natgillin/translations-raw huggingface dataset:
Disse afstande er vejledende, idet et containerskib, der betjener Europa-Asien handelen, godt kan have 2 anløb i Europa med 1.000 km afstand imellem, selvom det er på 6.000 TEU.
These distances are only intended as a guide, as a container ship serving Europe-Asia, could have 2 calls of port in Europe with a distance of 1.000 km between them, although it holds 6,000 TEU.
Skibsstørrelse som funktion af sejlafstand
Ship size as function of distance covered
Navne kan overskrives ved at klikke i feltet Other locations og afstande kan ændres ved at bruge pilene ved Distance.
You can overwrite names by using the field "Other locations", and you can change distances by using the arrow keys at "Distance".
Men hvis der f.eks. er tale om en skibstransport fra Århus til Brisbane, skal man ikke blot ændre afstanden men også sikre at transportkæden beskrives rigtigt.
If, however, it is a matter of ship transport from Aarhus to Brisbane, not only the distance needs to be changed but also it is essential to describe the transport chain correctly.
Det gøres ved at gå tilbage i programmet til trin 2 og lægge en ekstra deltransport ind, så turen opdeles i en fortransport fra Århus til den anvendte Atlanthavn, f.eks. Bremerhaven, og en hovedtransport fra Bremerhaven til Brisbane.
This is done by returning to step 2 in the program and adding an extra part transport in order to divide the trip in a pre-transport from Aarhus to the called Atlantic port e.g. Bremerhaven, and a main transport from Bremerhaven to Brisbane.
Da søværts transport af containere til og fra Danmark sker med feederskib, er afstandene i databasen beregnet for sejlads gennem Kielerkanalen.
As seaborne transport of containers to and from Denmark takes place on feeder ships, the distance in the database is based on passage through the Kiel Canal.
Flere af de større rederier har hjemmesider, hvor man kan se de aktuelle transportkæder og afstande.
If you cannot find the distance here, you may find it on the Internet, e.g.:
I C.2 er vist olieforbrug per time som funktion af skibsstørrelse i TEU ved 75 % kapacitetsudnyttelse.
In C.2 an oil consumption/h as function of ship capacity in TEU by 75% capacity utilisation is showed.
En container (TEU) på skibet vejer i gennemsnit 10 ton incl.
A container (TEU) on the ship has an average weight of 10 tons incl.
Det kan ikke ændres.
This cannot be changed.
Weight of cargo per TEU for actual container, gælder alene for den/de containere, der transporterer det gods, der beregnes for.
Weight of cargo per TEU for actual container is only valid for the containers that transport the goods, which are basis for calculation.
Da fragt for containere beregnes efter antal TEU, fordeles skibets samlede miljøbelastning for en tur jævnt på det antal TEU, som skibet transporterer, uanset vægten af den aktuelle TEU.
As freight for containers is calculated according to the number of TEU, the total environmental load for a trip is allocated evenly on the number of TEU carried on the ship, regardless of the weight of the TEU in question.
Er der gods fra eller til flere kunder med samme container stykgods/samlegods/ partloads, fordeles de samlede emissionerne for containeren på godset, efter den andel af containerens samlede godsvægt (Weight of cargo per TEU for actual container) som kundens gods udgør.
When goods from or for different customers are carried in the same container general cargo/consolidated goods/part loads, the total emissions for the container are allocated on the goods according to the weight of cargo per TEU for actual container that the customer's goods account for.
En kunde får transporteret 22 ton kød med en 40 container fra Århus til Bremerhaven.
A transport of 22 tons meat is carried out in a 40 container from Aarhus to Bremerhaven.
I trin 4 Weight of cargo per TEU for actual container anføres 11 ton, og det samlede energiforbrug bliver på 124 MJ per ton.
In step 4 "Weight of cargo per TEU for actual container" 11 tons is specified, and the total energy consumption is 124 MJ per ton.
Dette svarer til forholdene i virkeligheden, idet den ekstra godsvægt i en enkelt container stort set ikke påvirker det samlede energiforbrug for skibet.
This is in accordance with reality, as the additional goods weight in one container has next to no influence on the total energy consumption of the ship.
4.5 Beregning og fordeling af miljøbelastning for bulk carriers
4.5 Calculation and allocation of environmental load for bulk carriers
I OMIT er det valgt som standard at beregne for en bulk carrier på 45.000 ton lasteevne, men det er muligt at foretage beregninger i intervallet 2.000 til 150.000 tons lasteevne.
Default for a bulk carrier in OMIT is 45,000 tons loading capacity, but it is possible to make calculations from 2,000 to 150,000 tons loading capacity.
Da bulk carriers ofte chartres efter den aktuelle transportopgave, er det vigtigt at anvende den rigtige størrelse for at finde den reelle miljøbelastning.
As bulk carriers are often chartered for the actual transport tasks, it is important to use the right size in order to find the real environmental load.
I OMIT er der indlagt en database, der indeholder direkte afstande fra Århus, København og Esbjerg til en række havne i Europa og til store oversøiske havne.
In OMIT there is a database, which includes direct distances from Aarhus, Copenhagen and Esbjerg to a number of ports in Europe and to major overseas ports.
Er godsmængderne små, kan man evt. måle afstanden på et kort, ellers bør man få den korrekte afstand fra rederiet eller via Internettet f.eks.:
If there is only little freight, it is an option to measure the distance on a map, otherwise the correct distance should be acquired from the shipping company or via the Internet, e.g.:
olieforbruget per time (Specific oil consumption (ton/h))
The energy consumption per km is a function of:
andel af ballastsejlads for skibet (Ballast in % of total distance traveled).
Remember to change the speed when the loading capacity is changed.
Når andelen af ballastsejlads indgår, er det fordi transport af massegods ofte omfatter en del tomtransport.
When the share of ballast voyage is included it is owing to the fact that bulk cargo often include some transport without load.
Et eksempel er olietankerne der sejler råolie til Europa og returnerer tomme, de har en ballastandel på 50 %.
An example of this is the oil tankers that carry raw oil to Europe and return empty; they have a ballast share of 50%.
Energiforbruget, når bulk carrieren sejler tom, er ca. 94 % af hvad det er, når den er fuldt lastet.
The energy consumption for an empty bulk carrier is approx. 94% of what it is, when it is fully loaded.
Denne høje værdi skyldes, at hastigheden typisk er højere i ballast, end når skibet er lastet, samt at skibet er nødt til at fylde sine ballasttanke for at nedtrykke propelleren tilstrækkeligt, men også for at holde en vis minimum dybgang forude.
This high value is due to the fact that the speed is typically higher in ballast, than when the ship is loaded, and that the ship must fill up its ballast tanks in order to press the propeller sufficiently, but also in order to keep a certain draught ahead.
Ballastandelen påvirker beregningerne ved at forøge energiforbruget per km afhængigt af ballastprocenten, mens sejlafstanden ikke berøres.
The ballast share has influence on the calculations, because it increases the energy consumption per km depending on the ballast percentage, while the distance is not influenced.
Normal servicefart for bulk carrier som funktion af lasteevne.
Normal service speed in knots for bulk carrier as a function of loading capacity.
Hvis sendingens vægt er større end den aktuelle kapacitet, beregnes det som flere efterfølgende ture.
If the weight of the shipment exceeds the actual capacity, it will be calculated as succeeding trips.
En foderstofforretning har købt 88.000 ton korn i Frankrig.
A feedstuff business has purchased 88,000 tons of grain in France.
Valget står mellem at få det sejlet hjem via Århus med en coaster med 8.000 ton lasteevne i takt med, at det bliver videresolgt, eller leje lagerkapacitet på havnen og chartre en bulk carrier på 44.000 ton lasteevne.
The options are to have it shipped via Aarhus on a coaster with a capacity of 8,000 tons in the same pace it is sold, respectively to rent warehouse capacity in the port and charter a bulk carrier with 44,000 tons loading capacity.
Ved brug af det lille skib bliver energiforbruget på 433 MJ per ton og ved brug af det store på 171MJ per ton.
By using the small ship, the energy consumption will be 433 MJ per ton and by using the big ship it will be 171MJ per ton.
Resultaterne præsenteres i to Excel-regneark.
The results are showed in two Excel spreadsheets.
I det ene vises resultaterne og i det andet forudsætningerne for beregningerne.
One shows the results and the other one shows the preconditions for the calculations.
I regnearket med forudsætninger er ændringer til standardforudsætningerne fremhævet for nem kontrol.
In the one showing the preconditions, the changes in default values are highlighted for easy control.
Det er muligt at sætte resultaterne op og evt. klippe dem ind i div. Windowsprodukter i miljørapporter til kunder samt at trække data ud og regne videre på dem i et regneark.
It is possible to arrange the results and paste them into different Windows applications for environmental reports for customers or to draw data and make further calculations with them in a spreadsheet.
Standard Excel-regneark, layout og decimaler bestemmes af brugeren.
Standard Excel spreadsheet, layout and decimals defined by the user.
Brugen af partikler eller PM10 er bestemt af de grundlæggende modellers enheder.
The use of particles or PM10 is defined by the units of the basic models.
Af resultatarket fremgår energiforbrug og emissioner:
The result sheet shows energy consumption and emissions:
totalt for transporten
for the total transport
De forskellige resultater kan bruges i forskellige sammenhænge.
The different results may be used for different purposes.
Totaltallet kan bruges i miljørapporter, grønne regnskaber m.v., hvor der følges op på virksomhedens samlede miljødata.
The total may be used in environmental reports, green accounts etc. where the total environmental data of the firm are accumulated.
Per km tallene kan hurtigt vise, hvor stor de enkelte transportformers miljøbelastning er per km for den givne transport.
The figures per km show the environmental load of the actual transport per km.
Til brug for tildeling af miljøbelastning til produkter er opgørelsen per ton velegnet, idet tallet kan følge produktet og blive lagt sammen med de øvrige bidrag i kæden fra produktion, håndtering og distribution.
For the allocation of environmental load on the products a calculation per ton is suitable, as the figure can follow the product and be added to the other contributions in the chain from production, handling and allocation.
Miljøbelastningen per ton kan også bruges til budgetformål.
The environmental load per ton may also be used for budget purpose.
Opgørelsen per tonkm kan dels bruges til at sammenligne miljøeffektiviteten af forskellige transportformer, men er i høj grad også nyttig til at vurdere effektiviteten for forskellige udbydere indenfor samme transportform.
The calculation of tonkm may partly be used for comparing the environmental efficiency of different transport modes, but it is also very useful for estimating the efficiency of different transport providers of the same transport mode.
Grunddata for beregningerne.
Basic data for the calculations.
Hvor standardværdierne er ændret og for km/l står de oprindelige værdier til højre for det nye tal.
Where standard values are changed and for km/l the original values are to the right of the new value.
En lang række faktorer har betydning for en transports samlede energiforbrug og emissioner.
A large number of factors have significance to the total energy consumption and emissions of a transport.
Det er derfor vigtigt at få alle faktorer med, når man skal se på ændringer i udformningen af transporterne.
It is therefore important to include all factors when looking at changes in the elaboration of the transports.
Et ændret afsendelsestidspunkt for godset kan således påvirke hele transportkæden.
A change in time of dispatch of the goods may thus influence the entire transport chain.
Der kan være direkte indflydelse på både antal kørte km, den gennemsnitlige godsvægt på lastbilen, og % tomkørsel.
There may be direct impact on both number of km covered, the average weight of goods on the truck and percentage of empty load.
Mere indirekte kan Euro-norm, filterteknologi og km/l blive påvirket, hvis der samtidig sker en ændring i leverandør.
More indirectly the Euro-norm, filter technology and km/l may be influenced, when changing transport provider.
Videre i transportkæden kan det nye afsendelsestidspunkt medføre et andet valg af afsendelsesbanegård eller brug af en anden færgerute.
Further in the transport chain the new time of shipment may imply a different station of departure or use of a different ferry service.
Optimering af godstransport er, som det fremgår af ovenstående eksempel, en kompleks opgave, der aldrig stopper.
Optimisation of freight transport is, as appears of the above example, a complex task which is never ending.
OMIT giver ikke lette løsninger, men kan medvirke til at vise, om kursen er rigtig, mod mindre energiforbrug og emissioner per ton gods.
OMIT does not deliver easy solutions, but it may contribute to an indication of whether or not the course is right towards less energy consumption and emissions for each ton of goods.
40 t lastbildata findes ikke p.t. i TEMA2000, hvorfor beregningerne baseres på en 48 ton lastbil.
Data for a 40 tons truck are not available in TEMA2000 at present; therefore the calculations are based on a 48 tons truck.
Da disse to lastbiltyper og de transporter der indgår i på mange punkter er forskellige, medfører det en fejl.
These two truck types and the transports they carry out being different in many ways causes errors in the result.
Ved brug af realiserede dieselforbrugstal i OMIT forventes det at denne fejl er uden betydning.
Using realised diesel consumption figures in OMIT, these errors are expected to be insignificant.
Energiindhold i diesel er på 36,295 MJ/l - ved 42,7 MJ/kg diesel, 850 g / l diesel.
The energy content in diesel is 36.295 MJ/l - at 42.7 MJ/kg diesel, 850 g / l diesel.
Km/l findes ved at dividere 36,295 med "Energy consumption in MJ per km" fra resultatarket.
Km/l is found by dividing 36.295 by "Energy consumption in MJ per km" from the result sheet.
Der henvises til TEMA2000 for yderligere dokumentation.
We refer to TEMA2000 for further documentation.
Beregningerne er baseret på simulering i TEMA2000 som vist i tabel 3.
The calculations are based on simulation in TEMA2000 as showed in table 3.
Energiforbrug i MJ per km.
Energy consumption in MJ per km.
Endelig kan det være praktisk at inkludere en kort for- eller eftertransport i OMIT, fremfor at skulle beregne den separat.
Finally it may be useful to include a short pre- or end haulage in OMIT, rather than calculating it separately.
Da de forskellige motorer har forskellige emissionsprofiler vil det medføre en fejl.
As the different engines have different emission profiles, it will cause an error.
Energiforbruget vil derimod blive korrekt hvis man tager udgangspunkt i de realiserede km/l og en fordeling af emissionerne på godset der følger modellen for 40 t lastbilerne.
The energy consumption, however, will be correct, if you take basis in the realised km/l and distribute the emissions on the goods, which follow the model for the 40 tons trucks.
Dvs. at energiforbrug og emissioner fordeles på godset udfra dets andel af den gennemsnitlige godsvægt, eller ved volumengods udfra andelen af den transporterede volumen.
Hence the energy consumption and emissions are distributed on the goods by its share of the average goods weight or when voluminous goods, by the share of the transported volume.
Opgørelsen omfatter alle kørte km således, at hvis den anvendte metode anvendes på alt gods der transporteres vil alle emissioner og energiforbruget fra den givne lastbil blive fordelt på godset.
The calculation includes all driven km, and if the method is used for transported goods, all emissions and the energy consumption from the actual truck will be distributed on the goods.
(Der vil ikke blive "glemt" noget).
(Nothing will be "forgotten").
Man kan få en idé om fejlen ved at anvende den angivne metode ved at se på tabel 5, hvor 40 ton data er sammenlignet med distributionslastbiler fra TEMA2000.
You can get an idea of the error by using the mentioned method and look at table 5, where data for 40 tons is compared with distribution trucks from TEMA2000.
This chapter gives the details of the approach and data sources for the consumption and emission figures for rail transport in Europe.
Thus it also appears that this approximate method can only be applied, when it is a matter of a limited part of the total transport.
Therefore a limited number of corridors for rail transport is defined.
The attempt is to capture these typical and dominant transports while staying simple and user friendly.
The model recommended by the Danish Energy Agency, and default in the model is the socalled 200 % method.
The model recommended by the Danish Energy Agency, and default in the model is the so called 200 % method.
Kortlægning af kemiske stoffer i forbrugerprodukter
Survey of chemicals in consumer products
Kortlægning af kemiske stoffer i renset tekstil fra Rynex og kulbrinterenserier
Mapping of chemicals in dry-cleaned textiles from Rynex and hydrocarbon dry-cleaning shops
RESUMÉ OG KONKLUSION
SUMMARY AND CONCLUSION
2 BESKRIVELSE AF PROJEKTS INDHOLD OG LÆSEVEJLEDNING
2 THE CONTENTS AND READING INSTRUCTIONS OF THE PROJECT
6 FASE 3 - RENSNING AF TEKSTILER OG BESTEMMELSE AF RESIDUALINDHOLD
6 PHASE 3 - DRY-CLEANING OF TEXTILES AND DETERMINATION OF RESIDUAL CONTENT
7 FASE 4 - MODELLERING AF INDEKLIMAPÅVIRKNINGEN FRA RENSET TEKSTIL
7 PHASE 4 - MODELLING OF THE INDOOR CLIMATE INFLUENCE FROM DRY-CLEANED TEXTILE
8.4 RENSERIPROCESSEN - OPKONCENTRATION AF FLYGTIGE
8.4 THE DRY-CLEANING PROCESS - CONCENTRATION OF VOLATILE
KOMPONENTER I DESTILLATET
COMPONENTS IN THE DISTILLATE
Bilag 1: Spørgeskema til renserierne - uudfyldt
Appendix 1: Questionnaire for the dry-cleaning shops - not completed
Bilag 2: Spørgeskemabesvarelser fra renserierne
Appendix 2: Responses to the questionnaires from the dry-cleaning shops
Bilag 2a: Rynex-renserier
Appendix 2a: Rynex dry-cleaning shops
Bilag 2b: Kulbrinte-renserier
Appendix 2b: Hydrocarbon dry-cleaning shops
Bilag 3: Bruttoliste over anvendte kemikalieprodukter
Appendix 3: Gross list of used chemical products
Bilag 6: Analyseresultater - afgasningsforsøg
Appendix 6: Analysis results - emission tests
Bilag 7: Analyse- og målemetoder
Appendix 7: Analysis and measurement methods
Projektet er en del af en større undersøgelse af forskellige forbrugerprodukter med hovedtitlen: Kortlægning af kemiske stoffer i forbrugerprodukter
This project forms part of a major investigation of different consumer products with the title: Mapping of chemicals in consumer products.
Undersøgelserne er iværksat med henblik på at kortlægge området og belyse befolkningens udsættelse for kemiske stoffer i forbrugerprodukter og risikoen forbundet herved.
The investigations were initiated in order to map the above field and to examine the exposure of the population to chemicals in consumer products as well as the risk involved.
Projektarbejdet er gennemført af et tværfagligt team bestående af medarbejdere fra Eurofins Danmark A/S og Kampsax A/S.
The project work was carried out by an interdisciplinary team consisting of employees from Eurofins Denmark A/S and Kampsax A/S.
Projektets succes har været helt afhængig af oplysninger fra renserier og leverandører til renserier.
The success of the project has been fully dependent on information from drycleaning shops and their suppliers.
Der skal derfor rettes en særlig tak til de 6 danske renserier samt de 4 leverandører til danske renserier, som velvilligt har besvaret spørgsmål samt fremsendt sikkerhedsdatablade for og prøver af kemikalieprodukter mm. Endvidere skal der rettes en tak til Flemming Gordon Olsen, Sober Rens ApS - Texpert Allerød, som bl.
We would therefore like to express our sincere gratitude to the 6 Danish dry-cleaning shops and the 4 suppliers that have provided us with responses, safety product sheets and samples of chemical products, etc. Furthermore, we would like to thank Flemming Gordon Olsen, Sober Rens ApS - Texpert Allerød, who assisted us to work out section
Projektets primære målgruppe er Miljøstyrelsen samt forbrugere af rensning af tekstiler, hvor der anvendes kulbrinte- eller Rynex-rensevæske.
The primary target group of the project is the Danish Environmental Protection Agency and consumers who have their textiles dry-cleaned, using hydrocarbon or Rynex cleaning fluid.
Projektets resultater vil endvidere have interesse for danske amter, kommuner, rådgivningsfirmaer, embedslægeinstitutionerne og andre, der varetager forvaltning eller rådgivning i relation til de kemiske stoffer, som anvendes i renseribranchen.
The results of the project will also be of interest to Danish counties, municipalities, consultancy firms, health institutions and others dealing with administration or consultancy in relation to the chemical substances used in the dry-cleaning trade.
Nærværende forbrugerprojekt belyser brugen af kemikalier i alternative renserier, renserier som anvender enten kulbrinteblandinger eller glycoletherblandinger (Rynex) som rensevæske.
This consumer project deals with the use of chemicals in alternative drycleaning shops using either hydrocarbon compounds or or glycolether compounds (Rynex) as cleaning fluid.
Formålet med projektet er at kortlægge kemikalieprodukter anvendt i de alternative renserier, herunder disses indhold af kemiske stoffer; at bestemme koncentrationen af reststoffer i udvalgte tekstiler (også kaldet residualindholdet) renset i alternative renserier, samt vurdere restindholdenes potentielle påvirkning af indeklimaet ved introduktion af tekstilerne i boliger.
The purpose of the project is to map the chemicals used in the alternative dry-cleaning shops, including the composition of the chemicals, to determine the concentration of residues in selected textiles (residual content) dry-cleaned in alternative dry-cleaning shops and to evaluate the potential influence of the residues on the indoor climate by introducing the textiles into residences.
Ved forespørgsel til leverandører af kemikalieprodukterne blev sikkerhedsdatablade fremskaffet, og en bruttoliste blev udarbejdet med angivelse af deklarerede indholdsstoffer, produktnumre og producenter mm. Af bruttolisten fremgår det, at visse af kemikalierne anvendes i flere produkter, f.eks. 2-(2butoxyethoxy)ethanol (CAS nr. 112-34-5), poly(oxy-1,2-ethanediyl) (CAS nr. 69011-36-5) samt en række kulbrinteblandinger (isoalkaner og isoparafiner).
Safety data sheets were provided from the suppliers of the chemical products and a gross list was prepared, stating the declared substances, product numbers and producers, etc. From the gross list, it appears that some of the chemicals are used in several products, e.g. 2-(2butoxyethoxy)ethanol (CAS number 112-34-5), poly(oxy-1,2-ethanediyl) (CAS number 69011-36-5) and a number of hydrocarbon compounds (isoalkanes and isoparaffins).
Prøver af kemikalieprodukterne Toptrel HP, Actrel 3365-D, Frankotex KW, Rynex 2, Cetox KWI, Prenett Pur, Solxex 1, Solvex 2, Solvex 3, ClipComfort, Polysol, Preclin Odosorb og TempoRyn blev analyseret for indhold af flygtige komponenter samt indhold af nonyl- og octyl-phenolpolyethoxylat.
It was analysed if samples of the chemical products Toptrel HP, Actrel 3365D, Frankotex KW, Rynex 2 , Cetox KWI, Prenett Pur, Solxex 1, Solvex 2, Solvex 3, ClipComfort, Polysol, Preclin Odosorb and TempoRyn contained volatile components, nonyl and octyl phenol polyethoxylates.