natgillin/translations-raw huggingface dataset:
Dunkerque til Bayonne) og afrikanske (fra Nouadhibou til Angola) havne.
Cowac southern section is comprised of shipping companies operating a regular liner service becween ports in France (from Dunkirk to Bayonne) and Africa (from Nouadhibou to Angola).
Ukwal er en linjekonference, hvis medlemmer er rederier, der driver regelmæssig linjetrafik mellem havne i Det Forenede Kongerige og Irland og havne i Vestafrika (fra Nouadhibou til Mocamedes).
Ukwal is a conference made up of shipping companies operating a regular liner service - between ports situated in the United Kingdom and Ireland on the one hand and in west Africa (from Nouadhibou to Mocamedes) on the other.
En liste over konferencernes medlemmer findes i bilag I.
Members of the Cewal, Cowac and Ukwal con ferences are listed in Annex I.
nr. 4056/86 en klage fra Aiwasi, der generelt var rettet mod »den konkurrencebegrænsende praksis og de aftaler, som linjekonferencerne i trafikken til og fra Vestafrika havde iværksat eller agtede at iværksætte«.
On 7 September 1987 the Commission received a complaint from Aiwasi pursuant to Article 10 of Regulation (EEC) No 4056/86 referring in general terms to 'restrictive practices and agreements applied or planned between Che liner conferences operating in the shipping trade with west Africa'.
Klageren gjorde gældende, at formålet var at gennemtvinge en deling af den samlede last mængde i trafikken mellem Europa og Vest- og Centralafrika, normalt i forholdet 40 : 40 : 20 (40 % til rederierne i hvert af de to lande, ruten går mellem, og 20 % til andre rederier, som kan være konferencemedlemmer eller uafhængige).
It was claimed that the practices in question were intended to impose the sharing-out of all cargoes carried on shipping routes between Europe and west and central Africa according eo a 40 :40 :20 apportionment rule (40 % for the domestic companies of each of the two countries at either end of Che route and 20 % for che shipping companies of third councries, be Chey conference members or independene).
Det ville navnlig gøre det vanskeligere for udenforstående rederier (»outsiders·) at konkurrere med konferen cerne.
In particular, it was alleged that such practices obstructed the freedom of nonconference companies (outsiders) to compete with the conferences. rences.
Mewac er en linjekonference, hvis medlemmer driver regelmæssig linjetrafik mellem havne i Spanien, på den franske Middelhavskyst i Italien og det tidligere Jugoslavien og havne på den vestafrikanske kyst (fra Mauretaniens nordgrænse til Angolas sydgrænse).
Mewac is a conference comprising shipping companies operating a regular liner service between Spain, the French Mediterranean coast, Italy and the former Yugoslavia on the one hand and the west African coast (from the northern border of Mauritania to the southern border of Angola) on the other.
Efter indgivelsen af ovennævnte klager, der hovedsagelig er indgivet af rederier uden for konferen cerne, iværksatte Kommissionen en undersøgelse af de pigældende linjekonferencers praksis.
In response to these complaints received primarily from nonconference companies, che Commission opened an inquiry into che practices of the various shipping conferences involved in the trade in ques tion.
Den har foretaget kontrolundersøgelser hos de forskellige konferencer, der driver søtrafik mellem Europa og Vestafrika, nemlig Cewal, Cowac, Mewac og Ukwal, samt i rederikomitéernes sekretariat Secrétama.
The Commission carried ouc on-the-spot checks at the head offices of the conferences operating shipping services becween Europe and wesc Africa, i.e. Cewal, Cowac, Mewac and Ukwal, and aC the secretariat of Che shipowners' commit tees (Secrétama).
Organisationen tæller bla. rederierne Grimaldi (Italien), Cobelfret (Belgien) og OT Africa Line Ltd (Det Forenede Kongerige).
Its members include Che following shipping companies : Grimaldi (Italy), Cobelfret (Belgium), and OT Africa Line Ltd (Uniced Kingdom).
Kommissionen pålagde ved beslutning 91/55/ EØF (') af 19. december 1990 Secrétama en bøde på 5 000 ECU for afgivelse af urigtige oplysninger som svar på en begæring om oplysninger.
On 19 December 1990 the Commission adopted Decision 91/55/EEC ( < ) in which it imposed a fine of ECU 5 000 on Secrétama for having supplied incorrect información in response co a requesc.
Danmarks Rederiforening, der har sæde i København, repræsenterer de største danske rederiers interesser.
The Danish Shipowners' Association (Danmarks Rederiforening), with its head office in Copenhagen, represents the interests of the main Danish shipping companies, one of which (Maersk Line) operates a regular liner service between Europe and west Africa.
Et af disse rederier (Maersk Line) driver regelmæssig linjetrafik mellem Europa og Vestafrika. afrika.
On 1 April 1992 the Commission adopted a second Decision 92/262/EEC (2) in which it found
Den 10. juli 1987 modtog Kommissionen en klage fra Danmarks Rederiforening i henhold til artikel 10 i forordning (EØF) nr. 4056/86.
On 10 July 1987 the Commission received a complaint from the Danish Shipowners' Association pursuant to Article 10 of Regulation (EEC) No 4056/86.
Den 1. april 1992 fastslog Kommissionen i en anden beslutning 92/262/EØF P), at der med oprettelsen af rederikomitéer i trafikken mellem Frankrig og elleve vest- og centralafrikanske stater var tale om aftaler i strid med bestemmelserne i EØF-Traktatens artikel 85, og at disse komitéer handlede i strid med artikeL^86. Kommissionen pålagde disse komitéers medlemsrederier bøder på tilsammen 153 mio. ECU.
The purpose of the complaint is to obtain : that the shipowners' committees set up in respect of shipping trade between France and 11 west and central African States constituted agreements which contravened Article 85 of the EEC Treaty and that their practices infringed Article 86.
Fristen for indbringelse af denne beslutning for EF-Domstolen er nu udløbet. bet.
The deadlines for appealing against that Decision have now expired.
garanti for, at rederier uden for konferencen kan få fri adgang til trafikken.
— the abolition of the various systems of arbitrary allocation of cargoes claimed to be applied in trade between west Africa and the Communicy, and a guarantee of free access to the trade of nonconference shipping companies.
Nærværende beslutning er vedtaget på foranledning af de ovennævnte klager, der generelt er rettet mod alle de euro-afrikanske linjekonferencers aktiviteter, herunder ogsi Cewal's.
This Decision is in answer to these complaints, which were directed generally against all the ac tivities of the Euro-African shipping conferences.
Nærværende beslutning er. rettet mod forskellige former for praksis, som har kunnet observeres på markedet for transport af linjelast (»general cargo«), primært mellem Nordsøhavne og havne i Zaire.
This Decision concerns practices observed on the market for services supplied by liner vessels for che transport of general cargo principally between che porta of northern Europe and those of Zaire.
Samhandelen mellem de nordeuropæiske EF-lande (herunder Nordsølandene) og Zaire (se tallene i bilag II) kan foregå pi følgende mider:
'cereals', 'steel', 'sugar', 'mineral oils and fuels' and 'malt' ; a nonconference shipowner operating in the trade between Europe and west Africa suggested chat the list should include 'iron ores' and 'sale, sulphur'.
Sekretariatet for rederikomiteerne i trafikken mellem Frankrig og de fleste fransktalende stater pi Afrikas vestkyst — Secrétama — har efter anmodning fra Kommissionen foretaget en skønsmæssig vurdering af linjetrafikken mellem Frankrig og Togo, Benin, Gabon, Congo og Niger f), som er en trafik, der svarer til den her omhandlede.
Trade between Che Communicy councries of northern Europe (including those with a North Sea coastline) and Zaire (see Che figures in Annex II) can be effected by the following means of transpott :
Et rederi uden for konferen cerne, der driver trafik mellem Europa og Vestafrika, har derudover nævnt »malm«, «salt og svovl«.
In terms of tonnage this share of trade may be regarded as insignificant ;
Dette bekræftes i alt væsentligt af den søfartsekspert, som de franske medlemmer af rederikomitéerne henviste til, og som angav, at den potentielle trafik pi de faste ruter mellem Europa' og Vestafrika kan udledes af Eurostats udenrigshandelsstatistikker ved at fradrage post 10 (korn), 25 (salt svovl), 27 (mineralske brændstoffer) og 89 (sø- eller flodfart).
This is in substance confirmed by the expert in maritime economy quoted by the French members of the shipowners' committees, who suggets that potential trade on the liner routes between Europe and wesc Africa should be assessed on the basis of the foreign trade statistics produced by Eurostat, after deducting che figures for caCegories 10 (cereals), 25 (salt, sulphur), 27 (mineral fuels) and 89 (cransport by sea or inland waterway).
Pi denne baggrund finder Kommissionen, at for langt størstedelen af de varer, der handles mellem Europa og Vest- og Centralafrika, herunder specielt varer, der egner sig til containertransport samt en del bulkvarer, mi linjetransport anses at være noget nær den eneste transportform.
The Commission concludes from these estimates that liner services constitute almost the sole mode of transport for most of the categories of products traded between Europe and west and central Africa, in particular containerizable goods and some bulk cargoes.
iii) med skib i linjefart : det drejer sig om skibe, der sejler i rutefart med forskellige varer (general cargo) ; pi de euro-afrikanske ruter rider rederi erne ikke blot over containerskibe, men ogsi over »break-bulk«-skibe eller konventionelle skibe, der kan bruges til bulktransport af visse varer (tømmer, bananer), eller blandede skibe, der bide kan bruges til transport af containere og bulk-last
(iii) liner services : regular services carrying general cargo ; on the Euro-Africa routes, the companies operate container vessels and also 'break bulk' or conventional ships capable of carrying certain goods (log carriers, banana boats) or mixed vessels capable of carrying both con tainers and bulk goods.
Udbuddet af linjetransportydelser
The supply of liner services
De markeder, som Cewal og de øvrige euro-afrikanske kcr.icrcrcer (Ukwal og Cowac) opererer pi, bestir af hele linjetrafikken mellem EF (undtagen Middelhavsområdet) (*) og den vestafrikanske kyst (fra Mauretanien til Angola).
The markets on which Cewal and the other Euro-African conferences (Ukwal and Cowac) operate comprise all liner trade routes between the Community (excluding the Mediterranean Basin) Q and the coast of west Africa (from Mauritania to Angola).
(UNCTAD) vedtog en adfærdskodeks for linjekon­ferencer (UNCTAD­kodeksen), hvori det bla. fast­sættes, at de nationale rederier i hvert af de lande, som en given rute gir mellem, skal dele den last der transporteres af konferencen pi den pågæl­dende linje, ligeligt mellem sig medens konferen­cerederier fra tredjelande skulle have ret til en bety­delig andel af konferencetrafikken, som blev sat til
Development (Unctad) of a code of conduct for liner conferences (Unctad code) which provides, in particular, that the national lines at each end of a given shipping rouCe are co have equal shares of the cargoes carried by the conference operating on chat route, nonconference lines being allocaCed a sig nificane share of chac Crade, of Che order of 20 %.
Det er først og fremmest de Cewal­rederier, der er angivet i bilag L. der, sammen med rederierne Grimaldi (Italien) og Cobelfret (Belgien), som driver en fælles linje (G A C Africa Line), tilbyder linje­transportydelser mellem Nordsøhavnene og Zaire og Angola.
The shipping companies belonging co Cewal, which are listed in Annex I, are, alongside Grimaldi (Italy) and Cobelfret (Belgium), which operate a joint service (G & C Africa Line), the principal ones to provide regular liner services between the North Sea ports and Zaire and Angola.
Ifølge de oplysninger, Cewal har fore­lagt tegnede Cewal sig i 1989 for ca. [...] % (') af Zaire­trafikken i sin zone. I 1991 var andelen [...]*/·.
According to information supplied by Cewal, Cewal accounted for some [...]% (') of Zairian trade in its area in 1989 and [...]% in 1991.
Der ser ikke ud til at foreligge pålidelige oplysninger om den mindre betydelige trafik til og fra Angola, og nærværende beslutning er derfor udelukkende rettet mod Cewal's adfærd i Europa­Zaire trafikken.
No reliable data seem to be available concerning the limited trade to or from Angola, and this Decision there fore concerns only Cewal's practices in Che Crade between Europe and Zaire.
For så vidt angår Cowac og Ukwal konferencerne, har disse ogsi tegnet sig for en betydelig markeds­andel inden for deres respektive trafik.
The Cowac and Ukwal conferences also had a large share of the market in their respective trades.
B. Den retlige ramme
B. Legal context
Cewal's medlemmer har gjort gældende, at nogle af de handlemåder denne beslutning er rettet mod, er foranlediget af offentlige myndigheder, som har vedtaget forskellige tekster med lovkraft Inden vi ser nærmere på Cewal's organisation og handlemi­der, vil det derfor være hensigtsmæssigt at belyse den redige ramme om konferencens virksomhed.
Cewal's members claim chac some of practices referred to in this Decision are in response to the wishes of the public authorities concerned as set out in documents having the force of law. It is therefore necessary, before examining ehe operaeion and practices of Cewal, Co Cake accounc of Che legal framework in which ie operates.
Ridet vedtog forordning (EØF) nr. 954/79, for at medlemsstaterne kunne indtage en fælles holdning til kodeksen og ratificete den i overensstemmelse med EØF­Traktatens bestemmelser.
On 15 May 1979 che Council adopeed chis Regulación wich a view co allowing che Member States Co adopt a common postition on che code and to ratify it in accordance with the provisions of Che EEC Treaty.
Indtil irene efter Anden Verdenskrig var det udelukkende europæiske rederier, for hovedpartens vedkommende medlemmer af linjekonferencer, der drev linjetrafik mellem Europa og Vest­ og Central­afrika.
Until the years following the end of the Second World War, the liner traffic between Europe and west and central Africa was operaced solely by European lines organized for Che mosc part as liner conferences.
Den tredje og fjerde Lomé­konvention anerkender søtransportydelsers betydning som drivkraft for den økonomiske udvikling og for samhandelen mellem AVS­landene og Fællesskabet Disse konventioner fremhæver i den forbindelse UNCTAD­kodeksen om linjekonferencer, men opstiller samtidig det princip, at de kontraherende stater ikke mi lægge hindringer i vejen for, at rederier uden for konfe­rencerne kan konkurrere med en konference, si længe de overholder principperne for en loyal konkurrence pi et kommercielt grundlag.
The Third and Fourth Lomé Conventions acknowledge the importance of shipping services as one of the engines of economic development and the promotion of Crade between che ACP States and che Communicy. They underline che importance of Che code of conduce for liner conferences while e sC ab lishing Che principle chaC Che Contracting Parties should not prevent nonconference lines from operating in competition with a conference line as long as they comply with the principle of fair competition on a commercial basis.
Efter deres uafhængighed ytrede de afrikanske stater ønsker om at deltage aktivt i den trafik, deres udenrigshandel afføder, hvilket gav sig udslag i :
The desire of Che newly independene African Scaces to play an active part in the traffic generated by their foreign crade resulced in :
Det fastsættes i øvrigt i disse konventioner, at der ikke mi pilægges restriktioner for trampfarten.
The Conventions also lay down that no rescriccion should be imposed on Cramp services.
— oprettelse af rederier i de pigældende stater vedholdende krav fra disse rederiers side om optagelse i konferencerne og om indførelse af en »rimelig« lastdelingsordning.
— the 'companies' insistence that they be admitted to the conferences and benefit from a 'fair' cargo-sharing system.
Disse krav resulterede i 1974 i, at De Forenede Nationers Konference om Handel og Udvikling
These demands resulted in 1974 in the adoption by the United Nations Conference for Trade and
I 1975 oprettede de vest­ og centralafrikanske landes transportministre en permanent samarbejds­
In 1975 Che MinisCers for Transport of che StaCes of west and central Africa set up a standing body for cooperación known as Che Ministerial Conference
(■) I den eétendigajofte udgave af denne beslutning udelades vitae af tallctw heterter i medfør af bestemmelserne i artikel 24, stk. 2,1 forordning (BØF) nr. 4056/86 om bevarelse af for­retningahctnrneligfaeoer.
(') In Che published version of che Decision, some information has hereinafcer been omitted, pursuant to the provisions of Article 24 (2) of Regulation (EEC) No 4056/86 concerning non-disclosure of business secrets.
den anden. Hvis en afskiber valgte at benytte et uafhængigt rederi uden for konferencen inden udløbet af den anden periode, ville han gi glip af rabatten, ikke blot for den anden, men ogsi for den første periode
member of che conference before ehe expiry of the second period, he would no longer qualify for the rebate not only for the second period but also for the first
Denne organisation vedtog pi flere møder en række resolutioner om udbygning af de afrikanske handelsflåder, hvori deltagerlandene bla. blev opfordret til at vedtage en lovgivning pi søfarteomridet der nationale rederier førsteret til
In a series of meetings, this body adopted resolu­tions on the development of African merchant fleets which, in particular, invited the participating States to adopt shipping rules aimed at :
— giver deres fragterne for det andet blev der gjort stort indhug i Zaires valutareserver (bankerne i Zaire mitte skaffe de zairiske afskibere den fornødne valuta til, at de kunne betale fragtraterne — til den fulde sats — medens de rabatter, som konferencen senere udbetalte afskibere i Europa, i de fleste tilfælde ikke blev hjemtaget til Zaire).
— giving their national lines priority in the alloca­tion of freight and secondly, it reduced che Zairian foreign­exchange reserves (Che Zairian banking system had to supply Zairian shippers with the neces­sary foreign currency to pay the full freight charge whereas the rebate paid a posteriori by the conference in Europe was not in most cases seen to be repatriated to Zaire by shippers).
— sikrer, at der føres kontrol med fragterne pi basis af fordelingsnøglen 40 :40 :20.
— adopting freight monitoring systems on the basis of the 40 :40 : 20 rule.
I 1972 gik Cewal, efter anmodning fra de zairiske myndigheder, der gerne ville spare pi valutareserverne, med til et loyaliteteaftalesystem, hvor rabat terne blev ydet omgiende i form af lavere fragtrater for de faste kunder, samtidig med at Zaires central bank udsendte et cirkulære (nr. 139(IV) af 13. januar 1972) om, at zairiske banker kun mitte sælge valuta til afskibere, der udelukkende lod deres varer transportere af Cewal-konferencen.
In 1972, following a requesC from the Zairian authorities, anxious to save on foreign exchange, Cewal agreed to a system of loyalty agreements with immediate rebates consisting in a reduced freight charge for loyal shippers, and the Bank of Zaire issued a circular (No 139(IV) of 13 January 1972) authorizing Zairian banks to issue foreign currency only to shippers which used exclusively the services of the Cewal conference.
I dette cirkulære hedder det :
This circular reads as follows :
Mcwes har dog også vedtaget resolutioner om, at de foranstaltninger, der har til formål at sikre de vestog centralafrikanske lande en andel i udenrigshandelstrafik, udenrigshandelstrafik, også skal gælde inden for bulktrafikken (der ikke er omfattet af UNCTAD-kodeksen).
Ocher CMEAOC resolutions, however, extend the measures giving the west and central African coun­tries a share of the Cransport generaeed by cheir foreign crade Co Che bulk crades (noe covered by che Unctad code).
C. Cewal's optræden
C. Conduct of Cewal
Aftalen mellem Cewal zaïrois de gestion du fret
The Cewal­Ogefrem agreement (Office zaïrois de gestion du fret maritime)
Indtil 1972 anvendte Cewal udelukkende et loyaliteteaftalesystem med efterbetalbare rabatter.
Up to 1972 Cewal applied exclusively a system of loyalty agreemencs involving deferred rebaCes.
Dette system havde to virkninger :
This system had Cwo effects :
— for det første bandt Cewal kunderne til sig, da afskiberne var nødt til udelukkende at afskibe deres varer via konferencen i to pi hinanden følgende perioder (i princippet pi hver seks måneder), fordi de først kunne få udbetalt rabatten for den første periode ved udgangen af
— first the loyalty of cuscomers was secured because shippers had Co remain loyal Co Che conference and ship goods solely wich ie for cwo successive periods (normally of six monchs) Co obtain cash rebaCes for Che first period at the end of the second. If the shipper decided to use an independent liner service which was not a
(') I trafikken mellem Zaire og Belgien findes der en bilateral af tale om fordeling af samtlige laster efter fordelingsnøglen 40 :40 :20, som blev indgået i 1981 og trådte i kraft fra 1. ja nuar 1987.
(') In trade between Zaire and Belgium there is a bilateral agree­ment requiring all cargoes to be shared out according to the 40 :40 : 20 rule ; it was signed in 1981 and entered into force on 1 January 1987.
Belgien hor erklæret sig rede til at Uge skridt til at opfylde si ne BF-forpligtelser med hensyn til denne bilaterale aftale. Af talen spiller ingen rolle i denne sag, der omhandler Cewal's overtrædelser af Traktatens artikel 85 og 86.
Belgium has declared its readiness to apply a procedure which would enable ic Co meet its Community obligations with re­gard Co Chis bilaceral agreement This agreemenc has played no role in this infringement proceeding against Cewal pursuant to Articles 85 and 86.
(') I medfør af bestemmelserne i artikel 17, stk. 2, i forordning (EØF) nr. 4056/89 om bevarelse af forretningshemmeligheder er bilag III ikke offentliggjort.
Ρ) Annex III not published pursuanc co ehe provisions of Article 24 (2) of Regulation (EEC) No 4056/86 concerning non­dis­closure of business secrets.
Dette cirkulære indebar, at alle valutadokumenter herefter skulle bære klausulen »Afskibes med Cewal-skib«.
Following the issue of this circular the clause 'Embarquement par navire Cewal' (loading by Cewal vessel) was required to appear on foreignexchange documents.
Af det notat der er omtalt ovenfor under punkt 21, fremgår det at Cewal stillet over for den nye situation i december 1985 indledte samråd med Ogefrem, der resulterede i en samarbejdsaftale.
As is revealed by che document of 25 August 1988 referred to in recital 21, Cewal, faced wich chis new situation, concluded a cooperation agreement wich Ogefrem in December 1985 after consultations with that body.
I aftalens § 1 hedder det at :
Article 1 of that agreement lays down the following :
Ifølge et Cewal-notat af 25. august 1988, der bærer initialerne AGH, hvilket står for Cewal's generalsekretær, André G. Heylens, og som er gengivet i bilag III, betød dette cirkulære rent faktisk en genindførelse af den beskyttelse mod konkurrence fra rederier uden for konferencen, som Cewal mistede, da konferencen gik med til at indgå loyaliteteaftaler med omgående i stedet for efterbetalbare rabatter.
The Cewal document of 25 August 1988 from 'A.G.H.', the initials of the Secretary-General of Cewal, reproduced in Annex III, reveals that as far as the conference was concerned, the issue of this circular was supposed to restore the protection vis-à-vis nonconference companies which Cewal had lost following ies acceptance of loyalty agreements wich immediate instead of deferred rebates.
I 1980 blev der i Zaire oprettet et forvaltningsorgan — Office zaïrois de gestion du fret maritime (Ogefrem) — til administration af Zaires nationale fragter.
The Zairian Maritime Freight Administration (Ogefrem) was established in 1980 as a Zairian 'instrument of national freight management'.
Ogefrem påbegyndte sin virksomhed i 1983.
It became operational in 1983.