natgillin/translations-raw huggingface dataset:
Hvad specielt angår persontransporten, overlades også ifølge Kommissionens opfattelse den endelige afgørelse til staterne, mens principperne for en kom merciel tjenesteydelse efter gennemførelse af kom missionsforslagene skal gælde for godstransport.
In the opinion of the Committee on Transport, this can be done, and we therefore expect this report to help the Council of Transport Ministers and, indeed, the national parliaments to accept the Commission's proposals.
Hvad drejer det sig i princippet om?
The Economic and Social Committee has also emphasized these aspects.
Der skal sørges for, at det politiske sporskifte gør det muligt for jernbanerne i medlemsstaterne at komme væk fra sidesporet og vende tilbage til det hovedspor, hvor de hører hjemme.
It too is in principle satisfied with the Commission's initiative and proposals, but warns that there must be no tampering with the obligations associated with the concept of 'public service'.
Det betyder, at det finansielle ansvar for vedligeholdelse og udbygning af jernbanenettet — dvs. jernbanernes transportveje — overtages af medlemsstaterne som en traditionel statslig opgave.
It notes that the term 'rationalization' is used rather vaguely by the Commission and warns that the situation in the less developed regions must not be allowed to become any worse.
Som kompensation herfor skal der pålægges jernbanerne afgifter, som medlemsstaterne endvidere tillige skal kræve af medkonkurrenterne på landevejen og vandvejene.
Account must also be taken of the existing legal and organizational structures of the railway companies, which are not the same in all the Member States.
For en virkelig sanering af jernbanerne er det nødvendigt med en transportplanlægning, der tjener til retningslinje, og hvori det præcise
During the discussions in the Committee on Transport the Commission's representatives also said — and
Topmann punkt, når medlemsstaterne overtager det finansielle ansvar vor jernbanernes infrastruktur.
Topmann are discussing and voting on today and the Visser report adopted by the Committee on Transport have endorsed most of our demands.
Her må der dog gøres den randbemærkning, at de eksterne samfundsmæssige omkostninger for de tre transportteknikker bestemt ikke er ens.
What is the principle here? We must ensure that the policy lines chosen enable the Member States' railways to move away from the siding and back onto the main line again.
Jeg tænker her på transportsikkerheden, følgerne for miljøet, le vedygtigheden, energiforbruget og beskæftigelsen.
Firstly, this means that the longstanding disadvantages in competition vis-à-vis their competitors on the roads and waterways are removed as soon as possible.
Jeg skal kun nævne den sure nedbør og den alvorlige luftforurening i Ruhr-området i denne vinter.
That means that the financial responsibility to maintain and develop the railway network — i.e. the rail transport routes — is taken over by the Member States as an original state task.
Det primære spørgsmål er, hvorledes Kommissionen vil vurdere disse samfundsmæssige aspekter.
To offset this, use costs are to be imposed on the railways, like those which the Member States also require from their competitors on the roads and waterways.
Hvorledes stiller Kommissionen sig til tanken om at opstille et europæisk trafik- og transportregnskab?
We do not think this can be said of the proposal that governments should not be permitted to require the railway undertakings to take rationalization measures.
Dette skulle så indeholde alle fordele og ulemper ved de forskelle transportteknikker.
This is unfortunately unavoidable in many Member States.
Dette betyder også, at de samfundsmæssige aspekter må medtages.
It is not a pleasant task for elected politicians, but we shall not, of course, solve this problem by sticking our heads in the financial sand either.
Det europæiske transportregnskab kan da ligeledes bruges til at fast sætte de nødvendige kriterier for nye investeringer.
It will be conducive to healthy competition among the various transport sectors if they all have to bear equal shares of infrastructural costs.
Ligesom Kommissionen er vi overbevist om betydningen af infrastrukturens udvikling.
We would welcome it if governments' financial responsibility was also extended to include the installation and maintenance of infrastructure.
Vi stiller os positivt til forbedringen af grænseinfrastrukturen for lastbiler, men vi anmoder også Kommissionen om at fremsætte forslag om ophævelse af flaskehalse ved grænserne for jernbanetransporten og sejladsen ad indre vandveje.
A Dutch study has shown that there are now major differences in the imputation of infrastructural costs.
Udtrykt i al korthed lyder vort krav: medlemsstater ne — dvs. de, der bestiller den pågældende tjenesteydelse — skal overtage de omkostninger, der er en følge af deres politiske krav, og som ikke kan dækkes ved hjælp af jernbanernes tariffer eller krævede særtariffer.
Since the railways in the Member States have not been neatly tailored to today's needs over the past decades, we must ensure that when the Member States take over financial responsibility for railwy infrastructure they also focus their transport investment policy on the railways.
Anderledes end hidtil bør dette reguleres gen nem klare aftaler, som efter vor opfattelse skal indgås forud for de offentlige tjenesteydelser, der kræves af jernbanerne. En sådan fremgangsmåde skal i lige grad gælde for person- og godstransport.
A cost benefit analysis based on actual transport criteria, which should include transport safety, a low level of damage to the environment, rational use of energy and limited requirement of land, must — unlike in the past — serve as the guideline of the Member States' political action.
Ministerrådet, som hidtil har svigtet på næsten alle områder af en fælles europæisk transportpolitik, bør her og navnlig på baggrund af den dom, der kan ventes fra Den europæiske Domstol i passivitetssøgsmålet, starte forfra og så hurtigt som muligt føre Kom missionens og Europa-Parlamentets forslag ud i livet. vet.
Furthermore, the railway undertakings must also become more competitive again in that area in which they have to provide a public service to improve the welfare of the citizens, not for reason of their own profitability but on the instructions of the Member States or other providers of capital.
I den seneste tid har opmærksomheden til overflod været henledt på jernbaneforbindelserne med høj hastighed.
It should be added that the external social costs borne by the three transport sectors are certainly not the same.
Anvendelse af avancerede og nye teknologier på transportområdet kan forbedre kommunikationen i Europa betydeligt.
We need only think of transport safety, the effect on the environment, viability, energy consumption and employment.
Også for beskæftigelsen og industripolitikken er dette vigtigt.
I need only refer to acid rain and the serious air pollution in the Ruhr district this winter.
Ifølge presseforlydender har præsident Mitterrand og forbundskansler Kohl udtalt sig til fordel for en jernbaneforbindelse med høj hastighed mellem Paris og Köln via Bruxelles — en god ting.
The most difficult question is how the Commission intends to take these social questions into consideration.
Dette åbner muligheder for tilkobling, f.eks. af det nederlandske jernbanenet, til nettet med høje hastigheder.
What are the Commission's views on the idea that a calculation should be made of all the costs and benefits of the various means of transport in Europe?
Det er imidlertid en vigtig for udsætning, hr. formand, at der så er et europæisk system...
The social aspects would therefore have to be included too.
Formanden. — Hr. Cornelissen, det gør mig ondt, men De har overskredet Deres taletid, og vi vil gerne have debatten afsluttet i aften.
This calculation could then be used to establish the criteria needed to govern new investment.
Cornelissen (PPE). — (NL) Hr. formand, i sit ar bejdsprogram for 1985 går Kommissionen ind for en mere åben og effektiv transportpolitik.
In summary, our request is the following: the Member States, i.e. those who order the service, must bear the costs which arise out of their policies and which can not be covered by the railways' tariffs or special tariffs.
For beskæftigelsen i Fællesskabet er dette neturligvis af stor betydning.
Unlike in the past, this should be regulated by precise agreements which, in our view, must be based primarily on the public services required of the railways.
De forslag, som vi behandler i dag, indgår i denne strategi.
The same procedure must also apply to passenger and to goods traffic.
Newton Dunn (ED). — (EN) Hr. formand, jeg vil ger ne lægge ud med at byde kommissæren velkommen til hans første transportdebat her i Parlamentet.
The Council of Ministers, which hitherto has achieved nothing in nearly every area of a common European transport policy, should start afresh here, especially against the background of the forthcoming judgment of the European Court of Justice in the proceedings for failure to act, and translate the proposals of the Commission and the European Parliament into action as soon as possible.
Jeg vil gerne sige, at min gruppe går ind for Kommissionens forslag, men med to forbehold, som vi ikke er så glade for.
Like the Commission, we attach importance to the development of the infrastructure.
Det første — og det er grunden til, at vi har stillet ændringsforslag nr. 13 — er Kommissionens forslag om, at der skal være tvungen ansvarsadskillelse mellem ejendomsretten til jernbaneinfrastrukturen og ansvaret for at levere jernbanetransport.
We are in favour of the improvement of the infrastructure for lorries at frontiers, but we should also like to see the Commission submitting proposals for the elimination of the bottlenecks that affect rail and inland waterway traffic at frontiers.
Vi mener ikke at de to ting nødvendigvis bør adskilles tvungent på den måde.
Recently high-speed rail links have attracted a great deal of interest.
Hertil regner vi ikke forslaget om at fjerne muligheden for, at myndighederne kan pålægge jernebanevirksomhederne rationaliseringsforanstaltninger.
The use of advanced and new technologies in transport may greatly improve communications in Europe.
Det te er desværre uundgåeligt i mange medlemsstater. Det er ikke nogen morsom opgave for valgte politikere, men at stikke hovedet i den finansielle busk løser naturligvis heller ikke problemet.
This is also important where employment and industrial policy are concerned.
Vi finder det godt, hvis myndighedernes finansielle ansvar udvides til anlæggelse og istandsættelse af infrastrukturen.
Mr Cornelissen (PPE). — (NL) Mr President, in its programme for 1985 the Commission calls for more open and efficient management in transport.
En nederlandsk undersøgelse viser, at der nu findes store forskelle i beregningen af infrastrukturomkostninger.
This is, of course, extremely important for employment in the Community. The proposals we are discussing today
Newton Dunn til, at vi har sillet ændringsforslag nr. 13, som ændrer forpligtelsen i ordet skal i Kommissionens forslag til kan, som giver en valgmulighed.
That is why we have tabled Amendment No 13 which changes the compulsion of the word 'shall' in the Commission's proposal to 'may', which makes it an option.
år gammelt.
The entire rolling stock is more than 90 years old.
Der er ingen jernbaneforbindelse mellem havne og industrier, og hvor den findes, benytter industrierne den som afpresningsmiddel for at opnå bedre priser hos andre transportmidler.
There are few rail links between ports and industry, and those that exist at all are used by industrialists as a lever to obtain more favourable prices from other means of transport.
Derfor er de græske jernbaners transportandel faldet fra 50% af den samlede transport i 1950 til 5% i dag.
Thus, the part played in transport by the Greek rail ways has decreased from 50% in 1950, to 5% at present.
60% af det rullende materiel og lokomotiverne står stille.
Sixty per cent of the rolling stock and locomotives lie idle.
Der er mangel på specialuddannet personale, og de 14 000 ansatte ved jernbanerne har store problemer på ar bejdspladsen med hensyn til løn og pension.
There is a shortage of trained personnel, and the 14 000 railway workers are facing severe problems to do with their working conditions, wages and pensions. sions.
Det er vor overbevisning, at uden betydelige statstilskud og -støtte vil de græske jernbaner fortsætte deres kummerlige tilværelse.
In our opinion, without serious state investment and support the Greek railways will continue to stagnate.
Wijsenbeek (L). — (NL) Hr. formand, lad mig begynde med at sige, at jeg er ankommet med tog her i dag, og at dette for et parlamentsmedlem er den eneste måde, hvorpå man kan læse alle de dolumenter, som man får forelagt for sådan en uge, og også få forberedt sit indlæg.
Mr Wijsenbeek (L). — (NL) Mr President, I should like to begin by saying that I came here by train today and that this is the only way to travel for a Member of Parliament who wants to read all the documents that are pushed in front of him for a week like this and to prepare a speech as well.
Min kompliment til de tyske statsbaner.
My compliments to the Ger man Federal Railways.
For det andet medfører vejtransport meget store so ciale omkostninger, som Kommissionen ikke har taget med i overvejelserne.
Secondly, road transport entails very great social costs which the Commission has not taken into account.
For eksempel sker der om kring 50 000 ulykker på vejene hvert år i EF, og de har enorme omkostninger, som Kommissionen ikke har taget med i sine beregninger, omkostninger ved vejhjælp, hospitaler og lægehjælp, forsikringspræmier og så videre.
For example, there are something like 50 000 road fatalities each year in the Community and they have an enormous cost which the Commission has not taken into account in its calculations: the cost of road services, hospitals and medical services, insurance premiums and so on.
De bør med ind i overvejelserne, hvis vi skal have et virkeligt sammenligningsgrundlag mellem forskellige transportformer, Naturligvis er forureningsomkostninger også en faktor, en meget stor faktor, for vejtransportens vedkommende, men ikke for jernbanernes.
They ought to be taken into account if we are going to have a genuine basis of comparison between different modes of transportation. Of course, pollution costs are also a factor, a very great factor, in road transport but not in railways.
Til slut vil jeg gerne gratulere ordføreren med en meget afbalanceret betænkning.
Finally, I would like to congratulate the rapporteur on a very balanced report.
Jeg undskylder, at min gruppe har stillet en del ændringsforslag, men jeg er sikker på, at han vil forstå, at der somme tider er ekstra meninger i min gruppe, som indløber efter udvalgsmødet.
I apologize that my group has brought in a number of amendments but he does appreciate, I am sure, that occasionally there are extra opinions from my group which come in after the committee meeting.
Dernæst vil jeg komplimentere ordføreren, der har haft den vanskelige opgave at styre mellem effektivitetens Scylla og transportpligtens Charybdis.
My compliments too to the rapporteur, who has had the difficult task of steering a course between the Scylla of efficiency and the Charybdis of the obligation to provide a transport service.
I mod sætning til det nye britiske togsystem med APT-tog, der hænger i kurven, er hr. Visser efter min opfattelse gledet ud på den venstre side af sporet.
Unlike the new British APT trains, which lean on the bends, I believe Mr Visser has travelled along the left side of the rails.
Og hvorfor det, hr. formand?
And why is this, Mr President?
Fordi hr. Visser i sin betænkning i modsætning til, hvad Kommissionen har sagt, nemlig at vi nu endelig må sanere, disker op med endnu mere af samme slags, således at der lides endnu flere tab.
Because, unlike the Commission, which has said that we must at last do some thing about improving the situation, Mr Visser has served up yet more of the same thing in his report, which will mean yet more losses being incurred.
Adamou (COM). — (GR) Hr. formand, Fællesskabet har ikke og har aldrig haft nogen planlagt og programmeret transportpolitik.
Mr Adamou (COM). — (GR) Mr President, the Community has not had, and still does not have any planned and programmed policy on transport.
Alt, hvad der sker på dette område, er tilfældigt og har ikke til formål at skabe sikker, bekvem og billig transport af passagerer og gods til gavn for samfundet som helhed.
Whatever is done from time to time in that sector is ad hoc, and is not aimed at promoting reliable, convenient and cheap transport of passengers and goods to the benefit of the Community as a whole.
Formålet er ene og alene at sikre og forøge profittes for de store virksomheder, som dominerer transportsektoren.
Its sole aim is to secure and increase the profits of the megalithic companies that dominate the transport sector.
Jeg forstår, ar hr. Cornelissen til en vis grad under pres fra OTV har undladt at stille ændringsforslag, men jeg gør ordføreren opmærksom på, et jeg til trods for min oprindelige modstand i udvalget, alligevel har set mig nødsaget til nu at stille ændringsforslag.
Mr President, this European Parliament will not be doing its job properly if we do not once again protect the taxpayer against the Moloch of the state railway companies, the trade unions and passengers' pressure groups, all of whom want to go on increasing the losses.
Navnlig hvad angår det emne, vi drøfter i dag, kunne jernbanerne være det bedste fælles transportmiddel for mennesker og gods.
With particular reference to the matters we are debating today, namely railways, could be made the larg
Hr. formand, jeg vil sige endnu to ting.
I simply cannot find any mention of this in Mr Visser's report or in the Commission's proposals.
For det første savner jeg i betænkningen enhver henvisning til...
But I hope I can at least count on Mr Cornelissen's support.
Formanden. — Hr. Wijsenbeek, Deres taletid er udløbet, jeg er bange for, at Deres to ting kommer til at vente.
Mr President, I should just like to say two more things. Something I sorely miss in the report is a refer ence to . . .
me gennem privatisering og fjernelse af regler.
I am afraid your two things will have to wait.
Vi har hørt noget af det fra talere her i dag, og vi har sandelig også set noget af det afspejlet i disse uheldige, for sinkede ændringsforslag, som nu foreligger.
We have heard some of it from the speakers today and we certainly have seen some of it reflected in these unfortunate belated amendments that we have now got in front of us.
Betænkningen giver klart udtryk for, at det ikke kan være en rent kommerciel aktivitet, at regionerne ikke må sættes i en endnu dårligere situation gennem yderligere servicenedskæringer, at jernbanedrift må anerkendes som en vigtig del af transportsystemet.
The report does clearly indicate that it cannot be a purely commercial activity, that regions must not be further disadvantaged by further reductions in service and that rail must be recognized as an important part of transport systems.
Clinton Davis, medlem af Kommissionen. — (EN) Hr. formand, transportudvalgets betænkning giver anledning til nogle kommentarer, som jeg gerne vil frem sætte.
Mr Clinton Davis, Member of the Commission. — Mr President, the report of the Committee on Transport gives rise to a number of comments that I would like to make.
Den første kommentar er en ros til hr. Visser for den dygtighed, hvormed han har udført sit arbejde, og også for de tings han sagde ved starten af debatten.
The first comment is to pay a tribute to Mr Visser for the skill with which he has conducted his work and, indeed, for the remarks that he made at the beginning of the debate.
I det sore og hele mener vi, at udvalgets holdning har været særdeles positiv.
On the whole, we believe that the approach of the committee has been extremely positive.
Stevenson (S). — (EN) Hr. formand, denne situation har rødder langt tilbage i tiden.
Mr Stevenson (S). — Mr President, this situation goes back a long time.
Vi taler om en rådsafgørelse af 1965, som forsøgte at tilvejebringe en vis » forbedring i situationen omkring jernbanevirksomhederne«.
We are talking about a Council decision of 1965 which attempted to bring about some 'improvement in the situation regarding railway undertakings'.
Der er mange af os — og jeg er overbevist om, at det gælder for transportudvalget — som er skeptiske med hensyn til, om denne seneste indsats vil føre til noget effektivt.
There are many of us — and I am sure this applies in the Committee on Transport — who are sceptical as to whether this latest effort will lead to anything effective.
Ikke desto mindre accepterer vi, at den er et forsøg på at koordinere den nuværende situation, hvad angår dette finansielle forhold.
Nevertheless, we accept that it is an attempt to coordinate the present situation with regard to those financial relations.
Jeg at der er nogle ting, som fortjener speciel op mærksomhed.
I think that some points are worthy of particular note.
Hvad angår de ændringsforslag, som Visser-betænk ningen stiller, tror jeg, at vi vil kunne acceptere dem uden større problemer for de to hovedpunkters ved kommende — det vil sige medlemsstaternes iværksættelsesdato, som Parlamentet eller rettere udvalget ønsker at fastsætte til to år efter Rådets vedtagelse, og indførelsen af en prøveperiode for omformningen af forpligtelser til offentlig tjeneste til kontraktlige for pligtelser.
Where the amendments suggested by the Visser report are concerned, I think that we could accept these without major difficulties as far as the two main points are concerned — that is to say, the date of implementation by Member States, which Parliament wants to fix — or which the committee wishes to fix — at two years after adoption by the Council, and the introduction of a trial period for the transformation of publicservice obligations into contractual arrangements.
Jeg har imidlertid visse forbehold mod at acceptere ændringer i præamblet i tilfælde, hvor de ikke længe re svarer til ændringer af den hovedtekst, som oprindelig er foreslået i transportudvalget, men ikke vedtaget af det.
I have some hesitation, however, about accepting the changes in the preamble insofar as they no longer correspond to amendments to the main text originally proposed in the Committee on Transport, but not accepted by that committee.
Den første er, at på trods af de foreslåede ændringer i behandlingen af indtægtsstøtten — det vil sige en ændring fra offentligt ansvar til en kontraktmæssig situation — og den foreslåede betingelser for ændringen accepterer betænkningen helt klart princippet om underskudsstøtte.
The first one is that, despite the proposed changes in dealing with revenue support — that is a change from public liability to a contractual situation — and the proposed conditions for the change, the report clearly recognizes the principle of deficit subsidy.
Det mener jeg er vigtigt.
I think that is important.
Med an dre ord er det frie marked, ubegrænset konkurrence, Ikke vejen frem.
In other words, the free market, unbridled competition, is not the way forward.
Det er i hvert fald ikke vejen frem for offentlig transport som sådan, og det er bestemt ikke vejen frem for udclse af jrnbaneservice til Fællesskabets befolkning.
It is certainly not the way forward for public transport as a whole and it is certainly not the way forward for the provision of railway services for the people in the Community.
Det er ligegyldigt, hvad folk siger om traktaten, for traktaten har været i funktion i snart 3 årtier nu.
It does not matter what people say about the Treaty because the Treaty has been in operation for getting on for three decades now.
Den praksis, som har bestået prøven, og som folk har accepteret, er, at det at gøre profitmotivet til det vigtigste hensyn i driften af of fentlige transportmidler fører til en katastrofal situation. tion.
The practice that has stood the test and has been accepted by people is that to make the profit motive the overriding concern in the operation of public transport will lead to a ruinous situation.