natgillin/translations-raw huggingface dataset:
H. ker je EU v sporazumu s Švico in v alpski konvenciji podpisala protokole o prometu in s tem določila, da je obsežnejši prehod čezalpskega tovornega prometa na železnico del prihodnje prometne politike EU,
H. whereas the EU, in its agreement with Switzerland and in the Alpine Convention, has signed transport protocols, thus ensuring that the shift of more trans-Alpine freight traffic to the railways will form part of the EU’s future transport policy,
I. ker obstajajo zelo različne izkušnje glede stopnje odprtosti trga in števila podjetij, ki vstopajo na trg, tako v Evropi kot zunaj nje, v majhnih in velikih ter novih in starih državah članicah, ker se je konkurenca tam, kjer je bila uvedena, pokazala kot smiselna in ker manjši prevozniki v železniškem prometu pogosto uspešno zapolnijo niše, ki so v velikih podjetjih veljale za nedonosne,
I. whereas experience with the degree of market opening and the number of firms entering the market has been very varied, both within and outside Europe, in smaller and larger, old and new Member States; whereas competition has proved its worth in the areas where it has been introduced and smaller rail undertakings have often successfully filled niches which larger firms regarded as unprofitable,
J. ker so s širitvijo, najprej s 15 na 25, potem pa na 27 držav članic, v EU vstopile države, katerih železniške strukture se v nekaterih primerih močno razlikujejo od struktur v „starih“ državah članicah, kar posledično pomeni drugačne priložnosti in tveganja za železnico, ker širitev in sosedska politika EU prinašata železniški politiki EU nove izzive pri oblikovanju ustrezno diferencirane železniške politike,
J. whereas enlargement from 15 to 25 and now to 27 Member States has brought countries into the EU whose rail structures in some cases differ markedly from those in the “old” Member States, which entails different types of opportunities and risks for the rail sector; whereas EU enlargement and the EU Neighbourhood Policy are presenting new challenges for the EU in shaping an appropriately differentiated rail policy,
K. ker v nekaterih novih državah članicah, zlasti v baltskih državah, polovico skupne realizacije predstavlja tovorni promet v tretje države in iz njih; liberalizacijo železniškega sektorja ovirajo različni pravni okviri sosednjih držav EU ter pomanjkanje aktivnega dialoga med EU in temi državami; tradicionalne železniške družbe imajo tako prevladujoč položaj na trgu, kar gre na škodo sodelovanju z izvajalci železniških storitev, ki niso iz EU,
K. whereas in some new Member States, notably the Baltic States the freight traffic to and from third countries constitutes almost half of total turnover; the liberalisation for the rail sector is hindered by the different legal frameworks of the EU's neighbouring countries and lack of an active dialogue between the EU and these states; as a result traditional rail companies have a dominant market position over co-operation with non-EU rail operators,
L. ker je železniški tovorni promet od odprtja omrežij npr. v Združenem kraljestvu narasel za 60 %, na Nizozemskem za 42,5 %, na Poljskem in v Nemčiji za več kot 30%, medtem ko se je npr. v Franciji, kjer nima državna železnica v tovornem prometu dejansko še nobene konkurence, zmanjšal za 28 %; ker to vpliva na delovna mesta in kakovost ponudbe, nenazadnje pa tudi na podnebje, saj so blago, ki ga je izgubila železnica, pridobili cestni prevozniki,
L. whereas opening up the networks is one of the factors that has led to rail freight traffic increasing by 60 % in the UK, by 42.5 % in the Netherlands, by more than 30% in Poland and by 25 % in Germany, while in France, where the national railways have for the moment practically not faced competition, it has fallen by 28 %; whereas this also has an impact on jobs and on the quality of the service offered, not to mention the climate, since the freight lost to the railways is now transported by road,
M. ker je s tem povezano tudi dejstvo, da ima recimo v Nemčiji, ki je znatno prehitela načrtovani datum za odprtje trga konkurenci, licenco 274 prevoznikov tovora v železniškem prometu, na Poljskem 60, v Franciji, kjer so se strogo držali načrtovanega datuma za odprtje, pa le 5, da o drugih državah, kot sta Finska in Slovenija, kjer državni monopol sploh ne pozna konkurence, sploh ne govorimo,
M. whereas this is particularly connected with the fact that there are 274 licensed freight operators on the rail network in Germany who considerably anticipated the scheduled date for opening up the market to competition, 60 in Poland, while there are only five in France, where the dates for market opening were strictly applied, not to mention countries such as Finland and Slovenia, where the state monopoly still faces no competition at all,
N. ker je pravično in pregledno zaračunavanje uporabnin za železniško infrastrukturo neizogiben pogoj za kakršno koli konkurenco v tem sektorju, ker direktiva 2001/14/ES sicer predvideva načelo mejne cene kot temelj zaračunavanja , vendar pa dopušča svobodo pri zaračunavanju uporabnin, kar dejansko privede do zelo različnih sistemov zaračunavanja in različne višine uporabnin v državah članicah, ker imajo različno visoke naložbe držav članic v železnico za posledico razlike v zaračunavanju uporabnine s strani upravljavcev infrastrukture,
N. whereas fair and transparent charging on the rail infrastructure is an essential precondition for any competition in this sector; whereas Directive 2001/14/EC, while it makes marginal cost the underlying principle of charging, allows for discretion in levying charges, which leads in effect to widely differing charging systems and levels of charge in the Member States; whereas the differing levels of investment by the Member States in the rail sector are passed on as differences in charging by infrastructure operators,
O. ker dosedanje izkušnje in današnje stanje moči konkurence kažejo, da železniški sistem deluje, tudi če sta omrežje in izvajanje storitev ločena na reguliran način,
O. whereas past experience and the current intensity of competition show that the rail system works even if network and operation are separated in a regulated manner,
P. ker je enovagonski promet z več kot 50-odstotnim deležen pomemben del evropskega železniškega tovornega prometa, na katerega se zanašajo mnoge stranke prevoznikov v železniškem prometu,
P. whereas single wagonload traffic, with a share of over 50%, is an important component of European rail freight traffic on which many of the rail companies’ customers rely,
Q. ker so dosegljive statistike o železniških nesrečah sicer še vedno pomanjkljive, vendar kažejo pozitiven razvoj varnosti v železniškem prometu tudi po odprtju trga blagovnega prometa, saj države članice, ki so najbolj odločno odprle trg, ne ugotavljajo poslabšanja varnosti; ker je pridobitev varnostnih spričeval v praksi zelo otežena zaradi težav pri izvajanju, nepreglednosti ter organizacijskih in upravnih ovir.
Q. whereas the available statistics on rail accidents, while still incomplete, show a positive trend in rail safety even since the opening of the freight transport market; whereas the Member States which have opened their markets most decisively show no worsening in safety; whereas it has become too difficult to obtain safety certificates in practice as a result of implementation problems, lack of transparency and organisational and administrative restrictions,
Pogoji za konkurenco med načini prevoza
Conditions for intermodal competition
3. poziva Komisijo, da načela protokolov o prometu sporazuma s Švico in alpske konvencije prenese v ustrezne ukrepe za preusmeritev čezalpskega tovornega prometa na železnico;
Calls on the Commission to translate the principles of the transport protocols of the agreement with Switzerland, and of the Alpine Convention, into corresponding measures for the shift to rail of trans-Alpine freight transport;
Pogoji za intermodalno konkurenco
Conditions for intramodal competition
12. poziva Komisijo, da ukrepa proti takšni praksi subvencioniranja, ko pomoč EU za promet prejemajo države članice, ki to pomoč uporabljajo izključno za financiranje cestnega omrežja, železniško omrežje pa zanemarjajo; meni, da bi bilo treba pri sofinanciranju vsaj 40% sredstev nameniti železnicam;
Calls on the Commission to take action against subsidy practice whereby EU transport aid flows into Member States which use it almost exclusively to fund their road networks while neglecting the railways; considers that, in the event of co-financing, at least 40% of the appropriations should be allocated to the railways;
Poročilo Komisije bi moralo potrditi to posebno situacijo.
This special situation should have been acknowledged in the European Commission report;
Regulacija ločitve železniškega omrežja od obratovanja
Regulation of the separation between network and operation
- dostopa do omrežja ali do ugodne proge ni bilo mogoče dodeliti, ker je bil že dodeljen železniškemu podjetju, ki je pripadalo prevladujoči skupini,
- access to the network or to a favourable route could not be granted because this route had already been allocated to the rail undertaking belonging to the dominant group;
- njihovim željam ni bilo mogoče ugoditi, ker so bili pred tem odstranjeni kretniški jezički in/ali demontirani izogibalni tiri,
- their wishes could not be met since points had previously been extended and/or passing loops dismantled;
- na določenih odsekih je bila brez razloga odrejena počasnejša vožnja (omejitve hitrosti), da bi s tem zmanjšali zanesljivost konkurentovih povezav z drugimi vlaki,
- low-speed stretches of route (speed limits) had been ordered – for no good reason – in order to undermine competitors’ security of connections;
- ni bilo mogoče kupiti rabljenih lokomotiv, ker so bile že razrezane oziroma so nacionalna železniška podjetja morebitnim kupcem preprečila nakup,
- it was not possible to purchase second-hand locomotives because they had already been scrapped, or because potential buyers were prevented from doing so by national rail undertakings;
- cene prog so se izjemno zvišale, potem ko je bilo kupljeno nekdanje državno železniško podjetje,
- route prices were drastically increased after a former state railway undertaking was purchased;
- cene so se dvignile v tako kratkem roku, da novih cen ni bilo mogoče upoštevati pri določanju cen, železniška podjetja iz prevladujoče skupine pa so bila o tem obveščena vnaprej,
- route prices were raised at such short notice that it was not possible to take them into account in pricing, while the railway undertaking belonging to the dominant group was notified in advance;
- navzkrižno financiranje znotraj prevladujočih skupin se ni preprečilo, saj je del plačanih uporabnin stekel v holdinško podjetje, namesto da bi ga uporabili v korist infrastrukture, kar ni le izboljšalo njihovih rezultatov, ampak jim je tudi omogočilo, da so svoje storitve zagotavljali na trgu po nižji ceni,
- cross-subsidisation within dominant groups was not prevented, because parts of the route prices they paid flowed into the holding company instead of being used to benefit theinfrastructure, which not only improved their results but also enabled them to provide their service more cheaply on the market;
- nedržavna podjetja pogosto plačujejo višjo ceno energije kot podružnice skupin, čeprav je oskrba z energijo vključena v holdinško družbo, regionalno sodišče v Frankfurtu na Maini pa je presodilo, da je tako izkrivljanje konkurence sprejemljivo,
- non-state undertakings often pay higher energy prices than group subsidiaries, even if energy supply as integrated into the holding company, and this distortion of competition has even been ruled by the Frankfurt Regional Court to be permissible;
- licenciranje, zlasti lokomotiv, je v posameznih državah različno urejeno in da vsaka država članica za svoje omrežje zahteva svojo lastno licenco, kar ni samo dolgotrajno, temveč je povezano tudi z zelo visokimi stroški;
- licensing, particularly of locomotives, is regulated differently from one country to another and each Member State requires a separate licence for its own network, which is not only very time-consuming but also prohibitively expensive;
26. trenutno razvoj konkurenčnosti sektorja z odprtjem trga lahko pospeši naložbe v prihodnosti in tako zagotovi rast in zaposlovanje, ki si ga je zadala za cilj Lizbonska strategija.
Developing today the competitiveness of the sector through market opening means supporting future investment, and thereby ensuring the growth and employment which the Lisbon Strategy aims at.
Poleg tega Skupnost s prispevanjem k razvoju okolju prijaznega prevoza načrtno podpira razvoj trajnostnega prevoza;
In addition, by contributing to the development of environmentally friendly transport, the Community deliberately opts for the development of sustainable transport;
Prvi železniški paket naj bi postavil temelje za prehod s cestnega na železniški tovorni promet.
The first railway package was intended to lay the foundations for the modal shift of freight transport from road to rail.
Nacionalni monopoli naj bi dopustili konkurenco, omogočili dostop do omrežij in začeli s posodobitvijo železniškega omrežja v Evropi, ki je bilo desetletja zanemarjeno.
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.
Prehod s ceste na železnico je potreben tudi zaradi varnostnih, okoljskih in gospodarskih razlogov, če se Evropa noče zadušiti v prometnih zastojih in izpušnih plinih in če želi resno znižati ogromno število prometnih nesreč.
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.
Zaradi alarmantnih napovedi iz poročila ekonomista Svetovne banke Nikolasa Sterna javnost posveča vedno več pozornosti nevarnostim, ki jih prinaša sprememba podnebja.
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.
Vedno bolj jasno je, da se globalnega segrevanja ne bo dalo ustaviti brez preobrata v prometni politiki.
It is becoming ever clearer that global warming cannot be halted without a change in transport policy.
Cestni in zračni promet je sicer zelo drag za okolje in s tem za skupnost, za podjetja pa ne predstavlja stroškovnega dejavnika.
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.
Rezultat je stalna rast prometnega sektorja.
The result is a constantly growing transport sector.
Promet težkih tovornjakov se je na nemških cestah od 80. let naprej potrojil.
Heavy traffic on German roads has tripled since the 1980s.
Med letoma 1993 in 2000 je število letalskih potnikov v Evropski uniji naraščalo za približno 10 % letno.
Between 1993 and 2000 the number of air passengers in the EU rose by around 10% a year.
Ta rast je tudi razlog, zakaj se emisije CO 2 s svojim uničujočim učinkom na podnebje niso zmanjšale, temveč so med letoma 2000 in 2004 vsako leto narasle za dober odstotek.
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.
Emisije te škodljive snovi so se od leta 1990 povečale za skoraj 25 %.
Emissions of this pollutant have increased by almost 25% since 1990.
V zračnem prometu so se podvojile.
In air transport they have doubled.
Mobilnost v EU povzroča slabih 30 % od vseh emisij CO 2 .
In the EU, mobility causes just under 30% of all CO2 emissions.
Eden od razlogov za to stanje je tudi, da odprtje železniških omrežij za tovorni promet ni prineslo želenih učinkov.
One reason for this state of affairs is that the opening of the railway networks to freight transport has not had the desired effect.
To je sicer odvisno tudi od organizacije železniškega sektorja, vendar je v prvi vrsti rezultat nepravične konkurence med različnimi načini prevoza, ki zapostavlja okolju prijazno železnico.
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.
Komisija je pripravila naslednjo napoved o razvoju deležev načinov prevoza:
On the development of the shares of the various modes of transport, the Commission gives the following forecast:
Tabela Komisije kaže razvoj razčlenjevanja načinov prevoza v sektorju tovornega prometa med letoma 1995 in 2005:
The development of the modal split from 1995 to 2005 in the freight sector is shown from the following Commission table:
Vir: ENERGIJA & PREVOZ V ŠTEVILKAH 2006
Source: ENERGY & TRANSPORT IN FIGURES 2006
Del 3: Prevoz
Part 3 : Transport
GD za promet in energetiko Evropske komisije
European Commission DG for Energy and Transport
v sodelovanju z Eurostatom
in co-operation with Eurostat
V železniškem sektorju v Evropi je obvezno zaračunavanje uporabnin za vse vlake na vseh železniških progah v obliki cene prog.
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.
Pri najhujšem konkurentu, ki najbolj onesnažuje, se pravi v cestnem prometu, pa se cestnina pobira večinoma le na avtocestah in praviloma le od tovornih vozil, katerih teža presega 12 ton.
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.
Višina cestnine je omejena, zunanji stroški se trenutno ne smejo internalizirati, pobiranje pa je prostovoljno.
There is an upper limit on these tolls, external costs may not currently be internalised, and toll charging is voluntary.
Da bi preprečili še večjo podporo okolju škodljivemu cestnemu tovornemu prometu, je bistvenega pomena, da se ne dovoli supertovornjakov („gigalinerjev“) s skupno težo 60 ton in več.
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.
Vseevropsko licenciranje takšnih tovornjakov bi enovagonski železniški tovorni promet – ki predstavlja 50 % celotnega železniškega tovornega prometa – popolnoma uničilo.
Licensing such lorries throughout the EU would completely ruin single wagonload traffic, which accounts for 50% of all rail freight traffic.
Nekatere države članice EU železniškim podjetjem namenjajo majhno državno finančno pomoč ali je sploh ne namenjajo, zato so podjetja prisiljena zaračunavati visoke cene prog za tovorni promet, da tako lahko financirajo potniški promet.
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.
Ker te države obenem ne pobirajo cestnine, je ta politika že kar neposredni napad na železniški tovorni promet.
Since these states also charge no tolls on their roads, this policy is tantamount to a direct attack on rail freight transport.
Čeprav je Komisija seznanjena s to prakso in meni, da je nezakonita, ne vidi načina, kako bi jo spremenila.
The Commission is aware of this practice and regards it as unlawful, but does not see how it can change it.
Hkrati pa dobivajo sredstva EU države, ki skoraj brez izjeme s tem denarjem financirajo gradnjo cest ter puščajo, da železniško omrežje razpada.
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.
Propadanje železniškega sektorja je alarmantno zlasti v novih državah članicah.
The decline of the rail sector is particularly alarming in the new Member States.
Nasprotno pa je bila v Švici preusmeritev na druge načine uspešna.
In Switzerland, on the other hand, the modal shift has succeeded.
Prepoved prometa za tovorna vozila velja tam ponoči in ob koncu tedna.
A lorry ban is in place there at weekends and at night.
Cestnina za tovorna vozila je štirikrat višja kot v Nemčiji, velja za vse ceste in za vsa tovorna vozila, težja od 3,5 tone.
The lorry toll is four times higher than in Germany and applies to all roads and all lorries over 3.5 tonnes.
Prihodki iz cestnine so investirani v posodobitev železniških prog, hkrati pa je bila ustavljena gradnja čezalpskih avtocest.
Toll receipts are invested in the modernisation of the railways, and at the same time work on trans-Alpine motorways has been halted.
Po uvedbi dajatve za težke tovornjake leta 2001 se je prevoz mineralnih olj preselil s ceste nazaj na železnico.
The heavy traffic levy, introduced in 2001, resulted in the transfer of petroleum transport back from the roads to the railways.
Pred uvedbo cestnine je bilo 70 % prevoza mineralnih olj opravljenega po cesti, danes ga je 70 % opravljenega po železnici.
Before the introduction of the tolls, 70% of petroleum was carried by road, now 70% goes by rail.
V Švici ni prišlo do preusmeritve prometa z avtocest na regionalne ceste, pa tudi ne z velikih na majhna tovorna vozila.
There has been no shift in Switzerland from motorways to other major roads, nor from larger to smaller lorries.
Stroški potrošnika so kljub temu narasli le za 0,5 %.
And consumer costs still rose by only 0.5%.
Tudi konkurenca s zračnim prometom ni enakopravna.
Competition with air transport is also discriminatory.
Oprostitev davka na kerozin, ki je bila uvedena pred več kot 50 leti, da bi zračni promet, ki je bil takrat šele na začetni razvojni stopnji, s finančno pomočjo postavili na noge, danes letalskim družbam dovoljuje, da svoje stranke prevažajo med večjimi mesti za „ceno taksija“.
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.
Do ugodnejše obravnave podnebju škodljivega zračnega prometa pa ne prihaja v vseh državah.
Not all countries give preferential treatment to air transport, with its harmful effects on the climate.
Na Nizozemskem je na primer kerozin na (priznano maloštevilnih) notranjih letih obdavčen enako kot v ZDA in na Japonskem.
The Netherlands, for example, taxes kerosene on its (admittedly few) internal flights just as the USA and Japan do.
Z davkom na vse lete v EU bi lahko ustvarili 14 milijard EUR na leto, s čimer bi lahko zagotovili denar za posodobitev železniških prog v Evropi.
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.
Povezave v 21. stoletju, recimo med starimi in novimi državami, mnogokrat namreč ne dosegajo niti hitrosti parne lokomotive, včasih pa so še dvakrat počasnejše.
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.
Pri davku na kerozin bi bili stroški potrošnika 2 eura na 100 preletenih kilometrov sprejemljivi, zlasti v primerjavi z milijardnimi stroški, ki nastajajo zaradi neukrepanja in dopuščanja nekontroliranih podnebnih sprememb.
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.
Do leta 2010/2011 je zračni promet izključen tudi iz trgovanja z emisijami, medtem ko je železnica vključena preko cene elektrike.
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.