natgillin/translations-raw huggingface dataset:
Dette skyldes til dels, at de store firmaer investerer mere, men hovedårsagen er, at udsvingene i personalet er større i disse firmaer.
This is partly due to the fact that large firms invest more but the main reason is that fluctuation of staff is greater in these firms.
Antal firmaer i %, som erklærer at have ansat chauffører små
Percentage of firms indicating having recruited drivers
En mere detaljeret undersøgelse giver anledning til følgende kommentarer:
More detailed comments :
(a) Trods en vis bedring er antallet af firmaer, der ansætter personale stadig meget lavt (12,7%)
Despite a slight improvement, the average figure for firms recruiting staff remains very low (12.7%)
(b) I modsætning til de to foregående år er det gennemsnitli ge årlige antal firmaer, som erklærer at have ansat personale, faldet for de store firmaers vedkommende alene (fra 24% i 1981 til 22,5% i 1982) og steget for de små firmaers vedkommende (fra 6% til 8%) og mellemstore firmaers vedkommende.
Contrary to the two previous years, the annual average figure for firms stating that they had recruited staff dropped in the case of large firms only (from 24% in 1981 22.5% in 1982) and increased in the case of small firms (from 6% to 8%) and medium-sized firms.
(c) Forskellene i de årlige satser for ansættelserne i henhold til firmaernes størrelse svarer ikke helt overens med forskellene i kvartalssatserne, og for første gang er disse forskelle blevet indsnævret (jf. diagram 2.2.).
(c) The differences in the annual recruitment rates according to size of firm do not completely coincide with the differences in the quarterly rates and for the first time these differences have narrowed (see figure 2.2.).
En undersøgelse af kvartalstallene og en sammenligning med resultaterne vedrørende transportaktiviteten giver anledning til følgende kommentarer:
Examination of the quarterly figures and comparison with the findings for transport activity lead to the following comments:
(a) En undersøgelse af kvartalstallene viser, at ansættelser ne tog til i de første to kvartaler og faldt igen i tredje og fjerde kvartal.
(a) Examination of the quarterly figures shows that recruitment picked up in the first two quarters and dropped in the third and final quarters.
(b) Faldet var særlig mærkbart for de store firmaer, hvor kvartalssatsen for ansættelserne faldt fra 29% i første kvartal til kun 16% i sidste kvartal.
(b) This drop is particularly noticeable for large firms where the quarterly recruitment rate dropped from 29% in the first quarter to only 16% in the final quarter.
(c) En sammenligning mellem satsen for ansættelserne og aktivitetsniveauet viser ikke nogen kortfristet kausalforbindelse mellem disse to indikatorer.
(c) Comparison between the recruitment rate and level of activity reveals no short-term causal link between these two indicators.
Dette skyldes måske de ret pessimistiske prognoser for første kvartal af 1983.
This is perhaps due to the fairly pessimistic forecast for the first quarter of 1983.
En analyse af situationen i de forskellige lande viser, at forskellene stadig består.
Analysis of the situation in the various countries shows that the differences remain.
Firmaer i Tyskland og Frankrig har foretaget få ansættelser, medens firmaer i Luxembourg, Det forenede Kongerige, Italien, Belgien og Grækenland har ret høje satser for ansættelser.
Firms in Germany and France have conducted little recruitment while firms in the United Kingdom, Italy, Belgium, Luxembourg and Greece have fairly high recruitment rates.
Der er store forskelle, som er forbundet med firmaernes størrelse: i Belgien, Luxembourg, Nederlandene og Danmark er det fortrinsvis de store firmaer, som ansætter personale, medens det i Italien og Grækenland er de mellemstore, og i Det forenede Kongerige er det de små.
There are considerable size-related differences: in Belgium, Luxembourg, the Netherlands and Denmark it is mainly the large firms which recruit while in Italy and Greece it is the medium-sized firms and in the United Kingdom the small firms.
I betragtning af situationen på arbejdsmarkedet er det ikke overraskende, at en meget stor andel af firmaerne (65% i 1980, 77% i 1981 og 80% i 1982) finder, at ansættelse af chauffører er let eller som sædvanlig.
In view of the situation on the labour market, it is not surprising that a very high proportion of firms (65% in 1980, 77% in 1981 and 80% in 1982) consider that recruitment of drivers is easy or normal.
Ansættelse er dog efterhånden begyndt at blive vanskelig i to lande, nemlig Grækenland og Belgien.
However, recruitment is becoming increasingly difficult in two countries - Greece and Belgium.
Antallet af firmaer, der erklærer, at de har ansat chauffører, er stadig meget ringe.
firms stating is still very they have There is
Der er derfor grund til at antage, at der er tale om udskiftning -og ikke personaleforøgelse.
The proportion of recruited drivers therefore some justification for thinking that they are replacements and not extra staff.
Den lave sats for ansættelserne har rod i en række faktorer, hovedsagelig den økonomiske krise og omfanget af de sociale sikringsbidrag.
This low recruitment rate is due to a number of factors, principally the economic crisis and the size of welfare contributions.
Trods en mindre forbedring ved årets udgang er landevejstransportvirksomhedernes likviditetssituation langt fra tilfredsstillende.
Despite a slight improvement at the end of the year, the cash situ.it. ion of road hauliers is far from satisfactory.
Den gennemsnitlige procentdel på årsbasis af firmaer, som erklærer, at de har haft likviditetsvanskeligheder var 41% i 1980, 51% i 1981 og 49% i 1982.
The average annual percentage of firms stating that they have had cash difficulties was 41% in 1980, 51% in 1981 and 49% in 1982.
Denne forbedring gælder alle kategorier, særlig store og mellemstore firmaer (jr. diagram 2.3.).
The improvement applies to all categories especially large and medium-sized firms (see figure 2.3.).
Antallet af mellem store virksomheder, som erklærer, at de har været udsat for vanskeligheder, steg fra 45% i 1980 til 55% i 1981, hvorefter det faldt til 51% i 1982.
The proportion of medium-sized firms stating that they had experienced difficulties rose from 45% in 1980 to 55% in 1981 and dropped to 51% in 1982.
Situationen for store firmaer, som mente, at deres vanskeligheder var blevet større i det foregående år, synes at være i bedring.
The situation of large firms which had felt their difficulties increase during the previous year appears to be improving.
Den gennemsnitlige procentdel på årsbasis af sådanne virksomheder var 39% i 1980, 51% i 1981 og 44,5% i 1982.
The average annual percentage was 39% in 1980, 51% in 1981 and 44.5% in 1982.
Faldet for de små firmaers vedkommende var kun på et point (49,5% i 1981 og 48,5% i 1982), men der indtraf en bedring i sidste kvartal af 1982 (et fald på 9 points sammenlignet med tredje kvartal).
The drop in the case of small firms is only by one point (49.5% in 1981 and 48.5% in 1982) but there was improvement in the final quarter of 1982 (a nine-point drop compared with the third quarter).
Likviditetsvanskelighederne varierer betydeligt fra land til land.
Cash difficulties vary considerably according to country.
Visse lande havde et ret lavt gennemsnit på års basis af firmaer i vanskeligheder (enhver størrelsesorden taget i betragtning): Nederlandene: 13%» Danmark: 26%, Belgien: 29%, Forbundsrepublikken Tyskland 39%.
Some countries had a fairly low average annual percentage of firms in difficulty (all sizes taken into consideration): the Netherlands: 13%, Denmark: 26%, Belgium: 29%, the Federal Republic of Germany: 39%.
Andre lande havde derimod et højt eller meget højt gennemsnit på års basis: Luxembourg: 44%, Det forenede Kongerige: 52%, Irland 56%, Frankrig: 66%, Grækenland: 69,5% og Italien: 72%.
Other countries, however, had a high or very high average annual rate: Luxembourg: 44%, United Kingdom: 52%, Ireland: 56%, France: 66%, Greece: 69.5% and Italy: 72%.
Sammenlignet med trenden for 1981 er gennemsnittet af firmaer med likviditetsvanskeligheder forøget i Luxembourg, Grækenland, Frankrig og Italien, medens det er faldet i de øvrige lande.
Compared with the trend for 1981, the average rate of firms with cash problems increased in Luxembourg, Greece, France, and Italy and dropped in the other countries .
Firmaer, der erklærer at have haft likviditetsvanskeligheder ligheder
Firms indicating that they have had cash difficulties
Disse specifikke nationale kendetegn kan skyldes forskelle i den gældende skattepolitik og inflationsraten.
These specific national features may be due to the range of fiscal policies in force in each of the Member States as well as to the varying rates of inflation.
Landevejstransportvirksomhederne selv mener, at grunden til forværringen af likviditetsproblemet på fællesskabsniveau er stigende omkostninger og manglende justering af priserne til denne stigning.
The road hauliers themselves consider that the reason for the worsening cash problem at Community level is attributable to the increase in costs and the failure to adjust prices to this increase.
En analyse af resultaterne vedrørende investering i almindelighed og investering i vognpark i særdeleshed giver hovedindikatorerne for landevejstransportaktiviteten.
Analysis of the results relating to investment in general and to investment in vehicles in particular provides the main indicator of road haulage activity.
Der er en indbyrdes forbindelse mellem investeringer og forretningsaktivitet og mellem ansættelser og fremtidig udnyttelse af transportkapaciteten.
There is an inter-relationship between investment and business activity and between recruitment and the future utilization of transport capacity.
Investeringerne var lidt større end i det foregående år.
Investment was somewhat higher than in the previous year.
Re sultaterne af investeringsundersøgelsen i 1982 viser et år ligt gennemsnit på 35% for firmaer, som foretog investeringer, mod 32% i 1981 (men 38% i 1980).
The results of the surveys conducted in 1982 give an annual average percentage of 35% for firms which made investments compared with 32% in 1981 (but 38% in 1980).
En undersøgelse af investeringerne i forhold til virksomhedens størrelse viser, at det stadig er de største firmaer, der foretager de største investeringer (58% i 1980, 51% i 1981 og 55% i 1982).
Examination of investment as a function of company size shows that it is still the large firms which register a high percentage (58% in 1980, 51% in 1981 and 55% in 1982).
De efterfølges af de mellemstore firma er (43% i 1980, 35% i 1981 og 40,25% i 1982), og til sidst de små firmaer (27% i 1980, 22% i 1981 og 23% i 1982).
They are followed by medium-sized firms (43% in 1980, 35% in 1981 and 40.25% in 1982) and by small firms (27% in 1980, 22% in 1981 and 23% in 1982) .
Som det fremgår af diagram 2.2., er der nogenlunde sammenfald i tendensen for store og mellemstore virksomheder.
As we can see from figure 2.2. large and medium-sized firms are tending to converge.
Den andel af firmaerne, der investerede, er i stigning i alle kategorier, særlig mellemstore og store firmaer. I 1982 var der en stigning på 5 points for mellemstore firmaer, 4 points for store firmaer og kun 1 point for små firmaer.
The percentage of firms which made investments is increasing in every category, especially medium-sized and large firms.
Hvad angår investeringerne i vognpark, er den andel, der er afsat til indkøb af nye køretøjer (til udvidelse af vognparken), fortsat meget lille og tenderer mod en til bagegang.
Of the investment In vehicles, the proportion spent on purchasing new vehicles (expansion investment) remains very low and is tending to drop a little.
Faldet er sket gradvis, nemlig fra 30% i 1980 til 24% i 1981 og 23,9% i 1982 (20% i sidste kvartal af 1982).
This drop has been gradual: from 30% in 1980 to 24% in 1981 and 23.9% in 1982 (2u% in the final quarter of 1982).
Diagram 2.4. : Trend for firmaer, som har investeret (i %)
Figure 2.4.: Percentage trend in the number of firms having invested
Situationen i 1982 er set i forhold til firmaets størrelse som følger:
The size-related situation in 1982 is as follows
- Små firmaer: gennemsnitlig 24,4% går til anskaffelse af nye køretøjer (i 1981: 26%).
Small firms : 24.4% of investment on average goes towards the procurement of new vehicles (1981: 26%).
Den generelle trend går i retning af et mindre fald, undtagen i sidste kvartal, hvor 26,5% af investeringerne gik til erhvervelse af yderligere køretøjer.
The general trend is towards a slight drop except in the final quarter for which 26.5% of investment in vehicles is accounted for by the purchase of additional vehicles.
- Mellemstore virksomheder: gennemsnitlig 23% gik til anskaffelse af nye køretøjer (i 1981: 20%).
Medium-sized firms: an average of 23% of investment went towards the procurement of new vehicles (1981: 20%).
Den generelle trend går i retning af en mindre stigning undtagen i sidste kvartal (sidste kvartal 1982: 20%).
The general trend is towards a slight increase except in the final quarter (final quarter of 1982: 20%).
- Store firmaer: gennemsnitlig er der investeret 25% i forøgelse af vognparken (i 1981: 28%).
- Large firms: the average proportion spent on increasing the vehicle fleet is 25% (1982: 28%).
Den generelle trend går i retning af et mindre fald.
The general trend for the four quarters is towards a slight drop.
Hvad angår situationen i de forskellige lande, har investeringskvoten været i stigning over alt undtagen i Irland, Italien og Grækenland.
As regards the situation by country, investment rates have increased everywhere except in Ireland, Italy and Greece.
Andelen af firmaer, der har investeret, er meget lille i Irland og Italien, meget stor i Det forenede Kongerige og Nederlandene og på middel i de øvrige EØF-lande.
The proportion of firms investing is very low in Ireland and Italy, very high in the United Kingdom and in the Netherlands and the average in the other countries of the EEC.
Sammenfattende kan det siges, at trenden i retning af øgede investeringer, som daterer sig tilbage til andet kvartal af 1981, synes at holde sig, og den giver anledning til at formode, at forretningsklimaet inden for landevejstransportsektoren med tiden vil blive gunstigere.
To sum up, the trend towards increased investment which dates from the second quarter of 1981 seems to have been maintained, suggesting that, the business climate of the road haulage sector will become more favourable, as time goes on.
Analysen i 1981-årsrapporten er blevet anvendt som model i de efterfølgende kvartalsrapporter (nr. 5 og fremefter), så der synes ikke at være nogen grund til gentagelser. gelser.
The analysis presented in the 1981 Annual Report has been used as a model for the subsequent Quarterly Reports (Nos 5 outwards) and there appears to be little merit in repeating what has already been published.
En mere indgående analyse af prisdata vedrørende lande vejstransport er under udarbejdelse, og planen er, at den skal indgå som et ad hoc-afsnit i den kommende kvartal srappor t .
A deeper analysis of the road price data is in the course of development and it is planned to incorporate this as an ad-hoc section in a forthcoming Quarterly Report.
For 1982 er omkostningsindekserne blevet harmoniseret.
For 1982, the cost indices are harmonised.
Der indsamles nu detaljerede data fra 7 medlemsstater, idet Grækenland, Irland og Italien endnu ikke er inddraget.
Detailed data are gathered now from 7 Member States Greece, Ireland and Italy not yet being included.
Brændstofomkostningerne behandles særskilt i kvartal srapporten.
Fuel cost has been examined separately in the quarterly report.
Kun enkelte hovedkategorier af omkostninger behandles i 1982-årsrapporten, så som lønninger, re parationer, afskrivning, skatter og renter.
Only some key cost categories are examined in 1982 annual report, such as wage, repairs, depreciation, taxes and interest.
Tallene nedenfor (tabel 2.6.) giver et skøn over omkostningerne for 1982 alene, medens diagrammerne (2.5.-2.10.) viser et skøn over samme omkostningskategorier over en længere periode.
The figures below (table 2.6.) give the cost evaluation only in 1982 while the graphics figures (2.5.-2.10.) give an evaluation of the same cost categories for a longer period.
Lønningerne udgør 4% af de samlede omkostninger.
Wages represent 4% of total cost.
I national valuta bemærker man en stigning på mellem 4,3% og 10,3% for Tyskland, Nederlandene, Det forenede Kongerige, Belgien og Danmark, medens stigningen er meget højere i Frankrig, nemlig op til 15,3%.
In national currency, we note an increase varying between 4.3% and 10.3% for Germany, the Netherlands, United Kingdom, Belgium and Denmark while in France the increase is much higher arriving at 15.3%.
Udtrykt i ECU er stigningen ca. 10% for Tyskland, Nederlandene, Danmark og Frankrig.
In terms of ECU, an increase of approximattely 10% is noted for Germany, the Netherlands, Denmark and France.
Til gengæld noterer man et fald på 0,3% (Belgien) og 1,3% (Det forenede Kongerige) som følge af valutakursstigninger.
On the contrary, a decrease of 0.3% (Beglum) and 1.3% (United Kingdom) is noted due to the increases of exchange rates.
Reparationer udgør 7% af de samlede omkostninger.
Repairs represents 7% of total cost.
I national valuta varierer stigningen mellem 3,1% og 14,2% for alle fem medlemsstater, idet den er højest i Frankrig og lavest i Tyskland.
In national currency an increase varying beyween 3.1% and 14.2% is noted for all five Member States, the highest being in
Afskrivningerne udgør 7% af de samlede omkostninger.
Depreciation represents 7% of total cost.
I national valuta noteres der en stigning i alle medlemsstaterne på mellem 4,6% (Nederlandene) og 21% (Belgien),
In national currency we also note an increase in all Member States varying between 4.6% (the Netherlands) and 21% (Belgium).
Skatterne udgør kun 1% af de samlede omkostninger.
Taxes represent only 1% total cost.
I national valuta er der kun sket en meget ringe stigning (under o,5%)i Tyskland, Nederlandene og Belgien; en stigning på 3,6% i Frankrig og 3,9% i Danmark.
In national currency, we note very small increases (less than 0.5%) in Germany, the Netherlands and Belgium; an increase of 3.6% in France and 3.9% in Denmark.
I Det forenede Kongerige noteres der en stor stigning på 21,7%.
In the United Kingdom, a high increase of 21.7% is noted.
Renterne udgør 4% af de samlede omkostninger.
Interest represents 4% of total cost.
Udtrykt i national valuta er der tale om et fald på mellem 20% (Det forenede Kongerige) og 25,4% (Nederlandene), medens der noteres en stigning på 5,4% i Frankrig og 3,3% i Danmark.
In terms of national currency a decrease varying between 20% (United Kingdom) and 25.4% (the Netherlands) is noted while we note an increase of 5.4% in France and 3.3% in Denmark.
DET" FORENEDE KONGERIGE
UNITED KINGDOM (UKL)
DET FORENEDE KONGERIGE ι ι 11 i
UNITED KINGDOM
DET FORENEDE KONGERIGE
UNITED KINGDOM (UKL)
I 1981-årsrapporten blev der foretaget en sammenligning mellem 1981 og 1980 med hensyn til international transport ad indre vandveje.
In the Annual Report 1981 a comparison was made between 1981 and 1980 on international transport activity by inland waterways.
I denne udgave foretages en sammenligning af resultaterne for 1982 med resultaterne for 1981 og 1979.
In this issue we will compare the results of 1982 with those of 1981 and those of 1979.
Man har valgt 1979, da man under drøftelser om den nuværende overkapacitet inden for transport ad indre vandveje fandt, at 1979 var det sidste år, hvor udbud af og efterspørgsel efter tjenesteydelser inden for denne sektor var mere eller mindre i balance.
The year 1979 was chosen because, in the discussion on the present overcapacity in the inland waterway sector, 1979 was found to be the last year in which supply and demand for inland waterway services were more or less balanced.
For Frankrigs vedkommende stammer op lysningerne fra Office nationale de la Navigation (Det nationale skibsfartskontor).
For France, figures were provided by the Office Nationale de la Navigation.
Tallene vedrørende Rhinsejladsen og Rhinflåden er leveret af Den centrale Kommission for sejlads på Rhinen (CCR).
Figures on Rhine traffic and Rhine fleet were obtained from the Central Rhine Commission (CCR).
De offentliggjorte data vedrørende den bilaterale trafik er baseret pá oplysninger fra de eksporterende lande.
The data published on bilateral traffic are based on information provided by the exporting country.
Det er ikke altid muligt at foretage en sammenligning med de tilsvarende data i årsrapporten for 1981, da visse kilder ikke var i stand til at levere de nødvendige oplysninger sidste áY.
A comparison with these data in the 1981 issue of the Annual Report is not always possible since a number of sources were not in a position to provide the necessary data last year.
Generel udvikling
Overall developments
Som følge af den vedvarende krise inden for stålindustrien og bygge- og anlægssektoren, samt stagnationen og strukturændringerne inden for energiproduktion og -forbrug, har virksomhederne inden for transport ad indre vandveje lidt et betydeligt tab med hensyn til transporteret mængde i 1982 set i forhold til 1981.
Following the continuing crisis in the steel industry and the building and construction sector, as well as the stagnation and structural changes in energy production and consumption, inland waterway transport suffered a considerable loss of tonnes transported in 1982 in comparison with 1981.
National og international transport ad indre vandveje som helhed gik over 15 mio t tilbage, dvs. 3,7%.
National and international inland waterway transport taken together lost more than 15 million tonnes of traffic or 3.7%.
Sammenlagt udgør dette tab siden 1979 i transporteret mængde over 47 mio t, dvs. 10,8%.
Since 1979 the loss in tonnes carried amounts to more than 47 million tonnes or 10.8%.
Udviklingen udtrykt i t-km viser et mindre dramatisk fald i transportaktiviteten.
Developments in tonnekilometres show a less dramatic decrease in transport activity.
Faldet for national og international transport taget under ét faldt med 2,4% eller 2 364 t-km i 1982 i forhold til 1981 og med 6,2% eller 6 317 t-km i 1982 i forhold til 1979.
National and international transports taken together decreased by 2.4% or 2.364 mio. tkm in 1982 compared with 1981 and by 6.2% or 6.317 mio.tkm in 1982 compared with 1979.
Udviklingen pr. land i t-km fremgår af følgende tabeller.
The developments by country in mio .-tkm are shown in the following tables.
19821981 Vækstrate
19821981 growth rate
19821981 nedgang i t Vækstrate
19821981 tonnes lost growth rate tonnes lost
I almindelighed var international transport ad indre vandveje bedre i stand til at modstå den økonomiske krise end national transport.
In general, international inland waterway traffic showed a better resistance to the economic crisis than national transports.
Nedenfor gives der en yderligere analyse af udviklingen i national og international transport ad indre vandveje i 1982 sammenlignet med 1981 og 1979 på land-til-land basis, opdelt efter varer og markeder, Rhinen og nord-syd.
A further analysis of the national and international developments in inland waterways in 1982 compared with 1981 and 1979 on a country-by-country basis, by important commodities and by market, Rhine and North/South, is given below.
Transport ad indre vandveje - land-til-land basis
waterway transport on a country-by-country
Disse data angives ligeledes for den nationale trafik.
These data are also given for national traffic.
Indre vandveje: transporteret mængde, national og " international trafik (il 000 t)
Inland Waterways: tonnes carried, national and international traffic ('000 tonnes) το 1
1979 1981 1982 19821979 vækst 19821981 vækstrate
1979 1981 1982 19821979 growth 19821981 growth rate
Som det fremgår af tabel 3.3. var der nedgang i godsmængden på 7 af 12 forbindelser.
As is shown in table 3.3, of 12 international relations 7 encountered losses in tonnages.
På følgende bilaterale forbindelser faldt godsmængden med mere end 1 mio t fra 1981 til 1982:
The following bilateral relations were down more than 1 million tonnes in 1982 over 1981.