natgillin/translations-raw huggingface dataset:
Netop omladningen fra det ene transportmiddel til det andet er somme tider et svagt led i sikkerhedskæden.
It is the interface between one means of transport and another that is sometimes a weak link in the safety chain.
Jeg vil derfor opfordre til, at Kom missionen undersøger, hvilken transportform der er bedst egnet for de forskellige farlige stoffer.
So I would plead for a review by the European Commission of the most suitable forms of transport for the various types of dangerous goods.
Selvfølge lig skal sikkerhedsaspekterne ved valget af transport teknikken spille en meget vigtig rolle.
Of course, safety aspects must play a very important role in the choice of a means of transport.
Det går imidlertid for vidt for mig i den forbindelse på forhånd at benævne transporten af landevej som mindre ønskelig.
However, for me, labelling road transport as less suitable from the word 'go' is taking matters too far.
I begyndelsen af beslutningsforslaget omtaler hr. Vis ser Kommissionens rapport om forsendelsen af farligt gods og affald, der blev offentliggjort i juni sidste år.
At the beginning of the motion for a resolution Mr Visser refers to the Commission's report on the transport of dangerous goods published in June of last year.
Denne rapport gav en grundig analyse af de forskel lige konventioner og love, der gælder for forsendelsen af farligt gods, både på land og til søs, og udpegede områder, hvor Fællesskabet burde prioritere en ind sats særlig højt.
That report provided a comprehensive analysis of the various conventions and laws governing the movement of dangerous goods, both by land and sea, and identifies priority areas for future Community action.
Vort mål med den rapport var at forbedre de generelle sikkerhedsbestemmelser an gående forsendelser af denne art.
Our objective in that report was to improve the general regime of safety covering movements of this kind.
Et andet punkt er den begrænsning af antallet af grænseovergange inden for Fællesskabet for transpor
We also perceived the need to impose controls on minimum standards on vessels entering or leaving Community ports which carried dangerous goods in packages.
Clinton Davis de fleste medlemsstater, der ikke har gennemført det te direktiv.
Clinton Davis right through the Community.
Men som jeg har antydet, det foreligger, og det er et meget vigtigt forslag.
However, as I have indicated, it is there and it is a very important proposal.
Hvad angår punkt 20, så vil de ærede medlemmer vide, at jeg i mine bemærkninger til betænkningen over for Undersøgelsesudvalget om Håndtering af Nukleart Materiale allerede har gjort det særdeles klart, at vi agter at ændre direktiv 631 for at udstrække det til at dække transport af radioaktive materialer.
As to paragraph 20, honourable Members will know that, in my remarks on the report of the Committee of Inquiry into the Handling of Nuclear Wastes, I have already made it very clear that it is our intention to amend Directive 631 in order to enable it to cover the transport of radioactive substances.
Jeg tror, det vil imødekomme det. som hr. Visser siger i denne forbindelse.
I think that will meet the point that Mr Visser raises in that connection. tion.
Mine tjenestemænd arbejder fortsat på de andre for anstaltninger, jeg har nævnt.
My officials are continuing to work on the other measures I have mentioned.
Det er vor hensigt at fremlægge andre konkrete forslag inden årets udgang.
It is our intention to produce other concrete proposals before the end of this year.
Dette generaldirektorat har udarbejdet er stort antal forslag i den senere tid. Naturligvis må man prioritere dem.
This particular Directorate-General has been producing a very large number of proposals of late.
Ikke desto mindre håber jeg, Parlamentet vil tro mig, når jeg forsikrer, at disse forslag, der vil blive fremsat inden udgangen af dette år, repræsenterer en meget betydelig indsats fra generaldirektoratets side.
None the less, I think the House will accept my assurance that these proposals, coming before the end of the year as they will, represent a very serious endeavour on the part of the Directorate-General.
Jeg må næsten slutte her, for der er endnu et par ting, der er blevet nævnt under forhandlingen, som jeg ger ne vil kommentere.
I almost conclude on this, because there are still a couple of points raised in the debate to which I want to refer.
Jeg synes, dette har været en udmærket betænkning.
I believe this was an excellent report.
Der er helt klart i vid ud strækning enighed mellem udvalget og Kommissionen.
There is clearly a wide compatibility of view between the committee and the Commission.
Jeg har ikke nævnt alle de ideer, der fremsættes, men jeg tror, hr. Visser vil være enig med mig i, at mange af de punkter, han selv nævner, dækkes af den rapport, der blev udarbejdet sidste år.
I have not referred to every one of the ideas put forward, but I think Mr Visser will agree that many of the points he himself has raised are covered in the report produced last year.
Jeg kan forsikre ham om, at vi prioriterer arbejdet på dette område meget højt, og som jeg har sagt, agter jeg at sikre, at der bliver fremlagt yderligere forslag inden årets ud gang.
I am able to assure him that we give priority to work in this area and, as I say, I intend to ensure that fur ther proposals will emerge before the end of the year.
Hr. Visser understreger mange væsentlige ting og fremsætter mange interessante forslag i betænk ningen.
Mr Visser makes many important emphases and pro duces many interesting suggestions in the report.
I punkt 3 i beslutningsforslaget opfordrer han Kommissionen til at retsforfølge de medlemsstater, der stadig ikke har omsat direktiv 84/631 om over vågning og kontrol inden for Fællesskabet med græn seoverskridende transport af farligt affald, til national lovgivning.
In paragraph 3 of the motion for a resolution he calls on the Commission to pursue those Member States which have still not translated into their national law Directive 84/631 on the supervision and control within the European Community of the transfrontier shipment of hazardous waste.
Dette er også blevet nævnt af en række ærede medlemmer under denne forhandling, sidst af hr. Provan.
This point has also been made by a number of honourable Members in the debate, most recently by Mr Provan.
Hr. Cornelissen har især nævnt spørgsmålet om, hvorvidt vi ville udarbejde en liste over de bedste metoder til transport af forskellige farlige stoffer.
Mr Cornelissen in particular raised the question of whether we would draw up a list of the most appropriate form of transport for dealing with different dangerous substances.
Jeg tror, han vil være enig med mig i, at det er en meget vanskelig, ja ubehagelig opgave.
I think he will agree that that is a most difficult, even an invidious task.
Det ville kræve et kolossalt arbejde.
It would require an enormous amount of effort.
De pågældende brancher er selv i stand til at udelukke visse former for transport fra at medføre særlig farlige stoffer — og det gør de.
The industries con cerned are themselves able to exclude certain forms of transport from carrying particular dangerous sub stances — and they do that.
Skønt jeg ikke helt vil udelukke muligheden — for det vil jeg meget nodig gøre — så vil jeg se på forslaget, men jeg er ikke alt for optimistisk med hensyn til mulig heden af at gøre det, som han gerne vil have mig til at gøre på dette område.
While I would not rule out the possibility altogether — because I hate to do that — I will look at the suggestion, but I am not too optimistic about being able to perform the task that he would like me to do in this particular regard.
Jeg tror kun, der var én anden ting, fra hr. Provan, angående det tempo, hvori vi vil fremlægge forslag om transport af farligt affald.
I think there was only one other point, from Mr Provan, concerning the speed with which we will bring forward proposals for the transport of hazardous waste.
Jeg har behandlet det i mit indlæg, og jeg håber, han er tilfreds med, hvad jeg har kunnet sige.
I dealt with that in the course of my remarks and I hope he is satisfied with what I have had to say.
Denne situation kræver en fælles europæisk strategi.
The vote will be taken on Thursday at 6.30 p.m.
Først og fremmest af sikkerhedsgrunde, men også af effektivitetsgrunde.
I can only remind the rapporteur that the Commission has opened and indeed is conducting legal proceedings against the majority of Member States for their failure to implement this directive.
Med de moderne fly er overflyvning af lande som Belgien og Nederlandene blevet et spørgsmål om minutter.
It is not some thing I relish. I would much prefer if Member States were to comply with their obligations.
Også omkostningsovervejelser kræver en europæisk strategi.
However, I would have no hesitation in pursuing litigation if that is the only recourse left.
Udviklingen og pro duktionen af moderne apparatur er så kostbar, at det te kun er forsvarligt ved tilstrækkelig afsætning der af.
I fear that in this instance it has been, because they have had plenty of time to implement this very important directive.
Der er én organisation ansvarlig for flyvekontrollen i hele luftrummet.
PRESIDENT. — The next item is the joint debate on:
Formanden. — Næste punkt på dagsordenen er for handling under ét om:
I have a great deal of sympathy for that idea, and my services are looking very actively at the possibility of establishing a system along those lines.
A 2-56/88) af Cornelissen for Transportudvalget om Eurocontrols fremtid som led i flyvekontrollen i det vesteuropæiske luft rum;
A 2-56/88) by Mr Cornelissen, on behalf of the Committee on Transport, on the future of Eurocontrol in the context of traffic control in Western European airspace;
B2399/88) af Anastassopoulos m. fl. for Transport udvalget til Kommissionen om EF-lufthavnenes muligheder for at klare udfordringen efter 1992 — overbelastning af lufthavnene og luftsikkerhedsproblemer; problemer;
B 2-399/88) by Mr Anastassopoulos and others, on behalf of the Committee on Transport, to the Commission, on the potential capacity of Community airports to meet the
Jeg vil derfor opfordre til, at der oprettes en enkelt europæisk organisation for flyvekontrollen i hele Vesteuropa.
Similarly, in paragraph 19 of the motion for a resolution he raises the question of the transport of danger ous substances on certain ferries.
Jeg tænker i denne forbindelse på Eurocontrol.
Once again there is a good deal of substance in what he says, and I am exploring the possibilities for a Community initiative in that field as well.
Alle Det Europæiske Fællesskabs medlems stater med undtagelse af Danmark er eller bliver inden længe medlem af Eurocontrol.
Debates of the European Parliament
Jeg anser det for at være nødvendigt, at et således udvidet Eurocontrol underkastes virkelig parlamentarisk kontrol.
President challenge of 1992 — airport congestion and problems of air safety; control Community status.
Den bedste løsning herpå forekommer at være, at Eurocontrol får EF-status.
I liked what I heard at the last Transport Council.
Jeg har hørt, at det tyske for mandskab på det sidste Transportministerråd har sat en diskussion i gang herom, hvilket jeg bifalder.
The German Presidency started a discussion on the whole subject.
Er Kommissionen villig til energisk at undersøge de muligheder, som jeg slår til lyd for?
Is the Com­mission prepared to investigate energetically the lines of action that I am pleading for?
B2465/88) af Anastassopoulos m. fl. for Transport udvalget til Kommissionen om liberalisering in den for lufttransportsektoren, gennemførelsen af det indre marked og følgerne for flyvesikkerheden. den.
Β 2­465/88) by Mr Anastassopoulos and others, on behalf of the Committee on Transport, to the Commission, on the liberalization of air transport, the completion of the internal market and the consequences for air safety.
Cornelissen (PPE), ordfører. — (NL) Hr. formand, den civile luftfart i Europa er på vej op.
CORNELISSEN (PPE), rapporteur. — (NL) Mr President, civil aviation in Europe is achieving vertical takeoff.
Vi står over for begyndelsen til et nyt opsving. Måske en fordobling af antallet af starter og landinger ved udgangen af dette århundrede.
We are at the beginning of a new boom and perhaps a doubling of the number of flight movements by the end of this century.
Til sidst har jeg lige nogle bemærkninger om Euro-control-centret i Maastricht.
Mr President, to wind up, a few comments about the Eurocontrol Centre in Maastricht.
Det er i øjeblikket det eneste europæiske centrum, hvor flyvekontrol virke lig finder sted over Benelux og den nordligste del af Forbundsrepublikken, i hvert fald for de større fly vehøjder.
At the moment this is the sole European centre from which air traffic con­trol over the Benelux countries and the northern part of the German Federal Republic is actually exercised, at any rate as regards upper airspace.
Og succesfuldt.
What is more, it is successful.
Jeg henviser blot til nylige udtalelser fra det tyske flyvevåben.
I need refer only to recent pronounce­ments by the German air force.
Disse positive erfaringer er også vigtige, fordi koordineringen af den militære og den civile lufttrafik i Europa bestemt er et svagt punkt.
This positive experi­ence is important because coordination between mili­tary and civil aviation in Europe is certainly a weak link in the chain.
En af følgerne heraf er, at mange civile flyvninger ofte må ske ad store omveje, hvilket kunne være undgået ved en god koordination.
One of the results of this is that many civil flights frequently have to make enormous detours. With good coordination these could be avoided.
Denne spektakulære vækst er god for forbrugeren og beskæftigelsen. Men også denne medalje har en bag side.
This spectacular growth is good for the consumer and good for employment.
Lufthavne bliver overbelastede, og også i luften er der trængsel.
The airports are becoming overloaded and the jockeying for position has spilled over into the air as well.
Ventetider og forsinkelser forekom mer hver dag og forværres hurtigt.
Waiting times and delays are the order of the day and rapidly increasing.
Antallet af flyafgange med forsinkelse steg i 1987 med 40%, og den gennemsnitlige forsinkelse blev fordoblet.
The num­ber of flights delayed rose in 1987 by 40% and the length of the average delay doubled.
Ved charterafgange drejer det sig ofte om mange timer og somme tider om mere end en dag. For slet ikke at tale om de afgange, som annulleres. Flytrafikkens kvalitet og sikkerhed kommer under pres.
In the case of charter flights it is often already a matter of many hours and sometimes more than a day, not to mention the flights that are cancelled.
Erfaringerne med centret i Maastricht understreger også betydningen af en ordentlig parlamentarisk kon trol.
Experience with the Maastricht Centre underlines also the importance of sound parliamentary control.
Det er forbløffende og uacceptabelt, hvordan beslutninger, der er truffet af den politiske ledelse, egentlig i årevis er blevet saboteret.
It is disconcerting and unacceptable that for many years now the decisions taken have actually been sabotaged by the political leaders.
Navnlig de neder landske myndigheder har gennem alle mulige forsinkelsesaktioner medvirket til, at udviklingen af Eurocontrol i Maastricht er sket for sent og for begrænset. set.
The Netherlands authorities, namely, have been engaging in all manner of go­slow campaigns, and these have been amongst the reasons why Eurocontrol in Maastricht blossomed too late and too little.
I det forløbne halve år har der været forskellige near-miss-tilfælde over Sydengland, Grækenland og Spa nien.
The last six months have seen a number of near misses over southern England, Greece and Spain.
Og det var tilmed i en forholdsvis gunstig, rolig periode.
That was still in the relatively favourable, calm period.
Den travle feriesæson er i mellemtiden be gyndt.
Mean­while the busy holiday season has started.
Hvis vi fortsætter på denne måde med den opdelte nationale gennemførelse af flyvekontrollen, somme tider med forældet apparatur, som ikke er til sluttet apparatur i andre lande, beder vi om vanskeligheder.
If we go on using our patchwork quilt system of national air con­trol with largely obsolete and incompatible equipment, we are asking for trouble!
Jeg er bange for, at en flykatastrofe så vil ske.
I am afraid an aviation dis­aster is hanging in the air.
Den pågældende nederlandske minister bærer for øvrigt efter min mening også et stort ansvar herfor.
In my view, by the way, the Dutch minister concerned must shoulder a heavy burden of responsibility.
At lade undersøgelser foretage af de direkte involverede nationale myndigheder kan sammenlignes med at ville uddrive djævlen med Beelzebul.
Mr President, to conclude, my compliments to the Assembly of the Council of Europe on the activities they, too, have carried out in this field.
Måske kan det nederlandske parlament endnu en gang foretage en undersøgelse af tingenes faktiske forløb, som har kostet skatteyderne mange hundrede millioner af gyl-
So I would plead for one European organization for air traffic control in the whole of Western Europe. I am thinking in this connection of Eurocontrol.
Cornelissen den og det sydlige Limburg hundredvis af arbejdspladser. pladser.
The events of recent days have turned the public spot light on to these problems and there is a great deal of anxiety around now as they are being examined.
Mangelen på gode flyveledere inden for luftfarten er stor, chancerne for en europæisk strategi er gode.
slowdown in April, but we can still expect an increase in the order of 8 to 9%. What was the significance of this?
Lad os smede, mens jernet er varmt og sammen arbejde hårdt for et Eurocontrol under europæisk paraply med en ordentlig parlamentarisk kontrol.
A study by the Association of European Airlines, the AEA, has shown that even at the most conservative forecast, half of the 46 big Community airports will be operated at capacity by 1995.
Jeg vil slutte, hr. formand, med over for Europarådets Forsamling at udtrykke min glæde over de aktiviteter, som også der er foretaget på dette område.
While the problem is enormous, with planning horizons of 10 to 15 years, the Community is dragging its feet about the sort of controls travellers will be subject to from 1992.
Jeg henviser for kortheds skyld til Björck-rapporten.
About whether there will be one channel for all EEC citizens and another for the citizens of third countries.
Hvordan er vi så kommet i denne dramatiske situation, som har vakt de europæiske borgeres forbitrelse og alles bekymring?
To the shooting down of the Iranian Airbus by the American navy in the Gulf, which illustrated the dangers faced by civil aircraft flying in war zones, and the crashing of the Airbus A-320 near to Mulhouse, which illustrates the dangers of breaking the rules, we now have to add the chaos which occurred in the skies and airports of Europe during the three days from 1 to 3 July.
Svaret må desværre være kategorisk.
This is virtually the first time there has been congestion on such a scale.
Der er ikke sket noget ekstraordinært, og dette kaos er ikke opstået tilfældigt.
Never before have there been so many delays.
Symptomerne har været til stede i en tid, og vi er blevet advaret i tide.
Never before has the air traffic control system been so overloaded, so extended, so near to the point of collapse.
Europa-Parlamentet har udsendt kraftige advarsler i Anastassopoulos-betænkningen. og de blev bekræftet af begivenhederne næsten øjeblikkeligt kun få måneder efter.
Never before have European travellers suffered so much, with delays in regular flights of half an hour to an hour almost every where in Europe and charter delays of three to five hours.
Vi understregede i september 1987. at når de økonomiske barrieres nedbrydes, bør man intensivere foranstaltningerne til bevarelse af et højt niveau for flyvesikkerheden.
In some cases the delays have been between seven and fifteen hours, and some passengers have had to wait for as much as a whole day, even thirty-six hours.
Det halve dusin ulykker, som er sket i Europa i løbet af de sidste måneder, og det stigende antal near-miss-tilfælde, navnlig over Londons lufthavne, har bekræftet dette.
Disturbances at the airports followed one after another, and airline employees have had to face the wrath of travellers subjected to this level of misery for virtually the first time in the history of civil aviation in Europe.
Antallet af ulykker synes allerede at nærme sig tallene fra 1985. som er blevet kaldt den civile luftfarts »sorte år«.
Nor have the financial repercussions been negligible if one bears in mind that a delay of just one minute costs the airlines around 1 600 dollars.
Anastassopoulos (PPE), formand for Transportudvalget. — (GR) Hr. formand, den nuværende behandling af spørgsmålene vedrørende flysikkerhed, flyvekontrol og overbelastning af luftrummet finder sted i en atmosfære, som er helt forskellig fra den, som prægede forhandlingerne i september, da jeg havde den ære at forelægge min store betænkning om disse spørgsmål for forsamlingen.
Thus were we led to the chaos for which the govern ments and the national authorities bear full responsibility. The poor forecasting of Eurocontrol, which had forecast for 1995 the increase in traffic that has already occurred in 1988, is no excuse.
De sidste dages begivenheder har henledt offentlighedens opmærksomhed på netop disse problemer, og behandlingen af dem finder i dag sted i en atmosfære, der er præget af bekymring.
Nor can we accept the excuse that the Community should avoid taking measures unilaterally so as to prevent an over lap with the ICAO and the ECAC — to which the Member States belong.
Vi havde ligeledes peget på problemerne med overbelastning af luftrummet og lufthavnene, idet eksperter fra ICAO forudså en stigning i lufttrafikken på 5-7%. og europæiske specialister mente, at denne prognose var forsigtig for Europas vedkommende.
Their participation in these organizations has not stopped European collaboration being so unacceptably poor that the communications systems between the main European airports and air traffic control centres are still not compatible.
Og stigningen har faktisk også været på 13% sidste år. og de tre første måneder af 1988 var den på et tocifret tal for derefter at falde fra april, men den ser ud til at bekræfte forudsigelserne om, at vi også i år kan for vente en stigning på 8-9%.
Communication is by telephone, and in the crisis of the first three days of July we saw the problems that are created when the lines are overloaded and up to 40 minutes was required for a reply.
Hvad har dette betydet?
Let us face up to it.
En undersøgelse foretaget af Association of European Airlines, AEA, har vist, at selv forsigtige skøn viser, at halvdelen af de 46 største europæiske lufthavne vil være fuldt udnyttede omkring 1995.
Behind all of these lame excuses lurks an unhealthy concern to retain national sovereignty, at whatever the cost, plus a good measure of petty bureaucratic expediency.
Skønt problemet er uhyre stort, og det tager 10-15 år at bygge nye luft havne, forsømmer Fællesskabet at fastsætte, hvilken form for kontrol passagererne skal underkastes efter 1992, hvis der skal være en slags kontrol for borgere i EF-medlemslande og en anden for tredjelandes bor gere, hvilket skærper problemet.
These are what have prompted the novel view that the Community does have competency for a common policy on air transport, on which the recent important package of liberalization measures was based, but not for safety and air traffic control, as if these latter aspects are separable from the others.
Alligevel nægter Rådet, Kommissionens og de nationale civile luftfarts myndigheder af imødegå problemet i tide samt de øvrige problemer i forbindelse med luft fart og flyvekontrol.
It is precepts like that that have made doing nothing acceptable, and the crisis broke without anyone in responsibility turning a hair.
En såden lufttrafikprop er aldrig før oplevet.
Nothing out of the ordinary happened, nor was the slide into chaos fortuitous.
Så mange forsinkelser er aldrig før set på en gang.
The ingredients have been there for some time and plenty of warnings were given.