natgillin/translations-raw huggingface dataset:
The importance of the Danube is based not only on the fact that this is a principal European inland waterway route, but also on the role of its inland ports, which extends beyond shipping.
Ministri za promet desetih evropskih držav so 6. septembra 2001 v Rotterdamu podpisali pismo o nameri za razvoj Koridorja VII. Ta poudarja potrebo po krepitvi povezav Donave s transevropskimi transportnimi omrežji (RTE-T) in Črnim morjem.
In addition to the seaport of Constanza, lying at the mouth of the Danube–Black Sea canal, there are 44 inland ports lying on the banks of the Danube.
V dokumentu so predstavljeni cela vrsta ukrepov za doseganje tega cilja.
The linking of this major water axis with other rail/road corridors is of crucial importance in ensuring the intermodal interconnectivity of the total network, especially as most of the Danube ports have rail and road links that make them attractive for combined transport.
Predsedniki koridorjev so na številnih srečanjih v Bruslju poudarili potrebo po tesnejšem sodelovanju. Od tod odločitev Koridorjev IV, VII in X za projekt „Jugozahodni koridorji”.
The memorandum of understanding (MoU) on the development of Corridor VII, signed by the transport ministers of 10 European countries in Rotterdam on 6 September 2001, highlights the need to strengthen the connections between the Danube, the transEuropean transport network (TEN-T) and the Black Sea. The document sets out a series of actions required to achieve this goal.
Pomembnost Donave ni le dejstvo, da gre za eno najpomembnejših evropskih rečnih poti, ampak tudi vloga njenih pristanišč, ki niso omejena le na prometne dejavnosti.
At the same time, the meetings of the corridor chairs in Brussels clearly highlighted the need for greater cooperation.
Poleg pomorskega pristanišča v Constanzi, v delti kanala Donava-Črno morje, obstaja še 44 rečnih pristanišč.
Hence the decision by Corridors IV, VII and X to launch the ‘Corridors south-east’ cooperation project.
Povezava te velike rečne osi z drugimi železniško-cestnimi koridorji je velikega pomena za zagotavljanje medsebojne povezanosti in intermodalnosti celote omrežja, še zlasti, ker večina pristanišč na Donavi razpolaga z železniškimi in cestnimi povezavami in s tem so privlačna za kombinirani prevoz.
Combined transport techniques have progressed greatly in recent years and today the Danube is well placed to become an effective link in the various logistics routes that stretch from the Black Sea to central Europe and on to the Atlantic — by way of the Rhine–Main–Danube axis — and vice versa.
Ta je danes izredno napredoval in rečna pot po Donavi lahko postane središče različnih logističnih verig, ki segajo od Črnega morja do središča Evrope in Atlantika, preko osi Ren - Maina - Donava in nazaj.
The improvement of the Danube as a major European transport artery was also a central theme of the ‘Danube cooperation process (DCP)’ that was launched with a ministerial meeting in Vienna on 27 May 2002 and continued on 14 July 2004 in Bucharest.
Sanacija Donave, kot pomembne prometne osi v Evropi, je bila osrednja tema tudi Donavskega procesa sodelovanja („Danube Co-operation Process”), ki so ga zagnali ministri na srečanju na Dunaju 27. maja 2002, in ki se je 14. julija 2004 nadaljeval v Bukarešti.
It was agreed that the Danube, as a cost-efficient and ecologically sustainable transport corridor, should be used to its full capacity for the best possible development of the Danube basin countries.
Dogovorili so se, da bi morala Donava, kot ekonomska in ekološka prometna pot razviti ves svoj potencial, da bi zagotovili harmoničen razvoj obrečnih dežel.
For that purpose it would be necessary to:
Vendar je potrebno:
However, navigation on the Danube continues to face a number of obstacles and ‘bottlenecks’, which prevent it from developing its full potential and playing the role it deserves.
Plovba po reki pa se spopada z mnogimi ovirami in «ozkimi grli», ki Donavi preprečujejo, da bi razvila ves svoj potencial in odigrala vlogo, ki ji pripada.
The optimisation of transport on the Danube requires a number of measures: deepening and widening works at certain points; modernisation of its ports, shipyards and fleets; rationalisation of operations; harmonisation and simplification of certain institutional and legal matters.
Optimizacija prometa po Donavi zahteva izvajanje določenih ukrepov: poglobitev in razširitev reke na določenih predelih; posodobitev pristanišč, ladjedelnic in plovil; racionalizacija operacij; uskladitev in poenostavitev določenih institucionalnih in uredbenih določb.
But besides the navigational issues, there is another major challenge to be faced: the environmental degradation of the Danube and the Black Sea requires urgent action.
Poleg težav s plovbo, pa je pred nami še en velik izziv. Okoljsko razvrednotenje Donave in Črnega morja zahteva takojšnjo intervencijo.
Despite the national and international initia-
V zadnjih desetletij je bilo kar nekaj nacionalnih in mednarod-
> improve navigability and thus permit uninterrupted passage by implementing the decisions of the Danube Commission concerning the depth of the fairway (with priority awarded to removing the existing ‘bottlenecks’ between Straubing and Vilshofen and between Vienna and the Austria–Slovakia border); > invest in Danube ports with a view to establishing multimodal centres for cargo distribution in accordance with the European Agreement on Inland Waterways of International Importance (AGN agreement), adopted in Geneva in 1996 by the United Nations Economic Commission for Europe (UNECE); > set up a telematic river information service, since such a system would considerably enhance the safety of river users, for industry as well as leisure activities; > fund projects that help integrate inland navigation within the transport chain by means of intermodal nodes; > facilitate customs procedures according to the proposals of the Danube Commission; > harmonise the regulatory systems on the Danube and the Rhine. To find out more: www.argedonau.at
> Izboljšati plovnost z izvajanjem odločitev Komisije za Donavo, ki zadevajo globino struge. S tem bi omogočili promet brez prekinitev (prednostna naloga je odstranitev „zapor” med Straubingom in Vilshofenom in med Dunajem in avstrijsko-slovaško mejo). > Investirati v donavska pristanišča in vzpostaviti multimodalne platforme za distribucijo tovora v skladu z Evropskim sporazumom o velikih plovnih poteh mednarodnega pomena (AGN), ki je bil sprejet v Ženevi leta 1996 v okviru Ekonomske komisije Združenih narodov za Evropo. > Vzpostaviti telematsko rečno informacijsko službo. Tak sistem bi precej povečal varnost uporabnikov reke, tako ladijskih prevoznikov, kot turistov. > Financirati projekte, ki spodbujajo vključevanje notranje plovbe v celotno prometno verigo z intermodalnimi jedri. > Olajšati carinske postopke v skladu s predlogi Donavske komisije. > Uskladiti uredbene okvire za Donavo in Ren. Za več informacij: www.argedonau.at
The Port of Vienna (Austria).
Pristanišče na Dunaju (Avstrija).
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UNITED KINGDOMRural transport on demand
ZDRUŽENO KRALJESTVORuralni prevoz na zahtevo
Total cost: EUR 72 740 000EU contribution: EUR 29 096 000
Celotni stroški: 72 740 000 EURPrispevek EU: 29 096 000 EUR
‘Implemented in the County of Angus, in Scotland, the ‘DARTS’ (demand responsive Angus rural transport scheme) seeks to maximise the use of local public transport by providing integrated, customer-friendly, flexible and sustainable services.
„V grofiji Angus na Škotskem izvajamo projekt DARTS (Demand Responsive Angus Rural Transport Scheme/Program grofije Angus za ruralni prevoz na zahtevo), s katerim želimo optimizirati uporabo lokalnega skupinskega prevoza, in sicer z integriranimi storitvami, ki so strankam prijazne, fleksibilne in trajnostne.
The scheme covers an area of 1 270 km² (58 % of the Angus area) and serves a population of 9 742 inhabitants (8.9 % of the population). It operates on the basis of a central booking office equipped with the latest communication technologies.
Načrt, ki obsega območje velikosti 1 270 km² (58% površine grofije Angus) in 9 742 prebivalcev (8,9% prebivalstva grofije), temelji na centrali za rezervacije, ki uporablja najnovejše komunikacijske tehnologije.
The challenge is to implement ‘bottom up’ transport solutions that are adapted to the specific needs and conditions of rural transport.
Gre za izpopolnjevanje ‚ascendentnih’ transportnih rešitev, prilagojenih specifi č-nim razmeram in potrebam ruralne sredine.
The project will also permit evaluation, at the technical and organisational level, of the transferability of demand-re-sponsive transport solutions to other situations.’
Projekt omogoča tudi ocenjevanje prenosljivosti koncepta prevoza na zahtevo v druga okolja, tako s tehničnega, kot organizacijskega zornega kota.”
‘Lying in the Indian Ocean, Réunion is a most remote region.
„Otok Réunion, ki se nahaja v Indijskem oceanu, spada med najbolj obrobne regije.
Most of its foreign trade is by sea, which alone accounts for 99 % of trade (3.5 million tonnes in 2003).
Njegova zunanja trgovina je povezana s pomorsko potjo, ki zagotavlja 99% vseh izmenjav (3,5 milijona ton v letu 2003).
As the island’s only commercial port, Port Est handles more than 90 % of traffic.
Edino trgovsko pristanišče otoka, Port Est, oskrbuje več kot 90% privezov.
The island’s strong demographic growth is resulting in a major increase in port traffic, which is expected to rise at the rate of between 50 000 and 100 000 tonnes a year until 2015.
Velika demografska rast, ki je značilna za otok, je povzročila povečanje obsega pristaniškega prometa, ki naj bi se do leta 2015 povečal s 50 000 na 100 000 ton na leto.
The port infrastructure must keep pace with this growth and also be able to cater for increasing vessel size.
Pristaniške instalacije bi morale spremljati to rast in se prilagoditi tudi spremembam velikosti ladij.
Expansion works involve expanding the swinging circle, widening the entry channel and laying out a new quay.
Z razširitvenimi deli želimo povečati območje izogibanja, razširiti vhod in zgraditi nov dok.
These investments will allow Port Est to receive vessels of 80 000 tonnes and provide a better service by reducing waiting times.
S pomočjo teh investicij bo Port Est lahko sprejemal 80 000-tonske ladje in s skrajšanjem čakalne dobe izboljšal svojo ponudbo.
In the interests of sustainable development, the extracted materials will be stored and reused, in particular for the maintenance of port infrastructure.’
V skrbi za trajnostni razvoj pa bomo material porušenih zgradb ponovno uporabili, predvsem za vzdrževanje pristaniških infrastruktur.”
Total cost: EUR 52 647EU contribution: EUR 31 102
Skupna cena: 52 647 EURPrispevek EU: 31 102 EUR
Total cost: EUR 770 000 000EU contribution (ERDF): EUR 308 000 000EIB loan: EUR 385 000 000
Celotni stroški: 770 000 000 EURPrispevek EU (ESRR): 308 000 000 EURPosojilo EIB: 385 000 000 EUR
‘Linking Rion and Antirion on the western straits of the Gulf of Corinth, the Harilaos Trikoupis bridge is a motorway viaduct 2.88 km long that provides a fixed link between the Peloponnese and continental Greece.
„Most Harilaos Trikoupis, zgrajen med Rionom in Antirionom na zahodu Korintske ožine, je avtocestni viadukt, dolg 2,88 km, in omogoča stalno povezavo med Peloponezom in kontinentalno Grčijo.
Opened in August 2004, on the eve of the Athens Olympics, the bridge means that motorists no longer need to make a detour of around 40 minutes when crossing the strait.
Z vožnjo čez most, ki je bil slovesno odprt avgusta 2004, na predvečer olimpijskih iger v Atenah, se je mogoče vožnjo skrajšati za 40 minut.
A total of 4.5 million vehicles crossed the bridge during the first year of operation and it is set to play a major role in local and regional development, realising the vision of Harilaos Trikoupis, the 19th-century prime minister of Greece who was the first to dream of such a bridge and after whom it is named.’
Konstrukcija, ki jo je prečkalo 4,5 milijona vozil že v prvem letu, naj bi odigrala eno od glavnih vlog v lokalnem in regionalnem razvoju, in predstavlja uresničitev vizije Harilaosa Trikoupisa, grškega predsednika vlade iz 19. stoletja, ki je že takrat sanjal o mostu, ki sedaj nosi njegovo ime.”
Yannis Freris, Director of Communication, Gefyra SAifreris@gefyra.grwww.gefyra.gr
Yannis Freris, direktor za komunikacije, GEFYRA S.A.
‘In 1999, the need to boost the efficiency of home care for the elderly led to the start of the Kauppakassi (shopping bag) project as part of the Urban I community initiative in the eastern suburbs of Helsinki.
„Potreba po povečanju učinkovitosti storitev za starejše osebe v vzhodnem delu predmestja Helsinkov je leta 1999 pripeljala do projekta ‚Kauppakassi’ (Nakupovalna torba) v okviru programa URBAN.
The social services department and local partners, the ‘Helykoti’ association for services for the elderly, and two shopkeepers worked closely together for two years in developing an innovative shopping model.
Lokalne podružnice socialnih služb, kot je združenje ‚Hely-koti’ (zagotavlja storitve za starejše osebe), in dva trgovca, so dve leti tesno sodelovali pri izpopolnjevanju inovativnega modela preskrbe.
Under this system, the two shopkeepers prepare the orders in the morning before opening the shops, the Helykoti staff then arriving to pick up the produce ordered for home delivery using an electrically powered vehicle.
Trgovci zjutraj, še pred odprtjem trgovin, obdelajo naročila, osebje združenja Hely-koti prevzame naročene izdelke in jih z vozilom na električni pogon dostavi na dom.
An external evaluation confirmed that all the parties have benefited from the system.
Trgovci so dobili precejšnje število novih kupcev. Ti so zadovoljni.
The ‘shopping bag’ reduces home care costs and makes life easier for the ageing female staff.
Premikov je manj in izbrani način prevoza ne povzroča onesnaževanja.
The service has since been extended to other areas.’
Storitev se je že razširila tudi v druge četrti.” ifreris@gefyra.grwww.gefyra.gr
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‘Integrating the high-speed network as a contribution to European planning policy’
„Integracija hitrih železniških povezav, kot prispevek k evropski politiki planiranja”
Gösta Weber, coordinator of the Interreg IIIB ‘HST4i’ project, South East England Development Agency (SEEDA) attention is being paid to the environmental quality of transport hubs, train and bus stations.
Gösta Weber, koordinatorka projekta Interreg IIIB „HST4i”, Razvojna agencija jugozahodne Anglije vozlišč ter cestnim in železniškim postajam na okoljski ravni.
The South East England Development Agency (SEEDA) is coordinating two transnational cooperation projects in the field of integrated transport and high-speed trains (HSTs).
Razvojna agencija jugozahodne Anglije (South East England Development Agency/SEEDA) koordinira dva projekta transnacionalnega sodelovanja na področju integriranih prevozov in vlakov z veliko hitrostjo.
Thirty-two partners from five countries — United Kingdom, France, Belgium, the Netherlands, and Germany — are involved in this project, which is co-financed by the ERDF.
Projekta, ki ju sofinancira ESRR, vključujeta 32 partnerjev iz petih držav: Združeno kraljestvo, Francija, Belgija, Nizozemska in Nemčija.
The ‘HST4i’ (high-speed train integration) project focuses on the implementation of best practice investment associated with the high speed rail network.
Projekt „HST4i”(High Speed Train Integration/Integracija vlakov z veliko hitrostjo) se nanaša na izvedbo demonstrativnih investicij, povezanih z omrežjem hitre železnice.
With 18 partners from the five aforementioned countries and a budget of EUR 29 million, including 14 million from the ERDF, it is the largest Interreg IIIB North-West Europe project approved by the European Commission.
Gre za največji projekt programa Interreg IIIB Severozahodna Evropa, ki ga je odobrila Evropska komisija. V njem sodeluje 18 partnerjev iz petih država, proračun pa znaša 29 milijonov evrov, od tega jih 14 prispeva ESRR.
These two projects are making it possible to investigate and validate investments aimed at optimising the contribution of HST stations to internal cohesion as well as to the external strength and competitiveness of northwestern Europe.
Pri obeh projektih je mogoče preučevati in ovrednotiti investicije, ki želijo optimizirati prispevek postaj hitre železnice k notranji koheziji in k povečanju konkurenčnosti območja v Severozahodni Evropi.
They also promote a sound and complementary transport infrastructure for northwestern Europe to support polycentric spatial development.
Spodbujata vzpostavitev koherentnih in dopolnjujočih se prometnih infrastruktur, ki krepijo policentrični razvoj tega dela kontinenta.
The new stations must serve as major drivers for the regeneration of neglected urban areas while preserving a high quality environment interwoven with the surrounding urban fabric.
Nove železniške postaje morajo biti močan potencial za oživitev razvrednotenih urbanih območij, pri tem pa je potrebno ohraniti kakovostno okolje v harmoniji s četrtjo, v kateri se železniška postaja nahaja.
A key objective is to improve station design and functionality for travellers as well as to fully integrate stations into the local community.
Eden od ključnih ciljev zadeva izboljšanje upravljanja in funkcionalnosti železniških postaj za potnike, pri čemer ne smemo zanemariti integracije infrastruktur v lokalno tkivo.
The station and immediate station vicinity are seen as spatial, social and economic crossroads for urban areas.
Postopek obravnava železniško postajo in njeno okolico kot prostorsko, socialno in ekonomsko križišče urbane sredine.
Closely linked to the HST4i, the ‘HSTconnect’ project aims to improve connections between the secondary regional transport network and the primary transEuropean high-speed train (HST) network.
Projekt „HSTconnect”, ki je tesno povezan s „HST4i”, želi izboljšati povezave med sekundarnimi regionalnimi transportnimi omrežji in osrednjim omrežjem hitre železnice.
The project has 14 international strategic and investment partners and a budget of EUR 19 million, including 8 million from the European Union.
Projekt „HSTconnect” ima 14 mednarodnih partnerjev in proračun v višini 19 milijonov evrov, od tega 8 milijonov iz sredstev Skupnosti.
The two HST projects are funding very diverse investments, ranging from multi-billion euro developments connected to the 2012 Olympic Games to improvements to cross-border links at the Lille Europe HST station.
Investicije, ki jih financirata oba projekta, so zelo različne: od operacij, vrednih več milijard evrov, povezanih z olimpijskimi igrami 2012, do bolj skromnih ukrepov, kot je izboljšanje čezmejne povezave na železniški postaji Lille Europe.
To expand the knowledge base of the partners and inform the wider community, both the HST4i and HST-connect projects include a varied programme of international activities in the form of studies, workshops and best practice visits, one of which — the HST design workshop — was held in Utrecht on 10 November on the subject of HST station design, access planning and layout of the immediate vicinity.
Oba projekta, torej „HST4i” in „HSTconnect” vsebujeta mednarodni program z različnimi aktivnostmi za povečanje znanj partnerjev, pa tudi za dosego širše javnosti: študij, obiski projektov, izmenjava dobrih praks ali priprava ateljejev, kot je bil, na primer „HST Design Workshop”, organiziran v Utrechtu 10. novembra na temo upravljanja železniških postaj, njihove okolice in dostopa.
The workshop conclusions have been published in the form of an HST design guide.
Atelje se je končal z izdajo Vodnika za upravljanje hitre železnice „HST Design Guide”.
Another joint activity of the two projects is production of an HST impact study that aims to demonstrate the added value of the HST4i and HSTconnect projects in terms of their socioeconomic and environmental impacts.
Druga aktivnost, povezana z obema projektoma, je študija vplivov („HST Impact Study”), ki želi oceniti dodano vrednost, pa tudi socialno-ekonomske in okoljske posledice investicij v okviru omenjenih projektov.
In Stratford (London), the Borough of Newham is building a pedestrian link between the new international station, the local station and the old Stratford city centre.
Okrožje Newham v Stratfordu (London)je investicije usmerilo v pešpot med novo mednarodno železniško postajo, lokalno železniško postajo in zgodovinskim središčem mesta.
This will connect the new Stratford development area with the existing urban fabric, integrating the surrounding residential communities.
Pešpot bo povezala nova območja aktivnosti v Stratfordu z aktualnim urbanim tkivom, vključuje pa bodo tudi okoliške bivalne četrti.
Both railway stations will serve the 2012 Olympic Park.
Obe železniški postaji bosta oskrbovali Olimpijski park 2012.
A strategic approach
Strateški pristop
In Belgium, the Intercommunale Leiedal is modernising the regional network serving communities along the River Leie, linking them to Lille Europe. Particular
Podjetje Leiedal v Belgiji posodablja regionalno omrežje, ki služi lokalnim skupnostim v dolini Lys in jih povezuje z Lille Europe.
The HST projects are creating the right conditions to encourage economic growth and employment in and around stations.
Projekti hitre železnice ustvarjajo ugodne pogoje za gospodarski razvoj in zaposlovanje na in v okolici železniških postaj.
They are contributing to the search for sustainability by addressing questions of mobility and competition at local and regional levels.
Prispevajo tudi k raziskavam trajnosti in se lotevajo vprašanj mobilnosti in konkurenčnosti na lokalni in regionalni ravni.
In strategic terms, the HST projects reveal the leverage effect the ERDF can have for transport projects of local or regional importance.
Iz strateškega zornega kota ima lahko ESRR učinek vzvoda za prometne projekte lokalne ali regionalne pomembnosti.
They lend an added value to such investments by promoting better design, faster implementation, additional infrastructure and increased knowledge.
Ti zagotavljajo dodano vrednost, saj spodbujajo boljše upravljanje, hitrejše izvajanje, vzpostavljanje dodatnih infrastruktur in povečanje usposobljenosti.
Finally, they place these regional transport investments in a wider European context and demonstrate that both regional and local partners can be successfully involved in the implementation of European policy.
Regionalne prometne projekte umeščajo v širši evropski okvir in dokazujejo, kako koristno se lahko regionalna in lokalna partnerstva vključujejo v izvajanje evropske politike.
To find out more: http://www.hst4i.net
Za več informacij: http://www.hst4i.net
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Transport for southern Portugal as it enters a new stage in socioeconomic development
Promet na jugu Portugalske in njegov socialno-ekonomski učinek
The Algarve at the crossroads
Algarve na razpotju
Despite the major imbalance that remains between the interior and the coast, the Algarve, which was Portugal’s poorest region 50 years ago, is now its third-wealthiest in terms of per capita GDP.
Kljub izrazitemu neravnovesju, ki še vedno obstaja med notranjostjo dežele in obalo, se nekdaj najrevnejša portugalska regija danes ponaša s tretjim mestom v državi po bogastvu na prebivalca.
As such, it will cease to qualify as an Objective 1 region after 2006.
Po letu 2006 Algarve ne bi več smela biti regija Cilja 1.
The European Union has contributed greatly to this progress, in particular through massive funding of improvements to the transport infrastructure, whether road, rail, air or maritime.
Evropska unija je veliko prispevala k temu preskoku, zlasti z obsežnim financiranjem izboljšave prometnih infrastruktur, cestnih, železniških, zračnih ali pomorskih.
Yet despite this very important and very visible effort on the infrastructure front, some concerns remain.
Kljub temu se ne moremo izogniti nekaterim pomislekom.