natgillin/translations-raw huggingface dataset:
Rammevilkår for intermodal konkurrence
Conditions for intermodal competition
3. opfordrer Kommissionen til, at principperne i transportprotokollen til aftalen med Schweiz samt Alpe-konventionens principper bliver omsat i passende foranstaltninger til omlægning af godstrafikken over Alperne;
Calls on the Commission to translate the principles of the transport protocols of the agreement with Switzerland, and of the Alpine Convention, into corresponding measures for the shift to rail of trans-Alpine freight transport;
Rammevilkår for intramodal konkurrencee
Conditions for intramodal competition
14. støtter Kommissionen i dens bestræbelser på at udvikle det transeuropæiske jernbanegodstransportnet yderligere og forventer, at især de prioriterede TEN-projekter bliver støttet;
Supports the Commission in its efforts to promote the trans-European rail freight network still further and expects support to be given in particular to the priority Trans-European Network projects;
Regulering af adskillelsen mellem net og drift
Regulation of the separation between network and operation
19. mener, at såvel adskillelses- som integrationsmodellen er i overensstemmelse med EU-retten i den udstrækning de væsentlige funktioners uafhængighed, jf. direktiv 2001/14/EF, er sikret; dette er endnu ikke helt tilfældet, hvilket fremgår af talrige klager fra virksomheder, der indtræder på markedet, og som vil konkurrere med de etablerede statslige jernbanevirksomheder; deres klager vedrører eller vedrørte f.eks. følgende:
Considers both the separation and the integration models to be compatible with Community law, provided that the independence of the essential functions is safeguarded in accordance with Directive 2001/14/EC; considers that this is not fully the case, as is shown by the numerous complaints by undertakings entering the market which are in competition with old-established state railway undertakings; their complaints include or have included the following:
− adgangen til nettet eller en gunstig strækning har ikke kunne sikres, fordi denne adgang allerede er tildelt en jernbanevirksomhed, som hører under den dominerende koncern,
- access to the network or to a favourable route could not be granted because this route had already been allocated to the rail undertaking belonging to the dominant group;
− deres ønsker har ikke kunnet opfyldes, fordi der forinden er sket det, at sporskifter er blevet fjernet og/eller overhalingsspor nedlagt,
- their wishes could not be met since points had previously been extended and/or passing loops dismantled;
− der er – uden grund – foreskrevet langsom kørsel på bestemte strækninger for at undergrave konkurrenternes tilslutningsmuligheder,
- low-speed stretches of route (speed limits) had been ordered – for no good reason – in order to undermine competitors’ security of connections;
− brugte lokomotiver har ikke kunnet overtages, fordi de forinden er blevet skrottet, eller fordi potentielle købere er blevet hindret heri af de nationale jernbanevirksomheder,
- it was not possible to purchase second-hand locomotives because they had already been scrapped, or because potential buyers were prevented from doing so by national rail undertakings;
− strækningspriserne er blevet drastisk forhøjet, efter at en tidligere statslig jernbanevirksomhed er blevet opkøbt,
- route prices were drastically increased after a former state railway undertaking was purchased;
− strækningspriserne er blevet forhøjet med så kort varsel, at de ikke længere har kunnet indgå i prisdannelsen, hvorimod den dominerende koncerns egen jernbanevirksomhed har fået forhåndsunderretning herom,
- route prices were raised at such short notice that it was not possible to take them into account in pricing, while the railway undertaking belonging to the dominant group was notified in advance;
− intern krydssubventionering inden for dominerende koncerner er ikke blevet hindret, fordi dele af de betalte strækningsafgifter tilflyder holdingselskabet i stedet for at komme infrastrukturen til gode, hvorved krydssubventioneringen ikke blot forbedrer koncernernes samlede resultat, men også tillader dem at give gunstigere tilbud på markedet,
- cross-subsidisation within dominant groups was not prevented, because parts of the route prices they paid flowed into the holding company instead of being used to benefit theinfrastructure, which not only improved their results but also enabled them to provide their service more cheaply on the market;
− ikke-statslige virksomheder betaler ofte højere energipriser end koncerndatterselskaberne, også når energileverancerne er integreret i holdingselskabet, hvilket udgør konkurrencefordrejning, som efter en dom ved Oberlandesgericht i Frankfurt/Main endog er tilladt,
- non-state undertakings often pay higher energy prices than group subsidiaries, even if energy supply as integrated into the holding company, and this distortion of competition has even been ruled by the Frankfurt Regional Court to be permissible;
20. konstaterer, at nye udbyderes indtræden på markedet for enkeltvognstrafik afhænger af en effektiv arbejdsgang på rangerbanegårdene; finder, at en neutral drift af rangerbanegårde er nødvendig for at sikre alle virksomheder en trafikafvikling uden nogen form for forskelsbehandling, og opfordrer Kommissionen til at overveje tilføjelse af bestemmelser herom til EU-retten;
Notes that the entry into the market of new service providers in the single wagonload traffic sector is dependent on the efficient operation of marshalling yards; regards it as necessary for marshalling yards to be neutrally operated in order to ensure that all undertakings are dealt with without discrimination, and calls on the Commission to consider amending EU law to this effect;
27. fremhæver betydningen af jernbanevirksomhedernes selvstændige rolle, jf. artikel 5 i direktiv 91/440/EØF med hensyn til den tekniske, kommercielle og finansielle forvaltning, og henviser til de positive virkninger af udviklingen af jernbanerne som transportform;
Stresses the importance of an independent role for railway undertakings, as enshrined, inter alia, in Article 5 of Directive 91/440/EEC with regard to technical, organisational and financial management, and notes the positive effects of such a role on the development of rail as a mode of transport;
Med den første jernbanepakke var det hensigten at skabe grundlaget for det såkaldte modal shift eller omlægning af godstransporten fra vej til jernbane.
The first railway package was intended to lay the foundations for the modal shift of freight transport from road to rail.
De nationale monopoler skulle inddrages i konkurrencen, nettene skulle åbnes, og moderniseringen af det i årtier forsømte jernbanenet i Europa skulle indledes.
The national monopolies were to allow competition, access to networks was to be opened up and a start was to be made on the modernisation of the rail network in Europe, which had been neglected for decades.
Desuden var omlægningen fra vej til jernbane også nødvendig af sikkerhedsmæssige, økologiske og økonomiske årsager, hvis ikke Europa skulle blive kvalt i trafikpropper og udstødningsgasser, og hvis det kolossale antal færdselsulykker skulle nedbringes drastisk.
A shift from road to rail is also necessary for safety, environmental and economic reasons if Europe is not to suffocate in traffic jams and exhaust fumes and if it is to reduce the enormous number of accidents on its roads.
På baggrund af de alarmerende prognoser i rapporten fra Verdensbankens økonom Nikolas Stern står truslerne om klimaændring mere end nogensinde før i centrum for offentlighedens opmærksomhed.
In view of the alarming predictions in the report by World Bank economist Nicholas Stern, the dangers of climate change are coming increasingly in to public view.
I denne sammenhæng bliver det stadig mere klart, at opvarmningen af kloden ikke lader sig standse uden ændring af transportpolitikken.
It is becoming ever clearer that global warming cannot be halted without a change in transport policy.
Transport er ganske vist kostbar for miljøet og derfor også almenheden, men på vejnettet og i luften er det ikke nogen større omkostningsfaktor for virksomhederne.
Transport has a high cost for the environment and thus for the public – on the road and in the air – but is not a cost factor for business.
Resultatet er en konstant voksende transportsektor.
The result is a constantly growing transport sector.
Den tunge trafik på tyske veje er blevet tredoblet siden 1980’erne.
Heavy traffic on German roads has tripled since the 1980s.
Mellem 1993 og 2000 steg antallet af flypassagerer i Den Europæiske Union med ca. 10 % om året.
Between 1993 and 2000 the number of air passengers in the EU rose by around 10% a year.
Disse stigninger er også en grund til, at udledningen af det klimaskadelige CO2 ikke er faldet, men tværtimod steget med godt 1 % om året mellem 2000 og 2004.
These increases are also a reason why emissions of CO2, with its devastating effects on the climate, have not fallen but have risen by at least 1% per year between 2000 and 2004.
Udledningen af dette skadelige stof er steget med næsten 25 % siden 1990.
Emissions of this pollutant have increased by almost 25% since 1990.
Inden for luftfarten er der tilmed sket en fordobling.
In air transport they have doubled.
I EU er mobiliteten årsag til knap 30 % af al klimaskadelig CO2-udledning.
In the EU, mobility causes just under 30% of all CO2 emissions.
Også det forhold, at åbningen af jernbanenettene for godstransport ikke har haft den ønskede virkning, er en medvirkende årsag til denne situation.
One reason for this state of affairs is that the opening of the railway networks to freight transport has not had the desired effect.
Det afhænger ganske vist også af jernbanesektorens udformning, men det er i første række resultatet af en konkurrence mellem de forskellige transportformer, som er unfair og diskriminerende for den miljøvenlige jernbane.
This is partly due to the way in which the rail industry is organised, but is mainly the result of unfair competition between the various modes of transport, to the detriment of the environmentally friendly railways.
Kommissionen anfører følgende prognose for udviklingen i de forskellige transportformers andel:
On the development of the shares of the various modes of transport, the Commission gives the following forecast:
http://ec.europa.eu/transport/transport policy review/doc(2006 3167 brochure en.pdf
http://ec.europa.e u /transp o rt/transport_policy_review/doc/2006_3167_brochure_en.pdf
(Kilde: Et mobilt Europa – midtvejsevaluering af Kommissionens transporthvidbog fra 2001, s. 36).
(Source: Keep Europe moving - Mid-term review of the European Commission’s 2001 Transport White Paper , S. 36)
Når det gælder jernbanens hårdeste og mest emissionsudledende konkurrent, nemlig vejgodstransporten, opkræves vejbenyttelsesgebyret dog for det meste kun på motorveje og som regel kun for lastbiler over 12 tons.
And yet for its keenest and most polluting competitor, road transport, however, tolls are charged mostly only on motorways and as a rule only for lorries above 12 tonnes.
Der er loft over det maksimale gebyr, som må opkræves, de eksterne omkostninger må på nuværende tidspunkt ikke internaliseres, og det er frivilligt at opkræve gebyret.
There is an upper limit on these tolls, external costs may not currently be internalised, and toll charging is voluntary.
For ikke at begunstige den miljøskadelige lastvognstrafik endnu mere må de såkaldte megalastvognstog med en samlet vægt på 60 tons ubetinget forhindres.
In order to prevent environmentally harmful lorry traffic from receiving yet more support, it is essential that ultra-long lorries ("Gigaliners") of 60 tonnes and upwards should not be permitted.
En EU-dækkende tilladelse af disse kæmpemæssige lastvognstog ville være komplet ødelæggende for jernbanernes enkeltvognsgodstrafik, der tegner sig for 50 % af den samlede jernbanegodstransport.
Licensing such lorries throughout the EU would completely ruin single wagonload traffic, which accounts for 50% of all rail freight traffic.
I visse EU-medlemsstater ydes der ingen eller kun ringe statsligt økonomisk tilskud til jernbanevirksomhederne, som på deres side ser sig nødsaget til at forlange høje strækningspriser for godstrafikken for at kunne finansieres personbefordringen.
Some EU Member States give little or no state funding to railway companies, so that these in turn are forced to charge high route prices for freight traffic in order to finance passenger traffic.
Da disse medlemsstater samtidig heller ikke opkræver vejbenyttelsesgebyrer, er denne politik nærmest et totalt angreb på jernbanegodstransporten.
Since these states also charge no tolls on their roads, this policy is tantamount to a direct attack on rail freight transport.
Kommissionen er bekendt med denne praksis, den betragter den også for retsstridig, men den ser sig ikke i stand til at ændre noget ved den.
The Commission is aware of this practice and regards it as unlawful, but does not see how it can change it.
Samtidig hermed flyder der imidlertid EU-penge til sådanne medlemsstater, som næsten uden undtagelse bruger pengene til at finansiere deres vejanlæggelser og lader spornettet forfalde.
At the same time, however, EU funds flow into countries which use them almost without exception to fund road-building and while allowing their rail networks to decay.
Navnlig i de nye medlemsstater er jernbanesektorens tilbagegang alarmerende.
The decline of the rail sector is particularly alarming in the new Member States.
I modsætning hertil er det lykkedes i Schweiz at gennemføre det såkaldte modal shift.
In Switzerland, on the other hand, the modal shift has succeeded.
Her gælder der et kørselsforbud for lastbiler i weekenden og i nattetimerne.
A lorry ban is in place there at weekends and at night.
Vejbenyttelsesgebyret for lastvogne er fire gange så højt som i Tyskland og gælder på alle veje og for alle lastvogne over 3,5 tons.
The lorry toll is four times higher than in Germany and applies to all roads and all lorries over 3.5 tonnes.
Provenuet fra gebyrerne investeres i modernisering af spornettet, og samtidig er der indført bygge- og anlægsstop for motorveje over Alperne.
Toll receipts are invested in the modernisation of the railways, and at the same time work on trans-Alpine motorways has been halted.
Afgiften på tung trafik, som blev indført i 2001, bevirkede, at f.eks. mineralolietransporten blev flyttet tilbage til jernbanerne fra vejnettet.
The heavy traffic levy, introduced in 2001, resulted in the transfer of petroleum transport back from the roads to the railways.
Før indførelsen af vejbenyttelsesgebyret foregik op til 70 % af denne transport ad landevej, og i dag transporteres op til 70 % med jernbane.
Before the introduction of the tolls, 70% of petroleum was carried by road, now 70% goes by rail.
I Schweiz var der hverken tale om, at trafikken flyttede sig fra motorveje til andre veje, eller at der blev sat små lastvogne ind i stedet for store.
There has been no shift in Switzerland from motorways to other major roads, nor from larger to smaller lorries.
Og omkostningerne for forbrugerne steg alligevel kun med 0,5 %.
And consumer costs still rose by only 0.5%.
Også konkurrencen med luftfarten er diskriminerende.
Competition with air transport is also discriminatory.
Afgiftsfritagelsen for flybrændstof – der blev indført for mere end et halvt århundrede siden for at give den dengang endnu ganske nye luftfart et igangsættende finansieringsskub – tillader i dag luftfartsselskaberne at befordre deres kunder til ”taxipris" mellem storbyerne.
The tax exemption for kerosene – introduced more than half a century ago as a financial boost to help the infant air transport industry get started – currently permits airlines to transport their customers at a “taxi price” between major cities.
Ikke alle lande begunstiger den klimaskadelige luftfart.
Not all countries give preferential treatment to air transport, with its harmful effects on the climate.
F.eks. har Nederlandene i lighed med USA og Japan lagt afgift på brændstof til – de ganske vist ret få – indenrigsflyvninger.
The Netherlands, for example, taxes kerosene on its (admittedly few) internal flights just as the USA and Japan do.
En afgift på alle flyvninger inden for EU ville indbringe 14 mia. EUR om året, hvormed de nødvendige penge til modernisering af jernbanenettet i Europa kunne tilvejebringes.
A tax on all flights in the EU could generate EUR 14 billion, which would be a way of raising the funds needed to modernise the railways in Europe.
Det forholder sig således, at forbindelserne mellem f.eks. de gamle og nye medlemsstater i vore dags 21. århundrede ofte end ikke når op på det tempo, som damplokomotiverne i sin tid kunne præstere, og i mange tilfælde går det tilmed dobbelt så langsomt som dengang.
In many cases, even now in the 21 st century, connections between (for example) the old and the new Member States are not even up to steam-engine speed, and are sometimes twice as slow.
Også for flybrændstofafgiftens vedkommende ville omkostningerne for forbrugerne være acceptable med 2 € pr. 100 km – og navnlig i forhold til de milliardomkostninger, som en uhæmmet klimaændring vil afstedkomme, såfremt man blot lader stå til og intet gør for at bremse den.
A kerosene tax would result in a cost to the consumer of EUR 2 per 100 km of air travel, which would also be quite acceptable, particularly when compared with the cost of billions which would be incurred by doing nothing and this allowing unchecked climate change.
Indtil 2010/11 er luftfarten også fritaget for emissionshandel, hvorimod jernbanen er involveret heri gennem strømprisen.
Until 2010-2011, air transport is also exempted from the emissions trading system, while the railways are included in the system via the electricity price.
Skibsfarten er en af de største CO2-udledere, fordi der her anvendes det mest snavsede brændstof, nemlig tung fyringsolie.
Water transport is one of the worst CO2 polluters, as it uses heavy fuel oil, which is the dirtiest type of fuel.
Indlandsskibsfarten i Europa er fritaget for emissionshandel og mineralolieafgift, og det er gratis at sejle på floderne.
Internal waterways transport in Europe is exempted from emissions trading and from petroleum tax: the use of the rivers is free.
Inden for skibsfarten findes der heller ingen strækningsgebyrer eller –afgifter.
There are no route pricing or tolls for water transport.
Uafhængigt heraf var det både rigtigt og nødvendigt at ændre de af de nationale grænser begrænsede jernbanesystemer, åbne nettene og etablere et ensartet eller i det mindste interoperabelt europæisk spornet.
Quite apart from these considerations, it was correct and necessary to adapt the railway systems which were confined within national borders, to open up networks, and create a uniform or at least interoperable European rail network.
Den formelle adskillelse mellem jernbaneinfrastruktur og jernbanedrift er i mellemtiden gennemført i alle EU-lande.
A formal separation between railway infrastructure and railway operation has now taken place in all Member States of the EU.
Et andet spørgsmål er, om der i de enkelte tilfælde kun er sket en formel og ikke en egentlig adskillelse.
Whether in specific cases this was merely a formal rather than a genuine separation is another question.
Kun en virkelig adskillelse kan imidlertid skabe fair konkurrence og umuliggøre enhver form for forskelsbehandling af andre jernbaner.
However, only by means of a real separation will it be possible to create fair competition and completely rule out discrimination against non-state railway undertakings.
Den eneste garanti er klar adskillelse af net og drift i to af hinanden helt uafhængige instanser.
The only guarantee of this is a clear separation of network and operation into two totally independent institutions.
Denne situation er klart og tydeligt til stede i Det Forenede Kongerige, Sverige, Danmark og Nederlandene.
This state of affairs exists clearly in the UK, Sweden, Denmark and the Netherlands.
Hvis net og drift befinder sig på forskellige hænder, men under et og samme (holdingselskabs) tag, er muligheden for forskelsbehandling kolossal.
Where network and operation are in different hands but under a single (holding company) roof, the potential for discrimination is enormous.
Ganske vist afhænger det af tilsynsmyndigheder og reguleringsorganer, hvorvidt denne mulighed udnyttes eller ej.
Admittedly it also depends on the supervisory authorities and regulators whether and to what extent this potential is exploited.
Som chefen for Deutsche Bahn AG, Hartmut Mehdorn, også så rigtigt har sagt: Den, som kontrollerer nettet, er herre over forretningen.
However, what Hartmut Mehdorn, head of Deutsche Bahn, has said, remains true: “The one who controls the network is the master of business”.
I øvrigt fungerer en klar og entydig adskillelse af net og transport mere effektivt end alle andre former, som skal kontrolleres konstant.
In any case a clear and strict separation of network and transport is more efficient than all other arrangements, which have to be constantly supervised.
Alt dette gør det nødvendigt at forankre en klar adskillelse mellem infrastruktur og driften af transportvirksomheder i et EU-direktiv.
Accordingly a clear separation between the operational infrastructure and the transport undertaking needs to be enshrined in an EU directive.
Den faktiske adskillelse af net og drift skal i hvert tilfælde sikre, at samtlige anlæg og servicefaciliteter, der er opført i direktiv 2001/14/EF, bilag II, indplaceres under netoperatøren, som dermed kan sikre samtlige jernbanetransportvirksomheder adgang hertil uden forskelsbehandling.
The de facto separation of network and operations must at any rate guarantee that all the installations and services listed in Annex II to Directive 2001/14 are allocated to the network operator, so that it can make them available without discrimination to all rail undertakings.
Enkeltvognstrafikken tegner sig stadig for langt over halvdelen af den europæiske jernbanegodstrafik.
Single wagonload traffic still accounts for well over 50% of European rail freight traffic.
Såfremt jernbanerne skulle indstille denne trafik, ville det bringe selve deres eksistens i fare.
If the railways were to cease carrying this traffic, their existence would be in jeopardy.
En række europæiske industrisektorer som f.eks. stålindustrien, papirindustrien, den kemiske industri og mineralolieindustrien og til dels også automobilindustrien er helt afhængige af jernbanernes enkeltvognstrafik, som andre transportformer ikke kan erstatte.
A number of European industries such as the steel, paper, chemical and petroleum industries, as well as to some extent the motor industry, are dependent on single wagonload traffic, which cannot be replaced by other modes of transport.
Det gælder derfor om at give denne del af jernbanesektoren en økonomisk set mere hensigtsmæssig udformning.
It is therefore important to make this sector more economical.
Dette kan bedst ske på den måde, at der også her opstilles vilkår for intramodal konkurrence.
Again, the best way to achieve this would be to create the conditions for intermodal competition.
I første omgang skal rangerbanegårdene ikke blot åbnes formelt, således som det er fastsat EU-retligt.
First and foremost it is necessary to open up access to marshalling yards – and not just formally, as is provided in European law.
Det må også med et supplement eller en tilføjelse til direktivet sikres, at alle rangerbanegårde drives neutralt eller sagt med andre ord, at infrastrukturoperatøren sørger for neutral levering af rangerprocessen og alle sekundære ydelser til enhver jernbanevirksomhed og ikke blot den koncerntilknyttede virksomhed.
The directive must be amended to guarantee that marshalling yards are operated in a neutral way, in other words that shunting and all subsidiary services are supplied neutrally by the infrastructure operator for all railways and not just those belonging to the main group.
I Det Forenede Kongerige og Estland blev i første omgang infrastrukturen privatiseret.
In the UK and in Estonia it was initially the infrastructure that was privatised.