natgillin/translations-raw huggingface dataset:
Ved planlægningen af nettet skal man derforforsøge at udnytte højhastighedstogetskapacitet til at erstatte luftransport og tilskynde jernbaneselskaber, luftfartsselskaber oglufthavnsadministrationer til at spille på etsamarbejde — og ikke kun konkurrence —mellem tog og fly.
On many routes,high-speed trains are a veryattractive alternative to flying in terms of time,price and comfort,particularly if access times toairports from city centres are taken into account.Contrary to the widely-held view,the advantageof highspeed trains for passengers is notlimited to journeys of less than three hours.
Der bør tilskyndes til investeringer,som kanbidrage til at integrerehøjhastighedsjernbanenettet oglufttransporten.Sådanne investeringer kanvedrøre jernbanestationer i lufthavne ogterminaler til checkin af passagerer og bagagepå banegårde.Der kan overvejes andreforanstaltninger,som ligeledes kan bidrage til enstørre integrering af systemer og tjenesteromkring information,reservation,billettering ogbagagetransport,som gør det lettere for derejsende at skifte mellem transportformerne(52).Ud over et begrænset antal nye store lufthavne,der skal planlægges på lidt længere sigt,kan de
Investment geared to integrating the highspeed train network with air transport needsto be encouraged.This investment could bechannelled into railway stations at airports andterminals for passenger and baggage check-inin railway stations.Other measures couldencourage the integration of systems andservices for passenger information,reservations,
)For at passere visse strækninger,hvor det er vanskeligt at anlægge flere spor,f.eks.i tunneler eller på meget langebroer,kan det være nødvendigt fortsat at lade bådegods- og persontog benytte samme spor.
)To cover certain sections where it is difficult to construct
lufthavnene kan også være til fordel forilgodstransporten,navnlig ekspres-kurérpost,fordinæsten 50% af håndteringen af luftfragt før og efterselve flytransporten i øjeblikket foregår ad vej.Det er ensektor i fuld vækst.
)The opening of the highspeed line over its entire length in June 2001 has reduced the journey time between Parisand Marseilles to three hours.
Figur 4:Udviklingen i trafikken mellem Madrid og Sevilla
Fig.4 — Evolution of traffic between Madrid and Seville
mere beskedne lufthavne i regioner,som ikkehar højhastighedstog,supplere det hurtigeeuropæiske jernbanenet til persontog.
For heavy goods vehicles,precise trafficmanagement at peak times will make it possibleto offer more suitable routes,better schedulesand driver assistance.This could result incapacity gains while reducing the risks ofaccidents and pollution.
Af de 14 projekter(53),Det Europæiske Råd i Essen udvalgte,er tre i dag fuldført,og seksandre er under bygning og forventes afsluttetinden 2005, bl.a. højhastighedstogforbindelsen Barcelona-Figueras.
European Council,three have now beencompleted and six others,which are in the
(53)»Christophersen-gruppen« pegede på 26 storeprioriterede projekter,hvoraf Det Europæiske Råd i Essen i1994 udvalgte 14.Listen med disse 14 projekter er sidenblevet indarbejdet i bilag III til Europa-Parlamentets og Rådets beslutning om retningslinjerne for udviklingen afdet transeuropæiske net.
)The integration of the highspeed rail network and airports should also benefit rapid freight transport,particularly express courier services since at presentalmost 50% of pre- and post-routing of air freight,abooming sector,is by road.(53)The ‘Christophersen’Group had identified 26 major priority projects,the 14 most important of which hadbeen approved by the Essen European Council in 1994.The list of these projects was subsequently incorporatedin Annex III to the European Parliament and Councildecision on the guidelines for the development of thetrans-European network.
For lastvognene giver en præcis trafikstyring ispidsbelastningsperioderne mulighed for atforeslå egnede alternative strækninger,vælgebedre køretidspunkter og modtagekørselsvejledning.Der kan således opnås
It may be expected that the new ways ofoperating existing tunnels will,because of safetyrequirements,lead to a not insignificantreduction in their capacity,which could rapidlybe translated into an increase in the level ofcongestion.According to studies carried out bythe Italian operator of the Fréjus tunnel,the only Alpine road tunnel between France and Italy isalready 20% above the maximum capacityauthorised by these new safety rules.The reopening of the Mont Blanc tunnel scheduled forthe end of 2001 will reduce this pressure tosome extent.However,it is clear that the rulesgoverning heavy goods traffic will henceforth be
denne region har brug for,men et omfattendeindgreb,der kan fjerne konstanttilbagevendende symptomer.
much more rigorous than those in force beforethe accident in 1999,quite apart from the factthat local residents are increasingly opposed tothe presence of these heavy goods vehicles.Theadoption of bilateral agreements between the European Union and Switzerland and thecompletion of the Swiss programme of new Alpine rail links are a step forward in the processof improving Alpine transit.However,thesemeasures will only do so much to ease what is avery difficult situation in terms of congestion:the transport system in this region does notneed a placebo but a genuine solution torecurring problems.
Et alternativ til vejføringerne gennem Alperneog et supplement til det nuværendejernbanenet bliver nødvendigt inden for denæste ti år,hvilket betyder,at der meget hurtigtbør indgås en fast aftale om at gennemføre dennye jernbaneforbindelse mellem Lyon og Torino,som allerede blev besluttet på Det Europæiske Råd i Essen,hvis ikke de berørte regioner,førstog fremmest Rhône Alpes og Piemonte,skal sederes økonomiske konkurrenceevne bragt i fare.
modes.The improvement of existing lines andcompletion of the HST south will enablecapacity to be increased in the medium term,ontop of which there is the potential of short-seashipping.The capacity of short-sea shipping toprovide a genuine solution depends,however,on whether operators can gain the confidenceof shippers.In this connection,new rail capacitywill have to be harnessed,in particular throughthe central Pyrenees.This is why the Commission is proposing in the revision ofthe guidelines for the trans-Europeannetwork the inclusion of a major project for ahigh-capacity rail crossing in the Pyrenees(Annex III),the route being left to theinterested countries to agree.
Selv om det bliver vanskeligt at gennemføre deto projekter,der drejer sig omjernbaneforbindelserne i Alperne,inden for denfastsatte tidshorisont,er det stadigvæk megetvigtige prioriterede projekter,som i forbindelsemed en helhedspolitik for transporten i Alpernekan bidrage til at overføre en del af stigningen ivejtrafikken til jernbanen i denne region,som eret knudepunkt i det transeuropæiske net.Trafikudviklingen i Rhône-korridoren viser,at dethaster med at komme i gang.
An alternative to the Alpine road routes and acomplement to the present rail network isneeded in the next 10 years,which means thatthe firm commitment to establish this new raillink between Lyon and Turin,already decided onat the European Council in Essen,must be actedupon without delay,failing which the regionsconcerned,mainly Rhône Alps and Piedmont,will see their economic competitivenesscompromised.
Livskvaliteten for befolkningen i Tyrol og Alto Adige risikerer ligeledes at blive yderligereforringet på grund af den konstante og stadigtvoksende tunge lastvognstrafik,og derfor måspørgsmålet om den nye Brenner-tunnel mellem München og Verona finde en løsning inden forrimelig tid.Uden for de pågældende regioner erdet primært en stor del af trafikken mellem Østog Vest,mellem Den Iberiske Halvø og detcentrale Europa og Balkan,som vil blive berørtaf disse flaskehalse.
Similarly,the quality of life of those living in the Tyrol and Alto Adige is likely to deterioratefurther as a result of the constant and growingheavy goods traffic,and the question ofcompleting the new Brenner tunnel between Munich and Verona needs to be settled within areasonable timescale.Beyond these regions,much of the east–west flows,between the Iberian Peninsula and central Europe and the Balkans would be affected by these bottlenecks.
Den finansielle støtte,EU har ydet i den sidstehalve snes år i form af direkte tilskud,har ikkeværet tilstrækkelig som løftestang til at inddragede berørte medlemsstater i gennemførelsen afdisse store projekter i Alperne inden for denfrist,Det Europæiske Råd i Essen fastsatte,nemlig 2010.
This raises the issue of upgrading the existingline between Pau and Zaragoza via Canfranc toprovide a shortterm improvement in thepassage through the Pyrenees.Despite its lowcapacity in terms of anticipated long-termneeds(54),the point is that the existing tunnelcould be made use of and consignors andcarriers could be encouraged to gear theirlogistics chain to this future high-capacitycrossing.It is therefore proposed that this lineshould be included in the conventional railoutline plan of the current revised guidelines,given that this is what the governments of thetwo countries in question want.Apart from thepositive environmental aspect of this project inthe Pyrenees,the Commission will ensure thatany financial aid will result in work on theproject paving the way for a highcapacity linkas part of a long-term,economically viableprogramme that is the product of cross-bordercoordination.
Bedre afvikling af trafikkengennem Pyrenæerne
Easier passage through the Pyrenees
Det bliver også nødvendigt at tageproblemstillingen om en fremtidigvejforbindelse over Pyrenæerne op igen.Enløsning med biltog vil være en oplagt mulighedbåde af hensyn til miljøet,anlægsudgifterne oggenerne for befolkningen i området.
It will also be necessary to rethink the questionof a future road link through the Pyreneeswhich,for reasons connected withenvironmental impact,cost and acceptance bylocal residents,should ensure that piggybacktransport is adopted as of right.
Nye prioriterede projekter
Launching new priorityprojects
Der er nu behov for at iværksætte,fremskyndeeller tilpasse de prioriterede projekter.Listenmed »specifikke« projekter i bilag III til
The need to launch,speed up or modify priorityprojects is apparent.The list of ‘specific’projects
Femern Bælt:Den bro/tunnel,der skal skabeforbindelse over den naturlige barriere, som Femern Bælt mellem Tyskland og Danmarkudgør,er et vigtigt led i den nord-syd-gående trafikakse,der forbinder det centrale Europa med de nordiske lande og givermulighed for at udvikle samhandelenmellem disse regioner.Projektet om dennelinjeføring,der også omfatter den faste
If nothing is done to improve the passagethrough them,bottlenecks could occur in the Pyrenees, which are crossed by long-distancetraffic,half of it involving trade between the Iberian Peninsula and countries beyond France.Studies by the Franco-Spanish centre whichmonitors trans-Pyrenean traffic have shown thatmore than 15000 heavy goods vehicles crossthe two ends of this mountain range every dayand that this traffic is increasing all the time at avery high rate (+10% per year).In 1998,flowsbetween Spain and Europe already amounted to144 million tonnes a year (53% by road,44% bysea and 3% by rail).The centre estimates that by2010–15 an additional 100 million tonnes willhave to be distributed between the various
55 knap 1% af trafikken mellem Den Iberiske Halvø ogresten af Europa fra nu af og til 2010-2015,og er desudenpræget af en række driftsmæssige begrænsninger pågrund af meget stejle strækninger.
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• omfatter Brenneraksen (projekt nr.1,München-Verona),suppleres med jernbanelinjen Verona-Napoli og tilslutningen Bologna-Milano.Disse830 km ny jernbanelinje til højhastighedstoggiver mulighed for en langt bedre forbindelsefor denne nord-syd-gående jernbanekorridor tilde store byer og industriområder på denitalienske halvø.For at skabe bedre forbindelsemellem Middelhavsforgreningen på TGV-syd,Madrid-Barcelona-Montpellier (projekt nr.3),ogresten af det franske net bør det forlænges helttil Nîmes.Denne forlængelse med 50 km givermulighed for at skabe bedre sammenhængmellem dette projekt og forbindelsen Paris-Marseille,gøre strækningen over grænsenmellem Perpignan og Figueras mere rentabel oglette afviklingen af godstrafikken.
Straubing–Vilshofen:The aim is to improvenavigability on the Danube between Straubing and Vilshofen in Germany.Thissection,which is too shallow over some 70km,does not allow the uninterruptedpassage of vessels.Eliminating thisbottleneck on the Rhine–Main–Danuberoute linking the North Sea with the Black Sea would enable a great deal of freighttraffic to be switched from road to waterwayin this increasingly congested corridor.Theproject,which has to be conceived andimplemented in accordance with Community law on the environment,wouldhelp to integrate the candidate countriesmore fully into the European Union andbring the eastern Danube countries closer tothe Union.
Straubing-Vilshofen:Projektet skal forbedrebesejlingsforholdene på Donau mellem Straubing og Vilshofen i Tyskland.Dennestrækning på ca.70 km med utilstrækkeligvanddybde tillader ikke kontinuerlig sejlads.Fjernes denne flaskehals på aksen Rhinen-Main-Donau,som forbinder Nordsøen med Sortehavet, kan der overføres ganske megetgods fra vej til indre vandveje i dennekorridor,som bliver stadigt mereoverbelastet.Projektet,som skal udformesog iværksættes under overholdelse affællesskabslovgivningen på miljøområdet,vilbidrage til at integrere ansøgerlandenebedre i EU og skabe tilnærmelse til Donaulandene øst for EU.
Satellite radionavigation project (Galileo):This global project has a great deal ofpotential for traffic management andinformation for users of the trans-Europeannetwork,as,too,for numerous applicationsin sectors other than transport,and requiresan intensive development phase until 2005and then a deployment phase with a view tooperation from 2008 (see also Part 5).
Projektet for satellitbaseretradionavigation (Galileo):Detteverdensomspændende program med etstort potentiale til trafikstyring oginformering af brugerne af dettranseuropæiske net omfatter desuden enlang række applikationer i andre sektorerend transportsektoren,men det kræver enintens udviklingsfase frem til 2005,ogderefter en ibrugtagningsfase med henblikpå fuld operationel drift allerede i 2008 (seogså fjerde del).
East European highspeed train/combinedtransport:For historical reasons there hasbeen little development of west–east links tothe candidate countries.However,trade withthese countries is already generatingsignificant traffic flows.On the rail corridoralong the Danube,more than 60% of trafficis already international.The forecasts pointto sustained growth in traffic.It is thereforenecessary to facilitate the development of anew highcapacity west–east rail link forfreight and passengers from Stuttgart–Munich to Salzburg/Linz–Vienna.This project involves building or upgrading780 km of track for highspeed trains andlines for freight transport.With a view toenlargement,it could conceivably beextended to Budapest,or even Bucharestand Istanbul.As the line between Stuttgartand Mannheim is operational,the extensionof the current TGV east (project No4) linking Paris to Mannheim via Strasbourg by thesesections will make for a continuous transEuropean rail corridor from Paris to Vienna.
Sikkerheden i de meget lange tunneler er etandet afgørende aspekt i forbindelse medetableringen af det transeuropæiske net.Ganske mange vej- eller jernbaneforbindelserover grænserne,som enten er projekteret ellerunder anlæggelse,omfatter lange strækninger itunneler,i visse tilfælde over 50 km lange.Afdisse projekter — som allerede har fået eller vilfå EU-støtte,kan nævnes den 8 km lange Somport-tunnel mellem Frankrig og Spanien,jernbane-/vejforbindelsen mellem Danmark og Sverige (Øresund),den kommende transalpinejernbaneforbindelse Lyon-Torino,Brenner-projektet og højhastighedstogforbindelsen Bologna-Firenze, som er under bygning,oghvoraf omkring 60 km ud af de i alt 90 km skalløbe i tunneler.Desuden er der flereeksisterende infrastrukturer — det gælder bådejernbaner og veje — som er ved at væreforældede (80% af alle jernbanetunneler blevbygget i det 19.århundrede) eller har svært vedat klare den ubønhørlige stigning i trafikken.Den nuværende nationale lovgivning synes atvære meget forskelligartet.Nogle medlemsstaterhar indført lovgivning om sikkerheden itunneler,medens en sådan lovgivning i andremedlemsstater kun er på begyndelsesstadieteller ikke-eksisterende.EU kan derfor medvirketil at forbedre sikkerheden både på det tekniskeplan og med hensyn til tunnelernes drift.
Interoperability of the Iberian high-speedrail network:The difference in gaugebetween the network of the Iberianpeninsula and the rest of the trans-Europeannetwork is a major obstacle to effectiveoperation of the European railway system asa whole.On the basis of the Spanish and Portuguese plans for highspeed lines,whichinclude the construction of new lines andthe upgrading of existing track,thealignment of the gauge in Spain and Portugal with European standards by 2020will improve links between Spain and Portugal and the rest of the trans-Europeannetwork.
Interoperabiliteten på det iberiskejernbanenet til højhastighedstog:Forskellen i sporvidde mellem nettet på Den Iberiske Halvø og resten af dettranseuropæiske net er en væsentlighindring for at få hele det europæiskejernbanetransportsystem til at fungereeffektivt.På grundlag af de spanske ogportugisiske planer forhøjhastighedslinjerne,som også omfatter denye linjer,der skal bygges,og deeksisterende linjer,der skal opgraderes,skulle indførelsen af europæiske standarderfor sporvidden på det iberiske net inden2020 sikre bedre forbindelse mellem Spanien og Portugal og resten af dettranseuropæiske net.
Fehmarn Belt:The bridge/tunnel crossingthe natural barrier of the Fehmarn Beltbetween Germany and Denmark is a key linkwhich will complete the north–south routeconnecting Central Europe and the Nordiccountries and allow the development oftrade between them.This project on theroute including the recently-opened Øresund fixed link aims to cross the 19 kmwide belt.Completion of this project,whichis still at the preliminary study stage,shouldcontribute to the development of the Baltic Sea region.
Der bør derfor overvejesfællesskabslovgivning,som kan have form afet direktiv om harmonisering afsikkerhedsmæssige mindstenormerfor atgarantere et højt sikkerhedsniveau for brugerne
A number of existing projects also need to beredefined.The Verona–Naples rail link with its Bologna–Milan branch line,for example,shouldbe added to the project including the Munich–Verona Brenner route (project No1).These 830 km of new highspeed lines willprovide better connections between this northsouth rail corridor and the major towns andindustrial areas on the Italian Peninsula.Toimprove the link between the Mediterraneanbranch of the HST South Madrid–Barcelona–Montpellier (project No3)
Kort over »specifikke« projekter vedtaget i 1996 (Essen-listen) (*)
Map of ‘specific’projects adopted in 1996 (‘Essen’list) (*)
Konvent. tog, Cork-Dublin-Belfast-Larne-Stranraer (fuldført)
Conventional rail Cork–Dublin–Belfast–Larne–Stranraer (completed)
10.Malpensa lufthavn (fuldført)
10.Malpensa airport (completed)
Højhastighedstog syd
Highspeed train south
Højhastighedstog øst
Highspeed train east
Græske motorveje,Pathe og Via Egnatia
Greek motorways Pathe and Via Egnatia
Multimodal forbindelse, Portugal-Spanien-Centraleuropa
Multimodal link Portugal–Spain–Central Europe
1.Højhastighedstog/komb.transport nord-syd (forlængelse)
1.High-speed train/combined transport north–south
18.Besejlingsforholdene på Donau (Straubing-Vilshofen)
18.River Danube improvement between Vilshofen and Straubing
3.Højhastighedstog syd (forlængelse)
3.High-speed train south
19.Interoperabilitet på højhastighedsnettet på Den Iberiske Halvø
19.High-speed rail interoperability on the Iberian peninsula
16.Togforbindelsemed stor kapacitet gennemPyrenæerne
16.High-capacity rail line across the Pyrenees
DEN EUROPÆISKE TRANSPORTPOLITIK af navnlig de vej- og jernbanetunneler,derindgår i det transeuropæiske transportnet.
and the French network,it should be extendedto Nîmes.This extra 50 km will connect thisproject to the Paris–Marseilles route,improvethe profitability of the crossborder sectionbetween Perpignan and Figueras and facilitatefreight clearance.
Kommissionen vil desuden være megetopmærksom på de sikkerhedsforanstaltninger, der planlægges i forbindelse medinfrastrukturer,som omfatter strækninger itunneler,og hvortil der ydes EU-støtte,navnlig via budgetposten for dettranseuropæiske net.
Improving safety in tunnels ageing problems (80% of rail tunnels wereconstructed in the 19th century),or hasincreasing difficulty in coping with theinexorable growth in traffic.Current nationallegislation varies greatly:some Member Stateshave legislation on safety in tunnels while inothers it is rudimentary or even non-existent.The European Union can help to improve safetyboth at a technical level and in the way in whichtunnels are operated.
Den største hindring for etableringen afinfrastrukturer er fortsat — ud over tekniske ogmiljømæssige hensyn — problemet med atmobilisere kapital.Kommissionen slog allerede i1993 alarm omkring dette spørgsmål i sinhvidbog »Vækst, konkurrenceevne, beskæftigelse«.
Safety in long tunnels is another vitallyimportant aspect in the development of thetrans-European network.A significant numberof road or rail crossborder links,either at theproject stage or under construction,includemajor tunnel sections,sometimes exceeding 50km.These projects,which have already receivedor will receive Community financial support,include the 8 km long Somport tunnel between France and Spain,the rail/road link between Denmark and Sweden (Øresund),the future Lyon–Turin transalpine rail link,the Brennerproject and the Bologna–Florence high-speedline currently being constructed,where 60 of the90 km will be in tunnels.Existing infrastructurein some parts,both rail and road,also has
Forslaget om at optage lån viaobligationer udstedt af EU for at bidrage tilfinansieringen blev aldrig fulgt op,og problemetmed finansieringen har stadigvæk ikke fundetsin løsning.Skal man videre,er det ikke nok atsatse på offentlig og privat finansiering,der måogså findes nyskabende finansieringsmetoder.
Moreover,the Commission will be very vigilantwith regard to the safety measures planned forinfrastructure works which include sections intunnels and which receive Community funding,particularly under the budget for the transEuropean network.
A.Begrænsede offentligebudgetter
II.The headache of funding
EU-støtten harsåledes til formål at gøre det lettere at komme igang med projektet via samfinansiering ellerfinansiering af forundersøgelser, samordnet mobilisering af potentielle investorer ogtilskyndelse til originale finansieringskonstruktioner. Hvor det drejer sigom projekter,der strækker sig over flere år, har Kommissionen foreslået,at der udarbejdes etvejledende flerårigt program for perioden 2001-2006,som giver mulighed for en bedreprogrammering af udgifterne og sikrerkontinuiteten i EU-støtten,hvilket er vigtigt forpromotorerne.
The main obstacle to carrying out infrastructureprojects,apart from technical or environmentalconsiderations,remains the difficulty ofmobilising capital.The Commission sounded thealarm in this connection in its 1993 White Paperon growth,competitiveness and employment.The suggestion of raising a loan through bondsissued by the Union to help funding has notbeen followed up.The headache of fundingremains.To overcome this problem,not onlymust public and private funding be equal to thetask,but also innovative methods of fundingmust be applied.