Rebirth of England.

What Daisy was talking about was the acquisition of Bombardier.

It can be said that the acquisition of Bombardier by a consortium consisting of French companies such as Alstom and Cavendish Trust has attracted the attention of many people.

At that time, some media reported that it would not be easy for this acquisition to pass the review of the EU antitrust agency.

Prior to this, the merger plan of Siemens and Alstom's railway divisions had been rejected by the EU antitrust agency.

The views of these media are not wrong. After all, in the original time and space, when Alstom acquired Bombardier's railway business, it was subject to strict scrutiny by the EU antitrust agency. At that time, Alstom agreed to sell some related businesses to the other party and guaranteed that after the acquisition of Bombardier's railway business, it would not pose a threat to "fair competition" in some areas. Only then did it pass the antitrust review.

But things are different now. After all, Barron has reached an "alliance" with the British government through the High Speed ​​Rail Line 2 project...

At the same time, France naturally needs to cheer for Alstom's acquisition.

As for Germany...

After the merger of Siemens and Alstom's railway division failed, considering that most of Bombardier's railway business is in Germany, their attitude can be understood as "order neutrality"...

In this way, the three most important countries in the European Union, which are also the main countries for raising funds for the European Union, have such an attitude. If the European Union antitrust agency insists on blocking this acquisition, the consequences will be uncontrollable.

So principles are principles, and at times, the EU's attitude is relatively flexible.

Then something unexpected happened to some analysts. Less than a month after the EU antitrust agency announced that it would review the Bombardier acquisition, they announced again that they had basically approved the acquisition and restructuring plan of Bombardier by the consortium including Alstom, and only put forward some insignificant requirements.

These demands seem more like symbolic statements made by the EU to save its own face.

This means that the acquisition and restructuring of Bombardier has been officially completed. Next, according to the existing plan, Bombardier will be split into two parts: railway business and aviation business.

Bombardier's rail business will be merged with Alstom's rail business to form Alstom-Bombardier Heavy Industries.

Among them, Alstom Group will hold 55% of the shares of Alstom-Bombardier Heavy Industries Group, British Fortune Times (BFT) Fund, one of the consortium investors, will hold 25% of its shares, and another investor, Cavendish Trust, will hold the remaining 20% ​​of the shares of Alstom-Bombardier Heavy Industries Group.

As for Bombardier's aviation business (commercial aircraft and business jet manufacturing), it will be merged with Standard Aerospace to form Standard Bombardier Aerospace. Standard Defense Group will hold 65% of the shares of the merged aviation manufacturing company, and BFT Fund will hold the remaining 35%.

After such integration, Standard Bombardier Aerospace will be involved in three major manufacturing businesses: commercial aircraft (regional jets), business jets and large unmanned aerial vehicles.

The manufacturing of commercial aircraft and business jets will still be mainly concentrated in Canada, while for large unmanned aerial vehicles, a related research laboratory will be set up in Canada, with the main department consisting of the Standard Aviation Manufacturing Company originally in the UK.

Their large fixed-wing UAV project is the "Tiercel" UAV project, which is a competitor to General Atomics' "Predator" UAV and for which a team has been formed to develop it. It is expected that the construction of the first prototype will be completed by the middle of next year, and experiments and verifications will be carried out in various environments and missions.

Now that the EU has given the go-ahead for the establishment of Alstom-Bombardier Heavy Industries, the next step will be to prepare to start pushing forward the construction of the UK High Speed ​​Rail Line 2.

As the CEO of Britain's First Rail Group, Amber Sheehan has made an offer to acquire Eversholt Rail Group, one of the three largest rail vehicle leasing companies in Britain. The offer of 23 billion pounds is already a sufficient premium compared to the company's market value. I believe the negotiation process will not take too long.

"In terms of the EU's special high-speed rail fund subsidies, we hope that the other party will provide no less than 25 billion euros, but the EU has only promised to provide 10 billion euros, and the difference between the two is still very large..."

While acquiring Eversholt Rail Group, Amber was also paying attention to the negotiations between the British government and the European Union on high-speed rail special fund subsidies.

Yes, the matter of the high-speed rail special fund subsidy is mainly negotiated by relevant personnel of the British government with the EU. After all, the UK has to pay so much money to the EU every year, and it still has to try its best to ask for more subsidies when it is time to ask for them, otherwise the money will be used to help the countries in Eastern and Southern Europe to "help the poor"...

"This should be a headache for the Prime Minister. I believe he will find a way to solve it."

Barron is not in a hurry about this. After all, in the investment agreement on High-Speed ​​Rail Line 2 officially signed between the British First Rail Group and the British government, Barron required that the agreement state that the British government will invest no less than 25 billion euros in this project.

After all, the High-Speed ​​Rail Line 2 is of great significance to both the British government and Cameron.

But for Barron, it comes down to a business project that needs to make a certain profit.

“Mr. Prime Minister, I can help you solve this problem and win praise from the people for your government, but the premise is that I cannot build and operate it at a loss. If I cannot obtain more subsidy funds, it means we need to invest more money, and then we can only make back the money by raising ticket prices…”

This is what Barron said to Cameron at the time:

"We all know how important High Speed ​​Rail Line 2 is to the UK, but mere verbal support will not have any real effect. We need sufficient financial support from the government."

Therefore, if the British government cannot obtain the 25 billion euro "subsidy" from the EU, it means that the difference needs to be made up in the government budget.

I believe that Cameron, who is now committed to cutting the government budget, will certainly threaten to reduce the "funds surrendered" to the EU and demand that the EU provide them with sufficient high-speed rail subsidies.

After all this, including the formation of the First Rail Group in the UK and the arrival of high-speed rail subsidies, they will start bidding for the High-Speed ​​Rail Line 2...