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TomTom Maart 2016

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  1. Juun 29 maart 2016 12:07

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    Opvallende namen die kosten kapitaliseren, zijn vooral Philips, wederom DSM en de (veel te) grote stijger TomTom.

    Ik hekel het kapitaliseren van kosten, mijns inziens slechts toegestaan bij bedrijven die veel en lang investeren in nieuwe producten met hoge unitprijzen als ASML
    fd.nl/opinie/1145223/een-rapport-van-...
  4. [verwijderd] 29 maart 2016 13:04

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    quote:

    Juun schreef op 29 maart 2016 12:07:

    Opvallende namen die kosten kapitaliseren, zijn vooral Philips, wederom DSM en de (veel te) grote stijger TomTom.

    Ik hekel het kapitaliseren van kosten, mijns inziens slechts toegestaan bij bedrijven die veel en lang investeren in nieuwe producten met hoge unitprijzen als ASML
    fd.nl/opinie/1145223/een-rapport-van-...
    Ik zou niet weten waarom ASML wel capitalised R&D zou mogen hebben en Philips of TomTom niet. Als de investeringen die het betreft maar een lange levensduur hebben. Het zou gek zijn als TomTom nieuwe servers, software of kaarten productie tools zou boeken als OPEX. Het zijn dingen met een langere levensduur die je in een x periode afschrijft. De posten uit het jaarverslag 2015 waar het betrekking op heeft.

    OPEX:
    R&D 185,443 miljoen

    CAPEX:
    Investments in property, plant and equipment 21.577 miljoen
    Investments in intangible assets 86,154 miljoen
    Depreciation, amortisation and impairment -123,096

    Wat je dus ziet is dat:

    - TomTom haar cijfers niet oppoetst want de afschrijvingen die ze doen zijn behoorlijk (123,096 miljoen)

    - TomTom haar R&D gewoon in het lopende jaar bekostigt. Er is 185 miljoen aan R&D uitgegeven en dat wordt niet als kapitaaluitgaven gezien, maar komt gewoon ten laste van 2015. Hier valt het R&D personeel onder en dingen die een levensduur hebben van maximaal een jaar.

    - Alleen dingen tot kapitaal uitgaven (CAPEX) rekent als die een langere levensduur hebben en periodiek worden afgeschreven. Dan gaat het om investeringen in productiecentra (property, plant and equipment) of in de databases, zoals de 3D maps en Road DNA (intangible assets).

    Onderdeel van die afschrijving van 123,096 miljoen is overigens:
    "Amortisation of technology and databases" -76,694 miljoen

    In de database is dus 86,154 miljoen geinvesteerd en 76,694 miljoen afgeschreven. Dat leidt tot een toename van de waarde van de database van 10 miljoen. Dat zie je op de balans onder 'intangible assets'. Die waren op 31/12/2015 810,908 miljoen waard, versus 800,583 miljoen een jaar eerder.

  5. [verwijderd] 29 maart 2016 13:36

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    Om dergelijke investeringen te rechtvaardigen zou ik eerst naar bruto marge en omzetgroei die eruit voort komt kijken, daarna een hele tijd niets. Zie je al snel dat TT goed bezig is.

    Omzet per machine lijkt mij geen criteria.
  7. drulletje drie 29 maart 2016 14:25

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    www.albanydailystar.com/technology/ub...

    Uber prefers Tomtom in smartphone applications – Anaheim Tekno Time

    beachturk by beachturk | @ | March 28, 2016 5:10 pm

    Uber, the on-demand transportation service, agreed on Thursday to use digital maps provided by the Dutch technology company TomTom in its smartphone applications.The move is the latest foray into digital mapping for Uber, which had offered to buy Nokia’s mapping business for around $3 billion early this year but lost out on the deal to a consortium of German automakers.

    Today, Dutch mapping company TomTom announced a deal to provide data to Uber for use in its navigation for Uber drivers (and specifically not Uber passengers)

    Specifically, Uber will use TomTom’s maps and traffic data “that will contribute to the navigation experience”, an Uber spokesperson saysThe companies describe the deal as multi-year and global, with a focus on some 300 cities. Neither are disclosing the financial terms.

    “We are excited to provide Uber with our best-in-class location data.” said Charles Cautley, Managing Director Maps & Licensing at TomTom, in a statement. “TomTom is a truly independent map provider with the platform for the future. With this platform, TomTom is the trusted partner for innovative and future proof location technology for the global automotive and consumer technology industry.”

    “We look forward to working with TomTom, a leader in the mapping and navigation space,” said Matt Wyndowe, Head of Product Partnerships at Uber. “Their mapping and traffic data will help ensure we continue to provide a great experience for drivers everywhere.”

    We have confirmed directly with Uber that TomTom will be providing data for the driving app alone. It is not replacing Google Maps, nor any other services that Uber currently uses.

    TomTom’s advanced map-making technology, combined with its world class traffic information, will ensure Uber has a seamless navigation experience, accurate arrival times and efficient journeys in more than 300 cities around the world
    “We are excited to provide Uber with our best-in-class location data.” said Charles Cautley, Managing Director Maps & Licensing at TomTom. “TomTom is a truly independent map provider with the platform for the future. With this platform, TomTom is the trusted partner for innovative and future proof location technology for the global automotive and consumer technology industry.”

    “We look forward to working with TomTom, a leader in the mapping and navigation space,” said Matt Wyndowe, Head of Product Partnerships at Uber. “Their mapping and traffic data will help ensure we continue to provide a great experience for drivers everywhere.”

    About TomTom

    TomTom (TOM2) empowers movement. Every day millions of people around the world depend on TomTom to make smarter decisions.We design and develop innovative products that make it easy for people to keep moving towards their goals.

    Our map-based components include map content, online map-based services, real-time traffic, and navigation software. Our consumer products include PNDs, navigation apps, sports watches and action camera. Our main business products are custom in-dash navigation systems and a fleet management system, which is offered to fleet owners as an online service with integrated in-vehicle cellular devices.

    Our business consists of four customer facing business units: Consumer, Automotive, Licensing and Telematics.

    Founded in 1991 and headquartered in Amsterdam, we have over 4,400 employees worldwide and sell our products in 48 countries. For further information, please visit www.tomtom.com.

    The agreement represents a lift for TomTom, which also provides the core mapping services used in Apple’s Maps app, as well as in its own mapping products.

    TomTom has faced stiff competition from the likes of Google Maps and Nokia’s former mapping unit, called Here, which is now owned by Volkswagen, BMW and Daimler.

    Both of those competitors have greater financial resources to invest in their mapping services, though analysts said the Dutch company could benefit as people who do not want to rely on Google or the German carmakers look for alternatives.

    That appears to be the case with Uber, which has shown increased interest in developing its own mapping operations despite maintaining close ties to Google. In February, for instance, Uber announced plans to open a research and development center in Pittsburgh, where the company said it would study autonomous cars.

    “It’s part of the mix now,” the Uber spokesperson told . “We use a variety of sources in addition to Google Maps, and will continue to.” That mix includes Uber’s own mapping assets, which include its acquisitions of Microsoft’s Bing mapping assets and startup deCarta.

    (A potential separation from Google Maps was apparently the first question on many people’s minds in the wake of the announcement, according to one source at TomTom. That’s because many have highlighted how Google’s own ambitions in transportation will put it into direct competition with Uber. This would be a complicated rivalry, given that Uber uses Google Maps data and is a big investment for Google Ventures.)

    The move to improve mapping data for drivers comes at a time when Uber is facing a lot of competition from a wave of other app-based on-demand transportation services, many of them focused on more local markets than Uber and its global footprint.

    For drivers who work on contract in their own vehicles and are beholden to no specific service, having an app that is more accurate and efficient in terms of getting them from points A to B and providing the most solid location information could be a tipping point for them in deciding which service to drive for

    TomTom provides mapping data for its own range of GPS-navigation hardware, but it also works with a number of third parties, with its data especially strong in urban areas. Perhaps most famously, it started to work with Apple as one of several partners on its native Maps application after Apple ditched Google in favor of its own in-house data and service.

    Shares for TomTom, valued at around €2.44 billion ($2.6 billion), were up over 5% in morning trading after the news came out

    Little sidenote: Uber already has a team in Amsterdam working on the company’s global mobile apps, making the integration process potentially a little easier. Geography, however, apparently wasn’t what brokered the deal in the first place.

    Earlier this year, Uber acquired part of Microsoft’s maps business along with 100 of its engineers, and has until now largely relied on Google Maps, so it’s not clear what the new TomTom deal signals for Uber’s own mapping push. A TomTom spokesperson was unable to shed any further light on the issue.

    As part of Uber’s own mapping push, it has also been collecting Google Street View-style imagery in marked Uber cars.

    It would be interesting to see what this means for Uber’s partnership with Baidu in China, where the search giant has close integration with the ridehailing company through its Baidu Maps mobile app.
  12. forum rang 4 vreemdvermogen 29 maart 2016 14:41

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    Zo TomTom heeft Google nu wel teruggepakt. Die paar armetierige Waze-rijdertjes zullen weinig toevoegen aan de maps van Google. Het wordt steeds duidelijker wie aan langste eind gaat trekken. Maar onderschat die Duitsers niet.Ze scoren vaak in de laatste minuut.
  14. flatliner 29 maart 2016 17:11

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    quote:

    Cain Velasquez schreef op 29 maart 2016 17:07:

    empowerednews.net/global-gps-navigati...

    Global GPS Navigation Systems Industry Consumption Forecast to 2021 with Key Companies Profile, Supply, Import, Export, Manufacturing Process and Cost Structure Analysis
    4.000 euro dat rapport, toe maar.
  15. Kuiken 29 maart 2016 17:56

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    bron Automotiv:
    Passion dictates the driverless future for Renault
    By Paul on Mar 24, 2016
    French carmaker promises its autonomous plans begin and end with customer driving pleasure. Paul Myles reports. [Auto.Myles.2016.03.10]

    Even driverless cars have to evoke passion in their consumers if they are to win acceptance, that’s the opinion of French carmaker Renault as it looks into the future of mobility solutions.

    The manufacturer’s director of its connected and autonomous vehicle programme, Thierry Viadieu, believes the consumer will demand a bespoke driving experience even with a vehicle that is shared by many other users and that technology has to be employed to make this happen.

    Speaking to TU-Automotive, Viadieu said the autonomous vehicle’s main asset will be its ability to make driving less of a chore in congested traffic or on long tedious motorway journeys.

    He said: “We are convinced driving can be a pleasure but in some conditions it can be more boring than at other times. So our autonomous programme is less about the technology than providing an experience to the customer that takes away the part of the driving that is boring and saying to them ‘we can take over this function now you can do something else’.

    “That’s our objective with autonomous driving where we give back some time to the driver but at the same time keeping the possibility of enjoying driving pleasure when conditions allow.”

    Naturally from a carmaker known for breathing driving passion into its products, Viadieu believes the driving experience must always be one that attracts the consumer back into the vehicle.

    He explained: “Another dimension is related to connectivity and that’s where we have already started because when you think about car sharing and using car sharing services, that can be sharing the car you own with other people. What is important about this is to be in a vehicle environment that ‘recognises’ you – it is more pleasant to enter a car that recognises the driver rather than using one that does not.

    “Simple things like immediately getting you radio presets, access to your favourite places on the Cloud and also you get the lighting and ambience that you want and that is something that we are working on.”

    Viadieu also said the connected car of the future has a vital role to play as a mobility solution for consumers both in areas of efficiency and convenience for personal and business use alike.

    He explained: “We have to explore how we get into the business of offering services to the consumer. We have started with joint venture pilots schemes testing things and we also have programmes such as R-Access for fleets where drivers can share the cars using remote access through smartphones.

    “This is a new eco-system around the car where we are moving from the ownership of the product to the usage of it, which completely changes at least part of the business model for us. So the added value for the customer is not just selling the car but selling the potential usage of the vehicle.

    “What is very important in this story is there are a set of somewhat sophisticated technological enablers and this is the job of the OEM to do this. It does not mean that mean that we would not move into the services but we should not forget that the car with need some technological bricks and these are complicated especially when you think about autonomous driving.

    “We can dream of the time when a car without a driver can come and pick you up from home and drop you somewhere else but this might take a bit of time.”

    Viadieu does not accept the shared car of the future will be more utilitarian than some of the more emotional products on offer today.

    “First we don’t see that,” he said. “While it is possible to hire a car for a short trip and not care what it looks like, I think for the ownership model, doing something attractive versus doing something unattractive involves the same amount of work so why not make it attractive that will appeal to customers?

    “If you take Twizy, for example, looking at the sales we cannot claim a commercial success but if you drive the Twizy anywhere you will see it attracts people’s attentions with them coming to you to ask about it and gets them excited. That’s the aim of the car. So I believe the cars of the future will still have to remain attractive and stir the passions among customers.”

    Nor does he see the demand for new product tailing away as more cars are shared by several users, saying: “In the situation where cars will be shared among people, it will get greater use than if it was simply owned by one person. In this way the renewal of cars will be faster than at present.”

    Matching the connected car’s digital offering to the customer’s ongoing expectations will be another big challenge for carmakers to take on.

    Viadieu said: “How to keep the car fresh in terms of technology as with the smartphone? Because if we compare it with a smartphone or the tablet, the average lifetime of the car today is seven years or so, whereas after five years a tablet is in the trash bin especially because you are stuck with an operating system that is probably not supported any more.

    “So we have find by keeping the car fresh for a longer time, possibly by upgrading parts of it. Because the consumer will be expecting the same level of performance as they will have from their tablets and home computers.”

    Renault’s experience with electric vehicles (EVs) has shown the commercial importance of getting adequate infrastructure in place to allow new technology to be seen as attractive to consumers.

    “We are very proactively working with energy providers, the governments and local authorities on infrastructure,” said Viadieu. “Because everyone can see, for example with EV, we have made a vehicle that works but in terms of infrastructure the promises made by others I am not sure have been completely fulfilled.

    “Because of this, we feel it has affected the market for EV which has not grown as fast as it should. It cannot all be dependent on carmakers alone because if you want to provide fast charging you need special high power equipment and this is a headache for an energy provider. I understand with the Tesla’s new charger will have 100Kw and you cannot bring that easily to everywhere and that is a big issue to address.

    “Infrastructure has to be in public spaces and those spaces have to be managed by the local authorities so they have to decide whether to fund it.”
  16. Kuiken 29 maart 2016 17:57

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    bron Aotomotiv:

    Compulsory ADAS for European trucks set to expand
    By Paul on Mar 24, 2016
    EC drive to cut HGV kill rates will see more mandating of driver assistance technology, discovers Siegfried Mortkowitz [Mob.Mortkowitz.2015.12.21]

    Since 1 November, 2015, all new heavy goods vehicles (HGVs) sold in the European Union have had to be equipped with lane departure warning systems (LDWS) and autonomous emergency braking systems (AEBS).

    Fitting out trucks and buses with these two advanced driver assistance systems (ADAS) was mandated in an European Commission (EC) regulation published 13 July, 2009 and covers Category M2 and M3 vehicles, which are designed to carry more than eight passengers, and Category N2 and N3 vehicles, which carry goods and weigh more than 3.5 tons.

    Certain parts of the mandate are being implemented in stages. New types of vehicles in these classes had to be equipped with these systems by 1 November, 2013. In addition, the mandate foresees two categories of AEB systems, which are dubbed Level 1 and Level 2. These are AEBS performance standards, explains Peter Kronberg, safety director at the Volvo Group, and define the time it takes for a heavy vehicle to reduce speed when approaching a stationary or slow-moving vehicle. According to the mandate, all new heavy vehicles must be equipped with Level 2 AEBS no later than 1 November, 2018. Kronberg says Volvo trucks already meet the Level 2 standard.

    Although several classes of vehicles are exempt from the mandates, including urban buses, off-road vehicles and vehicles with more than three axles, this is an important step to making European roads safer. The EC estimates that the addition of these two ADAS systems, as well as the mandated electronic stability control (ESC) system, which went into effect in 2014 for all new vehicles, will prevent some 5,000 road traffic fatalities a year in Europe.

    “AEBS is really designed to prevent front-to-rear crashes on motorways and medium- to high-speed roads,” Andrew Miller, chief technical officer at Thatcham Research, explains. “And the governments decided to target heavy-goods vehicles because their mass means that when they do crash on a motorway, they cause a lot of damage and a serious threat to life. And they are major contributors occasionally to very serious multi-pileup car crashes.”

    Miller says that when the regulation was first developed, ADAS systems were already considered as having a great potential benefit. “Since those days, these systems have got even better. Now they are very effective on cars as well. That’s why regulators are starting to think about potentially extending this type of regulation to passenger vehicles.”

    Asked if truck manufacturers resisted the mandates, as carmakers fought the eCall mandate, Miller explains that the fleets are a different business model from carmakers. “The vehicles are obviously much more expensive than the average passenger car,” he says. “And the whole customer proposition is different, because these are long-life assets, working assets. I’ve heard some people argue that, because it’s an expensive product, they can’t bear the extra cost of these features. And if these vehicles are off the road, they’re not making money.”

    That it took only six years to implement the LDWS and AEBS mandates stands in stark contrast to the decade or so it took to roll out the EC’s eCall mandate, now scheduled to be implemented on April 1, 2018.

    Kronberg says his company had been working toward equipping its heavy vehicles with these and other ADAS systems well before the mandate was announced. “We carry out accident research and we map out the important areas of accident types that frequently occur on the roads. And the most frequent serious accidents that occur among buses and trucks are rear-ending and stability-related accidents, as well as running-off-the-road accidents.”

    He said the mandate made “a lot of sense” because these systems are designed to prevent these types of accidents. He said Volvo added LDW systems to its vehicles in 2007 and AEBS in 2012. They were developed from earlier safety systems, such as adaptive cruise control and forward collision warning.

    “At its core, it’s really the technology used in these earlier systems,” Kronberg notes. “By using both camera and radar we have an excellent detection system paired to a really strong and intuitive warning strategy to support the driver.”

    He called the mandates exciting because they were introduced widely and he expects them to have a significant impact on road accidents. But he says he is unaware of any general trend among insurance companies to reduce premiums for operators of trucks equipped with the mandated systems, as is currently being offered to owners of AEBS-equipped passenger cars by some UK insurers. One reason may be that there is not yet enough data on the effectiveness of the systems to establish an effective risk profile.

    “But as these systems prove themselves,” Kronberg says, “obviously the insurance industry will recognise the fact that these trucks do end up in fewer accidents. It will be clear that these systems are really effective.”

    He says it would make sense to mandate other active safety systems in the future, such as the lane-changing support system already available on Volvo trucks. It uses radar on the passenger side of the cab to provide awareness of traffic in the right lane when the truck is moving into that lane, the so-called blind spot. Lack of clear sight into that lane is also a frequent cause of accidents, although usually with less severe consequences, Kronberg explains.

    He is very clear about the benefits of adding more active safety systems to heavy-duty vehicles, saying: “Done right, ADAS solutions improve safety, improve efficiency and, importantly, they improve productivity for the operator.”

    Miller notes that the EC is considering issuing other possible mandates but nothing has been decided. “There’s lots of discussion going on,” he says, “but I haven’t seen any white smoke yet.”
  17. Kuiken 29 maart 2016 17:59

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    bron Aotomotiv:

    Weekly Brief: Connected tech reigns supreme at 2016 New York Auto Show
    By Paul on Mar 29, 2016
    Carmakers show how eager they are to claim a piece of the mobility market while self-driving cars had a great week in Europe. Andrew Tolve reports.

    The car may still be king at the New York Auto Show but “mobility service” was the buzzword this year in the exhibition halls and keynote addresses. CEO of Nissan and Renault Carlos Ghosn got the show started with an opening address broadly dedicated to the topic.

    “Rather than fear the disruption (of connected technology), I believe our industry really has no choice but to embrace it and participate,” said Ghosn.

    General Motors’ CEO Mary Barra and Ford’s CEO Mark Fields were two of the many other executives who echoed the sentiment that connected tech is where carmakers now must compete, from infotainment and apps to safety and semi-autonomous features. Many of the show’s 37 world debuts placed connected tech front-and-centre.

    One of the biggest debuts belonged to the 2017 Toyota Prius Prime. An amped up version of the original Toyota Prius, this plug-in hybrid has twice the all-electric range at 22 miles of its older kin and a new dashboard that includes an exclusive 11.6-inch touchscreen tablet. Toyota’s new bundle of Prius Prime Apps enable remote monitoring and remote charging. There’s also an Intelligent Parking Assist feature that powers front, reverse and parallel self-parking. Market debut is set for this autumn.

    Another show stopper was the Lincoln Navigator Concept that attendees were encouraged to enter via a futuristic stairwell and gullwing doors. Inside, the car offered individual screens for every passenger except the driver and each of those screens had its own hook-up to smartphones or tablets via Apple CarPlay. The car also had a cool video chat system that connected rear passengers with the driver. A similar car (minus the pop-up doors and ladder) is expected in Lincoln’s 2018 Navigator.

    Hybrids had a good week in New York beyond the Prius Prime. Hyundai debuted the 2017 Ioniq, which comes powered with either an electric engine, a plug-in hybrid, or a straight hybrid with a claimed 58mpg fuel economy. Acura unveiled the 2017 Acura MDX, the latest rendition of its popular midsize SUV. This is the first generation to get a hybrid powertrain, and the car is also souped-up with automatic cruise control, lane assistance and emergency braking.

    The 2017 Kia Cadenza showed off the same trio of semi-autonomous steering. The car also comes with a wireless smartphone charger an optional head-up display and the UVO infotainment system with full integration of both Apple CarPlay and Android Auto.

    Outside of the show, the auto media threw itself into a tizzy over a rumoured deal between Uber and Mercedes-Benz. According to Germany’s Manager Magazin (and then Reuters and everyone else), Uber has scooped up more than 100,000 Mercedes-Benz S Class limousines with semi-autonomous functionality with the goal of pole vaulting its self-driving car programme ahead of its competition. Who knows the reliability of the sources; some media outlets have called the story into question in bold fashion and we’re inclined toward scepticism ourselves, what with Uber’s already robust self-driving car programme. Why the need for 100,000 cars with mediocre semi-autonomous features? Perhaps the ridesharing company wants to keep pace with GM's and Lyft’s latest plan to rent cars to prospective drivers? It’s all hypotheses for now.

    Self-driving cars won a major regulatory victory in Europe, where the United Nations Economic Commission for Europe (UNECE) amended the 1968 Vienna Convention on Road Traffic so that automated driving technologies transferring driving tasks to the vehicle will be explicitly allowed in traffic. The one provision is that the self-driving technologies are in conformity with the United Nations vehicle regulations or can be overridden or switched off by the driver. UNECE is currently reviewing further regulatory amendments to support self-steering systems like lane departure assist, highway autopilot and self-parking.

    Israel wants in on the self-driving car revolution and it wants in in a big way. The country has created a steering team led by the Israel Transportation Ministry to oversee the creation of “the first autonomous city in the world,” according to Ynet News. For now the steering team will simply lay the groundwork among Israel’s various ministries to make autonomous vehicle testing a possibility. We’ll keep you posted if more dramatic details of planet earth’s first self-driving city emerge soon.

    The Weekly Brief is a round-up of the week’s top telematics news, combining TU analysis with information from industry press releases.
  19. forum rang 6 Tom3 29 maart 2016 18:23

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    @Drulletje drie, waarom komt men nu nog een keer met dat Uber nieuws op de proppen. Wisten we toch al?
  20. [verwijderd] 29 maart 2016 18:39

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    "Het Openbaar Ministerie (OM) ziet ook aanwijzingen voor de mogelijke betaling van steekpenningen rond het internetbedrijfje iLocal. Medeoprichter Pieter G. verkocht die bedrijvengids enkele jaren geleden aan het beursgenoteerde navigatiebedrijf TomTom.
    Het bestaan van vermoedelijke onregelmatigheden bij iLocal spreken de aanklagers dinsdagmiddag uit tijdens het voordragen van het requisitoir in het strafproces tegen negen van corruptie verdachte ex-SNS-vastgoedbankiers. ’Het lijkt er op dat Groenhof en G. zich ook al in de iLocal-periode bedienden van kickback-achtige praktijken,’ zegt officier Rieke Hart. Buck Groenhof en Pieter G. zijn twee van de negen verdachte ex-SNS-medewerkers.
    Als voorbeeld wijst de aanklager met haar collega Jasper Mul op een bedrag van 29.250 euro dat Groenhof declareert bij iLocal. ’Hij betaalt dat bedrag direct door aan G.’ De officieren noemen het ook ’bijzonder’ dat uit verhoren van de verdachte SNS’ers blijkt ’Groenhof 25% van zijn bij iLocal gedeclareerde vergoeding doorbetaalt aan G.’ Deze constructie lijkt naadloos op het onderlinge betalingscircuit bij SNS waarvoor Groenhof en G. nu strafrechtelijk worden vervolgd.
    ’Voor wat hoort wat, zat en zit in het DNA van deze mannen,’ aldus de officier over Groenhof en Pieter G., naar aanleiding van hun iLocal-verrekeningen. Groenhof heeft een deel van de betalingen die hij bij SNS van Pieter G. heeft ontvangen, proberen te rechtvaardigen als vergoeding voor het aantrekken van investeerders in iLocal.
    Groenhof beweert onder meer investeerder Jeroen van den Nieuwenhuijzen, de broer van Joep, als geldschieter te hebben geworven voor Pieter G. Toen G. bij SNS PF kwam werken, droeg hij volgens Groenhof een deel van zijn salaris aan Groenhof af om ‘een ereschuld’ uit de iLocal-periode te voldoen. ‘O"

    Op FD.nl meer over dit onderwerp.

    Best wel een smettje voor G. mag hopen dat het een geissoleerd gevalletje is...
  21. drulletje drie 29 maart 2016 18:42

    • drulletje drie

      Lid sinds: 04 dec 2003

      Laatste bezoek: 06 mrt 2025

    • Aanbevelingen

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    quote:

    Tom3 schreef op 29 maart 2016 18:23:

    @Drulletje drie, waarom komt men nu nog een keer met dat Uber nieuws op de proppen. Wisten we toch al?
    Geen idee waarom maar ik dacht ik post het misschien staat er andere info in.
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