natgillin/translations-raw huggingface dataset:
Agter Rådet ikke at gøre den øjeblikkelige ophævelse af undtagelsestilstanden til en betingelse for overholdelse af den aftale, der blev undertegnet den 10. december 2002 med regeringen i Khartoum, hvori der fastlægges bestemmelser om en første støtte til teknisk forberedelse af samarbejdsprogrammerne, som skal sættes i gang, når en endelig fredsaftale undertegnes?
Does not the Council intend to make compliance with the agreement with the Khartoum government initialled on 10 December last year — which envisages the use of an initial fund designed for the technical preparation of cooperation programmes, which are to be resumed as soon as a definitive peace accord is initialled — dependent on the immediate lifting of the state of emergency?
Rådet er klar over lukningen af det engelsksprogede dagblad Khartoum Monitor i maj i år og de foranstaltninger, der er truffet mod bladets redaktør.
The Council is aware of the closure of the English-language daily Khartoum Monitor in May this year and of the measures taken against the editor of this newspaper.
Som led i EU's dialog med Sudan mødes missionscheferne i Khartoum regelmæssigt med regeringsrepræsentanter for at drøfte åbne spørgsmål og især EU's betænkeligheder vedrørende episoder såsom lukningen af Khartoum Monitor .
In the framework of the EU dialogue with the Sudan, Head of Missions in Khartoum meet regularly with government representatives to discuss open issues and to address in particular the EU concerns on incidents such as the closure of the Khartoum Monitor .
Under disse dialogmøder understreger EU, at Sudans regering mister enhver troværdighed over for offentligheden og det internationale samfund, hvis den ikke overholder de grundlæggende principper om demokratiske rettigheder og menneskerettigheder.
In these dialogue meetings the EU emphasises that the Government of the Sudan (GoS) loses all credibility vis-à-vis the public and the international community if it is not complying with the basic principles of democratic and human rights.
Fortsat krænkelse af disse principper vil få negative følger også under fredsamtalerne.
Continued violation of these principles would have negative consequences also in the peace talks.
EU opretholder sit pres på Sudans regering for at få den til at opfylde de referencepunkter, der blev vedtaget i december 2002, herunder ytringsfrihed.
The EU is keeping up its pressure on the GoS to comply with the benchmarks agreed in December 2002 including freedom of expression.
Efter undertegnelsen af Machakos-aftalen i juli sidste år har EU's prioritet i forbindelserne med Sudan været at fremme en omfattende fredsskabelse, som også vil bidrage til at øge demokrati, retsstatsprincipper, respekt for menneskerettighederne og god regeringsførelse.
Following the signature of the Machakos agreement in July last year the priority for the EU in its relations with the Sudan has been the promotion of a comprehensive peace settlement which would also be conducive to the enhancement of democracy, rule of law, respect for human rights and good governance.
Styrkelse af og respekt for disse grundlæggende principper er en forudsætning for normaliseringen af forbindelserne mellem EU og Sudan, herunder genoptagelse af samarbejdet.
The improvement and respect of these basic principles are a pre-condition for the normalisation of EU — Sudanese relations including resumption of cooperation.
Ophævelsen af undtagelsestilstanden er en del af referencepakken og vil blive vurderet i denne sammenhæng Se svar på skriflig forespørgsel E-3892/02 og E-0077/03 fra Marco Cappato om samme spørgsmål i relation til dødsstraf i Sudan. .
The lifting of the state of emergency is part of the benchmarks package and compliance with it would be assessed in that context See reply to Written Questions E-3892/02 and E-0077/03 by Marco Cappato on the same question linked to the issue of death penalty in the Sudan. .
2004/C 51 E/144
2004/C 51 E/144
SKRIFTLIG FORESPØRGSEL E-1699/03
WRITTEN QUESTION E-1699/03
Om: Hindringer for, at jernbaneselskaber kan drive forbindelser med natbiltog og andre ferietogforbindelser i andre lande på grund af høje afgifter på benyttelse af skinnenettet
Subject: Ending of overnight motorail and other holiday train services operated by foreign railways as a result of high tariffs for the shared use of track
Kan Kommissionen bekræfte, at der i nogle EU-lande opkræves specielt store godtgørelser for, at udenlandske passagertog kan benytte de nationale jernbaners skinnenet, som er langt højere, end det traditionelt har været tilfældet, og sandsynligvis også ligger langt over, hvad der opkræves i forbindelse med indenlandsk transport?
Can the Commission confirm that in some EU Member States very high fees are now charged for the use of the national railways' infrastructure by passenger trains operated by foreign companies and that these fees are much higher than those previously charged and probably also much higher than those charged to domestic train companies?
Har Kommissionen kendskab til, at dette først og fremmest har konsekvenser for natbiltog, som sætter turister i stand til at tage bilen med fra deres hjemland uden først at tilbagelægge lange strækninger på overfyldte motorveje, og for andre ferietog til vintersportssteder i Alperne og sommerdestinationer ved Middelhavet?
Is the Commission aware that this is primarily impacting on overnight motorail services enabling holidaymakers to take their cars with them from their country of residence without having to drive long distances on congested motorways, and on other holiday trains to winter sports resorts in the Alps and summer holiday resorts on the Mediterranean coast?
Har Kommissionen kendskab til, at den private virksomhed Euro-Express-Treincharter (EET), som fra 2003 skal overtage en række ferietog fra de nederlandske jernbaner, må betale en pris, der er cirka fem gange højere end den hidtidige pris for benyttelse af det franske skinnenet, og derfor undlader dette?
Is the Commission aware that the private company Euro Express Train Charter (EET), which was to take over a number of holiday train services from the Netherlands railways as from 2003, would have to pay approximately five times more to use the French railway than was previously charged and is therefore giving up the plan?
Er det endvidere Kommissionen bekendt, at det belgiske NMBS/SNCB overvejer at indstille sine natbiltog til den fransk-spanske grænse, den franske Middelhavskyst og via Frankrig til Italien?
Does the Commission also realise that for the same reasons the Belgian railways SNCB/NMBS is thinking of stopping its overnight motorail services to the border between France and Spain, to the French Mediterranean coast and via France to Italy?
Anser Kommissionen det for ønskeligt, at betalingen for benyttelse af udenlandske skinnenet sættes så højt, at det ikke længere vil være muligt at opretholde ferietrafikken pr. bane for en for passagererne acceptabel pris, hvad der vil indebære, at denne transportform i endnu højere grad vil forskyde sig fra jernbane til bil, bus og fly?
Does the Commission consider it desirable that the charges for shared use of foreign track should be so high that holiday travel by rail is no longer possible at a price affordable to passengers, as a result of which more of this traffic will switch from trains to cars, coaches and aircraft?
Hvad foretager Kommissionen sig for at imødegå sådanne skræktakster og også fremover at opretholde ferietrafikken pr. jernbane?
What action is the Commission taking to tackle horrendous tariffs of this kind and secure the future of international holiday travel by rail?
Kilde: Op de Rails , årgang 71. maj 2003.
Source: Op de rails , Vol 71 May 2003.
(11. juli 2003)
(11 July 2003)
Taksterne for brug af jernbaneinfrastruktur i medlemsstaterne fastsættes af infrastrukturforvalterne og skal følge reglerne i direktiv 2001/14/EF Europa-Parlamentets og Rådets Direktiv 2001/14/EF af 26. februar 2001 om tildeling af jernbaneinfrastrukturkapacitet og opkrævning af afgifter for brug af jernbaneinfrastruktur samt sikkerhedscertificering, EFT L 75 af 15.3.2001 . .
The tariffs for the use of the railway infrastructure in the Member States are set by the Infrastructure Managers and have to comply with the provisions of Directive 2001/14/EC Directive 2001/14/EC of the Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification, OJ L 75, 15.3.2001 . .
Grundprincippet i direktivets ordninger for infrastrukturafgifter er, at jernbanevirksomheder kun skal betale de marginale omkostninger ved brugen af infrastrukturen.
The basic principle of infrastructure charging schemes as set out in this Directive is that Railway Undertakings should only pay for the marginal costs of the use of the infrastructure.
Beregningsmetoden for de marginale omkostninger kan infrastrukturforvalterne selv fastlægge.
The infrastructure managers can determine themselves the methodology to be used for the calculation of the marginal costs.
Derudover giver direktivet mulighed for at anvende såkaldte tillæg, dvs. afgifter, der kan opkræves, hvis der er knaphed på infrastrukturkapacitet, f.eks. ved flaskehalse, eller hvis der er tale om f.eks. lange eller tunge godstog, der forårsager særlig stort slid.
Furthermore, the Directive allows for the application of so-called mark-ups : additional charges to be levied in case of scarcity of infrastructure capacity, such as bottlenecks, or for the excessive usage as a result of heavy or long freight trains.
Infrastrukturforvalterne kan endelig opkræve afgifter til dækning af miljøomkostninger, omend der her skal tages hensyn til afgifter på andre former for transport, idet sådanne betalinger ikke må føre til, at jernbanerne stilles ringere i konkurrencen med andre transportformer, særlig vejtransport.
Infrastructure managers can also apply charges for the compensation of environmental costs, though the latter shall take account of charges applied for other modes of transport, and should not lead to a competitive disadvantage of the rail mode compared to other modes, in particular road transport.
Kommissionen vil reagere hurtigt på sådanne tilfælde af diskrimination, så snart den underrettes om den form for praksis.
The Commission will act promptly on any such discrimination as soon as it is informed of such practices.
Jernbanevirksomheder, der ikke er tilfredse med infrastrukturforvalterens tilbud, kan anke til det nationale tilsynsorgan for jernbanerne (oprettet i medfør af direktiv 2001/14/EF , artikel 30).
Any railway undertakings not satisfied by the offer of the infrastructure manager is entitled to lodge an appeal at the national rail regulatory body (set up in accordance with Article 30 of Directive 2001/14/EC ).
Kommissionen har fået mange klager over ophør af internationale togforbindelser efter køreplanskiftet i december 2002.
The Commission has received many complaints regarding the withdrawal of a certain number of international services after the timetable change in December 2002.
Den er opmærksom på, at de nuværende operatører er i færd med at udfase nicheprodukter som biltog med sovevogne, nattog og pilgrimstog, som de hævder er blevet urentable, bl.a. på grund af høje infrastrukturafgifter.
The Commission is aware of the gradual phasing out of niche services, like car-sleeper trains, night trains and services for pilgrims, operated by incumbent operators who claim its operation is not longer profitable, notably as a result of high infrastructure charges.
Ligesom i tidligere svar ønsker Kommissionen at understrege, at jernbanevirksomheder ifølge direktiv 91/440/EØF Rådet direktiv 91/440/EØF af 29. juli 1991 om udviklingen af Fællesskabets jernbaner, EFT L 237 af 24.8.1991 , som ændret ved Europa-Parlamentets og Rådets direktiv 2001/12/EF af 26. februar 2001, EFT L 75 af 15.3.2001 . skal drives forretningsmæssigt.
As in previous replies, the Commission would like to stress that Directive 91/440/EEC Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways, OJ L 237, 24.8.1991 , as amended by Directive 2001/12/EC of the Parliament and of the Council of 26 February 2001, OJ L 75, 15.3.2001 . provides that Railway Undertakings shall be managed according to the principles which apply to commercial companies.
Det gælder også for togforbindelser, der drives i henhold til statslige krav om offentlig service som præciseret i kontrakter om offentlig service, der er indgået mellem virksomheden og den kompetente myndighed i medlemsstaten.
This shall also apply to rail services operated under public services obligations imposed by the State and to public services contracts which they conclude with the competent authorities of the Member State.
Sådanne aftaler kan også indgås mellem flere medlemsstater og jernbanevirksomheder i forskellige medlemsstater om drift af internationale tog, hvis det viser sig umuligt at drive sådanne tog forretningsmæssigt uden statsstøtte.
These agreements can also be concluded between several Member States and railway undertakings established in different Member States for offering international passenger services by rail, if a commercial exploitation without state support would turn out to be impossible.
De nuværende de internationale persontogsforbindelser kan dog organiseres bedre, så udbyttet øges og omkostningerne falder.
The current organisation of international passenger services by rail though can be improved, thus enabling an increase in yields and a decrease in costs.
Bortfaldet af internationale togforbindelser peger den forkerte vej i forhold til målet for den fælles transportpolitik som fremlagt i Kommissionens hvidbog fra september 2001 Hvidbog: Den europæiske transportpolitik frem til 2010 — De svære valg, KOM(2001) 370 endelig udg. , som sigter mod, at jernbanerne skal have samme andel af transportarbejdet i 2010, som det havde i 1998.
The disappearance of international rail services does not contribute to the achievement of the aims of the common Transport Policy as set out in the Commission White Paper of September 2001 White Paper: European Transport Policy for 2010: Time to Decide, COM(2001) 370 final. , which provides the maintenance of the modal share of the rail mode in 2010 at the levels of 1998.
Som annonceret i arbejdsprogrammet for 2003 og som ønsket af Parlamentet, da det stemte om den anden jernbanepakke i januar 2003, arbejder Kommissionen på et direktivforslag om gradvis åbning af markedet for international persontransport med jernbane.
The Commission is preparing, as announced in its Workprogramme 2003 and requested by the Parliament in its vote on the second railway package in January 2003, proposal for a Directive on the gradual opening up of the market for international passenger services by rail.
Hvis det vedtages, skulle det gøre det muligt at skabe lige konkurrencevilkår for jernbanevirksomheder, så de på eget ansvar kan drive internationale persontogsforbindelser i flere medlemsstater.
If adopted, this Directive should enable the creation of a level playing field for railway undertakings to operate international passenger services under their own responsibility in several Member States.
2004/C 33 E/152
2004/C 33 E/152
SKRIFTLIG FORESPØRGSEL E-1702/03
WRITTEN QUESTION E-1702/03
Om: Virkningerne for miljøet af anlægget af strækningerne Arenas-Molledo, Pesquera-Reinos og underafsnittet Molledo-Pesquera af motorvejen Cantabria-Meseta (Cantabrien, Spanien)
Subject: Environmental impact of the Arenas-Molledo and Pesquera-Reinosa sections and Molledo-Pesquera sub-section of the Cantabria-Meseta motorway (Cantabria, Spain)
Linjeføringen for motorvejen Cantabria-Meseta, især strækningerne Arenas-Molledo, Pesquera-Reinos og Molledo-Pesquera, har fremkaldt en meget stor bekymring hos beboere, sammenslutninger og hos borgerne i det hele taget på grund af den manglende respekt for naturområderne, navnlig Reserva Nacional de Saja, og ødelæggelsen af en betydelig del af den historiske arv i området.
The projected route of the Cantabria-Meseta motorway, and in particular of the Arenas-Molledo, Pesquera-Reinosa and Molledo-Pesquera sections, has caused great concern among local inhabitants, citizens' associations and the public at large, owing to its lack of respect for the countryside and especially for the Saja National Reserve, and to the destruction of an large proportion of the area's historical heritage.
Der har været tale om talrige uregelmæssigheder, f.eks. fortsættelsen af arbejderne på underafsnittet Arenas-Molledo, inden den spanske miljøstyrelse havde udtalt sig, ligesom landbrug var blevet overtaget, uden at formaliteterne i forbindelse med ekspropriationen var afsluttet.
Numerous irregularities have occurred, such as the continuation of work on the Arenas-Molledo sub-section before the Directorate-General for Environmental Quality and Assessment had reached its decision, and the occupation of land without the requisite compulsory purchase order.
Undersøgelserne af indvirkningen på miljøet har ikke været særlig omhyggelige, og med hensyn til strækningen Corrales-Arenas de Iguña har konsekvenserne været yderst alvorlige, idet Fresneda-bjerget, Muriago-bækken og romervejen er forsvundet.
The environmental impact assessments conducted have lacked rigour, and the construction of the Corrales-Arenas de Iguña section of the motorway has had serious repercussions, including the obliteration of Monte Fresneda, the Muriago watercourse and a Roman road.
(14. juli 2003)
(14 July 2003)
Kommissionen har kendskab til de forhold i forbindelse med motorvejsprojektet Cantabria-Meseta, som det ærede medlem henviser til.
The Commission is aware of the facts mentioned by the Honourable Member in connection with the project for the Cantabria-Meseta motorway
Vejen var faktisk genstand for en klage i 1997 over en eventuel fejlagtig anvendelse af direktiv 85/337/EØF EFT L 175 af 5.7.1985 . af 27. juni 1985 om vurdering af visse offentlige og private projekters indvirkning på miljøet, ændret ved direktiv 97/11/EF EFT L 73 af 14.3.1997 . .
In 1997 a complaint was made regarding this road because of the alleged wrong application of Directive 85/337/EEC OJ L 175, 5.7.1985 . on the assessment of the effects of certain public and private projects on the environment, as amended by Directive 97/11/EC OJ L 73, 14.3.1997 . .
Under gennemgangen af sagen kontrollerede Kommissionen, at de spanske myndigheder havde foretaget en miljøvurdering af projektet som foreskrevet i det nævnte direktiv.
When the Commission investigated the case, it ascertained that the Spanish authorities had conducted an impact assessment for this project in accordance with the abovementioned Directive.
Klagen blev derfor afvist.
The complaint was therefore closed.
Klagerne har for nylig udtrykt deres bekymring over ændringen af visse strækninger af den omtalte vej.
The complainants recently expressed their concern about changes to particular sections of the road.
Ændringer af motorvejes forløb er omhandlet i bilag II punkt 12 i det nævnte direktiv 85/337/EØF .
Modifications to a motorway section are covered by Annex II-12 to the abovementioned Directive 85/337/EEC .
De projekter, der nævnes i dette bilag, er dem, som falder ind under artikel 4, stk 2 i direktivet, og som derfor skal underkastes en miljøvurdering, når medlemsstaterne finder, at deres karakteristika kræver det.
The projects included in this Annex are those referred to in Article 4(2) of the Directive which must accordingly be subject to an impact assessment if Member States consider that their characteristics so require.
Direktivet er af proceduremæssig karakter og forpligter medlemsstaterne til at foretage en miljøvurdering af visse projekter, som kunne få stor skadelig indvirkning på miljøet.
This Directive is of a procedural nature and obliges Member States to conduct an impact assessment on particular projects which could have significant adverse effects on the environment.
Når vurderingen er afsluttet, beslutter den kompetente myndighed, om projektet kan realiseres eller ej.
Once the assessment has been completed, the competent authority decides whether or not the project will be carried out.
Det er dog ikke i Kommissionens magt at påbyde en medlemsstat at vælge et konkret forløb.
The Commission does not have the power to impose the choice of a specific section on a Member State.
Dette valg er ene og alene de kompetente nationale myndigheders ansvar.
This choice is exclusively up to the national competent authorities.
Ifølge de tilgængelige oplysninger går motorvejen hverken igennem eller langs med nogen lokalitet, som af de spanske myndigheder er udpeget som værende en lokalitet af fællesskabsbetydning i henhold til Rådets direktiv 92/43/EØF af 21. maj 1992 EFT L 206 af 22.7.1992 . .
According to the information available, the motorway does not cross or border on any site proposed by the Spanish authorities as a site of Community importance pursuant to Council Directive 92/43/EEC of 21 May 1992 OJ L 206, 22.7.1992 . .
Som følge af dette og af, at motorvejsprojektet har været underkastet den foreskrevne miljøvurdering i overensstemmelse med bestemmelserne i det førnævnte direktiv, har Kommissionen ikke beføjelser til at gribe ind i sagen, da den ikke kan påvise nogen overtrædelse af fællesskabsretten.
Consequently, and taking account of the fact that the motorway project has been subject to the mandatory impact assessment procedure as required by the abovementioned Directive, the Commission has no power to intervene in this case as it has not been able to establish any infringement of Community law.
2004/C 51 E/145
2004/C 51 E/145
SKRIFTLIG FORESPØRGSEL E-1711/03
WRITTEN QUESTION E-1711/03
Om: Beskyttelse af en græsk ø, der er i fare for at forsvinde
Subject: Protection of a Greek island threatened with disappearance
I det nordlige Ægæerhav ligger øen Zourafa, som befinder sig i en afstand af ca. 6 sømil fra den græske ø Samothrake.
The island of Zourafa is located in the north-east Aegean, approximately six nautical miles from the Greek island of Samothrace.
Zourafa (eller Ladoxera , som fiskerne kalder den) er det nordøstligste punkt i såvel Grækenland som EU.
Zourafa (or Ladoxera (oil island) as it is known by the fishermen) is the most north-easterly point of Greek territory, and of the European Union.
På Zourafa er der gjort mange betydningsfulde arkæologiske fund såsom marmorsøjler, søjlekapitæler, spor af bebyggelser fra oldtiden m.m., og øen har stærkt behov for beskyttelse, eftersom havets erosion vil medføre, at den fuldstændigt forsvinder i løbet af de kommende 5-6 år, som det fremgår af beretningerne i den græske presse.
Many significant archaeological finds have been located in Zourafa, such as marble columns, capitals, remains of ancient dwellings etc., and the island is in need of urgent protection, since erosion by the sea is likely to make it disappear completely within five to six years, according to reports in the Greek press.
Det er værd at bemærke, at småøer, der figurerer på landkort fra 1955 (ikke langt fra Zourafa), i dag helt er forsvundet under havet.
It is worth noting that islets that appear in maps from 1955 (not far from Zourafa) have today completely vanished beneath the sea.
I de sidste 40 år er Zourafas eget areal skrumpet betydeligt ind.
The last 40 years have seen a dramatic reduction in the size of Zourafa itself.
Er øen Zourafa blevet optaget i noget fællesskabsinitiativ til beskyttelse af følsomme områder (f.eks. Natura 2000 eller noget andet initiativ)?
Has the island of Zourafa been included in any Community initiative to protect vulnerable areas (e.g. Natura 2000 or another initiative)?
Har de græske myndigheder informeret Kommissionens tjenestegrene om, at denne lille ø (der ligger ved den yderste grænse af Grækenlands og Fællesskabets område), er i fare for totalt at forsvinde som følge af havets erosion, selvom den kan opvise nogle væsentlige arkæologiske fund?
Have the Greek authorities informed the Commission that this small island (which is the furthermost border of Greek and Community territory) is threatened with complete disappearance caused by sea erosion, although it has some very important archaeological remains?