natgillin/translations-raw huggingface dataset:
Tudi pomorski promet uživa izjemne ugodnosti, čeprav je pogosto nedostopen zaradi visoke ali nizke vode ali poledenitve – na Elbi je bilo v zadnjih 30 letih tako stanje 200 do 300 dni na leto.
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.
Pomorski pomet je eden največjih onesnaževalcev s CO 2 , saj se pri njem uporablja težko kurilno olje, ki je eno od najbolj umazanih vrst goriva.
Water transport is one of the worst CO2 polluters, as it uses heavy fuel oil, which is the dirtiest type of fuel.
Prevoz po celinskih vodah je v Evropi oproščen trgovanja z emisijami in davka na mineralna olja, uporaba rek je brezplačna.
Internal waterways transport in Europe is exempted from emissions trading and from petroleum tax: the use of the rivers is free.
Pomorski promet ne pozna cen prog ali uporabnin.
There are no route pricing or tolls for water transport.
Ne glede na to je bilo pravilno in potrebno spremeniti železniške sisteme, ki so omejeni na nacionalne meje, odpreti omrežja in vzpostaviti enotno ali pa vsaj interoperabilno evropsko železniško omrežje.
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.
Formalna ločitev železniške infrastrukture od obratovanja se je izvršila v vseh državah članicah EU.
A formal separation between railway infrastructure and railway operation has now taken place in all Member States of the EU.
Drugo vprašanje je, ali je šlo pri posameznih primerih le za formalno, ne pa tudi dejansko ločitev.
Whether in specific cases this was merely a formal rather than a genuine separation is another question.
Le z dejansko ločitvijo je mogoča pravična konkurenca in onemogočena vsakršna diskriminacija nedržavnih železniških podjetij.
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.
Edino zagotovilo je jasna ločitev omrežja od obratovanja in vzpostavitev dveh medsebojno popolnoma neodvisnih ustanov.
The only guarantee of this is a clear separation of network and operation into two totally independent institutions.
Tako stanje zelo jasno obstaja v Združenem kraljestvu, na Švedskem, Danskem in Nizozemskem.
This state of affairs exists clearly in the UK, Sweden, Denmark and the Netherlands.
Kjer sta omrežje in obratovanje v različnih rokah, vendar pod isto streho (holdinške družbe), je možnosti za diskriminacijo veliko.
Where network and operation are in different hands but under a single (holding company) roof, the potential for discrimination is enormous.
Sicer je odvisno tudi od nadzornih in regulativnih organov, če in kako močno je ta potencial izrabljen.
Admittedly it also depends on the supervisory authorities and regulators whether and to what extent this potential is exploited.
Vendar ostaja resnična tudi izjava Hartmuta Mehdorna, šefa Deutsche Bahn: „The one who controls the network is the master of business“ (kdor nadzoruje omrežje, nadzoruje dejavnost).
However, what Hartmut Mehdorn, head of Deutsche Bahn, has said, remains true: “The one who controls the network is the master of business”.
V vsakem primeru je jasna in stroga ločitev omrežja in obratovanja učinkovitejša od vseh ostalih oblik, ki morajo biti pod stalnim nadzorom.
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.
Zato je treba v direktivo EU vključiti jasno ločitev obratovalne infrastrukture od prevoznih podjetij.
Accordingly a clear separation between the operational infrastructure and the transport undertaking needs to be enshrined in an EU directive.
Dejanska ločitev omrežja od obratovanja mora v vseh primerih zagotoviti, da so vsi objekti in storitve, ki so našteti v Prilogi II direktive 2001/14, dodeljeni upravljavcu omrežja, da lahko le-ta vsem železniškim podjetjem omogoči enakopraven dostop do njih.
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.
Enovagonski promet še vedno predstavlja več kot 50 % evropskega železniškega tovornega prometa.
Single wagonload traffic still accounts for well over 50% of European rail freight traffic.
Če bi železnice opustile ta promet, bi bil ogrožen njihov obstoj.
If the railways were to cease carrying this traffic, their existence would be in jeopardy.
Na enovagonski železniški promet, ki ga ni moč nadomestiti z drugimi načini prevoza, se zanaša cela vrsta sektorjev evropske industrije, kot npr. jeklo, papir, kemična in naftna industrija, deloma pa tudi avtomobilska industrija.
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.
Zato je pomembno, da to področje postane bolj rentabilno.
It is therefore important to make this sector more economical.
To bi bilo najbolje doseči tako, da se tudi tu vzpostavijo pogoji za konkurenco med načini prevoza.
Again, the best way to achieve this would be to create the conditions for intermodal competition.
V prvi vrsti je treba omogočiti dostop do ranžirnih postaj, in to ne samo formalno, kot je predvideno v evropskem pravu.
First and foremost it is necessary to open up access to marshalling yards – and not just formally, as is provided in European law.
S pomočjo spremembe direktive je treba zagotoviti tudi nevtralno upravljanje ranžirnih postaj, da bodo torej ranžiranje in vse ostale storitve upravljavca infrastrukture zagotovljene za vsa podjetja, ne samo tista, vključena v prevladujočo skupino.
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.
V Združenem kraljestvu in Estoniji je bila infrastruktura najprej privatizirana.
In the UK and in Estonia it was initially the infrastructure that was privatised.
To napako je bilo treba kasneje popraviti in infrastrukturo z velikimi izgubami spet izročiti državi.
This mistake later had to be remedied and the infrastructure transferred back to state ownership at an enormous loss.
Iz te izkušnje izhaja pravilo za prihodnost: infrastruktura mora ostati v javnih rokah.
This experience demonstrates the importance of the principle that infrastructure must in future remain in public ownership.
Za izboljšanje konkurenčnosti železnice je treba okrepiti interoperabilnost v železniškem sistemu in pospešiti njeno uvajanje.
To improve the competitiveness of the railways, interoperability on the rail system must also be enhanced and put into practice more rapidly.
K temu spada čimprejšnja namestitev evropskega sistema za nadzor in signalizacijo ERTMS na šest glavnih koridorjev za tovorni promet, razširitev tega sistema tudi na sosednje proge, ko bodo le-te posodobljene, in sistematično opremljanje lokomotiv, ki bodo prejele novo licenco v EU, s tem sistemom.
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.
Čeprav organizacija trga železniškega sektorja ni osrednjega pomena, je mogoče vseeno ugotoviti, da se je uvedba konkurence v evropski železniški prostor dobro obnesla.
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.
V državah članicah, ki razvoja konkurence med načini prevoza v železniškem tovornem prometu niso ovirale, temveč pospeševale, se je tržni delež železnic znatno povečal.
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.
Najboljši primer je Združeno kraljestvo, kjer je železniški tovorni promet po reformi narasel za 60 %.
The best example for this is the UK, with a 60% increase in rail freight traffic since the reforms.
Nasprotje je recimo Francija, kjer nima državna železnica na področju tovornega prometa praktično nobene konkurence in stalno izgublja obseg prevoza in tržni delež.
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.
Majhna železniška podjetja pogosto prevzemajo prevoz po progah, ki so jih stara državna podjetja razglasila za nedonosne in zaprla.
Small rail undertakings have often taken over traffic on routes which the old-established state railways had declared unprofitable and closed.
Čeprav so omrežja od 1. januarja 2006 odprta za čezmejni, od 1. januarja 2007 pa za ves tovorni promet, na nemškem železniškem omrežju obratuje 275 podjetij za prevoz tovora, medtem ko jih je v Franciji le 5.
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.
Tudi v majhnih državah članicah se je konkurenca dobro obnesla.
Competition has had a positive effect in the smaller Member States too.
Na Nizozemskem danes obratuje 10 železniških prevoznikov, zaradi katerih je železniški tovorni promet med letoma 1999 in 2006 zrasel za 42,5 %.
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.
V Nemčiji je v enakem obdobju rast znašala 25 %, medtem ko Francija, kjer se je nacionalno omrežje razdelilo na oddelke, da bi se zaščitilo nacionalno podjetje in zaposlene, beleži 28-odstotni padec.
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%.
To vpliva na delovna mesta in kakovost, nenazadnje pa tudi na podnebje, saj se to blago v Franciji zdaj prevaža po cesti!
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!
Na podlagi teh dejstev je osupljivo videti, kako obotavljive so bile mnoge države pri izvajanju prvega železniškega paketa.
In the light of the above, it is alarming how dilatory many states have been in implementing the first railway package.
Izvajanje prvega železniškega paketa
Implementation of the first railway package
o razvojnih ciljih tisočletja – vmesna točka
on the Millennium Development Goals – the midway point
– ob upoštevanju deklaracije tisočletja z 8. septembra 2000, ki določa razvojne cilje tisočletja kot skupaj začrtana merila mednarodne skupnosti za odpravo revščine,
– having regard to the Millennium Declaration of 8 September 2000, which sets out the Millennium Development Goals (MDGs) as criteria established jointly by the international community for the elimination of poverty,
– ob upoštevanju nadaljnjih poročil o človekovem razvoju, pripravljenih v okviru razvojnega programa Združenih narodov (UNDP),
– having regard to the successive Human Development Reports drawn up by the United Nations Development Programme (UNDP),
– ob upoštevanju svoje resolucije z dne 12. aprila 2005 o vlogi Evropske unije pri doseganju razvojnih ciljev tisočletja
– having regard to its resolution of 12 April 2005 on the role of the European Union in the achievement of the Millennium Development Goals (MDGs)
– ob upoštevanju rimske deklaracije o usklajevanju, sprejete 25. februarja 2003 po forumu na visoki ravni o usklajevanju, in pariške deklaracije o učinkovitosti pomoči, sprejete 2. marca 2005 po forumu na visoki ravni o učinkovitosti pomoči (v nadaljevanju „pariška deklaracija“),
– having regard to the Rome Declaration on Harmonisation, adopted on 25 February 2003 following the High Level Forum on Harmonisation, and the Paris Declaration on Aid Effectiveness, adopted on 2 March 2005 following the High Level Forum on Implementation, Alignment and Results (hereinafter 'Paris Declaration'),
– ob upoštevanju skupne izjave Sveta in predstavnikov vlad držav članic v okviru Sveta ter Evropskega parlamenta in Komisije o razvojni politiki Evropske unije „Evropsko soglasje“ (v nadaljevanju Evropsko soglasje o razvoju), ki je bilo podpisano 20. decembra 2005
– having regard to the Joint Statement by the Council and the representatives of Governments of the Member States meeting within the Council, the European Parliament and the Commission on European Union Development Policy: 'The European Consensus '(hereinafter 'European Consensus for Development') signed on 20 December 2005
– ob upoštevanju sporočila Komisije z naslovom Strategija EU za Afriko: k Evro-afriškemu paktu za pospešitev razvoja Afrike ( KOM(2005)0489 ),
– having regard to the Commission communication entitled 'EU Strategy for Africa: Towards a Euro-African pact to accelerate Africa’s development' ( COM(2005)0489 ),
– ob upoštevanju Uredbe (ES) št. 1905/2006 Evropskega parlamenta in Sveta z dne 18. decembra 2006 o oblikovanju instrumenta za financiranje razvojnega sodelovanja (v nadaljevanju „instrument za razvojno sodelovanje“)
– having regard to the Regulation (EC) No 1905/2006 of the European Parliament and of the Council of 18 December 2006 establishing a financing instrument for development cooperation (hereinafter 'Development Cooperation Instrument' (DCI))
UL L 378, 27.12.2006, str.
OL L 378, 27.12.2006, p.
– ob upoštevanju letnih poročil generalnega sekretarja Združenih narodov o izvajanju deklaracije tisočletja Združenih narodov, zadnje je iz julija 2006,
– having regard to the annual reports by the Secretary-General of the UN on the implementation of the United Nations Millennium Declaration, the latest of which dates from July 2006,
– ob upoštevanju poročila „Naložba v razvoj: praktični načrt za dosego razvojnih ciljev tisočletja“,
– having regard to the report by the UN Millennium Project Task Force headed by professor Jeffrey Sachs "Investing in Development: a practical plan to achieve the Millennium Development Goals",
– ob upoštevanju poročila konference Združenih narodov o trgovini in razvoju iz leta 2002 „Najmanj razvite države: izmakniti se pasti revščine“,
– having regard to the Report of the UN Conference on Trade and Development (UNCTAD) – Least Developed Countries 2002: Escaping the Poverty Trap,
– ob upoštevanju letnih poročil Unicefa o položaju otrok na svetu in konvencije Združenih narodov o otrokovih pravicah iz leta 1989,
– having regard to the UNICEF’s annual State of the World’s Children reports and the 1989 United Nations Convention on the Rights of the Child,
– ob upoštevanju poročila Evropske komisije o razvojnih ciljih tisočletja v letih 2000–2004 ( SEC(2004)1379 ),
– having regard to the European Commission Report on "Millennium Development Goals 2000–2004" ( SEC(2004)1379 ),
– ob upoštevanju letnega poročila Svetovne banke o globalnem spremljanju, zadnje je bilo objavljeno aprila 2007,
– having regard to the annual Global Monitoring Report of the World Bank, the latest of which was published in April 2007,
– ob upoštevanju poročila Organizacije za gospodarsko sodelovanje in razvoj (OECD) o razvojnem sodelovanju za leto 2006, zadnje je bilo objavljeno leta 2007
– having regard to the Development Co-operation Report 2006 of the Organisation for Economic Cooperation and Development (OECD), the latest version of which was published in March 2007
Objavljeno marca 2007, ISBN številka 9789264031050. ,
published March 2007, ISBN Number 9789264031050. ,
– ob upoštevanju končnih deklaracij in sklepov mednarodnih konferenc, zlasti mednarodne konference o financiranju razvoja (Monterrey, 2002), svetovnega vrha iz leta 2005 (New York, 2005), svetovnega vrha o trajnostnem razvoju (Johannesburg, 2002), tretje konference Združenih narodov o najmanj razvitih državah (Bruselj, 2001), četrte ministrske konference (Doha, 2001), mednarodne konference o prebivalstvu in razvoju (Kairo, 1994), posebnega zasedanja generalne skupščine Združenih narodov za pregled napredka pri uresničevanju ciljev mednarodne konference o prebivalstvu in razvoju („Kairo + 5“) in svetovnega foruma o izobraževanju (Dakar, 2000),
– having regard to the final declarations and conclusions of international conferences, in particular the International Conference on Financing for Development (Monterrey, 2002), the 2005 World Summit (New York, 2005), the World Summit on Sustainable Development (Johannesburg, 2002), the Third United Nations Conference on the Least Developed Countries (LDCs) (Brussels, 2001), the Fourth World Trade Organization Ministerial Conference (Doha, 2001), the International Conference on Population and Development (ICPD) (Cairo, 1994), the UN General Assembly's 1999 special session to review progress towards meeting the ICPD goals ("Cairo + 5"), and the World Education Forum (Dakar, 2000),
– ob upoštevanju nacionalnih pridržkov, ki so jih izrazile države članice EU v sklepnih deklaracijah in sklepih omenjenih konferenc,
– having regard to national reservations expressed by EU Member States in the final declarations and conclusions of the above-mentioned conferences,
– ob upoštevanju obvez, ki jih je EU sprejela na vrhu v Barceloni marca 2002 pred konferenco v Monterreyu,
– having regard to the commitments made by the EU at the Barcelona Summit in March 2002 in advance of the Monterrey Conference,
– ob upoštevanju obveznosti o količini pomoči, pomoči podsaharski Afriki in kakovosti pomoči, sprejetih na vrhu G8 v Gleneaglesu,
– having regard to the 2005 G8 Gleneagles commitments on aid volume, aid to Sub-Saharan Africa, and aid quality,
– ob upoštevanju četrtega ocenjevalnega poročila delovne skupine II Medvladnega foruma o podnebnih spremembah z naslovom „Podnebne spremembe 2007: vplivi, prilagoditev in ranljivost“ (v nadaljevanju četrto ocenjevalno poročilo o podnebnih spremembah),
– having regard to the Fourth Assessment Report of the Working Group II to the Intergovernmental Panel on Climate Change entitled 'Climate Change 2007: Impacts, Adaptation and Vulnerability' (hereinafter 'Fourth Assessment Report on Climate Change),
– ob upoštevanju končnega poročila o Sternovem poročilu o ekonomiki podnebnih sprememb,
– having regard to the final report of the Stern Review on the Economics of Climate Change,
– ob upoštevanju sklepov razvojnega programa in projekta tisočletja Združenih narodov ter svetovne banke iz njunega poročila o energiji in razvojnih ciljih tisočletja za leto 2006;
– having regard to the conclusions of UNDP, UN Millennium Project and the World Bank in their 2006 report on Energy and the Millennium Development Goals (MDGs),
– ob upoštevanju členov 177–181 Pogodbe o ustanovitvi Evropske skupnosti,
– having regard to Articles 177-181 of the Treaty establishing the European Community,
– ob upoštevanju sporočila Komisije „Pomoč EU: nuditi več, hitreje in bolje“ ( KOM(2006)0087 ),
– having regard to the Commission communication entitled EU Aid: 'Delivering more, better and faster' ( COM(2006)0087 ),
– ob upoštevanju sporočila Komisije Svetu in Evropskemu parlamentu „Okrepiti evropski vpliv: skupni okvir za izdelavo državnih strateških dokumentov in skupno večletno načrtovanje“ ( KOM(2006)0088 ),
– having regard to the communication from the Commission to the Council and the European Parliament entitled 'Increasing the impact of EU aid: a common framework for drafting country strategy papers and joint multiannual programming' ( COM(2006)0088 ),
– ob upoštevanju sporočila Komisije „Pospeševanje napredka v smeri doseganja razvojnih ciljev novega tisočletja – financiranje razvoja in učinkovitost pomoči“ ( KOM(2005)0133 ),
– having regard to the Commission communication entitled 'Accelerating progress towards attaining the Millennium Development Goals – Financing for Development and Aid Effectiveness' ( COM(2005)0133 ),
– ob upoštevanju sklepov Sveta za splošne zadeve in zunanje odnose o financiranju razvoja in učinkovitosti evropske pomoči z 10. in 11. aprila 2006,
– having regard to the conclusions of the General Affairs and External Relations Council meeting of 10 and 11 April 2006 on financing for development and European aid effectiveness,
– ob upoštevanju sporočila Komisije „Kodeks ravnanja EU o delitvi dela v razvojni politiki“ ( KOM(2007)0072 ),
– having regard to the Commission communication entitled 'EU Code of Conduct on Division of Labour in Development Cooperation' ( COM(2007)0072 ),
– ob upoštevanju svoje resolucije s 15. februarja 2007 o proračunski pomoči državam v razvoju
– having regard to its resolution of 15 February 2007 on budget aid for developing countries
Sprejeta besedila s tem datumom, P6_TA(2007)0113 . ,
Texts Adopted of that date, P6_TA(2007)0043 . ,
– ob upoštevanju poročila Odbora za razvoj ( A6–0220/2007 ),
– having regard to the report of the Committee on Development ( A6-0220/2007 ),
A. ker je leto 2007 vmesna točka na poti do izpolnitve razvojnih ciljev tisočletja leta 2015 in zato ponuja edinstveno priložnost za pregled dela, ki ga je še treba opraviti,
A. notes that the year 2007 marks the mid-point to meeting the MDGs in 2015 and therefore offers a unique opportunity to take stock of what remains to be done,
B. ker v podsaharski Afriki veliko držav ne spoštuje rokov in ne bo izpolnilo nobenega od razvojnih ciljev tisočletja, poleg tega pa so v številnih državah s srednje visokim dohodkom regije in etnične skupine, v katerih živi na milijone ljudi, ki ne dosegajo zadovoljivega napredka,
B. whereas in Sub-Saharan Africa many countries are not on track to meet any of the MDGs and also in many middle-income countries there are regions and ethnic groups made up of millions of people who are making unsatisfactory progress,
C. ker je Svet EU določil agendo vrha G8 v Gleneaglesu julija 2005, ko je maja 2005 sklenil, da se do leta 2015 0,7 % bruto nacionalnega dohodka nameni za uradno razvojno pomoč in da je to povečanje pomoči temeljni pogoj za uresničitev razvojnih ciljev tisočletja,
C. whereas the EU Council set the agenda for the G8 Summit in Gleneagles in July 2005 by agreeing in May 2005 that 0.7 % of Gross National Income (GNI) would be donated as Official Development Assistance (ODA) by 2015 and that this increase in aid is a fundamental prerequisite for the achievement of the MDGs,
D. ker odbor za razvojno pomoč Organizacije za ekonomsko sodelovanje in razvoj dovoljuje, da se odpis dolga prišteje uradni razvojni pomoči držav donatork, čeprav pri tem ne prenesejo novih sredstev na države prejemnice,
D. whereas the OECD Development Assistance Committee (DAC) allows for debt relief to be counted towards donor countries' ODA contributions even though this does not represent a transfer of any new resources from the donor to recipient countries,
E. ker je odpis dolgov eden od ciljev osmega razvojnega cilja tisočletja, ki želi prek nacionalnih in mednarodnih ukrepov temeljito obravnavati zlasti težave zadolženih držav v razvoju, da se vprašanje dolga reši dolgoročno,
E. whereas debt relief is one of the targets of MDG 8, which aims specifically to 'deal comprehensively with developing countries’ debt problems through national and international measures to make debt sustainable in the long term',
F. pozdravlja odpis dolga v 24 državah, vključno z 18 afriškimi državami, vendar je treba odpisati še veliko dolgov,
F. welcomes the fact that 24 countries have now benefited from debt cancellation, including 18 in Africa but that more much debt cancellation is still needed,