natgillin/translations-raw huggingface dataset:
Den anser det, bl.a. som følge af klager fra forbrugerne, for nødvendigt at forbedre servicen inden for jernbanetransporten gennem en forordning, der giver passagererne visse rettigheder.
In view, inter alia, of complaints from passengers, the Commission considers it necessary to improve the quality of rail services by means of a regulation which gives passengers rights.
Disse går på nogle punkter videre end det, der er aftalt i Den Mellemstatslige Organisation for Internationale Jernbanebefordringer (OTIF)
In some respects, these go further than what has been agreed within the Intergovernmental Organisation for International Carriage by Rail (OTIF)
CIV-tillægget til COTIF-konventionen ( ensartede bestemmelser om konventionen om internationale jernbanebefordringer). .
CIV Appendix to the Convention concerning International Carriage by Rail (COTIF) (Uniform Rules concerning the Contract for International Carriage of Passengers and Luggage by Rail). .
Forslaget indeholder bl.a. bestemmelser om information, indgåelse af transportaftalen, jernbanevirksomhedernes ansvar, erstatning til passagererne, erstatning i tilfælde af forsinkelser, transport af bevægelseshæmmede personer, transportens kvalitet og behandling af klager.
The proposal includes rules on the availability of information, the conclusion of transport contracts, the liability of railway undertakings, compensation to passengers, compensation for delays, the transportation of people with reduced mobility, the quality of transport services and dealing with complaints.
De europæiske jernbaneselskaber har selv i 2002 vedtaget et charter med kvalitetsnormer for jernbanerejser.
In 2002, European railway undertakings themselves signed a charter containing quality standards for rail passenger services.
Da dette er en frivillig aftale, der ikke giver obligatoriske rettigheder, har Kommissionen ment, at den måtte udarbejde lovgivning.
As this constitutes a voluntary agreement and does not give rise to enforceable rights, the Commission felt it necessary to legislate in spite of this.
Reaktioner på kommissionsforslaget
Responses to the Commission proposal
Forbrugerorganisationerne glæder sig over dette forslag og ønsker, at det skal gå endnu videre på en række punkter, f.eks. ved at hjælpe og beskytte bestemte grupper (ældre, handicappede) endnu bedre.
Consumers' organisations have welcomed this proposal and in some respects have called for it to go even further, for example by protecting and helping specific categories of person (the elderly and the disabled) even better.
Jernbanevirksomhederne er derimod stærkt imod forordningen.
The railway undertakings on the other hand are strongly opposed to the regulation.
De henviser til deres egne bestræbelser (bl.a. det anførte charter) og hævder, at den indbyrdes konkurrence og konkurrencen med andre transportformer allerede tilskynder tjenesteudbyderne tilstrækkeligt til at forbedre deres service.
They point to their own efforts (including the above-mentioned charter) and argue that competition amongst themselves and with other modes of transport already provides a sufficient incentive for service-providers to improve services.
De henviser desuden til den store variation af grænseoverskridende jernbanetjenester.
They also draw attention to the considerable diversity of international rail services.
Dette kræver skræddersyet service i stedet for ét europæisk (minimums)niveau for service.
This calls for made-to-measure responses rather than a uniform European minimum level of service.
Rådet synes ikke at prioritere dette forslag særlig højt.
The Council does not seem to assign very high priority to this proposal.
Mens der er opnået god fremgang med direktivet om certificering af lokoførere, er denne forordning endnu ikke blevet drøftet.
Whereas considerable progress has already been made with the directive on the certification of train drivers, this regulation has not yet been discussed.
Ordførerens standpunkt
The rapporteur's position
Ordføreren er i princippet tilhænger af en forordning, der regulerer jernbanepassagerernes rettigheder.
In principle, your rapporteur is in favour of a regulation governing the rights of rail passengers.
Men han finder, at der må tages hensyn til, hvad der allerede findes internationalt.
However, he considers that we should take account of what already exists internationally.
Vi skal ikke uden videre pille ved internationale aftaler, der er gode.
We must not without good reason tinker with international agreements which are already satisfactory.
Det hele skal kunne fungere, og skal navnlig gavne passagererne.
The overall system must be workable, and above all must benefit passengers.
Rettighederne må give passagererne tillid til, at de i tilfælde af problemer kan falde tilbage på bestemte mekanismer og minimumsrettigheder.
Passengers' rights must give passengers confidence that in the event of problems they will be able to resort to certain procedures and invoke certain minimum rights.
Men som lovgivere må vi ikke agere som jernbanevirksomhedernes ledere.
But we as a legislature must not take over the role of the railway undertakings' marketing managers.
Vi må holde os til det, der er nødvendigt, og give virksomhederne mulighed for oven på dette minimum at overbyde hinanden med kvaliteten af supplerende kontraktmæssige garantier.
We must confine ourselves to what is necessary and give the undertakings the chance, over and above this minimum, to excel one another in quality or additional contractual guarantees.
Vedtagelse af lovgivning, der regulerer jernbanepassagerernes rettigheder og forpligtelser i hele Den Europæiske Union, er ingen enkel sag.
The adoption of legislation which lays down the rights and obligations of passengers throughout the European Union is no simple matter.
Kommissionens forslag beviser dette.
The Commission proposal is evidence of this.
På en række punkter går forslaget meget langt, teksten er meget detaljeret og rummer en del bestemmelser, der ikke fungerer i praksis.
In some respects the proposal goes a very long way, and the text is often very detailed and contains a number of provisions which are not workable in practice.
Forordningens anvendelsesområde medfører, at passagerer, der sidder ved siden af hinanden i toget, er omfattet af forskellige bestemmelser, fordi nogle foretager en international rejse, hvilket ikke er tilfældet for andre.
The scope of the regulation is such that passengers sitting next to each other on the same train may be governed by different rules because one of them is undertaking an international journey and the other is not.
Ordføreren stiller derfor en række ændringsforslag med sigte på at udvide forordningens anvendelsesområde, at forenkle en række bestemmelser, at gøre strukturen mere læselig og at sikre, at indholdet fungerer i praksis.
Your rapporteur therefore proposes a series of amendments with the aim of extending the scope of the regulation, simplifying some provisions, making the structure clearer and rendering the substantive provisions more practicable.
Anvendelsesområde: nationale passagerers rettigheder skal også sikres
Scope: the rights of domestic passengers should also be safeguarded
Forslaget giver kun internationale jernbanepassagerer rettigheder, således at alle passagerer, der foretager en international rejse omfattes af forordningen, også selv om de ved rejsens begyndelse eller afslutning benytter en national forbindelse.
The proposal only gives international rail passengers rights, with the proviso that all passengers who are undertaking international journeys are covered by the regulation, even if they are using a domestic service at the beginning or end of a journey.
For eksempel: en passager, der rejser fra Bruxelles til Liverpool, er omfattet af forordningen, når han sidder i Eurostar-toget, men også når han senere sidder i det nationale tog mellem London og Liverpool.
For example, a passenger travelling from Brussels to Liverpool is covered by the rules laid down in the regulation not only while he is on Eurostar but also when, as part of the same journey, he travels on a domestic service from London to Liverpool.
Ordføreren finder Kommissionens anvendelsesområde forvirrende.
Your rapporteur considers the scope proposed by the Commission to be confusing.
Passagerer, der sidder i samme tog, er omfattet af forskellige bestemmelser, alt efter om de foretager en national eller en international rejse.
Passengers travelling on the same train would fall under different rules depending on whether they were undertaking a domestic or an international journey.
Ordføreren vil fjerne denne retlige ulighed og usikkerhed og foreslår, at anvendelsesområdet udvides til at omfatte alle togforbindelser.
Your rapporteur wishes to eliminate this inequality of rights and uncertainty and proposes extending the scope to all train journeys.
EU's luftfartslovgivning sondrer jo heller ikke mellem nationale og internationale rejser, for så vidt angår passagerernes rettigheder og ansvaret i forbindelse med ulykker.
European aviation legislation does not, after all, distinguish between domestic and international flights when it comes to the protection of passengers' rights and liability in the event of accidents.
Der er ingen grund til at tage et andet udgangspunkt i forbindelse med jernbanetransporten.
There is no reason to adopt a different approach to rail transport.
Forordningen og internationale aftaler
The relationship between the regulation and international agreements
Siden 1980 har der eksisteret europæiske aftaler om transport af jernbanepassagerer.
Detailed pan-European agreements on passenger transport by rail have existed since 1980.
Disse er fastlagt i et tillæg til COTIF- konventionen.
They are laid down in an appendix to the COTIF Convention.
42 lande, og herunder alle EU-medlemsstater med undtagelse af Estland, er kontraherende parter i denne konvention.
42 countries, including all the EU Member States except Estonia, are parties to the Convention.
Bilaget til COTIF (det såkaldte CIV-tillæg) regulerer detaljeret en række passagerrettigheder og -forpligtelser.
The appendix to COTIF (the CIV appendix) regulates in detail a number of rights and obligations of passengers.
Forordningen omfatter en række forhold, der også reguleres i CIV-tillægget.
Many of the matters covered by the regulation are also regulated in the CIV appendix.
I stedet for at henvise til CIV, har Kommissionen gentaget det arbejde, Den Mellemstatslige Organisation for Internationale Jernbanebefordringer (OTIF), allerede har foretaget, og har udarbejdet en ny tekst, der er løst baseret på internationale principper og international terminologi.
Rather than referring to the CIV, the Commission has repeated the work of the Intergovernmental Organisation for International Carriage by Rail (OTIF) and drafted a new text which is loosely based on the internationally established principles and terminology.
Dette fører til to ordninger, der ligner hinanden meget, men som via formuleringer, struktur og i dele af indholdet alligevel afviger fra hinanden.
The result of this is two instruments which are very similar but whose formulations, structure and, in places, substance differ.
Dette fører til uklarhed for dem, der skal overholde både CIV-tillægget og denne forordning.
This will result in confusion for those who are required to comply both with the CIV appendix and with the regulation.
Ordføreren mener, at forordningen, hvor det er muligt, skal være i overensstemmelse med CIV.
Your rapporteur considers that, where possible, the regulation should adhere to the provisions of the CIV.
I mange tilfælde rækker en henvisning til de respektive CIV-artikler.
In many cases, a reference to the relevant CIV articles would be sufficient.
Dette gælder f.eks. for bestemmelserne om ansvar og erstatning ved tab af eller skade på bagage.
This is true, for example, of the rules on liability and compensation for loss of or damage to luggage.
CIV er på dette punkt meget klarere og indeholder ikke alene en ordning for bagage og håndbagage, men også for de dyr, passagererne medbringer, samt for køretøjer (f.eks. biltog).
On this the CIV is far clearer, and it contains rules not only for luggage and hand luggage but also for animals accompanying passengers and for vehicles (e.g. on car trains).
Kun i det tilfælde, hvor CIV virkelig udviser mangler, er supplerende bestemmelser ønskelige.
Only in those cases where the CIV really is inadequate are supplementary provisions desirable.
Derfor foreslår ordføreren f.eks., at der i forbindelse med skade på eller tab af en kørestol eller andre medicinske hjælpemidler afviges fra den maksimale erstatning, der foreslås i CIV.
For example, your rapporteur proposes that in the event of damage to or loss of a wheelchair or other medical equipment the maximum compensation should be different from that provided for in the CIV.
Forslagets struktur
The structure of the proposal
Forordningens inddeling er ikke altid logisk.
The structure of the regulation is not always logical.
Således er f.eks. bestemmelserne om ansvar for død og tilskadekomst anbragt i et andet kapitel end bestemmelserne om erstatning i forbindelse med død og tilskadekomst.
For instance, the provisions concerning liability for death and injury appear in a different chapter to those concerning compensation for death and injury.
Ordføreren har søgt at gøre teksten mere logisk og læselig ved at samle eller sammenføje en række artikler.
Your rapporteur has tried to make the text clearer and more logical by regrouping a number of articles or amalgamating them.
Han har desuden søgt at forenkle en række formuleringer og definitioner.
He has also tried to simplify a number of formulations and definitions.
Forslaget må gøres gennemførligt
Making the proposal workable
Ordføreren mener, at der må sikres et minimumsniveau af rettigheder, men at ikke alt behøver at blive reguleret i detaljer.
Your rapporteur considers that a minimum level of rights should be guaranteed, but that not everything need be regulated in detail.
Branchefolkene må kunne foretage kommercielle afvejelser og må stimuleres til selv at komme på opfindsomme løsninger, der kan gøre jernbanetransporten mere tiltrækkende for passagererne.
Entrepreneurs must be able to make commercial decisions and must be encouraged to come up with inventive solutions themselves with the aim of making rail transport more attractive to passengers.
Overregulering kan desuden føre til omkostningsstigninger, som leverandørerne må lade gå videre til passagererne, hvilket vil gøre jernbanetransporten dyrere, således at den dermed vil miste yderligere terræn i forhold til bilen og andre transportformer.
Moreover, over-regulation can increase costs, which the service-provider will then have to pass on to travellers, making rail transport more expensive, so that it will lose more ground to the car and other modes of transport.
Hermed vil disse velmente foranstaltninger ramme ved siden af.
As a result, these well-intended measures would fail to achieve their aim.
Ordføreren konstaterer, at gennemførelse af Kommissionens forslag på en række punkter vil føre til store administrative byrder, der ikke står i forhold til, hvad passagererne med rimelighed kan vente af jernbanevirksomhederne.
Your rapporteur notes that, in a number of respects, the implementation of the Commission proposal would result in heavy administrative burdens, which are disproportionate to what a traveller could reasonably expect of a railway undertaking.
Dette gælder f.eks. for erstatningsordningen.
This applies, for example, to the compensation system.
Tabellen i bilag III er baseret på erstatning efter togtype (højhastighedstog eller ej) og efter rejsens varighed.
The table in Annex III provides for compensation depending on the type of train (high-speed or other) and the duration of the journey.
For ordføreren er kun ét kriterium vigtigt: Forsinkelsens længde.
In your rapporteur's eyes, only one criterion is relevant: the length of the delay.
Kun dette kriterium bør spille en rolle for erstatningen.
Only that criterion should play a part in determining compensation.
Desuden ønsker ordføreren en forhøjelse af minimumstærsklen.
Your rapporteur also advocates that the minimum threshold be raised.
Obligatorisk erstatning er først hensigtsmæssig fra en forsinkelse på en time (og ikke efter 30 minutter, som foreslået af Kommissionen).
Compulsory compensation is desirable only if a delay exceeds one hour (rather than 30 minutes, as the Commission proposes).
Naturligvis kan jernbanevirksomhederne sænke tærsklen, men det der i så fald et kommercielt valg, som virksomhederne selv kan træffe.
Naturally, railway undertakings may lower this threshold, but that would then be a commercial decision to be taken by the undertakings themselves.
Ordføreren foreslår at erstatte bestemmelsen om følgeskader med en mere realistisk formulering, som findes i den netop vedtagne forordning om boardingnægtelse inden for luftfarten.
Your rapporteur proposes replacing the provision concerning consequential damages with a more realistic formulation which was incorporated in the recently adopted regulation on denied boarding in air travel.
Ifølge denne bestemmelse forbliver det muligt i forbindelse med forsinkelser at kræve supplerende erstatning på grundlag af national lovgivning.
According to that provision, it remains possible to claim additional compensation for a delay on the basis of domestic legislation.
På en række punkter er forslaget for detaljeret og blikket for det væsentlige går tabt.
In a number of respects the proposal is too detailed and we lose sight of what is essential.
Et blik på definitionen af "forsinkelse" illustrerer dette klart.
A look at the definition of 'delay' makes this clear.
Ordføreren forsøger derfor at forenkle en række punkter eller - om nødvendigt - at slette dem.
Your rapporteur therefore seeks to simplify certain points or, if necessary, to delete them.
Supplerende forslag
Additional proposals
Ordføreren foreslår at slette jernbanevirksomhedernes forpligtelse til at definere kvalitetsnormer for servicen og i stedet at oprette uafhængige klageudvalg for jernbanepassagerer.
Your rapporteur proposes deleting the requirement for railway undertakings themselves to define service quality standards and instead to establish independent complaints commissions for railway passengers.
Her kan passagererne klage, hvis jernbanevirksomhederne overtræder deres rettigheder, som defineret i denne forordning, og derefter ikke realitetsbehandler deres klager.
Passengers can apply to them if railway undertakings violate passengers' rights as defined in the regulation and then fail to act on the customer's complaint.
Som anført ovenfor foreslår ordføreren først at gøre erstatning obligatorisk efter en forsinkelse på en time.
As indicated above, your rapporteur proposes to make compensation compulsory only in the case of delays which exceed one hour.
Han går derimod ind for en kompensationsordning for passagerer med abonnement, der udsættes for gentagne (kortere) forsinkelser inden for et givet tidsrum.
On the other hand, he advocates a compensation system for season-ticket-holders who encounter recurrent shorter delays within a particular period.
En sådan ordning findes allerede i en række medlemsstater, herunder i Det Forenede Kongerige.
Such provisions already exist in a number of Member States, including the UK.
Forslag til Europa-Parlamentets og Rådets forordning om internationale jernbanepassagerers rettigheder og forpligtelser
Proposal for a regulation of the European Parliament and of the Council on International Rail Passengers’ Rights and Obligations
Margrete Auken, Inés Ayala Sender, Etelka Barsi-Pataky, Philip Bradbourn, Sylwester Chruszcz, Paolo Costa, Michael Cramer, Christine De Veyrac, Armando Dionisi, Petr Duchoň, Said El Khadraoui, Robert Evans, Luis de Grandes Pascual, Mathieu Grosch, Ewa Hedkvist Petersen, Jeanine Hennis-Plasschaert, Stanisław Jałowiecki, Georg Jarzembowski, Dieter-Lebrecht Koch, Jaromír Kohlíček, Jörg Leichtfried, Bogusław Liberadzki, Evelin Lichtenberger, Erik Meijer, Janusz Onyszkiewicz, Josu Ortuondo Larrea, Willi Piecyk, Luís Queiró, Reinhard Rack, Luca Romagnoli, Gilles Savary, Ingo Schmitt, Dirk Sterckx, Ulrich Stockmann, Gary Titley, Marta Vincenzi, Corien Wortmann-Kool, Roberts Zile
Margrete Auken, Inés Ayala Sender, Etelka Barsi-Pataky, Philip Bradbourn, Sylwester Chruszcz, Paolo Costa, Michael Cramer, Christine De Veyrac, Armando Dionisi, Petr Duchoň, Saïd El Khadraoui, Robert Evans, Luis de Grandes Pascual, Mathieu Grosch, Ewa Hedkvist Petersen, Jeanine Hennis-Plasschaert, Stanisław Jałowiecki, Georg Jarzembowski, Dieter-Lebrecht Koch, Jaromír Kohlíček, Jörg Leichtfried, Bogusław Liberadzki, Evelin Lichtenberger, Erik Meijer, Janusz Onyszkiewicz, Josu Ortuondo Larrea, Willi Piecyk, Luís Queiró, Reinhard Rack, Luca Romagnoli, Gilles Savary, Ingo Schmitt, Dirk Sterckx, Ulrich Stockmann, Gary Titley, Marta Vincenzi, Corien Wortmann-Kool, Roberts Zīle
Dato for indgivelse - A6
Date tabled – A5
om forslag til Europa-Parlamentets og Rådets forordning om tilsætning af vitaminer og mineraler samt visse andre stoffer til fødevarer
on the proposal for a regulation of the European Parliament and of the Council on the addition of vitamins and minerals and of certain other substances to foods
UDTALELSE FRA RETSUDVALGET OM DET FORESLÅEDE RETSGRUNDLAG............31
OPINION OF THE COMMITTEE ON LEGAL AFFAIRS ON THE PROPOSED LEGAL BASIS 31
UDTALELSE fra Udvalget om det Indre Marked og Forbrugerbeskyttelse 33
OPINION OF THE COMMITTEE ON THE INTERNAL MARKET AND CONSUMER PROTECTION 33
– der henviser til Kommissionens forslag til Europa-Parlamentet og Rådet ( KOM(2003)0671 )
– having regard to the Commission proposal to the European Parliament and the Council ( COM(2003)0671 )
– der har fået forslaget forelagt af Kommissionen, jf. EF-traktatens artikel 251, stk. 2, og artikel 95 ( C6‑0538/2003 ),
– having regard to Article 251(2) and Article 95 of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C5‑0538/2003 ),
– der henviser til udtalelse fra Retsudvalget om det foreslåede retsgrundlag,
– having regard to the opinion of the Committee on Legal Affairs on the proposed legal basis,
– der henviser til forretningsordenens artikel 51 og 35,
– having regard to Rules 51 and 35 of its Rules of Procedure,
– der henviser til betænkning fra Udvalget om Miljø, Folkesundhed og Fødevaresikkerhed og udtalelse fra Udvalget om det Indre Marked og Forbrugerbeskyttelse ( A6–0124/2005 ),
– having regard to the report of the Committee on the Environment, Public Health and Food Safety and the opinion of the Committee on the Internal Market and Consumer Protection ( A6‑0124/2005 ),
(10) Der konstateres også i dag, om end ikke ret ofte, tilfælde af mangel på visse næringsstoffer i Fællesskabet.
(10) Some nutrient deficiencies, although not very frequent, can be demonstrated to exist today in the Community.
Forandringer i de fremherskende socioøkonomiske forhold i Fællesskabet og i diverse befolkningsgruppers livsstil har ændret de ernæringsmæssige behov og medført anderledes kostvaner.
Changes in the socio-economic situation prevailing in the Community and the life styles of different groups of the population have led to different nutritional requirements and to changing dietary habits.
Dette har ændret kravene til energi- og næringsstofindtaget for visse befolkningsgrupper og medført, at disse gruppers indtag af visse vitaminer og mineraler ligger under de værdier, der anbefales i de forskellige medlemsstater.
This in turn has led to changes in the energy and nutrient requirements of various groups of the population and to intakes of certain vitamins and minerals for these groups that would be below those recommended in different Member States.
Dertil kommer, at nyere videnskabelig viden peger på, at indtaget af visse næringsstoffer med henblik på opretholdelse af optimal sundhed og velvære kunne ligge over de grænser, der anbefales i dag.
In addition, progress in scientific knowledge indicates that intakes of some nutrients for maintaining optimal health and well being could be higher than those currently recommended.