natgillin/translations-raw huggingface dataset:
der henviser til aftalen af 27. januar 2004 mellem den europæiske jernbanesammenslutning (CER) og det europæiske transportarbejderforbund (ETF) om et europæisk lokomotivførercertifikat for interoperabilitetskørsel over grænserne,
having regard to the agreement of 27 January 2004 between the European Rail Community (ERC) and the European Transport Workers' Federation (ETF) on the European train driver's licence for drivers assigned to interoperable cross-border services,
der henviser til Transport- og Turismeudvalgets betænkning ( A6-0183/2006 ),
having regard to the report of the Committee on Transport and Tourism ( A6-0183/2006 ),
der henviser til, at der på nuværende tidspunkt eksisterer mere end 20 forskellige nationale jernbanesignalsystemer, hvilket vanskeliggør indførelsen af et europæisk jernbanesystem, som er fuldt interoperabelt og konkurrencedygtigt i forhold til andre transportformer,
whereas the present situation, in which there are more than 20 different national train protection and signalling systems, hampers the development of a fully interoperable European rail system capable of competing with other modes of transport,
der henviser til, at de nationale jernbanesignalsystemer vil forsvinde på grund af teknologisk forældelse eller utilstrækkelig markedsstørrelse, og at den europæiske signalsystemindustris fremtid afhænger af evnen til at producere moderne, standardiseret udstyr til verdensmarkedet; der henviser til, at ERTMS-projektet er af central betydning for udviklingen af denne industri og de 15 000 højtkvalificerede arbejdspladser på mellemlang og lang sigt,
whereas national train protection and signalling systems will disappear as a result of technological obsolescence or because the markets concerned are too small; whereas the future of the European signalling industry will depend on its ability to produce modern standardised equipment for the world market; whereas, in addition, the ERTMS project is vital for the medium- to long-term development of the industry and its 15 000 highly skilled jobs,
der henviser til, at ERTMS bliver et eksportprojekt, da også jernbaner uden for Europa allerede har besluttet at udskifte deres forældede systemer med ERTMS - de afgivne lokomotivbestillinger fra Korea, Taiwan, Indien, Saudi-Arabien og Folkerepublikken Kina samt infrastrukturprojekter i disse lande viser klart, at der er et markedspotentiale; der ligeledes henviser til, at disse projekter over alt i verden påviser det meget store potentiale i denne europæiske teknologi, som kan blive verdensstandard, hvis der er et tilstrækkeligt stærkt markedsgrundlag i Europa at bygge på,
whereas ERTMS is becoming an export-oriented project because railway companies outside Europe have likewise already decided to replace their obsolete systems with ERTMS – current locomotive orders from Korea, Taiwan, India, Saudi Arabia, and the People's Republic of China, as well as infrastructure projects in those countries, are a clear measure of the market potential; whereas, moreover, these projects, spread as they are across the globe, demonstrate the huge potential of this European technology, which could become the world standard, if it can be built upon a strong enough European market base,
der henviser til, at det derfor er særligt vigtigt nu at få fastlagt en klar og koordineret omstillingsstrategi, som giver jernbanesektoren den nødvendige mulighed for sikker planlægning, samtidig med at det sikres, at jernbanetransportens eksterne konkurrenceevne ikke forringes i forhold til andre transportformer,
whereas it is therefore particularly important, as regards the next step, to lay down a clear-cut coordinated migration strategy so as to afford the rail industry the necessary certainty as to planning, while ensuring that this strategy does not reduce the external competitiveness of the railways with other modes of transport,
der henviser til, at aftalen mellem jernbanesektoren og Kommissionen, det såkaldte Memorandum of Understanding, som blev underskrevet i marts 2005, i den henseende er et vigtigt eksempel,
whereas the agreement between the railway industry and the Commission signed in March 2005, the "Memorandum of Understanding", has sent a significant message from that point of view,
der henviser til, at den konsoliderede version af de tekniske specifikationer for ERTMS-systemet, som skal vedtages af Kommissionen i de kommende måneder, udgør et tilstrækkeligt grundlag for levering af interoperable systemer og for offentlige udbud på hovedlinjerne,
whereas the consolidated version of the ERTMS technical specifications, which the Commission is due to adopt in the next few months, provides a sufficient basis on which to set up interoperable systems and organise invitations to tender regarding the corridors,
der henviser til, at indførelsen af ERTMS er et storstilet europæisk økonomisk projekt på tværs af landegrænserne, og at fremskridt inden for et fælles jernbanesignalsystem kan spille en vigtig rolle for strategien til aflastning af vejnettet og flytning af transportstrømme over til jernbanen samt for en europæisk politik til harmonisering af konkurrencevilkårerne mellem de forskellige transportformer,
whereas the deployment of ERTMS is a major cross-border European economic project and whereas progress as regards a standard train protection and signalling system could play a central role in the strategy of easing the strain on the roads and shifting transport flows to the railways and as part of a European policy for harmonising the conditions of competition between the different modes of transport,
anerkender, at ERTMS er et jernbanesignalsystem, der er de nationale systemer overlegent, og som bør være billigere i anskaffelse og vedligeholdelse - f.eks. fordi signalmasterne bliver overflødige -, og at det giver øget sikkerhed med hensyn til fejlfinding og overvågning ved alle hastigheder og under alle forhold, hvilket ofte kan øge strækningens kapacitet betydeligt;
Recognises that, as a train protection and signalling system, ERTMS is superior to the national systems to the extent that it should be cheaper as far as new acquisitions and maintenance are concerned – for instance because signal posts will no longer be necessary – safer at all speeds and under all circumstances in terms of troubleshooting and monitoring, and very often will enable line capacity to be increased substantially;
anerkender, at jernbaneinfrastrukturen i Europa med indførelsen af ERTMS nu også får indført den digitale teknik samlet, hvorved indsnævringer i knudepunkter og flaskehalse kan fjernes uden omkostningskrævende nye anlægsarbejder; der henviser til, at der i omstillingsfasen dog vil opstå betydelige ekstraomkostninger, som ikke skal bæres af jernbanevirksomhederne alene, og at en gennemgående traktion uden tidskrævende udskiftning af lokomotiv og lokomotivfører ved grænsen sænker omkostningerne og transporttiden og højner transportydelsernes pålidelighed;
Notes that, through ERTMS, digital technology will be applied uniformly to European rail infrastructure as well, thus enabling congestion at junctions and bottlenecks to be eliminated, without need for costly new building; notes, however, that during the migration stage considerable additional costs will be incurred, which will be economically impossible for building firms to meet on their own; considers that continuous traction without time-consuming changes of locomotive and driver when crossing a border cuts costs and journey times and increases the reliability of the service;
anerkender, at jernbanesektoren med ERTMS-teknologien har en historisk chance for nu også for jernbanens vedkommende at udnytte fordelene ved digital teknik til fulde, samt at der skabes mulighed for at øge konkurrenceevnen og vinde terræn over for andre transportformer, idet der navnlig på de lange strækninger inden for godstransport på tværs af grænserne vil være fordele at hente;
Recognises that ERTMS technology will give the railway industry a historic opportunity to exploit digital technology to the full for the benefit of the railways, gain in competitiveness, and make up ground on the other modes of transport, especially since trains will be able to "steal a march" by transporting goods in cross-border carriage over long stretches at a time;
anerkender, at ERTMS blev udviklet med støtte fra de hidtidige rammeprogrammer for forskning og foreligger i en konsolideret startudgave, og at der dermed er mulighed for en bredt anlagt indførelse; der anerkender, at indførelsen af GSM-R skrider hurtigt frem, og at der gøres store fremskridt med hensyn til ETCS; understreger, at der dog ikke er tilvejebragt nogen automatisk forløbende proces, som uafhængigt af de økonomiske, sikkerheds- og kapacitetsfremmende aspekter kan udvirke, at ERTMS uden yderligere tiltag sætter sig igennem på hele det transeuropæiske jernbanenet, og at de 20 forskellige jernbanesignalsystemer, som stadig eksisterer, efter adskillige år vil høre fortiden til og være erstattet af et enkelt system - nemlig ERTMS - i alle EU's medlemslande;
Recognises that ERTMS has been developed with the aid of the previous research framework programmes, and at present exists in a consolidated prototype form that can thus be deployed widely as of now; also notes that the deployment of GSM-R is proceeding apace and good progress is being made as regards ETCS; stresses, however, that this has not yet sufficed to create an automatic cause and effect relationship whereby, irrespective of the financial and safety aspects and the matter of boosting capacity, ERTMS will be established on the entire trans-European rail network without further intervention and the 20 different train protection and signalling systems still existing today will in a few years" time be a thing of the past and will have been superseded by a single system – ERTMS – in all the EU Member States;
henviser til, at ETCS på strækningerne kun kræver den såkaldte eurobalise til dataoverførsel samt radiobloksenderen, mens en ETCS-computer (on-board unit) overtager databehandlingen af trafikstyringen;
Points out that, trackside, ETCS requires only the "Eurobalise" radio beacons for data transmission and the radio block centre and that, as far as on-board devices are concerned, an ETCS on-board unit processes the train protection data;
er klar over, at det ikke er tilfredsstillende, hvis gamle systemer og ERTMS skal eksistere sideløbende i årtier, og at det derfor er afgørende at koordinere omstillingen og gøre omstillingsfasen så kort som mulig, og at det derfor skal være centralt, at der udarbejdes en logisk omstillingsstrategi for hele jernbanenettet, sådan som det også kræves i aftalen mellem Kommissionen og de europæiske jernbaneforbund; opfordrer derfor Kommissionen til i samråd med Det Europæiske Jernbaneagentur, medlemsstaterne og industrien inden længe at forelægge en bindende ERTMS-masterplan;
Realises that it would be unsatisfactory for old systems and ERTMS to coexist side by side for decades and that it will accordingly be vital to coordinate the migration and make the migration stage as short as possible; considers, in view of the foregoing, that a sound migration strategy for the whole network, as likewise called for in the agreement between the Commission and the European rail industry associations, has a key role to play; calls on the Commission, therefore, in consultation with the ERA, the Member States, and the industry, to submit a binding "ERTMS master plan" without delay;
går ud fra, at en vellykket omstilling til ERTMS vil være en betragtelig udfordring for alle involverede parter; medlemsstater, trafikministerier, jernbanetrafikvirksomheder, infrastrukturoperatører og jernbaneindustri skal være enige om målene, og roller og ansvarsområder skal defineres klart i denne proces; hilser det velkomment, at Kommissionen har udpeget Karel Vinck som koordinator for dette storstilede projekt;
Assumes that a successful migration to ERTMS will pose a considerable challenge to all concerned; believes that Member States, transport ministries, rail transport operators, infrastructure managers, and the rail industry will have to agree on the goals and that roles and responsibilities must be clearly defined; welcomes the fact, therefore, that the Commission has appointed Karel Vinck to coordinate this major project;
understreger, at et afgørende gennembrud kun vil lykkes ved at undgå et kludetæppe af mindre ERTMS-dækkede områder, som igen udelukkende kunne etableres eller gennemføres ved hjælp af en lang række nationale systemer; det drejer sig derimod om for det første at etablere ERTMS fuldt ud på udvalgte strækninger, og for det andet hurtigst muligt at opnå en "kritisk masse" af sådanne strækninger og tog, også for at muliggøre yderligere stordriftsfordele;
Maintains that a decisive breakthrough would be impossible to achieve if ERTMS were to take the form of, say, a patchwork of fairly small pockets that could be reached or crossed only by using a multitude of national systems; considers on the contrary that the key to success lies firstly in equipping selected corridors with ERTMS throughout and secondly in attaining "critical mass" as quickly as possible in terms of equipped lines and trains so as to bring about further economies of scale;
antager, at omstillingsstrategien, for at sikre fuld gennemførelse af ERTMS, skal omfatte en tidsplan og detaljerede bestemmelser for fuldstændig omstilling af alle nationale netværk, hvilket er næste skridt, så snart systemet er indført på hovedlinjerne;
Assumes that, to guarantee the full implementation of ERTMS, the migration strategy will include a timetable and detailed arrangements for the complete migration of all national networks, which will be the next step after the installation of the system on the corridors;
fremhæver, at det fælles trafikstyringssystem ERTMS er udarbejdet med henblik på at begrænse eller ligefrem undgå den omkostningskrævende fremstilling og drift af køretøjer udstyret med en lang række gamle systemer; henviser til, at omstillingsperioden vil kræve dobbeltudstyr, hvilket i første omgang vil påføre jernbanesektoren større byrder; understreger, at dette system vil forenkle og fremskynde interoperabiliteten betydeligt, og at det kun er 13 % af godsmængden, der transporteres ad jernbane i Unionen, mens dens sammenlignelige andel i USA ligger på ca. 27 %; mener, at det med EU's nuværende tekniske og politiske kludetæppe næppe er muligt at højne denne andel nævneværdigt, hvorfor det vil være på sin plads at prioritere og investere i ERTMS;
Maintains that ERTMS, a standard train protection system, should reduce, or remove the need for, the costly manufacture and operation of rolling stock with numerous obsolete systems added on; notes that the transitional migration period will necessitate dual equipment, which will increase the financial burden for the rail sector in the initial stage; considers that ERTMS will greatly simplify and speed up interoperability; points out that only 13% of freight in the Union is carried by rail, whereas the figure in the US stands at about 27%; believes, given that the EU at present constitutes such a technical and political hotchpotch, that it is scarcely possible to raise the above percentage to any appreciable extent and that it would accordingly be worthwhile to invest resolutely in ERTMS as a matter of priority;
er derfor af den opfattelse, at det er af afgørende betydning for ERTMS's succes, at de hovedlinjer, der er blevet undersøgt, (A: Rotterdam-Genova, B: Napoli-Berlin-Stockholm, C: Antwerpen-Basel/Lyon, D: Sevilla-Lyon-Torino-Trieste- Ljubljana, E: Dresden-Prag-Brno-Wien-Budapest, F: Duisburg-Berlin-Warszawa) og de tog, der er i drift på disse, udstyres med ERTMS hurtigt og uden undtagelse, ikke mindst fordi det vil anspore alle berørte parter til at tilegne sig en "fællesskabsindfaldsvinkel" i stedet for at tænke i rent nationale baner; er i denne sammenhæng af den opfattelse, at den hensigtserklæring, som transportministrene den 3. marts 2006 underskrev om indførelse af ERTMS på hovedlinjen Rotterdam-Genova, er et godt eksempel;
Is consequently of the opinion that if ERTMS is to succeed, it will be essential for the six corridors dealt with (A: Rotterdam-Genoa, B: Naples-Berlin-Stockholm, C: Antwerp-Basel/Lyon, D: Seville-Lyon-Turin-Trieste-Ljubljana, E: Dresden-Prague-Brno-Vienna-Budapest, F: Duisburg-Berlin-Warsaw) and the trains running on them to be equipped quickly and completely with ERTMS, not least because this will encourage all concerned to adopt a "Community approach" instead of thinking in purely national terms; is of the opinion that in this connection, the Letter of Intent signed on 3 March 2006 by the transport ministers of the Rotterdam-Genoa corridor concerning the deployment of ERTMS sets a good example;
er overbevist om, at det for at opnå den nødvendige kritiske masse er nødvendigt at fremme investeringer på de hovedlinjer, hvor enkelte strækninger allerede er fuldført, og hvor infrastrukturforvalterne skal færdiggøre de manglende dele inden 2015;
Is convinced that to attain the necessary critical mass, it is necessary to support the investments on corridors where some routes have already been completed and infrastructure managers are committed to complete the missing parts by 2015;
er desuden af den opfattelse, at den seneste udvidelse af Unionen i 2004 bør give anledning til, at øst-vest-forbindelsen tages i betragtning; finder det vigtigt at holde sig for øje, at dette kun vil afstedkomme få yderligere udgifter i de medlemsstater, der har behov for omfattende moderniseringsarbejder på deres jernbanelinjer;
Also takes the view that the most recent enlargement of the Union, in 2004, should cause east-west links to be taken into account; considers it important to bear in mind that this will incur little additional expenditure in those Member States which need extensive modernisation work on their network;
henviser til, at uensartede nationale tilladelsesprocedurerer for rullende materiel er et grundlæggende problem for den europæiske jernbanesektor, et problem der også er tiltagende i forbindelse med ERTMS; opfordrer derfor Kommissionen til i samarbejde med det Europæiske Jernbaneagentur at fremme arbejdet med en fælles og mere enkel tilladelsesprocedure på EU-plan betydeligt og at fastlægge og stabilisere standarder, der er bindende for alle, således at omkostningerne til produktion og udstyr kan reduceres betydeligt;
Points out that disparities in national licensing procedures for railway vehicles pose a fundamental problem for the European rail industry that becomes more acute when considered together with ERTMS; calls on the Commission, assisted by the European Railway Agency, to press determinedly ahead with the work on a standard simplified EU-wide licensing procedure and define and permanently establish binding standards for all, so as to enable manufacturing and fitting-out costs to be reduced substantially;
Problemet med "den sidste mil"
The "home straight" problem
er af den opfattelse, at når strækningerne udstyres med ERTMS, skal dette ske fra perron til perron eller fra fragtcenter til fragtcenter og frem til landegrænsen eller den tilhørende havn; mener endvidere, at støtte i form af EU-midler skal være udelukket, hvis dette krav ikke er opfyldt, og opfordrer Kommissionen til at være yderst opmærksom herpå;
Is of the opinion that when a route is equipped with ERTMS, the system should be complete, extending from platform to platform or freight centre to freight centre as far as the national border or the port served; also takes the view that no EU support should be granted if the above criterion is not fulfilled and calls on the Commission to ensure strict compliance with this point;
kræver, at det hurtigt undersøges, om integrering af anvendelsesmetoden Limited Supervision gør det muligt at erstatte forskellige nationale systemer med ETCS eller overføre dem hertil; konstaterer desuden, at det må undersøges, om det med Limited Supervision kan lade sig gøre at lukke huller især i trafikknudepunkter på omkostningsbesparende måde;
Calls for the integration of the limited supervision application mode to be analysed rapidly to verify whether it will enable various national systems to be replaced by, or combined with, ETCS; notes in addition that it will have to be verified whether limited supervision could offer an economical way to fill gaps, especially at junctions;
er af den opfattelse, at Det Europæiske Jernbaneagentur sammen med de nationale trafikministerier skal sikre, at der for fremtiden kun udstedes tilladelse for nye lokomotiver, hvis de ud over det nationale signalsystem også forsynes med ERTMS eller på forhånd har dette udstyr monteret fra fabrikken;
Is of the opinion that the European Railway Agency, in agreement with the national transport ministries, must ensure that no new locomotives will be licensed in the future unless they are fitted or prefitted with ERTMS as well as the national train protection and signalling system;
understreger, at nationale varianter af ETCS i dag anvendes på højhastigheds-/ højkapacitetsstrækninger (f.eks. Rom-Napoli, Madrid-Lérida, Bern-Olten), men at det stadig volder problemer at anvende systemet inden for det konventionelle jernbaneområde (godstransport og passagerbefordring); finder, at det fortsat er nødvendigt at uddybe og forbedre anvendelsen heraf med henblik på at afhjælpe eksisterende anvendelsesproblemer; mener fortsat, at der hurtigst muligt skal findes løsninger vedrørende nøglefunktioner såsom bevogtede jernbaneovergange, parametriserede bremsekurver og radio infill, som der allerede er taget højde for i standard 2.3.0, og anvendelsesmetoden Limited Supervision;
Points out that national variants of ETCS are currently being used on high speed/high capacity routes (for example Rome to Naples, Madrid to Lleida, or Berne to Olten); notes, however, that use of the system in the conventional rail sector (freight and passenger traffic) and especially in cross-border traffic still poses problems; feels that it is still necessary to deepen and improve its application with the aim of overcoming current application problems; maintains that solutions need to be found as a matter of urgency regarding key functions such as level crossings with barriers, parameterised graphical braking representation, radio infill as already provided for in the 2.3.0 standard and the limited supervision application mode;
opfordrer i lyset af det forhold, at hurtigforbindelsen Paris-Østfrankrig-Sydvesttyskland i lighed med den nord-sydgående linje Rotterdam-Genova endnu ikke kan køres med ERTMS hele vejen igennem, alle berørte parter til at få lukket dette hul hurtigst muligt;
Notes that the Paris-eastern France-south-west Germany high-speed rail link, like the Rotterdam-Genoa north to south corridor, cannot yet be operated using ERTMS throughout and consequently calls on all concerned to fill the gaps as quickly as possible;
finder det nødvendigt, at jernbanevirksomhederne, jernbaneindustrien og Det Europæiske Jernbaneagentur sammen udarbejder den fremtidige standard, og at EU gør omstillingen fælles og bindende for alle, idet national enegang i videreudvikling af systemet skal forhindres, sådan at de eksisterende 20 forskellige systemer ikke erstattes af 20 inkompatible ERTMS-baserede systemer; anmoder Det Europæiske Jernbaneagentur om, at den fremover anvendte standard i Europa som et minimum ligger på samme niveau som de nugældende sikkerhedsstandarder i medlemsstaterne;
Believes that the railway companies, the rail industry, and the European Railway Agency must together draw up the standard of the future and the EU must lay down migration on a common and binding basis for all; considers that independent national initiatives to develop the system further must be prevented so as to ensure that the 20 different existing systems will not be replaced by 20 incompatible ERTMS-based systems; calls on the ERA to ensure that the future standard used in the European area is overall at least equivalent to the safety level currently in force in the Member States;