco na skupnem trgu ali znatnem delu tega trga.
THE RELEVANT PRODUCT MARKETS
UPOŠTEVANI PROIZVODNI TRGI
The Commission has in the past suggested that the market for terminal services (cargo handling and storage in ports) could be subdivided according to the three main types of cargo: (i) parcel goods (in particular containers), (ii) dry bulk goods and (iii) liquid bulk goods.
Komisija je v preteklosti predlagala, da se trg za terminalske storitve (tovorjenje tovora in skladiščenje v pristaniščih) nadalje razdeli glede na tri glavne vrste tovora: (i) kosovno blago (zlasti kontejnerji), (ii) suhi razsuti tovor in (iii) tekoči razsuti tovor.
A previous decision also suggested that the market for terminal services for dry bulk cargo could be further subdivided according to the type of commodity handled.
V prejšnji odločbi je bilo tudi predlagano, da se trg terminalskih storitev za suhi razsuti tovor nadalje razdeli glede na vrsto proizvodov.
Dry bulk is usually split into several categories: coal and iron ore, agri-bulk (e.g. grains or cereals) and other dry bulk [2].
Suhi razsuti tovor je običajno razdeljen na več kategorij: premog in železovo rudo, razsuti tovor v kmetijstvu (npr. zrnje ali žito) ter drugi suhi razsuti tovor [2].
Since terminals for agri-bulk do not compete, mainly due to food safety reasons, with terminals handling the two other types of dry bulk, the investigation focused on determining whether handling coal and iron ore on the one hand and other dry bulk on the other hand form separate product markets.
Ker terminali za tovor v kmetijstvu predvsem zaradi varnosti živil ne tekmujejo s terminali za drugi dve vrsti suhega razsutega tovora, se je z raziskavo skušalo predvsem ugotoviti, ali tovorjenje premoga in železove rude na eni strani ter drugega suhega razsutega tovora na drugi tvori ločena proizvodna trga.
Coal and iron ore are major bulk products handled in large quantities for which speed of discharging is crucial while handling and storage does not require special attention.
Premog in železova ruda sta glavna razsuta proizvoda, ki se tovorita v velikih količinah, pri čemer je hitrost raztovarjanja bistvenega pomena, tovorjenje in skladiščenje pa ne zahtevata posebne pozornosti.
Terminal companies are able to switch between handling coal and iron ore and many of them do handle both products with the same equipment.
Podjetja na terminalih lahko tovorijo zdaj premog, zdaj železovo rudo in mnoga uporabljajo isto opremo za tovorjenje obeh proizvodov.
Both iron ore and coal are stored in the open air and basically in the same area, only in separate stockpiles.
Tako železova ruda kot premog se skladiščita na prostem in v glavnem na istem območju, le v ločenih kupih.
Further, the customers for handling coal and iron ore are in both cases usually the end users of these commodities, i.e. large steel companies and electricity companies.
Poleg tega so odjemalci za tovorjenje premoga in železove rude ponavadi v obeh primerih tudi končni uporabniki teh proizvodov, tj. velika jeklarska podjetja in podjetja za dobavo električne energije.
Both these commodities are also transported in larger sea-going vessels and the preferred means of inland transport are in particular barges and to a lower extent rail.
Oba proizvoda se tudi prevažata v velikih morskih plovilih, najpogostejša sredstva za njun prevoz po celini pa so zlasti tovorni čolni in redkeje vlaki.
On the other hand, other dry bulk commodities require a different handling as they are often more fragile than coal and iron ore, cannot be handled by the high-speed conveyor belts used for coal and iron ore and may sometimes require a covered storage.
Po drugi strani drugi suhi razsuti proizvodi zahtevajo drugačno tovorjenje, saj so ponavadi krhkejši od premoga in železove rude, ni jih mogoče tovoriti s hitrimi tekočimi trakovi, ki se uporabljajo za premog in železovo rudo, ter jih je včasih treba skladiščiti v pokritem prostoru.
Other dry bulk is also transported and handled in significantly smaller volumes.
Drugi suhi razsuti tovor se tudi prevaža in tovori v znatno manjših količinah.
Much smaller sea-going vessels are used for other dry bulk than for coal and iron ore which are able to enter into more draught restricted ports.
Za drugi suhi razsuti tovor se uporabljajo veliko manjša morska plovila kot za premog in železovo rudo, ki lahko priplujejo v pristanišča, za katera veljajo večje omejitve glede ugreza plovil.
As the volumes are smaller, the inland transportation of other dry bulk products is more flexible.
Zaradi manjših količin je prevoz drugih razsutih proizvodov po celini prilagodljivejši.
Also the customers for other dry bulk are different and traders and logistics companies play a greater role.
Poleg tega odjemalci za drugi suhi razsuti tovor niso isti, pomembna pa so tudi trgovska in logistična podjetja.
Even though some smaller terminals do switch between handling coal and iron ore on the one hand and other dry bulk on the other hand, there are substantial differences between handling these two categories of products which limit effective and immediate supply-side substitution.
Čeprav nekaj manjših terminalov izmenično tovori premog in železovo rudo na eni strani ter drugi suhi razsuti tovor na drugi, obstajajo znatne razlike pri delu s tema dvema kategorijama proizvodov, ki omejujejo učinkovito in takojšnjo nadomestitev z vidika ponudbe.
Important coal and iron ore customers also confirmed that they do not consider other dry bulk terminals as a viable alternative because of the lack of storage capacity and the inability to quickly load and unload large volumes of cargo.
Pomembni odjemalci premoga in železove rude so tudi potrdili, da terminalov za druge razsute tovore zaradi pomanjkanja skladiščnih zmogljivosti in nezmožnosti hitrega nakladanja in razkladanja velikih količin tovora ne štejejo za ustrezno alternativo.
In view of the above, the decision concludes that handling of coal and iron ore represents a separate market from handling of other dry bulk.
Zato je v odločbi ugotovljeno, da tovorjenje premoga in železove rude pomeni drug trg kot tovorjenje drugega suhega razsutega tovora.
Further, the Commission has in the past distinguished between the markets for terminal services for hinterland traffic [3] on the one hand and transhipment traffic [4] on the other hand.
Poleg tega je Komisija v preteklosti ločevala med trgi za terminalske storitve za promet v notranjosti države [3] na eni strani in za promet s pretovarjanjem [4] na drugi.
This distinction was confirmed also in this case.
Ta razdelitev je bila potrjena tudi v tem primeru.
Therefore, the decision defines the main affected product market as terminal services for hinterland traffic for coal and iron ore which are distinct from terminal services for transhipment traffic for coal and iron ore.
Zato odločba opredeljuje, da so glavni prizadeti proizvodni trg terminalske storitve za promet v notranjosti države za premog in železovo rudo, ki se razlikujejo od storitev na terminalih za promet s pretovarjanjem za premog in železovo rudo.
THE RELEVANT GEOGRAPHIC MARKETS
UPOŠTEVANI GEOGRAFSKI TRGI
In the Art 6(1)(c) decision the Commission stated that the relevant geographic market could either extend to all ports in the ARA range (i.e. Antwerp, Rotterdam, Amsterdam, including Zeeland) or could solely be limited to the port of Antwerp on the one hand and to the Dutch ports (Rotterdam, Amsterdam, Zeeland) on the other hand.
V členu 6(1)(c) odločbe Komisije je navedeno, da se lahko zadevni geografski trg razširi na vsa pristanišča območja ARA (tj. Antwerpen, Rotterdam, Amsterdam, vključno s pristaniščem Zeeland) ali da se omeji samo na pristanišče Antwerpen na eni strani in na nizozemska pristanišča (Rotterdam, Amsterdam, Zeeland) na drugi.
The in-depth market investigation thus focused on the substitutability between the Sea-Invest’s ABT terminal in Antwerp (as well as its terminals in Ghent and Dunkirk) and EMO-EKOM as well as other terminals in the Dutch ports.
Temeljita tržna raziskava se je zato osredotočila na nadomestljivost med terminalom ABT podjetja Sea-Invest v Antwerpnu (ter njegovimi terminali v pristaniščih Gent in Dunkerque) in podjetjem EMO-EKOM ter drugimi terminali v nizozemskih pristaniščih.
The coal and iron ore terminals have three main groups of customers: steel producers, electricity producers and traders.
Terminali za premog in železovo rudo imajo tri glavne skupine odjemalcev: proizvajalce jekla ter proizvajalce električne energije in njene trgovce.
When deciding on the use of the terminal, the customer has to take into consideration the whole logistic chain in order to optimise the total logistic costs connected with importing coal and iron ore.
Pri odločitvi glede uporabe terminala mora odjemalec upoštevati celotno logistično verigo in tako optimizirati skupne logistične stroške v zvezi z uvozom premoga in železove rude.
The market investigation showed that this imposes significant constraints on its ultimate choice for a specific terminal.
Tržna raziskava je pokazala, da je to velik pritisk pri končni odločitvi za določen terminal.
The most important cost elements of the logistic chain besides terminal handling and storage are sea freight and inland transport.
Najpomembnejša stroškovna elementa logistične verige sta poleg tovorjenja in skladiščenja na terminalih pomorski prevoz in prevoz po celini.
Terminal handling and storage fees represent only around 10-15 % of the total logistic costs.
Pristojbine za tovorjenje in skladiščenje na terminalih znašajo le okoli 10–15 % vseh logističnih stroškov.
The relatively low importance of terminal fees makes switching in response to 10 % or even 15 % increase in the terminal tariffs unlikely, as the selection of the port and terminal of discharge is driven rather by the more important cost elements — sea freight costs and inland transport costs — as well as other factors specific to each customer.
Zaradi razmeroma majhnega pomena terminalskih pristojbin je zamenjava kot odziv na 10- ali celo 15-odstotno povečanje terminalskih tarif malo verjetna, saj na izbiro pristanišča in terminala za raztovarjanje vplivajo pomembnejši stroškovni elementi – stroški pomorskega prevoza in prevoza po celini – pa tudi drugi dejavniki, ki se razlikujejo po odjemalcih.
The decision therefore first analyses the most important parts of the total logistic costs for importing coal and iron ore.
V odločbi so zato naprej analizirani najpomembnejši deli skupnih logističnih stroškov za uvoz premoga in železove rude.
Further, the decision summarises the results of the in-depth investigation as regards the possibilities of individual customers of Sea-Invest, EMO-EKOM and other terminals to switch between Antwerp (or even Ghent and Dunkirk) on the one hand and Rotterdam and other Dutch ports on the other hand.
Nadalje so v odločbi povzeti rezultati temeljite raziskave glede možnosti, da bi posamezni odjemalci podjetij Sea-Invest in EMO-EKOM ter drugih terminalov lahko izbirali med pristaniščem Antwerpen (ali celo Gent in Dunkerque) na eni strani ter pristaniščem Rotterdam in drugimi nizozemskimi pristanišči na drugi.
The sea freight costs are for the majority of customers the most important factor influencing the choice of a particular terminal.
Stroški pomorskega prevoza so za večino odjemalcev najpomembnejši dejavnik, ki vpliva na izbiro določenega terminala.
It is in general more economical to use as large vessels as possible for the maritime leg of the transport of coal and even more so of iron ore.
Na splošno je za prevoz premoga, zlasti pa železove rude po morju gospodarneje uporabljati čim večja plovila.
However, the choice for a vessel of a particular size is limited by the draught of the ports.
Vendar je treba pri izboru plovila določene velikosti upoštevati omejitve pristanišč glede ugreza plovil.
The market investigation confirmed that Antwerp is more draught restricted than Rotterdam and other ports in the ARA range and that therefore large vessels (exceeding around 140000 dwt) cannot enter the port of Antwerp fully loaded.
Tržna raziskava je potrdila, da ima pristanišče Antwerpen večje omejitve glede ugreza kot Rotterdam in druga pristanišča območja ARA in da zato velika plovila (z nosilnostjo več kot približno 140000 ton) ne morejo pripluti v pristanišče Antwerpen, če so v celoti natovorjena.
To the contrary, these large vessels bring 79 % of coal and even 93 % of iron ore discharged in the port of Rotterdam.
Ravno nasprotno, s temi velikimi plovili pluje 79 % premoga in celo 93 % železove rude, ki se raztovorita v pristanišču Rotterdam.
The quantitative analysis of the sea transport costs confirmed the importance of draught and the relative significance of the resulting cost disadvantage of the ABT terminal as compared to the EMO-EKOM terminal.
Kvantitativna analiza stroškov pomorskega prevoza je potrdila pomen ugreza in v primerjavi s terminalom podjetja EMO-EKOM relativni pomen iz tega izhajajočega stroškovno neugodnega položaja terminala ABT.
In case of coal transported from non-draught restricted origins (representing more than 70 % of all coal discharged in the ARA range), the sea transport costs difference between Antwerp and Rotterdam amounts in average to around 50 % of the handling tariff.
V primeru premoga, ki se prevaža iz pristanišč, ki imajo omejitev glede ugreza (ta zajema več kot 70 % vsega premoga, raztovorjenega na območju ARA), razlika med stroški pomorskega prevoza v pristanišču Antwerpen in Rotterdam v povprečju znaša okoli 50 % tarife za tovorjenje.
This in itself makes switching in reaction to a 10 % price increase unlikely.
Zato je zamenjava zaradi 10-odstotnega zvišanja cen malo verjetna.
The inland transport costs may have a significant effect as well on the choice of a particular terminal, depending on the location of the customers.
Stroški prevoza po celini lahko znatno vplivajo tudi na izbiro terminala, ki je odvisna od tega, kje se odjemalec nahaja.
The comparison of average inland transport costs for different regions from Antwerp and Rotterdam shows that Antwerp is significantly cheaper in particular for Belgium and to some extent for Northern France.
Primerjava povprečnih stroškov prevoza po celini za različna območja iz Antwerpna in Rotterdama kaže, da je Antwerpen znatno cenejši, zlasti za Belgijo in nekoliko za severno Francijo.
Rotterdam, on the other hand, is cheaper for Germany — Ruhrgebiet, Germany — Saarland, Southern Germany and to some extent for the Netherlands.
Rotterdam pa je cenejši za Nemčijo – Porurje, Posarje in južno Nemčijo – ter nekoliko za Nizozemsko.
It is also in line with statements of Sea-Invest and respondents in the investigation that Antwerp and Rotterdam to a large extent serve different hinterlands and that the choice of a terminal is significantly predetermined by the location of the customer.
Prav tako je skladno z izjavami podjetja Sea-Invest in sodelujočih v preiskavi, da Antwerpen in Rotterdam večinoma izvajata storitve za različna območja v notranjosti držav in da je izbira terminala v veliki meri vnaprej določena s tem, kje se odjemalec nahaja.
Further, the decision analyses the prices of terminal services at ABT and EMO-EKOM that are paid by customers located in different geographic areas.
Poleg tega so v odločbi analizirane cene terminalskih storitev terminala ABT in podjetja EMO-EKOM, ki jih plačujejo odjemalci, ki se nahajajo na različnih geografskih območjih.
This showed both for ABT and EMO-EKOM that there are no specific regions where customers pay significantly lower or higher prices as compared to other regions.
Analiza je tako za terminal ABT kot za podjetje EMO-EKON pokazala, da ni posebnih območij, na katerih odjemalci v primerjavi z drugimi območji plačujejo znatno nižje ali višje cene.
This seems to indicate that there are no particular regions where the competitive pressure between terminals would be particularly strong.
Zdi se, da to kaže, da ni posebnih področij, na katerih bi bil konkurenčni pritisk med terminali posebej močan.
The analysis of terminal prices also showed that prices differ significantly between individual customers of both ABT and EMO-EKOM.
Analiza terminalskih cen je tudi pokazala, da se cene za posamezne odjemalce tako terminala ABT kot podjetja EMO-EKO bistveno razlikujejo.
As to the specific situation for each of the customer groups identified above, the decision summarises the terminals used by individual groups of customers located in different areas and their real possibilities to switch between terminals.
Kar zadeva posebne položaje vsake zgoraj navedene skupine odjemalcev, odločba povzema terminale, ki jih uporabljajo posamezne skupine odjemalcev, ki se nahajajo na različnih območjih, ter njihove realne možnosti, da lahko zamenjajo terminale.
This analysis is based on replies of the customers to detailed questionnaires as well as on interviews conducted with a number of customers.
Ta analiza je narejena na podlagi odgovorov, ki so jih odjemalci podali v natančnih vprašalnikih in intervjujih s številnimi odjemalci.
All customers emphasised that their choice of the terminal is very much determined by the sea freight costs and the inland transport costs.
Vsi odjemalci so poudarili, da na njihov izbor terminala zelo vplivajo stroški pomorskega prevoza in prevoza po celini.