natgillin/translations-raw huggingface dataset:
Poleg tega je začuden, da v času gospodarske in finančne krize ni več naložbenih pobud za pospešitev gradnje TEN-T, saj gre za trajnosten projekt, ki bi spodbudil zaposlovanje in zagnal gospodarstvo.
I am also surprised that, in these times of economic crisis, there are not more initiatives for investment to accelerate the development of TEN-Ts, as they constitute sustainable infrastructure which creates jobs and stimulates the economy.
Skladni in konkretni cilji do leta 2020
Coherent and specific goals for 2020
Cilj bele knjige iz leta 2011 bi moral biti določitev skladnih in učinkovitih ciljev, pri čemer se ne smejo ponoviti napake iz preteklosti.
The aim of this 2011 White Paper should be to determine coherent and efficient goals, whilst learning from the mistakes of the past.
Izkazalo se je namreč, da so se sicer izboljšali delovni pogoji v prometnem sektorju in se je pospešeno odpiral trg, na primer v cestnem prometu, vendar so številni cilji iz bele knjige iz leta 2001 ostali neuresničeni.
The past has shown that, whilst the transport sector has partly created better working conditions and the market has continued to be liberalised in the road transport sector, for example, many of the goals laid down in the 2001 White Paper have not been reached.
Ali je to posledica nepripravljenosti držav članic za določitev ambicioznih ciljev, izvajanja in nadzora ali povsem drugih vzrokov, niti ni pomembno.
Whether this is due to the Member States’ lack of willingness to define ambitious goals, to implementation, to checks or to entirely different factors, is open to debate.
Pomembno je, da se takšno stanje odpravi.
What is important is that we should avoid such a situation in future.
To bi lahko dosegli tako, da bi namesto samovoljnega določanja novih ciljev najprej pregledali stare in se odločili, ali jih obdržimo ali po potrebi opredelimo na novo.
Firstly, we should do this by not setting new, arbitrary goals, but by reviewing the old goals and either keeping them, abandoning them or redefining them.
Med drugim je treba obdržati dva od teh ciljev, tj. znižanje števila mrtvih in hudih poškodb v cestnem prometu za 50 % ter internalizacija zunanjih stroškov pri vseh vrstah prometa.
Two of the goals which should be retained are the 50% reduction in the number of deaths and severe injuries on the road and the internalisation of the external costs of all forms of transport.
Poleg tega je treba te cilje redno pregledovati, ne le ob vmesnih pregledih.
Furthermore, these goals should now be reviewed regularly, and not merely as part of the mid-term review.
Poleg tega je treba določiti rok za izpolnitev teh ciljev, da bo mogoče preučiti napredek.
Furthermore, it is also important to determine the date by which these goals should be reached, allowing progress to be assessed.
Poročevalec sicer podpira te dolgoročne cilje, vendar poudarja, da ni mogoče predvideti, kakšen bo v tem času razvoj inovacij in tehnologije ter gospodarskega stanja držav, pa tudi s katerimi novimi izzivi se bo treba do leta 2050 soočiti v okviru evropske prometne politike.
I approve these long-term goals, but would stress that it cannot be foreseen how fast innovation, technology and the economic situation of Member States will develop until then, and which new challenges European transport policy will have to face by 2050.
Poročevalec zato predlaga konkretne cilje do leta 2020, ki so skladni z drugimi političnimi področji in se nanašajo na vse prevoznike, ter zahteva vsakoletni pregled ciljev.
This is why I would propose specific goals for 2020 for all carriers which concord with other areas of policy, and call for goals to be reviewed annually.
Standardi EU za enotni evropski prometni prostor
EU standards for a Single European Transport Area
Varnost je med najpomembnejšimi temelji evropske prometne politike, spoštovanje varnostnih zahtev pa je pomemben pogoj za uresničitev enotnega evropskega prometnega prostora.
Safety is one of the most important pillars of European transport policy, and compliance with safety rules is an important pre-condition for the creation of a single European transport area.
V cestnem prometu je treba spodbujati „vizijo nič“ kot dolgoročni cilj in vztrajati pri znižanju števila mrtvih in hudih poškodb v cestnem prometu za 50 % do leta 2020.
For road traffic, the ‘zero vision’ is a long-term goal, and the goal of a 50% reduction by 2020 in the number of deaths and severe injuries on the roads should be maintained.
Zato bi morala Komisija podpreti ukrepe, navedene v evropskem poročilu o varnosti v cestnem prometu za obdobje 2011–2020, in jih vključiti v svoje predloge.
The measures laid down in the Report on European road safety 2011-2020 should be taken up by the Commission and included in its proposals.
Poleg tega bi bilo treba določiti jasne standarde financiranja varnostnih zahtev.
Furthermore, clear standards should be laid down on funding for safety requirements.
Varne verige za prevoz oseb in blaga so nepogrešljive.
Safe passenger and goods transport chains are indispensible.
Zato je treba stremeti k načelu enkratnega varnostnega pregleda (one-stop-security), ki omogoča, da gredo potniki in blago tudi v mednarodnem prometu samo enkrat skozi varnostni pregled.
The goal here is ‘one-stop security’, which allows for a single safety check for passengers and goods, even on international journeys.
Pri tem poročevalec poudarja, da so zanesljive informacije izjemnega pomena.
I would stress that fair information is of great importance in this context.
Zlasti pri tehničnih zahtevah za varnostne ukrepe mora Komisija tesno sodelovati s Parlamentom ter zagotoviti točnost informacij in uskladitev izvedljivosti ukrepov z državami članicami, da bodo zahtevani ukrepi uresničljivi in pravočasno izvedeni.
Particularly with regard to the technical requirements for safety measures, the Commission should work closely together with Parliament and ensure that information is correct and that the feasibility of these measures is coordinated with Member States so that realistic standards can be set and implemented on time.
b) Energetika in okolje
b) Energy and the environment
Sedanji izzivi evropske prometne politike so povezani med drugim z okoljsko in energetsko problematiko.
The current challenges of European transport policy also concern environmental and energy problems.
Postaviti bi bilo treba evropske standarde, ki bi spodbudili enotni evropski prometni prostor.
European standards which are laid down should promote a single European transport area.
Dekarbonizacija prometa je slej ko prej pomemben politični cilj.
The de-carbonisation of transport continues to be an important political goal.
Zato je treba določiti jasne standarde za vse prevoznike in ustvariti ustrezne spodbude, da bi pri vseh vrstah prometa zagotovili usmeritev k trajnosti.
Clear standards should be set for all carriers, and relevant incentives should be created to ensure that all forms of transport increase their sustainability.
Ocena trajnosti vrst prometa bi morala temeljiti na objektivnih merilih, ki bi zajela ne le uporabo posamezne vrste prometa, temveč tudi njegov celoten „odtis“ vse od proizvodnje in potrebne infrastrukture do odstranjevanja.
The assessment of the sustainability of forms of transport should be based on objective criteria which include not only their use, but also their entire 'footprint', from creation and required infrastructure to disposal.
Internalizacija zunanjih stroškov bi lahko pomembno prispevala k zagotavljanju trajnostnih vrst prometa z zmanjševanjem izpustov plinov v prometu in odpravljanjem ozkih grl, vendar le če se bo internalizacija zunanjih stroškov uveljavila v vseh vrstah prometa in če bodo prihodki porabljeni za naložbe v trajnostno mobilnost, prevoz in infrastrukturo.
The internalisation of external costs could make a major contribution to the sustainability of carriers by reducing exhaust gases and bottlenecks, but only if the internalisation of external costs applies to all carriers and revenue is re-invested in the sustainability of mobility, transport and infrastructure.
Pravila o evrovinjeti, ki vključujejo obvezno reinvestiranje 15 % prihodkov, ter pravila o evropskem sistemu za trgovanje z emisijami v letalskem prometu so korak v pravo smer.
The provisions on the Eurovignette, including the requirement that 15% of revenue must be re-invested, and the provisions on the European Emissions Trading System (ETS) for air transport were steps in the right direction.
Niso pa dovolj ambiciozna, zlasti ker direktiva o cestnih pristojbinah niti ni zavezujoča.
However, they are not ambitious enough, particularly since the Eurovignette Directive is not even mandatory.
Zaradi odvisnosti prometa od nafte bi morali imeti alternativni in obnovljivi viri energije vse večji pomen.
Given that transport is dependent on oil, alternative and renewable energies should gain ever greater importance.
Pri tem je treba najprej vztrajati pri tehnološki nevtralnosti Evropskega parlamenta ter upoštevati, da ima vsaka alternativna oblika energije svoje lastnosti in torej tudi določene prednosti in slabosti.
However, it should be noted that the European Parliament should be technology-neutral, as each source of alternative energy has specific characteristics and bears certain advantages and disadvantages.
Kaj se bo uporabljalo oz. lahko uporabljalo, naj bodo to električna vozila ali vozila na vodikov pogon, biogoriva ali sintetična goriva, utekočinjeni plin ali bioplin, je nenazadnje odvisno od vrst prometa in samih držav članic.
Whether electric or hydrogen-powered vehicles, biofuels, synthetic fuels, LPG or biogas are used or can be used depends on the form of transport and Member States themselves.
Zato je po mnenju poročevalca mešanica virov energije edina pot do uresničljivih in trajnostnih rešitev.
In my opinion, only a mix of energy sources can provide realistic and sustainable solutions.
Vendar bi morali vsi prevozniki več pozornosti posvetiti že znanim rešitvam za varčevanje z energijo, kot so način vožnje, podprt z ustreznim izobraževanjem in usposabljanjem, hitra vzpostavitev funkcionalnih blokov zračnega prostora ter možnosti vzletanja in pristajanja ali načrti mobilnosti, ki med drugim dajejo večji poudarek avtobusom in tramvajem.
However, all carriers should pay greater attention to energy saving solutions which are available today, such as driving style, supported by relevant initial and further training, the speedy creation of functional air space blocks, landing and take-off options and mobility plans which give greater space to buses, trams, etc.
Z varčevanjem z energijo je mogoče že danes veliko doseči.
Energy saving can provide significant results even today.
Pri preučevanju alternativnih virov energije tudi ne smemo pozabiti na gradnjo ustrezne infrastrukture.
When considering alternative energy sources, we should not forget the issue of creating the necessary infrastructure.
V zvezi s tem je najpomembnejša skladnost med standardi z različnih političnih področij.
Coherence between the standards laid down under different areas of policy is particularly important.
Da bi dosegli uskladitev, bi se torej morali standardi v zvezi z energijo in varovanjem okolja ozirati na smernice evropske prometne politike in obratno.
In order to achieve harmonisation, standards on energy and environmental protection should follow the guidelines of European transport policy, and vice versa.
c) Delovni in socialni pogoji
c) Employment and social conditions
Tudi uskladitev delovnih in socialnih pogojev, ki veljajo za zaposlene v prometnem sektorju, je pomemben pogoj za uresničitev dobro delujočega evropskega notranjega prometnega trga.
The harmonisation of working and social conditions for employees in the transport sector is an important condition ensuring the proper functioning of the European internal transport market.
Uskladitev izobraževanja in usposabljanja, dostopa do zaposlitve in delovnih pogojev pri vseh prevoznikih bo dolgoročno vodilo v izenačevanje plač, s tem pa tudi k zajezitvi socialnega dampinga in izkrivljanja konkurence.
The harmonisation of initial and further training, job access and working conditions for all carriers will, in the long term, lead to a harmonisation of salaries and prevent social dumping and distortions to competition.
Pri tem je odločilnega pomena tudi vzajemno priznavanje izobrazbe in kvalifikacij.
The mutual recognition of initial and further training plays a decisive role in this respect.
V pomorskem prometu je treba pozornost posvetiti tudi mednarodnemu usklajevanju.
For sea transport, regard should be had to international coordination.
Predlogi Komisije v zvezi z liberalizacijo pristaniških storitev ali storitev zemeljske oskrbe oziroma vsakršnim drugim odpiranjem trga bi morali hkrati spodbujati usklajevanje predpisov na področju dela in sociale ter v ospredje postaviti kakovost storitev.
Commission proposals on issues such as the liberalisation of port services and ground handling services, and any other market liberalisation, should also promote the harmonisation of employment and social rules, and focus on service quality.
Kar zadeva cestni prevoz, bi bilo treba znova pregledati predpise o času vožnje in počitka, da bi omogočili strog nadzor, ki pa bi upošteval konkretne okoliščine.
With regard to road transport, the rules on driving and rest times should again be reviewed, and strict controls which take specific circumstances into account should be made possible.
Počivališča za tovornjake bi morala biti varnejša in številnejša po vsej Evropi, da bo poklicnim voznikom tovornjakov sploh omogočeno spoštovanje predpisov o počitku.
Parking spaces for heavy goods vehicles should be made safer, and their number should be increased Europe-wide in order to allow professional heavy goods vehicle drivers to comply with the rules on rest times.
Večje usklajevanje je potrebno tudi pri izvajanju direktive v državah članicah, številu kontrolnih pregledov in izvrševanju.
There should be greater harmonisation of the implementation of the directive in the Member States, the number of checks, and enforcement.
Pri vseh vrstah prometa mora veljati, da je kakovostna izobrazba podlaga za zagotovitev varnosti v prometu, tako za zaposlene kot za potnike.
For all forms of transport, quality of training should be seen as the basis for ensuring safety both for employees and transport users.
d) Upravna poenostavitev
d) Administrative simplification
Prevozniki se zlasti na mejah držav članic soočajo z ovirami, ki bi jih bilo večinoma enostavno odpraviti.
On Member State borders in particular, carriers come across obstacles which could in many cases be removed simply.
Ti „mejni učinki“ so zlasti pogosti na območjih ob meji.
These ‘frontier effects’ are particularly common in border areas.
Pogosto se posamezne težave rešujejo z dvostranskimi sporazumi med državami, vendar so tudi v takšnih primerih potrebna evropska pravila.
There are often bilateral agreements between states to solve specific problems, but European rules are needed in such cases also.
V EU obstaja, na primer, 6.000 različnih predpisov o registraciji tirnih vozil, postopek za pridobitev dovoljenja za ta vozila pa lahko traja več let.
For example, there are 6 000 different rules in the EU on the registration of railway vehicles, and the approval of such vehicles can take years.
Ti predpisi, ki so nastali delno iz protekcionističnih razlogov, ovirajo evropska železniška podjetja pri nudenju storitev v drugi državi.
These rules, whose rationale is often protectionism, prevent European railway undertakings from offering their services in other countries, and should therefore be reduced.
Sedanji položaj je nevzdržen.
The situation is untenable.
Poročevalec zato predlaga uskladitev predpisov o registraciji tirnih vozil in skrajšanje postopka registracije na dva meseca.
I therefore suggest that the rules on railway vehicle registration should be harmonised, and that the length of the registration procedure should be brought down to two months.
Da bi dejansko premostili mejne učinke, je treba Evropski železniški agenciji tudi podeliti ustrezne pristojnosti.
In order to effectively combat frontier effects, the European Railway Agency also needs the requisite competences.
Poleg tega bi bilo treba po vsej Evropi poenotiti kontrolne naprave.
Control devices also need to be standardised across the EU.
Nesprejemljivo je, da mejni policist ne sme uporabljati kontrolnih naprav iz sosednje države, ker niso bili kalibrirani v njegovi državi.
It is not right that police cannot use control devices on the border with a neighbouring country as they have not been calibrated in that country.
Zato je treba narediti inventuro, Komisija pa mora podati predlog za poenotenje.
An inventory is therefore necessary in this field, followed by a Commission proposal on standardisation.
Z uskladitvijo prevoznih dokumentov bi povečali učinkovitost vseh vrst prometa.
The harmonisation of transport documents would make all forms of transport more efficient.
Zlasti projekt „e-tovor“ bi občutno prispeval k odpravljanju upravnih ovir in pospešil promet.
E-freight in particular would considerably reduce administrative obstacles and accelerate transport.
e) Globalni dejavnik
e) Global factor
EU bi morala najprej uveljavitvi predpise na področju varnosti, varstva okolja, energije in tehnologije na svetovni ravni.
As a precursor, the EU should enforce the rules on safety, environmental protection, energy and technology at global level.
Vendar je to mogoče le, če 27 držav članic doseže dogovor o usklajevanju in določanju standardov, ki ga nato uspešno uveljavijo.
However, that will only be possible if an agreement on harmonisation and standardisation across the 27 Member States is reached and then successfully implemented.
Evropa se lahko za svoja pravila zavzema le, če je enotna.
Only if Europe speaks with a single voice can it defend its rules.
Naslednji primeri ponazarjajo, da je to danes še vedno težko dosegljivo.
This is a problem even today, as shown by the following examples.
Na eni strani je zaznati veliko nasprotovanje mednarodne skupnosti sistemu trgovanja z emisijami, ki naj bi bil uveden leta 2012.
ETS, which is due to be introduced in 2012, shows how strong international opposition is.
Na drugi strani pa počasen napredek evropskega sistema za upravljanje železniškega prometa (ERTMS) kaže obotavljivost držav članic.
The slow progress of ERMTS use also shows how hesitant Member States are.
Nazadnje je treba omeniti sporazum o letalskem prometu z ZDA, ki nezadostno ureja približevanje predpisov, vzajemno priznavanje in tehnično podporo, in je dober primer izzivov, ki jih bo morala EU premagovati na mednarodni ravni.
Finally, the aviation agreement with the USA, which contains insufficient provisions on the harmonisation of rules, mutual recognition and technical support, is a good example of the challenges which the EU must overcome at international level.
Učinkovita somodalnost kot vodilo prihodnje evropske prometne politike
Efficient co-modality as the guiding idea for future European transport policy
Evropski prometni prostor se bo moral soočiti z resnimi težavami glede zmogljivosti tovornega in potniškega prometa.
The European transport area will have to face severe capacity problems for goods and passenger transport.
V obdobju med letoma 2005 in 2030 naj bi se tovorni promet povečal za približno 40 %, potniški pa za približno 34 %, kar jasno kaže na nujnost evropskih rešitev.
Between 2005 and 2030, it is projected that goods transport will rise by some 40% and passenger transport by some 34%.
Koncept učinkovite somodalnosti bi lahko bil ena od rešitev.
This shows how urgently we need European solutions.
Ta koncept v enaki meri upošteva gospodarske, okoljske, socialne in varnostne vidike ter ocenjuje učinkovitost, pri čemer upošteva različen izhodiščni položaj posameznih vrst prometa, geografske okoliščine ter razvoj prometa in mobilnosti v vsaki regiji.
This pays equal attention to economic, environmental, social, and safety aspects and assesses efficiency, taking into account the different initial situation of forms of transport, geographic conditions and transport and mobility developments in each region.
To bi moralo postati vodilo prihodnje prometne politike, namesto da vztrajamo pri 300-kilometrskem pragu, ki ga Komisija predlaga za celoten evropski prometni prostor.
This should be made the guiding idea of future transport policy, instead of keeping to the 300 km threshold for the entire European transport area, as proposed by the Commission.
Komisija predvideva, da bi moralo do leta 2030 30 % cestnega tovornega prometa nad 300 km preiti na druge vrste prometa, kot je železniški ali vodni promet.
The Commission plans that 30% of road freight over distances greater than 300 km should shift to other carriers such as rail transport or shipping by 2030.
Tega predloga ne bi smeli obdržati, bi pa lahko prag v kilometrih služil kot smernica, če bi države članice in regije določile ta prag glede na svoje sedanje in prihodnje možnosti.
This should not be retained, but a certain distance threshold could be used as a guideline, provided that the Member States and regions determine this threshold in line with their current and future capacity.
Somodalnost bi lahko izboljšali tudi s prilagoditvijo nakladalnih enot, tako da ne bi prihajalo do prostorninskih izgub pri prehodu iz ene vrste prometa v drugo.
Co-modality is also improved if loading units are adapted and no volume is lost when reloading from one form of transport to another.
Za to je potrebna uskladitev nakladalnih enot in ustrezna prilagoditev dimenzij vozil.
This requires a harmonisation of loading units and a corresponding change to the dimensions of vehicles.
Vseevropska prometna omrežja (TEN-T) in financiranje
TEN-Ts and funding
Vseevropska prometna omrežja so zelo pomembna za evropsko prometno politiko, zato je treba okrepiti njihovo učinkovitost in izvedljivost.
TEN-Ts are of great importance to European transport policy, and their efficiency and feasibility should therefore be increased.
To je mogoče doseči z omejevanjem števila projektov in izdatnejšim financiranjem.
This can be done by limiting the number of projects and providing increased funding.
Pregledno osrednje omrežje z zajamčenim financiranjem, ki se ocenjuje po merilih trajnostnega razvoja tako na evropski kot regionalni ravni, bo pospešil razvoj zlasti tistih območij, ki napredujejo počasi (predvsem v mejnih regijah).
A modest core network with guaranteed funding, to be assessed in line with sustainable development criteria at European and regional level, will promote progress especially in those areas where it is currently slow (particularly in border areas).
Poročevalec meni, da bi bilo treba projekte, ki so določeni kot prednostni, obdržati le, če bodo države članice sprejemale zavezujoče odločitve, ki bodo jasno spodbujale izvedbo teh projektov.
After priority projects have been defined, I think that their priority status should only be maintained if Member States issue binding decisions which significantly promote the completion of the projects.
Le tako je mogoče doseči čim hitrejšo izgradnjo osrednjega omrežja namesto vztrajanja pri projektih, ki imajo malo možnosti za dokončanje.
This is the only way of ensuring that the core network is completed as fast as possible and of preventing the continuing existence of projects which have little chance of being completed.
Projekti pogosto ne napredujejo, ker ni financiranja.
Frequently, no progress is made on projects because there is no funding.
Poročevalec zato poziva države članice, naj do leta 2015 predložijo koncept financiranja za odpravo 25 najbolj znanih ozkih grl.
I would therefore call for Member States to submit a funding concept by 2015 to eliminate 25 known bottlenecks.
Opredelitev prednostnih projektov bi bilo hkrati treba obravnavati v tesni povezavi s pogoji za uporabo sredstev iz regionalnih strukturnih skladov, države članice pa bi morale biti obvezane, da zagotovijo financiranje teh projektov tudi preko zavezujočih večletnih programov EU.
Furthermore, the definition of priorities should be seen in close connection with the conditions for using regional structural funds, and the Member States should be obliged to guarantee funding for these projects beyond the end of the EU's multi-annual programmes.