natgillin/translations-raw huggingface dataset:
Ud viklingen hen mod en afregulering og konsekvenserne heraf, såvel for personalets sociale vilkår som for arbejdstid, uddannelse, sikkerhed og, ikke mindst, miljøet, er meget foruroligende.
The development towards deregulation and the consequences this may have for the social conditions of personnel, for working hours, training, safety and not least for the environment are extremely worrying.
Ainardi (GUE/NGL). - (FR) Hr. formand, Europa-Kommissionen har netop vedtaget en hvidbog om styring af lufttrafikken.
This really is asking for accidents in Europe's already overcrowded ahspace; it is completely irresponsible and endangers the lives of the Union's citizens.
Neil Kinnock sagde, at for mange mennesker bruger mere tid på at vente på deres fly, end de tilbringer i flyet under rejsen.
Who do you think, Commissioner, should set the safe number of hours' flying time in Europe?
Jeg er enig med ham, lige som mange andre af de tilstedeværende parlamentsmedlemmer, tror jeg.
In my opinion, only the Commission has the authority to make such proposals, in consultation with employers and workers in proper social dialogue.
De fleste lande følger International Civil Aviation Authoritys regler, men ikke alle.
Most countries subscribe to the International Civil Aviation Authorities' rules but not all.
Derfor er der brag for regler på internationalt plan.
Rules are therefore required at international level.
Her kan EU gå i spidsen og fremskynde, at der fastsættes internationale bestemmelser.
The EU can take the lead here and hasten the adoption of international provisions.
Desuden mener jeg, at det for at opretholde sikkerheden er på tide at overveje muligheden af at begrænse landingsrettighederne i lufthavnene for de luft fartsselskaber, der ikke overholder de sociale bestemmelser. ser.
I also believe that it is time to consider the possibUities of limiting the airport landing rights of airlines which do not comply with social conditions, so as to ensure safety.
Jeg tror, at forringelsen til en vis grad kan tilskrives liberaliseringen af lufttrafikken, som Kommissionen for øvrigt har taget initiativ til, med de alvorlige følger for sikkerhed, beskæftigelse og besætningens arbejdsforhold.
I cannot imagine that the Commission is happy with this state of affairs, or that it intends to stand by and watch European legislation being violated, perhaps at the cost of human lives in the future.
Den ene omstruktureringsplan følger den anden med nedskæringer i arbejdspladser, lønnedgang, øget fleksibilitet i arbejdet og færre job, forringet offentlig service og udvikling af privatiseringer.
It is the Commission's responsibility to prevent such violations, and it has the power and the opportunity to do so.
Den frie konkurrence fører også visse selskaber - store selskaber - til at delokalisere deres aktiviteter til lavtlønslande eller til at hyre besætninger uden for Unionen, der arbejder efter dårligere sociale normer.
Yet up to now - and this has been going on for some time now - it has simply been sitting on its hands, particularly, I have to say, your own directorate-general.
Dette er fuldkommen uantageligt, og det er i strid med alt det, vi står for i Europa, at en sådan opgørelse i penge af menneskeliv skulle kunne være grundlag for lovgivning.
It is equaUy clear that there has been no question of social dialogue or any consultations with employers and workers, at least not on the final form of this proposal.
Det er klart, at Kommissionen er forpligtet til at gribe ind.
These analyses value a single human life at 2.7 mUlion dollars.
Kun Kommissionen kan på ansvarlig måde skabe arbejdsbetingelser, der kan garantere besætnings og passagerers sikkerhed i Den Europæiske Union.
The Commission clearly has to take action, and it is only the Commission which can be relied upon to establish working conditions that guarantee the safety of air-crews and passengers in the European Union.
Det er min opfattelse, at vi er begyndt på det i dag, men jeg synes, at det er en skam, at det har skullet tage så lang tid.
I think we have made a start today, but it is only a pity that it has all taken so long.
Der skal findes en løsning, og det må være en forhandlet løsning, hvor organisationerne inddrages. Jeg kan dårligt tro, at det ikke kan lykkes.
The use of flags of convenience and the subsequent deterioration in safety conditions of a service which, as we know, is extremely sensitive is beginning to reach worrying levels.
Alt tyder på, at piloterne har rimelige lønninger, så måske kunne løsningen være, at vi begynder at tale om life-time duty, dvs. at livstidsindtjeningen ikke røres, men at der findes en løsning for arbejdstiden, der betyder, at sikkerheden ikke sættes over styr.
Instead of less pubUc service, greater deregulation and flexibility, it is preferable to reinforce the quality of services and improve the working conditions of air crews, give more support to their training and reinforce safety levels, in particular with individual professional qualifications for cabin crew, all factors which could guarantee those levels of security and high response capacity in à profession in which this should be a priority.
Vi nærmer os nemlig den barokke situation, at piloter har længere daglig arbejdstid end lastbilchauffører.
We must forge ahead but also reverse current trends, Commissioner, and avoid taking any steps which will just take us over the edge.
Og det må være muligt at finde en fornuftig løsning, der tilfredsstiller operatører, ansatte, Kommission, Råd og ikke mindst passagererne. Fem år undervejs er lang tid.
Torres Marques (PSE). - (PT) Commissioner, I was very pleased with what you said and I must remind you that you are speaking to one of the largest groups of frequent airline passengers in existence.
Boogerd-Quaak (ELDR). - (NL) Hr. formand, hr. kom missær, kære kolleger, lange arbejdsdage, det kan vi rigtignok tale med om som medlemmer af Europaparlamentet. I dag for eksempel begyndte mange af os klokken ni, og for mange af os slutter det nu også her til midnat.
Boogerd-Quaak (ELDR). - (NL) Mr President, Commissioner, ladies and gentlemen, we MEPs know what it means to have long working days.
Ved afslutningen af denne dag er vi behørigt trætte, og mange af os vil sikkert miste koncentrationen, måske er der oven i købet enkelte, der er faldet i søvn.
By the end of the day we will be tired, and some of us will certainly lose concentration or even fall asleep.
Det kan alle sagtens forstå.
Everyone understands why.
Arbejdsdage på femten timer, selv med en solid frokostpause, finder vi uhørt og også uhørt lang. Vi glæder os bare over, at det kun sker et par gange om måneden.
Fifteen-hour working days, even with a generous lunch-break, are outrageously long, and we can only be happy that they do not occur more than a few times a month.
Det fremgår af undersøgelser, at det allerede kan være farligt for piloter og besætninger at flyve mere end ni timer i træk. JAA, en klub, hvor der kun sidder nationale luftfartsmyndigheder repræsenteret ved deres embedsmænd, vil sætte dette op til fjorten timer. »If ever you have a faceless bureaucrat, it's the JAA«.
I wish to say that I think it is vital that the Commission should shoulder its responsibilities and present a proposal on the flight and work periods of ah crews as well as common standards in the area of vocational training and the granting of licenses to all members of flight and cabin crews.
Nu vel, foran Dem ligger et forslag til beslutning vedrørende arbejdstider og arbejdsbetingelser for piloter.
The resolution before you concerns the working hours and working conditions of pUots.
Et af de kildne punkter heri er det foreslåede maksimum på fjorten arbejdstimer om dagen.
One of the most controversial points it contains is the proposal to have a maximum working day of 14 hours.
Fjorten timer, vel at mærke uden tab af koncentration og helst også uden at slumre ind.
Fourteen hours without losing concentration and preferably without faUing asleep.
Jeg behøver ikke at forklare Dem, hvilke følger dette vil have for sikkerheden inden for lufttrafikken.
I do not need to spell out what the implications are for air safety.
Men hvorfor foreligger der efter gentagne anmodninger og lige så mange tilsagn fra Kommissionen stadig intet forslag til en europæisk ordning for denne sektor.
But why, after repeated requests to and promises from the Commission, is there stUl no proposal forthcoming for a set of European rules in this sector?
Kommissæren lover nu, at han vil sammenkalde et forum, hvor alle parter er repræsenteret. Men han siger også, at han igen har brag for tid.
The Commissioner has now promised to convene a forum at which aU the interested parties wUl have their say, but here again, he tells us, he will need time.
Men det må ikke tage ret meget mere tid, og arbejdsmarkedets parter skal bestemt høres, som det sig hør og bør.
It must not be aUowed to take too long, however, and the social partners will certainly have to be consulted properly.
Derfor synes jeg, at vi må anmode Kommissionen om at se godt og grundigt på det fælles forslag til beslutning vedrørende arbejdsbetingelserne.
That is why we need to ask the Commission to look closely at the joint resolution on working conditions.
Dette er virkelig at bede om ulykker, i et jo allerede overbelastet europæisk luftrum, fuldstændig uansvarligt og en trussel for Unionens borgeres sikkerhed.
The objective of safety is one which cannot be caUed into question, and the highest possible levels are to be deshed.
Hvem synes De, hr. kommissær, det i Den Europæiske Union skal være, der afgør, hvad der kan betegnes som sikre regler for antallet af flyvetimer?- Efter min mening er ingen anden institution end Kommissionen beføjet til, i samråd med arbejdsgivere og arbejdstagere, i en ordentlig social dialog, at foreslå slige regler.
However, it cannot be ignored that beyond the minimum required times to be set rigorously, the legal imposition of requirements will have to take into account the various operational realities - nor can it overlook existing international rules - or else a part of the industry will become inviable.
Alligevel er der nu en risiko for, at der via forslaget fra JAA vil træde en yderst farlig ordning i kraft, som desforuden er vedtaget af lande uden for Den Europæiske Union.
Ahlines are, in many countries, among the great est and most important national companies and are major job providers.
En ordning der nota bene sætter Den Europæiske Unions eget arbejdstidsdirektiv fuldstændig ud af kraft.
Most of these companies are in a very serious financial state, yet the major programmes of Community and national support have been followed.
Jeg vil rette en indtrængende anmodning til Kommissionen om, at den tager hensyn til indholdet af dette beslutnings forslag.
I would also urge the Commission most strongly to take good note of what this resolution says, and I would urge my colleagues to give it their support.
Vi vil jo immervæk alle sammen ved ugens udgang trætte efter arbejdet og med ro i sindet geme kunne træde ind i flyet og vide, at piloten er på toppen.
After all, at the end of the week we all want to be able to board our planes, tired, but confident that the pilots are fit to fly them.
Hvem andre end De, hr. Kinnock, burde overvåge den europæiske lovgivning. Det er Kommissionens opgave at forhindre denne overtrædelse af Den Europæiske Unions love og omstøde den.
I should like to ask the Commissioner when this forum began to work, the forum of which he spoke, in which various people involved in air transport took part, some thing which seems to me a very positive idea.
Novo (GUE/NGL). - (PT) Hr. formand, hr. kommissær, mine damer og herrer, fristelsen til at tage skridtet ud i afgrunden på lufttransportområdet - i øvrigt ligesom i de andre økonomiske sektorer - kan koste arbejdstagerne, men først og fremmest forbrugerne, dyrt.
Novo (GUE/NGL). - (PT) Mr President, Commissioner, ladies and gentlemen, the temptation of the abyss in the issue of air transport, as in many other economic sectors, could prove very expensive for workers and also, especiaUy, consumers.
Det er indlysende, at i dette spørgsmål står Den Europæiske Unions borgeres sikkerhed på spil.
Sarlis (PPE). - (EL) Mr President, in my turn I too would like to congratulate Commissioner Kinnock for his specific and detailed proposals this evening in four areas, and I must say that this is a start in a matter that has troubled the European Parliament for many years.
Det er indlysende, at der ikke har været tale om social dialog, om samråd med arbejdstagere óg arbejdsgivere i Den Europæiske Union, i al fald ikke for så vidt angår afslutningen på dette forslag.
The relocation of air transport companies and the transfer of certain services to countries where wage costs are lower and there are even lower social contributions is something which is taking place and is a growing phenomenon.
Der er en stigende tendens til at flytte lufttransportselskaber og overføre nogle af tjenesterne til lande med lave lønninger og endnu lavere sociale ydelser.
At the same time, however, I must remind you - and I hope you will acknowledge this, Commissioner - that this
For eksempel ville oprettelsen af en »European Aviation Safety Organisation« indirekte have bidraget til liberaliseringsprocessen, ligesom den indirekte støtter den europæiske industri, der producerer fly til civil luftfart.
Mcintosh (PPE). - Mr President, the Commissioner was right to say that one thing we are all agreed about is that we want to see the highest possible standards of safety and fair competition, but could I just add a note of caution.
Under alle omstændigheder vil vi følge situationen.
I have my doubts that this question falls exclusively within the European Union competence.
De kom med en redegørelse i aften, hvor De offentlig gjorde en tidsplan.
Mr Hughes referred to Article 75(1) which says that the Council 'shall lay down measures to improve transport safety'.
Den store tilslutning af talere til aftenens forhandling viser Dem, at hele Parlamentet vil holde grundigt øje med, at de løfter, De har givet os i dag, bliver overholdt, og jeg er sikker på, at De vil holde dem.
I would remind colleagues that there is the question of subsidiarity in this field and that is one thing we should consider.
På denne baggrund er det absolut nødvendigt også i denne sektor at gennemføre en vurdering af de økonomi ske og sociale følger af disse politiske tendenser.
For example, the creation of a 'European Aviation Safety Organization' would indirectly have facilitated the deregulation process, just as it indirectly helps the Euro pean civil aircraft manufacturing industry.
Der må ændres kurs, hr. kommissær, så vi undgår at tage skridtet ud i afgrunden.
A question to the Commission on the question of financing which the Commissioner himself raised: who will finance such a Community organization that he referred to in his introductory remarks and how will it be financed?
Torres Marques (PSE). - (PT) Hr. kommissær, jeg lyttede med stor interesse til Deres indlæg, og jeg minder Dem om, at De taler for en gruppe, der er storforbrugere af lufttransportselskabernes tjenesteydelser, og som mærker problemerne på deres egen krop.
The flight-time limitation is in hand at international level and I query the appropriateness for the Commission to intervene.
Det er nu ikke kun derfor, vi har taget spørgsmålet op til debat, men fordi det politisk ligger os stærkt på sinde.
The JAA has adopted draft rules. It is now in consultation with pUots, theh unions and their operators on this.
En anden ting, jeg geme vil komme ind på, er, at De hurtigst muligt bør sørge for at få mandat fra Rådet til at forhandle om de bilaterale aftaler.
Another point I want to raise is that you must move as quickly as possible to obtain the Council's mandate to negotiate on the great problem of bipartite agreements.
Der findes over 100 bilaterale aftaler.
There are over 100 of those.
Hvis der ikke sker noget med det mandat, Kommissionen skal have for at kunne forhandle om disse bilaterale aftaler, et spørgsmål, som har plaget Europa-Parlamentet og Den Europæiske Union i årevis, må vi ikke forvente at komme videre med hensyn til EU-regulering af lufttransporten.
Unless the issue of the Commission's mandate to negotiate those bipartite agree ments, an issue that has troubled the European ParUament and the European Union for years, can make some progress towards resolution, then ladies and gentlemen let us not expect that the ah transport sector will be able to develop in terms of Community regulation.
Vi er nødt til at overbevise medlemsstaterne om, at de ikke under bordet kan indgå bilaterale aftaler med tredjelande, aftaler som i realiteten undergraver ethvert forsøg på harmonisering af den europæiske industri og også skader arbejdstagerne inden for lufttransporten, fordi vi har en luftfartspolitik, som opererer med den bedste sikkerhedsstatistik i hele verden, og det er et centralt element, vi bør bevare.
The Member States must be persuaded that bipartite agreements with third countries cannot be concluded under the table, when they essentially undermine every effort to harmonize the Euro pean industry and those working in air transport, because we have a civil aviation industry with the best safety record in the world, and we must safeguard that as a cornerstone.
Hensynet til sikkerheden og det ønskelige i at opnå det højest mulige sikkerhedsniveau er indiskutabelt.
On the safety issue, the Commission should not be seen to act in isolation.
Lufttransportselskaberne er i mange lande de største og vigtigste virksomheder og de virksomheder, der skaber flest arbejdspladser.
It is only the Member States which have regard and access to all the scientific and medical evidence available.
Den økonomiske situation er imidlertid yderst alvorlig for størstedelen af disse virksomheder, og der er iværksat store fællesskabs- og nationale støtteprogrammer.
In my view, the Commission would not have access to these.
Jeg vil gerne spørge kommissæren, hvomår det omtalte forum, hvori skulle deltage de involverede i lufttransport, og som jeg finder er en yderst positiv idé, træder i 'funktion.
Where the Commission does have a role is to act as a catalyst once the JAA rules have been agreed, to enforce and implement these rules at European level as internationally agreed rules in conjunction with the Member States.
Og jeg vil ligeledes spørge, om Kommissionen ikke finder det vigtigt, at Europa-Parlamentet deltager heri?
I would urge the Commission to stop trying tö duplicate measures taken internationally by the JAA and in a wider European framework by ECAC, the European Civil Aviation body.
McMahon (PSE). - (EN) Hr. formand, kære deltagere i denne sene aftenforestilling i Strasbourg, jeg mener, at ansvaret for de problemer, der er opstået i forbindelse med at finde en tilfredsstillende løsning på spørgsmålet om regulering af piloternes arbejdstid, helt og holdent ligger hos Europa-Kommissionen.
McMahon (PSE). - Mr President, fellow Members of the Strasbourg Late Show, it is my opinion that responsibility for the problems of achieving a satisfactory solution to the issue of regulating pilots' hours lies fairly and squarely at the door of the European Commission.
Hr. Kinnocks kollega, hr. Flynn, var til stede her i Parlamentet, da vi havde forhandling om en fælles holdning til direktivet om arbejdstid, og han forsikrede os med hånden på hjertet om, at han ville fremsætte forslag til de forhold, der ikke er omfattet.
Commissioner Kinnock's colleague, Mr Flynn, came before this very House when we were debating the common position on the working time directive and assured us, hand on heart, that he would be bringing forward proposals for the excluded sector.
Vi venter stadig på nogle af disse forslag.
We are still waiting for some of these proposals in the excluded sector.
Ingen ved deres sansers fulde brag kunne finde på at foreslå, at besætningerne i luftfarten skal tvinges til lange arbejdsdage med deraf følgende risiko for passagerernes sikkerhed.
No-one in their right mind would suggest that air crews should be forced to work long hours, endangering the safety of their passengers.
Da min kollega, hr. Smith, og jeg selv for nogle år siden skulle flyve med Sabena fra Bruxelles til Glasgow, blev vi faktisk læsset af i Edinburgh midt i sneen, fordi Sabenas besætning havde overskredet deres arbejdstid.
Indeed, a few years ago, my colleague Mr Smith and I, flying back by Sabena from Brussels to Glasgow, were offloaded at Edinburgh in the middle of the snow because the Sabena crew had exceeded their hours.
Vi måtte tage en taxi og gav 80£ for at komme til Glasgow.
We had to hail a taxi. It cost us £80 to go to Glasgow.
Trods dette var vor ulejlighed intet sammenlignet med den ulejlighed, det havde været, hvis det var blevet nødvendigt med suppleringsvalg, fordi Sabenas piloter på grund af udmattelse var styrtet ned midt i Skotland.
Nevertheless, that inconvenience to us was as nothing compared to the inconvenience there might have been if there had had to be a by-election because the Sabena pilots had incurred fatigue and crashlanded over central Scotland.
På den baggrund mener jeg, at det er vigtigt, at vi ikke lader ønsket om deregulering få overhånd.
Finally, it is very difficult to compare the UK flight and duty time-limitations and the JAA operational rules proposed.
Det har vi været vidne til i Storbritannien med bustransporten.
They appear to be almost identical.
Vi har især set det inden for jernbanetransport.
It is important to assess the overall package.
I weekenden blev en af mine vælgere dræbt i en togulykke i Storbritannien som følge af nogle af de ændringer, der er blevet foretaget på området.
Where 24 member states have agreed the JAA rules, while not ideal, this is an international package virtually equivalent in every iota to the UK operational rules which are amongst the highest.
Jeg mener derfor, at det er vigtigt, at vi fortsat har en form for regulering, og at vi fastsætter regler for piloternes arbejdstid.
Those British colleagues who are interested will have the opportunity to put their questions to the CAA in two weeks time, I believe, when they visit us in Brussels.
Vi må samle alle eksperterne omkring bordet.
We have seen this happening in the bus industry in the United Kingdom.
Det er sådan, vi skal diskutere problemet - det er vejen frem.
We have seen it happen particularly in the transport industry, in the railways.
JAA's aftale er ikke
At the weekend, a constituent of mine was killed in a railway accident in the UK as a result
McMahon tilstrækkelig, da den ikke har retlige beføjelser på dette område.
Watts a forum to review the Joint Aviation Authority's flight time proposals as a victory for common sense.
Mcintosh (PPE). - (EN) Hr. formand, kommissæren har ret i, at en ting, vi alle kan blive enige om, er, at vi ønsker de bedste sikkerhedsforskrifter og retfærdige konkurrence mæssige betingelser, men jeg vil geme lige komme med en advarende bemærkning.
Nevertheless, it is undemocratic to think that administrative agreements drawn up by special ists are a suitable means of regulating issues as important as the social interests of workers and, indirectly, the safety of passengers.
Jeg tvivler på, at dette spørgsmål udelukkende falder ind under EU's kompetence.
This is simply not the right level for regulating such matters, and that is why Community law takes precedence.
JAA har hidtil ignoreret pilotemes indvendinger og endog sin egen rådgivende læges udtalelse ved efter min mening at indføre farlige bestemmelser, som er værre end alle andre gældende bestemmelser i noget EU land. Dette er i strid med EU's ånd.
The JAA has so far ignored objections from pilots and indeed the opinion of its own medical adviser to come up with, in my view, unsafe regulations which are worse than any regulations currently in force in any Member State in the European Union.
Forbedringer af transportsikkerheden er et af Unionens vigtige mål.
Improving levels of transport safety is one of the Union's principal aims.
Harmonisering af arbejdstid og -vilkår falder efter min mening så afgjort ind under Unionens kompetence.
Harmonization of working time and conditions does indeed, I believe, fall within the competence of the Union.