natgillin/translations-raw huggingface dataset:
Pä baggrund af Frellesskabets aftrrengighed afverdenshandelen og dets skibsfartsafhangighed afde internationale skibsfartsmarkeder mener Kom- til tredjelande (side 54).
Consequently, one of the central themes of the paper is the identification of such threats to a market-based organization of shipping and the formulation of proposals to counter them, in the hope that this will stimulate an effective solution by negotiation.
missionen,at viderefgrelsenaf en multilateral ogkommercielt orienteret EF-sofartspolitik stadig er i EF-skibsfartsindustriens og dens brugeres interesse,
As regards liner shipping, the organization of the liner conference markets has long been one of the main points of discussion in the Community and internationally.
For sä vidt angär linjeskibsfarten, har organiseringen af et marked for linjekonferencer lrenge vreretet af hovedpunkternei droftelsernepä frelleskabs- og at en sädan politik stadig er den bedste mäde tilgennemforelse af traktatens miäl. For Frellesskabet plan og internationaltplan.
On 15 May 1979 the Member States and the Community took the initiative to adopt a Regulation on the ratification of the UN Code of Conduct for Liner Conferences,4 subject to certain reservations designed to preserve a marketorientated system as between the industrialized countries and as between liner shipping companies of the OECD countries (Regulation 954/79).
Den 15. maj 1979 togmedlemsstaterne og Frellesskabet initiativ til vedta-gelse af en forordning om ratificering af De fore- og de enkelte medlemsstaterbetyder dette, at detfremover i stigende grad vil vrere nodvendigt at frdammet op for den stigendetrussel, som andrelandes protektionistiske politik og praksis udgor nede Nationers konvention om en kodeks for Linjekonferencer o) , der dog rummer visse forbehold, der tager sigte pä at bevare et markedsoriente- over for varetagelsen af Frellesskabets interesser. entrussel som 96r det vanskeligt eller direkte umuligtat opretholde et kommercielt baseret konkurrence- ret system, sävel mellem de industrialiserede landesom mellem linjerederiernei OEcD-landene (forordning 954179).
In adopting Regulation 954/79 the Council envisaged the possibility of a joint interpretation of the 'concept of national shipping line' which confers, in Code-based trades, important rights on liner ship ping companies.
Gennem vedtagelsen af forord- ning 954179 äbnede Rädet mulighed for en fallesfortolkning af begrebet > nationalt rederi < , der for de system.Derfor er et af hovedformälenemed dettedokument at fä fastläet, hvilke faktorer der truer denmarkedsbaserede organisation af skibsfarten, og fäformuleret en rrekke forslag til imodegäelse heraf,i häbet om, at dette vil kunne fremme en effektiv kodeksbaserede fartersvedkornmende vil give linje-rederierne vresentlige rettigheder. forhandlingslosning.
The Commission's draft of a Council Directive suggests a set of criteria for such a definition, designed to avoid any discrimination between shipping lines of the Member States and, subject to reciprocity, shipping lines of other OECD countries, without taking away from each Member State the flexibility to take into account its particular national circumstances (p. 53).
Kommissionen fremlregger derfor et udkast til forordning, der for alle sgtransportformersvedkommende skal muliggore fnllesskabsforanstaltninger
The Commission therefore proposes in respect of all forms of shipping a Regulation permitting Community action against cargo reservation practices which damage, or threaten to damage, Com munity interests (p. 47).
sub-standardskibe og underbemanding).Kommissionen vil fortsat soge at fremme de internationalesamarbejdsprocedurer, der er udviklet pä dette ogandre omräder og i spgrgsmäl,der mere specieltvedrorer Frellesskabet, vil den gore brug af den i1977 indfsrte konsultationsprocedure eller af traktatens artikel I16.
The Commission will continue to be active in the areas of maritime safety and pollution prevention and it will pay particular attention to:
I Kommissionens udkast til Rädets direktiv foresläsen rrekke kriterier for en sädan definition, deropstilles for at undgä enhver form for forskelsbehandling mellem medlemsstaternes rederier og -ud fra gensidighedsprincippet - rederier i andre OECD-lande, idet den enkelte medlemsstat dogbeholder et vist räderummed henblik pä at kunnetage hojde for srerlige nationale forhold (side 55).
• the development and coordination of the system of port State control within the European region; and in particular the control of substandard ships and crew conditions;
I forordnine 954_BAR_ 7 9 anerkendtes linjekonferencer-nes stabiliserende rolle, idet de sikrer brugerneen en
• the study of the need for and, if established, the implementation of a coastal navigational system to improve the safety of navigation around the coasts of the Community, including concerted action on hydrography;
Kommissionen vil ogsä fremover gore en indsatsindenfor omräderne for sikkerhed til sgs samtforebyggelse af forurening, og den vil lregge srerligvregt pä: o udvikling og samordning af ordningen vedrorende havnestaters tilsyn inden for den eu'ropreiske region; i srerdeleshed tilsyn med sub-standardskibe samt med bemandingsvilkärene, o undersogelse af behovet for og i givet faldivrerksattelse af en kystsejladsordning med henblikpä at sge sikkerheden for sejladsrundt om Frellesskabets kyster, herunder en samordnet indsats pädet hydrografiskeomräde, omräde, o lettelseaf overforselaf skibe fra et fallesskabsre-gister til et andet, regelmressig og pälidelig service, og Kommissionenforelagde i 1981') et udkast til forordning pägrundlag af traktatens artikel 85 og 86, hvorvedtraktatens konkurrencebestemmelser ogsä finderanvendelse pä transport ad sovejen, og har siden, ilyset af de efterfolgende droftelser i Rädet og medandre instanser,foretaget visse rendringer af deoprindelige principper.
While Regulation 954/79 also acknowledged the stabilizing role of liner conferences, guaranteeing regular and reliable services to transport users, the Commission undertook at the same time to submit a draft Regulation on the basis of Article 85(3) applying the competition rules of the Treaty to maritime transport. The Commission submitted a draft in 1981,1and in the light of the ensuing discussions in the Council and elsewhere has some what modified its original ideas.
Disse andringer er indeholdt i side 56.
Page 54 records those modifications.
Kommissionen er bekymret overden stigende tendens til at udelukke udefra kommende konkurrenterfra farter, der udforesaf lukkede konferencer.De alvorligstetilfrelde forekommer, när en stat, der er udgangspunkt eller endemä{for en linjefart, udelukker enhver konkurrence frarederier uden for konferencen.
The Commission is concerned about the increasing trend to exclude outside com petition from trades in which closed conferences operate. These cases are most serious where a State at one end of the trade route precludes non-conference competition.
Kommissionensforslag tager specielt sigte pä en losning af disse problemer.
The Commission's proposal is designed in particular to deal with this problem.
o anvendelse af Fallesskabets forbindelser medudviklingslandene med henblik pä uddannelse afderes skibsforere. mandskabsamt de ansatte i deress gfartsadministration.
• the use of the Community's relationship with developing countries to help in the training of their masters, crews and maritime administrations.
Med hensyn til havnene er det tfglge Kommissionens opfattelse vigtigt, at dette aspekt inddrages iforbindelse med videreudviklingenaf den generellepolitik for bäde landtransport og transport ad sovejen.
In the Commission's view the proposal on the application of the competition articles of the Treaty to liner shipping needs to be complemented by a proposal ensuring that Community liner shipping can compete with third countries' liner shipping companies on the basis of fair and commercial principles.
Kommissionen har den 13. december 1984 forelagtRidet et forslag, der tager sigte pä at fiernekonkurrenceforvridningen mellem havne som folge
It therefore proposes that it should be empowered to act against unfair practices where they cause or threaten material injury to Community liner companies (p. 58).
Efter Kommissionens opfattelse mä forslaget omanvendelsen af traktatens konkurrenceregler pälinjefragterne suppleres med et forslag, der sikrer,at Frellesskabets linjerederier kan konkurrere medtredjelandes linjerederier pä basis af loyale ogkommercielle principper. Den foreslär derfor, atden bemyndigestil at trreffe foranstaltninger modilloyal praksis pä omräder, hvor en sädan praksispäforer eller truer med at päfore Fallesskabetslinjerederier fysisk skade.
Thus, on 13 December 1984 the Commission presented to the Council a proposal designed to eliminate distortions of competition between ports arising from the variations in the national regulation of hinterland traffice.2The Commission will reexamine the State aids applied to ports and will deal with specific State aids on the basis of Articles 92 and 93 of the Treaty.
af de enkelte medlemsstaters divergerende bestemmelser om transporten i de pägreldende havnesbagland2).
In respect of bulk shipping it concludes that the pursuance of a marketorientated shipping policy is in line with the economic interests of the Community.
I dokumentet gives der endvidere en oversigt overudviklingen inden for bulkskibsfarten og skibsfartenunder bekvemmelighedsflag.
Since 1975 the absolute size of the merchant fleet operating under the flags of the Community countries has decreased only slightly (see Table 1) but its share of world tonnage has fallen from 29% to 23.3% (in GRT) in 1983.
Med hensyn til bulkskibsfartenkonkluderes, at gennemforelsen af enmarkedsorienteret skibsfartspolitik er i Fallesskabets okonomiske interesse.
In addition a fürther 6.7% of world DWT estimated to be equivalent to 3.6% in terms of GRT was owned by Communitybased shipping companies flying open registry flags, a proportion which has also decreased in the recent recessions.
Kommissionen konklu-derer ogsä,at skibsfart underbekvemmelighedsflager en vigtig okonomisk faktor for Frellesskabetshandelsfläde. Imidlertid har de koncepter, hvorpäde er baseret,ugnskede effekter og kan i vissehenseender ikke vrere i overensstemmelse medinternationale konventioner.
During the same period (1975-83) the developing countries increased their share of world gross tonnage from 6% to nearly 14% while the open registry and Comecon4fleets slightly in creased their share (see Table 1 and Graph 1).
Hovedformälet med dette dokument var atanspore debatten i Frellesskabet angäende rakke'vidden og indholdet af en eventuel fallesskabspoli-tik pä ssfartsomrädet.I de folgende är fik Rädettilsendt en rrekke politiske erklaringer om sä specielle elnner som FN's kodeks for lirüekonferencer,konkurrencen med statshandelslandene og havforurening som folge af olietransport,og disseforte tilflere forskellige rädsbeslutninger, medens et vistantal forslag stadig er til droftelse.
The objective of this communication is therefore to provide such an overall concept for a Community shipping policy, to review, in the light of these principles, policy developments so far and to propose the new measures which the Commission feels are required for the furtherance of the Community's trading and shipping interests.
Kommissionen er af den opfattelse, at Fallesskabet nu har näet en sädan udviklingsfase inden forsgfartspolitikken, at der er behov for en meresammenhangende mäde at gribe sporgsmälet anpä.
Until 1980 the world merchant fleet showed an increase each year in all the major shipping categories — tankers, other bulk ships, general cargo and container ships.
Formälet med denne meddelelse er derfor atudstikke de generelleliqjer for en EF'politik päsofartsomrädet, at give et overblik over den hidtidige politiske udvikling i lyset heraf og at forelregge fuemmei EF-lande, men som lader deres skibe sejleunder bekvemmetighedsflag, et tal, der ogsä er dalet en rrekke nye forslag, som Kommissionen anser forpäkrrevede til fremme af Frellesskabets handels- og sofartsinteresser.
Since then the only categories to increase their tonnage have been those of other bulk and container ships (see Graph 2) but these
r28.t)Brtc182 af 9.7.1984;EF-Bull.2-1984,punkt 2.1.149.'; I denne del af dokumentet sogesder givet en kort oversigtover indholdet af de statistiske tabeller i bilag I. Det borbemerkes. at Frellesskabet ikke räder over nogen specielle EF- stati st ikke r vedrorende skibsfarten, og at det derfor mä stgttesig til andre kilder.
This section of the paper attempts to summarize the statistical tables in Annex I. It should be noted that the Community has no shipping statistics of its own and must depend upon other sources.
De anfsrte tal stemmer mäske ikke i allehenseender med visse andre, der mätte vaere offentliggiort'eftersom beregningsgrundlaget eller (hvad der ofte er tilfreldet)udeladelseme varierer fra den ene kilde til den anden.
The figures quoted may not in all respects accord with others that are published, since the basis of calculation or (frequently) the exclusions differ from source to source.
Selv omder ikke bor lagges alt for megen vregt pä de enkelte tal, vil derdog med rimelighed kunne drages visse generelle konklusioner af dem.a) Osteuropreiske socialistiske lande: Albanien' Bulgarien,
How ever, although not too much weight should be put on the detail of the figures, they are adequate to allow general conclusions to be drawn.
Inden for dette omräde er der et vist antal problemer, som Kommissionen mener Frellesskabet kanlose mere effektivt end de enkelte medlemsstater.Kommissionen anser det for onskvrerdigtog praktisk at fä udviklet en sädan politik gradvis i samarbejde med de andre fallesskabsinstitutionerog inrer kontakt med medlemsstaterne. Den foreslär s.s/8s
The Commission considers it desirable and practical to develop a policy gradually in cooperation with the other Community institutions and in close contact with the Member States.
Udviklingen inden for deovige medlemsstaters handelsfläder har ikke varetprreget af storre udsving (if. diagram 3).
It proposes therefore to adopt a flexible approach and proposes selective measures where appropriate and useful for the Community.
hele verdens bulkskibe beregnet til torlast samt3,5% i (BRT) af verdens linjefragtskibe var ubenyt-tede i december 19832).
have contributed to a rise of 2% in world DWT (about 4% in GRT) during a period when, since the record year of 1979, there has been a 25% drop in tonne-miles in world seaborne trade, almost all of it being accounted for by the decline in oil and oil product movements (see Table 2).
Mange af de pägaldendeskibe er imidlertid forreldedeog vil sandsynligvisaldrig komme i brug igen.
Thus, it is clear that the supply of and demand for shipping services are seriously out of balance and indeed have been so since 1974.
Med hensyn til tonnagen,men ikke nodvendigvisudbyttet, har de to sidstefartojskategorier redet den okonomiskestorm for- bavsende godt af, De tegnedesig kun for en megetlille nedgang eller - for linjefragtskibenesvedkommende - endog for en stigning pä omkring24% (i tonsomil) mellem 1975 og 1983 (tabet 2).
At the end of 1983 there was probably an overcapacity world wide of some 150-200 million DWT.1 little under a quarter of the world tonnage in each of the three main categories of shipping — tankers, other bulk carriers and general cargo ships — but within this latter category they contain some 36% of (more productive) world containership tonnage (in GRT).
Selv om COMECON-landenes handelsfläder- som navnt under punkt I - ikke har forogetderes andel af den samlede verdenstonnage n & v-nevrerdigt, har der dog fundeten markant udviklingsted i dissefläders struktur, som nok er vrerd atnotere sig, eftersom COMECON-landene medderes fläder er vigtige som handelspartneretil OECD-landene uden for ED og dermed direktekonkurrenter til EF-skibsfarten.
Although, as stated in para. 1, Comecon fleets have not significantly increased their share of total world tonnage, there have been quite significant developments in the structure of these fleets which are worth noting since the fleets of Comecon countries are important cross traders in the mer chant trades of the OECD countries and thus compete directly with EEC shipping.
Over 50% (1983)af COMECON's handelsskibe er af general cargo-fragtskibstypen, og disse tegner sig for ca. 12% afverdensfläden inden for denne kategori.
Over 50% (1983) of Comecon merchant vessels are general cargo types, and these account for some 12% of the world fleet of this type.
I forbindelse med linjetrafikken er det interessant at noteresig den n & sten syvdobling,der er sket af COME-CON-landenes containerfläde fra blot 61 000 BRTi 1975 tit 414 000 BRT i 1983 (tabel 4).
Of particular interest in the context of liner shipping is the almost sevenfold increase in the Comecon container fleet from an insignificant 61 000 GRT in 1975 to 414 000 GRT in 1983 (Table 4).
Omkring tre fierdedel af denoplagte tonnage er koncentreretom to medlemsstater2).
In terms of tonnage, though not necessarily of profits, the trades of the latter two categories of vessels have weathered the recession remarkably well.
at der findes 95,4 mio DW overskydende kapacitet blandttankere pä over 200 000 DW (VLCC) (oplagte skibe, skibe, dersejler for nedsat fart, skibe med havneforsinkelser og skibe, deranvendes til oplagring).
They either decreased very little or, in the case of liner cargo, even grew by about 24% (in tonne-miles) between 1975 and 1983 (Table 2).
IMIF (International Maritime Industries Forum) skonner, at der er et overskud pä nasten 50 mio DWfor bulkskibe beregnet til tsrlast og mindst 100 mjo DW fortankere (november 1983); Drewry anslär tallet for bulkskibe beregnettil torlasttil ca. 70 mio DWpr.1.11.1983.
Nevertheless, it should be noted that since its peak in 1980 liner trade volume (in tonne-miles) dropped by about 7% (1983) and that signs of overcapacity are now evident in this market as well. If one may judge from the breakdown of laid-up tonnage, the Com munity flags have suffered rather more than the average.
Inden for Fallesskabet har de mest karakteristiske rendringer hvad angärvrekstraterne vreret den
' The INTERTANKO report of September 1983 estimates 95.4 million DWT of tankers over 200 000 DWT (VLCC) as surplus to requirements (laid-up, slow steaming, port delays, used for storage).
Som nrevntovenfor udfgrer skibe under medlemsstaternes flag goü 4A% af denne fragt.
The following major long-term factors can be identified affecting the structure of Community shipping.
Virkningerne af den gkonomiske afmatningaßpejler sig i aldersprofilenfor medlemsstaterneshandelsfläder.
The effects of the recession may be seen in the age profile of Member States' fleets.
De er nu en anelsereldre end ver-densgennemsnittet, selv om gennemsnitstallenedakker over meget store forskelle mellem de enkelte handelsfläder (if. tabel 5).
They are now marginally older than the world average, although average figures mask major differences between the individual fleets (see Table 5).
Skibenes alderaßpejler sig ogsä i tallene vedrorende sikkerheden.I tidsrummet 1975-83 led ejerneaf de i Fellesskabet indregistreredeskibe et samlet tab pä ca. 7 50skibe (der reprresenterede omkring 4 mio BRT), ogdette udgiorde ca. en tredjedel af tabenefor heleverdenstonnagen i den saflrmeperiodea). periodea).
The age of the ships may also be reflected in the safety record. During the period 1975-83 Community owners suffered total losses amounting to some 750 ships (of approximately 4 million GRT), representing about a third of world tonnage losses over the same period.2
r Det ser ud til, at en af hovedärsagerne til denrelative tilbagegang for Fallesskabets skibsfart er, atden relative fordel, europreiske skibe har haft pä detraditionelle omräder for sofartsvirksomhed, er vedat smuldrebort.
• It seems that a main cause of the relative decline of Community shipping is that the comparative advantage of European ships in the traditional areas of shipping activity is being eroded.
Det er en ganske normal udviklinginden for hsjtudvikledeokonomier, at efterhändensom befolkningens levestandard hojnes,er der visseaktiviteter, der bliver mindre attraktive gkonomiskset.
It is a normal trend in developed economies that as the standard of living of the population rises some activities become less economically attractive.
I de fleste tilfrelde har skibsfartsindustrien sogtat modvirke denne tendens ved hjrelp af teknologiske nyskabelser(f.eks. containerskibe), storrespecialisering (f.eks. srerlige kemikalietankskibe,LPG- og LNG-tankskibe) og hojereserviceniveau. serviceniveau.
Traditionally, shipping has countered this trend by technological innovations (e.g. container ships), greater speciali­zation (e.g. specialist chemical carriers, LPG, LNG carriers) and higher quality of service. It is possible that the advantages so derived are becom­ing increasingly difficult and costly to achieve.
Medlemsstaternes handelsfläder havde i 1982en nettoindtjening pä ca. 9,1 mia USD, hvordfhalvdelen stammer fra samhandelenmed tredjelande.
Member State fleets had net earnings of some USD 9 100 million in 1982, about half of which came from cross-trading.
Tallet for nrevnte samhandel varierer fra ca.90% for Danmarksog Grrekenlands vedkommendetil ca. 35%for Frankrig.
The latter figure varies from some 90% for Denmark and Greece to about 35% for France.
Den i Fallesskabet hjem-mehsrende skibsfart havde i 1982 kapitaludgifterpä over 3 000 mio USD5).Noget under halvdelen(44%) af den EF-tonnage,der var i ordre i januarmäned 1984,er gäettil skibsvrerfter i EFU).
Community-registered shipping made in 1982 capital expenditure of over USD 3 000 million.3 Rather under half (44%) the Com­munity tonnage on order in January 1984 was ordered in Community yards.4
I t forUinAehe med de statistiske undersogelser er )crosstrading < defineret som farter mellem to ikke-EF-lande, udfort af 14. Frellesskabet udgor verdens storste handels-omräde, og i handelen med tredjelande tegnede detsig i 1982 for nresten2I% af verdens import og20% af verdenseksporl, rent vrerdimressigtT).
• The competitive position of Community ship­owners has also been eroded as a result of the ease with which it is possible to enter the shipping industry, a problem sometimes exacerbated with regard to flags under which safety control standards are less stringently applied.
Det er betrenkeligt, at der ikke foreligger relevant statistiskmateriale pä fallesskabsplan.4) Lloyd's Register of shipping og oversigt over udbetalteerstatninger,s\ Kitde' Rederiforeningeni EF (CAACE).
The traditional shipowning companies have had strong financial bases, and until the early 1970s this gave them a comparative advantage over less-well-established shipping in­dustries.
Nettobidraget tilbetalingsbalancen: det belob, der er indtjent i fremmed valuta, minus de i udlandet erlagte betalinger.
The slump in world demand has imposed financial strains on Community shipowners which has caused them to sell off ships, sometimes at very low prices, to buyers in third countries. This reflects
b) import og 15%af verdens eksport, og med tallenefor Japan med 9% af verdens import og l0% af
It is a cause of concern that relevant statistics on a Community basis are not available.
CA,r{CE.Fraregnet den interne EF-handel.
2Lloyd's Register of Shipping and Lloyd's Casualty Returns.
") Kilder: Eurostat, Mänedlig bulletin over udenrigshandelen(specialnummer) for 1958-1982,s. 2 og 3, Luxembourg,maj I 983.
3Source: Organization of the Shipowners' Associations of the European Communities (CAACE).
) Selv om disseprocenttal er baseret pä l980-statistikker fra EF og FN, har de udvist ret stor stabiliteti den mellemliggende verdens eksports).Transport ad sovejen er langtden vigtigste mäde til befordring af disse varemangder. Ca.
Net contribution to balance of payments: money generated in foreign currency less disbur­ sements abroad. 4CAACE.
Det er meget muligt, at'de deraf afledte firrdelebliver stadig vanskeligereog mere bekosteligeat at opnä.
5Excluding intra-EEC trade.