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LE FIGARO. – The Netherlands seems to suddenly become Eurosceptics. Why?

Luuk van Middelaar. – In reality, they have always been skeptical about some aspects of the European Union. The Netherlands were among the six founding countries, but their motivation was primarily economic, unlike France, which favored the political dimension. The Dutch have always fought for measures that represent an economic interest, such as the European patent. Then the country became a net contributor to EU budget around 2000, which is not conducive to enthusiasm! As for the current debate over the stability pact, we must not underestimate the impact of the crisis of 2003, when Paris and Berlin have violated common rules: it has reinforced the inferiority syndrome of small countries.

Failure in the referendum on the constitution has he not been exceeded?

France and the Netherlands voted no, but for very different reasons. The French were especially opposed to Europe "neoliberal" characterized by the Bolkestein directive on services, named after the Dutch commissioner … In the Netherlands, by contrast, we did not want an "other" Europe, but "less" Europe, if at all! The Dutch were not opposed to a political Europe.

The debate on the return to national currencies is more violent than elsewhere in the Netherlands. Why?

In the Netherlands, the euro has always inspired mistrust. These fears are now confirmed by the mismanagement of other member countries. Dutch MPs debated the creation of two variants of the euro, the "neuro" for the North and the "Zeuro" for the South. But this debate has remained economically, while the euro has a geopolitical origin: it is a concession of the Germans at the time of reunification.

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In Europe, stock markets resumed their breath on Tuesday, but uncertainty still hangs over the debt markets, fueled by the political crisis in the Netherlands and the period between the two towers of the French presidential election.

Spain and Italy have borrowed at rates up sharply Tuesday. Madrid has raised no issue 1.933 billion euros in vouchers at 3 and 6 months thanks to a strong demand of investors, but she had to pay his show twice what it had paid on March 27 for a similar operation; 0.634% to 1.580% three months and six months against 0.381% and 0.836 respectively

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The Spanish Minister of Budget, Cristobal Montoro, speaking before MPs met to discuss the 2012 budget austerity, acknowledged that his country was "in a moment of extreme fragility", as the recession sets in peril promises deficit reduction. The country has promised to bring its public deficit of 8.51% of GDP at the end of last year to 5.3% this year and to 3% next year

The chief minister, Mariano Rajoy, said in Parliament that "the economic policy is a policy hard, expensive, that does not produce short-term effects, but this is what we need right now ".

Asian sovereign funds

For its part, Italy, who had taken advantage of favorable borrowing conditions since the beginning of the year, faces a rebound in interest rates business card design. The Italian Treasury has borrowed Tuesday nearly 3.5 billion euros on the market, as in Spain enjoying high demand, to 6.5 billion. But the rates of bonds maturing in 2014 surged to 3.355% against 2.352% at its previous similar operation in late March.

All is not lost, however, in the eurozone. Despite the political crisis and the threat of rating agencies on the Dutch AAA, the Netherlands has borrowed two billion euros in two years Tuesday, rates fell to 0.52% against 0.66% on secondary market on Monday. Many investors believe that the Netherlands has solid fundamentals frankly. "The yields are high but traders are satisfied," said Lyn Graham Taylor, bond strategist at Rabobank.

Another encouraging sign: the European Financial Stability Fund (EFSF) lifted successfully 3 billion to 7 years at 2.65%, or 160 basis points more than Germany. "This is a great achievement," commented Frédéric Gabizon, HSBC has submitted a tender. "Especially since 40% of the demand comes from sovereign wealth funds from Asia, which shows that outside of Europe investors are confident."

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The final product of the electric range of Renault, the ZOE, will be launched in September. It will complement the Fluence, Kangoo ZE and Twizy.

Electric cars are the most striking example of the efforts made by manufacturers and their suppliers to reduce vehicle fuel consumption. "The first reason for this trend is the cost of fuel for consumers," acknowledges Sébastien Amichi, partner at Roland Berger.

Second reason: the regulation. In Europe, Brussels will impose financial penalties on manufacturers based on grams of CO2 emitted per kilometer traveled. The purpose is to emit less than 130 grams per vehicle range, on average, end of 2015 and less than 95 grams in 2020.

The major manufacturers put a lot of money on the table to achieve this. "We spent 500 million euros over five years to develop our range of diesel hybrid," explained William Faury, Director of R & D of PSA Peugeot Citroen to launch this range. For him, the PSA group spends "50% of its R & D to reduce emissions."

"The range of opportunities for manufacturers is extremely broad," says Sebastian Amichi. Electrification to-tal and is the last rung of the ladder, which passes through the microhybridation (the system startup "Stop and Start"), all hybrid, popularized by To-Yota with its Prius, or the Hybrid.

The success of these different modes of consumption reduction is difficult to determine. If PwC expects 1% of electric vehicles worldwide in 2017, Roland Berger is considering a rate of 4 to 5% in 2020. The use and type of vehicles used can also play. "In the U.S., where there are very few and very large diesel vehicles, the hybridization rate could be much higher than that achieved in Europe," says Sebastian and Amichi.

Lighter vehicles

Electrification is not the only point on which manufacturers and suppliers work. Weight is also a field of expression of the fight against pollution. "Reducing the weight of a car saves 10 kilograms 1 gram of CO2 per kilometer," says Lawrence and Burelle, CEO of Plastic Omnium.

The steel is still very present in cars, but it is increasingly challenged by other materials such as aluminum or composite. The French Plastic Omnium, the world's leading manufacturer of bumpers and tanks, has invested 10 million euros in its R & D Sygmatech, near Lyon, to strengthen its expertise in the field.

Proof of this relief strategy: the new Peugeot 208, launched a few weeks ago, is lighter than its predecessor, the 207. This is a first for a compact vehicle.

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Tension mounts between Opel workers and their U.S. parent, General Motors (GM). The unions are still hoping to be able to bend GM, when approaching a crucial supervisory board, scheduled for Wednesday, during which its European subsidiary must submit a proposal for the closure of two plants in Europe. In a letter to the chief executive of Opel, Karl-Friedrich Stracke, unions representing 40,000 employees in the twelve production sites in Europe – in Germany, France, Britain, Italy, Austria, Poland, Spain and Hungary – say they will refuse any negotiations with management on wage cuts, which make competition between sites.

"Dear Mr. Stracke we will conduct any negotiations with you at the local level," they write according to an excerpt of the letter published by the Frankfurter Allgemeine Zeitung. The unions are responding to requests by management at each plant separately. Opel claims including greater flexibility in work schedules, a waiver of premiums for weekends and worked an abandonment of wage demands. The sites do not bowing to these guidelines should not expect to be selected for the production of new models, according to Peter Thom, head of production at Opel.

30% reduction in production capacity

Karl-Friedrich Stracke said a few days ago that he would respect the commitment not to close any site before the end of 2014. According to German media, GM is preparing to announce a reduction of about 30% of production capacity. The project would include the closure of sites in Bochum, Germany (3200 employees) and Ellesmere Port, UK (Vauxhall factory, 2100 employees) payday loans lenders. And relocation destinations in the cheap production costs: Poland, China, Korea, Mexico.

GM operations in Europe have lost billions of dollars over the past decade and plant closures is seen by the world number one automotive and investors on both sides of the Atlantic as crucial to restore the group's profitability in the region.

Between seven and ten plants in too

But unions are headwind against this strategy, claiming that GM could increase profitability by increasing sales or by locating more production in Europe. "GM repeats regularly with excess capacity equivalent to 500,000 cars a year, we have two factories in too, and the new manufacturing manager visited the sites one after the other by playing against each other," said Thursday a union representative of the supervisory board at Opel.

"We know the main points of the strategic plan could be presented Wednesday: he plans to plant closures and no growth for the company," he added. "If it is voted, the entire union side will vote against this plan." For Dan Akerson, Managing Director of GM Europe's automotive sector has a total of between seven and 10 plants in too. The closure of one or two sites by GM could therefore increase the pressure on his new French ally, PSA Peugeot Citroen, for it is committed on the same track.

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Unions of La Poste have been heard. Rocked by three suicides in six months, the postal group has taken the measure of social malaise that reigns within its walls. According to the Journal du Dimanche, its CEO, Jean-Paul Bailly, is expected to announce Monday a suspension until September of the reorganization of the branch e. A break of nearly six months during which discussions will be held with employees to improve their working conditions. At the local level, first, the regional offices of the Post Office will begin negotiations on the reduction of work patterns in post offices. At the national level, then, Jean-Paul Bailly launch the establishment of a "social warning unit" and could also release a budget to support the weakest agents, specify the sources cited by the weekly Sunday. Contacted by The Figaro.fr, the group was not immediately available for comment.

La Poste has accelerated its timetable for ending the crisis, after the suicide last Sunday as part of a group in Britain. In a folder left behind, this forty, who had been off long illness since November and was found hanged at his place of work in Brittany, had denounced a hard three years from its hierarchy. This was the second suicide in Breton Post in ten days. February 29, Jeremy Buan, a senior of 28 years, had committed suicide by jumping from the top floor of La Poste in Rennes, in the Ille-et-Vilaine. He too had reported his "outstanding work" in a letter released by his partner. Immediately, the Post Office had opened on Tuesday for talks with the unions on "health and welfare at work", promising that "proposals" would be made "before summer".

The bracketing, albeit provisional, of the restructuring of the business mail should satisfy the unions who denounced social climate "anxiety" since the suicide last September of a 52-year employee who was, also, défenestrée the fourth floor of the financial center of the 15th arrondissement in Paris. "This situation is unfortunately not unique to the post office," said Antoine Le Séguillon this week, a union representative GSC in Figaro.fr. "And it is not unique to Britain," he said hoping that the leadership would engage quickly "concrete actions".

Action plan against erosion mail

Faced with the erosion of its mail business, which it considered that the volumes would collapse by 30% over 2008-2015, the Post Office had drawn a new plan in 2009. Jean-Paul Bailly had emphasized that this branch should "reinvent themselves" by offering new services. Gradually, the schedules of post offices have been extended throughout France, robots have been installed to reduce waiting times for customers and, last September, The Post has completely redesigned its line of mail.

A strategy that has "paid off", welcomed the group during the presentation of its annual results on March 8. While lower volumes continued with a decrease of 3%, after falling 3.3% in 2010, the mail business recorded a turnover stable at EUR 11.5 billion (+ 0.3%), more than half of the total activity of La Poste. But for the unions, these good results have been costly to employees. According to the CGT, it was obtained "at a price of 10,091 job cuts" and an increase in sick leave.

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Despite a second half which was to fear the worst, business failures were flat last year compared to 2010 when they were increased by 20% between 2007 and 2009.

According to a study by Deloitte and Altars, 58,195 companies have experienced serious difficulties in 2011. A decrease of 1% compared to 2010. 18,518 were placed in receivership. 39,677 direct into liquidation.

These figures are significantly higher than pre-crisis, during the period 2000-2007. "The failure level is impressive," says Martine Rivet, magistrate from the Commercial Chamber of the Tribunal de Grande Instance, Strasbourg cited in the survey Deloitte-Altares.

Areas heavily affected are the retail, grocery stores and food processing. The building also continues to suffer. Companies that have the highest increase in defaults are those with less than six years of existence (31,813 procedures) and companies conducting more than 50 million euros in turnover. Geographically, most of the failures are concentrated in the Ile-de-France (20%) in Provence-Alpes-Cote d'Azur (11%) and in the Rhone-Alpes (10%). The momentum of the second half of 2011, 2012 promises to be difficult. In January and February, 10,889 companies were placed in receivership, liquidation or judicial safeguards against 10,294 in 2011 and 9724 in 2010 over the same period.

March, "the heaviest month"

Companies with more than 50 employees are the first victims with a 42% increase compared to January-February 2011. Mars will be a good barometer to know the trend of the year. "This is traditionally the heaviest month for the number of firms in difficulty," Thierry Millon analysis, design manager at Altares.

The crisis has sometimes served as a catalyst to speed falls predictable. Some companies in fact knew of the difficulties for several years, due to insufficient capital and a fall in profitability for a long time. Others could no longer compete with their competitors. "The competitiveness of the French economy needs to be asked," concludes Vincent Batlle, a partner at Deloitte.

In transport, many small companies have thrown in the towel, victims of declining sales, rising fuel prices and foreign competition. German companies have cut jobs in Alsace, where they had settled in the 1980s, to turn back to Germany. "These companies were looking for a cheaper production base and an opening on the French market. Today we are witnessing a counter-movement, "says Claude master-Maxime Weil, court administrator in Strasbourg. In Marseille, the commercial court only deals with records of small businesses because the industrial base has weakened.

The coming months could be very difficult for LBOs (leveraged buy-out) purchased with funds that are struggling to repay their debts.

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Since the tsunami of 11 March and the Fukushima nuclear disaster, the Japanese atomic reactors were arrested, one after the other to be auscultated. Today, on the fifty-four boilers that supplied 28% of electricity in the Archipelago, only two work. And they should, they also stop in April to be tested for safety.

The streets of Tokyo shine though all their neon lights, and the life of the megalopolis of 35 million people saw the usual pace of its thousands of trains daily. Certainly, the corridors of Meti, the Ministry of Economy, are left in the dark, for an example. But the great campaign to save energy this summer ended.

This return to almost normal life despite the closure of fifty-two reactors, Japan pays a high price. Imports of oil and gas only for rotating thermal power plants in 2011 jumped by 77% and 18%. For the first time in thirty-one years, Japan had a trade deficit in 2011, 24 billion euros. And began the year with a record monthly deficit of 15 billion euros for the month of January, dug by the price of crude.

In this context, the government and power companies do not hide their desire: to restart nuclear plants faster. Large industrial fear a surge in the cost per kilowatt hour are pushing in this direction. The electrician Tepco, which operated the plant in Fukushima Daiichi and navigates to the brink of bankruptcy, announced an increase in its rates 17% for its major customers.

Restart nuclear facilities, just a year after the nuclear accident which forced 100,000 people to evacuate contaminated area? "For the Japanese, it's almost existential debate," says a French expert on energy, visiting Tokyo. The surveys that follow indicate that the majority of the population wants a nuclear phase-out.

Breach of trust

Reflecting Yuichiro Yonei, student 23 years specializing in energy met at the University of Tsukuba, who lived on March 11 as "a break". The young man, who no longer has confidence in the government's word on disaster management Fukushima, became antinuclear. Many young people who share his position on social networks come to sign the petitions in the tent erected militants since the fall before the Ministry of Economy.

The government Yoshihiko Noda walking on eggshells. It will not go into force. Formally, it does not need the green light of regional governors, elected, but nevertheless takes shelter behind them. To restore confidence, after pointing a report of TEPCO and failures of government, the government is reforming the nuclear safety authority, discredited.

Sixteen reactors only have registered for "stress test". Two of them, Ohi 3 and 4, have been deemed suitable by the International Atomic Energy Agency (IAEA) and could be the first to restart.

The government plans to present in June or July of its energy strategy for the coming years. "We must remove our dependence on nuclear power and build medium to long term a company that will not have to rely on this energy," said the Prime Minister Noda Saturday.

By the summer season of peak power consumption due to the massive use of air conditioning, the Japanese will have to make tough choices: restart their nuclear reactors or pay the current high price; suffer outages new current or reduce their consumption of 10 to 15%.

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Air transportation emits about 3% carbon dioxide (CO2) released by humans into the atmosphere. But according to the UN Framework Convention on Climate Change (UNFCCC), its emissions have almost doubled (+98%) between 1990 and 2006 and are expected to increase by 63% by 2020. This is due to the strong growth that the EU wished to include airlines in the industries subject to carbon allowances.

Decided in 2008, this "carbon tax air" has been applicable since 1 January to major airlines transiting through EU airports. According to official documents of the end of 2011, 4291 airlines must be submitted to CO2 quotas, including 28 Chinese companies. Brussels has set an emissions cap for each company, who must buy the equivalent of 15% of its emissions, as carbon credits.

This air tax should bring in 2012 256 million euros to the EU, the Commission said. A pittance compared to $ 3.8 billion represented the German Government, by controlling only Airbus Hong Kong Airlines, threatened. Connie Hedegaard, European Commissioner for the fight against climate change, repeated his refusal to yield to threats and to revisit the legislation.

The profession particularly hostile

From the earliest discussions on the implementation of these CO2 quotas on airlines, the profession has expressed very hostile. Last November, ICAO, the Organization of International Civil Aviation, adopted a resolution recommending to exempt non-European companies of the carbon tax. 26 of its 36 members including China, the United States and Russia, were signatories. The International Air Transport Association (IATA) and ICAO call for voluntary measures to reduce emissions of greenhouse gases, implemented worldwide.

In a report published in early 2011, the rating agency Standard & Poor's estimated that the measure Brussels could cost 1.12 billion for airlines in 2012-2013. Since then, the price per tonne of CO2 collapsed on the European market which would reduce the cost to about 700 million euros. But it adds to the severe increase in fuel prices.

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At a time when many manufacturers are seeking solutions to their difficulties in Europe, the alliance between PSA Peugeot Citroen and General Motors supplies all conversations at the Geneva show. The French on Tuesday launched a capital increase of one billion euros, after which GM will take 7% of the shares of PSA, the Peugeot family from 31 to 25.2% of the capital. This operation gives us "the ability to make the necessary expenditures to investments with GM on a number of projects," says Jean-Baptiste de Chatillon, the CFO. These are "projects we wanted to achieve, but we did not have the capacity to do so quickly," everything "with greater efficiency than if we were alone," he says. Ideas that focus on small cars, station wagons, "crossover" and minivans. The first vehicle will arrive in 2016

"We have identified the programs on which we want to work with PSA. Others could be added to as and when cooperation takes place in a climate of trust, "said his side Stephen Girsky, vice president of GM. Thanks also to the pooling of purchases, both grouped hope everyone save $ 1 billion per year from 2016.

"PSA needs cash"

The least we can say is that the two rival groups are skeptical. Renault, Nissan ally of Japan for thirteen years (which it owns 43.4%, while Japan has 15% of French), has been especially reserved. "In our design, an alliance must be based on cross-shareholdings. This way, everything a manufacturer implements to take his partner's expertise, he gets a real return, "financially, reacted Carlos Tavares. The COO of Renault also recalled that in his view, create a common purchasing structure, and especially the engineers to work together, "takes time". In short, the operation is over, he said, an "equity participation of GM" in a context where PSA is "in need of cash."

Daimler believes that the combination PSA-GM is not the same nature as its partnership with Renault (through cross-holdings of 3.1%). "As our cooperation with Renault is to add strength, especially this new alliance is trying to tackle challenges in Europe," said Dieter Zetche, the boss of the German specialist high end.

The site of Aulnay-sous-Bois threatened

All observers point out that this approximation leaves unresolved the issue of overcapacity of the two manufacturers on the Old Continent payday loans. "They have the same problem, I wonder how they will learn from each other to solve it," said Carlos Tavares. PSA and GM said they would address this issue separately. PSA has its problems of overcapacity in Europe "on 18 to 24 months" to come, has also said Denis Martin, director of industrial PSA. By the presidential election, an announcement seems impossible, but the site of Aulnay-sous-Bois, which will produce the Citroen C3 until 2014, seems particularly threatened after that horizon. The future sites Sevelnord, near Valenciennes, and Madrid, is also uncertain. Meanwhile, Opel could close two new plants in Europe, Germany and Britain, according to U.S. media.

For his part, Sergio Marchionne, the boss of Fiat-Chrysler, says it "would not like to be in the shoes of GM," because "a stake of 7%, which does not provide an integration of European , is not the right answer "immediately, even if beneficial effects will be to" medium and long term. " Fiat "remains open" to a merger with a third partner. "All" potentially of interest to manufacturers, including Renault, apart from the German Volkswagen and Daimler, which are not considered "technically compatible with Fiat."

The U.S. company invests 304 million

PSA announced details of its capital increase of one billion euros, intended both to seal an alliance with General Motors and give itself the means to continue investing. The price of the transaction, which runs from March 8 to 21, was set at 8.27 euros, reflecting a discount of 42% over the course of Monday. However, existing shareholders have preferential subscription rights (DPS), which have a value. For them, the discount is reduced to about 32%. General Motors has committed $ 304 million to acquire 7% stake. Of this amount, 80 million used to purchase approximately 55.6% of the DPS of the Peugeot family. This will subscribe the capital increase for the balance – representing an investment of around 150 million – and will see its stake reduced from 31% to 25.2% of the capital of the manufacturer.

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Who will be the big loser of the arrival of Free Mobile? While Orange, Bouygues and Vivendi have just published their annual results and must submit his Free Thursday, the operators have their accounts.

In only six weeks, Free Mobile would have earned 1.5 million customers, according to estimates by Stéphane Richard, CEO of France Telecom. Free for now refuses to confirm.

But everyone sees what he lost. Orange said 400,000 of its customers had left for Free Mobile. Bouygues Telecom, a quarter of customers since January parties have joined Free Mobile or 134000. SFR did not elaborate, but analysts said it could provide around 300,000 customers Free Mobile.

500,000 net new subscription

It remains to evaluate clients lost by MVNOs, network operators without these, like Virgin Mobile, La Poste Mobile, Auchan Telecom, etc.. "Some of these operators have lost heavily at the start of Free Mobile. While some have reacted very quickly, it was to stop the bleeding. They have de facto acted as shock absorbers for Orange, SFR and Bouygues, "said one analyst.

MVNOs with models based on commitment and with a strong distribution network suffered the least. And NRJ Mobile, which has 90% of customer engagement in and benefits from the network of bank branches CM-CIC, has limited the damage. The operator that displays 1.1 million customers continued to win in January, before losing around 5,000 in February. "Ultimately, MVNOs may have lost between 200,000 and 300,000 customers," said one analyst.

Summing up all these figures, Free Mobile would have earned about a million customers in the market in its various competitors. The remaining 500,000 would net creation, that is to say, new subscriptions. Given its attractive price, consumers who already have a subscription and can be subscribed to the offer 2 euros (EUR 0 Free for subscribers) as a second subscription or subscription relief.

One thing is certain: the fierce competitive battle was triggered not leave room for all operators and everyone is fighting for its survival.

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