natgillin/translations-raw huggingface dataset:
I den retning ligner bulk-shipping i hojeregrad visse dele af den indenlandske sejlads oglandevejstransport.
In this respect bulk shipping more resembles certain aspects of inland navigation and road transport.
Eksempler pä industrier medhgj koncentration af skibsfart for egen regningenten gennem direkte ejendomsforholdeller tids-begrrenset befragtning er stälfremstillings-og alu-miniumsindustrierne samt de storste olieselskaber.Nogle af de sidste har dog reduceret deres skibsfartforst egen regning mrerkbart, siden oliekrisen startede.
Examples of a high concentration of ownaccount shipping, either through outright ownership or period chartering, are the steelmaking and aluminium industries as well as the major oil companies, although some of the latter have considerably reduced their ownaccount shipping since the recent oil crises.
chok,vil man sandsynligvis fortsat skulle regne medden rendrede markedsstruktur.
Additionally, greater use of the enlarged Suez Canal helped to reduce distances to Far East consumers.
Dette betyder, atkun en del afoverkapaciteten kan absorberes afdenstadige vreksti eftersporgslen, og at mindst den delaf tankeroverkapaciteten, som skyldes den rendredemarkedsstruktur, mä reduceres ved hjrelp af andreforanstaltninger.
This means that only part of the oversupply can be absorbed by the resumed growth in demand and that at least that part of the tanker oversupply caused by the changed market structure must be reduced by other measures. Shipowners have, since 1981, responded by increased scrapping of tankers.
Ejernehar siden l98l svaret igenmed ophugningaf tankere i stadig storre omfang.Denne tendens ventes at fortsrette, skont bulk-ship-ping markederne som bekendter uforudsigelige, da
Thus, even under optimistic as sumptions of tanker reductions and growth in seaborne oil trades the overall supply/demand imbalance can probably not be eliminated fully over the next three to four years.
Det skonnes imidlertid, at storstedelen afskibene inden for bulksektoren ejes af selvstrendige,idet de vigtigste kontrolcentre er USA, Japan,Ftrongkong, Norge, Grrekenland og Det forenedeKongerige .
However, it is estimated that in the dry bulk sector the majority of vessels are independently owned, the principal centres of control being the United States, Japan, Hong Kong.Norway, Greece and the United Kingdom.
Et lignendebillede tegner sig for transporten af räolie og olieprodukter.
A similar picture emerges for the transport of crude oil and oil products.
Det relativt lilleantal redere har af hensyn til forsyningssikkerhedenfor rävarer for i tiden udvist tilbojelighed til atforetrrekke langtidsfragtaftalerog dokumenteret erfaring.
The realtively small number of shippers have, in the interest of supply stability of raw materials, in the past tended to show a preference for long-term contracts of affreightment and a proven record of performance.
Säledes er kun en del af bulktransportenudfort pä loco-markedsbasis.Udbud af og ef- ejernesom regelhar fortsat med at udbygge deresfläder ved de forste tegn pä en stabilisering affragtrateme.
Thus, only a proportion of bulk transport is carried out on a spot-market basis.
Säledes har kapaciteteni tidermed hoje priserhaft tendens til at ekspandere, när
Supply of and demand for bulk shipping is insensitive to price changes in the short run, but higher in the long run.
man tager med i beregningen, hvor lang tid dettager at bygge et skib;i tider med lave priser har den
Thus, in times of high prices capacity has tended to be expanded, taking into account the time required to build a ship; in times of low prices it has tended to shrink, depending on shipowners' expectations of future price develop ments.
transportomkostningerne, hvilket Fallesskabet direkte eller indirekte nydergodt af.
This is the well-known phenomenon of the shipbuilding cycle, whose effects are particularly pronounced in bulk shipping.
Torlastmarkederne har klaret recessionenlangt bedre end oliefarterne.
Dry bulk markets have weathered the recession rather better than the oil trades.
Eftersporgslen tende-rede mod stigning i perioden 197911992, idet densteg stot indtil 1981 og kun faldt 3% (udtrykt i ton somil) mellem l98l og 19820f. tabel 2).
Demand tended to grow in the period 1979-82, showing a steady rise until 1981 and only a 3% drop (in tonne-miles) between 1981 and 1982 (p. 00).
Alligeveler der ogsä en overkapacitet af torlastskibe, som for
Nevertheless, there is also an oversupply of dry bulkers, estimated for 1982 at about 23% of total dry cargo capacity.
1982 vurderestil omkring 23% af den samlede torlastkapacitet.Udbud og eftersporgselforventesat vokse med samme hastighed i lobet af de nreste tre til fire är.
Supply and demand are expected to grow at about the same rate over the next three to four years.
Derfor vil dette marked vrere prregetaf overudbud af skibskapacitet,hvis antallet af ophugningerikke stigerstrerkt. strerkt.
Therefore, unless scrapping accelerates substantially this market too will be characterized by an oversupply of shipping capacity. city.
Sejlads under bekvemmelighedsflag')
Open registry shipping2
Den potentielle udbredelse af preferencefragter blev behandlet under punkterne 23-26.
The potential spread of cargo reservation practices has been discussed in paras 23-26.
Da omkring 23%(46,7 m DWT) af tonnagen dragefordel af de laveretransportomkostninger ogde därligeresikkerhedsstandarder, samtidig med atde bevarerfuld okonomisk kontrol over transporten.
As pointed out, bulk shipping, particularly oil bulk shipping, is a market segment that has suffered the largest decline during the recent recession.
Det pästäs atudviklingslandene nresten med sikkerhed villekunne dragefordel af sädan en udvikling, idet de af henholdsvis hollrendere og danskereog 2% affranskmrend fif. tabel 6), industrialiserede lande ikke ville kunne tage deresskibe hjem pä baggrund af det hoje omkostningsni-veau i disse lande.
This process has not yet stabilized, and the imbalance between supply and demand is expected to persist for a number of years even if world seaborne trade (in tonnes) resumes growing at about 4% per year, which would almost reach the 4.8% p.a. registered during the relatively prosperous period 1971-79.'
Det sretter ogsa Frel- gradvis, og at den tonnage, der sejler under bekvemmelighedsflag, vil overgätil andre udviklings- lesskabets skibsredere i stand til at udligne udgifterne mellem transporter med hoje omkostninger t; Ved udarbejdelsen af dette dokument er definitionen päsejlads under bekvemmelighedsflag taget ßa (1970) rapporten under nationalt flag og transporter med sejladsunder bekvemmelighedsflag til lave omkostninger.
2For the purpose of this paper the open registry definition of the (1970) report of the Rochdale Committee of Inquiry into
De lande, hvisregistrering antages at opfflde kriterierne fra ß7A Rochdale- rapporten, og som er taget med i dette dokument er: Ba-hama-oeme, Bermuda" Cypern, Liberia og Panama.
The countries whose registries are assumed to fulfil the criteria of the 1970 Rochdale report and which have been taken into account in this paper are: Bahamas. Bermuda, Cyprus, Liberia and Panama.
Det vil sandsynligvis kun ske, hvis ulandenehar held med deres bestrrebelser til at indforetransportandele inden for torlasthandelen samtidig.Pä denne mäde supplerer bestrabelserne til fordelfor transportandele inden for bulk-shipping og medhensyntil sejlads under bekvemmelighedsflag hin-anden.
As of 1983 about 23% (46.7 m DWT) of the open registry tonnage was beneficially owned by Community nationals or legal entities, of which about 66% was under Greek, over 13% under German, 9% under British, 4% under Italian, 3% each under Dutch and Danish, and 2% under French beneficial ownership (Table 6).
Kommissionen vil kontrollere udviklingen pädette omräde i LINCTAD og andre stederog vilivarksrette de nodvendige foranstaltninger i henhold til de relevante bestemmelser i traktaten.Vedtagelsen af en sädan politik vil imidlertid giveanledningtil sociale problemer for kaptajner ogmandskab. Dette aspekthar vreret droftet i kapitel ilI.
However, even if there was merit in these demands it would be unlikely that the necessary world consensus about phasing out could be achieved and that the tonnage registered under open registries would transfer to other developing countries.
Yderligere indsats inden for bulk-ship-ping og seilads under belaremmelig-hedsflag
Thus, the moves in favour of cargo sharing in bulk shipping and in relation to open registries complement each other.
Pä nuvarende tidspunkt mener Kommissionen ikke, at der er behov for srerlige fallesskabsbe-stemmelser med hensyn til bulk-shipping, somrrekker ud over dem, der er foresläet i kapitelIII forhele skibsfartsomrädet. Kommissionen vil imidlertid meget opmrerksomt folge udviklingen pä detteomräde og vil i den udstrrekning,det bliver nodvendigt fremsretteforslag til frellesskabsforanstaltningen.
Flagging out is a means increasingly employed by Community owners to remain competitive in world shipping markets and at the same time to retain economic control of the operation. This is particularly the case with bulk shipping operations, the most important segment of open registry shipping.
Kommissionen vil i srerdeleshed fortsatstotte den eksisterende samrädsprocedure i OECD.I sporgsmäl, der mere specilikt berorer Fdlesskabet, vil den, hvis der er behov for det, gore brug afsamrädsproceduren fra I9l7 eller af artikel I 16 itraktaten.
Moreover, open registry shipping in general fosters the operation of highly competitive shipping services, and this contributes to the minimization of transport cost which benefits the Community directly and indirectly.
EOF-medlemsstaterne samt de fleste andremedlemmer af OECD har modsat sig tanken om enreel okonomisk forbindelse mellem flagstatog skib,som den defineresaf udviklingslandene.
The EEC Member States, as well as other members of OECD, have been opposed to the genuine link concept as defined by the developing countries.
De goropmrerksom pä, at dette strider mod de relevantebestemmelser i Hojsokonventionenog i den nye S o konvention . som to EF-lande desvrerre endnuikke har underskrevet,og at dette er en krrenkelseaf staternes suver & ne ret til at fastsrette deres egenkriterier for registrering af skibe under deres flag.De er ikke overbevistom, at den forventedegkonomiske fordel ville tilfalde udviklingslandene, ogde menertvrertimod, at der ville vrere en stor farefor vresentlige okonomiske ulemper bäde for udviklingslandene og for de industrialiserede lande, hvisudviklingslandenes tanke om en reel forbindelsemellem flag og stat blev fort ud i livet.
They argue that this concept is at variance with the relevant provisions of the High Seas Convention, which are repeated in the new Law of the Sea Convention which two EEC Member States have so far not signed, and infringes on the sovereign right of States to fix their own criteria for the registration of ships under their flag. They are not convinced that the hoped-for economic benefits would accrue to developing countries and they argued, by contrast, that there could be a great danger of substantial economic disadvantages both for developed and developing countries alike if the developing countries' genuine link idea were adopted.
OECD-landene og Kommissionen mener imidlertid, at derbor gorcsen indsats for storre gennemskuelighedmed hensyn til ejerforhold og for, at der genereltgennemfores sikkerhedsforanstaltninger og socialebestemmelser for skibene.De gär derfor ind for enstramning af den administrative forbindelse mellemflagstat og skib med henblik pä at srette flagstateni stand til at identificere ejeren og det finansielleansvar og til at gennemforc og kontrollere relevanteinternationale aftaler om sikkerhed og sociale stan-darder.
However, the OECD countries and the Com mission feel that a case could be made for more transparency of ownership and for the improvement of ship safety and social standards generally. They are therefore in favour of tightening the administrative link between flag State and ship in order to enable the flag State to identify ownership and financial responsibility and to improve implementation and control of relevant international agree ments on safety and social standards.
Samtidig accepteresdet i vidt omfang, atalle skibe uanset flag skal gores til genstand forstrengere havnestatstilsyn.
At the same time it is widely accepted that all ships, regardless of flag, should be made subject to more stringent port State control.
Sikkerhed pä soen og forebyggelse af forurening
It is clear that the treatment of officers and crews by some owners operating under open registries is unacceptable (though the phenomenon is not restricted to open registries).
'; Rädets direktiv af 21.12.1978 om hojsolodsers lodsning afskibei Nordsoen og i Den engelskeKanal, og Rädetsdirektivaf 21.12.1978 om de mindstekrav visse tankskibe skal opfolde,nar de anlober eller forlader Feellesskabets sohavne(EFf L 33af 8.2.1979).
Consequently, the ad vocates of phasing out open registry shipping demand a genuine economic link between flag State and ship, i.e. that a significant part of the economic control of the operations concerning capital, labour
registreringsstateransvarlige for overholdelse afsikkerhedsbestemmelserne pä over en femtedelaf af ropaiske region; isrer tilsynet med sub-standard-skibe.
and other European States have already moved in this direction through proposals in Unctad and their action on port State control.
(b) Undersogelse af behovet for og i givet faldivarksrettelse af en kystsejladsordning med henblikpä forbedring af sikkerheden for sejlads langs Frellesskabets kyster, herunder samordnet aktionvedrorende hydrografi.
The Commission believes that the administrative link between flag and ship could be tightened but that in relation to the economic conditions of registration the present market-oriented system, based on a relatively free flow of capital, labour and management, has certainly contributed to the efficient organization of seaborne transportation.
Sikkerheden päsoen reguleres af en rrekke internationale konventioner, der udarbejdes i IMO og andreFN-organer. FN-organer.
The Commission will monitor developments in this area in Unctad and elsewhere and will determine any necessary action in the light of the relevant provisions of the Treaty.
(c) Lettelseaf overforselaf skibe fra et frellesskabs-register til et andet.
Further action in bulk shipping and the open registry question
Frellesskabet har observatorstatus i IMO, og medlemsstaterne spiller en fremtrredenderolle for udformningen og forhandlingerne af dets konventioner og de nrermerebestemmelser, som fastsrettes ihenhold hertil. Disse konventioner grelder i heleverden.
The Commission, however, will follow closely developments in this field and will, as required, make proposals for Community action.
I juni 1980 foreslog Kommissionen et direktiv2) om anvendelse af internationale normer forsikkerhed for skibsfarten og forebyggelse af forurening, for sä vidt angär skibe, der anlober Fdlesska- som efter dens mening er til fordel for verdenshandelen i almindelighed og fallesskabshandeleni i bets havne,kaldet havnestaters tilsyn.
Its Member States, as flag States, are responsible for the enforcement of safety regulations on over a fifth of the world's tonnage; and as port States responsible for handling a vast number of ship movements and as coastal States they are responsible for the protection of the marine environment.
Drgftelsernei Rädet blev overhaletaf begivenhederne, da denfranske regering indkaldte til et mode med sofarts-myndighederne i 13 europaiske lande (de ni srerdeleshed. Samtidig er ogsä registrerings-, kyst-og havnestatemes rettigheder og ansvar blevet forhandlet i forbindelse med internationale konventio-ner.
Safety at sea is governed by a series of international conventions worked out in the IMO and other UN bodies.
Den seneste konvention (FN-konventionen om havret)er endnu ikke trädt i kraft, og medlemsstaternes holdning til den er forskellig.
These have a worldwide application. The ratification of these conventions is frequently slow; and their application from time to time leaves something to be desired.
Men denneforskel i holdning grelder dog ikke lor de dele afkonventionen, som omhandler sofarts- (herunder navigationsaspekterne. Efter forurenings-) og
But over the years the system has worked well; the development of worldwide standards for the construction, equipment and operation of ships has greatly facilitated the free movement of ships and in general ensured high and constantly improving standards of safety.
Kommissionens mening bor derfor alle frellesskab-saktiviteter vedrorende sikkerhed pä soen og florebyggelse af forurening indrettes, säledes at de stot- ter den bestäende internationale ordning, somudvikles i IMO, med henblik pä at sikre dens medlemsstater samt Norge, Sverige, Spanien, Por-tugal og senereFinland) med henblik pä drsftelseaf sporgsmälet. Det päfolgende arbejde mundede udi undertegnelsenaf den frelles hensigtserklreringvedrorende havnestaters tilsyn i Parisi januar 1982med virkning fra 1. juli 1982. Formälet med hensigtserklaringen var at sikre, at de normer, dersattes i forskellige internationale konventioner omsikkerheden pä soen, anvendes pä hensigtsmassigog harmoniseret vis.
The Commission supports this system,2 which in its view works to the advantage of world trade in general and Community trade in particular. At the same time the rights and responsibilities of flag, coastal and port States have also been negotiated in international conventions.
Med henblik herpä forpligtedekontrahenterne sig til i lobet af tre är at inspicere25% af de handelsskibe under fremmed flag, deranlober deres havne, at tilbageholdemangelfulde mangelfulde upartiskeanvendelse pä alle skibe under Frellesskabets flag.
In the view of the Commission, therefore, any Community activities in the field of maritime safety and of pollution prevention should primarily be designed to support the existing inter national system as developed in IMO to ensure its application even-handedly to ships flying flags of the Community.
Desuden overvejer Kommissionen i hvilket omfang nogle af disse regler i deres nuvrerendeeller i en eventuel rendret form kan gores merestringente, isrer med hensyn til beskyttelsen af visse skibe, indtil manglerneer udbedret, at oprette eninformationsordning med henblik pä at bistä hin-anden i udvrelgelsen af skibe, der skal inspiceres, ogat ratificerealle relevante internationale konventio-ner.
In addition, the Commission is considering to which extent some of these rules as they stand or as they may be modified, can be rendered more stringent, in particular with regard to the protection of certain coastal waters such as
Kommissionen vil i almindelighed vrere opmrerksom päivarksrettelse af foranstaltninger til forebyggelse af forurening. Der synesat vrere tre bestemte omräder, hvor denne grundlreggende fallesskabsind- satskan vare nyttig:
Council Recommendation of 26.6.1978 on the ratification of conventions on safety in shipping (OJ L 194.
Finland, Sverige, Norge og Spanien sig til aktionen,idet de undertegnede en samarbejdsaftale2). Hoved-
Moreover, it should respect the responsibilities and rights accorded to flag, coastal and port States by the proposed Law of the Sea Convention.
Af de 14 kontraherende stater havde 10 pr. Loktober 1984 ratificeret alle de relevante internationale konventioner (se tabel7), og der er häb om, formälet med COST 301 er at undersoge behovetfor og i givet fald at foreslämidler til forbedring af navigationssikkerhedeni europreiske farvande gennem et integreretnet af kystbaserede centre,Formälet med disse centre (VTMS eller VTS: Vessel Traffic Management Services) skulle vere gennemen bedre tilrettelreggelse og styring af trafikstrgmmen at nedsrette farerne for kollisioner, strandinger og päsejlingerog dervedoge sikkerheden pä soenog forebyggeforurening af hav- og kystomräder.
Of the 14 signatory States 10 had, by 1 October 1984, ratified all the relevant international instruments (see Table 7), and it is hoped that the other States will complete these ratifications by the end of the year.
at de ovrige stater gor det inden ärets udgang. Pr.30. juni 1984 var der blevet udfort over 18 000inspektioner, som led i hensigtserklreringens gennemforelse, og over 700 skibe med alvorlige mang-ler var blevet tilbageholdt.Adskillige stater havdeallerede näet deres mäl, som gär ud pä inden tre ärat inspicere mindst 25% af de udenlandske skibe,som anlgber deres havne.
By 30 June 1984 over 18 000 inspections had been carried out within the framework of the application of the MOU and over 700 ships with serious deficiencies had been de layed or detained. Several States had already met their three-year target of inspecting at least 25% of foreign ships calling at their ports.
Det er vresentligt,at allemedlemsstater när disse mäl og opretholder ni- veauet.
It is essential that all Member States should reach and maintain these targets.
Efter Kommissionens mening skal de relevantemälsretninger, der er indeholdt i den endeligeerklrering fra Den internationale konference ombes$ttelse af Nordsgen, tages i betragtning i dennesammenhreng, og isrer udviklingen og indforelsenaf et systemtil anmeldelse af specielle skibskategorier skalundersoges. undersoges.
This enables the inspectors to concentrate their attention on ships which have not been inspected in the previous six months or which have a poor record.
Denne ordning vedrorende havnestaters tilsyntil stadighed,og Kommissionen vil gerne have denskrerpet efterhänden. Dette behov for at sikre strin-gente kontroller med skibe, som anlober dereshavne i overensstemmelse med den frelles hensigtserklrering blev fornylig bekrreftetpä Den internationale konference om beskyttelseaf Nordsoen(Bremen 31. oktober og 1. november 1984).
This system of port State control is still being developed, and the Commission would like to see it progressively tightened.
Samtidig er der ikke tegn til, at konkurrencepressetmellem de forskellige havne i Frellesskabet forer tilen undergravning af hensigtserklreringens gen-nemforelse.
At the same time there is little evidence that competitive pressures amongst the various ports of the Community are undermining its application.
Hvis noget sädant skulle ske, mä detimodegäs ved, at hensigtserklreringen indfores ifrellesskabsretten.
If these tendencies were to arise, the way to deal with them would be by writing the MOU into Community law.
Kommissionen har bevidst holdtdenne mulighed äben.
The Commission has deliberately kept open the option with this end in view.
Samtidig vil det v@re hensigtsmassigt atsammenkrede ordningen med den ordning, somandre lande anvender, og när dette sker at opfordreandre lande i Frellesskabets nrerhed til at tiltrredehensigtserklreringen. Det kunne ogsä overvejes,hvorvidt ordningen bor kunne tiltrredes af allehavnestater, som mätte onske at deltage.
At the same time it would be advantageous to link the system with that operated by other countries; and, as it becomes established, to encourage other countries geographically close to the Com munity to accede to the Memorandum.
Tilvejebrngei lse af navi gationshjal pe-systemer i europeiske farvande
The provision of navigational assistance in European waters
er der en tendens til, at det pä ny undersoges afdemyndigheder, som er ansvarlige for skibssikkerhe- den; og det er ingenlunde ualmindeligt, at detforlanges, at den nye ejer skal udskifteudrustning, udrustning, som allerede er godkendt af myndighederne i denoprindelige registreringsstat.
systems (COST project 301).' In 1983 Finland, Sweden, Norway and Spain joined the project by signing an agreement of cooperation.2The main objective of COST 301 is to consider the need for and if appropriate to propose means to improve the safety of navigation in European waters through an integrated network of shore-based centres.