natgillin/translations-raw huggingface dataset:
Bl.a. på grund af disse systemers høje pris er det efter min opfattelse også vigtigt, at vi udtaler os om dette lovforslag nu og ikke udsætter det.
Not least because of the cost of these systems, I believe that it is important that we should now deliver an opinion on this proposed legislation, rather than postpone doing so.
Det betyder ikke, at jeg ikke havde forståelse for fru Van Dijks anmodning, men jeg kommer egentlig dermed tilbage til min indledende bemærkning.
This does not mean that I was unsympathetic towards the request that was made by Mrs van Dijk, and indeed I would refer back here to my opening remarks.
Jeg opstiller til sidst som yderligere betingelse, at vi ikke længere ser de store lastbiler i byerne, og at vi gør meget mere ved opførelsen af transportcentre uden for de store centre, hvor distribution og oplagring kan finde sted, og hvor de forskellige transportmetoder samles. Det er imidlertid ikke det, vi diskuterer nu.
Finally, I would further stipulate that we should no longer see large trucks in our cities and that we should do a great deal more to build transfer sites outside the major centres, to handle distribution and storage, and where the various modes of transport can link together.
Jeg har med stor interesse og stor påskønnelse taget de argumenter til efterretning, som alle involverede i Parlamentet, Kom missionen og Rådet har fremført.
I have noted with much interest and appreciation the arguments of all those concerned in Parliament, the Commission and the Council.
Nu, efter et års arbejde på dette forslag, anbefaler jeg det stærkt, bl.a. i betragtning af, at de nye medlemsstater kan få et ord at skulle have sagt under andenbehandlingen.
Now, after a year's work on this proposal, I can strongly recommend it, bearing in mind that the new Member States will be able to have their say at second reading.
Hr. formand, her med er vi på vej mod et fælles og frit transportmarked, og uden et sådant transportmarked kan Unionen ikke blomstre yderligere op.
This proposal puts us on the road towards a free Community transport market, and without the transport market, our Union will not be able to flourish further.
I tiltrædelsesforhandlingerne har vore skandinaviske partnere allerede henvist til dette forslag og spurgt, om det ikke skulle optages i tiltrædelsesforhandlingerne.
At the time of the accession negotiations, our Scandinavian partners pointed to this proposal and asked if it should be included in the negotiations.
Det er forkasteligt, at navnlig kommissær Van den Broek dengang sagde, at sagen overhovedet ikke var presserende, og blækket i Tiltrædelsestraktaten var næppe tørt, førend dette forslag lå på bordet. Det er da i det mindste ikke helt, som det skal være, og det ville være godt, hvis Rådet og Kommissionen nu kunne nå til en endelig beslutning med Sveriges, Finlands og Norges fuldstændige og virkelige deltagelse med stemmeret.
It is a matter of reproach that Commissioner van den Broek in particular let it be known at the time that the question was not at all urgent, but the ink was hardly dry on the accession treaties when this proposal was put on the table.
Men sidst nævnte må vi endnu afvente.
In this last case, however, we still have to wait and see.
Seal (PSE). - (EN) Hr. formand, jeg var meget interesse ret i de ting, hr. Wijsenbeek havde at sige.
Seal (PSE). - Mr President, I was very interested in what Mr Wijsenbeek had to say.
Hans betænkning blev grundigt debatteret i Udvalget om Transport og Turisme.
His report was well debated in the Committee on Transport and Tourism.
Jeg kan godt se, at vi nu, hvor vi har et indre marked, har behov for fælles regierom tunge vejkøretøjer til transport af gods, men vi må huske på, at disse køretøjer ikke blot fortsat kan gøres tungere og tungere og større og større.
Now that we have a single market I can appreciate the need for common rules as far as heavy goods vehicles are concerned, but we have to bear in mind that heavy goods vehicles cannot continue to get heavier and heavier and larger and larger.
Og det er tilsyneladende den politik, vi har ført.
And that seems to be the policy we have been following.
Det er rigtigt, at de lokale arbejds- og levevilkår er meget vanskelige og kræver større materiel end i resten af Unionen, men for den ærlige konkurrences skyld må også cabotagevirksomheder fra andre steder kunne deltage i den lokale transport under samme vilkår.
It is true that the local living and working conditions are very difficult and require larger vehicles than in the rest of the Union, but on grounds of fair competition, cabotage operators from elsewhere must be able to participate in the haulage market on equal terms.
Det argument, der fremsættes om, at større køretøjer reducerer antallet af køretøjer på vejene, holder ganske enkelt ikke.
The argument put forward that larger vehicles reduce the numbers of vehicles on the road is just not true.
Det er ikke bevist.
It has not been proven.
Da Økonomi- og Socialudvalget undersøgte dette spørgsmål, kom det til den samme konklusion.
In the United Kingdom in particular we cannot continue to tolerate the damage to our roads, bridges and village life, in fact, to the whole environment.
Tilbage til teknikken: Grundene til, at der bør være regler om dimensioner og vægt, er foruden lige konkurrence også sikkerhed og hindring af skade på infrastrukturen.
As well as being specified as such, both weights and dimensions can also be expressed in different ways, for instance in terms of turning circle and maximum axle weight. Then the problems of the summer could have been avoided.
Min politiske gruppe vil stemme for betænkningen.
My political group will vote for the report.
Den vil ikke kalde den fremragende, men den mener, den bidrager til opfyldelsen af det mål, der dannede grundlag for dens udarbejdelse.
We do not consider it perfect, but we do think it contributes to the aim for which it was prepared.
Gruppen mener, den indeholder positive bestemmelser, selv om vi er uenige i et par af punkterne, f.eks. vedrørende de 44 tons.
We believe it contains positive orders, even though there are one or two differ ences over specific issues such as the 44-tonne trucks.
Og når det kommer til afstemningen om de konkrete punkter, vil vi sandsynligvis stemme imod, men generelt set vil vi stemme for og komplimentere ordføreren for det arbejde, han har gjort, som bestemt ikke har været let.
And when the time comes to vote on those issues, we will probably express different views, but we will ultimately vote for it, and we congratulate the rapporteur on his work, which was not easy.
Det har været et vanskeligt emne, der har været mange protester, og han har måttet gøre en stor indsats for at nå så langt, som han er nået, og jeg tror, den vil blive vedtaget med et overvældende flertal i Parlamentet.
The subject was difficult and there were many objections to be overcome, and he had to work very hard to bring the report to where it is. I think it will receive the support of a large majority of Parliament's Members.
Cornelissen (PPE), formand for Udvalget om Transport og Turisme. - (NL) Hr. formand, må jeg begynde med at give ordføreren, hr. Wijsenbeek, en kompliment?
Cornelissen (PPE), chairman of the Committee on Transport and Tourism. - (NL) Mr President, may I begin by complimenting the rapporteur, Mr Wijsenbeek.
Han har gjort meget ud af denne indviklede, men for vejtransporten vigtige sag; det glæder vi os over.
He has successfully dealt with this complex subject, which is nevertheless an important one for road transport, and we would compliment him on that.
Vor gruppe kan, alt taget i betragtning, støtte dette forslag. Det betyder ikke, at vi er vildt begejstrede. En sag som denne burde da kunne føre til bred enighed her i Forsamlingen.
All things considered, our group can agree with this proposal, though that does not alter the fact that we are not brimming over with enthusiasm.
Vi har jo ikke forskellige opfattelser, tror jeg, med hensyn til målsætninger.
After all, I think there are no differences of opinion among us as regards the objectives.
Jeg nævner tre: ærlige konkurrenceforhold, optimal sikkerhed og begrænsning af miljøgener.
I would mention three of these: fair conditions of competition, optimum safety levels, and limiting the adverse effects on the environment.
Men når dette er sagt, har jeg måttet konstatere, at disse målsætninger i diskussionerne i Udvalget om Transport og Turisme har ført til forskellige holdninger ved udformningen.
Having said that, however, I could not help noting that in the discussions in the Committee on Transport and Tourism, these objectives were expressed in very differ ent stances.
Jeg har ikke kunnet undgå at få det indtryk, at der har været en temmelig dogmatisk hold ning.
It was hard to avoid the impression that there was a somewhat dogmatic approach.
Jeg synes, at det er ærgerligt, for dertil er sagen for vigtig.
I find this unfortunate, because the subject is too important for that.
Van Dijk (V). - (NL) Hr. formand, ja, jeg tror da, at jeg må rette et par ting her.
van Dijk (V). - (NL) Mr President, I think I need to set one or two things straight here.
Formanden for Udvalget om Transport og Turisme talte om en dogmatisk holdning.
The chairman of the Committee on Transport and Tourism spoke about a dogmatic approach.
Hermed sigter han nok til den del af udvalget, som syntes, at det jo ikke er så nærliggende at sige, at lastbilerne godt kan være noget tungere, at de godt kan være noget længere, og at de godt kan være noget bredere, hvis blot de har flere aksler osv.
He was probably referring to that section of the committee which felt that it was not in fact such a matter of course to say that things can become heavier, longer and wider if we just put them on more axles, and so on.
Jeg tilslutter mig hr. Wijsenbeeks opfordring til endnu en gang at se ordentligt på hr. Van der Waals ændringsforslag nr. 14.
I would support Mr Wijsenbeek's call for us to look again at Amendment No 14 by Mr van der Waal.
Jeg ville også gerne høre Kommissionens vurdering deraf.
I should also like to hear the views of the Commission on this.
Særlig opmærksomhed er dernæst påkrævet med hensyn til bibeholdelsen af de normer, der skal aftales. Jeg tror, at bibeholdelse er mindst lige så vigtig som selve normerne.
We must then give particular attention to applying the standards that are to be agreed; I think that application is at least as important as the standards themselves.
Vi ved, at det er besluttet at indføre hastighedsbegrænseren.
We know that it has been decided to introduce speed limiters.
Jeg ville finde det interessant af Kommissionen også at få tilsagn om, at den er rede til systematisk at undersøge fordelene og ulemperne ved indførelsen af en vægtbegrænser på parkerede køre tøjer.
I think it would be interesting if the Commission were to undertake to set out the advantages and disadvantages of introducing a weight limiter for stationary vehicles.
Jeg udtaler endnu ikke nogen vurdering heraf, men jeg spørger Kommissionen, om den er villig til systematisk at undersøge fordelene og ulemperne derved og dernæst forelægge en udtalelse for os.
I am not expressing an opinion on this as yet, but I would ask the Commission if it is prepared to set out the pros and cons of such a device, and then to come to us with a recommendation.
Denne dogmatiske holdning vil jeg lige tale om.
I too should like to say something about this dogmatic approach.
Når det drejer sig om miljøet, må vi naturligvis ikke give en hyklerisk forestilling her.
Where the environment is concerned, we must naturally not give any false impressions.
Hr. Wijsenbeek siger, at hvis vi sætter lastvognstog på vejene, så bruger vi meget mindre energi?
Is Mr Wijsenbeek saying that if we put road trains on the roads, we shall be using less energy?
Ved første øjekast er det rigtigt, nemlig hvis man kun ser på vejtransporten.
At first sight, that is true, if you are looking at road transport alone.
Hvis man virkelig tager den samlede erhvervsmæssige godstransport i betragtning, og således også hvad der transporteres ad vandvejene og ad jernbane, så viser det sig allerede meget hurtigt, at man ved at tillade den slags kolosser på vejene gør det af med den kombinerede transportJernbanetransporten og transporten ad vandveje.
But if you actually take account of all commercial goods transport, including what is carried by rail and waterway, then it all too quickly becomes clear that by allowing this kind of vehicle on our roads, you are pulling the plug on combined transport and transport by rail and waterway.
Det betyder simpelthen, at vi henter en masse af transporten ad vandveje og ad jernbane tilbage til landevejene, og det er slet ikke det, vi vil.
It simply means that we are shifting a great deal of transport away from rail and water and back onto the roads, and that is absolutely what we do not want.
Vi har allerede af og til i Nederlandene den situation, og måske også i andre lande, at vi, når myldretiden om morgenen går over i myldretiden om aftenen, ved Allah ikke længere ved, hvordan vi skal løse problemet, og så begynder vi at provokere den slags ting ved ikke at tage lastbilerne væk fra vejene og i sidste instans sørge for, at gods hentes fra jernbanen og vandvejene over til lande vejene.
We already sometimes have the situation in the Netherlands, and perhaps it exists in other countries too, that when the morning rush hour merges into the evening rush hour, we have no idea at all of how to solve the problem, and we are going to provoke this kind of thing by not taking lorries off the road and ultimately by ensuring that goods are shifted away from rail and waterway and onto the roads. That simply means a competitive advantage for road haulage, and that is what I will fight against tooth and nail.
Det betyder således simpelthen en konkurrence fordel for vejtransporten, og det er det, som jeg vil
That is not a dogmatic approach, that is looking ahead, in other words looking at the consequences of this kind of proposal.
Dette er et forslag, som, hvis det snart fører til lovgivning, får store følger for de nye medlemsstater, og jeg vil gerne af Kommissionen have tilsagn om, at der så meget som muligt vil blive ført drøftelser med de nye medlemsstater i den videre proces.
This also has implications for infrastructure, it means adapting viaducts and bridges, and in the long term roads as well. It is a cost to nature, to the environment, and so I am afraid that this proposal has nothing to do with sustainability.
Vi må altså simpelthen se på, hvad et område kan klare.
We shall therefore simply have to look at what an area can cope with.
Jeg taler således om bæredygtighed, om natur og landskab og om miljø, og ud fra den synsvinkel går dette forslag fuldstændigt den forkerte vej. Så er der ingen mening i at stræbe efter lighed.
I am talking about sustainability, about nature and the countryside, about the environment, and looked at in these terms, this proposal is on totally the wrong lines.
Lad os snarere stræbe efter beskyttelse af natur og landskab, af miljøet, og det er en fremgangsmåde, som kan kaldes bæredygtig, men det betyder altså, at vi ikke kan gå med til dette forslag.
Let us rather strive to protect nature and the country­side, to protect the environment, and that is an approach which can be called sustainable, but one which means that we therefore cannot give our consent to this proposal.
Van der Waal (EDN). - (NL) Hr. formand, når der findes et fuldstændigt frit transportmarked, er der gode argumenter for at fastsætte maksimalt tilladte dimensioner og vægt for lastbiler for hele Fællesskabet, som skal gælde både for national og international transport. Det skal være på betingelse af, at medlemsstaterne bibeholder friheden til for visse former for intern transport at fastsætte egne regler.
Mamère (ARE). ­ (FR) Mr President, I should like to confirm what my colleague from the Green group has just said, in this discussion of what appears to be a highly technical matter, and to highlight the serious problems caused by road transport in general, which has been assuming alarming proportions in recent years.
Jeg tænker i denne forbindelse også på de tiltrædende skandinaviske lande.
Further­more, the situation is in danger of becoming even more acute with the enlargement of the Union.
Transportudvalget vil imidlertid holde fast ved de 40 ton, som i øjeblikket gælder for international transport. Som argument herfor anføres, at den foreslåede fornøjelse styrker vejtransportens konkurrencestilling i forhold til transport ad jernbane, ad indre vandveje samt kombineret transport.
tive position of road haulage in relation to rail, inland waterways and combined transport; this is seen as negat­ing the policy aimed at giving these environmentally friendly modes of transport a greater share of the trans­port market.
Denne argumentation er imidlertid for unuanceret.
This reasoning is too simplistic, however.
For en bæredygtig mobilitet er overførsel af transport ad landevej til de indre vandveje og jernbanerne nødvendig; derom er der ingen misforståelse.
To achieve sustainable mobility, we need to shift traffic from the roads to rail and waterways; there is no misun­derstanding over that.
Men det er almindeligt kendt, at transporten i de kommende årtier vil stige betydeligt, og at den intermodale transport kun kan optage en del heraf.
However, it is generally recog­nized that transport will continue to grow appreciably in the coming decades, and that intermodal transport will only be able to absorb part of this.
En meget betydelig del afgodstransporten vil til alle tider fortsat finde sted ad landevej.
A very substantial element of goods traffic will always have to be carried by road.
Og så siger jeg til fru Van Dijk: Lad os så sørge for, at dette kan forløbe så effektivt som muligt.
And I would then say to Mrs van Dijk: let us make sure that this can be handled as efficiently as possible.
Af en undersøgelse gennemført af NEA fremgår det, at forøgelse af maksimumvægten fra 40 til 44 ton kan yde et vigtigt bidrag dertil.
A study by the ΝΕΑ shows that increasing the maximum weight from 40 to 44 tonnes can make an important contribution in this respect.
Desuden har miljøet fordel deraf, fordi der vil ske en betydelig formindskelse af antallet af kørsler.
This is also of benefit to the environment, as there is likely to be a considerable reduction in the number of journeys.
For så vidt angår belastningen af vejene, gælder, at en 44-tons lastbil med seks aksler er gunstigere end en 40-tons lastbil med fem aksler.
As regards the burden on the road surface, the fact is that a six­axle 44­tonne lorry is better than a 40­tonne truck with five axles.
Derfor hjælper vi ikke vor målsætning med bæredygtig mobilitet ved at gøre transporten ad landevej mindre effektiv.
So we are not helping to achieve our aim of sustainable mobility by making road transport less efficient.
Hvis vi går i den retning, burde vi f.eks. også bekæmpe anvendelsen af telematik inden for vejtransport.
If we were to take that line, then we should also be setting ourselves against such things as the application of telematics to road haulage.
Vi skal gøre det omvendte: nemlig gøre jernbanen og transport ad de indre vandveje mere tiltrækkende.
We ought to be doing the opposite, in other words making rail and inland water­ways more attractive.
Dette forslag til direktiv har faktisk taget højde for de miljømæssige aspekter med henblik på harmoniseringen af de tekniske normer for lastbiler.
This proposal for a directive has indeed taken environ­mental aspects into consideration, with a view to harmon­izing technical standards for lorries.
Det er sikkert, at den tekniske forbedring af køretøjerne er en hensigtsmæssig og nødvendig foranstaltning for miljøet og det indre markeds funktion.
The technical improvement of vehicles is undoubtedly a useful measure and necessary for the environment and the proper func­tioning of the internal market.
Men parallelt med udarbejdelsen af fælles harmoniseringsregier må vi her kræve en regulering af en trafik, der bliver for dominerende på bekostning af andre transportmidler, som for eksempel jernbane eller flodtransport, men også på bekostning af miljøet, folks sikkerhed og sundhed.
But, in parallel with drawing up common rules for harmonization, we must, here, insist on the regulation of a type of traffic which is becoming too predominant, at the expense of other means of transport, such as rail or river transport, but also at the expense of the environment and the health and safety of people.
Sammenfattende må godstransport ad landevej formindskes, men den del af transporten, som skal finde sted ad landevej, bør afvikles så effektivt som muligt.
To sum up, the transport of goods by road must be reduced, but the element of traffic which has to go by road should be handled as efficiently as possible.
Derfor er jeg også positiv over for forøgelsen af den maksimalt tilladte dimension for lastbiler med anhænger fra 18,35 m til 18,75 m.
That is why I am also in favour of increasing the maximum authorized length of road trains from 18.35 m to 18.75 m.
Disse punkter er blevet fremhævet af min kollega fra De Grønne.
These points have been mentioned by my Green collea­gue.
Visse nabolande, som Østrig og Schweiz, har allerede igennem længere tid foretaget fundamentale valg med hensyn til den kombinerede jernbane-vej transport med henblik på at regulere vejtrafikken over Alperne med det formål at beskytte miljøet.
Certain neighbouring countries, like Austria and Switzerland, already made fundamental choices on com­bined road/rail transport a long time ago, with a view to regulating transalpine road traffic out of a concern to protect the environment.
Det ville være godt at tage højde for sådanne hensyn på hele Unionens område med henblik på gennemførelse af en egentlig fælles transportpolitik, som det allerede er blevet bestemt, i det 5. aktionsprogram for miljø og udvikling, som man har forbigået for meget.
We would do well to take such concerns into consideration throughout the territory of the Union, with a view to putting in place a genuinely common transport policy ­ as, may I remind you, was already envisaged in the 5th action programme for the environment and development, which has been all too easily forgotten.
Endelig, hvis 40 ton forbliver den maksimalt tilladte vægt, opfordrer jeg til at nøjes med at fastsætte denne grænse for international transport og lade beføjelserne til at opstille regler for den nationale transport forblive hos medlemsstaterne selv.
Finally, if 40 tonnes is to remain the maximum authori­zed weight, I would call for this limit to be restricted to international transport, and for the power to lay down rules for domestic transport to be left with the Member States.
Den nationale transport udgør jo i alle medlemsstater mere end 80%, og lastbiler, som i én medlemsstat er underkastel en bestemt maksimumvægt, kan uden problemer transportere større last i en anden medlemsstat, hvis det er tilladt der.
After all, domestic traffic accounts for more than 80% of transport in all Member States, and trucks which are subject to a particular maximum weight in one Member State can carry heavier loads without difficulty in another Member State if that is allowed there.
Nye initiativer bør supplere de eksisterende forordninger, foreksempel den indtil videre forsømte udarbejdelse af et grønt skattesystem for vejtransporter.
New initiatives are required to complete the existing regulatory framework, for example the development of green taxation for road transport, which has been neglected until now.
Piecyk (PSE). - (DE) Hr. formand, mine damer og herrer, det allervigtigste punkt i Kommissionens forslag om den tilladte samlede vægt for lastbiler er sikkert spørgsmålet
Piecyk (PSE). ­ (DE) Mr President, ladies and gentlemen, the pivotal and crucial point in the Commission's propo­sal on the total authorized weights of heavy goods vehicles is certainly the question of the maximum limit of 44 tonnes.
Det vil jeg begrunde. Enhver yderligere forøgelse af vægtgrænsen betyder, at den kombinerede transport kvæles.
Piecyk ly decided in favour of a maximum weight of 40 tonnes and I hope the vote tomorrow will endorse that.
Lige en bemærkning om ansøgerlandene.
Let me make one more comment on the new Member States.