natgillin/translations-raw huggingface dataset:
gør på ny opmærksom på, at det går ind for parlamentarisk kontrol med EU's humanitære bistand, og kræver på baggrund af den ændring af forretningsordenen, der blev vedtaget den 12. juni 2002, at alle muligheder i forretningsordenen udnyttes for at sikre denne kontrol (især ekstraordinære debatter og mundtlige eller skriftlige forespørgsler);
Recalls its attachment to parliamentary scrutiny over EU humanitarian aid and insists, in the context of the revised Rules of Procedure adopted on 12 June 2002, that use be made of all provisions of these Rules enabling it to be exercised effectively (extraordinary debate and oral or written questions, in particular);
ønsker fremover at udtale sig før september måned på basis af en årsberetning offentliggjort af ECHO omkring den 31. marts;
Expresses the wish that Parliament should, in future, deliver its opinion before September on the basis of an annual report published by ECHO around 31 March;
pålægger sin formand at sende denne beslutning til Rådet, Kommissionen, FN's generalsekretær, FN's særorganisationer, IFRC, ICRC og en udvidet kreds af ngo'er.
Instructs its President to forward this resolution to the Council, the Commission, the United Nations Secretary-General, the United Nations specialised agencies, the International Federation of the Red Cross and Red Crescent Societies, the International Committee of the Red Cross and a broad spectrum of NGOs.
Europa-Parlamentets lovgivningsmæssige beslutning om forslag til Europa-Parlamentets og Rådets direktiv om ændring af Rådets direktiv 91/440/EØF om udvikling af Fællesskabets jernbaner ( KOM(2002) 25 - C5-0038/2002 - 2002/0025(COD))
European Parliament legislative resolution on the proposal for a European Parliament and Council directive amending Council directive 91/440/EEC on the development of the Community's railways ( COM(2002) 25 – C5-0038/2002 – 2002/0025(COD))
der har fået forslaget forelagt af Kommissionen, jf. EF-traktatens artikel 251, stk. 2, og artikel 71, stk. 1, ( C5-0038/2002 ),
having regard to Article 251(2) and Article 71(1) of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C5-0038/2002 ),
der henviser til betænkning fra Udvalget om Regionalpolitik, Transport og Turisme ( A5-0417/2002 ),
having regard to the report of the Committee on Regional Policy, Transport and Tourism ( A5-0417/2002 ),
under henvisning til traktaten om oprettelse af Det Europæiske Fællesskab, særlig artikel 71, stk. 1,
Having regard to the Treaty establishing the European Community, and in particular Article 71(1) thereof,
Direktivet er ændret ved
Directive as amended by
, at jernbanevirksomheder med licens har adgangsrettigheder til det transeuropæiske banegodstransportnet og senest fra 2008 til hele jernbanenettet for international banegodstransport.
provides that licensed railway undertakings are granted access rights on the trans-European Rail Freight Network and at the latest from 2008 on the whole network for international rail freight services.
Udvidelsen af disse adgangsrettigheder til alle typer jernbanegodstransport, i overensstemmelse med principperne om levering af tjenesteydelser, ville forbedre banetransportens effektivitet sammenlignet med andre transportformer.
The extension of those access rights to all kind of rail freight services, in accordance with the principle of providing services, would improve the efficiency of the rail mode relative to other modes of transport.
Det ville også lette udviklingen af bæredygtig transport mellem og i medlemsstaterne ved at fremme konkurrencen og åbne muligheder for tilgang af ny kapital og virksomheder.
It would also facilitate sustainable transport between and within Member States, by encouraging competition and allowing entry of new capital and enterprises.
Inden for jernbanegodstransport er der betydelige muligheder for at oprette nye tjenester og forbedre de eksisterende, både nationalt og på europæisk plan.
Rail freight services offer considerable opportunities for the creation of new transport services and the improvement of existing ones at national and at European level.
Hvis banegodstransporten skal være konkurrencedygtig, bliver det stadig mere nødvendigt, at der tilbydes en samlet transportydelse, herunder også transport mellem og i medlemsstaterne.
To be fully competitive, rail freight transport increasingly requires the provision of comprehensive services, including transport between and within Member States.
Udvidelsen af adgangsrettigheder til alle typer banegodstransport forudsætter, at man
The extension of access rights to all kind of rail freight services
for alle interesserede parter klart tidsbegrænser
requires the
bestemmelsen om begrænset adgang til det transeuropæiske jernbanegodstransportnet for internationale jernbanegodstransporter, som alligevel kun var en overgangsordning
provision limiting access for international rail freight services to the Trans-European Rail Freight Network (TERFN) that was in any case conceived for a transitory period
For at modernisere jernbanetransporten, blandt andet på baggrund af Kommissionens hvidbog "Den europæiske transportpolitik frem til 2010 - De svære valg"
As a means of revitalising rail transport, not least in accordance with the Commission White Paper 'European transport policy for 2010: time to decide'
, er det endvidere påkrævet, at jernbanevirksomheder med licens tildeles ret til adgang til hele nettet også for persontransportydelser.
, it will also be necessary to grant licensed railway undertakings, including those providing passenger transport services, access rights on the whole network .
Dette bør gælde for internationale såvel som nationale transportydelser, dog fra et senere tidspunkt for nationale persontransportydelser.
This should include cross-border as well as national transport services, and, at a later date, national passenger services.
For at sikre en effektiv udnyttelse af jernbanetransporten bør andre end jernbanevirksomheder med licens også have ret til at ansøge om tildeling af infrastrukturkapacitet.
To ensure efficient use of rail transport, persons other than licensed railway undertakings should be granted the right to apply for the allocation of railway infrastructure capacity.
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
Directive 2001/14/EC of the European 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
bør ændres med henblik herpå.
should be amended accordingly.
Da Europa-Parlamentets og Rådets direktiv
is regulated by Directive
og direktiv 2001/14/EF
and 2001/14/EC
bør ændres i overensstemmelse hermed -
should therefore be amended accordingly.
91/440/EØF ændres
91/440/EEC is
I artikel 3 udgår femte led.
In Article 3, the fifth indent is deleted.
I artikel 7 udgår stk. 2.
In Article 7, paragraph 2 is deleted.
Artikel 10 ændres således:
Article 10 is amended as follows:
, internationale persontransportydelser og, senest den 1. januar 2008, nationale persontransportydelser.
, cross-border rail passenger services and, by 1 January 2008 at the latest, national rail passenger services.
affattes således:
replaced by the following
Direktiv 2001/14/EF ændres således:
Directive 2001/14/EC is amended as follows:
Artikel 2, litra b), affattes således:
In Article 2, point (b) is replaced by the following:
den 1. januar 2006
1 January 2006
Europa-Parlamentets lovgivningsmæssige beslutning om forslag til Europa-Parlamentets og Rådets direktiv om jernbanesikkerhed i EU og om ændring af Rådets direktiv 95/18/EF om udstedelse af licenser til jernbanevirksomheder og direktiv 2001/14/EF om tildeling af jernbaneinfrastrukturkapacitet og opkrævning af afgifter for brug af jernbaneinfrastruktur samt sikkerhedscertificering ( KOM(2002) 21 - C5-0039/2002 - 2002/0022(COD))
European Parliament legislative resolution on the proposal for a European Parliament and Council directive on safety on the Community's railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (COM(2002) 21 – C5-0039/2002 – 2002/0022(COD))
der har fået forslaget forelagt af Kommissionen, jf. EF-traktatens artikel 251, stk. 2, og artikel 71, stk. 1, ( C5-0039/2002 ),
having regard to Articles 251(2) and 71(1) of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C5-0039/2002 ),
der henviser til betænkning fra Udvalget om Regionalpolitik, Transport og Turisme ( A5-0424/2002 ),
having regard to the report of the Committee on Regional Policy, Transport and Tourism ( A5-0424/2002 ),
Ændret ved
Directive as amended by
Medlemsstaterne har hidtil primært udviklet deres sikkerhedsforskrifter og -standarder på et nationalt grundlag byggende på nationale tekniske og driftsmæssige koncepter.
Member States have until now developed their safety rules and standards mainly on national lines, based on national technical and operational concepts.
Samtidig har forskelle i principper og indfaldsvinkel samt kulturelt betingede forskelle gjort det vanskeligt at overvinde de tekniske hindringer og etablere internationale jernbanetransporttjenester.
Simultaneously differences in principles, approach and culture have made it difficult to break through the technical barriers and establish international transport operations.
Ændret ved Europa-Parlamentets og Rådets direktiv 2001/13/EF (EFT L 75 af 15.3.2001, s. 26).
Directive as amended by Directive 2001/13/EC of the European Parliament and of the Council (OJ L 75, 15.3.2001, p.
Bestemmelserne om sikkerheden har imidlertid vist sig at være utilstrækkelige, og forskelle med hensyn til sikkerhedskrav udgør fortsat væsentlige hindringer for fuldt integreret jernbanetransport i EU.
However, the provisions on safety have proved to be insufficient and different safety requirements still present major barriers to seamless rail transport in the Community.
Det er særligt vigtigt at harmonisere reguleringsstrukturen i medlemsstaterne, indholdet af sikkerhedsforskrifter, sikkerhedscertificeringen af jernbanevirksomheder, sikkerhedsmyndighedernes opgaver og funktioner og undersøgelsen af ulykker.
It is of particular importance to harmonise the regulatory structure in the Member States, the content of safety rules, safety certification of railway undertakings, the tasks and roles of the safety authorities and the investigation of accidents.
Metro-, sporvogns- og andre light rail-systemer er i mange medlemsstater undergivet lokale eller regionale sikkerhedsforskrifter, og tilsynet varetages ofte af lokale eller regionale myndigheder og er ikke omfattet af kravene om interoperabilitet i EU og bestemmelserne om licenser.
Metros, trams and other light rail systems are in many Member States subject to local or regional safety rules and are often supervised by local or regional authorities and not covered by the requirements on Community interoperability or licensing.
Af disse grunde og i overensstemmelse med subsidiaritetsprincippet, således som dette er fastsat i traktatens artikel 5, bør medlemsstaterne kunne
For these reasons and according to the principle of subsidiarity as set out in Article 5 of the Treaty, Member States should be allowed to
lade lokale
exclude local
, som ikke gør brug af den konventionelle jernbaneinfrastruktur,
that do not make use of the conventional railway infrastructure
være udelukket fra dette direktivs anvendelsesområde.
from the scope of this Directive.
Sikkerhedsniveauerne i EU's jernbanesystem er generelt højt, navnlig sammenholdt med vejtransport.
Safety levels in the Community rail system are generally high, in particular compared to road transport.
Det er vigtigt, at sikkerheden
It is important that safety is
som et minimum
at the very least
opretholdes i den igangværende omstruktureringsfase, som indebærer adskillelse af funktioner, der tidligere var samlet hos integrerede jernbanevirksomheder, og i stigende grad afskaffer selvregulering i jernbanesektoren og erstatter den med offentlig regulering.
maintained during the current restructuring phase, which will separate functions of previously integrated railway companies and move the railway sector further from self-regulation to public regulation.
For at lette denne proces må der indhentes udtalelser fra infrastrukturforvalterne, netejerne og -operatørerne om alle certificeringsfaktorer (certificering af rullende materiel og især ibrugtagningstilladelse).
To facilitate this process, the opinion of infrastructure managers and network owners and operators should be sought with respect to all factors relating to certification (certification of rolling stock, and in particular the authorisation to place in operation).
Alle relevante oplysninger bør stilles til rådighed for infrastrukturforvalterne.
All the corresponding information should be made available to infrastructure managers.
Sikkerheden bør forbedres yderligere i overensstemmelse med den tekniske og videnskabelige udvikling, hvor det er praktisk muligt og under hensyntagen til jernbanetransportens konkurrenceevne.
In line with technical and scientific progress safety should be further improved, when reasonably practical and taking into account the competitiveness of the rail transport mode.
Alle, der opererer på jernbanesystemet, dvs. infrastrukturforvaltere og jernbanevirksomheder, bør bære det fulde ansvar for sikkerheden på deres respektive del af systemet.
All those operating the railway system, infrastructure managers and railway undertakings, should bear the full responsibility for the safety of the system, each for his part.
Medlemsstaterne bør sondre klart mellem dette umiddelbare ansvar for sikkerheden og sikkerhedsmyndighedernes opgave med at opstille nationale rammer for reguleringen af sikkerheden og føre tilsyn med operatørernes indsats på det sikkerhedsmæssige område.
Member States should make a clear distinction between this immediate responsibility for safety and the safety authorities" task of providing a national regulatory framework and supervising the performance of the operators.
og Europa-Parlamentets og Rådets direktiv 2001/16/EF af 19. marts 2001 om interoperabilitet i det transeuropæiske jernbanesystem for konventionelle tog EFT L 110 af 20.4.2001, s. 1.
and Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-European conventional rail system.
ved direktiv 2003
2003/…/EC amending
Direktiverne definerer imidlertid ikke fælles krav på systemniveau og redegør ikke detaljeret for reguleringen og styringen af og tilsynet med sikkerheden.
However, those Directives do not define common requirements at system level and do not deal in detail with regulation, management and supervision of safety.
Når der i tekniske specifikationer for interoperabilitet (TSI'er) fastsættes minimumssikkerhedsniveauer for delsystemerne, bliver det stadigt vigtigere at få fastlagt sikkerhedsmål også på systemniveau.
When minimum safety levels of the subsystems are defined by technical specifications for interoperability (TSI) it will be increasingly important to establish safety targets at system level as well.
Nationale sikkerhedsforskrifter, som ofte er baseret på nationale tekniske standarder, bør gradvist erstattes med forskrifter baseret på fælles standarder, som er fastlagt i TSI'er.
National safety rules, which are often based on national technical standards, should gradually be replaced by rules based on common standards, established by TSI.
Indførelsen af nye
The introduction of
nationale forskrifter
new national rules should be
bør så vidt muligt begrænses.
kept to a minimum.
bør være i overensstemmelse med
New rules of this kind should be
lette overgangen til en fælles strategi for jernbanesikkerheden.
facilitate the migration towards a common approach to railway safety.
Den nuværende situation, hvor nationale sikkerhedsforskrifter stadig spiller en rolle, må betragtes som en overgangsfase indtil det tidspunkt, hvor der udelukkende gælder europæiske forskrifter.
The current situation, in which national safety rules continue to play a role, should be regarded as a transitional stage, leading ultimately to a situation in which only European rules will apply.
EFT L ...
OJ L ....
Sikkerhedsmyndigheden i hver medlemsstat bør informeres om sikkerheden og indførelsen af sikkerhedsledelsessystemet.
Information on safety and the implementation of the safety management system should be submitted to the safety authority in the Member State.
Der bør i sikkerhedsledelsessystemet også tages hensyn til bestemmelserne i Rådets direktiv 96/49/EF af 23. juli 1996 om indbyrdes tilnærmelse af medlemsstaternes lovgivning om jernbanebefordring af farligt gods
The safety management system should also take account of the provisions of Council Directive 96/49/EC of 23 July 1996 on the approximation of the laws of the Member States with regard to the transport of dangerous goods by rail
Det bør af sikkerhedscertifikatet fremgå, at jernbanevirksomheden har indført sit sikkerhedsledelsessystem og kan opfylde de relevante sikkerhedsstandarder og -forskrifter.
The safety certificate should give evidence that the railway undertaking has established its safety management system and is able to comply with the relevant safety standards and rules.
Da foranstaltninger vedrørende køretid for lokomotivførere kan øge jernbanesikkerheden, kan de nationale sikkerhedsforskrifter, hvis overholdelse skal certificeres, omfatte bestemmelser om regulering heraf.
As measures governing train driving times will improve railway safety, national safety rules, compliance with which is subject to certification, may include provisions on this matter.
En yderligere harmonisering af forskrifterne om køretid inden for jernbanetransporten er ønskelig med henblik på at forbedre konkurrencevilkårene for jernbanevirksomhederne og jernbanesikkerhedsniveauet.
Further harmonisation of the rules governing driving times in the railway sector is desirable in order to improve conditions of competition between railway undertakings and the level of railway safety.
Endemålet bør være at få indført et fælles sikkerhedscertifikat, der gælder i hele EU.
The final aim should be to establish a common safety certificate with Community validity.
For jernbanevirksomheder, der driver internationale transporttjenester, er det vigtigt, at procedurerne er
For railway undertakings operating international transport services, it is important that the procedures are
de samme
the same
i forskellige medlemsstater.
in different Member States.
Selv om dele af sikkerhedscertifikatet en tid endnu vil være udformet efter nationale principper, skulle det dog være muligt at harmonisere de fælles dele af certifikatet og arbejde for indførelse af en fælles skabelon.
Although the safety certificate will contain national parts for the foreseeable future, it should nevertheless be possible to harmonise the common parts of it and facilitate the creation of a common template.
Medlemsstaterne bør have pligt til at sikre muligheder for efteruddannelse og certificering af togpersonale, og der bør gives garanti for gensidig anerkendelse af grundlæggende krav til togpersonale.
Member States should be responsible for providing training and certification of train staff and mutual acceptance of basic requirements of train staff should be guaranteed.
Der bør fastlægges en fælles procedure for gensidig godkendelse af rullende materiel i brug.
A common procedure should be established for mutual acceptance of in-use rolling stock.
Sikkerhedsmyndighederne bør i vidt omfang være uafhængige.
The safety authorities should be granted a high degree of independence.
De bør udføre deres opgaver på en åben og ikke-diskriminatorisk måde for at bidrage til indførelsen af et integreret jernbanesystem i EU og samarbejde om at koordinere kriterierne for deres beslutningstagning, navnlig i relation til jernbanevirksomheder, der udfører international jernbanetransport.
They should carry out their tasks in an open and non-discriminatory way to help to create a single Community rail system and cooperate to coordinate their decision-making criteria, in particular concerning safety certification of railway undertakings carrying out international rail transport.
De kan imidlertid have katastrofale konsekvenser og give anledning til bekymring hos offentligheden over jernbanesystemets sikkerhedsniveau.
However, they can have disastrous consequences and raise concern among the public about the safety performance of the railway system.
Alle ulykker bør derfor undersøges ud fra et sikkerhedsmæssigt synspunkt for at undgå gentagelser, og resultaterne af undersøgelserne bør offentliggøres.
All accidents should, therefore, be investigated from a safety perspective to avoid recurrence and the results of the investigations should be made public.
Farlige situationer og andre hændelser er tydelige signaler om, at der består risiko for alvorlige ulykker, og bør ligeledes undersøges i sikkerhedsmæssig henseende.
Near misses and other incidents are significant precursors to serious accidents and should also, be subject to safety investigations.
Sikkerhedsmæssige anbefalinger bør følges op af dem, hvortil de er stilet, og undersøgelsesorganet bør have tilbagemeldinger om korrigerende foranstaltninger.
Safety recommendations should be acted upon by the addressees and actions reported back to the investigating body.
derfor træffe
common safety
traktatens artikel 5.
, common safety methods, common safety indicators and common requirements of safety certificates, cannot be sufficiently achieved by the Member States and can therefore, by reason of the scale of the action, be better achieved at Community level, the Community may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty.
, bør de vedtages efter forskriftsproceduren i artikel 5 i samme afgørelse.
, they should be adopted by use of the regulatory procedure provided for in Article 5 of that Decision.
I henhold til afgørelsens artikel 2 bør nogle af foranstaltningerne til gennemførelse af dette direktiv vedtages efter rådgivningsproceduren i afgørelsens artikel 3.
In accordance with Article 2 of Decision 1999/468/EC, some measures for the implementation of this Directive should be adopted by use of the advisory procedure provided for in Article 3 of that Decision.
Sanktionerne skal være effektive, stå i rimeligt forhold til overtrædelsen og have afskrækkende virkning –
Those penalties must be effective, proportionate and dissuasive,
INDLEDENDE BESTEMMELSER Artikel 1 Mål
INTRODUCTORY PROVISIONS Article 1 Subject-matter
Formålet med dette direktiv er at forbedre jernbanesikkerheden i EU
The purpose of this Directive is to ensure the development and improvement of safety on the Community's railways
og adgangen til markedet for jernbanetransportydelser
and improved access to the market for rail transport services
reguleringen og
rules and
fastlæggelse af aktørernes respektive ansvar
defining responsibilities between the actors,
krav om, at der i alle medlemsstater oprettes nationale sikkerhedsmyndigheder og uafhængige nationale organer til at undersøge ulykker
requiring the establishment, in every Member State, of national safety authorities and independent national bodies for accident investigation,
fastsættelse af fælles principper for forvaltningen og reguleringen af og tilsynet med jernbanesikkerheden.
defining common principles for the management, regulation and supervision of railway safety.
Spørgsmål om sikkerhed i forbindelse med transport af farligt gods og sikkerhed på arbejdspladsen henhører ikke under dette direktivs anvendelsesområde.
Safety matters connected with the transport of dangerous goods and safety at work do not fall within the scope of this Directive.
Medlemsstaterne kan fra
Member States may exclude from the
og sporvognssystemer
and trams;
net, der i teknisk henseende er adskilt fra alle andre dele af
networks that are technically separated from any part of