natgillin/translations-raw huggingface dataset:
Освен това, като способства за развитието на екологосъобразен транспорт, Общността съзнателно избира да развива устойчив транспорт;
In addition, by contributing to the development of environmentally friendly transport, the Community deliberately opts for the development of sustainable transport;
The first railway package was intended to lay the foundations for the modal shift of freight transport from road to rail.
The first railway package was intended to lay the foundations for the modal shift of freight transport from road to rail.
The national monopolies were to allow competition, access to networks was to be opened up and a start was to be made on the modernisation of the rail network in Europe, which had been neglected for decades.
The national monopolies were to allow competition, access to networks was to be opened up and a start was to be made on the modernisation of the rail network in Europe, which had been neglected for decades.
A shift from road to rail is also necessary for safety, environmental and economic reasons if Europe is not to suffocate in traffic jams and exhaust fumes and if it is to reduce the enormous number of accidents on its roads.
A shift from road to rail is also necessary for safety, environmental and economic reasons if Europe is not to suffocate in traffic jams and exhaust fumes and if it is to reduce the enormous number of accidents on its roads.
In view of the alarming predictions in the report by World Bank economist Nicholas Stern, the dangers of climate change are coming increasingly in to public view.
In view of the alarming predictions in the report by World Bank economist Nicholas Stern, the dangers of climate change are coming increasingly in to public view.
It is becoming ever clearer that global warming cannot be halted without a change in transport policy.
It is becoming ever clearer that global warming cannot be halted without a change in transport policy.
The problem can be simply illustrated by the example of a yoghurt pot.
The problem can be simply illustrated by the example of a yoghurt pot.
By the time it has reached supermarket shelves, a strawberry yoghurt has travelled almost 10 000 km on our roads – and yet still only costs around EUR 0.40 in spite of its long journey.
By the time it has reached supermarket shelves, a strawberry yoghurt has travelled almost 10 000 km on our roads – and yet still only costs around EUR 0.40 in spite of its long journey.
Transport has a high cost for the environment and thus for the public – on the road and in the air – but is not a cost factor for business.
Transport has a high cost for the environment and thus for the public – on the road and in the air – but is not a cost factor for business.
The result is a constantly growing transport sector.
The result is a constantly growing transport sector.
Heavy traffic on German roads has tripled since the 1980s.
Heavy traffic on German roads has tripled since the 1980s.
Between 1993 and 2000 the number of air passengers in the EU rose by around 10% a year.
Between 1993 and 2000 the number of air passengers in the EU rose by around 10% a year.
These increases are also a reason why emissions of CO2, with its devastating effects on the climate, have not fallen but have risen by at least 1% per year between 2000 and 2004.
These increases are also a reason why emissions of CO2, with its devastating effects on the climate, have not fallen but have risen by at least 1% per year between 2000 and 2004.
Emissions of this pollutant have increased by almost 25% since 1990.
Emissions of this pollutant have increased by almost 25% since 1990.
In air transport they have doubled.
In air transport they have doubled.
In the EU, mobility causes just under 30% of all CO2 emissions.
In the EU, mobility causes just under 30% of all CO2 emissions.
One reason for this state of affairs is that the opening of the railway networks to freight transport has not had the desired effect.
One reason for this state of affairs is that the opening of the railway networks to freight transport has not had the desired effect.
This is partly due to the way in which the rail industry is organised, but is mainly the result of unfair competition between the various modes of transport, to the detriment of the environmentally friendly railways.
This is partly due to the way in which the rail industry is organised, but is mainly the result of unfair competition between the various modes of transport, to the detriment of the environmentally friendly railways.
On the development of the shares of the various modes of transport, the Commission gives the following forecast:
On the development of the shares of the various modes of transport, the Commission gives the following forecast:
The development of the modal split from 1995 to 2005 in the freight sector is shown from the following Commission table:
The development of the modal split from 1995 to 2005 in the freight sector is shown from the following Commission table:
Source: ENERGY & TRANSPORT IN FIGURES 2006
Source: ENERGY & TRANSPORT IN FIGURES 2006
Part 3 : Transport
Part 3 : Transport
European Commission DG for Energy and Transport
European Commission DG for Energy and Transport
in co-operation with Eurostat
in co-operation with Eurostat
In the rail sector in Europe it is mandatory for tolls to be levied on all trains on all rail routes in the form of route prices.
In the rail sector in Europe it is mandatory for tolls to be levied on all trains on all rail routes in the form of route prices.
And yet for its keenest and most polluting competitor, road transport, however, tolls are charged mostly only on motorways and as a rule only for lorries above 12 tonnes.
And yet for its keenest and most polluting competitor, road transport, however, tolls are charged mostly only on motorways and as a rule only for lorries above 12 tonnes.
There is an upper limit on these tolls, external costs may not currently be internalised, and toll charging is voluntary.
There is an upper limit on these tolls, external costs may not currently be internalised, and toll charging is voluntary.
In order to prevent environmentally harmful lorry traffic from receiving yet more support, it is essential that ultra-long lorries ("Gigaliners") of 60 tonnes and upwards should not be permitted.
In order to prevent environmentally harmful lorry traffic from receiving yet more support, it is essential that ultra-long lorries ("Gigaliners") of 60 tonnes and upwards should not be permitted.
Licensing such lorries throughout the EU would completely ruin single wagonload traffic, which accounts for 50% of all rail freight traffic.
Licensing such lorries throughout the EU would completely ruin single wagonload traffic, which accounts for 50% of all rail freight traffic.
Some EU Member States give little or no state funding to railway companies, so that these in turn are forced to charge high route prices for freight traffic in order to finance passenger traffic.
Some EU Member States give little or no state funding to railway companies, so that these in turn are forced to charge high route prices for freight traffic in order to finance passenger traffic.
Since these states also charge no tolls on their roads, this policy is tantamount to a direct attack on rail freight transport.
Since these states also charge no tolls on their roads, this policy is tantamount to a direct attack on rail freight transport.
The Commission is aware of this practice and regards it as unlawful, but does not see how it can change it.
The Commission is aware of this practice and regards it as unlawful, but does not see how it can change it.
At the same time, however, EU funds flow into countries which use them almost without exception to fund road-building and while allowing their rail networks to decay.
At the same time, however, EU funds flow into countries which use them almost without exception to fund road-building and while allowing their rail networks to decay.
The decline of the rail sector is particularly alarming in the new Member States.
The decline of the rail sector is particularly alarming in the new Member States.
In Switzerland, on the other hand, the modal shift has succeeded.
In Switzerland, on the other hand, the modal shift has succeeded.
A lorry ban is in place there at weekends and at night.
A lorry ban is in place there at weekends and at night.
The lorry toll is four times higher than in Germany and applies to all roads and all lorries over 3.5 tonnes.
The lorry toll is four times higher than in Germany and applies to all roads and all lorries over 3.5 tonnes.
Toll receipts are invested in the modernisation of the railways, and at the same time work on trans-Alpine motorways has been halted.
Toll receipts are invested in the modernisation of the railways, and at the same time work on trans-Alpine motorways has been halted.
The heavy traffic levy, introduced in 2001, resulted in the transfer of petroleum transport back from the roads to the railways.
The heavy traffic levy, introduced in 2001, resulted in the transfer of petroleum transport back from the roads to the railways.
Before the introduction of the tolls, 70% of petroleum was carried by road, now 70% goes by rail.
Before the introduction of the tolls, 70% of petroleum was carried by road, now 70% goes by rail.
There has been no shift in Switzerland from motorways to other major roads, nor from larger to smaller lorries.
There has been no shift in Switzerland from motorways to other major roads, nor from larger to smaller lorries.
And consumer costs still rose by only 0.5%.
And consumer costs still rose by only 0.5%.
Competition with air transport is also discriminatory.
Competition with air transport is also discriminatory.
The tax exemption for kerosene – introduced more than half a century ago as a financial boost to help the infant air transport industry get started – currently permits airlines to transport their customers at a “taxi price” between major cities.
The tax exemption for kerosene – introduced more than half a century ago as a financial boost to help the infant air transport industry get started – currently permits airlines to transport their customers at a “taxi price” between major cities.
Not all countries give preferential treatment to air transport, with its harmful effects on the climate.
Not all countries give preferential treatment to air transport, with its harmful effects on the climate.
The Netherlands, for example, taxes kerosene on its (admittedly few) internal flights just as the USA and Japan do.
The Netherlands, for example, taxes kerosene on its (admittedly few) internal flights just as the USA and Japan do.
A tax on all flights in the EU could generate EUR 14 billion, which would be a way of raising the funds needed to modernise the railways in Europe.
A tax on all flights in the EU could generate EUR 14 billion, which would be a way of raising the funds needed to modernise the railways in Europe.
In many cases, even now in the 21 st century, connections between (for example) the old and the new Member States are not even up to steam-engine speed, and are sometimes twice as slow.
In many cases, even now in the 21 st century, connections between (for example) the old and the new Member States are not even up to steam-engine speed, and are sometimes twice as slow.
A kerosene tax would result in a cost to the consumer of EUR 2 per 100 km of air travel, which would also be quite acceptable, particularly when compared with the cost of billions which would be incurred by doing nothing and this allowing unchecked climate change.
A kerosene tax would result in a cost to the consumer of EUR 2 per 100 km of air travel, which would also be quite acceptable, particularly when compared with the cost of billions which would be incurred by doing nothing and this allowing unchecked climate change.
Until 2010-2011, air transport is also exempted from the emissions trading system, while the railways are included in the system via the electricity price.
Until 2010-2011, air transport is also exempted from the emissions trading system, while the railways are included in the system via the electricity price.
Water transport is also given extremely preferential treatment, even though it is often unavailable owing to high or low water or ice – on the Elbe this has been the case for between 200 and 300 days a year over the last 30 years.
Water transport is also given extremely preferential treatment, even though it is often unavailable owing to high or low water or ice – on the Elbe this has been the case for between 200 and 300 days a year over the last 30 years.
Water transport is one of the worst CO2 polluters, as it uses heavy fuel oil, which is the dirtiest type of fuel.
Water transport is one of the worst CO2 polluters, as it uses heavy fuel oil, which is the dirtiest type of fuel.
Internal waterways transport in Europe is exempted from emissions trading and from petroleum tax: the use of the rivers is free.
Internal waterways transport in Europe is exempted from emissions trading and from petroleum tax: the use of the rivers is free.
There are no route pricing or tolls for water transport.
There are no route pricing or tolls for water transport.
Quite apart from these considerations, it was correct and necessary to adapt the railway systems which were confined within national borders, to open up networks, and create a uniform or at least interoperable European rail network.
Quite apart from these considerations, it was correct and necessary to adapt the railway systems which were confined within national borders, to open up networks, and create a uniform or at least interoperable European rail network.
A formal separation between railway infrastructure and railway operation has now taken place in all Member States of the EU.
A formal separation between railway infrastructure and railway operation has now taken place in all Member States of the EU.
Whether in specific cases this was merely a formal rather than a genuine separation is another question.
Whether in specific cases this was merely a formal rather than a genuine separation is another question.
However, only by means of a real separation will it be possible to create fair competition and completely rule out discrimination against non-state railway undertakings.
However, only by means of a real separation will it be possible to create fair competition and completely rule out discrimination against non-state railway undertakings.
The only guarantee of this is a clear separation of network and operation into two totally independent institutions.
The only guarantee of this is a clear separation of network and operation into two totally independent institutions.
This state of affairs exists clearly in the UK, Sweden, Denmark and the Netherlands.
This state of affairs exists clearly in the UK, Sweden, Denmark and the Netherlands.
Where network and operation are in different hands but under a single (holding company) roof, the potential for discrimination is enormous.
Where network and operation are in different hands but under a single (holding company) roof, the potential for discrimination is enormous.
Admittedly it also depends on the supervisory authorities and regulators whether and to what extent this potential is exploited.
Admittedly it also depends on the supervisory authorities and regulators whether and to what extent this potential is exploited.
However, what Hartmut Mehdorn, head of Deutsche Bahn, has said, remains true: “The one who controls the network is the master of business”.
However, what Hartmut Mehdorn, head of Deutsche Bahn, has said, remains true: “The one who controls the network is the master of business”.
In any case a clear and strict separation of network and transport is more efficient than all other arrangements, which have to be constantly supervised.
In any case a clear and strict separation of network and transport is more efficient than all other arrangements, which have to be constantly supervised.
Since in many cases there is no effective separation between network and operation, it is no surprise that many rail undertakings which are in competition with the state railways complain of unequal treatment and obstacles.
Since in many cases there is no effective separation between network and operation, it is no surprise that many rail undertakings which are in competition with the state railways complain of unequal treatment and obstacles.
These relate, inter alia, to access to routes and route pricing, the purchase of used locomotives and trucks, cross-subsidising within dominant rail groups and the licensing of rolling stock.
These relate, inter alia, to access to routes and route pricing, the purchase of used locomotives and trucks, cross-subsidising within dominant rail groups and the licensing of rolling stock.
Accordingly a clear separation between the operational infrastructure and the transport undertaking needs to be enshrined in an EU directive.
Accordingly a clear separation between the operational infrastructure and the transport undertaking needs to be enshrined in an EU directive.
The de facto separation of network and operations must at any rate guarantee that all the installations and services listed in Annex II to Directive 2001/14 are allocated to the network operator, so that it can make them available without discrimination to all rail undertakings.
The de facto separation of network and operations must at any rate guarantee that all the installations and services listed in Annex II to Directive 2001/14 are allocated to the network operator, so that it can make them available without discrimination to all rail undertakings.
Single wagonload traffic still accounts for well over 50% of European rail freight traffic.
Single wagonload traffic still accounts for well over 50% of European rail freight traffic.
If the railways were to cease carrying this traffic, their existence would be in jeopardy.
If the railways were to cease carrying this traffic, their existence would be in jeopardy.
A number of European industries such as the steel, paper, chemical and petroleum industries, as well as to some extent the motor industry, are dependent on single wagonload traffic, which cannot be replaced by other modes of transport.
A number of European industries such as the steel, paper, chemical and petroleum industries, as well as to some extent the motor industry, are dependent on single wagonload traffic, which cannot be replaced by other modes of transport.
It is therefore important to make this sector more economical.
It is therefore important to make this sector more economical.
Again, the best way to achieve this would be to create the conditions for intermodal competition.
Again, the best way to achieve this would be to create the conditions for intermodal competition.
First and foremost it is necessary to open up access to marshalling yards – and not just formally, as is provided in European law.
First and foremost it is necessary to open up access to marshalling yards – and not just formally, as is provided in European law.
The directive must be amended to guarantee that marshalling yards are operated in a neutral way, in other words that shunting and all subsidiary services are supplied neutrally by the infrastructure operator for all railways and not just those belonging to the main group.
The directive must be amended to guarantee that marshalling yards are operated in a neutral way, in other words that shunting and all subsidiary services are supplied neutrally by the infrastructure operator for all railways and not just those belonging to the main group.
In the UK and in Estonia it was initially the infrastructure that was privatised.
In the UK and in Estonia it was initially the infrastructure that was privatised.
This mistake later had to be remedied and the infrastructure transferred back to state ownership at an enormous loss.
This mistake later had to be remedied and the infrastructure transferred back to state ownership at an enormous loss.
This experience demonstrates the importance of the principle that infrastructure must in future remain in public ownership.
This experience demonstrates the importance of the principle that infrastructure must in future remain in public ownership.
To improve the competitiveness of the railways, interoperability on the rail system must also be enhanced and put into practice more rapidly.
To improve the competitiveness of the railways, interoperability on the rail system must also be enhanced and put into practice more rapidly.
This includes installing the European rail signalling system ERTMS as quickly as possible on the six main freight traffic corridors, extending it to neighbouring routes when they are modernised, and automatically fitting it to locomotives newly licensed in the EU.
This includes installing the European rail signalling system ERTMS as quickly as possible on the six main freight traffic corridors, extending it to neighbouring routes when they are modernised, and automatically fitting it to locomotives newly licensed in the EU.
Even though the organisation of the market in the rail sector is not the main issue, the introduction of competition on the European railways may be said to have proved worthwhile.
Even though the organisation of the market in the rail sector is not the main issue, the introduction of competition on the European railways may be said to have proved worthwhile.
In those Member States which have not hindered but promoted the development of intermodal competition in rail freight traffic, the railways' market share has considerably increased.
In those Member States which have not hindered but promoted the development of intermodal competition in rail freight traffic, the railways' market share has considerably increased.
The best example for this is the UK, with a 60% increase in rail freight traffic since the reforms.
The best example for this is the UK, with a 60% increase in rail freight traffic since the reforms.
The opposite is the case in France, for example, where the national railways, with practically no competitors for freight transport, are constantly losing transport volume and market share.
The opposite is the case in France, for example, where the national railways, with practically no competitors for freight transport, are constantly losing transport volume and market share.
Small rail undertakings have often taken over traffic on routes which the old-established state railways had declared unprofitable and closed.
Small rail undertakings have often taken over traffic on routes which the old-established state railways had declared unprofitable and closed.
Although the networks have been open for cross-border freight traffic since 1 January 2006 and for all freight traffic since 1 January 2007, there are 275 freight traffic undertakings running on the German rail network and only 5 in France.
Although the networks have been open for cross-border freight traffic since 1 January 2006 and for all freight traffic since 1 January 2007, there are 275 freight traffic undertakings running on the German rail network and only 5 in France.
Competition has had a positive effect in the smaller Member States too.
Competition has had a positive effect in the smaller Member States too.
In the Netherlands, there are currently 10 railway undertakings operating, which has resulted in rail freight traffic increasing by 42.5% between 1999 and 2006.
In the Netherlands, there are currently 10 railway undertakings operating, which has resulted in rail freight traffic increasing by 42.5% between 1999 and 2006.
In Germany the increase during the same period was 25%, whereas in France, where the national network was compartmentalised to protect the national rail undertaking and its employees, traffic fell by 28%.
In Germany the increase during the same period was 25%, whereas in France, where the national network was compartmentalised to protect the national rail undertaking and its employees, traffic fell by 28%.
This also had effects on jobs and quality – and, of course, on the climate, since the freight lost to rail is now transported in France by road!
This also had effects on jobs and quality – and, of course, on the climate, since the freight lost to rail is now transported in France by road!