natgillin/translations-raw huggingface dataset:
Da Kommissionen besluttede ikke at modsætte sig fritagelsen, vil de to aftaler være fritagel i hele forordningens gyldighedsperiode, dvs. indtil den 21. april 2000.
As the Commission has decided not to oppose exemption, the twoagreements will be exempt for the life of the Regulation, i.e. until 21 April 2000.
Aftalen faldt også ind under forordningens artikel 13.
The parties alsoobtained the benefit of Article 13 of the Regulation.
Den 20. april vedtog Kommissionen forordning 870/95 (EFT L 89 af 21.4.1995. s. 7). der indebærer gruppefritagelse for linjcrederier (konsortier), der tilbyder international linjeskibsfart fra en eller Here havne i EU.
On 20 April 1995 the Commission adopted Regulation 870/95 (OJ L 89, 21.4.1995), which grants a block exemption toliner shipping consortia offering international maritime liner services from one or more Community ports.
Konsortier er aftaler mellem rederier med det formal at etablere et samarbejde om fælles drift af linjeskibsfarten gennem forskellige arrangementer.
Linershipping consortia are agreements between shipping companies the object of which is to bring about cooperation for thejoint operation of a maritime liner transport service by means of various arrangements.
Gruppefritagelsen udlober den 21. april 2000 (jf. IP 95/409).
The block exemption expires on21 April 2000 (See IP/95/409).
To af skibene stilles til rådighed af Zim, et af Iscont og et af Ellerman og KNSM i fællesskab. Det relevante marked i dette tilfælde er skibsrutefart mellem havne i Nordeuropa og havne på Cypern og i Israel.
The relevant market in this case is scheduled maritime transport servicesbetween ports in northern Europe and ports in Cyprus and Israel.
West Coast/Mediterranean Agreement (WC/Med) er indgået mellem Andrew Weir Shipping Ltd (Ellerman), KNSM Kroonburgh BV og Zim Israeli Navigation Ltd. WC/Med vedrører fælles linjefart mellem havnene Liverpool og Dublin og havnene Lissabon, Leixões, Malta, Palermo, Salerno, Piræus, Limassol på Cypern og Ashdod og Haifa i Israel.
The parties to the West Coast/Mediterranean Agreement (WC/Med) are Andrew Weir Shipping Ltd(trading as Ellerman), KNSM Kroonburgh BV and Zim Israeli Navigation Ltd.
Parterne har aftalt kapaciteten på den fælles rute, som de i øjeblikket besejler med tre skibe, idet hver af de elleve anløbshavne anløbes hver tiende dag, bortset fra Lissabon og Leixões, der besejles skiftevis.
The WC/Med is a jointliner shipping service between the ports of Liverpool and Dublin and the ports of Lisbon, Leixoes, Malta,Palermo, Salerno, Piraeus, Limassol in Cyprus and Ashdod and Haifa in Israel, The parties agree on theamount of capacity to be used in the joint service and currently operate three vessels offering a serviceevery ten days to each of the eleven ports of call, except that Lisbon and Leixoes are called at on alternatesailings.
Et af skibene stilles til rådighed af Zim og to af Ellerman/KNSM.
One of the vessels is provided by Zim and two by Ellerman/KNSM.
Disse ruter omfatter to særskilte markeder: (i) skibsfart mellem nordeuropæiske/portugisiske havne og havne i det centrale middelhavsområde og (ii) skibsfart mellem nordeuropæiske/portugisiske havne og havne i Israel og på Cypern.
These services cover two distinct markets: (i) services between northern European/Portuguese ports andcentral Mediterranean ports and (ii) services between northern European/Portuguese ports and ports in Israel and Cyprus.
På markedet for transportydelser mellem nordeuropæiske/portugisiske havne og havne i det centrale middelhavsområde kan skibstransport og landevejstransport til en vis grad være substituerbare som følge af de mange færgeforbindelser.
In the case of the market for transport services between northern European/Portugueseports and central Mediterranean ports some road haulage services may be substitutable for maritimetransport services as a result of a very wide range of ferry services.
Da de markeder, hvor de to konsortier opererer, overlapper hinanden betydeligt, var det nødvendigt at vurdere de samlede markedsandele.
Since there is a significant overlap between the markets in which the two consortia operate, it wasnecessary to assess their combined market shares.
Af nedenstående årsager var det også nødvendigt at tage hensyn ikke blot til containergods, men også til gods. der ikke transporteres i containere.
For the reasons described below it was also appropriateto take into account not only containerised cargo but also non-containerised cargo.
Næsten alt gods kan transporteres i containere, og det er sandsynligt, at containertransporten med tiden bliver meget betydelig på de fleste maritime markeder i medlemsstaterne.
Almost all cargo can be containerised and, over time, it is likely that the degree of containerisation inmost maritime markets involving Member States will be very high.
På mættede markeder, såsom markederne i Nordeuropa/USA eller Nordeuropa/Del Fjerne Østen er man næsten gået helt over til containertransport, og der er meget lidt gods tilbage, der ikke transporteres i containere, hvis der er mulighed for det.
In mature markets, such as thenorthern Europe/US or the northern Europe/Far East markets, the process of change towardscontainerisation is more or less complete and few, if any, non-containerised cargoes are left which arecapable of being containerised.
Desuden er det meget usandsynligt, at en type gods, der regelmæssigt transporteres i containere, igen vil blive transporteret på anden måde.
Furthermore, once a type of cargo regularly becomes containerised it is very unlikely ever to betransported again as non-containerised cargo.
Dette skyldes, at rederierne bliver vant til hyppigere og mindre forsendelser, og at containergods er lettere at transportere videre fra anløbshavnen til den endelige modtager med andre transportmidler.
The reasons for this are that shippers become accustomedto shipping in smaller but more frequent quantities and become accustomed to the fact that once cargohas been loaded into a container, it is easier to ship onwards from the port of delivery to the ultimateconsignee using multimodal transport.
Containergods er også i højere grad sikret mod tyveri.
Containerised cargo is also much more secure against pilferage.
Efterhånden som anvendelsen af containere vokser, vil rederierne i højere grad gå over til denne transportform, og når de er blevet vant til containertransport, går de ikke tilbage til andre transportformer.
Thus, as the degree of containerisation increases, shippers of non-containerised cargoes turn towardscontainerised services but once those shippers have become accustomed to shipping in containers they donot revert to non-containerised shipping.
Sådanne eksempler på substitution den ene vej er ikke ualmindelige.
Such examples of one-way substitutability are not uncommon.
Den 3. september 1997 besluttede Komissionen ikke at modsætte sig fritagelse i henhold til artikel 85, stk. 3, l'or konsortieaftaler mellem Sea-Land, P & O Nedlloyd, Maersk og OOCL på det transatlantiske marked.
On 3 September the Commission decided not to oppose exemption being granted pursuant to Article 85(3) to consortia arrangements in the transatlantic trades between Sea-Land, P & O Nedlloyd,Maersk and OOCL.
Aftalerne ((Vessel Sharing Agreements) (»VSA«)) etablerer et konsortium mellem Sea-Land. P & O og Nedlloyd" for trafikken mellem Nordeuropa og USA og Middelhavet og USA.
The Vessel-Sharing Agreements ("VSA") establish a liner shipping consortium between Sea-Land, P & Oand Nedlloyd18in the northern Europe/US and Mediterranean/US trades.
Konsortiet blev etableret i marts 1988.
The consortium was first established in March 1988.
VSA-parterne har sammen indgået andre aftaler med OOCL og Maersk. hvorved OOCL har laet slots fra VSA-parteme og slots fra Maersk. og hvorved VSA-parterne og Maersk udveksler slots.
The VSA parties are collectively party to further agreements with OOCL and Maersk under which OOCL obtains slots from the VSA parties and slots from Maersk and under which the VSA parties and Maersk obtain slots from each other.
Aftalerne er blevet godkendt i USA af »Federal Maritime Commission«.
The arrangements have been authorised in the United States by the Federal Maritime Commission.
VSA-parterne har indsat i alt ni skibe (der ejes og bemandes af Sea-Land).
The VSA parties jointly operate nine vessels (which are owned andcrewed by Sea-Land).
VSA-aftalerne medfører trafikandele på over de 30%, der i artikel 6 i forordning 870/95 er fastsat som grænse for anvendelsen af gruppefritagelsen, når der er tale om konferencekonsortier.
The VSA arrangements involve trade shares within the meaning of Regulation 870/95 which are higherthan the 30% required by Article 6 of the Regulation for the application of the block exemption where theconsortium operates within a conference.
VSA-aftalerne opfylder heller ikke en eller flere af betingelserne i artikel 8 i forordning 870/95. især betingelserne i artikel 8, stk. 1 og 2. om servicekontrakter og opsigelsesvarsler.
The VSA arrangements also fail to satisfy one or more of theconditions set out in Article 8 of Regulation 870/95, particularly those at Article 8(1) and 8(2) concerningservice contracts and notice periods.
Dette betyder, at VSA-aftalerne ikke er omfattet af gruppefritagelsen efter forordning 870/95.
It follows that the VSA arrangements fall outside the scope of the block exemption provided by Regulation 870/95.
Kommissionen måtte derfor anvende indsigelsesproceduren i artikel 12, stk. 1, i forordning 4056/86 og artikel 12. stk. 1, i forordning 1017/68. Som led i denne procedure offentliggjorde Kommissionen den
The appropriate procedure was therefore the opposition procedure contained in Article 12(1) of Regulation 4056/86 and Article 12(1) of Regulation 1017/68.
18. juni 1997 en meddelelse1'', hvori den gav et resumé af anmodningen om fritagelse og opfordrede interesserede parter til at fremsætte bemærkninger inden tredive dage efter offentliggørelsen.
In accordance with thisprocedure, the Commission published a notice" on 18 June summarising the application for exemptionand inviting interested parties to submit comments within thirty days from the date of publication.
Kommissionens undersogelse af konkurrencebegrænsningerne og det relevante marked i VSA-sagen var baseret på henholdsvis forordning 870/95 og TAA-beslutningetr". Kommissionen konkluderede, at VSA medfører de samme fordele som konsortier, der er omfattet af gruppefritagelsen.
The Commission's analysis of the VSA was premised on Regulation 870/95 as regards the restrictivenature of consortium agreements and the TAA Decision20 as regards the relevant market.
De tre første betingelser i artikel 85, stk. 3, var derfor opfyldt for de VSA-aktiviteter, der var omfattet al' listen over fritagne aktiviteter i artikel 3, stk. 2, i forordning 870/95.
The first three conditions of Article 85(3) were accordingly considered to be fulfilled in respect of those activities of the VSA whichfall within the scope of the list of exempted activities contained in Article 3(2) of Regulation 870/95.
Selv om der i forordning 870/95 er fastsat et maksimalt opsigelsesvarsel på seks måneder for konsortier, der er omfattet af gruppefritagelsen, fremførte parterne, at et varsel på 24 måneder var rimeligt og absolut nødvendigt for, at aftalerne kunne fungere tilfredsstillende, da VSA og de øvrige aftaler i tilknytning hertil var særdeles integrerede.
Although Regulation 870/95 provides for a maximum period of notice of six months for block exemptedconsortia, the parties argued that a 24 months' notice period was reasonable and indispensable for theproper operation of the agreements considering the highly integrated nature of the VSA and relatedagreements.
I forbindelse med VSA havde Sea-Land foretaget betydelige investeringer i køb afskibe, og P & O og Nedlloyd havde bidraget til finansieringen af disse investeringer. Desuden havde P & O. Nedlloyd og OOCL aftalt at trække deres eksisterende skibe ud af samarbejdet og benytte Sea-Lands skibe.
For the purposes of the VSA, Sea-Land had made considerable investments in theacquisition of vessels and P & O and Nedlloyd had contributed to financing those investments.Furthermore, P & O, Nedlloyd and OOCL had agreed to withdraw their existing vessels and to use Sea-Land's vessels.
Kommissionen fandt det hermed godtgjort, at VSA var særdeles integreret, og at det lange opsigelsesvarsel var berettiget.
The Commission accepted that these facts demonstrated the highly integrated natureof the VSA and justified the long notice period.
Fjerde betingelse i artikel 85. stk. 3. blev også anset for opfyldt, da konsortiet har en markedsandel på under 40% og derfor var udsat for effektiv konkurrence.
The fourth condition of Article 85(3) was also considered to be fulfilled since the consortium has amaximum market share of less than 40% and was thus considered to remain exposed to effectivecompetition.
VSA-parterne. Maersk og OOCL gav derfor Kommissionen tilsagn om ikke at anvende en række bestemmelser i aftalerne.
The VSA parties, Maersk and OOCL accordingly gave undertakings to the Commission in fourside-letters not to exercise certain provisions contained in the agreements.
Parterne indvilligede især i ikke at anvende bestemmelserne om fastsættelse af land- og søfragtrater. drøftelse og vedtagelse af vilkår for speditørvederlag og drøftelse og vedtagelse af fælles væsentlige bestemmelser i servicekontrakter inden for det geografiske område, der er omfattet af EF-traktatcn.
In particular, the parties agreednot to exercise in the geographic area covered by the EC Treaty the provisions relating to inland andmaritime rate-making, discussion and agreement on the terms relating to freight forwarder compensationand discussion and agreement on common essential terms in service contracts.
På baggrund af disse tilsagn konkluderede Kommissionen, at alle de resterende konkurrencebegrænsninger, som aftalerne medførte, kunne fritages individuelt.
In the light of theseundertakings, the Commission concluded that all of the remaining restrictions of competition arisingfrom the arrangements could qualify for individual exemption.
De samlede aftaler (som ændret ved parternes tilsagn) blev med virkning fra 18. juni 1997 fritaget i seks år for de aktiviteter, der falder ind under forordning 4056/86, og i tre år for de aktiviteter, der falder ind under forordning 1017/68.
The overall arrangements (as modified by the undertakings) will be deemed exempt for a period of sixyears for those activities falling within Regulation 4056/86 and for a period of three years for thoseactivities falling within Regulation 1017/68. Those periods started to run as from 18 June.
Den 6. oktober 1997 besluttede Kommissionen ikke at modsætte sig fritagelse af de to konsortieaftaler
On 6 October the Commission adopted decisions not to oppose exemption of two consortia agreements:
Den oprindeligt anmeldte Eurosal Il-aftalc blev erstattet af Eurosal III-aftalen, der blev anmeldt den 16. december 1996.
The originally notified Eurosal II agreement was replaced by the Eurosal III agreement notified on16 December 1996.
Begge anmeldelser blev suppleret med oplysninger, som Kommissionen modtog den 7. april 1997.
Both notifications were completed by information received by the Commission on7 April.
Da Kommissionen har besluttet ikke at modsætte sig fritagelsen, vil de to aftaler være fritaget, så længe forordningen gælder, dvs. indtil den 21. april 2000.
As the Commission has decided not to oppose exemption, the two agreements will be exemptedfor the life of the Regulation, i.e. until 21 April 2000.
NCS-aftalen er indgået mellem Charente Steamship Co. (hvis linjefart varetages af datterselskabet Harrison), CGM Sud, Flota Mercante Grancolombiana (FMG), Hapag-Lloyd, Hanburg Süd og P & O Nedlloyd Container Line.
The parties to the NCS agreement are the Charente Steamship Co. (whose liner services are handled byits subsidiary Harrison), CGM Sud, Flota Mercante Grancolombiana (FMG), Hapag-Lloyd, Hanburg Siid, and P & O Nedlloyd Container Line.
NCS-konsortiet omfatter fælles linjecontainerfart mellem Nordeuropa og Caraibien.
The NCS consortium provides a jointly operated liner containerservice between northern Europe and the Caribbean.
Det relevante marked er linjefart mellem Nordeuropa og Caraibien.
The relevant market is liner services betweennorthern Europe and the Caribbean.
Eurosal li-aftalen blev indgået mellem Hapag-Lloyd, Hanburg Süd, P & O Nedlloyd Container Line og Compania Sudamericana de Vapores (CSAV); Harrison, FMG og CGM har adgang til slots på denne linjefart.
The parties to the Eurosal II agreement are Hapag-Lloyd, Hanburg Siid, P & O Nedlloyd Container Lineand Compaflia Sudamericana de Vapores (CSAV); Harrison, FMG and CGM have slotcharters on theservice.
Eurosal III-konsortict indebærer en fælles linjecontainerfart mellem Nordeuropa og Sydamerikas vestkyst (WCSA) og regionale forbindelser i Caraibien.
The Eurosal III consortium provides a jointly operated liner container service between northern Europe and the west coast of South America (WCSA) and regional connections in the Caribbean.
Det relevante marked er linjefart mellem dels Nordeuropa og WCSA dels Nordeuropa og Caraibien.
Therelevant markets are liner shipping services between first northern Europe and WCSA and betweennorthern Europe and the Caribbean.
På baggrund af ovenstående fastslog Kommissionen, at parterne havde markedsandele på de relevante markeder på mellem 40% og 50%.
On the basis of the above analysis, the Commission concluded that the parties enjoyed market shares ofthe relevant markets of between forty and fifty per cent.
Men da omladningen foretages af internationale selskaber, mente Kommissionen, at der var tale om effektiv konkurrence, og at parterne ikke havde nogen mulighed for at udelukke konkurrencen.
In particular in view of the fact that there iscompetition from trans-shipment services offered by global carriers, it was considered that there iseffective competition and that the parties did not have the possibility of eliminating competition.
Parterne er alle medlemmer af eksisterende linjekonferencer.
The parties are all members of the liner conferences existing in the trades.
Ifolge de oprindeligt anmeldte aftaler skulle parterne være medlemmer af konferencer på de områder, der var omfattet af konsortierne.
The agreements as originallynotified required that the parties be members of the conferences existing in the trades covered by theconsortia services.
Efter drøftelser med Kommissionens tjenestegrene ændrede parterne aftalerne, således at de ikke længere var forpligtede til at være konferencemedlemmer.
Following discussions with the Commission, the parties amended the agreements so
ANVENDELSEN AF KONKURRENCEREGLERNE I DEN EUROPÆISKE UNION
Following the changes to the agreements, the Commission concluded that the conditions of Article 85(3)were satisfied for the reasons elaborated in Regulation 870/95.
Med denne aftale ville parterne styrke deres forskningsarbejde på vigtige økonomiske, teknologiske og miljømæssige områder for at forbedre den europæiske bilindustris konkurrenceevne og sikre en varig miljøbeskyttelse.
The parties have concluded an agreement to step up their research work, especially as regards basicresearch in the economic, technical and ecological fields so as to improve the competitiveness of the European motor car industry and promote long-term protection of the environment.
Forskningsresultaterne vil således ikke kunne udnyttes direkte til kommercielle formål.
The research findings will therefore not be directly usable for commercial purposes.
Kommissionen har offentliggjort en meddelelse om aftalen i henhold til artikel 19. stk. 3, i forordning nr. 17.
A notice concerning the agreement was published in accordance with Article 19(3) of Regulation No 17.
Kommissionen har sendt EUCAR en administrativ skrivelse, hvori den markerer sin positive holdning til aftalen.
The Commission sent EUCAR a comfort letter authorising the agreement.
Skandinavisk Tobakskompagni er et dansk selskab, der hovedsagelig udøver virksomhed i Danmark.
Skandinavisk Tobakskompagni is a Danish tobaccoconglomerate active primarily in Denmark.
Skandinavisk Tobakskompagnis cigaretmærke Prince, der har en stærk stilling på det svenske cigaretmarked, er siden 1961 blevet produceret, forhandlet og solgt i Sverige af Swedish Match i henhold til en eksklusiv licensaftale.
Skandinavisk Tobakskompagni's Prince brand, which enjoysa strong position in the Swedish cigarette market, has since 1961 been produced, distributed and sold in Sweden by Swedish Match under an exclusive licensing arrangement.
Denne blev anmeldt til Kommissionen efter Sveriges tiltrædelse af EU.
This was notified to the Commission following Sweden's accession to the EU.
I henhold til aftalen blev priserne fastsat ensidigt af Swedish Match, og cigaretterne solgt af Swedish Match' salgspersonale.
Under the agreement, prices were unilaterally setby Swedish Match, and the cigarettes sold by Swedish Match's sales force.
Kommissionen meddelte parterne, at en så langvarig eksklusiv produktions- og salgslicens mellem to store cigaretproducenter med en dominerende stilling på geografiske nabomarkeder gav anledning til alvorlig tvivl om, hvorvidt aftalen var forenelig med artikel 85 og 86.
The Commission informed thecompanies that, as a long-term exclusive manufacturing and sales licence between two major cigarettemanufacturers, dominant on neighbouring geographic markets, the agreement gave rise to seriousconcern regarding its compatibility with Articles 85 and 86.
De to selskaber besluttede derfor at foretage en gennemgribende ændring af betingelserne for deres fremtidige samarbejde om Prince-mærket.
The two companies accordingly agreed to radically alter the terms of their future relationship concerningthe Prince brand.
Deres fortsatte samarbejde antager form af lo særskilte aftaler om fremstilling på kontrakt og forhandling indtil udgangen af 2001: Swedish Match vil fortsat fremstille de licensdækkende varianter af Prince-cigaretten til salg på det svenske marked og forhandle Princecigaretter uden dog at have eneforhandling.
Their continued cooperation takes the form of two separate agreements for contractmanufacture and physical distribution by Swedish Match until the end of 2001: Swedish Match willcontinue to manufacture SkandinaviskTobakskompagni's requirements for the currently licensed variantsof the Prince cigarette for sale in the Swedish market, and will handle the physical distribution of Princecigarettes on a non-exclusive basis.
Skandinavisk Tobakskompagni er blevet eneansvarlig for salg, markedsføring og prisfastsættelse af Prince i Sverige.
Skandinavisk Tobakskompagni has, however, become solelyresponsible for all sales, marketing and pricing of Prince in Sweden.
Disse nye aftaler skulle forhindre de negative virkninger, som en mere pludselig ændring ville have fået for de to selskaber.
These new arrangements shouldavoid any negative impact which might have resulted for either company from a more abrupt change.
Swedish Match havde således foretaget betydelige investeringer i produktion og distribution af Prince-mærket, inden Sverige blev medlem af EU og dermed undergivet EU's konkurrenceregler. Efter 2001 vil aftalerne om fremstilling på kontrakt og distribution kunne opsiges med et års varsel.
Inparticular, Swedish Match had made substantial investments in the production and distribution of the Prince brand prior to Sweden's accession to the Community and the applicability of its competition rules.After 2001 the contract manufacture and distribution agreements will be terminable on one year's notice.
137 virksomheders beslutning om at udpege en af dem som ansvarlig for forhandlingerne med potentielle gaskøbere.
The Commission cleared an agreement notified by the companies participating in the development of the Britannia gas field in the United Kingdom.
Aftalen blev anset for at begrænse konkurrencen mellem de deltagende selskaber og var ikke knyttet til aftalerne om fælles udvikling af feltet.
It was considered that this agreement was restrictive of competition as amongst the companiesparticipating in the field, and was not ancillary to the agreements to jointly develop the field.