natgillin/translations-raw huggingface dataset:
1), som blev vedtaget den 22. januar 1999 med Santiago Lanzuela Marina som ordfører - på den 28. plenarforsamling den 10.-11. marts 1999 (mødet den 11. marts 1999) enstemmigt VEDTAGET FØLGENDE UDTALELSE:
HAVING REGARD TO the draft opinion (CdR 398/98 rev. 1) adopted by Commission 3 on 22 January 1999 (rapporteur: Mr Lanzuela Marina); unanimously adopted the following opinion at its 28th plenary session on 10 and 11 March 1999 (meeting of 11 March 1999):
1.1 Et effektivt transportsystem er en afgørende forudsætning for Den Europæiske Unions konkurrenceevne.
1.1 An efficient transport system is an essential prerequisite for the European Union's competitiveness.
1.2 Godstransporten i Europa, der er vokset med ca. 70% siden 1970, forventes at stige yderligere med udsigterne til en vækst i den internationale handel, den mulige udvidelse af EU med landene i Central- og Østeuropa samt det øgede samarbejde med middelhavslandene.
1.2 European freight transport, which has grown by 70% since 1970, is set to continue growing according to projections of increases in international trade, the possible extension of the Union to the central and eastern European countries and enhanced cooperation with the Mediterranean countries.
1.3 Denne udvikling i transporten kan ikke bæres udelukkende af vejtransporten.
1.3 This increase cannot and must not be borne by road transport alone.
Effektiv og afbalanceret udnyttelse af den eksisterende kapacitet overalt i det europæiske transportsystem er blevet en væsentlig forudsætning for at opnå samfundsøkonomisk og miljømæssig bæredygtighed gennem udnyttelse afalle transportformer.
In order to achieve socio-economically and environmentally sustainable growth, the efficient and balanced use of existing capacities throughout the European transport system, boosting use of all modes, is essential.
1.4 Intermodalitet er et grundlæggende strategisk middel til optimal udnyttelse af de forskellige transportformer ud fra en systemorienteret indfaldsvinkel, hvor transporttjenester tilbydes som modalt uafhængige dør-til-dør-forbindelser.
1.4 Intermodality is a basic strategic tool for the optimum use of the different modes of transport, enabling a systems approach to transport and offering transport services as a modeindependent door-to-door connection.
2.1 Regionsudvalget er enigt med Kommissionen i, at det bliver en stadig mere udbredt opfattelse i befolkningen, at godstransporten er forbundet med store miljømæssige og samfundsmæssige omkostninger. Regionsudvalget vil dog også understrege, at transport generelt og godstransport i særdeleshed er en vigtig faktor i forbedringen af livskvaliteten, beskæftigelsen og erhvervslivets konkurrenceevne og følgelig en kilde til regional udvikling.
2.1 The Committee of the Regions agrees with the Commission that freight transport by road increasingly appears as a source of environmental and social costs to citizens; but at the same time the Committee would stress that transport in general, and freight transport in particular, is a factor which is essential to quality of life, employment and company competitiveness and, consequently, a source of regional development.
2.2 Transportinfrastrukturen er en nødvendig forudsætning for økonomisk udvikling, fordi den kan betyde store strukturelle besparelser afhængigt af de geografiske og økonomiske vilkår i de enkelte områder.
2.2 Transport infrastructures are a prerequisite for economic development as they can generate major structural savings, depending on the territorial and economic characteristics of each area.
Derfor bør Kommissionen søge at fjerne hindringerne for samhandelen og sikre en bedre integration af medlemsstaterne og især af de grænseegne, der gennemskæres af en landegrænse.
The European Commission must therefore strive to remove restrictions on interchange in order to ensure more effective integration of the Member States and, more specifically, of cross-border regions.
Ved at fremme den fri bevægelighed for personer og varer kan disse egne blive konkurrencedygtige på EU-plan. Der bør desuden tilstræbes regional balance gennem udvikling af velfungerende bysystemer.
By facilitating movement of goods and persons, these regions can become focal points for European-level competitiveness, and a step will have been taken towards the goal of a regional balance, encouraging the creation of robust urban systems.
2.3 Ifølge den europæiske regionale strategi skal infrastruktur, regional- og sektorpolitikkerne være komplementære.
2.3 European territorial strategy is based on complementarity of infrastructure, regional and sectoral policies.
Regionsudvalget betragter en effektiv sammenkædning af EU's regioner for en afgørende forudsætning for en forbedring af den europæiske økonomis konkurrenceevne.
The COR believes that forging efficient links between European regions and localities is one of the keys to improving the European economy's competitiveness.
2.4 Regionsudvalget giver Kommissionen ret i, at der er behov for en ændring af den nuværende godstransportstruktur.
2.4 The Committee of the Regions agrees with the Commission on the need to alter the present structure of freight transport.
Den er i praksis baseret på vejtransport og er ikke bæredygtigt hverken ud fra et energi- og miljømæssigt synspunkt eller i henseende til borgernes livskvalitet.
The current system, which is in practice road-based, is unsustainable from the energy and environmental points of view, and in terms of quality of life.
2.5 Det er nødvendigt at finde frem til en model for økonomisk udvikling, der er bæredygtig på lang sigt, og som er baseret på mere konkurrencedygtige lokale produktionssystemer og lettere tilgængelige og bedre forbundne by- og landområder.
2.5 An economic development model, which is sustainable in the long-term and is based on more competitive local production systems and improved access to and connections between urban and other areas, needs to be introduced.
Derfor må der foretages en række samordnede og højt prioriterede investeringer på grundlag af bestemte transport- og kommunikationsakser, der forbinder de forskellige dele af EU's territorium.
A package of coordinated priority investment, based on a system of transport and communications axes connecting different areas, is a prerequisite for this.
2.6 Regionsudvalget ser positivt på et transportsystem, hvor der anvendes forskellige transportformer i overensstemmelse med Kommissionens definition af intermodalitet. Det understreges dog, at man inden for de intermodale transportkæder bør prioritere de mest miljøvenlige transportformer, såsom jernbaner og transport ad indre vandveje og til søs, og udtrykkeligt begrænse vejtransporten i overensstemmelse med direktiv 92/106/EØF under størst mulig hensyntagen til den økonomiske rentabilitet.
2.6 The Committee of the Regions looks with favour upon a system using different modes of transport in accordance with the definition of intermodality given by the Commission1, but at the same time would emphasize, in the interests of economic rationality, that within the intermodal chain, priority use of the most environment-friendly modes - rail, inland waterways or sea - must be encouraged and road use specifically limited, in keeping with Directive 92/106/EEC.
2.7 Det er foruroligende, at selvom 50% af godstransporten i EU foregår over længere strækninger end 150 km, bliver jernbanernes markedsandel ved med at falde. Fra 1979 til 1995 er denne andel således faldet fra 32% til 15%.
2.7 It is a matter of concern that while 50% of tonnage/km effected in the European Union involves journeys of more than 150 km, rail's market share continues to decline, falling from 32 to 15% between 1979 and 1995.
2.8 Regionsudvalget understreger, at integreringen af transportformerne ikke bør begrænses til infrastrukturen og andre materielle komponenter, men også bør omfatte drift og tjenesteydelser samt lovgivningen ikke kun på EU-plan, men også på nationalt og regionalt plan.
2.8 In the Committee's view, it is most important not only that integration of different modes takes place in terms of infrastructure and other physical components, but that special attention is also given to integrating operations and services, as well as regulatory provisions, at national and local as well as Community level.
2.9 På baggrund af økonomiens globalisering og konsolideringen af EU er sammenkædningen af EU's forskellige områder nu mere end nogensinde en af de vigtigste opgaver for den europæiske regionale strategi.
2.9 Against a backdrop of economic globalization and EU consolidation, spatial structuring is more than ever one of the most urgent challenges facing European territorial strategy.
Derfor er de transeuropæiske net referencerammen for enhver udvikling.
For this reason, the major structural networks across Europe's regions have become a benchmark of development.
2.10 Det er følgelig nødvendigt at styrke ovennævnte strategiske mål ved at sammenkæde det med andre mål inden for fysisk planlægning.
2.10 This major strategic objective must, however, be tied in with others which support it in spatial terms.
For det første er der behov for en offentlig indsats for at sikre lokalområdernes adgang til de store net med det mål at integrere de forskellige områder i EU og udfylde tomrummene i de stormaskede net, som dannes af de store infrastrukturer. De nuværende transportformer må integreres, hvis transportinfrastrukturen skal kunne fungere effektivt.
Firstly, territorial integration and filling the gaps left by the rather loose fabric of major infrastructures both demand public action to plug local and regional units into major networks.
Endvidere er komplementære transport- og kommunikationsnet en forudsætning for, at konkurrenceevnen kan forbedres.
By the same token, improved competitiveness depends on complementarity of transport and communications networks.
2.11 Regionsudvalget peger endvidere på, at det vil kræve en enorm indsats af de forskellige offentlige instanser at give de enkelte transportbrugere mulighed for selv at træffe beslutning om optimal brug af de forskellige transportformer, som anført i meddelelsens punkt 17.
2.11 The Committee of the Regions would also emphasize the huge effort which the various public authorities will need to make if transport users themselves are to decide the optimal use of the different transport modes, as urged by point 17 of the communication.
Under de skrappe konkurrencevilkår, som godstransporten er underlagt, vil brugerne benytte den billigste transportform, der i de fleste tilfælde stadig er vejtransporten.
In the fiercely competitive environment in which freight transport operates, users will choose the economically cheapest mode of transport: in most cases this continues to be road transport.
Som Ministerrådet (fysisk planlægning) erklærede på sit møde i Glasgow den 8. juni 1998, er det under almindelige markedsvilkår kun naturlige barrierer såsom Vesterhavet, Østersøen eller Alperne, der kan udvirke, at kombineret transport kan konkurrere med vejtransporten.
As pointed out at the meeting of spatial planning ministers in Glasgow on 8 June 1998, under market conditions only natural barriers such as the North Sea, the Baltic or the Alps can make combined transport competitive in comparison with road transport.
Logistik: Mange forskellige behov
Logistics: the complexity of demand
3.1.1 Regionsudvalget er enigt med Kommissionen i, at godstransport er et afledt behov, og at den skal opfylde stadigt højere kvalitetskrav med hensyn til fleksibilitet, hastighed og præcision og tilpasses mange forskellige behov. Ikke desto mindre har godstransporten så stor samfundsmæssig betydning2, at den bør underkastes en regulering, der kan sikre, at det ikke kun er de
The Committee of the Regions agrees with the Commission that freight transport is a derived demand and has to meet increasing quality requirements in terms of flexibility, speed and reliability by adjusting to the complexity of demand.
Ifølge grønbogen "Mod fair og effektiv prissætning på transportområdet" beløber de årlige omkostninger ved trafikale flaskehalse i EU sig til 250 mia. ecu, og vejtransportbrugeme er ansvarlige for 90% af disse omkostninger.
According to the Green Paper on fair and efficiënt pricing in transport, the annual cost of congestion in the European Union reaches ECU 250,000 million, with road users accounting for some 90% of this amount.
3.1.2 Regionsudvalget er klar over, at logistikkæden inden for varedistribution er meget kompleks, fordi den er påvirket af de seneste 10 års ændringer i produktionsprocesserne, det store antal aktører på fragtområdet samt transporttjenesteydelsernes stigende betydning.
3.1.2 The Committee is aware of the complexity ofme logistical chains involved in freight distribution, driven by the changes in industrial processes over the last ten years and the large number of operators involved in the overall process, together with the growing importance of transport services.
Regionsudvalget mener imidlertid, at det er absolut nødvendigt at øge udnyttelsesgraden og begrænse antallet af tomkørsler3.
Nevertheless, the Committee believes it is essential to increase the ratio of loaded road journeys and reduce the number of empty journeys3.
Hindringer for brugen af intermodal godstransport
Obstacles to the use of Intermodal Freight Transport
3.2.1 Regionsudvalget er enigt med Kommissionen i, at ethvert skifte mellem transportformer indebærer store omkostninger, som bør kvantificeres, beskrives og nedbringes. Regionsudvalget peger på, at det vil kræve store investeringer at nå dette mål.
3.2.1 The Committee of the Regions agrees with the Commission that currently any change of transport mode involves substantial costs, and that these must be identified, quantified and reduced, and it would draw attention to the major investment effort that will be needed to achieve this.
3.2.2 Hvad angår infrastrukturgrundlaget for de forskellige transportformer gør Regionsudvalget opmærksom på nødvendigheden af et veludbygget jernbanenet for godstransport samt passende omladningsfaciliteter.
3.2.2 Concerning infrastructures and means of transport, the Committee wishes to highlight the need to encourage the creation of the best possible rail and inland waterway freight networks, as well as appropriate access to transfer points between different modes.
Dette er den eneste måde, hvorpå man kan fremme anvendelsen af "renere" transportformer, dvs. jernbaner og indre vandveje.
This is the only possible solution if intermodality is to foster the "cleaner" modes: rail and waterways.
Der bør udvikles alternative færdselsårer til aflastning af de store centre, og moderniseringen af disse bør fremmes.
It is necessary to develop alternative routes to ease the pressure on major centres by encouraging their modernization.
Centrene bør medtages i den europæiske ordning for kombineret transport, hvilket bør behandles på det næste møde blandt de for regional planlægning ansvarlige ministre.
The latter must be included in the European combined transport blueprint at the next meeting.
3.2.3 Regionsudvalget understreger, at det klart må fastlægges, hvem der skal understøtte og finansiere de intermodale knudepunkter samt harmonisere:
3.2.3 The Committee points out that it must be clearly defined who is responsible for guaranteeing and providing finance for intermodal links. It is also necessary to standardize:
• de nuværende forskelligartede ejerskabsformer og fordeling af driftsomkostningerne ved infrastruktur og terminaler;
• the currently differing forms of infrastructure and terminal ownership and usage charging; • technical specifications for transport means, which are regulated differently by country and mode; and • increasingly specialized loading units, leading to frequent empty returns.
• de tekniske specifikationer for transportmidler, der i dag er underkastet forskellige bestemmelser alt efter, hvilket land og hvilken transportform der er tale om;
3.2.4 Turning to infrastructure operation and use, the Committee of the Regions notes in particular the importance of strengthening the weakest elements in the current intermodal transport system: transfer points.
Beregninger foretaget af transportsektoren i Det Forenede Kongerige viser, at omkring 62% af kapaciteten udnyttes. Hvis man hertil føjer tomkørsel, falder dette tal til 44%.
According to freight transport sector calculations in the United Kingdom, approximately 62% of available capacity is utilized.
3.2.4 Hvad angår driften og udnyttelsen af infrastrukturen er det efter Regionsudvalgets opfattelse vigtigt at styrke de svageste led i det nuværende intermodale transportsystem, nemlig transportskiftepunkterne.
3.2.6 The Committee of the Regions believes that road haulage, which the communication describes as the benchmark for freight transport in Europe, is a competitive mode because its costs do not include such important parameters as atmospheric pollution, noise pollution, land use and others.
Det skal fastlægges, hvem der skal finansiere og drive dem.
It is therefore essential that all these social costs be directly charged to the mode of transport that causes them.
3.2.5 Transportknudepunkterne skal integreres fuldt ud i lokalområdet, således at lokalsamfundet får gavn af den økonomisk udvikling, alt imens der arbejdes på at reducere den negative miljøeffekt.
This internalization of costs must be adjusted so as to reconcile territorial cohesion with intermodal development of the European area as noted in points 2.2, 3.3.1.2 and 3.3.1.6 of this opinion.
De bør give beskæftigelse og tiltrække investeringer, for at lokalbefolkningen ikke kun skal have ulemper, men også gavn af at bo tæt ved dem.
Similarly, a problem specific to road transport is the working conditions of drivers, as a result of the fierce competition in the sector, and which is reflected in their frequent protests, sometimes at European level.
I forbindelse med den transportrelaterede miljøbelastning skal der tages særlige hensyn til de borgere, der bor tæt ved transportskiftepunkterne.
Driving and rest periods must consequently be adequately monitored and legal sanctions imposed in the event of infringement, as the Commission has already stipulated in other documents4.
Derfor er det absolut nødvendigt, at alle disse såkaldte samfundsmæssige omkostninger bæres af den transportform, som forårsager dem.
3.2.7 The Committee shares the Commission's view that operators who own their own fleets or infrastructure keep to a single mode of transport in order to maximize profitability.
Internaliseringen af omkostningerne kan ikke foretages på ensartet vis på hele EU's område gennem en lineær justering omfattende samtlige transportaktører, men bør udføres med udgangspunkt i følgende to parametre: a) b) den trafikophobning, som findes i visse områder inden for EU; eksistensen af alternative, effektive kollektive transportmidler.
The Committee considers that the public authorities should commit themselves to promoting intermodality.
Denne internalisering bør gradueres under hensyntagen til den geografiske samhørighed og udviklingen af et europæisk område med mange centre, jf. punkt 2.2, 3.3.1.2 og 3.3.1.6 i dette dokument.
3.2.8 Regarding the difficulties caused at transfer points by the complexity of aligning the different modes with one another, the Committee feels that the various management and funding options for these centres should be examined, so that they can comply with working and efficiency conditions favouring intermodality.
Ligeledes er der et særligt problem inden for vejtransporten, idet lastbilchaufførernes arbejdsvilkår er præget af en skarp konkurrence, som bl.a. giver sig udslag i hyppige protestaktioner -også på europæisk plan - fra chaufførernes side.
3.2.9 The Committee of the Regions would point to modal-based services and regulations as perhaps the most important element in achieving intermodal transport, on account of their administrative complexity.
Der er således behov for en kraftig indsats fra det offentliges side, for at intermodalitet kan blive en realitet.
• establishment of the necessary networks for the exchange of information along the entire intermodal chain, and
Kommissionens arbejdsdokument "Skitsering af en ramme til løsning af de miljøproblemer, der forvoldes af lastbiltrafikken" KOM(1998) 444 endelig udg.
Commission Working Paper: Towards a framework for the solution of the environmental problems caused by traffic of heavy goods vehicles (COM(1998) 444 final).
• etablering af de nødvendige net til udveksling af information i hele den intermodale transportkæde,
• alignment of the currently different liability conventions for each mode, establishment of an intermodal convention, and definition of the role of transfer centres within such a convention.
Integreret infrastruktur og transportmidler
Integrated infrastructure and transport means
3.3.1.1 Integrationen af infrastruktur og transportmidler kræver efter Regionsudvalgets opfattelse, at EU og de regionale og lokale myndigheder i et bredt samarbejde med medlemsstaterne på et tværmodalt grundlag søger at fastlægge:
3.3.1.1 With regard to the integration of infrastructures and transport means, the Committee of the Regions believes that the European Union and the Member States, in cooperation with regional and local authorities, should work together across a broad spectrum on a transmodal basis, in order to establish:
• et infrastrukturnet for godstransporten med det mål at fremme intermodal transport, især gennem anlæg af nye linjer, som kan opsuge de transportstrømme, der må forventes i de kommende år;
• a network of freight transport infrastructures which favours intermodal transport, particularly in terms of constructing new transport routes capable of absorbing the forecast traffic flow increase over the coming years;
• et europæisk net af transportskiftepunkter, der sikrer både interoperabiliteten og sammenkædningen mellem transportformerne.
• a European network of transhipment centres meeting the requirements of interoperability and interconnectivity between modes.
Dette er et særligt ømtåleligt punkt, da man ikke må glemme, at det transeuropæiske transportnet ikke omfatter kriterier for udvikling og placering af de vigtigste knudepunkter eller forbindelsespunkter.
This is a particularly sensitive point, since it must be borne in mind that the trans-European transport network does not embody specific criteria for the development and location of the main transport nodes or interconnection points, and that although it is designed as a multimodal network facilitating switching from one mode to another, it is still based in outline on sections or routes.
Endvidere er dette net hovedsageligt baseret på strækninger eller ruter, selvom det egentligt skulle være et multimodalt net, der letter overgangen fra én transportform til en anden.
3.3.1.3 Concerning value adding interconnections and nodes, the Committee would stress the importance of network nodes serving as real centres of economic activity and not simply exchange centres.
3.3.1.3 Hvad angår merværdiskabende forbindelsesled og knudepunkter understreger Regionsudvalget vigtigheden af, at knudepunkterne reelt fungerer som centre for økonomisk aktivitet og ikke blot er transportskiftepunkter.
3.3.1.5 In this regard, the Committee of the Regions is strongly in favour of planning for the various interchange points, so that the economic conditions required to maximize the benefits of using this kind of infrastructure can be built up at regional level.