natgillin/translations-raw huggingface dataset:
Det er nødvendigt at beskæftige sig med normer inden for handlen.
We have to have standards for trade.
Hvis vi ikke gør det, er der risiko for udnyttelse af bestemte grupper mennesker.
If we do not, there is the chance of certain groups of people being exploited.
International anerkendelse af arbejdsnormer er et nyttigt instrument til at forebygge udnyttelse.
International recognition of labour standards is a valuable way of preventing such exploitation.
Vi er derfor glade for, at Kommissionen fastslår, at sammenhængen mellem liberalisering af verdenshandlen og anerkendelse af arbejdsnormer ikke uden videre kan kaldes positiv.
We are therefore glad to see the Commission making the point that the liberalisation of world trade is not altogether being matched by the recognition of labour standards.
EU skal så vidt muligt tilslutte sig internationale initiativer på dette område.
We as the European Union must endorse international initiatives in this area as far as possible.
For at kunne gøre det på en troværdig måde skal Unionens medlemsstater først gribe i deres egen barm.
But if the Union is to do this credibly, its Member States must first put their own house in order.
Vi støtter ordførerens opfordring til flere af Unionens medlemsstater om at anerkende og over holde arbejdsnormerne.
We back the rapporteur's call for various Member States of the European Union to recognise and comply with labour standards.
Udfoldelsen af forskellige selvstændige europæiske initiativer går efter vores gruppes mening for vidt, f.eks. når det drejer sig om fremme af uddannelsesmulighederne for unge mennekser i andre lande.
However, the development of a whole range of independent European initiatives goes too far in the opinion of our group, for example when it comes to promoting education and training opportunities for young people in other countries.
Vi mener, at det er bedre at integrere arbejdsnormer på andre politiske områder, f.eks. udvildingsamarbejde.
We think it is better for us to make labour standards an integral part of our other policy areas, such as development cooperation.
Vi har derfor ikke støttet ordførerens punkt 19.
So we did not support the rapporteur's paragraph 19.
Vi er dog enige i ændringsforslag 4.
We were happy with Amendment No 4, however.
Vi er tilhængere af en frivillig europæisk adfærdskodeks. Vores synspunkt inden for denne ramme er bedst formuleret i ændringsforslag 10 af hr. Howitt.
We are in favour of a voluntary European code of conduct, and Mr Howitt's Amendment No 10 best reflects our vision of this.
Senere i denne uge skal vi drøfte dette nærmere.
Later this week, we shall be having a more comprehensive discussion of this topic.
Nogle af de andre ændringsforslag finder vi uden større betydning, og vi har derfor ikke støttet dem.
Various other amendments are, we think, of little significance and we did not support them.
Vores gruppe deler ordførerens mening om, at balancen for de sidste fire år er sølle, når det drejer sig om anerkendelsen af internationale normer.
Our group agrees with the rapporteur that little has been achieved in the last four years as regards the recognition of international standards.
Vedtagelse af denne betænkning er et godt skridt på vej mod etisk forsvarlig handel.
The adopting of this resolution will be a significant step towards an ethical system of trade.
Vi har derfor stemt for ordførerens betænkning, netop fordi den sigter imod at støtte alle eksisterende internationale initiativer.
We thus voted wholeheartedly in favour of the rapporteur's report, precisely because it seeks to support existing international initiatives.
Bernardini og Darras (PSE), skriftlig. — (FR) Parlamentet har lige siden 1996 i sine udtalelser om handlingsprogrammet 1995-2000 for den fælles transportpolitik undersøgt mulighederne for at finde privat kapital til at finansiere TEN.
Bernardini and Darras (PSE), in writing. — (FR) Since 1996, in discussions about the common transport policy action programme for 1995-2000, Parliament has considered using private capital to fund TENs.
Stillet over for denne forsinkelse i finansieringen er det selve opsvinget for beskæftigelsen, der lider nederlag på EU-niveau.
The delay in financing means that the whole job-creation project is failing at European level.
Vi ved alle, at en af årsagerne til denne forsinkelse skyldes en nedgang i investeringerne i de medlemsstater, der har travlt med at reducere deres offentlige underskud.
We are all aware that one of the reasons for this delay is the decline in infrastructure investment by Member States that are keen to reduce their public deficit.
Den offentlige sektor kan ikke selv påtage sig denne finansiering, og derfor henvender man sig til den private sektor.
The public sector alone cannot provide this financing, which is why private sector funds are being considered.
I den meddelelse fra Kommissionen, som vores kollegas betænkning drejer sig om, åbner man vejen til dette samarbejde gennem oprettelsen af partnerskaber mellem organisationer fra den offentlige sektor og investorer og virksomheder fra den private sektor.
The Commission's communication, which is the subject of our colleague's report, paves the way for such collaboration by setting up partnerships between public sector organisations and private sector investors and companies.
Men som i ethvert andet godt samarbejde er man selvfølgelig nødt til at opridse rammerne.
However, as with any successful collaboration, guidelines need to be set out.
Et offentligt/privat part nerskab skal have til formål at udtænke, fastlægge, finansiere og opbygge et projekt, der besluttes af den offentlige myndighed.
A publicprivate partnership (PPP) should be aimed at planning, programming, financing and carrying out a project given the go-ahead by public authorities.
De risici, der måtte være ved gennemførelsen, skal bæres af begge parter i forhold til disses formåen.
And in order to see it through to completion, the risks involved should be distributed according to everyone's ability to cope with them.
Der må være tale om en effektiv garanti, hvis en af parterne falder fra.
In fact there should be some form of guarantee to fall back on should one of the partners involved fail to deliver.
For at dette partnerskab skal blive vellykket, er det, som vores ordfører foreslår, nødvendigt at ændre direktiverne om de »offentlige markeder«, men disse skal ikke udvikle sig til rendyrket liberalisme. For at modvirke denne hypotetiske risiko ville det være en god idé at tage hensyn til konceptet for de offentlige forsyningstjenester.
Lastly, as the rapporteur suggests, for the PPP to succeed, 'public procurement' directives will need to be amended.
Selvom konceptet for dette offentlige/private partnerskab som grundlag har de store prioriterede projekter, tvivler vi ikke på, at der findes en større interesse for mindre infrastrukturprojekter, der »repræsenterer en væsentlig interesse på lokalt eller regionalt niveau« (stk. 17 i beslutningen).
S evel' (paragraph 17 of the resolution).
Palm, Theorin og Wibe (PSE), skriftlig. — (SV) Ordføreren mener, at en mobilisering af privat kapital er en forudsætning for at kunne gennemføre Fællesskabets transportpolitik, specielt de transeuropæiske transportnet (TEN).
Palm, Theorin and Wibe (PSE), in writing. — (SV) The rapporteur believes that the mobilisation of private capital is essential if we are to be able to implement Community transport policy and, in particular, construct the transEuropean transport networks (TENs).
Med denne stemmeforklaring ønsker vi at pointere, at vi finder det yderst vigtigt, at grundinfrastrukturen forbliver i almen eje gennem oprettelse af offentlige/private partnerskaber.
Before the final vote, we should like to stress that in our view it is vital, when establishing publicprivate part nerships for infrastructure projects, to ensure that the basic infrastructures remain in public ownership.
Så længe det offentlige/private partnerskab har karakter af ad hoc-selskaber under offentlige kontrakter, er tilførslen af privat kapital kun af det gode, men samarbejdet må under ingen omstændigheder føre til et delt ejerskab.
We welcome private capital so long as publicprivate partnerships remain temporary ventures within an overall public procurement framework, but cooperation should not be allowed to lead to shared ownership.
Bernardini (PSE), skriftlig. — (FR) Havnesektoren står for mere end 90% af Unionens handel med tredjelande og omkring 30% af handlen inden for EU.
Bernardini (PSE), in writing — (FR) The port sector handles more than 90% of the Union's trade with third countries and approximately 30% of intra-Community traffic, as well as more than 200 million passengers every year.
Endvidere transporterer den mere end 200 millioner passagerer om året.
I welcome the fact that the House has had the opportunity to participate in the debate and, as an elected representative from a large port city in the south of France, I should like to make two comments.
Denne kendsgerning viser, at det er absolut nødvendigt, at EU's havne har effektive infrastrukturer, så de kan udføre de vigtige tjenester, man kræver af havnesektoren.
Nonetheless, a large number of installations, services and undertakings in sea ports can be classed under this category. This omission therefore needs to be rectified.
I den forbindelse skal vi heller ikke glemme, at havnene udgør en nøglefaktor i den regionale økonomi, især i Unionens fjernere og fjernest beliggende maritime regioner.
Girão Pereira (UPE), in writing. — (FT) The need to define and implement a European policy in the area of sea ports and maritime infrastructures has been apparent for some time.
Europa-Kommissionens grønbog skal roses for at åbne en bred debat med alle berørte parter — havnemyndigheder, maritime transportører, speditører, medlemsstater osv. — om mulighederne for at forbedre infrastrukturerne og den økonomiske effektivitet i EU's havne.
In our opinion, the ports constitute a fundamental part of the European and transEuropean transport networks, not only in terms of European competitiveness in the world economy, but also for intra-Community traffic and for the integrated development of the whole European territory.
Jeg glæder mig over, at vores forsamling kan deltage i overvejelserne, og jeg vil gerne som folkevalgt i et stort havneområde i Sydfrankrig komme med to bemærkninger.
An efficient port system can also constitute a local and regional development factor, particularly in outlying and insular areas. In addition to bringing these outlying areas closer to the centre, it is a dominant factor in economic and social cohesion.
Men en lang række installationer, tjenesteydelser og aktiviteter i havnene hører ind under dette koncept.
Kestelijn-Sierens (ELDR), in writing. — (NL) Mr Jarzembowski's report is a balanced one.
Det er derfor nødvendigt at udbedre denne forglemmelse.
Measuring it against the situation of Flemish ports and my party's priorities in that respect, I am glad to see that the rapporteur has focused on the right things.
Endelig er hovedformålet med grønbogen at gøre det fuldstændigt klart, hvilke regler der gælder i de forskellige medlemsstater, så EU's havne i højere grad kan blive tilpasset en international sammenhæng.
Our priorities for a policy on ports and maritime infrastructure are as follows:
Det afgørende her er de økonomiske og konkurrencemæssige forhold.
— Easy accessibility of ports and better communications with the hinterland.
Vi er enige med Kommissionen i dens udgangspunkt, som er at udarbejde en fortegnelse over finansieringerne af de store havne i EU, før man formulerer noget forslag til et direktiv.
Better opening up of ports by means of improved rail links with the interior will ease the burden on the road network and lead to sustainable mobility.
Man skal ikke kun gå ud fra den enkeltstående påstand om at forbyde statsstøtte til denne sektor, men i stedet sigte på at korrigere forskelle i udvikling mellem havnene i det nordlige og det sydlige EU.
I would mention here the importance of modernising the existing IJzeren Rijn' link which connects Antwerp with the Ruhr.
Vi skal ikke ødelægge den afgørende rolle, havneområderne spiller for den lokale beskæftigelse.
The port of Zeebrugge also needs better links with the hinterland.
Girão Pereira (UPE), skriftlig. — (PT) Der har længe været behov for at få defineret og gennemført en europæisk politik for søhavne og skibsfartsinfrastruktur.
— Greater clarity over the financing of infrastructure, whereby it must be clear that port superstructure does not have to be financed by government.
Efter vores opfattelse udgør havnene en fundamental bestanddel af det europæiske og transeuropæiske transportnet, ikke kun for konkurrencedygtigheden på verdensmarkedet, men også for den fællesskabsinterne handel og for en integreret udvikling af hele det europæiske område.
— It is essential to have the same operating conditions for all ports. This should ensure that all structures which distort competition will disappear.
Særlig i et udvidet Europa er short sea—transport alternativet til den vejtransport, der betyder stadig stigende overbelastning af de europæiske veje.
It is no longer acceptable that the Flanders region as a shareholder in the port of Zeebrugge should act as both judge and jury.
Eksempelvis er de franske lastvognschaufførers strejke, der lammede en stor del af økonomien i visse regioner, et varsel om, at Europa har behov for alternativ transport baseret på skibe og jernbaner.
— I would also stress how important it is for each port to have a strong local base.
Det skal hertil føjes, at søtransport ud fra et miljøsynspunkt byder på uafviselige fordele.
Every port must retain its autonomy.
Det skal yderligere tilføjes, at et effektivt havnesystem vil kunne befordre lokal og regional udvikling, især i fjerntliggende områder og på øer, og således udgøre en vigtig faktor i den økonomiske og sociale samhørighed ud over at bringe periferien nærmere til centrum.
— Finally, the success of a port depends partly on the economic and fiscal policy of the country in question. We must ensure that economic but above all fiscal measures do not have an inhibiting effect, and we must prevent high wage costs and tax considerations from making a given port less competitive than others.
Vi hilser derfor Kommissionens initiativ velkomment i overbevisningen om, at andre skridt vil følge i retning mod en definitivt vedtaget havnepolitik.
I support Mr Jarzembowski's report and hope that we will follow this example in Flanders too and rapidly approve the maritime ports decree.
Kestelijn-Sierens (ELDR), skriftlig. — (NL) Betænkningen af hr. Jarzembowski er en afbalanceret betænkning.
Lindholm (V), in writing. — (SV) Maritime transport and therefore ports play a vital role in terms of both people and goods.
Vi lægger vægt på følgende punkter i forbindelse med en politik for havne og maritim infrastruktur:
At the same time, conditions in terms of coastal regions, climate, population density, fishing and.so on differ widely between Member States.
En bedre åbning af havnene bl.a. gennem bedre togforbindelser til indlandet kommer aflastningen af vejnettet til gode og fører til varig mobilitet.
There is still some doubt as to whether ports come within the EU's field of competence, or even whether they should be regarded as part of the TENs.
I den forbindelse vil jeg pege på betydningen af moderniseringen af den eksisterende togforbindelse, »Ijzeren Rijn«, som forbinder Antwerpen med Ruhr-distriktet.
However, a significant proportion of the structures, services and operations in ports are not specific to ports, and so comparisons cannot be made.
Også havnen i Zeebrugge skal forbindes bedre med baglandet.
This also has repercussions in terms of competition and public procurement.
— Mere klarhed i forbindelse med finansieringen af infrastrukturen, hvori det gøres klart, at den overordnede havnestruktur ikke nødvendigvis skal finansieres af staten.
On the whole, the matter needs further discussion, particularly in the Member States and with the players concerned.
Alle havne skal beholde deres selvstændighed.
They are also centres of transshipment, services, distribution and logistics.
— Til sidst er en havns succes også afhængig af den økonomi- og skattepolitik, der føres i landet.
Given this development, the most pressing problem concerns finance and charges for sea and port infrastructure.
Vi skal sørge for, at økonomiske, men især skattemæssige foranstaltninger ikke virker hindrende og undgå, at høje lønninger og skatter vanskeliggør konkurrencen med andre havne.
However, it must be stressed that Member States' ports differ in terms of ownership as well as in their organisational and administrative structure.
Jeg støtter betænkningen af hr.Jarzembowski og håber, at vi også i Flanderen følger dette eksempel og hurtigt godkender havnedekretet.
This structural complexity generates a considerable number of problems when it comes to analysing the differences in aid to be given so that the level of fairness in competitive terms can be gauged.
Vandvejene skal have større betydning som transportveje, hvis vi skal nå målet om »en bæredygtig transport politik«. Det er vi nok alle enige i.
But it must point out that another category of ports exists.
Samtidig er der meget forskellige forudsætninger i medlemslandene, hvad angår kyststrækning, klima, befolk ningstæthed, fiskeritraditioner osv.
In fact, some ports or port installations, services and undertakings are, by their very nature, of general interest and should therefore be entitled to aid for specific development projects, contrary to the rapporteur's proposals.
At havnene skulle ligge inden for EU's ansvarsområde, kan vel heller ikke helt nægtes. Heller ikke, at de skal betragtes som en del af TEN.
There are a number of modest or medium-sized ports which serve as a good example of this because they enable links to be established with remote islands.
Mange anlæg, tjenester og virksomheder i havnene er imidlertid af almen interesse, og de kan derfor ikke sammen lignes med andre.
If the motion for a resolution were to be adopted in its present form, this category of ports would be excluded completely, which would certainly have detrimental economic and social consequences.
Det gælder ikke mindst konkurrencespørgsmål og offentlig finansiering.
This is why our group supported Amendments Nos 1 and 3, which would enable this type of port to receive aid from national and local authorities.
I det hele taget skal dette spørgsmål diskuteres meget mere, ikke mindst i medlemslandene og med de berørte aktører. rer.
In the name of fair competition, the public service offered by some ports or port infrastructures must not be undermined.
Souchet (I-EDN), skriftlig. — (FR) Når havnenes økonomiske betydning i EU's lande er så stor, skyldes det den kendsgerning, at mere end 90% af medlemsstaternes handel med tredjelande og tæt ved 30% af handlen inden for EU foregår ad denne transportkanal.
Theonas (GUE/NGL), in writing. — (EL) We condemn any attempt to intervene in the ownership status of ports. The aim of such a policy is to do away with the social role ports and marine infrastructures are called upon to play, and to open them up to private exploitation and the creation of more profits for the Community's monopolistic enterprises.
Da regeringerne traditionelt har betragtet havnene som vækstpoler, nationale og regionale udviklingscentre og regionale egnsudviklingsinstrumenter, er havnene i EU's medlemsstater, og især de store havne, i dag blevet knudepunkter for maritim oversøisk transport, maritim transport over korte distancer (cabotage) og transport over land samt centre for omlæsning og tjenesteydelser, afsætning og logistik.
The Green Paper we are debating gives notice of specific legislative proposals, such as a proposed directive on port dues, a regulatory framework for the liberalisation of the port services market, facilitating the participation of private capital in port activities, the adoption of uniform pricing principles, etc., supposedly to improve the 'competitiveness' of ports, whereas in reality it promotes cost cutting and increased profits for private capital with major adverse consequences for society as a whole, on the pretext that there are prospects for the further development of international trade, for increasing European exports and for intensifying competition against other major ports outside Europe.
På baggrund af denne udvikling er det vigtigste problem at finansiere og fastsætte afgifter for havnenes og de maritime infrastrukturer.
In the context of the celebrated publicprivate sector cooperatives, the Commission is trying in this branch as well to hand over the prime profit-making activities to the shipowners.
Men det skal understreges, at havnene i de forskellige medlemsstater har forskellige ejerforhold og forskellig administrations- og organisationsstruktur.
It is burdening the public sector with the cost of financing infrastructure and insisting that private capital must participate even in the planning and formulation of investments, and should be granted long-term exploitation rights.
Denne strukturelle mangfoldighed rejser en lang række vanskeligheder, når man ønsker at analysere forskellene i støtte for at klarlægge et retfærdigt konkurrencemæssigt niveau.
The Commission's statements about the way ports are to be financed aim to undermine public or public-law enterprises by giving notice of the systematic and strict application of the Community framework for state aid.
Visse havne eller anlæg, tjenester og havneaktiviteter er reelt af natur af generel interesse.
Measures are announced for the pricing system, which will result in a steep rise in prices in the name of the 'user pays' principle.
Disse bør derfor i modsætning til ordførerens forslag have mulighed for at modtage en særlig driftstøtte.
The cost, of course, will not be borne by the shipowners who have been pushing in that direction, but will emerge in the end price, in other words the price paid by the travelling public and in consumer prices for goods.
Jeg kan f.eks. nævne, at der findes en række middelstore eller mere beskedne havne, der gør det muligt at forbinde fast landet med mere eller mindre fjerntliggende øer. Disse havne er ubestrideligt af generel interesse, idet de gør det muligt for øboerne at modtage forsyninger.
There is no mention at all of the fact that for countries like Greece, with an extensive island network, sea transport is the basic means for local development, communication and the development of tourism, and consequently any increase in transport costs would have an adverse effect on the development potential of those areas.
Hvis vi stemte for forslaget til beslutning, som det foreligger, ville denne type havne blive fuldstændigt glemt, og dette ville endvidere have voldsomme økonomiske og sociale konsekvenser.
The Commission's plans for port dues will lead to a substantial reduction in the revenues of small ports which have a low turnover, with the result that their viability and operation will be placed at risk.
Theonas (GUE/NGL), skriftlig. — (EL) Vi fordømmer ethvert forsøg på at intervenere i havnenes ejermæssige status.
There are also serious threats to the rights of working people, while significant job losses are also on the agenda.