natgillin/translations-raw huggingface dataset:
Denne mulighed bør gives for en periode, hvor virkningerne af covid-19-pandemien på jernbanemarkedet har været mærkbare og forventes at vare ved, dvs. fra den 1. marts 2020 til den 31. december 2020 ("referenceperioden").
This possibility should be granted for a period during which the effects of the COVID-19 pandemic on the rail market have been felt and are expected to last, i.e. from 1 March 2020 until 31 December 2020 (the "reference period").
Denne periode afspejler aktuelle skøn over, hvor længe virkningerne af covid-19-pandemien for jernbanemarkedet vil vare ved.
This period reflects current estimates on the time during which the COVID-19 pandemic on the rail market will last.
Et velfungerende fælles europæisk jernbaneområde beror på markedsdeltagernes økonomiske resultater og de fremskridt, der allerede er opnået med hensyn til infrastrukturforvalternes og jernbanevirksomhedernes forvaltningsmæssige uafhængighed, gennemsigtighed i bestemmelserne om afgifter og netadgang, ikkediskrimination og ligebehandling i forbindelse med kanaltildeling og afgiftsordninger samt markedsåbning.
The effective functioning of the Single European Rail Area depends on the economic performance of the market players and on safeguarding the achievements already made regarding management independence of infrastructure managers and railway undertakings, transparency of provisions for charging and network access, non-discrimination and equal treatment in paths allocation and charging schemes as well as market opening.
Formålet med sådanne afgifter er at modvirke, at jernbanevirksomheder annullerer kanalreservationer med kort varsel, og dermed fremme en optimal og fuld udnyttelse af den eksisterende kapacitet.
The objective of such charges is to discourage railway undertakings from cancelling train paths at short notice and therefore to promote the best and full use of existing capacity.
I henhold til artikel 36 i direktiv 2012/34/EU er det i princippet op til hver enkelt infrastrukturforvalter at afgøre, om vedkommende vil opkræve reservationsafgifter.
Under Article 36 of Directive 2012/36/EU, it is in principle up to each infrastructure manager to decide whether it wishes to levy reservation charges.
Direktiv 2012/34/EU dækker ikke usædvanlige omstændigheder som f.eks. dem, der er opstået i jernbanesektoren på grund af covid-19-udbruddet.
Directive 2012/34/EU does not address extraordinary circumstances, such as those created in the railway sector by the COVID-19 outbreak.
2.Hvis Kommissionen på grundlag af de data, der henvises til i stk. 1, finder, at der er en vedvarende nedgang i jernbanetransportens omfang i forhold til niveauet i den tilsvarende periode det foregående år, og at der er sandsynlighed for, at tendensen vil vare ved, og hvis den desuden på grundlag af de bedste tilgængelige videnskabelige data finder, at situationen er et resultat af følgerne af covid-19-pandemien, ændrer Kommissionen ved delegerede retsakter, der vedtages i overensstemmelse med artikel 6, referenceperioden.
2.Where the Commission finds, on the basis of the data referred to in paragraph 1, that there is a persistent reduction in the level of rail traffic, as compared to the level in the corresponding period in the previous year, and that the trend is likely to persist, and also finds, on the basis of the best available scientific data, that the situation is the result of the impact of the COVID-19 pandemic, the Commission shall, by means of delegated acts adopted in accordance with Article 6, amend the reference period accordingly.
(7)Betingelserne for brug af jernbaneinfrastruktur bør midlertidigt justeres, og netvejledningerne bør ajourføres og ændres i nødvendigt omfang.
(7)Temporary adjustments of the conditions for the use of rail infrastructure should be made and network statements should be kept up to date and amended as necessary.
ud fra følgende betragtninger:
More specifically, the following can be retained:
De dækker en referenceperiode fra 1. marts 2020 til 31. december 2020, hvor afgifterne kan ændres ved fravigelse af artikel 27 i direktiv 2012/34/EU, ifølge hvilken netvejledningen (hvoraf alle gældende afgifter fremgår) skal offentliggøres mindst fire måneder inden udløbet af fristen for ansøgninger om infrastrukturkapacitet.
They cover a reference period from 1 March 2020 until 31 December 2020, in respect of which charges may be altered, by derogation from Article 27 of Directive 2012/34/EU whereby the network statement (displaying all applicable charges) shall be published no less than for months in advance for the deadline for requests for infrastructure capacity.
(1)Covid-19-pandemien har medført et betydeligt fald i efterspørgslen, hvilket igen har ført til et brat fald i jernbanetransporten.
(1)The COVID-19 pandemic brought about a significant drop in demand which in turn has led to a sharp drop in rail transport.
(9)Målet for denne forordning, nemlig at afhjælpe den akutte nødsituation, som covid-19-pandemien har forårsaget, kan ikke i tilstrækkelig grad opfyldes af medlemsstaterne, men kan på grund af handlingens omfang eller virkninger bedre nås på EU-plan; Unionen kan derfor vedtage foranstaltninger i overensstemmelse med nærhedsprincippet, jf. artikel 5 i traktaten om Den Europæiske Union (TEU).
(9)Since the objective of this Regulation, namely to respond to the urgent situation created by the COVID‑19 pandemic, cannot be sufficiently achieved by the Member States but rather, by reason of the scale or effects of the action, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union (TEU).
Jernbanevirksomhederne er muligvis ikke i stand til at betale afgifter for adgang til jernbaneinfrastrukturen under covid-19-krisen, og infrastrukturforvalterne bør derfor have mulighed for at nedsætte, give afkald på eller udsætte betalingen af sådanne afgifter.
It may not be possible for railway undertakings to pay charges for accessing rail infrastructure during the COVID-19 emergency, and, for that reason, infrastructure managers should be enabled to reduce, waive or defer such charges.
Jernbanetransport er et vigtigt led i EU's samlede transportsystem og giver ren mobilitet og høj effektivitet.
Rail is an important contributor to EU transport mix, providing clean mobility and a high level of efficiency.
(6)For hvert af de ovennævnte punkter vil en nedsættelse af afgifter, som medlemsstaterne måtte tillade i henhold til denne forordning, medføre indkomsttab for infrastrukturforvalteren.
(6)In respect of each of the items referred to above, any decreases of charges as authorised by Member States in accordance with this Regulation would entail income losses on the part of the infrastructure manager.
Direktiv 2012/34/EU giver ikke medlemsstaterne mulighed for i forbindelse med covid-19-udbruddet at reagere på de uforudsigelige følger for jernbanetransporten ved f.eks. at justere reglerne for afgifter og kapacitetstildeling.
Directive 2012/34/EU does not allow Member States, in the context of the COVID-19 outbreak, to react to the unforeseeable impacts on railway transport in particular by adapting the rules on charging and capacity allocation.
(11)For at de foranstaltninger, der er fastsat i denne forordning, kan forlænges, hvis det viser sig nødvendigt og berettiget, bør beføjelsen til at vedtage retsakter delegeres til Kommissionen i overensstemmelse med artikel 290 i traktaten om Den Europæiske Unions funktionsmåde for så vidt angår forlængelse af den periode, hvor forordningens foranstaltninger finder anvendelse.
(11)In order to extend, if necessary and justified, the measures set out in this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of prolonging the period during which the measures envisaged by this Regulation apply.
(12)For at sikre omgående anvendelse af foranstaltningerne i denne forordning, bør den som følge af den hastende karakter træde i kraft på dagen efter offentliggørelsen i Den Europæiske Unions Tidende -
(12)In order to allow for the prompt application of the measures provided for in this Regulation, it should enter into force as a matter of urgency on the date following that of its publication in the Official Journal of the European Union,
(2)Tillæg: Artikel 32 giver medlemsstaterne mulighed for at opkræve tillæg, der fastsættes i forhold til de respektive jernbanemarkedssegmenters betalingsevne.
(2)Mark-ups: Article 32 allows Member States to provide for the levying of mark-ups set in relation to the ability to pay of the respective rail market segments.
Denne forordning fastsætter midlertidige regler for opkrævning af afgifter for brug af jernbaneinfrastruktur, jf. kapitel IV i direktiv 2012/34/EU.
This Regulation lays down temporary rules on the levying of charges for the use of railway infrastructure as set out in Chapter IV of Directive 2012/34/EU.
(10)I betragtning af sagens hastende karakter som følge af de ekstraordinære omstændigheder, som covid-19-pandemien har forårsaget, og som berettiger de foreslåede foranstaltninger, og navnlig for at vedtage de nødvendige foranstaltninger hurtigt med henblik på at bidrage til jernbanevirksomhedernes økonomiske bæredygtighed, bør der ske fravigelse af den periode på otte uger, der er omhandlet i artikel 4 i protokol nr. 1 om de nationale parlamenters rolle i Den Europæiske Union, der er knyttet som bilag til traktaten om Den Europæiske Union, traktaten om Den Europæiske Unions funktionsmåde og traktaten om oprettelse af Det Europæiske Atomenergifællesskab.
(10)In view of the urgency entailed by the exceptional circumstances caused by the COVID‑19 pandemic justifying the proposed measures, and more particularly in order to adopt the necessary measures quickly so as to contribute to the financial sustainability of railway undertakings, it is appropriate to provide for an exception to the eight‑week period referred to in Article 4 of Protocol No 1 on the role of national Parliaments in the European Union, annexed to the TEU, to the Treaty on the Functioning of the European Union and to the Treaty establishing the European Atomic Energy Community.
I så fald skal Kommissionen ophæve retsakten straks efter Europa-Parlamentets eller Rådets meddelelse af afgørelsen om at gøre indsigelse.
In such a case, the Commission shall repeal the act immediately following the notification of the decision to object by the European Parliament or by the Council.
Efter covid-19-udbruddet er mængden af jernbanepassager- og godstransport faldet betydeligt på grund af restriktioner og lavere efterspørgsel.
Following the outbreak of the disease, rail passenger and freight transport have declined significantly due to restrictions and lower demand.
En af de oftest anbefalede foranstaltninger er suspension af afgifter for brug af baneinfrastruktur, stationer, servicefaciliteter og depotspor.
One of the most advocated measure is the suspension of charges for track infrastructure, stations, service facilities and the use of stabling sidings.
Det kan derfor antages, at den incitamentsvirkning, der er formålet med reservationsafgifter i henhold til artikel 36 i direktiv 2012/34/EU, ikke er relevant for så vidt angår referenceperioden.
It can therefore be assumed that the incentive effect intended by reservation charges in accordance with Article 36 of the Directive 2012/34/EU is not relevant insofar as the reference period is concerned.
Ifølge direktiv 2012/34/EU i dets nuværende form er det imidlertid principielt ikke muligt at ændre tillæg i løbet af en given køreplansperiode.
However, as Directive 2012/34/EU currently stands, amendments to mark-ups are in principle not possible in the course of a given working timetable period.
Det foreslås derfor, at der ydes kompensation til infrastrukturforvalterne inden for en kortere frist end den, der er fastsat i artikel 8, stk. 4, i nævnte direktiv, dvs. senest den 31. december i året efter det år, hvor tabet opstod.
It is therefore proposed to that infrastructure managers be refunded within a period shorter than the one established in Article 8(4) of that Directive, i.e. by 31 December of the year following the year in which the loss was incurred.
Dette har haft alvorlige følger for jernbanevirksomhederne siden den 1. marts 2020, og situationen forventes at vare ved mindst indtil den 31. december 2020.
This has a serious impact on railway undertakings which started as early as 1 March 2020 and is likely to affect the sector until at least 31 December 2020.
Indkomsttab hos infrastrukturforvalterne som følge af de nedsættelser, der er omhandlet i den foreslåede forordning, er pr. definition udelukket i henhold til direktiv 2012/34/EU i dets nuværende form.
The income losses for infrastructure managers, entailed by decreases as contemplated in the proposed Regulation, would by definition not occur under Directive 2012/34/EU as it currently stands.
Denne forordning berører ikke bestemmelserne i direktiv 2012/34/EU om tilsynsorganet.
This Regulation is without prejudice to the provisions of Directive 2012/34/EC concerning the regulatory body.
Som en undtagelse fra denne regel foreslås det at give medlemsstaterne mulighed for at tillade en nedjustering af tillæg i referenceperioden.
By derogation from this rule, it is proposed to enable Member States to allow downwards adjustments in respect of the reference period.
Kommissionen har gennemført en undersøgelse i marts, april og maj 2020 via Underundergruppen vedrørende Afgifter under PRIME (Platformen for Jernbaneinfrastrukturforvaltere i Europa).
The Commission conducted a survey in March, April and May 2020 via the PRIME charges subgroup.
(4)Kompensation fra medlemsstaterne: For hvert af de ovennævnte punkter (afgifter baseret på direkte omkostninger, tillæg og reservationsafgifter) vil en nedsættelse af afgifterne, som medlemsstaterne måtte tillade i henhold til den foreslåede forordning, medføre indkomsttab for infrastrukturforvalteren.
(4)Refund by Member States: In respect of each of the items referred to above (charges based on direct cost, mark-ups and reservation charges) any decreases of charges as authorised by Member States in accordance with the Regulation proposed would income losses on the part of the infrastructure manager.
Da disse tab er af ekstraordinær karakter, bør der ydes kompensation til infrastrukturforvalterne inden for en kortere frist, dvs. senest den 31. december i året efter det år, hvor tabet opstod.
Given the extraordinary character of those losses, infrastructure managers should be refunded within a shorter period namely by 31 December of the year following the year in which the loss was incurred.
(1)Afgifter for sporadgang - beløb svarende til de direkte omkostninger: I henhold til direktivets artikel 31, stk. 3, skal afgifterne for minimumsadgangsydelserne fastsættes som de omkostninger, der påløber direkte som følge af togtjenesten.
(1)Track access charges - the amount corresponding to direct cost: Article 31(3) of the Directive requires that charges for the minimum access package being set at the level of the cost directly incurred as a result of operating the train service.
I 2016 var mængden af passagertransport i EU nået op på 450 milliarder passagerkilometer ud af de ca. 6 billioner passagerkilometer i alt inden for landtransport som helhed.
By 2016, EU passenger traffic volumes had reached 450 billion passenger kilometres out of around 6 trillion passenger kilometres of land transport overall.
Undersøgelsen har vist, at visse medlemsstater er rede til at træffe afhjælpende foranstaltninger i tråd med foranstaltningerne i det foreliggende forordningsforslag.
On the basis of the results of the survey, it was concluded that some Member States showed apparent readiness to take relief measures along the lines proposed in this Regulation.
Det foreslås at fravige den for at give medlemsstaterne og infrastrukturforvalterne størst mulig handlingsfrihed i referenceperioden.
It is proposed to derogate from it, in order to allow Member States and infrastructure managers to have the widest range of possibilities at their disposal during the reference period.
Foranstaltningerne vedrører navnlig fritagelse for, nedsættelse af og udsættelse af betalingen af sporadgangsafgifter for brug af jernbaneinfrastruktur samt fritagelse for reservationsafgifter.
Such measures concern notably the waiver, reduction or deferral of track access charges for the use of rail infrastructure, as well as the waiver of reservation charges.
Som sådan indebærer dette princip, at tillæg kan være genstand for udsving og kan nedsættes, hvis det pågældende markedssegments betalingsevne anses for nedsat.
As such, this principle implies that mark-ups may be subject to fluctuations and are liable to decrease in case the ability to pay of the market segment considered decreases.
Derfor bør medlemsstaterne som en undtagelse fra artikel 36, andet punktum, kunne tillade, at infrastrukturforvalterne undlader at opkræve reservationsafgifter for kapacitet, der er tildelt, men som ikke er blevet udnyttet i referenceperioden, selv om en sådan manglende udnyttelse ifølge de gældende kriterier ville blive betragtet som gentagne tilfælde af manglende udnyttelse af tildelte kanaler eller dele af dem.
Therefore, by derogation from the second sentence of Article 36, Member States should be enabled to authorise infrastructure managers not to levy reservation charges for capacity allocated but not used during the reference period, even where such a non use would be considered a regular failure to use allocated paths or part of them according to the criteria currently applicable.
(3)I henhold til artikel 31, stk. 3, i direktiv 2012/34/EU må de afgifter for sporadgang, der skal betales til infrastrukturforvalteren, ikke være lavere end den omkostning, der påløber direkte som følge af togtjenesten.
(3)Under article 31(3) of Directive 2012/34/EU, track access charges to be paid to the infrastructure manager may not fall below the cost directly incurred as a result of operating the train service.
2.Europa-Parlamentet eller Rådet kan efter proceduren i artikel 6, stk. 6, gøre indsigelse mod en delegeret retsakt.
2.Either the European Parliament or the Council may object to a delegated act in accordance with the procedure referred to in Article 6(6).
Hvad angår godtransport i EU var mængden i 2016 nået op på 419 milliarder tonkilometer ud af de 2,5 billioner tonkilometer i alt inden for landtransport som helhed.
In 2016, EU freight traffic volumes reached 419 billion tonne kilometres out of 2.5 trillion of land transport overall.
Medlemsstaterne bør derfor kunne tillade, at infrastrukturforvaltere revurderer markedssegmenternes evne til at bære tillæg med henblik på eventuelt at nedsætte de beløb, der forfalder til betaling i referenceperioden.
It is therefore appropriate to enable Member States to authorise infrastructure managers to reassess the ability to bear mark-ups of the market segments, for the purposes of a possible reduction of the amounts due in respect of the reference period.
3.Hvis jernbanetransportsektoren i Unionen påvirkes langvarigt af covid-19-pandemien, og det er påkrævet i særligt hastende tilfælde, anvendes proceduren i artikel 7 på delegerede retsakter vedtaget i henhold til nærværende artikel.
3.Where, in the case of a prolonged impact of the COVID-19 pandemic on the rail transport sector in the Union, imperative grounds of urgency so require, the procedure provided for in Article 7 shall apply to delegated acts adopted pursuant to this Article.
Uanset artikel 27 i direktiv 2012/34/EU skal infrastrukturforvalterne, hvor det er relevant, uden ophold ændre den netvejledning, der er omhandlet i artikel 27 i nævnte direktiv, så den indeholder de betingelser, som de anvender på baggrund af de foranstaltninger, som den pågældende medlemsstat har truffet i henhold til artikel 2.
Notwithstanding Article 27 of Directive 2012/34/EU, infrastructure managers shall amend, as appropriate and without delay, the network statement referred to in Article 27 of that Directive so as to display the conditions applied by them, in view of the measures taken by the Member State concerned in accordance with Article 2.
4.Uanset artikel 8, stk. 4, i direktiv 2012/34/EU, og forudsat at statsstøttereglerne overholdes, yder medlemsstaterne infrastrukturforvaltere kompensation for det specifikke økonomiske tab, de lider som følge af anvendelsen af stk. 1, 2 og 3, senest den 31. december i året efter det år, hvor tabet opstod.
4.Notwithstanding Article 8(4) of Directive 2012/34/EU, and subject to compliance with State aid rules, Member States shall compensate infrastructure managers for the specific financial loss incurred as a result of the application of paragraphs 1, 2 and 3 by 31 December of the year following the year in which the loss was incurred.
Ifølge forslaget skal netvejledningen ajourføres og ændres uden ophold.
It is proposed to stipulate that the network statements should be kept up to date and amended without delay.
Denne kompensation indskrænker ikke medlemsstaternes forpligtelse til i henhold til artikel 8, stk. 4, i direktiv 2012/34/EU at sikre, at en infrastrukturforvalters driftsregnskab udviser balance over en rimelig periode, som ikke må overstige fem år.
This compensation is without prejudice to the Member States' obligation under Article 8(4) of Directive 2012/34/EU, to ensure that, over a reasonable period, which shall not exceed the period of five years, the profit and loss account of an infrastructure manager shall remain balanced.
1.Uanset artikel 27 og artikel 31, stk. 3, i direktiv 2012/34/EU, og forudsat at statsstøttereglerne overholdes, kan medlemsstaterne tillade, at infrastrukturforvaltere nedsætter, giver afkald på eller udsætter betalingen af afgifterne for minimumsadgangsydelserne og for adgang til infrastruktur, der forbinder servicefaciliteter, på en gennemsigtig, objektiv og ikkediskriminerende måde i de tilfælde, hvor en sådan betaling er forfaldet eller vil forfalde i referenceperioden.
1.Notwithstanding Articles 27 and 31(3) of Directive 2012/34/EU, and subject to compliance with State aid rules, Member States may authorise infrastructure managers to reduce, waive or defer the payment of the charges for the minimum access package and for access to infrastructure connecting service facilities in a transparent, objective and non‑discriminatory way in the cases in which such payment has or will become due during the reference period.
3.Uanset artikel 27 og artikel 36, andet punktum, i direktiv 2012/34/EU, og forudsat at statsstøttereglerne overholdes, kan medlemsstaterne tillade, at infrastrukturforvaltere undlader at opkræve reservationsafgifter af jernbanevirksomheder for kapacitet, der er tildelt, men som ikke anvendes i referenceperioden, på en gennemsigtig, objektiv og ikkediskriminerende måde.
3.Notwithstanding Article 27 and the second sentence of Article 36 of Directive 2012/34/EU, and subject to compliance with State aid rules, Member States may authorise infrastructure managers not to levy reservation charges on any railway undertakings for capacity allocated but not used during the reference period in a transparent, objective and non‑discriminatory way.
Ifølge andet punktum i denne artikel er opkrævning af sådanne afgifter dog obligatorisk, når en jernbanevirksomhed gentagne gange undlader at udnytte tildelte kanaler eller dele af dem.
The second sentence of this Article renders the levying of those charges mandatory in case of regular failure by a railway undertaking to use allocated paths or parts of these.
Det er den mest bæredygtige og miljøvenlige transportform, og derfor er jernbanetransport afgørende for at nå målene i den grønne pagt.
Therefore, rail transport is crucial for achieving the objectives of the green deal due to its value as the most sustainable and environmentally friendly transport mode
(5)I henhold til artikel 36 i direktiv 2012/34/EU kan infrastrukturforvaltere opkræve en passende afgift for kapacitet, som er tildelt, men som ikke udnyttes, for at tilskynde til effektiv udnyttelse af kapaciteten.
(5)Article 36 of Directive 2012/34/EU provides for a regime of reservation charges, intended to incentivise efficient use of capacity.