natgillin/translations-raw huggingface dataset:
Concerning the compatibility of the aid
Združljivost pomoči
P&O provides statistics to show that the market concerned is subject to long-term structural overcapacity.
Družba P&O je predložila številčne podatke v podporo trditvi, da je mogoče na zadevnem trgu ugotoviti dolgoročno strukturno presežno zmogljivost.
However, according to point 8 of the Communication from the Commission – Community guidelines on State aid for rescuing and restructuring firms in difficulty [24] (hereinafter: ‘the Guidelines’), ‘it would not be justified to keep a firm artificially alive in a sector with long-term structural overcapacity or when it can only survive as a result of repeated State interventions’.
V zvezi s tem je v točki 8 Sporočila Komisije – Smernic Skupnosti o državni pomoči za reševanje in prestrukturiranje podjetij v težavah [24] (v nadaljnjem besedilu: smernice) določeno, da „ne bi bilo upravičeno, če bi umetno obdržali pri življenju podjetje v sektorju z dolgoročno strukturno presežno zmogljivostjo ali v primeru, da lahko podjetje preživi le s pomočjo ponavljajočih se državnih posegov“.
Concerning the causes of SeaFrance’s difficulties
Razlogi za težave družbe SeaFrance
The causes of SeaFrance’s difficulties are the following:
Razlogi za težave družbe SeaFrance naj bi bili:
over-staffing, salaries too high, vessels ill-adapted to the market;
preveč zaposlenih, previsoke plače in ladje, neprilagojene trgu;
the management is not sufficiently independent of the State and social power to truly be able to manage the company according to the market;
uprava naj ne bi bila dovolj neodvisna od države in socialnih organov, da bi lahko zagotavljala resnično tržno upravljanje podjetja;
inability to adapt to three new market components: the rising price of fuel, a market tending towards recession and the competitive pressure from Eurotunnel.
nezmožnost za prilagoditev trem novim dejavnikom na trgu, in sicer naraščajočim cenam goriva, trgu, ki se nagiba k recesiji, in konkurenčnemu pritisku predora Eurotunnel.
Finally, it is revealing, according to P&O, that SeaFrance, which was up for sale for a period of over three years, did not find a buyer.
Nazadnje družba P&O še meni, da je pomenljivo tudi to, da se za družbo SeaFrance še ni našel kupec, čeprav je naprodaj že tri leta.
Concerning the difficulty of restoring long-term viability
Težave pri obnovi dolgoročne sposobnosti preživetja
To explain the difficulty in restoring the long-term viability of SeaFrance, P&O essentially takes up the arguments already set out concerning the market shares of SeaFrance, its load factors and its status of firm in difficulty.
Družba P&O pri pojasnjevanju težav, kar zadeva obnovo dolgoročne sposobnosti preživetja družbe SeaFrance, v bistvu povzema trditve, ki jih je že navedla, in sicer zlasti v zvezi s tržnimi deleži te družbe, njeno stopnjo zasedenosti in dejstvom, da je to podjetje v težavah.
Concerning the ill-adapted nature of the internal restructuring measures
Neprilagojenost notranjih ukrepov za prestrukturiranje
The only substantial measure proposed by SeaFrance in the original restructuring plan consisted in reducing the workforce, but the salaries would remain too high (salary costs/turnover ratio of 26 % compared to 15 % at P&O).
Edini vsebinski ukrep, ki ga je predlagala družba SeaFrance v prvotnem načrtu za prestrukturiranje, naj bi bilo zmanjšanje števila zaposlenih, vendar naj bi bile plače še naprej previsoke (razmerje med stroški za plače in prometom v višini 26 % v primerjavi s 15 % pri družbi P&O).
Even in the case of an additional 200 redundancies, the ratio would be in the vicinity of 22 %.
Tudi če bi zadevno število zmanjšali za nadaljnjih 200 zaposlenih, bi to razmerje znašalo približno 22 %.
The laying-up of the vessels Manet, Cézanne and Renoir would in no way have improved the results (losses) of 2008, 2009 and 2010 and the planned laying-up of the freight vessel Nord Pas-de-Calais would not significantly improve SeaFrance’s situation, especially on account of the cost of keeping a vessel laid up (EUR 1.8 million per year).
Razprema ladij Manet, Cézanne in Renoir naj ne bi v ničemer pripomogla k izboljšanju rezultatov (zmanjšanju izgub) v letih 2008, 2009 in 2010, prav tako pa naj ne bi položaja družbe SeaFrance bistveno izboljšala niti predvidena razprema ladje Nord Pas-de-Calais, zlasti zaradi stroškov vzdrževanja ladje v razpremi (1,8 milijona EUR na leto).
The reduction in the number of crossings alleged by SeaFrance is misleading as it would amount to only 10 % and would result from the change in fleet (the vessels Cézanne and Renoir replaced by the larger vessel Molière).
Zatrjevano zmanjšanje števila prevozov družbe SeaFrance naj bi bilo zavajajoče, saj naj bi bilo zmanjšanje le 10-odstotno in naj bi izhajalo iz spremembe flote (ladji Cézanne in Renoir naj bi nadomestila večja ladja Molière).
The laying-up of the freight vessel Nord Pas-de-Calais would reduce capacity by only an additional 7 %.
Zaradi razpreme tovorne ladje Nord Pas-de-Calais naj bi se zmogljivosti zmanjšale le še za dodatnih 7 %.
The proposals to improve on-board sales, the restaurants, the subcontracting and the control of advertising expenditure are only part of normal business management, like that of all the competitors of SeaFrance.
Predlogi za izboljšanje prodaje na krovu, restavracij, opravljanja storitev s podizvajalci in nadzora nad stroški za oglaševanje naj bi bili le del običajnega poslovodenja po zgledu vseh konkurentk družbe SeaFrance.
None of the measures proposed would respond to the three new market components (recession, price of fuel, competition from Eurotunnel) and the exchange rate fluctuations.
Nobeden od predlaganih ukrepov naj ne bi bil ustrezen z vidika treh novih dejavnikov na trgu (recesija, cena goriva in konkurenca predora Eurotunnel) in nihanja deviznih tečajev.
Concerning the market forecasts used by SeaFrance
Tržne napovedi, na katere se opira družba SeaFrance
P&O points out that SeaFrance’s restructuring plan forecasts a spectacular increase in its load factors (from 58 % to 80 %) on the basis of a rapid rise in demand and/or a significant increase in its market share.
Družba P&O navaja, da družba SeaFrance na podlagi načrta za prestrukturiranje napoveduje izjemno povečanje svojih stopenj zasedenosti (z 58 % na 80 %), in sicer na podlagi hitrega povečanja povpraševanja in/ali velikega povečanja tržnega deleža.
The fact that the aid measures will have effect only from 2016 but will permit the long-term viability of the company to be assured only from 2019, would not comply with point 35 of the Guidelines, according to which the duration of the restructuring plan must be ‘as short as possible’ and ‘must restore the long-term viability of the firm within a reasonable timescale’.
Dejstvo, da bodo ukrepi pomoči začeli učinkovati šele leta 2016, dolgoročno sposobnost preživetja pa bodo začeli zagotavljati šele leta 2019, naj se ne bi skladalo s točko 35 smernic, v kateri je določeno, da „mora biti [trajanje načrta za prestrukturiranje] čim krajše“ in „mora obnoviti dolgoročno sposobnost preživetja podjetja v smiselnem časovnem okviru“.
The laying-up of the freight vessel Nord Pas-de-Calais and additional job reductions would not significantly improve SeaFrance’s situation: it would save EUR 6 million in salary costs and EUR 7 million in vessel-related costs (i.e. EUR 13 million in total).
Z umikom tovorne ladje Nord Pas-de-Calais in ukinitvijo dodatnih delovnih mest naj se položaj družbe SeaFrance ne bi bistveno izboljšal, saj naj bi ta prihranila 6 milijonov EUR za stroške plač in 7 milijonov EUR za stroške v zvezi z ladjami (to je skupaj 13 milijonov EUR).
P&O nevertheless considers that SeaFrance would lose 50000 freight units, i.e. EUR 5-6 million in freight revenue, and that the laying-up of the freight vessel Nord Pas-de-Calais would cost EUR 1,8 million per year in the absence of a buyer.
Družba P&O kljub temu meni, da bi družba SeaFrance izgubila 50000 tovornih enot, kar pomeni od 5 do 6 milijonov EUR prihodkov iz tovornega prometa, razprema tovorne ladje Nord Pas-de-Calais pa naj bi jo stala 1,8 milijona EUR na leto, če ne bi našla prevzemnika zanjo.
Concerning the compensatory measures
Izravnalni ukrepi
The compensatory measures must be added to the measures aiming to restore viability and must therefore be separate from them.
Izravnalni ukrepi morajo biti sprejeti poleg ukrepov za obnovo sposobnosti preživetja in morajo biti torej ločeni od njih.
However, according to the French authorities and the decision to initiate the procedure, all the allegedly compensatory measurers are necessary to restore the company’s viability.
Vendar pa naj bi bili po trditvah francoskih organov in navedbah iz odločitve o začetku postopka vsi domnevno izravnalni ukrepi potrebni za obnovo sposobnosti preživetja podjetja.
There is therefore no compensatory measure, according to P&O.
Zato družba P&O meni, da ni bil predlagan noben izravnalni ukrep.
Concerning the company’s own contribution
Lastni prispevek
According to P&O, the withdrawal of the vessel Manet in 2008 and that of the vessels Cézanne and Renoir cannot count as a contribution since these withdrawals took place well before the notification of the restructuring and the value of the vessels is minimal compared to the total amount of the State aid, i.e. EUR 400 million, according to P&O.
Družba P&O meni, da umika ladje Manet leta 2008 ter umika ladij Cézanne in Renoir ni mogoče šteti za prispevek, ker so bile zadevne ladje umaknjene precej pred priglasitvijo prestrukturiranja in je vrednost teh ladij v primerjavi s celotnim zneskom državnih pomoči, ki po navedbah družbe P&O znaša 400 milijonov EUR, malenkostna.
The French authorities apparently did not propose that the sale of the freight vessel Nord Pas-de-Calais should count as own contribution and its value, estimated at EUR 12 million, would be negligible compared to the total amount of State aid.
Francoski organi naj ne bi predlagali, naj se kot lastni prispevek šteje prodaja tovorne ladje Nord Pas-de-Calais, pa tudi sicer naj bi bila njena vrednost, ki se ocenjuje na 12 milijonov EUR, v primerjavi s celotnim zneskom državnih pomoči zanemarljiva.
P&O suggests the sale and lease-back of the SeaFrance vessels as own contribution.
Družba P&O kot lastni prispevek predlaga prodajo in povratni zakup („sale and lease-back“) ladij družbe SeaFrance.
Concerning the conditions of granting the aid
Pogoji za dodelitev pomoči
P&O suggests that the restructuring of SeaFrance should be subject to the following conditions, in addition to changes remedying the inadequacies and problems described:
Družba P&O predlaga, naj se za prestrukturiranje družbe SeaFrance poleg sprememb za odpravo predstavljenih pomanjkljivosti in težav postavijo naslednji pogoji:
the sale and lease-back of the multi-purpose vessels fully owned by SeaFrance;
prodaja in povratni zakup kombiniranih ladij, ki so v celoti v lasti družbe SeaFrance;
the transparency of costs relating to the main assets of SeaFrance (notably the leasing of vessels);
preglednost stroškov, povezanih z glavnimi sredstvi družbe SeaFrance (zlasti s povratnim zakupom ladij), ter
during the restructuring period:
v obdobju prestrukturiranja:
the commitment not to sell at a loss;
zaveza, da prodaja ne bo izvedena z izgubo;
the commitment not to extend the fleet (beyond the three existing multi-purpose vessels);
zaveza, da se flota ne bo povečala (na več kot tri obstoječe kombinirane ladje);
the commitment to limit the capacity and frequency of crossings of the multi-purpose ferries;
zaveza, da bodo omejene zmogljivosti in pogostost prevozov kombiniranih trajektov;
the commitment of France/SNCF not to grant any more aid;
zaveza s strani Francije/družbe SNCF, da zadevni družbi ne bosta dodelili dodatne pomoči, in
the commitment of France/SNCF to draw up a report showing verifiably that SeaFrance is complying with the restructuring plan.
zaveza s strani Francije/družbe SNCF, da bosta izdelali poročilo, na podlagi katerega bo mogoče preveriti, ali se družba SeaFrance ravna po načrtu za prestrukturiranje.
In conclusion, P&O asked the Commission not to approve the restructuring aid.
Družba P&O je Komisiji nazadnje še predlagala, naj ne odobri pomoči za prestrukturiranje.
Comments by Eurotunnel
Pripombe skupine Eurotunnel
On 29 July 2011, the Eurotunnel SA group (hereinafter: ‘Eurotunnel’) forwarded its comments to the Commission on the decision to initiate the procedure.
Skupina Eurotunnel S.A. (v nadaljnjem besedilu: skupina Eurotunnel) je 29. julija 2011 Komisiji predložila pripombe v zvezi z odločitvijo o začetku postopka.
Eurotunnel is sceptical about the feasibility of the increase in the load factors forecasted by SeaFrance.
Skupina Eurotunnel dvomi o izvedljivosti povečanja stopenj zasedenosti, ki jih napoveduje družba SeaFrance.
In fact, Eurotunnel considers that the Channel has been suffering from overcapacity for many years.
Ta skupina namreč meni, da ima Rokavski preliv že več let presežne zmogljivosti.
The capacity of the Channel Tunnel is only 57 % used and the ferries have invested in vessels with very large capacity, thereby increasing the already existing overcapacity of supply.
Zmogljivosti predora pod njim se uporabljajo le 57-odstotno, upravitelji trajektov pa so se opremili z zelo zmogljivimi ladjami in tako povečali že tako preveliko ponudbo.
Moreover, Eurotunnel is of the opinion that the reduction in the SeaFrance fleet from 6 to 4 vessels still does not allow the cross-Channel market to return to equilibrium.
Skupina Eurotunnel poleg tega meni, da z zmanjšanjem flote družbe SeaFrance s šestih na štiri ladje še ni mogoče zagotoviti ponovnega uravnoteženja trga prevozov čez Rokavski preliv.
For that matter, from January to February 2011, SeaFrance operated with only two vessels without any reduction in its overall traffic.
Dalje, družba SeaFrance je januarja in februarja 2011 uporabljala le dve ladji, pa se njen skupni promet ni zmanjšal.
The load factors of 80 % for the period 2011-2019 are therefore unrealistic.
Torej je 80-odstotna stopnja zasedenosti v obdobju 2011–2019 nerealistična.
According to the Eurotunnel estimates, SeaFrance would need to increase its traffic by 25 %.
Po ocenah skupine Eurotunnel bi se moral promet družbe SeaFrance povečati za 25 %.
On the basis of press articles: ‘[…] to recover this traffic we have had to cut our prices’ [25], Eurotunnel therefore accuses SeaFrance of having conducted a price war for a long time.
Zadevna skupina družbo SeaFrance torej obtožuje, da že dolgo vzdržuje cenovno vojno, pri čemer se opira na članke iz tiska („[…] da bi ta promet pridobili nazaj, smo morali spustiti cene“ [25]).
Finally, Eurotunnel considers that it is not relevant to compare the load factors of ro-pax and the railway shuttles using the Channel Tunnel, as the latter are not passenger/freight and they allow real-time adjustment to traffic demand.
Skupina Eurotunnel nazadnje še meni, da stopnje zasedenosti ladij „ro-pax“ ni mogoče primerjati s stopnjo zasedenosti železniških vlakov, ki vozijo skozi predor pod Rokavskim prelivom, saj ti niso kombinirani in omogočajo sprotno prilagajanje povpraševanju glede prometa.
With regard to taking into account the fuel surcharge, Eurotunnel asserts that SeaFrance only invoices part of this surcharge to its customers, i.e. EUR 8,11 per crossing, compared to EUR 11,62 for P&O and EUR 14,73 for DFDS.
Kar zadeva dodatek za gorivo, skupina Eurotunnel trdi, da družba SeaFrance svojim strankam obračunava le del tega dodatka, to je 8,11 EUR na prevoz (v primerjavi z 11,62 EUR pri družbi P&O in 14,73 EUR pri družbi DFDS).
The lost earnings for SeaFrance would amount to EUR 1,2 million since the beginning of 2011.
Tako naj bi bila družba SeaFrance od začetka leta 2011 ob prihodek v višini 1,2 milijona EUR.
With regard to the nearly 50 % redundancies, this loss of staff should be seen in relative terms, according to Eurotunnel, as some of the employees have the possibility of being reintegrated into the SNCF group, which will only have a minimal impact on the net balance of employment in the region.
Kar zadeva ukinitev skoraj 50 % delovnih mest, skupina Eurotunnel meni, da je treba zadevno zmanjšanje zaposlenih relativizirati, saj se bo lahko del uslužbencev ponovno zaposlil v skupini SNCF in bo zato vpliv na neto bilanco zaposlitvenega trga zadevne regije majhen.
Finally, Eurotunnel concludes that the restructuring plan is not only inadequate, but also fails to meet the specifications of prudent investments.
Zadevna skupina nazadnje še meni, da načrt za prestrukturiranje ni zadosten niti ne pomeni preudarne naložbe.
Comments by DFDS
Pripombe družbe DFDS
DFDS communicated its comments to the Commission by letter dated 29 July 2011.
Družba DFDS je Komisiji predložila pripombe z dopisom z dne 29. julija 2011.
DFDS remains sceptical about the ability of SeaFrance to recover long-term economic viability on account of the inadequacy of the restructuring measures in relation to its present financial situation.
Družba DFDS še naprej dvomi, da je družba SeaFrance zmožna obnoviti svojo dolgoročno sposobnost ekonomskega preživetja, in sicer zaradi nezadostnih ukrepov za prestrukturiranje glede na trenutni finančni položaj.
DFDS is concerned about the effects of these new aid measures on competition in the market concerned.
Ta družba se boji učinkov zadevnih novih ukrepov pomoči na konkurenco na obravnavanem trgu.
DFDS sent the Commission comments on the SeaFrance restructuring plan by e-mail dated 23 September 2011.
Družba DFDS je 23. septembra 2011 Komisiji po e-pošti poslala pripombe glede načrta za prestrukturiranje družbe SeaFrance.
This document reached the Commission outside the time limit within which interested parties could submit their comments, i.e. within 15 days of the date of publication of the decision to initiate the procedure.
Komisija je ta dokument prejela po poteku roka, v katerem so lahko zainteresirane strani predložile svoje pripombe, to je petnajst dni po objavi odločitve o začetku postopka.
Furthermore, it provides no new information.
Poleg tega ne vsebuje nobenega novega elementa.
In accordance with case-law, the Commission has therefore not forwarded this document to the French authorities and will not take it into account for the purposes of the present decision [26].
Komisija ga torej v skladu s sodno prakso ni predložila francoskim organom niti ga ne bo upoštevala v tem sklepu [26].
Comments by CLdN
Pripombe skupine CLdN
On 29 July 2011, the CLdN group (hereinafter: ‘CLdN’) communicated its comments to the Commission.
Skupina CLdN je Komisiji predložila pripombe 29. julija 2011.
CLdN is a Luxembourg-based transport company which is involved in particular in the transport of freight by freight vessel (roll-on/roll-off or ‘ro-ro’) or by ro-pax, in the Channel and the North Sea between Belgium and the Netherlands, on the one hand, and the United Kingdom, Ireland, Sweden and Denmark, on the other.
Skupina CLdN je prevozna družba s sedežem v Luxembourgu, ki se ukvarja zlasti s tovornim prometom s tovornimi ladjami („roll-on/roll-off“ ali „ro-ro“) ali kombiniranimi ro-ro trajekti („ro-pax“) v Rokavskem prelivu in Severnem morju, in sicer med Belgijo in Nizozemsko na eni strani ter Združenim kraljestvom, Irsko, Švedsko in Dansko na drugi strani.
CLdN regards itself as a competitor to SeaFrance which would suffer considerably from the adverse consequences of the measures implemented by the SNCF in favour of its subsidiary SeaFrance on account of the geographical proximity of the routes operated by CLdN, i.e. Ipswich-Rotterdam and Purfleet-Zeebrugge.
Ta skupina meni, da je konkurentka družbe SeaFrance in da bo močno občutila negativne posledice ukrepov, ki jih bo družba SNCF sprejela v korist svoje hčerinske družbe SeaFrance, in sicer zaradi geografske bližine linij, ki jih uporablja skupina CLdN, to je Ipswich–Rotterdam in Purfleet–Zeebrugge.
CLdN considers in fact that the measures implemented are very likely to have anti-competitive consequences on freight not only on the Calais-Dover route, but also on the neighbouring routes between the United Kingdom and Belgium.
Skupina CLdN namreč meni, da zadevni ukrepi zelo verjetno ne bodo imeli protikonkurenčnih posledic le za tovorni promet na liniji Calais–Dover, temveč tudi na sosednjih linijah med Združenim kraljestvom in Belgijo.
It considers that the negative effects of these measures are not sufficiently offset by the compensatory measures and the own contribution proposed in the restructuring plan.
Po njenem mnenju negativni učinki zadevnih ukrepov niso dovolj izravnani z izravnalnimi ukrepi in lastnim prispevkom, predlaganimi v načrtu za prestrukturiranje.
On the contrary, these measures would merely maintain a firm in difficulty, incapable of reducing its basic costs, on the market and would enable it to increase its capacities on a market with overcapacity.
Nasprotno, s temi ukrepi naj bi na trgu le ohranjali podjetje v težavah, ki ni zmožno znižati svojih osnovnih stroškov, in mu omogočili povečanje zmogljivosti na trgu z že tako presežno zmogljivostjo.
According to CLdN, the measures in question will reduce the viability of the existing competitors by maintaining on the market transport capacity which should normally have disappeared.
Po mnenju skupine CLdN bodo zadevni ukrepi zmanjšali sposobnost preživetja obstoječih konkurentk, saj bodo na trgu ohranjene prevozne zmogljivosti, ki bi morale v normalnih okoliščinah izginiti.
It would be unrealistic to rely on SeaFrance being able to achieve a load factor of 80 %, unless the aid is used to carry out aggressive price cuts and to take market shares from competitors.
Nerealistično naj bi bilo pričakovati, da bo družba SeaFrance lahko dosegla 80-odstotno stopnjo zasedenosti, razen če bo pomoči uporabila za agresivno zniževanje cen in prevzem tržnih deležev konkurentk.
However, this strategy would be economically unsustainable in the medium or long term for SeaFrance and would be harmful for its direct competitors, i.e. P&O and Eurotunnel, which operate on the same Calais-Dover route, but also, in time, for CLdN.
Vendar naj taka strategija za družbo SeaFrance ne bi bila srednje- ali dolgoročno ekonomsko vzdržna ter naj bi škodovala njenim neposrednim konkurentkam, to je družbi P&O in skupini Eurotunnel, ki delujeta na isti liniji Calais–Dover, konec koncev pa tudi skupini CLdN.
Finally, CLdN emphasises the inadequacy of the workforce cuts provided for in the restructuring plan (which would be far from enabling SeaFrance to approach the staff costs/turnover ratio of its competitors) and the fact that the redundancy costs will be low compared to traditional restructuring, as a large number of SeaFrance employees will be taken on by the SNCF.
Skupina CLdN nazadnje še poudarja, da zmanjšanje števila zaposlenih, predvideno v načrtu za prestrukturiranje, ne zadostuje (družbi SeaFrance naj namreč ne bi omogočilo, da bi se približala razmerju med stroški za zaposlene in prometom, ki ga dosegajo konkurenčne družbe) ter da bodo stroški odpuščanja manjši kot pri klasičnem prestrukturiranju, ker se bodo številni uslužbenci družbe SeaFrance lahko ponovno zaposlili v družbi SNCF.
CLdN consequently wishes the European Commission to take a negative decision.
Zato skupina CLdN želi, da bi Evropska komisija sprejela negativno odločitev.
Comments from interested parties in favour of the restructuring aid
Pripombe zainteresiranih strani, ki podpirajo pomoč za prestrukturiranje
Comments by the SNCF
Pripombe družbe SNCF
On 29 July 2011, the SNCF communicated comments to the Commission, which correspond to the comments made by the French authorities (see section VI).
Družba SNCF je 29. julija 2011 Komisiji predložila pripombe, ki se ujemajo s pripombami francoskih organov (glej oddelek VI).
Comments by an economic operator wishing to remain anonymous
Pripombe gospodarskega subjekta, ki je želel ostati anonimen
On 30 July 2011, an economic operator wishing to remain anonymous communicated its comments to the Commission.
Komisiji je 30. julija 2011 predložil pripombe gospodarski subjekt, ki je želel ostati anonimen.