natgillin/translations-raw huggingface dataset:
For what the transport sector is being asked to do is this: reduce emissions from the different modes of transport; break free of the near total dependence on fossil fuels; intensify research into renewable forms of energy and devise new standards for the resulting new engines and power sources; invest in new or upgraded infrastructure – first and foremost the trans-European networks – and intelligent transport systems; reshape our cities along lines conducive to sustainable urban mobility; offer a ‘fair’ price for transport in the form of tolls and charges; and encourage modal shifts and improve interoperability.
For what the transport sector is being asked to do is this: reduce emissions from the different modes of transport; break free of the near total dependence on fossil fuels; intensify research into renewable forms of energy and devise new standards for the resulting new engines and power sources; invest in new or upgraded infrastructure – first and foremost the trans-European networks – and intelligent transport systems; reshape our cities along lines conducive to sustainable urban mobility; offer a ‘fair’ price for transport in the form of tolls and charges; and encourage modal shifts and improve interoperability.
These imperatives have prompted the rapporteur to ask questions: where do we start?
These imperatives have prompted the rapporteur to ask questions: where do we start?
What are the most promising measures?
What are the most promising measures?
Have we got the money to do all this?
Have we got the money to do all this?
Will the measures secure a consensus among the public at large?
Will the measures secure a consensus among the public at large?
The rapporteur feels that the only proper way to meet the challenge lies in a well-judged policy mix.
The rapporteur feels that the only proper way to meet the challenge lies in a well-judged policy mix.
Specialist writings and several recent studies put forward the view that if transport emissions are to be cut substantially, a range of mutually supportive and corrective policies will need to be combined, thus securing the involvement of more and more stakeholders in the sector.
Specialist writings and several recent studies put forward the view that if transport emissions are to be cut substantially, a range of mutually supportive and corrective policies will need to be combined, thus securing the involvement of more and more stakeholders in the sector.
The rapporteur believes that to reduce the greenhouse gas emissions, energy consumption, and air pollution caused by European transport, it is essential to combine and coordinate individual policies so as to produce a policy mix encompassing all the modes of transport and providing for very ambitious targets for fuel efficiency, higher standards for cars and fuels, a reduction in the demand for road and air transport, to be brought about by a pricing policy, and, lastly, changes to logistics and in the way that citizens behave.
The rapporteur believes that to reduce the greenhouse gas emissions, energy consumption, and air pollution caused by European transport, it is essential to combine and coordinate individual policies so as to produce a policy mix encompassing all the modes of transport and providing for very ambitious targets for fuel efficiency, higher standards for cars and fuels, a reduction in the demand for road and air transport, to be brought about by a pricing policy, and, lastly, changes to logistics and in the way that citizens behave.
This approach is built essentially on three pillars: technological innovations (new technologies and alternative fuels), pricing (reform of the charging system in the transport sector so as to take account of the environmental impact as well, the Eurovignette and the tax on fossil fuels being examples in this category), and flanking measures to optimise the use of cars and infrastructure and encourage citizens to change their habits.
This approach is built essentially on three pillars: technological innovations (new technologies and alternative fuels), pricing (reform of the charging system in the transport sector so as to take account of the environmental impact as well, the Eurovignette and the tax on fossil fuels being examples in this category), and flanking measures to optimise the use of cars and infrastructure and encourage citizens to change their habits.
As regards the first pillar, there have been fairly recent proposals, which have been widely discussed, relating to technological improvements to engines and fuels alike.
As regards the first pillar, there have been fairly recent proposals, which have been widely discussed, relating to technological improvements to engines and fuels alike.
The consensus is that investment in technological development makes for the highest rate of cost-effectiveness.
The consensus is that investment in technological development makes for the highest rate of cost-effectiveness.
It is accordingly right to propose new engine and fuel standards.
It is accordingly right to propose new engine and fuel standards.
If, however, we wish to save the industry and citizens from bearing the brunt of the investment outlay, we must seek to preserve an integrated approach, that is to say, a combination of mutually supportive and corrective policies proceeding in parallel and involving an increasing number of stakeholders.
If, however, we wish to save the industry and citizens from bearing the brunt of the investment outlay, we must seek to preserve an integrated approach, that is to say, a combination of mutually supportive and corrective policies proceeding in parallel and involving an increasing number of stakeholders.
An integrated approach of this kind should cover all the possibilities for reducing CO 2 emissions, for example infrastructure, user behaviour, biofuels, and vehicle technology.
An integrated approach of this kind should cover all the possibilities for reducing CO 2 emissions, for example infrastructure, user behaviour, biofuels, and vehicle technology.
The Member States are being called upon to play their part in surmounting the above-mentioned challenge (second pillar).
The Member States are being called upon to play their part in surmounting the above-mentioned challenge (second pillar).
The recent European legislative proposals aimed at reducing emissions and promoting sustainable mobility should go hand in hand with constructive measures by individual countries relating to tax reforms, environmental incentives, and investment in infrastructure.
The recent European legislative proposals aimed at reducing emissions and promoting sustainable mobility should go hand in hand with constructive measures by individual countries relating to tax reforms, environmental incentives, and investment in infrastructure.
It is, however, regrettably obvious that Member States are to some extent reluctant to act or at any rate lack the ambition to do so.
It is, however, regrettably obvious that Member States are to some extent reluctant to act or at any rate lack the ambition to do so.
Regarding the third point, infrastructure, the emphasis is continuing to be placed on road transport projects at the expense of rail projects.
Regarding the third point, infrastructure, the emphasis is continuing to be placed on road transport projects at the expense of rail projects.
Completion of the trans-European networks still seems a remote prospect, and the EU’s contribution is minimal compared to the burden to be shouldered by Member States individually.
Completion of the trans-European networks still seems a remote prospect, and the EU’s contribution is minimal compared to the burden to be shouldered by Member States individually.
They should therefore be called upon to do their utmost to avoid jeopardising the entire operation and the ‘raison d’être’ of the TEN-T network.
They should therefore be called upon to do their utmost to avoid jeopardising the entire operation and the ‘raison d’être’ of the TEN-T network.
As far as the use of infrastructure is concerned, the most pressing need is to lay down a generally applicable model for assessing the external costs of all means of transport in order to provide a future basis for a proposal to internalise these costs by means of tolls or charges.
As far as the use of infrastructure is concerned, the most pressing need is to lay down a generally applicable model for assessing the external costs of all means of transport in order to provide a future basis for a proposal to internalise these costs by means of tolls or charges.
Another point that should not be overlooked is the role of ‘intelligent’ transport systems, which should be greatly strengthened, not just by installing intelligent traffic lights, but also by implementing the necessary wider ranging reform of the transport system and taking market-based measures with a view to shifting demand towards more sustainable transport models or modes.
Another point that should not be overlooked is the role of ‘intelligent’ transport systems, which should be greatly strengthened, not just by installing intelligent traffic lights, but also by implementing the necessary wider ranging reform of the transport system and taking market-based measures with a view to shifting demand towards more sustainable transport models or modes.
The rapporteur firmly believes that it would be futile to attempt to cover all the ground at once; efforts should focus instead on those parts of the system most likely to impinge upon the whole, namely congested urban areas and large cities, the main European intercity corridors, and environmentally sensitive areas.
The rapporteur firmly believes that it would be futile to attempt to cover all the ground at once; efforts should focus instead on those parts of the system most likely to impinge upon the whole, namely congested urban areas and large cities, the main European intercity corridors, and environmentally sensitive areas.
The policies to improve air quality must be aimed first and foremost at urban areas and large cities, as well as at areas that are particularly sensitive from the environmental point of view, where the impact could reach very far.
The policies to improve air quality must be aimed first and foremost at urban areas and large cities, as well as at areas that are particularly sensitive from the environmental point of view, where the impact could reach very far.
Given that CO 2 and greenhouse gas emissions in general are closely linked to aggregate demand in the transport sector, the related policies will need to focus primarily on urban areas and the main intercity corridors.
Given that CO 2 and greenhouse gas emissions in general are closely linked to aggregate demand in the transport sector, the related policies will need to focus primarily on urban areas and the main intercity corridors.
In this case too, the rapporteur considers it better to give priority to measures likely to have an effect in the short term, thus seeking to maximise and improve the use of existing transport networks by
In this case too, the rapporteur considers it better to give priority to measures likely to have an effect in the short term, thus seeking to maximise and improve the use of existing transport networks by
(a) enhancing the fuel efficiency of all modes of transport;
(a) enhancing the fuel efficiency of all modes of transport;
(b) adjusting prices in such a way that, whether passenger or freight transport was concerned, citizens would have to reckon with the full cost of journeys and the consequences of their decisions;
(b) adjusting prices in such a way that, whether passenger or freight transport was concerned, citizens would have to reckon with the full cost of journeys and the consequences of their decisions;
(c) taking innovative measures based on the emissions trading system;
(c) taking innovative measures based on the emissions trading system;
(d) implementing policies to encourage a modal shift towards public transport, cycling, and walking as far as urban areas are concerned; and taking initiatives, especially relating to pricing or in the form of light measures, aimed at shifting traffic from the roads to the railways, as far as freight transport is concerned;
(d) implementing policies to encourage a modal shift towards public transport, cycling, and walking as far as urban areas are concerned; and taking initiatives, especially relating to pricing or in the form of light measures, aimed at shifting traffic from the roads to the railways, as far as freight transport is concerned;
(e) organising road transport more efficiently;
(e) organising road transport more efficiently;
(f) encouraging road users to behave more responsibly;
(f) encouraging road users to behave more responsibly;
(g) using surface transport according to an integrated approach and planning it accordingly.
(g) using surface transport according to an integrated approach and planning it accordingly.
Finally, the rapporteur is convinced that urban mobility and especially the problem of urban congestion, which accounts for 40% of CO 2 emissions and 70% of other pollutant emissions from vehicles, should be treated as a focus of particular attention.
Finally, the rapporteur is convinced that urban mobility and especially the problem of urban congestion, which accounts for 40% of CO 2 emissions and 70% of other pollutant emissions from vehicles, should be treated as a focus of particular attention.
Despite the complexity of the related problems (congestion, accidents, pollution, noise, the fact that public transport is often not very competitive, journey times, etc.) and the fact that there is still a long way to go before efficient, sustainable planning of urban transport becomes a reality, he believes that urban areas have economically sound potential for further modal shift and demand management policies (congestion charges and road pricing).
Despite the complexity of the related problems (congestion, accidents, pollution, noise, the fact that public transport is often not very competitive, journey times, etc.) and the fact that there is still a long way to go before efficient, sustainable planning of urban transport becomes a reality, he believes that urban areas have economically sound potential for further modal shift and demand management policies (congestion charges and road pricing).
Action could be made reversible and subject to change over time so that, for example, the measures to discourage the use of more polluting modes could gradually be toughened up as alternative modes became available.
Action could be made reversible and subject to change over time so that, for example, the measures to discourage the use of more polluting modes could gradually be toughened up as alternative modes became available.
It is also essential to monitor the impact of measures and publish the findings so as to encourage an exchange of best practice.
It is also essential to monitor the impact of measures and publish the findings so as to encourage an exchange of best practice.
A great deal could be done at European level to move in that direction.
A great deal could be done at European level to move in that direction.
To give just one example: road pricing in London.
To give just one example: road pricing in London.
The fact that this policy has been discussed, monitored, and assessed so widely has not only encouraged other cities to follow suit, but above all has led to continuing improvements to the system as such.
The fact that this policy has been discussed, monitored, and assessed so widely has not only encouraged other cities to follow suit, but above all has led to continuing improvements to the system as such.
This experience is instructive for other cities in that it can help them to understand what needs to be done to improve efficiency, what factors are instrumental to success, how problems of public acceptance can be overcome, and, most importantly, what is required in order to progress beyond the pioneering stage entailed in the implementation of most new policies.
This experience is instructive for other cities in that it can help them to understand what needs to be done to improve efficiency, what factors are instrumental to success, how problems of public acceptance can be overcome, and, most importantly, what is required in order to progress beyond the pioneering stage entailed in the implementation of most new policies.
Policy clusters and measures
Policy clusters and measures
Policy clusters
Policy clusters
Technological improvement (vehicles and fuels)
Technological improvement (vehicles and fuels)
Reduction of CO 2 emissions and fuel consumption
Reduction of CO 2 emissions and fuel consumption
Compulsory targets for CO 2 emissions of cars (120g/km) and vans (175 g/km) by 2012, also through Emission Trading Schemes for car manufacturers
Compulsory targets for CO 2 emissions of cars (120g/km) and vans (175 g/km) by 2012, also through Emission Trading Schemes for car manufacturers
Increase efficiency in automotive sector
Increase efficiency in automotive sector
Reduction of vehicle weight and resistance factors; efficiency requirements automobile air conditioning system
Reduction of vehicle weight and resistance factors; efficiency requirements automobile air conditioning system
Labelling scheme for tyres
Labelling scheme for tyres
Standards to measure tyre rolling resistance 2008
Standards to measure tyre rolling resistance 2008
Labelling scheme of car fuels
Labelling scheme of car fuels
New CO 2 labelling scheme for amended car fuels efficiency directive (1999/94EC)
New CO 2 labelling scheme for amended car fuels efficiency directive (1999/94EC)
R&D on efficient vehicles
R&D on efficient vehicles
Support of project to develop more efficient vehicles
Support of project to develop more efficient vehicles
Improved fuels
Improved fuels
Development of the second generation of biofuels and alternative fuels able to reduce CO 2 and air pollution emissions
Development of the second generation of biofuels and alternative fuels able to reduce CO 2 and air pollution emissions
Pricing and taxation
Pricing and taxation
Road vehicles taxation reform
Road vehicles taxation reform
Passenger cars taxes linked to CO 2 emission levels
Passenger cars taxes linked to CO 2 emission levels
Fiscal incentives to encourage the cleanest LDV classes
Fiscal incentives to encourage the cleanest LDV classes
Inclusion of land transport in CO 2 emissions trading
Inclusion of land transport in CO 2 emissions trading
Pricing Interurban Roads
Pricing Interurban Roads
Application of “Eurovignette” Directive (1999/62) and its amended version (Directive 2006/38/EC)
Application of “Eurovignette” Directive (1999/62) and its amended version (Directive 2006/38/EC)
Internalisation of external costs of transport
Internalisation of external costs of transport
Road pricing in urban areas
Road pricing in urban areas
Congestion pricing, value pricing, road tolls and HOV lanes
Congestion pricing, value pricing, road tolls and HOV lanes
Tradable mobility credits
Tradable mobility credits
Tradable permit schemes among car drivers in urban areas
Tradable permit schemes among car drivers in urban areas
Long distance travel (passengers and freight)
Long distance travel (passengers and freight)
Rail interoperability
Rail interoperability
Improving the seamless movement of trains across Europe, both on High Speed and conventional rail networks
Improving the seamless movement of trains across Europe, both on High Speed and conventional rail networks
Harmonised regulation systems
Harmonised regulation systems
Provide fair competition of rail operators across EU
Provide fair competition of rail operators across EU
Rail efficiency
Rail efficiency
Increase technical unit efficiency of rail
Increase technical unit efficiency of rail
Rail passenger services quality
Rail passenger services quality
Stimulating rail usage by increasing the quality (rolling stock, ICT, ticketing, etc.)
Stimulating rail usage by increasing the quality (rolling stock, ICT, ticketing, etc.)
Intermodal facility for passengers
Intermodal facility for passengers
Develop service integration by mode (train, air, maritime, road) and trip (long/short distance)
Develop service integration by mode (train, air, maritime, road) and trip (long/short distance)
Intermodal facility for freight
Intermodal facility for freight
Intermodal loading units and freight integrators.
Intermodal loading units and freight integrators.
Freight facility incentives to offset the capital costs of providing rail freight handling and operating facilities
Freight facility incentives to offset the capital costs of providing rail freight handling and operating facilities
Rail capacity
Rail capacity
Improve rail capacity by using advantage technology in key corridors (metropolitan areas) and rail bottlenecks
Improve rail capacity by using advantage technology in key corridors (metropolitan areas) and rail bottlenecks
Liveable cities
Liveable cities
Improve public transport services
Improve public transport services
Systems providing high quality PT service and convenient Light Rail Transit on urban corridors
Systems providing high quality PT service and convenient Light Rail Transit on urban corridors
Regulation incentive effectiveness
Regulation incentive effectiveness
Policy changes to encourage transport service competition, innovation and efficiency
Policy changes to encourage transport service competition, innovation and efficiency
Park&Ride facilities and access to PT
Park&Ride facilities and access to PT
Providing convenient parking at transit and rideshare stations
Providing convenient parking at transit and rideshare stations
Walking and cycle facilities
Walking and cycle facilities
Strategies for improving bicycle transport and walking conditions
Strategies for improving bicycle transport and walking conditions
Trasport Demand Management
Trasport Demand Management
Develop car sharing and car pooling services as a substitute for private vehicle ownership and encourage ridesharing
Develop car sharing and car pooling services as a substitute for private vehicle ownership and encourage ridesharing
Commuting and school travel planning that encourage more efficient transport mode (shift from car to public transport and environmental mode)
Commuting and school travel planning that encourage more efficient transport mode (shift from car to public transport and environmental mode)
Integrated planning
Integrated planning
Land use, environmental and transport integration, reduction of urban sprawl, encourage the LEZ (Low Emission Zone)
Land use, environmental and transport integration, reduction of urban sprawl, encourage the LEZ (Low Emission Zone)
ICT (Information Communication Technology)
ICT (Information Communication Technology)
Real time and pre-trip information
Real time and pre-trip information
Real time road traffic and PT travel information; travel planning systems to optimise use of combined modes of transport
Real time road traffic and PT travel information; travel planning systems to optimise use of combined modes of transport
Use of telecommunications as a substitute for business and commuter travels
Use of telecommunications as a substitute for business and commuter travels
Use of telecommunications as a substitute for physical travel
Use of telecommunications as a substitute for physical travel
Research and Development
Research and Development
Application and technology including Galileo programme
Application and technology including Galileo programme
Eco-friendly behaviour
Eco-friendly behaviour
Strategies for improving driving behaviour, energy-efficiency and traffic safety among drivers
Strategies for improving driving behaviour, energy-efficiency and traffic safety among drivers
De-marketing of car
De-marketing of car
Campaign to de-market cars to change public attitudes and develop environmental certification (ecolabels)
Campaign to de-market cars to change public attitudes and develop environmental certification (ecolabels)
Logistic management (integrated supply chain)
Logistic management (integrated supply chain)
Strategies to improve the efficiency of freight transport and storage
Strategies to improve the efficiency of freight transport and storage