natgillin/translations-raw huggingface dataset:
Det er især nødvendigt at tildele dette pro gram tilstrækkelige budgetbevillinger for at tage den vanskelige udfordring op og opfylde de berettigede forventninger hos de forskellige aktører, som har be sluttet at lade sig mobilisere sammen med de europæiske institutioner, for at kræftdødeligheden inden år 2000 skal falde med 15%
In particular it is necessary to assign to this programme an appropriate budget allocation to face this difficult challenge and to meet the legitimate expectations of the various parties concerned who have decided to back the European Institutions so as to bring about a 15% reduction in deaths from cancer by the year 2000.
Som kommissær for borgernes Europa kan jeg ikke skjule min forundring og min bitterhed over dette usædvanlige forslag om at indefryse 8 millioner ECU ud af de kun 22 millioner ECU, der er foreslået.
The American 'integrators' are in a favourable situation, from their dominant position in low-weight air cargo at extremely low prices, to penetrate the regular heavy air freight market, which is increasingly demanding door-to-door and 'just in time' services.
Lad os sige det, som det er: at indefryse 8 millioner ECU i et toårigt program — og vi er allerede i februar — vil mest sandsnyligt sige at miste disse 8 millioner.
European air transport can strengthen its competitive position in air freight and cope with the changed situation by the creation of favourable conditions at European level.
A2-244/87) af van der Waal for Transportudvalget om luftgodstransport i EF.
A 2-244/87) by Mr van der Waal, on behalf of the Committee on Transport, on air freight in the Community. munity.
Med oprettelsen af det indre marked vil der jo blive stillet vidt forskellige krav til indklarering, registrering og administrativ affærdigelse af gods fra dels trejdelande og dels medlemsstaterne.
No 2-361/251 van der Waal tion and administrative formalities in respect of goods from third countries on the one hand and from Member States on the other.
For det andet er en verdensomspændende god kom munikation inden for luftgodssektoren nødvendig.
The second essential is good communications throughout the world in the air freight sector.
Inden for den verdensomspændende luftgodssektor er der allerede foretaget store investeringer i datamatudstyr. Men der arbejdes med to forskellige sprog.
The world air freight sector has already made largescale investments in computer equipment, but two different languages are being used.
Kommissionen må spille en ledende rolle ved indførelsen af et forbindelsessystem mellem disse data sprog.
The Commission must play a leading rôle in the introduction of a link system between these computer languages.
Denne ekspansive om sætningsvækst har navnlig opblomstringen af eksprestjenesteydelser efter det såkaldte door to doorbegreb som grundlag.
The first answer has to be that the airlines start by taking up the challenge themselves and then tell Parliament where they consider the worst distortions of competition to lie, so that Parliament and Commission can work together to prepare outline conditions for air freight traffic.
Denne form for tjenesteydelse, der begyndte for cirka 20 år siden i USA, omfatter næsten udelukkende transport af let luftgods.
Parliament — we make no secret of it — very much favours group exemption opera tions along the same lines as in civil aviation.
Denne succesfulde aktivitet bredte sig fra USA til Europa.
This is an opportunity for the European airlines.
Store fly flyver fragten fra Amerika til vores kontinent.
With these and various other rules, the air freight sector can prepare itself for the internal market.
Her omlades fragten i en lufthavn til små fly, som fører lasten til de regionale lufthavne.
At the same time we hereby offer the European air freight carriers the opportunity to strengthen their competitive position.
Derfra bliver pakkerne med eksprestjeneste leveret til adressatens dør, for det meste inden for et tidsrum af 24 timer.
But I repeat, the offer of this opportunity can only be made if those who are to receive help from us and who want it actually accept it, operate on the market accordingly and come to terms with it.
Styrken i denne integrerede tjenesteydelse er, at transporten af varer fra afsender til endelig bestemmelse helt er i hænderne på én og samme befragter, den såkaldte integrator.
The EC airlines should set up a joint freight company and try to profit from the universally high level of stocks in transport warehouses caused by the situation in industry, by dis covering this market and thus achieving predominance in this market in the long term rather than missing out — when the know-how is there all the time.
Med disse og forskellige andre foranstaltninger kan luftgodssektoren forberede sig på det indre marked.
Commission and Parliament should put pressure on the airlines so that they at last realize that if the air lines are to survive and be profitable in the long term they must not just concentrate on passenger traffic but must work out a solution for freight as well.
Samtidig giver vi hermed de europæiske luftgodsbefragtere mulighed for at styrke deres konkurrencestilling. ling.
We shall vote for the report because we see here an opportunity for the future and because we consider it balanced enough to warrant submission to Parliament as it stands.
Ved siden af den forholdsvis nye eksprestransport af let luftgods har der allerede længe eksisteret den re gelmæssige altomfattende luftgodstransport mellem lufthavne.
CORNELISSEN (PPE). — (NL) Mr President, I think the most important reason for transporting goods by air is speed.
De europæiske luftfartsselskaber har i den ne sektor, udtrykt i tons pr. kilometer, en stor markedsandel. Kendetegnende for denne transport er det imidlertid, at den koster megen tid, og at forskellige dele af den samlede transportkæde varetages af sær skilte instanser.
But European air freight is in the air for less than 10% of the time taken to transport it.
Som følge heraf er fragten i gennem snit kun 10% af tiden i luften.
The remaining 90% is needed for handling on the ground before and after the flight.
Resten af tiden går med ekspeditionen på jorden.
Customs play an important part.
Imidlertid er der også for andre former for lugtgodstransport i stadig højere grad behov for hurtig og ret tidig aflevering, således at befragterne kan begrænse deres lagre.
In that way ground treatment frustrates the most important advantage of carriage by air.
Luftgodstransporten bliver således en for længelse af produktionsprocessen.
So the biggest problem in air transport is no longer breaking the sound barrier but the ground barrier.
For de europæiske luftfartsselskaber ligger der heri en kraftig opfordring til at forsøge at efterkomme dette ændrede markedsbehov.
As long ago as 1981 the European Parliament pro posed a number of measures for this.
De bør tilbyde en all-in-pak-ke af tjenesteydelser som ikke alene er et biprodukt af passagertransporten, men i forbindelse med hvilken kunden kun har at gøre med én instans, som tager ansvaret for transporten i hele transportkæden.
It is a pity that so little was done with our recommendations, the more so as air travel and air freight too are improving.
Ved at skabe gunstige betingelser på europæisk plan kan den europæiske luftfart styrke sin konkurrencemæssige stilling inden for luftgods og tage fat på den ændrede situation.
The growth of door-to-door transport in particular is spectacular with annual increases of 30% or more.
Klinkenborg (S). — (D) Hr. formand, tillad mig først at takke ordføreren hjerteligt for den betænkning, han har forelagt, som faktisk afspejler, hvor forskellige luftgodssituationer, vi har på det europæiske marked, og som i sin analytiske del gør opmærksom på et par problemer, som er ret forbløffende, i betragtning af, hvad vi har af know-how inden for luftgodsområdet.
KLINKENBORG (S). — (DE) Mr President, may I begin by thanking the rapporteur most warmly for his report which gives a faithful picture of the circumstances of air freight in Europe. Its analytical part highlights a few problems which are extremely surprising given the level of our know-how in this area.
Det er helt tydeligt, at europæiske flyselskaber til dato ikke har fundet noget svar på udfordringen fra tredje lande, for det er forbløffende, at markedet for luftgods i det væsentlige styres af lande, som opererer fra et tredjeland.
Clearly the European carriers have not yet found an answer to the challenge from third countries, for it is astonishing that the air freight market is essentially managed by countries operating out of a third coun try.
Hvor tåbeligt det end måtte lyde, er svaret herpå, i hvert fald for mange luftselskabers vedkommende, at de pågældende selskaber kan op retholde luftgodstransporten i Europa i det såkaldte grænseomkostningsområde, fordi de egentlig kun medtager den operative del i Europa så at sige som bi-effekt og ikke anser den for at være en hovedbestanddel af deres luftgods.
But the answer, simple as it may seem, is for many carriers that the companies concerned are able to maintain air freight in Europe in the so-called marginal area because they treat their European operation as a secondary effect and not as a main part of their air freight traffic.
Dette er kun det halve svar, for faktisk er det de europæiske luftfartselskaber, der disponerer over den egentlige know-how, over kapaciteten og over afviklingen.
This is only half the answer, because the European airlines do have the real know-how, the capacity, the traffic.
Dette er måske snarere en indikation af, hvorvidt de europæiske selskaber indtil i dag har indstillet sig på et indre europæisk marked inden for luftgodstransport.
It is perhaps rather an indication of what preparation the European airlines have made so far for a European internal market in air freight.
Man kan her let komme til det resultat, at selskaberne hidtil overhovedet ikke har erkendt den udfordring, og da slet ikke har fundet en passende løsning på dette problem.
One might conclude that the airlines have not yet recognized this challenge at all, let alone found a suit able way of solving the problem.
Selskabernes organisationskraft skulle være tilstrækkelig.
The organizational strength of the airlines ought to be adequate.
Hvis den ikke er tilstrækkelig, så er det enten et tegn på, at de hidtil ikke har erkendt et markedspotentiale — hvil ket jeg overhovedet ikke kan forestille mig, eftersom Europa jo som luftgodsmarked betragtet bliver stadig
In our view that is extremely harmful in the long-term, because this lack of organization at Community level will mean that we are not strong enough in managing the air freight market here on the European scene.
På fællesskabsplan kræver dette foranstaltninger på to områder, som er udførligt beskrevet i min betænk ning, og som jeg her kort angiver.
Naturally it is for the airlines, forwarding agents and shippers first and foremost to adapt themselves to these developments.
Klinkenborg berettiget at fremlægge den for Parlamentet i denne form.
Cornelissen fewer than 49 British Aerospace 146s, for instance, were ordered by the Australian transport company TNT and its subsidiaries to carry out airfreight opera tions in the Community and throughout the world.
mere betydeligt — eller også er det fordi dette luftgodsmarked indtil nu overhovedet ikke har spillet nogen rolle i de europæiske luftfartselskabers filosofi, i hvert fald hvad angår firmastrategien.
That is a measure of the enormous opportunities open to carriers and to aircraft manufacturers.
Cornelissen (PPE). — (NL) Hr. formand, jeg tror, at den vigtigste grund til at transportere gods ad luftvejen er hurtigheden.
ished; secondly the number of documents required, even after the introduction of the single document, must be further restricted.
Men det europæiske luftgods er mindre end 10% af den samlede transporttid i luften.
Thirdly, opening times of customs offices and other inspection services must be better adapted to requirements.
De øvrige 90% er nødvendige til ekspeditionen på jorden før og efter flyvningen.
Fourthly, in so far as physical inspections are necessary, that must be done by random checks.
Toldvæsenet spiller i denne forbindelse en vigtig rolle.
Fifthly, introduction of modern data processing systems for customs procedures.
Ekspeditionen på jorden spolerer på denne måde den vigtigste fordel ved lufttransport.
Sixthly, considerable savings of time during customs procedures may be made by giving the necessary data in advance by computer.
Det er beklage ligt, at der er sket så lidt med vore henstillinger.
What we need, as Mr Cornelissen rightly pointed out, are fast door-to-door services.
Dette er så meget desto mere beklageligt, som luftfarten og luftfragten er inde i en opadgående tendens.
It is a sobering thought that only 69% of the total transport time in intraEuropean airfreight movements is actually spent in the air.
Det ser ud til, at mængden af luftgods tredobles i dette årti.
This is a startling figure.
Først og fremmest udvides » dør til dør-transporten «, iøjnefaldende med årlige stigningsprocenter på 30% eller mere.
The rest is accounted for by handling time on the ground before and after the flights in which the so-called customs facilities play a notable part in holding things up!
Naturligvis er det allerførst luftfartsselskaberne, speditørerne og befragterne, der må opfordres til at forsøge sig med en sådan udvikling.
With the drive towards 1992 and our aim of achieving a single internal market by then, how can we run a European market effectively if customs offices are often only open on Mondays to Fridays?
Men der ligger også en opgave for myndighederne.
It just does not make sense.
For det fjerde må fysisk kontrol, for så vidt som den stadig er nødvendig, ske ved hjælp af stikprøver. For det femte må der indføres moderne automatiserede in formationssystemer til toldbehandlingen.
We therefore give our strongest sup port to the rapporteur when he proposes that, for instance, the customs processing of airfreight should be fully computerized as soon as possible.
Hr. formand, transport må ses som en integreret del af den samlede logistik.
Mr President, transport must be regarded as an integral component of the whole scheme of logistics.
De logistiske udgifter kan løbe op til omkring 40% af produktionsudgifterne. Derfor er en god kædeorganisation nødvendig.
Total logistical costs may amount to roughly 40% of production costs, so a good link organization is essential.
Automatisering og telekommunikation vil i denne forbin delse komme til at spille en afgørende rolle.
Here automation and telecommunications will come to play a key rôle.
Flytning af information må gå forud for flytning af varer.
Transfer of information must precede the transfer of goods.
I den større helhed oplever vi en udvikling i retning af et papirløst miljø.
On the whole we are making an advance towards a paperless environment.
Hvad mig angår, kan det på dette område ikke gå tilstrækkelig hurtigt.
As far as I am concerned that cannot happen too soon in this sphere.
Forbrugeren skal høste frugten deraf.
The consumer must reap the benefits.
Endelig vil jeg udtrykke min anerkendelse af ordførerens betænkning, der er så ligevægtig, at der ikke er stillet noget som helst ændringsforslag. Også dette er et eksempel til efterfølgelse. se.
Finally I should like to compliment the rapporteur on his report, which is so well balanced that not a single amendment has been tabled.
FORSÆDE: BARON CRESPO
IN THE CHAIR: MR BARON CRESPO
Moorhouse (ED). — (EN) Hr. formand, på min gruppes vegne er jeg mere end glad over at støtte denne virkelig fortræffelige betænkning om luftgodstransport i EF.
MOORHOUSE (ED). — Mr President, I am more than glad to support on behalf of my group this really excellent report on air freight in the Community.
Ordføreren, hr. van der Waal, og udvalget har sat fingeren på et svagt led i vores transport politik. tik.
The rapporteur, Mr van der Waal, and the committee have identified a weak link in our air transport policy.
Clinton Davis, medlem af Kommissionen. — (EN) Hr. formand, under hensyn til tidspunktet skal jeg sammenfatte de ellers noget mere omfattende kommentarer, jeg ville være fremkommet med, og jeg håber, at de, som denne debat vedrører, vil undskylde mig.
CLINTON DAVIS, Member of the Commission. — Mr President, having regard to the hour I will con dense the rather more comprehensive remarks which I would have made and I hope those interested in this debate will forgive me.
Det er sandt, at vi har været så travet optaget af at liberalisere luftpassagertrafikken, og med god grund, at vi har været tilbøjelige til at undlade at fremme og lette transporten af luftgods.
Indeed we have been so busy dealing with the liberalization of passenger air transport, and rightly so, that we have tended to neglect to promote and facilitate the movement of air freight.
Men bedre sent end aldrig.
However, it is never too late.
Tidspunktet er inde til at gøre noget ved denne forsømmelse, nu hvor vi har nået vort første mål, at liberalisere passagertransporten i luften, med de for slag, der trådte i kraft d. 1. januar 1988.
Now is the time to make up for that neglect since we have achieved our first aim of liberalizing passenger transport in the air with the proposals which came into effect on 1 January 1988.
For øvrigt hører jeg til dem, der tror, at virkningen af disse bestemmelser på vilkårene for lufttransporten her i Fællesskabet bliver ret dramatisk og vil nedbringe billetpriserne ganske betragteligt.
Incidentally, I believe that the impact of those regulations will be quite dramatic on the shape of air transport here in the Community and will significantly bring down air fares.
Først vil jeg gerne lykønske Transportudvalget og i særdeleshed ordføreren, hr. van der Waal, for den fremragende betænkning.
To return to air freight; as we have heard from the rapporteur, it is a rapidly expanding market.
Der har allerede i de senere år fundet en støt vækst sted i luftgodsets omfang.
Further more, there are great opportunities for air carriers.
I takt hermed har denne faktor understreget luftgodsets stigende betydning inden for den samlede lufttrafik.
But if we are not careful, as the rapporteur has already pointed out, American, and I would say other, carriers could well attain a virtual monopoly position in Europe.
Men tilbage til luftgods ; som vi har hørt af ordføreren, er det et hastigt ekspanderende marked.
First of all, I want to congratulate the Transport Committee and, in particular, the rapporteur, Mr van der Waal, for what is an excellent report.
Endvidere er der store muligheder for luftbefragtere.
It gives a very clear picture of the actual situation confronting the business of airfreight in the Community and indeed draws attention to its potential.
Men hvis vi ikke passer på, som ordføreren allerede har påpeget, kan amerikanske, og velsagtens også andre, befragtere nemt gå hen og få, hvad der ligner en monopolstilling i Europa.
It is an opportune time to give consideration to this aspect of air transport because many changes are now taking place in this sector.
Hvad mere er, denne sektors internationale karakter bliver stadig tydeligere, som det er blevet påpeget under denne debat af et antal af de ærede medlem mer, med nye internationale konkurrenter, der dukker op og etablere sig i EF, især fra USA og Australien.
There has already been a steady growth over recent years in the volume of air freight.
Disse udgør reelle udfordringer på EFs marked for luftgods, udfordringer, som Fællesskabets gods transportøer ikke kan tillade sig at overse.
Accordingly, this factor has emphasized the increasing significance of air freight in terms of total air traffic.
Det er et kæmpemæssigt marked.
It is a huge market.
I 1980 beløb det sig til 8 milliarder dollars. Dette tal steg i 1985 til om kring 18 milliarder dollars.
In 1980 it amounted to 8 billion dollars.
Skønnet for 1990 er på mindst 25 milliarder dollars.
The estimates for 1990 are at least 25 billion dollars.
Omregnet i flyvemaskiner, kan det også betyde store ordrer til den europæiske flyindustri.
Translated into aircraft that can also mean big orders for the European aircraft industry.
Jeg tror ikke det nævnes eksplicit i denne betænkning, men det australske transportfirma TNT og dets datterselskaber bestilte f. eks. ikke færre end 49 Britisch Aerospace 146'ere til at udføre flyvninger med luftgods i EF og over hele verden.
Moreover, the sector's international character is being underlined as has been pointed out in this debate by a number of honourable Members, by the advance of and the establishments achieved by new international competitors in the Community, notably from the
Det giver et indtryk af de enorme muligheder, der er for befragtere og for flyproducenter.
The fact is that European companies do enjoy and have available the same potential advantages in this market as their American competitors, but they are not taking full advantage of the situation.
Hvad vi har brug for er, som hr. Cornelissen så rigtigt påpegede, hurtig-dør-til-dør service.
United States and Australia. These represent real challenges as far as the Community freight market is con cerned for Community freight transporters which they dare not fail to confront.
Det giver stof til eftertanke, at kun 69% af den totale transporttid ved flyvninger med luftgods internt i Europa faktisk til bringes i luften.
It is also our opinion that the air cargo market is very competitive, both in itself and because of the impact of road transport.
Det er et opsigtsvækkende tal.
It has not yet been proved to the Commission that group exemptions are necessary.
Resten af tiden går med at håndtere godset på jorden før og efter flyvningerne, og her spiller den såkaldte toldbehandling en væsentlig rolle med hensyn til at trække tingene i langdrag!
In any case, if necessary, it is always possible to examine individual requests for exemptions.
Behøver jeg sige mere?
Airfreight traffic, even if more expensive than road transport, will be in a position to profit from its real advantage.
Betænkningen om lettelser for luftgodstransporten in den for EF, som Kommissionen forelagde Rådet til bage i 1985, indeholder information om den eksisterende situation foruden mulige handlingstiltag med henblik på at gøre luftgodstransporten inden for EF mere fleksibel, hurtigere, mere effektiv og dermed mere konkurrencedygtig.
The report on facilitation for intraCommunity air freight which the Commission submitted to the Coun cil back in 1985 set out information about the existing situation together with the possible actions which might be undertaken in order to make intra-Community air freight more flexible, more rapid, more efficient and thus more competitive.
I denne henseende tilslutter jeg mig hr. Klinkenborgs påstand om, at det var en stor skam, at der var mange i denne branche, som beklagede sig og protesterede højlydt imod fordele, der tilfaldt andre, og som ikke desto mindre samtidig forsømte, og i visse tilfælde ynkeligt forsømte, — jeg taler her om shipping-folk, agenter, speditører og luftselskaber — fuldt ud at udnytte de muligheder, der er til stede, muligheder, som de nuværende EF-regulati-ver bringer inden for rækkevidde.
In this regard I join with Mr Klinkenborg in asserting that it was a great pity that there were many people in this industry who bleated and cried about advantages that accrued to other people and, yet, at the same time failed, and failed miserably in some cases — I am here talking about shippers, agents, forwarders and airlines — to exploit fully the possibilies which are there, possibilities which are made available by the existing Community regulations.
Hvis alle de berørte parler fuldt ud ville drage nytte af disse muligheder, er jeg overbevist om, at luftgodstransporten alle rede ville vær langt hurtigere og mere konkurrence dygtig, selv forud for etableringen af en fuldstændigt adskilt korridor for luftgodstransport inden for EF.
If all those interested were to tap fully those possibilities, I believe that air freight would already be far more rapid and competitive even before the setting up of a truly separated couloir for intraCommunity air freight.