natgillin/translations-raw huggingface dataset:
Firstly, it recalls the main characteristics of the cross-Channel market, concluding from this that the keener competition between the shipping companies and Eurotunnel, the inflation in fuel pries and the volatility of the sterling exchange rate have caused difficulties for SeaFrance, but also pose a threat to the long-term viability of P&O and DFDS.
Zadevni gospodarski subjekt najprej opozarja na glavne značilnosti trga prometa čez Rokavski preliv ter na podlagi tega navaja, da so vse večja konkurenca med ladjarji in predorom Eurotunnel, inflacija cene goriva in nihanje deviznega tečaja britanskega funta povzročili težave družbe SeaFrance, da pa je zaradi teh dejavnikov ogrožena tudi dolgoročna sposobnost preživetja družb P&O in DFDS.
The operator in question considers that the difficulties of SeaFrance are chiefly structural (employment coefficient too high and organisation too inflexible), but that recapitalisation combined with the restructuring of SeaFrance and a fleet maintained at 4 vessels can guarantee the long-term viability of the company.
Po mnenju zadevnega gospodarskega subjekta so težave družbe SeaFrance zlasti strukturne (previsok količnik zaposlovanja in pretoga organizacija), da pa je mogoče z dokapitalizacijo skupaj s prestrukturiranjem te družbe in vzdrževanjem flote na ravni štirih ladij zagotoviti dolgoročno sposobnost preživetja družbe.
It considers that the disappearance of SeaFrance would in fact result in a duopoly between Eurotunnel and P&O.
Po njegovem mnenju bo zaradi propada družbe SeaFrance nastal duopol skupine Eurotunnel in družbe P&O.
However, many road hauliers work with at least 2 shipping companies to guarantee timetable flexibility and the profitability of their lorries.
Vendar veliko cestnih prevoznikov sodeluje z vsaj dvema ladjarjema, da si tako zagotovijo prožne urnike in donosnost tovornjakov.
According to the operator in question, if SeaFrance were to disappear, the capacity of the other two shipping companies would be insufficient to cope with the traffic in the Channel.
Zadevni gospodarski subjekt meni, da zmogljivosti preostalih dveh ladjarjev ob propadu družbe SeaFrance ne bi zadostovale za zagotovitev prometa prek te ožine.
According to the operator wishing to remain anonymous, Eurotunnel has almost achieved maximum capacity and therefore could absorb only a small proportion of the SeaFrance traffic.
Po njegovem mnenju naj bi predor Eurotunnel že skoraj dosegal največjo zmogljivost, zato bi lahko prevzel le majhen del prometa, ki ga zagotavlja družba SeaFrance.
‘The overcapacity in the Channel today is […] very relative and should not constitute a serious problem’ since as soon as a problem arises at one shipping company or in the ports, this leads to congestion in the ports of Calais, Dover and Dunkerque.
„Presežna zmogljivost, ki jo danes opažamo v Rokavskem prelivu, je […] zelo relativna in ne bi smela biti večja težava“, saj kakršna koli težava pri katerem od ladjarjev ali v pristaniščih takoj povzroči zastoje v pristaniščih v Calaisu, Dovru in Dunkerquu.
Moreover, a single freighter in the Channel operated by P&O would not guarantee the necessary transport capacity and would distort the market in favour of P&O, which would in this way hold a monopoly for the transport of hazardous goods.
Poleg tega naj ena sama tovorna ladja v Rokavskem prelivu, ki jo upravlja družba P&O, ne bi zagotavljala potrebne prevozne zmogljivosti in naj bi povzročila izkrivljanje trga v korist družbe P&O, ki naj bi tako pridobila monopol nad prevozom nevarnih izdelkov.
According to the operator in question, P&O is at the origin of the price undercutting; this operator believes in the viability of SeaFrance on account of the quality of management of the company (quality of cooperation with its agents), its modern fleet capable of functioning for at least 10 years and the high motivation of its staff.
Zadevni operater meni, da je za znižanje cen kriva družba P&O, ter hkrati verjame, da je družba SeaFrance zaradi kakovostnega upravljanja družbe (kakovost sodelovanja s svojimi zastopniki), sodobne flote, ki lahko deluje še vsaj deset let, in velike motiviranosti zaposlenih sposobna preživeti.
Comments by road haulage companies
Pripombe cestnoprometnih podjetij
By letters dated 26, 27 and 28 July 2011, five road haulage companies and representative associations (LKW Walter Internationale Transportorganisation AG, Youngs Transportation & Logistics Ltd, Laser Transport International Limited, Carna Transport Ltd and Road Haulage association international group) communicated their comments to the Commission.
Pet cestnoprometnih podjetij in predstavniških združenj (LKW Walter Internationale Transportorganisation AG, Youngs Transportation & Logistics Ltd, Laser Transport International Limited, Carna Transport Ltd in Road Haulage association international group) je Komisiji predložilo svoje pripombe z dopisi z dne 26., 27. in 28. julija 2011.
These five companies and associations express their concerns in the event of the disappearance of SeaFrance.
Teh pet družb in združenj izraža zaskrbljenost zaradi morebitnega propada družbe SeaFrance.
In their opinion, the disappearance of SeaFrance would result, on the one hand, in an oligopoly on the cross-Channel transport market leading to a decline in the quality of services and an increase in prices and, on the other hand, a risk regarding the capacity of the operators remaining on the market to be able to cope with the volume of freight, especially in cases where one of them is unable to provide services.
Po njihovem mnenju bi propad družbe SeaFrance po eni strani povzročil oligopol na trgu prometa čez Rokavski preliv, zato bi se poslabšala kakovost storitev in povišala cena, po drugi strani pa bi to pomenilo tveganje, kar zadeva zmogljivost gospodarskih subjektov, ki bi ostali na trgu, saj ni gotovo, ali bi lahko prepeljali ves tovor, zlasti če bi imel kateri od njih težave pri poslovanju.
If SeaFrance were to dispose of its freight vessel, the Nord Pas-de Calais, they are also worried about the emergence of a de facto P&O monopoly for the transport of hazardous goods which cannot be undertaken through the Tunnel or by a multi-purpose ferry.
Če bi se morala družba SeaFrance odpovedati tovorni ladji Nord Pas-de Calais, se še bojijo, da bi lahko družba P&O prevzela monopol nad prevozom nevarnih izdelkov, ki ga ni mogoče opraviti skozi predor ali s kombiniranim trajektom.
Comments of tour operators and travel agencies
Pripombe organizatorjev potovanj in potovalnih agencij
A large number of travel agencies and tour operators expressed their concern regarding the possible disappearance of SeaFrance (see list in the table in this recital):
Številni organizatorji potovanj in potovalne agencije so izrazili zaskrbljenost nad morebitnim propadom družbe SeaFrance (glej seznam v preglednici v tej uvodni izjavi):
Date of the comments
Datum predložitve pripomb
Name of the interested parties
Naziv zainteresiranih strani
4 separate position papers: 1) R&T Tours; 2) Sports Tours Ltd; 3) TM Ski&Travel Ltd; 4) International Sport & Leisure
štiri ločene pripombe: 1) R&T Tours; 2) Sports Tours Ltd; 3) TM Ski&Travel Ltd; 4) International Sport & Leisure
5 separate position papers: 1) Broadway Tours; 2) Gemini Travel; 3)DE Vere Travel Group; 4) Adaptable Travel; 5) Gower Tours Ltd
pet ločenih pripomb: 1) Broadway Tours; 2) Gemini Travel; 3) DE Vere Travel Group; 4) Adaptable Travel; 5) Gower Tours Ltd
2 separate position papers: Angling Lines Ltd; Acorn Ventures Ltd
dve ločeni pripombi: Angling Lines Ltd; Acorn Ventures Ltd
In their opinion, the disappearance of SeaFrance would lead, on the one hand, to the emergence of an oligopoly on the cross-Channel transport market, with the consequence of a decline in the quality of the services and a rise in prices and, on the other hand, a risk regarding the capacity of the operators remaining on the market to cope with the passenger volume, especially in cases where one of them is unable to provide services.
Po njihovem mnenju bi propad družbe SeaFrance po eni strani povzročil izoblikovanje oligopola na trgu prometa čez Rokavski preliv, zato bi se poslabšala kakovost storitev in povišala cena, po drugi strani pa bi to pomenilo tveganje, kar zadeva zmogljivost gospodarskih subjektov, ki bi ostali na trgu, saj ni gotovo, ali bi lahko prepeljali vse potnike, zlasti če bi imel kateri od teh subjektov težave pri poslovanju.
Comments from the Côte d’Opale Chamber of Commerce and Industry
Pripombe gospodarske in industrijske zbornice regije Côte d’Opale
By letter dated 29 July 2011, the Côte d’Opale Chamber of Commerce and Industry (hereinafter: ‘CCI’) communicated its comments to the Commission.
Gospodarska in industrijska zbornica regije Côte d’Opale (v nadaljnjem besedilu: zbornica CCI) je Komisiji predložila svoje pripombe z dopisom z dne 29. julija 2011.
The CCI specifies that it is a public institution responsible for contributing to economic development, attractiveness and support of businesses in the Nord Pas-de-Calais region.
Zbornica CCI pojasnjuje, da je javna ustanova, katere namen je prispevati h gospodarskemu razvoju, privlačnosti in podpori podjetjem v regiji Nord Pas-de-Calais.
The CCI is also the concessionaire of the Port of Calais and, in this capacity, runs the port.
Je hkrati tudi koncesionarka pristanišča v Calaisu in ga kot taka uporablja.
Firstly, the CCI recalls the key role played by SeaFrance in the development of the Port of Calais.
Zbornica CCI najprej opozarja na osrednji prispevek družbe SeaFrance k razvoju pristanišča v Calaisu.
At the end of 2008, the SeaFrance workforce comprised 1600 employees, most of whom lived in the Nord Pas-de-Calais region.
Ta družba je konec leta 2008 zaposlovala 1600 oseb, od katerih jih je večina prebivala v regiji Nord Pas-de-Calais.
It also contributes to the revenue received by the Port of Calais in respect of services to ships and goods services.
Prispeva tudi k prihodkom, ki jih prejema pristanišče v Calaisu za storitve, ki jih opravlja za ladje in blago.
According to the CCI, the disappearance of SeaFrance would have a significant impact on the development of the Port of Calais on account of the loss of jobs and of direct and indirect revenue generated by the company.
Po mnenju zbornice CCI bi propad družbe SeaFrance pomembno vplival na razvoj pristanišča v Calaisu, in sicer zaradi zmanjšanja števila zaposlitev ter neposrednih in posrednih prihodkov, ki jih ustvari ta družba.
The Nord Pas-de-Calais region has also approved the implementation of the ‘Port 2015’ project which provides for the extension of the port, the construction of a new sea dock and the improvement of the existing structures.
Regija Nord Pas-de-Calais je potrdila tudi izvedbo projekta „Port 2015“, ki predvideva razširitev pristanišča, izgradnjo novega bazena in izboljšanje obstoječih struktur.
This project is based on operational forecasts which risk being seriously affected in the event of the disappearance of SeaFrance.
Ta projekt temelji na predvidenih dejavnostih, ki bi jih lahko propad družbe SeaFrance resno prizadel.
Furthermore, the CCI is worried about the emergence of a Eurotunnel-P&O duopoly which would have a negative impact on prices and services, if SeaFrance were to disappear.
Zbornica CCI se poleg tega boji izoblikovanja duopola Eurotunnel – P&O, ki bi negativno vplival na cene in storitve, če bi družba SeaFrance propadla.
The CCI concludes from this that keeping SeaFrance in operation is necessary in the present competitive context, particularly as the traffic forecasts are upwards, especially for freight transport.
Zbornica CCI na podlagi navedenega meni, da je ob upoštevanju trenutnega konkurenčnega okvira treba ohraniti delovanje družbe SeaFrance, in sicer še toliko bolj glede na predvideno povečanje zlasti tovornega prometa.
Comments by the CFDT trade union
Pripombe sindikalnega združenja CFDT
By letter dated 29 July 2011, the Syndicat Maritime Nord (hereinafter: ‘the SMN’), which belongs to the CFDT, communicated its comments to the Commission.
Sindikat Syndicat Maritime Nord (v nadaljnjem besedilu: sindikat SMN), ki je del sindikalnega združenja CFDT, je Komisiji predložil svoje pripombe z dopisom z dne 29. julija 2011.
The SMN firstly stresses that since its creation in 1996, SeaFrance has never been recapitalised by its sole shareholder, the SNCF.
Sindikat SMN najprej poudarja, da družba SNCF, ki je edina delničarka družbe SeaFrance, te družbe od ustanovitve leta 1996 ni nikoli dokapitalizirala.
SeaFrance has therefore had to pay for the renewal of its fleet from its equity, which has had a considerable impact on the cash position of the company.
Torej je morala družba SeaFrance obnovo flote financirati iz lastniškega kapitala, kar je močno vplivalo na denarna sredstva podjetja.
The SMN also points out the disparities existing between British and French social legislation (longer working hours in the United Kingdom not entirely offset by smaller crews in France).
Sindikat SMN opozarja še na obstoječe razlike med britansko in francosko socialno zakonodajo (večja delovna obveznost v Združenem kraljestvu, ki je manj številne ekipe v Franciji ne izpolnijo v celoti).
On account of the staff costs/turnover ratio, the SMN emphasises the fact that SeaFrance is not inclined to practise a low price policy and compensates for this by the quality of the services offered.
Sindikat SMN glede na razmerje med stroški za zaposlene in prometom poudarja, da družba SeaFrance ne teži k politiki nizkih cen in da to izravnava s kakovostjo ponujenih storitev.
It also points out that in view of the market shares of SeaFrance, which are well below those of the market leaders, both in freight and in passenger transport, SeaFrance has little impact on prices.
V zvezi s tem še opozarja, da družba SeaFrance glede na svoje tržne deleže, ki so na področju tovornega in potniškega prometa daleč za vodilnimi družbami na zadevnem trgu, le malo vpliva na ravni cen.
The SMN considers that the adverse impacts of the fall in sterling continue to decrease as expenses, and especially technical expenses, are as often as possible denominated in sterling.
Sindikat SMN meni, da se negativni vplivi znižanja vrednosti britanskega funta še naprej izničujejo, ker se stroški – še zlasti tehnični –, če je le mogoče, izražajo v britanskih funtih.
The SMN considers that SeaFrance has already made significant cuts in the number of crossings and the transport capacities since 2009 (– 30 % in frequency and – 25 % in volume) and with the 4 vessels currently operating, SeaFrance has reached the minimum size allowing it a sufficient rotation frequency to remain credible.
Po mnenju sindikata SMN je družba SeaFrance od leta 2009 že močno zmanjšala število prevozov in prevoznih zmogljivosti (30-odstotno zmanjšanje pogostosti in 25-odstotno zmanjšanje količine), s štirimi ladjami, ki jih trenutno upravlja, pa je dosegla najmanjšo velikost, ki ji še omogoča dovolj pogoste prevoze za ohranjanje verodostojnosti.
Finally, the SMN points out that the employees of SeaFrance would not understand the Commission not taking account of the consequences of the successive restructuring implemented, in terms of both working conditions and employment at SeaFrance, but also in the Calais employment area, which is one of the most stricken in France.
Zadevni sindikat nazadnje še opozarja, da zaposleni pri družbi SeaFrance ne bi razumeli, zakaj Komisija ne upošteva posledic zaporedoma izvedenih prestrukturiranj delovnih pogojev in zaposlovanja pri družbi SeaFrance ter na zaposlitvenem trgu v Calaisu, ki je eden najbolj prizadetih v Franciji.
Comments concerning the reasons for SeaFrance’s difficulties in general
Pripombe v zvezi z razlogi za težave družbe SeaFrance na splošno
Profits/losses of SeaFrance [27]
Dobiček/izguba družbe SeaFrance [27]
The French authorities dispute the reasons for the difficulties of SeaFrance put forward by P&O, i.e. that the value of the goodwill, reputation and market share of SeaFrance concerning freight has declined significantly on account, in particular, of the frequent interruptions in service and market awareness of SeaFrance’s difficulties (see recital 42).
Francoski organi izpodbijajo navedbe družbe P&O v zvezi z razlogi za težave družbe SeaFrance, ki naj bi se navezovale na to, da so poslovna vrednost, ugled in tržni delež družbe SeaFrance, kar zadeva tovorni promet, bistveno nazadovali, zlasti zaradi pogostih prekinitev opravljanja storitev in seznanjenosti trga s težavami družbe SeaFrance (glej uvodno izjavo 42 tega sklepa).
They counter this with the observations of SeaFrance customers which underline the quality of the services provided by the company and the progress achieved in recent years to improve the quality of the services supplied (see recitals 85 to 89).
V zvezi s tem se sklicujejo na pripombe strank družbe SeaFrance, ki izpostavljajo kakovost storitev te družbe in napredek, ki ga je dosegla v zadnjih letih pri izboljšanju kakovosti opravljenih storitev (glej uvodne izjave 85 do 89 tega sklepa).
In response to the argument of the competitors of SeaFrance that the company workforce is too large, the French authorities point out that SeaFrance undertook a significant reduction in the workforce, as a result of which nearly 725 jobs were cut, this drastic measure being designed to enable a staff costs/turnover ratio of 26 % to be restored in 2013.
Francoski organi v odgovor na trditev konkurentk družbe SeaFrance, da je v zadevnem podjetju preveč zaposlenih, navajajo, da je družba SeaFrance močno zmanjšala število zaposlenih, saj je ukinila skoraj 725 delovnih mest, ter da naj bi ji ta korenit ukrep omogočil, da bo leta 2013 ponovno dosegla razmerje med stroški za zaposlene in prometom v višini 26 %.
This ratio would remain slightly higher than those obtained by Eurotunnel and Irish Ferries.
To razmerje naj bi ostalo nekoliko višje od razmerja, ki ga dosegata skupini Eurotunnel in Irish Ferries.
However, the activities of SeaFrance will be quite significantly different in their implementation from those of the Channel Tunnel operator, whose ratio stood at 22,5 % in 2010, and it is inconceivable, under the French flag, for SeaFrance to manage to achieve such a low ratio as Irish Ferries, whose vessels are apparently under the Cypriot flag.
Vendar se bodo dejavnosti družbe SeaFrance (z vidika njihovega izvajanja) precej razlikovale od dejavnosti upraviteljice predora pod Rokavskim prelivom, ki je leta 2010 dosegla razmerje 22,5 %, prav tako pa ni mogoče pričakovati niti, da bo družba SeaFrance, katere ladje plujejo pod francosko zastavo, dosegla tako nizko razmerje kot skupina Irish Ferries, katere ladje plujejo pod ciprsko zastavo.
The French authorities consider that, in view of the considerable effort made by SeaFrance as regards redundancies, the staff costs/turnover ratio of 26 % is sufficient and allows SeaFrance to remain competitive.
Francoski organi menijo, da razmerje med stroški za zaposlene in prometom v višini 26 % – ob upoštevanju precejšnjih prizadevanj družbe SeaFrance za zmanjšanje števila delovnih mest – zadostuje in da bo zadevna družba tako lahko ostala konkurenčna.
They specify that the level of salaries paid by SeaFrance results from French social legislation, which offers greater protection than that of the States where its competitors are established, and especially that of the United Kingdom, in particular with regard to the minimum wage.
Glede tega pojasnjujejo, da družba SeaFrance izplačuje plače v skladu s francosko socialno zakonodajo, s katero je predpisano večje varstvo kot v državah, v katerih imajo sedež njene konkurentke – zlasti v Združenem kraljestvu –, kar velja predvsem za minimalno plačo.
The SeaFrance fleet, as defined in the restructuring plan, is not ill-adjusted.
Flota družbe SeaFrance, kot je opredeljena v načrtu za prestrukturiranje, naj ne bi bila neprilagojena.
Quite the contrary, it was specifically constructed for the Calais/Dover route, with the exception of the vessel Molière, which had to have conversion work carried out on it to be adapted to maritime transport in the North Sea.
Ravno nasprotno – razen ladje Molière, ki jo je bilo treba predelati, da je zdaj primerna za pomorski promet v Severnem morju –, naj bi bila zgrajena posebej za linijo Calais–Dover.
As regards P&O’s argument that the management of SeaFrance is not sufficiently independent of the State and of worker power to manage the company efficiently, the French authorities consider that this is an assertion which is not based on any evidence.
Kar zadeva trditev družbe P&O, da uprava družbe SeaFrance ni dovolj neodvisna od države in socialnih organov, da bi lahko učinkovito upravljala podjetje, francoski organi menijo, da zadevna trditev ne temelji na nobenem dokazu prima facie.
Comments concerning the competitive position on the Dover/Calais market
Pripombe v zvezi s konkurenčnim položajem na trgu Dover–Calais
The French authorities contest the allegations of P&O, Eurotunnel and CLdN concerning structural overcapacity of the market.
Francoski organi izpodbijajo trditve družbe P&O ter skupin Eurotunnel in CLdN v zvezi s strukturno presežno zmogljivostjo trga.
In their view, the overcapacity observed is largely attributable to the economic climate (in particular, the economic crisis has led to a reduction in freight traffic and rise in the sterling exchange rate).
Po njihovem mnenju je treba ugotovljeno strukturno presežno zmogljivost večinoma pripisati konjunkturnim razlogom (zlasti gospodarski krizi, ki je povzročila upad tovornega prometa in povišanje tečaja britanskega funta).
On the basis of the growth forecasts drawn up before the crisis, certain operators increased their capacities but the hoped-for growth failed to materialise on account of the economic recession.
Nekateri gospodarski subjekti naj bi na podlagi napovedi o rasti izpred krize povečali zmogljivosti, vendar naj nato pričakovane rasti ne bi bilo zaradi gospodarske recesije.
The French authorities cite market analyses carried out by the Dover Harbour Board in 2005 [28] and 2008 [29] indicating long-term growth in freight volumes.
Francoski organi se sklicujejo na tržne analize, ki jih je opravila državna družba Dover Harbour Board v letih 2005 [28] in 2008 [29] ter kažejo na dolgoročno povečanje količine tovora.
France considers that the concerns expressed by certain SeaFrance customers relating to the emergence of a P&O monopoly for the transport of hazardous goods on the Calais/Dover route (see recitals 83 and 87) are unfounded.
Francija meni, da zaskrbljenost, ki so jo izrazile nekatere stranke družbe SeaFrance v zvezi z izoblikovanjem monopola družbe P&O, kar zadeva prevoz nevarnih izdelkov na liniji Calais–Dover (glej uvodni izjavi 83 in 87 tega sklepa), ni utemeljena.
In fact, since there are no national or international regulations prohibiting the transport of hazardous goods on car ferries, SeaFrance could consider carrying out such transport during crossings with low passenger numbers, for example on certain night crossings.
Ker namreč z nobenim nacionalnim ali mednarodnim predpisom ni prepovedan prevoz nevarnih snovi s trajekti, bi lahko družba SeaFrance tak promet predvidela med prevozi z malo potniki, na primer med nekaterimi nočnimi prevozi.
Comments concerning the compatibility of the restructuring aid
Pripombe v zvezi z združljivostjo pomoči za prestrukturiranje
As regards the compatibility of the measures notified under the restructuring plan, the French authorities provided the following replies to the doubts expressed by the Commission concerning the return to long-term viability expected from the restructuring plan, on the prevention of any excessive distortion of competition and on SeaFrance’s own contribution to the restructuring plan.
Kar zadeva združljivost ukrepov, priglašenih v okviru načrta za prestrukturiranje, so francoski organi v odgovor na dvome Komisije v zvezi z obnovo dolgoročne sposobnosti preživetja, ki se pričakuje od tega načrta, ter v zvezi s preprečevanjem morebitnega prevelikega izkrivljanja konkurence in lastnim prispevkom družbe SeaFrance k načrtu za prestrukturiranje predložili spodaj navedene odgovore.
On the return to long-term viability and the restructuring plan
Obnova dolgoročne sposobnosti preživetja in načrt za prestrukturiranje