natgillin/translations-raw huggingface dataset:
Sedanja direktiva o evrovinjeti 1999/68/ES, kakor je spremenjena z direktivo 2006/38/ES, dejansko prepoveduje državam članicam, da bi za težka tovorna vozila, ki presegajo 12 ton (3,5 ton po letu 2012), uvedle pristojbine na cestah, ki so del vseevropskega omrežja.
The current Eurovignette Directive 1999/68/EC, as amended by Directive 2006/38/EC effectively prohibits Member States from charging heavy goods vehicles (HGV) over 12 tonnes (3,5 tonnes from 2012 onwards) for external costs on roads that are part of the TEN network.
Vseeno pa lahko na vseh drugih cestah in za vozila, ki ne presegajo12 ton, države članice v skladu s sedanjo direktivo o evrovinjetah zaračunajo kakršne koli zunanje stroške, če spoštujejo splošna pravila pogodbe o Evropski uniji, zlasti načela nediskriminacije in sorazmernosti.
On all other roads and for vehicles below 12 tonnes, however, Member States are under the actual Eurovignette directive free to charge whatever external cost they want, as long as they respect the general rules of the Treaty of the European Union, notably the principles of non-discrimination and proportionality.
Julija 2008 je Evropska komisija pripravila predlog o reviziji obstoječe direktive, ki bi državam članicam omogočila, da za nekatere zunanje stroške uvedejo pristojbino v obliki cestnine.
On July 2008 the European Commission presented a proposal for a revision of the existing Directive that would allow Member States to install a charge levied through a toll for certain external costs.
Komisija prav tako predlaga geografsko razširitev področja uporabe direktive.
The Commission also proposes an extension of the geographical scope of the directive.
V skladu s tem bi morale države članice pri zaračunavanju pristojbin za infrastrukturo in za zunanje stroške na vseh cestah upoštevati zahteve iz direktive.
Accordingly Member States would need to comply on all roads with the requirements of the directive when charging for infrastructure and external costs.
Le mestna območja bi lahko uvedla regulativne sheme zaračunavanja pristojbin, kar so različna mesta že storila.
Only urban areas would remain free to introduce regulatory charging schemes, as already done by different cities.
Predlog Komisije je prvi korak pri uporabi načela „onesnaževalec plača“ za cestni promet.
The Commission proposal is a first step in applying the polluter pays principle for road transport.
Zahteve, ki jih morajo države članice izpolniti, da bi pridobile odobritev Komisije, so precej stroge.
The requirements Member States need to fulfil in order to get authorisation by the Commission are quite strict.
Države članice bi lahko zaračunavale le nekatere zunanje stroške, in sicer le prek obcestnih cestnin brez zapornic in le če bodo upoštevale določene metode izračunavanja iz priloge IIIa.
Member States would only be allowed to charge for certain external costs, levied only via road-side barrier free tolls and only if they follow certain calculation methods as defined in the Annex IIIa.
Ozadje predloga Komisije
Background to the current proposal
Evropski Parlament je vedno močno zagovarjal načelo internalizacije zunanjih stroškov.
The European Parliament has always been very supportive of the principle of internalization of external costs.
Med zadnjo revizijo direktive o evrovinjeti leta 2006 je pozval, da se v člen 11 direktive vključi določba, na podlagi katere mora Komisija najti „splošno uporaben, pregleden in razumljiv model za ocenjevanje vseh zunanjih stroškov, ki bo osnova za prihodnje izračune uporabnin za uporabo infrastrukture“ .
During the most recent revision of the Eurovignette in 2006, the Parliament pressed for a clause in Article 11 of the current Directive, obliging the Commission to come up with a "generally applicable, transparent and comprehensible model for the assessment of all external costs to serve as the basis for future calculations of infrastructure charges."
Modelu naj bo „priložena ocena učinka internalizacije zunanjih stroškov za vse vrste prevoza in strategija za postopno izvajanje modela za vse vrste prevoza“ .
This model had to be "accompanied by an impact analysis of the internalization of external costs for all modes of transport and a strategy for a stepwise implementation of the model for all modes of transport."
Ta vidik se je skozi leta ponovno pojavil v več resolucijah Parlamenta v zvezi z vprašanji prometa
This point of view has, over the years, been reiterated in many resolutions of the Parliament on transport issues
Glej tudi odstavek 14 resolucije Parlamenta P6_TA(2007)0345 z dne 12. julija 2007 z naslovom „Naj Evropa ostane v gibanju – Trajnostna mobilnost za našo celino“ in odstavek 1 resolucije Parlamenta P6_TA(2007)0345 z dne 4. septembra 2008 o tovornem prometu v Evropi. .
see also paragraph 14 of Parliament's resolution P6_TA(2007)0345 of 12 July 2007 on keeping Europe moving − Sustainable mobility for our continent and paragraph 1 of Parliament's resolution P6_TA(2007)0345 of 4 September 2008 on freight transport in Europe .
Resolucija Evropskega parlamenta z dne 12. julija 2007 o izvajanju prvega železniškega paketa v odstavku 2 navaja:
The European Parliament resolution of 12 July 2007 on the implementation of the first railway package states in Paragraph 2:
(5) za težka tovorna vozila), ki bo prilagodila Evrovinjeto sistemu cen železniških prog, kjer bo za vsa tovorna vozila, težja od 3,5 tone, na vseh cestah v EU brez izjem obvezno plačilo cestnine, zunanji stroški pa bodo internalizirani“.
(5) ) in which the Eurovignette is adjusted in line with the rail route pricing system, tolls are made mandatory for all lorries over 3.5 tonnes on all roads in the EU without loopholes, and external costs are internalised;"
Resolucija Evropskega parlamenta z dne 11. marca 2008 o evropski trajnostni prometni politiki ob upoštevanju evropskih energetskih in okoljskih politik v odstavku 12 navaja: „poziva Komisijo, naj najpozneje do junija 2008 posreduje razumljiv in jasen model, ki bi bil splošno uporaben, s katerim bi ocenili zunanje stroške vseh načinov prevoza in ki bi bil osnova za prihodnje izračune dajatev za uporabo infrastrukture; ugotavlja, da mora v skladu z direktivo o evrovinjeti ta model spremljati analiza učinkov internalizacije zunanjih stroškov za vse načine prevoza ter strategija za uvajanje modela v vse načine prevoza; od Komisije, poleg zgornje pobude, pričakuje, da pripravi zakonodajne predloge, začenši z revizijo direktive o evrovinjeti“.
The European Parliament resolution of 11 March 2008 on sustainable European transport policy, taking into account European energy and environment policies states in paragraph 12 : " Urges the Commission to submit by June 2008 at the latest, a comprehensible, transparent, generally applicable model for assessing the external costs of all modes of transport, on which to base future calculation of the charges to be paid for the use of infrastructure; observes that, under the Eurovignette Directive, that model must be accompanied by an analysis of the impact of internalising external costs for all modes of transport and by a strategy for phasing in the model for all modes of transport; looks to the Commission, alongside the above initiative to produce legislative proposals, starting with the revision of the Eurovignette Directive;"
Na podlagi zahtevanega modela za ocenjevanje vseh zunanjih stroškov Komisija torej predlaga revizijo in izčrpno strategijo za internalizacijo zunanjih stroškov za vse vrste prevoza.
On the basis of the requested model for the assessment of all external costs, the Commission finally proposes this revision together with a comprehensive strategy for internalizing external costs in all transport modes.
Cestni promet ni edini.
Road transport is not alone.
Pri drugih vrstah prometa se je internalizacija zunanjih stroškov že začela.
Other transport modes have already started to internalize external costs .
Ustrezna zakonodaja Skupnosti za druge vrste prevoza predvideva postopno uvedbo internalizacije ali je vsaj ne preprečuje.
Relevant Community legislation for other transport modes either phases-in such internalisation or at least does not prevent it.
Vprašanje CO2 se rešuje z vključitvijo letalstva v sistem za trgovanje z emisijami, ki zajema tudi oskrbo z električno energijo za vlake, v bližnji prihodnosti pa se bo v ta sistem vključil tudi pomorski promet.
CO2 is tackled by including aviation into the ETS, that covers also electricity provision for trains, and in the near future maritime transport is to be included in the system.
Drugi zunanji stroški se lahko internalizirajo prek letaliških pristojbin in infrastrukturnih pristojbin za vlake (direktiva št. 2001/14).
Other external costs can be internalized via airport charges and infrastructure charges for trains (Directive 2001/14).
Predpogoj za večjo spremembo pristojbin za dostop po tirih in za popolno internalizacijo zunanjih stroškov v železniškem sektorju pa je to, da se pristojbine za zunanje stroške uporabljajo za ceste.
However, in order to modulate track access charges more widely and have a complete internalization of external costs in the railway sector, it is precondition that the road applies external cost charging.
Glej člen 7(5) direktive 2001/14. .
see Directive 2001/14 Article 7 Paragraph 5.
Komisija mora predlagati prenovitev prvega železniškega paketa, da se uvedejo usklajene sheme zaračunavanja pristojbin za hrup pri dostopu po tirih.
The Commission is due to propose a recast of the First Railway Package in order to introduce harmonized noise related track access charging schemes.
Stališče poročevalca in predlagane spremembe
Position of your rapporteur and suggested amendments
Začetek veljavnosti nove direktive je predviden najkasneje za 31. decembra 2010. prilagoditi prometno politiko, da bo ta učinkovitejša in trajnostna.
The entry into force of the new directive is foreseen by 31 December 2010 at the latest. the conditions for a more efficient and sustainable transport policy.
Če cene ustrezno ne odražajo socialnih stroškov, ne dajejo pravih gospodarskih signalov, zaradi česar pride so položaja, kjer prometne dejavnosti povzročajo prevelike stroške in niso stroškovno učinkovite.
If prices do not appropriately reflect social costs, they fail to convey the right economic signals, thus leading to situations where transport activities generate excessive costs as compared to an efficient situation.
Poročevalec meni, da je diferencirana shema zaračunavanja cestnih pristojbin učinkovit element med vrsto političnih možnosti, ki so potrebne za bolj trajnostno prometno politiko.
Your rapporteur estimates that a differentiated road charging system is an efficient element within a range of policy options that are needed for a more sustainable transport policy.
Cestnine bi lahko postale učinkovitejše z večjo diferenciacijo, vendar sedanja direktiva tega ne omogoča.
Tolls could be made more effective, by way of greater differentiation however the current Directive does not allow it.
Zato države članice potrebujejo nadaljnje možnosti za zaračunavanje cestnih pristojbin na podlagi sprejema načela internalizacije zunanjih stroškov.
Further road charging options for Member States, via the acceptance of the internalisation of external costs principle, are therefore required.
Ob upoštevanju navedenega poročevalec predlaga naslednje:
Taking all this into consideration, your rapporteur proposes the following:
a) Izračun zunanjih stroškov je mogoč
a) Calculation of external costs is possible
Izračun in metodologija sta zanesljiva.
The calculation and the methodology are sound.
Začnimo s predlaganimi 3 zunanjimi dejavniki in zunanjimi stroški CO2, vsaj dokler do internalizacije ne pride prek skupne davčne politike za goriva.
Let us start with the proposed 3 externalities and also the external costs of CO2, at least as long as this is not internalized through a common fuel tax policy.
Zaenkrat poročevalec ne predlaga vključitve stroškov prometnih nesreč zaradi velikih razlik pri oblikah zavarovanj in različnih ravni internalizacije stroškov prometnih nesreč v EU.
For the time being, your rapporteur does not propose to include accident costs, due to the great variety in insurance models and different levels of internalisation of accident costs in the EU.
Vseeno takšen pristop podpira kot načelo in predlaga, da Komisija najkasneje do 31. decembra 2010 pripravi poročilo in zakonodajne predloge o stroških prometnih nesreč ter različni ravni internalizacije nacionalnih zavarovalnih premij za tveganja, da se uskladi raven internalizacije stroškov prometnih nesreč v državah članicah.
Nonetheless, your rapporteur supports this as a principle and suggests that no later than 31 December 2010, the Commission shall present a report and legislative proposals on accident costs and on the different level of internalisation in national risk oriented insurance premiums in order to harmonise the level of internalisation of accidents costs in Member States.
Poročevalec prav tako poudarja potrebo po tem, da se v predlogu ohranijo zastoji.
Your rapporteur also stresses the need to keep congestion in the proposal.
Nekateri trdijo, da bi moralo zaračunavanje pristojbin veljati za vsa vozila, ne le za težka tovorna vozila.
Some argue that all vehicles should be subject to charging, not only heavy goods vehicles.
To drži, vendar če se zastoji ne vključijo v direktivo, države članice ne morejo začeti z zaračunavanjem pristojbin za zunanje stroške zaradi zastojev na medmestnih cestah.
This is a valid premise, but if congestion is not included in this Directive, Member States cannot start introducing external cost charges for congestion on interurban roads in the first place.
b) Diferencirane pristojbine so učinkovite
b) Differentiated charging is efficient
c) Večja interoperabilnost in usklajevanje
c) Increase interoperability and harmonization
Treba je spodbuditi zaračunavanje pristojbin brez zapornic.
Encourage barrier free charging systems.
Povsod morajo veljati enaka pravila.
Propose mandatory charging as soon as possible.
Razširitev geografskega obsega je potrjena.
Same rules everywhere: Yes to the extension of the geographic scope.
Treba je bolje opredeliti obseg vozil: sedanja direktiva prav tako omogoča državam članicam, da izključijo vozila, ki presegajo 3, 5 do 12 ton, iz področja uporabe te direktive.
Define vehicle scope better: The current Directive also allows Member States to exclude vehicles weighing 3, 5 to 12 tonnes from the application of the Directive.
Za nadaljnjo uskladitev zaračunavanja pristojbin za težka tovorna vozila v EU poročevalec predlaga uporabo direktive za vsa težka motorna vozila z maso 3,5 ton ali več, brez izjem.
To further harmonize charging of heavy goods vehicles in the EU, your rapporteur suggests applying the Directive to all HGV weighing 3, 5 tonnes or more, without exceptions.
Rezervacija prihodkov je bistveni del te direktive.
Earmarking of revenues is essential to this Directive.
Prihodki iz zaračunavanja pristojbin za zunanje stroške ne smejo postati še ena oblika obdavčitve.
The revenues generated by charging external costs must not end up being another form of taxation.
Poročevalec zato podpira predlog Komisije o ponovni naložbi prihodkov v prometni sistem in predlaga okrepitev obveznosti glede uporabe prihodkov za zmanjšanje zunanjih stroškov.
Your rapporteur therefore supports the Commission proposal to reinvest revenues into the transport system and proposes to strengthen the obligation how revenues should be used to reduce external costs.
Predlog navaja, da „bi bilo treba prihodke iz pristojbin porabiti tako, da bodo koristili prometnemu sektorju in čimbolj izboljšali celoten prometni sistem“.
The proposal says "revenues from charges should be used to benefit the transport sector and optimise the entire transport system".
Poročevalec predlaga, da se za okrepitev te obveznosti namesto „bi bilo treba“ v besedilu uporabi „je treba“.
Your rapporteur suggests restoring the wording "shall" in the existing text in order to keep the text as strong as possible.
e) Nadaljnji koraki
e) Future steps
Leta 2013 bo Komisija pripravila poročilo o izvajanju direktive in nadaljnjih korakih.
In 2013, the Commission will draw up a report on the application of the Directive and further steps to take.
Poročevalec predlaga, da se do leta 2010 dodajo poročilo in zakonodajni predlogi o stroških prometnih nesreč in o različni stopnji internalizacije teh stroškov.
Your rapporteur suggests adding, by 2010, a report and legislative proposals on accident costs and on the different level of internalisation of those costs.
Prav tako predlaga, da se Komisiji določi rok za pregled možnosti uvedbe obveznih shem zaračunavanja pristojbin in odprave časovno določenih shem zaračunavanja pristojbin do leta 2013.
Furthermore, your rapporteur suggests assigning to the Commission a deadline to examine the possibilities of introducing mandatory schemes and the abolition of time-based charging schemes by 2013.
Tem poročilom je treba priložiti zakonodajne predloge.
These reports should be accompanied by legislative proposals.
Prometni sektor, vrhunec proizvodnje nafte in okoljska trajnost
Transport sector, peak oil and environmental sustainability
Zdaj, ko je Mednarodna agencija za energijo objavila poročilo o svetovnem povpraševanju po energiji za leto 2008
Just now when the International Energy Agency in its 2008 World Energy Outlook
Svetovno povpraševanje po energiji (Mednarodna agencija za energijo) – 12. november 2008. , v katerem opozarja na pomanjkanje razpoložljivosti poceni nafte v prihodnosti, je Evropska unija postala najbolj izpostavljena v primerjavi z vsemi večjimi svetovnimi gospodarskimi območji, saj je le 10 % njenega blagovnega prevoza odvisnega od drugih virov, ne tekočega goriva.
World Energy Outlook (International Energy Agency) - 12 November 2008. rings the alarm bell on the future availability of cheap oil, the EU has become the most exposed of all major world economic zones with only 10% of its goods transport relying on other than oil fuel.
Poleg tega predstavlja največji delež prometnega sektorja blagovnega prevoza znotraj EU cestni promet s 46 %, pomorstvo 37 %, železniški promet pa manj kakor 11 %
In addition to that, within the intra-EU goods transport sector, road transport has an overall dominance with a share of 46%, maritime has some 37% while rail accounts for less than 11%
Cestni tovorni promet se je v obdobju 2000–2005 povečal za 31 %, to gibanje naj bi se predvidoma obdržalo.
Road freight has also grown by 31% in the 2000-05 period and this trend is expected to remain
Za tovornjake na nafto obstajajo redke trajnostne alternative v prihodnjih desetletjih, zato bosta za okrepitev odpornosti Unije na napovedane velike krize cen nafte ključnega pomena racionalizacija sektorja blagovnega prevoza in prehod na železniški in pomorski prevoz.
As there is little sustainable alternatives for oil driven lorries in the coming decades, rationalising the goods transport sector and switching to rail and ship modes will be key to strengthen the Union's resilience to predicted major oil price crises.
Okolju prijazne evrovinjete – ključne določbe
Greening the Eurovignette - key provisions
Kot del niza predpisov o okolju prijaznejšem prometu je Komisija julija 2008 pripravila predlog za revizijo direktive o evrovinjeti 2006/38/EC, ki je leta 2006 prvič poskušala izboljšati direktivo iz leta 1999 o cestnih pristojbinah za uporabo določene infrastrukture za težka tovorna vozila.
As part of the 'Greening Transport' package, the Commission came forth in July 2008 with a proposal for a revision of the so-called Eurovignette Directive 2006/38/EC which in 2006 made first steps in improving the 1999 Directive on the charging of heavy goods vehicles for the use of certain infrastructure.
Sedanji predlog prvič uvaja možnost, da države članice vpeljejo „ustreznejša“ plačila v cestnem tovornem prometu za pokritje zunanjih stroškov, s čimer bi spodbudile bolj trajnostno ravnanje teh prometnih udeležencev:
The current proposal introduces for the first time the opportunity for Member States to apply 'smarter' payments for the road haulage sector to cover the external costs and thus encourage a more sustainable behaviour among these participants:
· pristojbine za zunanje stroške (za zastoje, hrup in onesnaževanje zraka) bi države članice (določba ni obvezujoča) lahko uvedle za težka tovorna vozila na katerem koli delu svojega cestnega omrežja (razen na mestnih območjih) z 31. decembrom 2010;
· external cost charges (covering congestion , noise and air pollution ) could be applied by Member States ( provision not mandatory ) for heavy goods vehicles on any part of their road network (excluding urban areas) as of 31st December 2010;
· emisije CO2, odvisnost od nafte in nesreče niso vključene v opredelitev zunanjih stroškov;
· CO2 emissions, oil dependency and accidents remain outside the external cost definition;
· pristojbine bodo omejene na najvišje ravni in bodo odvisne od ure dneva, prevožene razdalje in vrste emisijskega razreda EURO vozila;
· charges will be capped at maximum levels and vary according to the time of day, distance travelled and vehicle EURO emissions class type;
· cestnine z zapornicami ne bodo več dovoljene; pobiranje pristojbin bo temeljilo na elektronskem sistemu – prehodno obdobje bo veljalo do januarja 2014;
· tolls with barriers will no longer be permitted; charge collection will be based on an electronic system - transition period till January 2014;
· prihodki od pristojbin za zunanje stroške bodo namenjeni izboljšanju trajnostnih vidikov cestnega prometa;
· external cost charging revenues will be earmarked for improving the sustainable performance of the road transport;
· leta 2013 je načrtovan pregled sedanjih določb, da bi ocenili, če bi emisije CO2 morale postati obvezen del zunanjih stroškov.
· envisaged review of current provisions in 2013 in view of assessing if external costs are to become mandatory and inclusive of CO2 emissions;
Glavne točke mnenja
Main points of the opinion
Pripravljavec mnenja pozdravlja predlog Komisije, ki prvič uvaja načelo internalizacije, s čimer želi dokončati izboljšave zakonodaje, utemeljene v direktivi o evrovinjeti iz leta 2006.
Your draftsman welcomes the Commission's proposal as it introduces the internalisation principle for the first time and thus works towards completing the legislative improvements inaugurated with the 2006 Eurovignette Directive.
Meni, da bi morali v celoti izkoristiti možnost drugega pregleda ter sprejeti konkretne in znatne ukrepe, da bi dosegli oprijemljive rezultate in prispevali k uresničitvi okoljskih ciljev Unije in ciljev za energetsko učinkovitost do leta 2020.
It is his opinion that the opportunity with this second revision should be fully exploited with some concrete and substantive measures to bring tangible results and contribute to meeting the Union's environmental and energy efficiency targets by 2020.
Pripravljavec mnenja je zato prepričan, da bi predlog morali okrepiti z bolj daljnosežnimi določbami:
To this end, your draftsman believes that the proposal should be strengthened with more ambitious provisions:
v Določba za internalizacijo za vse države članice
v Binding provision for internalisation by all Member States
Nezavezujoč pristop k internalizaciji ne bi prispeval k doseganju pričakovanih okoljskih in družbenih koristi.
The non-compulsory approach to internalisation will not help bring in the expected environmental and social benefits.
Da bi zagotovili ustrezne rezultate in uresničili cilj okolju prijaznejšega evropskega potniškega sistema, bi morale pristojbine za zunanje stroške veljati za vse države članice.
To ensure results and realise the objective of a greener European transport system, external cost charging should apply to all Member States.
v Vključitev škode, ki je bila prizadejana naravi in pokrajini, podnebnih sprememb, odvisnosti od nafte in nesreč (razen tistih, ki jih pokriva zavarovanje) v opredelitev „zunanji stroški“
v Inclusion of damage to nature and landscape, climate change, oil dependency and accidents (other than covered by insurance) to 'external cost' definition
Prav gotovo bosta gospodarstvo in družba za omenjene dejavnike morala plačati zelo visoko ceno.
Undeniably all of the above factors do come at a serious cost to both economy and society.