natgillin/translations-raw huggingface dataset:
B. der henviser til, at ERTMS er blevet testet med succes på forskellige forsøgsstrækninger og foreligger i en første konsolideret startudgave, men at det faste og rullende materiels sikkerhedsudstyrs lange levetid - i reglen over 20 år - kan betyde, at ERTMS og nationale systemer må anvendes sideløbende i mange år og navnlig på det konventionelle jernbanenet, hvor der kører passagertog og godstog med forskellige hastigheder ,
B. whereas ERTMS has been successfully tested on various pilot routes and a consolidated prototype version is now available; whereas, however, the long service life of trackside and on-board safety devices – generally over 20 years – might mean that ERTMS and national systems will coexist side by side for many years, particularly on the conventional rail network where there are passenger and goods trains travelling at different speeds,
C. der henviser til, at de nationale jernbanesignalsystemer vil forsvinde på grund af teknologisk forældelse eller utilstrækkelig markedsstørrelse, og at den europæiske signalsystemindustris fremtid afhænger af evnen til at producere moderne, standardiseret udstyr til verdensmarkedet; der henviser til, at ERTMS-projektet er af central betydning for udviklingen af denne industri og de 15.000 højtkvalificerede arbejdspladser på mellemlang og lang sigt,
C. whereas national train protection and signalling systems will disappear as a result of technological obsolescence or because the markets concerned are too small; whereas the future of the European signalling industry will depend on its ability to produce modern standardised equipment for the world market; whereas, in addition, the ERTMS project is vital for the medium- to long-term development of the industry and its 15 000 highly skilled jobs,
D. der henviser til, at ERTMS bliver et eksportprojekt, da også jernbaner uden for Europa allerede har besluttet at udskifte deres forældede systemer med ERTMS – de afgivne lokomotivbestillinger fra Korea, Taiwan, Indien, Saudi-Arabien og Folkerepublikken Kina samt infrastrukturprojekter i disse lande viser klart, at der er et markedspotentiale; der ligeledes henviser til, at disse projekter over alt i verden påviser det meget store potentiale i denne europæiske teknologi, som kan blive verdensstandard, hvis der er et tilstrækkeligt stærkt markedsgrundlag i Europa at bygge på,
D. whereas ERTMS is becoming an export-oriented project because railway companies outside Europe have likewise already decided to replace their obsolete systems with ERTMS – current locomotive orders from Korea, Taiwan, India, Saudi Arabia, and the People’s Republic of China, as well as infrastructure projects in those countries, are a clear measure of the market potential; whereas, moreover, these projects, spread as they are across the globe, demonstrate the huge potential of this European technology, which could become the world standard, if it can be built upon a strong enough European market base,
E. der henviser til, at det derfor er særligt vigtigt nu at få fastlagt en klar og koordineret omstillingsstrategi, som giver jernbanesektoren den nødvendige mulighed for sikker planlægning, samtidig med at det sikres, at jernbanetransportens eksterne konkurrenceevne ikke forringes i forhold til andre transportformer,
E. whereas it is therefore particularly important, as regards the next step, to lay down a clear-cut coordinated migration strategy so as to afford the rail industry the necessary certainty as to planning, while ensuring that this strategy does not reduce the external competitiveness of the railways with other modes of transport,
F. der henviser til, at aftalen mellem jernbanesektoren og Kommissionen, det såkaldte Memorandum of Understanding, som blev underskrevet i marts 2005, i den henseende er et vigtigt eksempel,
F. whereas the agreement between the railway industry and the Commission signed in March 2005, the ‘Memorandum of Understanding’, has sent a significant message from that point of view,
G. der henviser til, at den konsoliderede version af de tekniske specifikationer for ERTMS-systemet, som skal vedtages af Kommissionen i de kommende måneder, udgør et tilstrækkeligt grundlag for levering af interoperable systemer og for offentlige udbud på hovedlinjerne,
G. whereas the consolidated version of the ERTMS technical specifications, which the Commission is due to adopt in the next few months, provides a sufficient basis on which to set up interoperable systems and organise invitations to tender regarding the corridors,
H. der henviser til, at indføringen af ERTMS er et storstilet europæisk økonomisk projekt på tværs af landegrænserne, og at fremskridt inden for et fælles jernbanesignalsystem kan spille en vigtig rolle for strategien til aflastning af vejnettet og flytning af transportstrømme over til jernbanen samt for en europæisk politik til harmonisering af konkurrencevilkårerne mellem de forskellige transportformer,
H. whereas the deployment of ERTMS is a major cross-border European economic project and whereas progress as regards a standard train protection and signalling system could play a central role in the strategy of easing the strain on the roads and shifting transport flows to the railways and as part of a European policy for harmonising the conditions of competition between the different modes of transport,
Generelt: Omstilling og strategi
Fundamental considerations: migration and strategy
5. henviser til, at ETCS på strækningerne kun kræver den såkaldte eurobalise til dataoverførsel samt radiobloksenderen, mens en ETCS-computer (on-board unit) overtager databehandlingen af trafikstyringen;
Points out that, trackside, ETCS requires only the ‘Eurobalise’ radio beacons for data transmission and the radio block centre and that, as far as on-board devices are concerned, an ETCS on-board unit processes the train protection data;
7. er klar over, at det ikke er tilfredsstillende, hvis gamle systemer og ERTMS skal eksistere sideløbende i årtier, og at det derfor er afgørende at koordinere omstillingen og gøre omstillingsfasen så kort som mulig, og at det derfor skal være centralt, at der udarbejdes en logisk omstillingsstrategi for hele jernbanenettet, sådan som det også kræves i aftalen mellem Kommissionen og de europæiske jernbaneforbund; opfordrer derfor Kommissionen til i samråd med Det Europæiske Jernbaneagentur, medlemsstaterne og industrien inden længe at forelægge en bindende ERTMS-masterplan;
Realises that it would be unsatisfactory for old systems and ERTMS to coexist side by side for decades and that it will accordingly be vital to coordinate the migration and make the migration stage as short as possible; considers, in view of the foregoing, that a sound migration strategy for the whole network, as likewise called for in the agreement between the Commission and the European rail industry associations, has a key role to play; calls on the Commission, therefore, in consultation with the ERA, the Member States, and the industry, to submit a binding ‘ERTMS master plan’ without delay;
10. antager, at omstillingsstrategien, for at sikre fuld gennemførelse af ERTMS, skal omfatte en tidsplan og detaljerede bestemmelser for fuldstændig omstilling af alle nationale netværk, hvilket er næste skridt, så snart systemet er indført på hovedlinjerne;
Assumes that, to guarantee the full implementation of ERTMS, the migration strategy will include a timetable and detailed arrangements for the complete migration of all national networks, which will be the next step after the installation of the system on the corridors;
12. er derfor af den opfattelse, at det er af afgørende betydning for ERTMS's succes, at de hovedlinjer, der er blevet undersøgt, (A: Rotterdam-Genova, B: Napoli-Berlin-Stockholm, C: Antwerpen-Basel/Lyon, D: Sevilla-Lyon-Ronino-Triest- Ljublane, E: Dresden-Prag-Brno-Wien-Budapest, F:Duisburg-Berlin-Warszawa) og de tog, der er i drift på disse, udstyres med ERTMS hurtigt og uden undtagelse, ikke mindst fordi det vil anspore alle berørte parter til at tilegne sig en ”fællesskabsindfaldsvinkel” i stedet for at tænke i rent nationale baner; er i denne sammenhæng af den opfattelse, at den hensigtserklæring, som transportministrene den 3. marts 2006 underskrev om indførelse af ERTMS på hovedlinjen Rotterdam-Genova, er et godt eksempel;
Is consequently of the opinion that if ERTMS is to succeed, it will be essential for the six corridors dealt with (A: Rotterdam-Genoa, B: Naples-Berlin-Stockholm, C: Antwerp-Basel/Lyon, D: Seville-Lyon-Turin-Trieste-Ljubljana, E: Dresden-Prague-Brno-Vienna-Budapest, F: Duisburg-Berlin-Warsaw) and the trains running on them to be equipped quickly and completely with ERTMS, not least because this will encourage all concerned to adopt a ‘Community approach’ instead of thinking in purely national terms; is of the opinion that in this connection, the Letter of Intent signed on 3 March 2006 by the transport ministers of the Rotterdam-Genoa corridor concerning the deployment of ERTMS sets a good example;
Problemet med "den sidste mil"
The ‘home straight’ problem
19. understreger, at nationale varianter af ETCS 2.3.0 i dag anvendes på højhastigheds-/ højkapacitetsstrækninger (f.eks. Rom-Napoli, Madrid-Llerida, Bern-Olten), men at det stadig volder problemer at anvende systemet inden for det konventionelle jernbaneområde (godstransport og passagerbefordring); finder, at det fortsat er nødvendigt at uddybe og forbedre anvendelsen heraf med henblik på at afhjælpe eksisterende anvendelsesproblemer; mener fortsat, at der hurtigst muligt skal findes løsninger vedrørende nøglefunktioner såsom bevogtede jernbaneovergange, parametriserede bremsekurver og radio infill, som der allerede er taget højde for i standard 2.3.0, og anvendelsesmetoden Limited Supervision;
Points out that national variants of ETCS are currently being used on high speed/high capacity routes (for example Rome to Naples, Madrid to Llerida, or Berne to Olten); notes, however, that use of the system in the conventional rail sector (freight and passenger traffic) and especially in cross-border traffic still poses problems; feels that it is still necessary to deepen and improve its application with the aim of overcoming current application problems; maintains that solutions need to be found as a matter of urgency regarding key functions such as level crossings with barriers, parameterised graphical braking representation, radio infill as already provided for in the 2.3.0 standard and the limited supervision application mode;
22. er klar over, at medlemsstaterne og jernbanevirksomhederne adskiller sig meget fra hinanden med hensyn til investeringsbehovet, deres nationale jernbanesignalsystemer og den fase, markedet befinder sig i, men at sådanne forskelle kan ikke undgås inden for Unionen og derfor ikke er et gyldigt argument mod indførelse af ERTMS;
Is aware that the Member States or railway companies differ greatly in terms of their investment requirements, their national train protection and signalling systems, and the ‘marketing stages’ which those systems have reached; considers, however, that such differences are unavoidable in the EU and do not constitute a reason for rejecting ERTMS;
24. støtter derfor, at tilsvarende bestemmelser indføres i Europa-Parlamentets og Rådets forordning om generelle regler for Fællesskabets finansielle støtte inden for transeuropæiske transport- og energinet og om ændring af Rådets forordning (EF) nr. 2236/95 ( KOM(2004)0475 - 2004/0154(COD) ), som har været til førstebehandling i Parlamentet
Maintains, therefore, that the necessary provisions should be incorporated in the proposal for a regulation of the European Parliament and of the Council determining the general rules for the granting of Community financial aid in the field of the trans-European transport networks and amending Council Regulation (EC) No 2236/95 ( COM(2004)0475 – 2004/0154(COD) ), which Parliament dealt with at first reading
Vedtagne tekster af 26.10.2005, P5_TA(2005)0403 . ;
Texts adopted, 26 October 2005, P5_TA(2005)0403 . on 26 October 2005;
TEN-T, regionaludvikling og Samhørighedsfonden samt bevillinger fra EU's forskningsbudget;
Is of the opinion that the EU should support ERTMS by using TEN-T, regional development and cohesion budget appropriations as well as appropriations from the research budget;
Under høringen, der blev afholdt den 24. januar 2006 af Transport- og Turismeudvalget, var flere eksperter fra forskellige delområder af jernbanesektoren og fra forskellige lande til stede:
The hearing held by the Committee on Transport and Tourism on 24 January 2006 was attended by numerous experts drawn from various branches of the rail industry and from different countries:
· Karel Vinck, koordinator for ERTMS, udpeget af Kommissionen
· Karel Vinck, the ERTMS coordinator appointed by the Commission
· Marcel Verslype, administrerende direktør for Det Europæiske Jernbaneagentur
· Marcel Verslype, Executive Director of the European Railway Agency
· Jean Yves Petit, ETF (European Transport Workers' Federation)
· Jean Yves Petit, ETF (European Transport Workers’ Federation)
· Michele Elia, teknisk direktør for RFI (Rete Ferroviaria Italiana)
· Michele Elia, Technical Director, RFI (Rete Ferroviaria Italiana – Italian rail network)
· Joachim Fried, koncernfuldmægtig for europæiske anliggender og regulering, Deutsche Bahn AG
· Joachim Fried, authorised representative responsible for European affairs and regulation, Deutsche Bahn AG
· Pierre Messulam, ERTMS Project Manager i SNCF (de franske jernbaner)
· Pierre Messulam, ERTMS Project Manager, SNCF (French Railways)
Ordføreren har derudover ført talrige enkeltsamtaler med repræsentanter for sektoren for at danne sig et billede af de forskellige aspekter af emnet ERTMS.
Your rapporteur has also held talks individually with many industry representatives and thus managed to gain a picture of the different matters related to ERTMS.
Da problemerne allerede er ridset op i arbejdsdokument af 19. december 2005 (PE 367.792), vil ERTMS' og ETCS' karakteristika ikke blive kommenteret her igen.
Since the subject was already outlined in the working document of 19 December 2005 (PE 367.792), the distinguishing features of ERTMS and ETCS will not be discussed again here.
I stedet skal følgende understreges endnu engang med henblik på en forståelse af systemet:
The summary below is intended purely to assist understanding of the system.
ERTMS består af komponenter fra GSM-R (digital radio til datatransmission) og ETCS (et europæisk signalsystem).
ERTMS consists of two components, GSM-R (digital radio for data transmission) and ETCS (European Train Control System).
GSM-R er også den fremtidige datatransmissionsstandard for den nye europæiske styrings- og sikkerhedsteknik ETCS.
GSM-R is also the future transmission standard for the new European control and protection system, ETCS.
ETCS skal på lang sigt erstatte de forskellige nationale systemer, hvor ETCS fremover står eller skal stå til rådighed i tre forskellige niveauer.
ETCS is to replace the various national systems in the long term; it operates, or is to be provided in the future, at three different levels.
Generelt vil der ved etablering af ETCS i det faste materiel kun skulle indbygges en ny synlig komponent til datatransmission, nemlig den såkaldte eurobalise.
In essence, only one visible new ETCS component is to be installed trackside, namely ‘Eurobalises’ for data transmission.
I det rullende materiel overtager ETCS-computeren (en såkaldt on board unit ) databehandlingen med henblik på trafikstyringen.
As far as on-board equipment is concerned, the ETCS ‘on-board unit’ processes train protection data.
· I ETCS niveau 1 overtager eurobalisen overvågningsfunktionen fra den traditionelle punktvise overvågning, stationære signaler eksisterer fortsat, og GSM-R fungerer ikke som trafikstyring.
· At ETCS level 1 the eurobalise replaces conventional intermittent monitoring, there are still trackside signals, and GSM-R has no train protection function.
· I ETCS niveau 2 kan de stationære signaler bortfalde, og dataudveksling mellem signalanlæg og togets computer via en radiobloksender og GSM-R sikrer og styrer togets hastighed.
· At ETCS level 2 trackside signals are no longer necessary; running is protected and controlled by means of an exchange of information between the signal box and the on-board unit via the central radio unit and GSM-R.
Eurobalisens funktion er her kun lokalisering.
The eurobalise serves merely to locate the train.
· I ETCS niveau 3 vil de anlæg til frimelding af sporene, der stadig er obligatoriske i niveau 1 og niveau 2, endelig bortfalde.
· Finally, at ETCS level 3, the track-release installations required at levels 1 and 2 can be dispensed with.
Som et samlet system udgør GSM-R og ETCS ERTMS-systemet, European Rail Traffic Management System.
Viewed as an overall system, GSM-R and ETCS make up the European Rail Traffic Management System (ERTMS).
Om ordførerens konklusioner og anbefalinger:
Regarding your rapporteur’s conclusions and recommendations:
Først og fremmest skal det fastholdes, at alle parter var enige under høringen om, at ERTMS er fremtidens system.
The first point to bear in mind is that all those who attended the hearing were agreed that ERTMS is the system of the future.
Det blev tydeligt, at fordelene og mulighederne ved ERTMS/ETCS generelt anerkendes:
It became clear that the advantages and opportunities offered by ERTMS/ETCS are generally recognised:
· ERTMS muliggør kørsel med et interoperabelt system på tværs af grænserne;
· ERTMS enables trains to run across borders using an interoperable system;
· de høje omkostninger til konstruktion og drift af køretøjer med flere systemer reduceres, og etablering og vedligeholdelse af strækningerne vil blive betydeligt billigere end med de hidtidige systemer;
· the costly manufacture and operation of ‘multi-system’ vehicles will be scaled down; tracks will be considerably cheaper to build and maintain than under the systems used to date;
· anvendelse af et enkelt system forenkler driften og vedligeholdelsen og gør det lettere at uddanne lokomotivførerne;
· the use of a single system will simplify operation and maintenance; driver training will be made easier;
· generelt vil omkostningerne ved ERTMS være lavere end omkostningerne ved de konventionelle systemer, hvis ERTMS anvendes som det eneste system;
· on the whole, ERTMS, if it is the sole system used, will cost less than conventional systems,
· linjeføringerne kan udnyttes mere intensivt;
· lines can be used more intensively;
· ERTMS vil også øge sikkerhedsniveauet;
· ERTMS will also increase the level of safety;
· sidst men ikke mindst er ERTMS en lovende eksportvare.
· last but not least, ERTMS is a highly promising export item.
Det er derfor vigtigt at etablere klare rammebetingelser for at give sektoren mulighed for sikker planlægning af sine investeringer og på den måde gøre omstillingsfasen så kort som mulig.
What is needed, therefore, is to lay down a clear public policy so as to afford the industry certainty from an investment planning perspective and thus keep the migration stage as short as possible.
Hvad skal der nærmere bestemt ske nu fra alle parters side?
What do all the parties concerned need to do now?
Repræsentanterne for jernbanesektoren har tydeliggjort deres forventninger netop til EU:
Rail industry representatives have spelt out their expectations addressed specifically to the EU:
· EU's tydelige bekendelse til ERTMS skal nu omsættes i praksis.
· The EU’s explicit commitment to ERTMS must now be translated into practice.
· Denne bekendelse skal også genspejles i den økonomiske støtte, idet støtte fra EU er uundværlig i den nuværende opstartsfase for at opnå en "kritisk masse".
· The commitment must also be reflected in terms of financial support: EU aid is essential in the present start-up phase in order to attain ‘critical mass’.
· For at systemet kan få et generelt gennembrud, er det ikke tilstrækkeligt, at der blot etableres en række ERTMS-dækkede områder.
Degressive aid is an option to consider because a company that invests early undoubtedly takes a greater risk than a latecomer.
ERTMS skal realiseres hele vejen igennem på udvalgte hovedlinjer, således at systemets fordele kommer til udfoldelse.
· The emergence of ERTMS ‘pockets’ will not suffice to bring about a general breakthrough: on the contrary, ERTMS must be implemented throughout on the corridors selected, to enable its advantages to produce their full effect.
Støttemidlerne bør også koncentreres herpå.
Aid must be channelled accordingly.
Ordføreren mener, at nord-syd-linjen Rotterdam-Genova skal udstyres med ERTMS som første prioritet.
The rapporteur considers that the first priority should be to equip the Rotterdam-Genoa north to south corridor.
Det udvidede Europa har også ført til nye trafikstrømme og bør udvide vor synsvinkel tilsvarende.
The enlargement of Europe has also generated new traffic flows, implying a need to take a correspondingly broader view.
Ordføreren finder det vigtigt at definere en hovedlinje i øst-vestgående retning som anden prioritet, og der foreslås Antwerpen-Talinn.
The rapporteur believes that the second priority should be to determine a corridor running from east to west; the Antwerp-Tallinn link is proposed.
· Perspektivet skal være at erstatte de 20 forskellige nationale jernbanesignalsystemer med et enkelt, europæisk system.
· The ultimate prospect must be to replace the 20 different national train protection and signalling systems with a single European system.
Omstillingen vil være en stor udfordring.
Migration will pose a considerable challenge.
Koordinator Karel Vinck og Det Europæiske Jernbaneagentur under ledelse af dets direktør Marcel Verslype skal koordinere omstillingen mellem medlemsstaterne, jernbanevirksomheder, infrastrukturoperatører og jernbaneindustrien, og roller og ansvarsområder skal defineres klart.
It must be coordinated under the responsibility of the coordinator, Karel Vinck, and the European Railway Agency, headed by Marcel Verslype; Member States, railway companies, infrastructure managers, and the rail industry should all be involved in the process, in which the roles and responsibilities of the parties concerned must be clearly defined.
Omstillingsstrategien bør fastholdes i en bindende masterplan.
The migration strategy should be laid down in a binding ‘master plan’.
Det betyder imidlertid ikke, at der ikke skal gennemføres yderligere forskningsarbejder: Disse arbejder er nødvendige, og denne forskning skal også kunne modtage støtte, hvor midlerne så imidlertid også skal komme fra forskningsbudgettet.
This does not mean, however, that no further research projects should be carried out: these are necessary and should likewise be eligible for support, although the funding should of course be provided by the research budget.
Ordføreren understreger endnu engang de muligheder, ERTMS giver jernbanesektoren, og håber gennem denne initiativbetænkning at fremme forhandlingerne i Parlamentet og at bidrage til, at Parlamentet yder sin del af den nødvendige bekendelse til ERTMS på EU-plan.
The rapporteur would point once again to the opportunities that ERTMS offers for the rail industry and hopes that, through this own-initiative report, he can advance the parliamentary debate and help ensure that Parliament contributes its share to the necessary commitment to ERTMS at EU level.
Ordføreren ser frem til ændringsforslag fra kollegerne og bidragene fra Kommissionen, Rådet, trafikministerierne, jernbanevirksomhederne, infrastrukturvirksomhederne og jernbaneindustrien.
He looks forward with interest to the amendments that will be proposed by fellow Members and to suggestions from the Commission, the Council, the transport ministries, railway companies, infrastructure managers, and the rail industry.
Indførelse af et europæisk jernbanesignalsystem ERTMS/ETCS
Deployment of the European rail signalling system ERTMS/ETCS
Johannes Blokland, Den Dover, Anne E. Jensen, Sepp Kusstatscher, Helmuth Markov, Salvatore Tatarella
Johannes Blokland, Den Dover, Anne E. Jensen, Sepp Kusstatscher, Helmuth Markov, Salvatore Tatarella