natgillin/translations-raw huggingface dataset:
b) Finanční pomoc poskytovaná Společenstvím, kromě přípravných opatření, dopravní infrastruktury a zařízení, činí zpočátku 1 EUR za zamezení každých 500 tunokilometrů nebo 25 vozových kilometrů silniční nákladní dopravy
(b) The Community financial assistance, except for preparatory measures, transport infrastructure and equipment, shall initially be set at EUR 1 for every avoidance of 500 tonne-kilometres or 25 vehicle-kilometres of road freight.
Minimální rámcová prahová hodnota příspěvku na jednu akci k zamezení dopravy je 500 milionů tunokilometrů nebo 25 milionů vozových kilometrů zamezené nákladní dopravy nebo úměrně k rámcové částce na euro příspěvku 1 000 000 EUR .
The minimum indicative subsidy threshold per traffic avoidance action shall be 500 million tonne‑kilometres or 25 million vehicle-kilometres of freight traffic avoided or, in proportion to the indicative amount per euro of subsidy, EUR 1 000 000 .
Minimální rámcová prahová hodnota příspěvku na jednu akci k zamezení dopravy je 500 milionů tunokilometrů nebo 25 milionů vozových kilometrů zamezené nákladní dopravy nebo úměrně k rámcové částce na euro příspěvku 500 000 EUR.
The minimum indicative subsidy threshold per traffic avoidance action shall be 500 million tonne‑kilometres or 25 million vehicle-kilometres of freight traffic avoided or, in proportion to the indicative amount per euro of subsidy, EUR 500 000 .
There is a risk that the Commission's proposal will encourage the relocation of production and jobs from the Union's peripheral regions.
The innovative force of small and medium-sized undertakings must be used.
That is unacceptable and the article should therefore be amended.
By halving the subsidy threshold they will also be given the opportunity to participate in the project.
Výsledky a metody akcí k zamezení dopravy jsou rozšiřovány podle plánu rozšiřování s cílem napomáhat dosažení cílů tohoto nařízení.
The results and methods of traffic avoidance actions shall be disseminated, as specified in a dissemination plan, in order to help achieve the objectives of this Regulation.
Výsledky a metody akcí k zamezení silniční dopravy jsou rozšiřovány podle plánu rozšiřování a je podporována výměna osvědčených postupů s cílem napomáhat dosažení cílů tohoto nařízení.
The results and methods of traffic avoidance actions shall be disseminated and the exchange of best practices shall be encouraged , as specified in a dissemination plan, in order to help achieve the objectives of this Regulation.
a) všeobecná vzdělávací akce povede ke zlepšení na trhu obchodních dopravních služeb, a to zejména podporou a/nebo usnadněním zamezení silniční nákladní dopravy nebo převodu nákladní dopravy ze silnice na pobřežní plavbu, železnici a vnitrozemské vodní cesty, zlepšením spolupráce a sdílením know-how a bude trvat nejdéle 24 měsíců;
(a) the common learning action will lead to the improvement of commercial services in the market, in particular promoting and/or facilitating road traffic avoidance or modal shift off the road to short sea shipping, rail and inland waterways, through improving co-operation and sharing of know-how and lasts for a maximum of 24 months;
a) všeobecná vzdělávací akce povede ke zlepšení na trhu obchodních dopravních služeb, včetně pojištění a dokumentace přívětivých pro zákazníky, a to zejména podporou a/nebo usnadněním zamezení silniční nákladní dopravy nebo převodu nákladní dopravy ze silnice na pobřežní plavbu, železnici a vnitrozemské vodní cesty, zlepšením spolupráce a sdílením know-how a bude trvat nejdéle 24 měsíců;
(a) the common learning action will lead to the improvement of commercial services in the market , including customer-friendly insurance and documentation , in particular promoting and/or facilitating road traffic avoidance or modal shift off the road to short sea shipping, rail and inland waterways, through improving co-operation and sharing of know-how and lasts for a maximum of 24 months;
Výsledky a metody všeobecných vzdělávacích akcí jsou rozšiřovány podle plánu rozšiřování s cílem napomáhat dosažení cílů tohoto nařízení.
The results and methods of common learning actions shall be disseminated, as specified in a dissemination plan, in order to help achieve the objectives of this Regulation.
Výsledky a metody akcí k zamezení silniční dopravy jsou rozšiřovány podle plánu rozšiřování a bude podporována výměna osvědčených postupů s cílem napomáhat dosažení cílů tohoto nařízení.
The results and methods of common learning actions shall be disseminated and the exchange of best practices shall be encouraged , as specified in a dissemination plan, in order to help achieve the objectives of this Regulation.
After the 'Marco Polo I' programme (covering the period 2003-2006), which was adopted by Parliament by a large majority, the Commission has now presented the 'Marco Polo II' programme.
After the 'Marco Polo I' programme (covering the period 2003-2006), which was adopted by Parliament by a large majority, the Commission has now presented the 'Marco Polo II' programme.
Broadly speaking, it is based on the experience acquired with Marco Polo I (2003-2006) as well as on the ACT programme dating from 1997.
Broadly speaking, it is based on the experience acquired with Marco Polo I (2003-2006) as well as on the ACT programme dating from 1997.
In view of the imminent gridlock facing road transport it was and it remains the intention of the programme to encourage alternative and environmentally safer modes of transport and integrate them better into road transport.
In view of the imminent gridlock facing road transport it was and it remains the intention of the programme to encourage alternative and environmentally safer modes of transport and integrate them better into road transport.
This would benefit all modes of transport and would also help bring about a sustainable balance in the transport sector that is better for our economy and environment, above all, the rapporteur hopes, in the natural or man-made sensitive regions.
This would benefit all modes of transport and would also help bring about a sustainable balance in the transport sector that is better for our economy and environment, above all, the rapporteur hopes, in the natural or man-made sensitive regions.
Marco Polo I already had, according to the Commission, a very ambitious objective, i.e. shifting the anticipated average increase in international road freight transport to the three alternative modes of short-sea shipping, rail and inland waterways.
Marco Polo I already had, according to the Commission, a very ambitious objective, i.e. shifting the anticipated average increase in international road freight transport to the three alternative modes of short-sea shipping, rail and inland waterways.
In order to tackle this objective and the resulting challenges in an expanded Union too on the basis of the traffic forecasts predicting a steady increase in the volume of freight to be transported, new proposals need to be made for Marco Polo II.
In order to tackle this objective and the resulting challenges in an expanded Union too on the basis of the traffic forecasts predicting a steady increase in the volume of freight to be transported, new proposals need to be made for Marco Polo II.
It should be noted that the proposed volume of funding at the time of writing is dependent on the outcome of the adoption of the financial perspective.
It should be noted that the proposed volume of funding at the time of writing is dependent on the outcome of the adoption of the financial perspective.
If the proposed volume of funding is reduced under this procedure the amounts contained in the proposal will of course need to be adjusted accordingly.
If the proposed volume of funding is reduced under this procedure the amounts contained in the proposal will of course need to be adjusted accordingly.
Marco Polo II - a brief summary.
Marco Polo II - a brief summary.
What changes?
What changes?
å Financial framework (assuming that the amount of € 740 million proposed in the financial perspective (2007-2013) is adopted): € 106 million per year (compared with funding of € 25 million per year for Marco Polo I).
å Financial framework (assuming that the amount of € 740 million proposed in the financial perspective (2007-2013) is adopted): € 106 million per year (compared with funding of € 25 million per year for Marco Polo I).
å Geographical coverage : the 25 EU Member States, the applicant countries, the EFTA and EEA countries, the neighbouring countries to the East, Russia, Belarus, Moldova and Ukraine, the Balkan states and the Mediterranean region (Marco Polo I: the 15 Member States as well as the then applicant countries, EFTA-EEA countries).
å Geographical coverage : the 25 EU Member States, the applicant countries, the EFTA and EEA countries, the neighbouring countries to the East, Russia, Belarus, Moldova and Ukraine, the Balkan states and the Mediterranean region (Marco Polo I: the 15 Member States as well as the then applicant countries, EFTA-EEA countries).
If Romania and Bulgaria join the EU, the EU's borders with neighbouring states will move and new countries will need to be considered.
If Romania and Bulgaria join the EU, the EU's borders with neighbouring states will move and new countries will need to be considered.
å Areas of activity : Marco Polo I aimed to shift the increase in international road freight transport to alternative modes of transport.
å Areas of activity : Marco Polo I aimed to shift the increase in international road freight transport to alternative modes of transport.
Marco Polo II goes a step further and seeks even to reduce the volume of international road freight transport.
Marco Polo II goes a step further and seeks even to reduce the volume of international road freight transport.
It is therefore proposed to expand the area of activity to include two new areas:
It is therefore proposed to expand the area of activity to include two new areas:
- Motorways of the sea: This concept was taken up in the last transport white paper and, under Marco Polo I, was envisaged only in connection with modal shift action and catalyst action.
- Motorways of the sea: This concept was taken up in the last transport white paper and, under Marco Polo I, was envisaged only in connection with modal shift action and catalyst action.
Under Marco Polo II a separate category of Motorways of the sea action has therefore been created.
Under Marco Polo II a separate category of Motorways of the sea action has therefore been created.
- Traffic avoidance: This involves encouraging the rationalisation of traffic, logistics and supply chains.
- Traffic avoidance: This involves encouraging the rationalisation of traffic, logistics and supply chains.
The incentives have already been there for a long time in the industry itself; the EU's role here consists instead of providing encouragement and exchanging experience and best practice.
The incentives have already been there for a long time in the industry itself; the EU's role here consists instead of providing encouragement and exchanging experience and best practice.
It needs to be pointed out that the planned funding of infrastructure must not be confused with the financing of the TENs.
It needs to be pointed out that the planned funding of infrastructure must not be confused with the financing of the TENs.
Marco Polo II concentrates only on smaller-scale ancillary infrastructure, has only short- and medium-term goals and is demand-led.
Marco Polo II concentrates only on smaller-scale ancillary infrastructure, has only short- and medium-term goals and is demand-led.
Particular importance attaches to the actions in the rail and inland navigation sectors.
Particular importance attaches to the actions in the rail and inland navigation sectors.
The criteria for financing TENs are the exact opposite: they are long-term European infrastructure projects for the benefit of the economic and social cohesion of the EU where Member States and authorities play a prominent part.
The criteria for financing TENs are the exact opposite: they are long-term European infrastructure projects for the benefit of the economic and social cohesion of the EU where Member States and authorities play a prominent part.
Marco Polo II is concerned with businesses that are pursing economic objectives.
Marco Polo II is concerned with businesses that are pursing economic objectives.
Through its results, modal transport shifts will be achieved that are sustainable for that reason.
Through its results, modal transport shifts will be achieved that are sustainable for that reason.
In view of the current state of road transport with lorries often stuck for hours in traffic jams polluting our environment unnecessarily partly because our road infrastructure cannot cope with the increase in traffic, the rapporteur can only fully support and endorse the ambitious objective of the Marco Polo II programme.
In view of the current state of road transport with lorries often stuck for hours in traffic jams polluting our environment unnecessarily partly because our road infrastructure cannot cope with the increase in traffic, the rapporteur can only fully support and endorse the ambitious objective of the Marco Polo II programme.
There are alternative modes of transport but for a whole series of differing reasons not enough use is made of them.
There are alternative modes of transport but for a whole series of differing reasons not enough use is made of them.
Traffic needs to be differently and better organised and shifted in sustainable fashion to modes of transport that place least strain on man and the environment.
Traffic needs to be differently and better organised and shifted in sustainable fashion to modes of transport that place least strain on man and the environment.
This applies with even greater force in sensitive areas such as conurbations and mountain regions.
This applies with even greater force in sensitive areas such as conurbations and mountain regions.
The rapporteur has tabled a number of amendments aimed at reducing the threshold values for participation in the various categories of actions.
The rapporteur has tabled a number of amendments aimed at reducing the threshold values for participation in the various categories of actions.
This would provide more small and medium-sized firms with the opportunity to participate.
This would provide more small and medium-sized firms with the opportunity to participate.
The amounts proposed by the Commission seem rather high to the rapporteur and, judging by the results of a hearing on this topic, they are also an almost insurmountable obstacle for SMUs.
The amounts proposed by the Commission seem rather high to the rapporteur and, judging by the results of a hearing on this topic, they are also an almost insurmountable obstacle for SMUs.
Because SMUs on account of their flexibility possess a huge potential in terms of innovative forces which are often not recognised, a reduction of the threshold values would provide an opportunity to exploit this potential and incorporate the ensuing results in the common learning action.
Because SMUs on account of their flexibility possess a huge potential in terms of innovative forces which are often not recognised, a reduction of the threshold values would provide an opportunity to exploit this potential and incorporate the ensuing results in the common learning action.
Naturally, the amounts should not be set at too low a level since a critical mass needs to be retained in order to spare the Commission an excessive amount of paperwork (the planned annual amounts have more than quadrupled) and not lose sight of the main objective, i.e. modal transport shift.
Naturally, the amounts should not be set at too low a level since a critical mass needs to be retained in order to spare the Commission an excessive amount of paperwork (the planned annual amounts have more than quadrupled) and not lose sight of the main objective, i.e. modal transport shift.
Particular mention should be made of the Commission's calculations of the leverage effect of the resources to be spent under the Marco Polo II programme: each year it is calculated that 20-21 billion tonne-kilometres can be shifted from the road to other modes of transport or avoided altogether.
Particular mention should be made of the Commission's calculations of the leverage effect of the resources to be spent under the Marco Polo II programme: each year it is calculated that 20-21 billion tonne-kilometres can be shifted from the road to other modes of transport or avoided altogether.
These 20-21 billion tonne-kilometres represent the estimated annual increase in road transport which, for the entire period of the financial perspective (2007-2013), means 144 billion tonne-kilometres that, according to forecasts, would give rise to extra external costs to the tune of € 5 billion.
These 20-21 billion tonne-kilometres represent the estimated annual increase in road transport which, for the entire period of the financial perspective (2007-2013), means 144 billion tonne-kilometres that, according to forecasts, would give rise to extra external costs to the tune of € 5 billion.
If this sum of € 5 billion is saved with the aid of the financial resources of the Marco Polo II programme along with the € 13 million for administration and personnel (740 + 13 = 753 million), a leverage effect of € 6 in saved external costs will be achieved for each euro spent.
If this sum of € 5 billion is saved with the aid of the financial resources of the Marco Polo II programme along with the € 13 million for administration and personnel (740 + 13 = 753 million), a leverage effect of € 6 in saved external costs will be achieved for each euro spent.
This is substantial, although it relates only to the external costs.
This is substantial, although it relates only to the external costs.
It is important that this effect must be or become of a permanent nature and not disappear with the cessation of EU support.
It is important that this effect must be or become of a permanent nature and not disappear with the cessation of EU support.
Care must also be taken to ensure that freight that was anyway intended for transport by rail is not included in the projects otherwise a false picture will be given of success or failure.
Care must also be taken to ensure that freight that was anyway intended for transport by rail is not included in the projects otherwise a false picture will be given of success or failure.
The role of inland waterways shipping also needs to be emphasised here.
The role of inland waterways shipping also needs to be emphasised here.
This mode of transport offers considerable scope for shifting freight away from the road and is by far the safest in environmental terms.
This mode of transport offers considerable scope for shifting freight away from the road and is by far the safest in environmental terms.
A distinctive feature is the fragmentation in this sector and its very traditional character.
A distinctive feature is the fragmentation in this sector and its very traditional character.
More cooperation would benefit the sector and provide it with greater scope for making full use of its opportunities.
More cooperation would benefit the sector and provide it with greater scope for making full use of its opportunities.
When applying for Marco Polo projects these features have a negative impact and both the industry and the Commission should therefore attempt to overcome these drawbacks and secure participation in projects by inland waterways shipping.
When applying for Marco Polo projects these features have a negative impact and both the industry and the Commission should therefore attempt to overcome these drawbacks and secure participation in projects by inland waterways shipping.
Special emphasis must, in the rapporteur's opinion, be placed on the new category of motorways of the sea.
Special emphasis must, in the rapporteur's opinion, be placed on the new category of motorways of the sea.
The fact that a new category has been created for this shows that we are increasingly compelled to develop a pan-European concept for the transport sector in which all players must develop their potential.
The fact that a new category has been created for this shows that we are increasingly compelled to develop a pan-European concept for the transport sector in which all players must develop their potential.
This should be of benefit to our economy, to the consumers and also to our environment.
This should be of benefit to our economy, to the consumers and also to our environment.
The proper use of motorways of the sea means that traffic flows that normally go over land can be strategically diverted and brought closer to destinations.
The proper use of motorways of the sea means that traffic flows that normally go over land can be strategically diverted and brought closer to destinations.
For a better idea of the potential of this kind of action, Table 16 in the Commission document can be consulted.
For a better idea of the potential of this kind of action, Table 16 in the Commission document can be consulted.
The rapporteur also wonders why the success rate (55%) is set so low.
The rapporteur also wonders why the success rate (55%) is set so low.
A number of amendments have been tabled to change the design of the Marco Polo II programme so that the additional formalities required for using intermodal transport are reduced to a minimum.
A number of amendments have been tabled to change the design of the Marco Polo II programme so that the additional formalities required for using intermodal transport are reduced to a minimum.
Further efforts are being made and will continue to be made in the future at the Commission to simplify the customs, insurance and other formalities as far as possible.
Further efforts are being made and will continue to be made in the future at the Commission to simplify the customs, insurance and other formalities as far as possible.
It is desirable that these results then be incorporated in the Marco Polo II programme so that it can then serve as a demonstration project.
It is desirable that these results then be incorporated in the Marco Polo II programme so that it can then serve as a demonstration project.
o návrhu nařízení Evropského parlamentu a Rady, kterým se stanoví druhý program „Marco Polo“ pro poskytování fi nanční pomoci Společenství za účelem zlepšení vlivu systému nákladní dopravy na životní prostředí („Marco Polo II“)
on the proposal for a regulation of the European Parliament and of the Council establishing the second "Marco Polo" programme for the granting of Community financial assistance to improve the environmental performance of the freight transport system ('Marco Polo II')
The purpose of the proposed Regulation of the European Parliament and of the Council is to establish a financing instrument called the "Marco Polo II Programme".
The purpose of the proposed Regulation of the European Parliament and of the Council is to establish a financing instrument called the "Marco Polo II Programme".
Marco Polo II should reduce congestion, improve the environmental performance of the transport system and enhance intermodal transport, thereby contributing to an efficient and sustainable transport system.
Marco Polo II should reduce congestion, improve the environmental performance of the transport system and enhance intermodal transport, thereby contributing to an efficient and sustainable transport system.
The duration of the Programme shall be from 1 January 2007 to 31 December 2013.
The duration of the Programme shall be from 1 January 2007 to 31 December 2013.
Europe's transport system faces considerable challenges in the next decade.
Europe's transport system faces considerable challenges in the next decade.
The forecast increase of road freight by 2013 is more than 60% in the European Union, and a doubling is foreseen for the 10 new Member States by 2020.
The forecast increase of road freight by 2013 is more than 60% in the European Union, and a doubling is foreseen for the 10 new Member States by 2020.