natgillin/translations-raw huggingface dataset:
usklajen nadzor ribištva in enotno izvrševanje po vsej EU, sodišča držav članic pa morajo uporabljati enake kazni in sankcije;
coordinated fisheries inspections and equal enforcement throughout the EU with equal penalties and sanctions being applied in the courts of Member States;
strogo spremljanje upoštevanja določenih morskih plovnih poti in kazenski pregon nezakonitih izpustov iz ladij; hiter, usklajen odziv v primeru nezgode s čim hitrejšim začetkom izvajanja potrebnih ukrepov, vključno z zagotavljanjem pribežališč in pristanišč za sprejemanje ladij v stiski in za boj proti nezakonitemu priseljevanju; ponavlja poziv iz svoje resolucije z dne 21. aprila 2004 za ustanovitev evropske obalne straže in poziva Komisijo, naj čim prej pripravi študijo o njeni izvedljivosti;
strict monitoring of compliance with designated shipping routes and prosecution for illegal discharges from ships; rapid, coordinated response in the event of an accident, deploying the necessary measures as soon as possible, including designating places of refuge and ports for emergency use and combating illegal immigration; reiterates its call, included in its resolution of 21 April 2004, for a European coastguard service to be set up and asks the Commission to come forward with the study on its feasibility as soon as possible;
pričakuje, da bosta v evropski sosedski politiki upoštevani pomorska politika Unije in potreba po sodelovanju s sosednjimi državami EU, kar zadeva okolje in varnost morja ter na morju;
Expects the European Neighbourhood Policy to take into due account the maritime policy for the Union and the need to cooperate with the EU's neighbouring states as regards the environment, safety and security of the seas and at sea;
meni, da je nezakonit ribolov resna in rastoča težava, ki povzroča tako uničenje dragocenih staležev rib kot nepošteno konkurenco med ribiči, ki spoštujejo pravila, in tistimi, ki jih ne spoštujejo; ugotavlja, da nezakonit ribolov v določenih ribolovnih območjih v EU predstavlja velik del celotnega ulova; se veseli prihodnjega sporočila Komisije ter njenih zakonodajnih predlogov za boj proti nezakonitemu ribolovu in za posodobitev akcijskega načrta EU iz leta 2002;
Considers that IUU fishing is a serious and increasing problem, causing both the destruction of valuable fish stocks and unfair competition between fishermen who respect and fishermen who do not respect the rules; notes that, as regards certain fisheries in the EU, IUU catches are a significant part of the total catch; looks forward to the Commission's forthcoming communication and legislative proposals to combat IUU fishing and update the EU's 2002 Action Plan;
poziva k nadaljevanju celostnega pristopa k evropski pomorski politiki v prihodnosti; izpostavlja, da to vključuje vsaj redna usklajevalna srečanja pristojnih evropskih komisarjev in redne javne izmenjave mnenj z drugimi zainteresiranimi stranmi, na primer na konferencah vsaki dve leti; poziva prihodnja predsedstva Sveta, naj na svoje delovne programe vključijo pomorsko politiko; poleg tega poziva Evropsko komisijo, naj vsako leto določi pomorske projekte, ki se financirajo s sredstvi EU;
Calls for a continuing integrated approach to European maritime policy in the future; stresses that this should include at least regular coordination meetings of the relevant Commissioners and regular public exchanges of views with other stakeholders, for example during biennial conferences; calls on future Council Presidencies to include maritime policy in their work programmes; also calls on the Commission to indicate annually all EU-funded projects with maritime relevance.
zahteva vzpostavitev proračunske vrstice "Pilotni projekti pomorska politika", katere namen je podpirati pilotne projekte za vključitev različnih sistemov nadzora nad morjem, zbiranje znanstvenih podatkov o morju in širjenju omrežij in izkušenj na področju pomorske politike in gospodarjenja z obalo; se zavzema za ustrezno upoštevanje pomorske politike v proračunski strukturi politik in instrumentov EU po letu 2013;
Notes that the concept of maritime policy integration must now be put into practice and requests the Commission to reinforce its policy framework, with a view to carrying out a holistic analysis of maritime affairs and the policies that affect them, ensuring that interactions are fully taken into account in each sectoral policy and coordinating between them where appropriate; welcomes the steps taken by all the Community institutions and Member State governments as regards their response, in a cross-sectoral manner, to the Maritime Policy Green Paper and invites them to take further steps in this direction;
ugotavlja, da je treba koncept pomorske politike sedaj pretvoriti v prakso, in poziva Komisijo k okrepitvi okvira te politike, da bi izvedli celovito raziskavo pomorskega sektorja in politik, ki nanj vplivajo, in tako zagotovili, da se v vseh sektorskih politikah popolnoma upošteva medsebojne vplive in da je njihovo usklajevanje ustrezno; pozdravlja korake, ki so jih institucije Skupnosti in vlade držav članic sprejele v različnih sektorjih v svojem odzivu na Zeleno knjigo o pomorski politiki in jih poziva k nadaljnjim korakom;
Calls for the creation of a budget line entitled 'Maritime policy: pilot projects' to promote pilot projects seeking to integrate various systems for the monitoring and surveillance of the seas, collate scientific data on the sea, and disseminate networks and best practices in the field of maritime policy and the coastal economy; calls for maritime policy to be taken duly into account in the budgetary architecture of EU policies and instruments after 2013;
naroča svojemu predsedniku, naj to resolucijo posreduje Svetu in Komisiji ter Evropskemu ekonomsko-socialnemu odboru in Odboru regij.
Instructs its President to forward this resolution to the Council and the Commission, the European Economic and Social Committee and the Committee of the Regions.
Resolucija Evropskega parlamenta z dne 12. julija 2007 o izvajanju prvega železniškega paketa ( 2006/2213(INI) )
European Parliament resolution of 12 July 2007 on the implementation of the first railway package ( 2006/2213(INI) )
ob upoštevanju poročila Komisije Evropskemu parlamentu, Svetu, Evropskemu ekonomsko-socialnemu odboru in Odboru regij o izvajanju prvega železniškega paketa ( KOM(2006)0189 ) in spremljajočega delovnega dokumenta služb Komisije ( SEK(2006)0530 ),
having regard to the report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of the first railway package ( COM(2006)0189 ) and the accompanying Commission staff working paper ( SEC(2006)0530 ),
ob upoštevanju svoje resolucije z dne 15. junija 2006 o uvedbi evropskega sistema železniške signalizacije ERTMS/ETCS UL C 300 E, 9.12.2006, str.
having regard to its resolution of 15 June 2006 on the deployment of the European rail signalling system ERTMS/ETCS OJ C 300 E, 9.12.2006, p.
ob upoštevanju poročila Odbora za promet in turizem ( A6-0219/2007 ),
having regard to the report of the Committee on Transport and Tourism ( A6-0219/2007 ),
ker naj bi prvi železniški paket kot prvi korak k vzpostavitvi evropskega integriranega železniškega prostora oživil ta sektor in pospešil prehod prevoza blaga s cestnega na železniški promet,
whereas the first railway package is intended to revive the rail industry, by acting as a first step towards the creation of an integrated European railway area, and to expedite progress in the modal shift of freight traffic from road to rail,
ker je Parlament v prvi obravnavi tretjega železniškega paketa zahteval od Komisije, da predloži poročila o učinkih prvega in drugega železniškega paketa,
whereas Parliament, at first reading on the third railway package, requested the Commission to submit reports on the impact of the first and second railway packages,
ker je v EU prometni sektor odgovoren za 15 do 30 % vseh emisij CO2, zaradi česar je treba pospešiti prehod prometa s cest na železnico in celinske plovne poti, ki podnebju ni tako nevaren,
whereas the transport sector is responsible for between 15 and 30 % of all the EU's CO2 emissions, and whereas, accordingly, there is a need to boost the shift of traffic from road transport to the railways and inland waterways, which have a less negative impact on the climate,
ker so ukrepi za prehod na druge vrste prevoza in optimizacijo intermodalnih verig do sedaj potekali nezadovoljivo in ker prvi železniški paket še ni prinesel želenih rezultatov,
whereas moves towards a modal shift, and to optimising intermodal chains, have as yet proved unsatisfactory, and whereas the first railway package has not yet delivered the desired results,
ker temeljni pogoji za konkurenčnost in sodelovanje med železniškim, cestnim, zračnim in morskim prometom nujno vplivajo na delovanje vsakega načina prevoza in ker mora biti vprašanje poštene konkurence med temi načini prevoza izhodišče vsake razprave o njihovi učinkovitosti in konkurenčnosti,
whereas the underlying conditions for competition and cooperation between rail, road, air and maritime transport are inevitably bound to have an impact on the performance of each mode of transport, and whereas any debate on the efficiency and competitiveness within each mode must begin with the issue of fair competition between them,
ker je okolju škodljivi cestni promet v prednosti, saj se po vsej EU cestnina z določeno najvišjo ceno pobira le na prostovoljni osnovi, večinoma samo na avtocestah in samo za tovorna vozila, brez internalizacije zunanjih stroškov,
whereas environmentally harmful road transport is given preferential treatment because an EU-wide system of tolls, with their fixed maximum limit, is levied on a voluntary basis, mostly only on motorways and only for lorries, with no internalisation of external costs,
ker cestnine dosegajo upoštevanja vredne uspehe pri prehodu prometa s ceste na železnico – na primer v Švici – in so za prometno politiko EU zelo zanimive, zlasti zato, ker so izdatki potrošnika zaradi učinkovitejšega cestnega tovornega prometa zrasli samo za 0,5 %,
whereas tolls have shown remarkable success in generating a shift of traffic from road to rail – for example in Switzerland - and are an example of the greatest interest for EU transport policy, particularly since the improved efficiency of freight transport by road has increased costs for the consumer by only 0,5%,
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,
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 towards the railways will form part of the EU's future transport policy,
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,
whereas experience has shown that 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 those areas in which it has been introduced and smaller rail undertakings have often successfully filled niches which larger firms regarded as unprofitable,
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,
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 opportunity and risk for the rail sector; whereas EU enlargement and the EU Neighbourhood Policy are presenting new challenges for the EU as regards shaping an appropriately differentiated rail policy,
ker v nekaterih novih državah članicah, zlasti v baltskih državah, polovico skupne realizacije predstavlja tovorni promet v tretje države in iz njih; ker liberalizacijo železniškega sektorja ovirajo različni pravni okviri sosednjih držav EU ter pomanjkanje aktivnega dialoga med EU in temi državami; ker imajo posledično tradicionalne železniške družbe prevladujoč položaj na trgu, kar gre na škodo sodelovanju z izvajalci železniških storitev, ki niso iz EU,
whereas, in some new Member States, notably the Baltic States, freight traffic to and from third countries constitutes almost half of total turnover; whereas the liberalisation of the rail sector is hindered by the different legal frameworks found in the EU's neighbouring countries and a lack of active dialogue between the EU and those states; whereas traditional rail companies, as a result, have a dominant market position when cooperating with non-EU rail operators,
ker je železniški tovorni promet od odprtja omrežij npr. v Združenem kraljestvu narasel za 60 %, na Nizozemskem za 42,5 %, na Poljskem za več kot 30 % in v Nemčiji za več kot 25 %, 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,
whereas the opening up of the networks is one of the factors that has led to an increase of 60% in rail freight traffic in the UK, of 42,5 % in the Netherlands, of more than 30% in Poland and of 25% in Germany, while in France, where the national railways for the moment practically face no 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,
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,
whereas this is particularly connected with the fact that on the rail network in Germany, where the scheduled date for the opening up of the market to competition has been anticipated, there are 274 licensed freight operators; and whereas there are60 operators in Poland, while there are only five in France, where the dates for the opening up of the market were strictly applied, not to mention countries such as Finland and Slovenia, where the state monopoly still faces no competition at all,
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,
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 the levying of 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,
ker dosedanje izkušnje in današnje stanje moči konkurence kažejo, da železniški sistem deluje, tudi če sta omrežje in izvajanje storitev ločena na reguliran način,
whereas past experience and the current intensity of competition show that the rail system works even if the network and operations are separated in a regulated manner,
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,
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,
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; ker 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.
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 in Member States which have opened up their markets to the greatest extent there has been no worsening in the level of safety; whereas it has become too difficult to obtain safety certificates in practice as a result of implementation problems, a lack of transparency and organisational and administrative restrictions,
Pogoji za intermodalno konkurenco
Conditions for intermodal competition
opozarja, da je – v luči rastočih prometnih obremenitev, višjih emisij, omejenih energetskih virov ter tisočih žrtev prometnih nesreč – ponovna oživitev železniškega prometa eden osrednjih ciljev prometne politike EU, ter poziva Komisijo, da to dejstvo upošteva pri izvajanju prvega železniškega paketa;
Recalls that – given growing traffic volumes, rising emissions and limited energy resources, as well as thousands of road accident victims – reviving rail transport is a key objective of EU transport policy, and calls on the Commission to take account of this fact when implementing the first rail package;
meni, da je Direktiva "Evrovinjeta 2" prvi korak k pravični konkurenci med načini prevoza: pravična konkurenca ni mogoča, če je po vsej EU za vse železniške proge in za vse vlake obvezna uporabnina, medtem ko se cestnina, ki ima določeno najvišjo dovoljeno ceno, v EU pobira le na prostovoljni osnovi, brez internalizacije zunanjih stroškov, večinoma samo na avtocestah in samo za tovorna vozila; zato poziva Komisijo, da do leta 2008 predloži predlog direktive (prim. člen 1(9) Direktive 2006/38/ES
Considers that the "Eurovignette 2" Directive is an initial step towards fair intermodal competition: fair competition is not possible when the levying of charges is mandatory throughout the EU for all trains on all rail routes, while road tolls in the EU have an upper limit, are charged only on a voluntary basis without an internalisation of external costs, mostly only on motorways and only for lorries; calls, therefore, on the Commission to submit a proposal for a directive by 2008 (cf.
), 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;
) 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;
poziva Komisijo, da načela protokolov o prometu iz 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;
ugotavlja, da je konkurenca med železniškim in zračnim prometom izkrivljena; meni, da bi morala biti oprostitev davka na kerozin in davka na dodano vrednost pri mednarodnih letalskih vozovnicah nujno uvrščena na dnevni red na mednarodni in evropski ravni;
Notes that competition between rail and air transport is distorted; considers that an exemption from kerosene tax and from VAT on international air tickets should be placed on the agenda as a matter of urgency, both at international and EU levels;
meni, da je cilj evropske prometne politike nezdružljiv z dejstvom, da države članice zaračunavajo visoke cene prog v železniškem tovornem omrežju, hkrati pa ne zaračunavajo cestnin za tovorna vozila na cestah;
Considers it incompatible with the objective of European transport policy that Member States charge high route prices on the rail freight network, while, at the same, charging no tolls for lorries on the roads;
poudarja, da je pomanjkanje omrežne interoperabilnosti še vedno glavna ovira pri oblikovanju integriranega evropskega železniškega prostora, in odobrava odločitev Komisije, da v zvezi s tem predloži novo pobudo; meni, da bi morala liberalizacija potekati vzporedno z napredovanjem interoperabilnosti in obžaluje, da sta se procesa odvijala z različno hitrostjo; opozarja, da bo odprtje omrežij za konkurenco obrodilo sadove le, če bo vzpostavljeno pravo integrirano vseevropsko omrežje; poziva, da je treba to vprašanje v prihodnosti obravnavati prednostno;
Emphasises that the lack of network interoperability is still the main obstacle to the creation of an integrated European railway area, and welcomes the Commission's decision to put forward a new initiative on this issue; considers that liberalisation should have gone hand-in-hand with the progress made on interoperability and regrets that the two processes have proceeded at very different speeds; points out that opening up the networks to competition will bear fruit only if there is a real integrated trans-European network; calls for this question to be treated as a priority in future;
poziva Komisijo, naj posodobi in razvije intermodalno infrastrukturo, zlasti vozlišča s pristaniško infrastrukturo;
Calls on the Commission to modernise and develop intermodal infrastructures, particularly junctions with port infrastructures;
Pogoji za intramodalno konkurenco
Conditions for intramodal competition
poudarja, da je treba še bolj izboljšati interoperabilnost železniškega prometa za večjo konkurenčnost železnice; s tem v zvezi poziva, da se evropski sistem za vodenje železniškega prometa (ERTMS) hitro in brez vrzeli namesti na šestih koridorjih, o čemer se je EU preko koordinatorja Karla Vincka dogovorila s prevozniki v železniškem prometu in državami članicami (A: Rotterdam–Genova, B: Neapelj–Berlin–Stockholm, C: Antwerpen–Basel/Lyon, D: Sevilja–Lyon–Turin–Trst–Ljubljana, E: Dresden–Praga–Brno–Dunaj–Budimpešta, F: Duisburg–Berlin–Varšava);
Stresses that the interoperability of rail traffic must be further improved so as to enhance the competitiveness of the railways; calls in this connection for ERTMS to be installed rapidly and without gaps in the six corridors on which the EU, through its coordinator Karel Vinck, has reached agreement with the railway undertakings and the Member States (A: Rotterdam-Genoa; B: Naples-Berlin-Stockholm; C: Antwerp-Basle/Lyon; D: Seville-Lyon-Turin-Trieste-Ljubljana; E: Dresden-Prague-Brno-Vienna-Budapest; F: Duisburg-Berlin-Warsaw);