natgillin/translations-raw huggingface dataset:
This procedure can lead to more or less explicit bargaining, a weighing of the relative pros and cons which, although not the most exciting form of democracy, is nevertheless a necessary stage.
Takšen postopek lahko vodi k bolj ali manj izrazitemu barantanju. Čeprav to ni najboljša oblika demokracije, predstavlja enega njenih temeljnih sestavnih delov.
A distinction must be made between countries where standards of living are still far below the European average and the most developed zones.
Razlikovati je treba med državami, kjer je življenjska raven še vedno občutno nižja od evropskega povprečja, in najrazvitejšimi območji.
We must not, in the name of environmental protection, stop Poland or Greece from acquiring an efficient motorway network.
Poljski ali Grčiji, na primer, ne bi smeli, v imenu varovanja okolja prepovedati, da zgradita učinkovito avtocestno omrežje.
We know that the mobility of people and goods is a powerful factor for economic growth.
Vemo, da je mobilnost ljudi in blaga mogočen dejavnik gospodarske rasti.
We must not forget this lesson.
Tega ne smemo pozabiti.
Whilst we must avoid over-investment and the funding of low traffic infrastructure, this does not mean we must ban investment, in the new and old Member States.
Izogibati se moramo pre-investiranju in subvencioniranju infrastruktur z nizko gostoto prometa, kljub temu pa se ne smemo odpovedati vsem investicijam.
The development of public–private partnerships (PPPs) is a good way of separating good infrastructure projects from bad.
To velja tako za nove, kot stare države članice.
It is a method that makes it possible to effectively identify the risks and spread them
Razvoj partnerstev med javnim in zasebnim sektorjem je danes dober način, kako ločiti zrno od plevela, dobre od slabih infrastrukturnih pro-
Today, the question of the effects of transport infrastructure on economic growth and social cohesion is therefore being posed in new terms.
Vprašanje vpliva prometnih infrastruktur na gospodarsko rast in socialno kohezijo se nam torej zastavlja v novi luči.
Although the fundamental mechanisms are the same (lower production costs, extension of outlet areas and polarisation), the heterogeneous nature of their implications deserves to be rendered more explicit.
Čeprav so osnovni mehanizmi enaki (zniževanje stroškov proizvodnje, širitev območij odjemalcev in polarizacije), je vendarle treba bolj konkretno razložiti kompleksnost njihove prepletenosti.
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States, transport investments play a major role in stimulating the internal market and improving cohesion in Europe.
Investirati v promet pomeni investirati v regionalni razvoj: načelo in prednostna naloga za EIB sektorju pomembno vlogo pri spodbujanju notranjega trga in pri izboljšanju kohezije v Evropi.
A large proportion of the EIB’s transport lending is targeted at regions lagging behind in development.
Velik del posojil EIB za transport je usmerjen v regije, ki zaostajajo v razvoju.
The European Investment Bank (EIB) is the European Union’s leading financial institution. In 2004 it loaned EUR 43.2 billion to further the EU’s objectives.
S 43,2 milijarde evrov posojil za uresničevanje ciljev EU v letu 2004, je Evropska investicijska banka (EIB) prva finančna ustanova Evropske unije.
One of its main objectives is to support investment in transport.
Podpora investicijam v promet je ena od njenih poglavitnih dejavnosti.
Fostering the EU’s social and economic cohesion by contributing to the reduction of regional disparities is a priority mission of the EIB.
Prednostno poslanstvo Banke je podpora socialni in gospodarski koheziji EU in s tem k zmanjšanju razlik med regijami.
The focus on regional development, present since the bank was founded in 1958, has been reaffirmed and reinforced following EU enlargement to include 25 members in 2004.
Že od same ustanovitve Banke leta 1958 se je ta usmerila k regionalnemu razvoju. Njeno poslanstvo se je potrdilo in okrepilo v obdobju širitve Unije na 25 držav leta 2004.
The EIB has thus become the leading source of bank loans for transEuropean transport networks, lending over EUR 60 billion for investments in this field since 1993.
Banka je prvi posojilodajalec za transevropsko transportno omrežje z več kot 60 milijardami evrov, ki jih je od leta 1993 investirala v to področje.
The projects are nearly always major and highly complex, often sparking major social debates and posing environmental challenges.
Projekti, ki so skoraj vedno obsežni in kompleksni, ponavadi sprožajo velike socialne razprave in predstavljajo znatne okoljske izzive.
Implementation also often presents a high risk of delays, emphasising the requirement for effective project preparation and follow-up.
Izvajanje teh projektov pogosto poteka z zamudo, zato jih je treba dobro pripraviti in zagotoviti učinkovito spremljanje.
Total EIB lending for regional development in 2004 was in excess of EUR 28 billion, representing over 70 % of the bank’s combined lending within the EU-25.
Skupna vsota posojil, ki jih je EIB odobrila za regionalni razvoj, je leta 2004 presegla 28 milijard evrov, oziroma 70% vseh posojil Banke za območje petindvajseterice.
Investments in the transport sector accounted for 40 % of this support.
Investicije v sektor transporta predstavljajo 40% te vsote.
Well over half of transport lending to areas assisted by the Structural Funds went to the railway sector, including many projects for local rail services (trams, underground and suburban rail).
Več kot polovica posojil za regije, ki so upravičene do sredstev iz strukturnih skladov, je bila dodeljena železnicam, zlasti številnim projektom mestnih in primestnih železniških storitev (tramvaji, podzemne železnice, železniške povezave s predmestji).
Over the past decade, the EIB has financed projects in all transport sectors: roads (road and motorway construction, improvement of the Greek, Spanish and Portuguese road networks in particular); rail (modernisation of conventional lines and construction of new high-speed lines in France, Belgium, Spain, Italy, the Netherlands, and the United Kingdom); sea (expansion or modernisation of port infrastructure, in particular in the Netherlands, Portugal, Spain, Greece and Sweden); air (improvements to airports, in Italy, Greece, Germany and Ireland, for example).
V zadnjih desetih letih je EIB financirala projekte v vseh transportnih sektorjih: ceste (gradnja cest in avtocest, zlasti še izboljšava grškega, španskega in portugalskega cestnega omrežja); železnica (posodobitev klasičnih poti in gradnja novih linij TGV v Franciji, Belgiji, Španiji, Italiji, pa tudi na Nizozemskem in v Združenem kraljestvu); morje (širitev in posodobitev pristaniških infrastruktur, zlasti na Nizozemskem, Portugalskem, v Španiji, Grčiji in na Švedskem); zrak (izboljšanje letaliških instalacij, na primer, v Italiji, Grčiji in Nemčiji ter na Irskem).
The EIB is also very present in the new Member States, supporting the development of transport infrastructure as a basis for strengthening their economies.
EIB je prav tako zelo dejavna v novih državah članicah, kjer podpira razvoj različnih prometnih infrastruktur, ki so predpogoj za gospodarsko rast v teh državah.
The bank’s lending policy is to support sound projects.
Podpora Banke politikam in ciljem Skupnosti temelji na financiranju kakovostnih projektov.
To qualify for financial support from the EIB, a project must be shown to be sustainable from both the environmental and economic standpoint, as well as demonstrating financial and economic viability.
Projekt mora biti trajnostno usmerjen na okoljskem in gospodarskem področju, hkrati pa finančno in tehnično zanesljiv, da bi dobil finančno podporo EIB.
Part of the bank’s appraisal process is to verify these factors as well as to examine the regulatory frame-work, sector planning and programming.
Postopek za izbiro projektov obsega preverjanje različnih dejavnikov in preučevanje uredbenega okvira, načrta investicij v posameznem sektorju, pa tudi programa za njegovo uresničevanje.
The EIB plays an important role in providing advice to project promoters during the appraisal process, which is one aspect of the bank’s added value, especially in the EU’s most disadvantaged regions.
Banka igra pomembno vlogo v fazi izbire projektov in sicer kot svetovalka. To je ena od dodanih vrednosti EIB, še zlasti v najmanj razvitih regijah Unije.
When EU institutions work hand in hand
Ko institucije Skupnosti delajo z roko v roki
The EIB also finances urban transport projects.
Banka financira tudi projekte mestnega prometa.
Over the last five years it has allocated EUR 10.7 billion to projects of this kind, with an overwhelming 92 % going to public sector operations.
V zadnjih petih letih je tovrstnim projektom namenila 10,7 milijarde evrov, od tega 92% za posege, ki izvirajo iz javnih naročil.
By promoting a shift from private to public transport and seeking to reduce congestion, such projects not only aim to improve air quality and decrease noise nuisance, but also help to tackle climate change by enhancing energy efficiency and limiting COst emissions.
Ti projekti spodbujajo prehod iz zasebnega na javni prevoz in tako skušajo zmanjšati prometne zastoje. S tem ne le pripomorejo k izboljšanju kakovosti zraka in zmanjšanju škodljivih vplivov hrupa, ampak so dejavni tudi v boju proti podnebnim spremembam, saj povečujejo energetsko učinkovitost in omejujejo emisije CO
In short, they play a part in improving the quality of life.
2 ka, prispevajo k izboljšanju kakovosti življenja.
the Bank and the Commission signed a framework cooperation agreement to formalise these ties and to set out how the EIB’s loans and the Commission’s resources can be mutually complementary.
Leta 2000 sta Banka in Komisija podpisali okvirni sporazum o sodelovanju, da bi te vezi formalizirali in ugotovili, na kakšen način bi se lahko posojila EIB in sredstva Komisije dopolnjevala.
The major investments in transport in the EU regions contribute to territorial cohesion and boost the competitiveness of the regions of the enlarged EU.
Velike investicije v promet v regijah EU prispevajo k teritorialni koheziji in povečujejo konkurenčnost med regijami v razširjeni Uniji.
By facilitating the movement of goods and persons between Member
Ker omogočajo lažji pretok ljudi in blaga med državami članicami, imajo investicije v transportnem
Transport (1995–2004): breakdown of loans in the EU-25 on the basis of area category (billion EUR)
Promet (1995-2004): porazdelitev posojil v EU 25 glede na kategorije območij (v milijonih evrov)
The EIB assists in the preparation and execution of regional development programmes with a view to making better use of available resources.
EIB sodeluje pri pripravi in izvedbi programov regionalnega razvoja s ciljem izboljšati izrabo razpoložljivih sredstev.
At the Commission’s request, the bank gives expert opinion on projects submitted for EU grant aid.
Banka, na zahtevo Komisije, strokovno pregleda nekatere projekte, ki kandidirajo za evropsko pomoč.
In 2004, it appraised 33 projects submitted for financing.
Leta 2004 je tako banka ocenila 33 prošenj za financiranje.
This cooperation also includes the co-financing of projects, an activity that is becoming even more important in the new Member States by increasing the possibility for European grant aid.
To sodelovanje vključuje tudi sofinanciranje projektov, kar je še zlasti pomembno v novih državah članicah, kjer so se možnosti za pridobitev evropske pomoči močno povečale.
Objective 1 or 2 areas
Obmocje cilja 1 ali 2
Member States in the selection and preparation of major Cohesion Fund and ERDF projects.
Banka in Komisija sta pred nedavnim še okrepili sodelovanje, in sicer z vzpostavitvijo nove sheme pomoči («JASPERS» – Joint Assistance to Support Projects in the European Regions/Skupna pomoč projektom v evropskih regijah), da bi spremljali države članice pri izbiri in pripravi velikih projektov ESRR ali Kohezijskega sklada.
This is especially important for the transport sector where projects are often large, complex and with long gestation periods.
To sodelovanje je še posebej izrazito na področju transporta, kjer so projekti pogosto kompleksni, velikega dometa in dolgotrajni.
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TransEuropean transport network (TEN-T): Priority axes and projects
Transevropsko transportno omrežje (RTE-T): Osi in prednostni projekti
Road Railway
Cesta Železniška proga
Inland waterway Motorway of the sea
Notranja plovna pot Morska avtocesta
Airport project
Letališki projekti
Port project
Pristaniški projekti
TransEuropean transport network
Transevropsko transportno omrežje
Road Railway Inland waterway
Cesta Železniška proga Notranja plovna pot
Priority project numbers
Številke projektov
Road project
Cestni projekt
Railway project
Železniški projekt
Multimodal project
Multimodalni projekt
Inland waterway project
Projekt notranje plovne poti
Motorway of the sea
Morska avtocesta
Railway axis Athens–Sofia–Budapest–Vienna–Prague– Nuremburg/Dresden23. Railway axis Gdansk–Warsaw–Brno/Bratislava–Vienna24. Railway axis Lyon/Genoa–Basle–Duisburg–Rotterdam/Antwerp25. Motorway axis Gdansk–Brno/Bratislava–Vienna26.
Železniška os Atene-Sofi a-Budimpešta-Dunaj-Praga-Nürnberg/Dresden23. Železniška os Gdansk-Varšava-Brno/Bratislava-Dunaj24. Železniška os Lyon/Genova-Basel-Duisburg-Rotterdam/Antwerpen25. Avtocestna os Gdansk-Brno/Bratislava-Dunaj26.
Railway/road axis Ireland/United Kingdom/continental Europe27. ‘Rail Baltica’ axis Warsaw-Kaunas-Riga-Tallinn-Helsinki28.
Železniško-avtocestna os Irska/Združeno kraljestvo/kontinentalna Evropa27. “Rail Baltica”: os Varšava-Kaunas-Riga-Talin-Helsinki28.
‘Eurocaprail’ on the Brussels/Brussels–Luxembourg–Strasbourg railway axis29.
“Eurocaprail” na železniški osi Bruselj-Luksemburg-Strasbourg29.
Railway axis of the Ionian/Adriatic intermodal corridor30. Inland waterway axis Seine–Scheldt
Železniška os intermodalnega koridorja med Jonskim in Jadranskim morjem30. Rečna os Sena-Escaut
High-speed railway axis Paris–Brussels/Brussels–Cologne–Amsterdam–London 3.
Hitra železniška os Pariz-Bruselj/Bruselj-Köln-Amsterdam-London3.
High-speed railway axis of south-west Europe 4.
Hitra železniška os Jugozahodna Evropa4.
High-speed railway axis east 5. Betuwe line 6. Railway axis Lyon–Trieste–Divaca/Koper–Divaca–Ljubljana–Budapest–Ukrainian border 7. Motorway axis Igoumenitsa/Patra–Athens–Sofia–Budapest 8.
Hitra železniška os Vzhod5.
Railway axis Cork–Dublin–Belfast–Stranraer (completed 2001)10.
Železniška os Cork-Dublin-Belfast-Stranraer (končana leta 2001)10. Malpensa (končano leta 2001)11.
Oresund fixed link (completed 2000)12.
Fiksna povezava Öresund (končana leta 2000)12.
Nordic triangle railway/road axis13.
Železniško-cestna povezava nordijski trikotnik13. Cestna os Združeno kraljestvo/Irska/Benelux14.
West coast main line15. Galileo16.
Glavna linija Zahodne obale15. Galileo16.
Freight railway axis Sines/Algeciras–Madrid–Paris17. Railway axis Paris–Strasbourg–Stuttgart–Vienna–Bratislava18.
Tovorna železniška os Sines/Algeciras-Madrid-Pariz17. Železniška os Pariz-Strasbourg-Stuttgart-Dunaj-Bratislava18. Rečna os Ren/Meuse-Maina-Donava19.
High-speed rail interoperability on the Iberian peninsula20. Fehmarn Belt railway axis
Povezljivost hitrih železniških linij na iberskem polotoku20.
Important cities Capital
Pomembna mesta Glavno mesto
> 500 000 inhabitants100 001 to 500 000 inhabitants50 001 to 100 000 inhabitants < 50 000 inhabitants © EuroGeographics 2001 for the administrative boundaries Cartography: Energy and Transport DG, 26/10/2004
> 500 000 prebivalcev100 001 - 500 000 prebivalcev50 001 – 100 000 prebivalcev < 50 000 prebivalcev ©EuroGeographics 2001 za administrativne omejitve Cartography. GD Energija in transport, 26/10/2004
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Sustainable transport, a priority of European policy
Trajnostni promet, prednostna naloga evropske politike
Support for transport systems that respect the environment is one of the four pillars of European sustainable development strategy.
Podpora prometnim sistemom, ki spoštujejo okolje, je eden od štirih stebrov strategije trajnostnega razvoja Skupnosti.
Decoupling transport growth from economic growth is, in the long run, a key aim of European policy.
Eden od ključnih ciljev evropske politike je namreč ločiti gospodarsko rast in povečanje prometa.
Modernised canal in Coevorden (The Netherlands).
Posodobljeni kanal blizu Coevordena (Nizozemska).
will not be the case in the new Member States for some time to come.
dolgo ne bo tako.
By 2010, the enlarged Union will have seen its car fleet increase substantially.
Vozni park razširjene Evrope se bo do leta 2010 občutno povečal.
For goods transport, the growth and characteristics of modern economies (such as ‘just-in-time’ systems) will increase freight.
Na področju prevoza blaga pa rast in značilnost modernih gospodarstev (kot je delo «just in time») še povečujejo obremenitev.
By 2010, heavy goods vehicle traffic alone is expected to increase by nearly 50 % against its 1998 level.
Do leta 2010 naj bi se promet težkih tovornih vozil povečal za 50% glede na leto 1998.
A good and efficient transport infrastructure is essential to the proper functioning of society and the economy.
Učinkovito infrastrukturno omrežje je bistvenega pomena za dobro delovanje družbe in gospodarstva.
It enables the free movement of goods, services and people and promotes inter- and intra-regional communication.
Omogoča prost pretok blaga, storitev in ljudi in spodbuja med in znotraj regionalne komunikacije.
It also provides the personal mobility essential for work, education and leisure activities.
Poleg tega zagotavlja tudi mobilnost, ki je potrebna za delo, študij in prosti čas.
For these reasons, investment in transport infrastructure has been a longstanding priority of EU structural and cohesion policies.
Investicije v promet so torej že dolgo časa prednostna naloga strukturne in kohezijske politike Evropske unije.
As growth rates will be highest for road transport and aviation, the imbalance in modes of transport will grow.
Ker je stopnja rasti večja pri cestnem in zračnem prometu, se bo neuravnotežena porazdelitev načinov prevoza še okrepila.
This will lead to further growth in fuel consumption, noise pollution and land use for transport infrastructure.
To bo povzročilo povečanje porabe goriva, škodljivih vplivov hrupa in deleža sredstev namenjenih prometnim infrastrukturam.
Transport also has a major impact on health and the environment, particularly climate change, air pollution, noise, land use and the disruption of natural habitats.
Vendar ima promet tudi močan vpliv na zdravje in okolje, zlasti na področju klimatskih sprememb, onesnaženosti zraka, onesnaženosti s hrupom, namembnosti zemljišč in motenj naravnega okolja.
The sector is a major consumer of fossil fuels and other non-renewable resources and road traffic accidents continue to be a major cause of death.
Promet je velik porabnik fosilnih goriv in drugih neobnovljivih virov energije. Prometne nesreče so še vedno pogost vzrok smrti.
These problems not only constitute a sig-nifi cant economic loss, but also pose the inescapable question of sustainability.
Ta dejstva ne vplivajo le na gospodarsko izgubo, ampak nas postavljajo pred bistvo vprašanja trajnosti.
Trends in transport development show that ‘business as usual’ in transport policy and practice is no longer a viable option.
Trendi razvoja v prometu kažejo, da je načelo «laisser faire» še vedno prisotno v transportnih politikah.
Transport growth will continue.
Povečevanje količine prometa se bo nadaljevalo.
For passenger transport, the determining factor is car use.
Pri transportu ljudi je odločilni dejavnik stopnja uporabe osebnih vozil.
Although the level of car ownership is likely to stabilise in most EU countries, this
Raven motorizacije se je v večini držav Evropske unije umirila, v novih državah članicah pa še
This diagnostic is not specific to the European Union and holds true for virtually all developed economies.
Taka diagnoza pa ne velja le v primeru Evropske unije, ampak za skoraj vsa razvita gospodarstva.
Even if increased measures are taken to counterbalance the negative effects of transport growth, it will not be possible to meet the demands for environmental sustainability and the increased needs for transport without a change in habits and a reorientation of policy.
Čeprav se pojavlja vedno več ukrepov za zmanjševanje negativnih učinkov prometa, pa ni mogoče zadovoljiti zahteve po okoljski trajnosti in hkrati vse večjih potreb po prevozu. Spremeniti moramo navade ljudi in preusmeriti transportne politike.
The principle of environmental sustainability needs therefore to be taken into account for all Community aid within the framework of cohesion policy.
Načelo okoljske trajnosti bi moralo zato upoštevati pri vsaki obravnavi prošenj za pomoč Skupnosti v okviru kohezijske politike.
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The ‘Green Train’ of Sardinia (Italy) has given a new lease of life to an old section of track.
«Zeleni vlak» na Sardiniji (Italija) omogoča ponovno uporabo stare železniške proge.
Whilst reaffirming the importance of sustainable development as a fundamental EU objective set by the treaties, the Gothenburg European Council in May 2001 added environmental sustainability as a new dimension to the Lisbon strategy for competitiveness and jobs.
Potem, ko je mednarodna skupnost potrdila pomembnost trajnostnega razvoja in to načelo zapisala v mednarodne pogodbe, je Evropski svet v Göteborgu maja 2001 dodal trajnostni razvoj, kot novo razsežnost lizbonske strategije za konkurenčnost in zaposlovanje.
It also called for a sustainable transport policy that should tackle rising volumes of road traffic, congestion levels, noise and pollution by encouraging the use of environment-friendly modes of transport as well as prices that reflect the social and environmental costs.
Ministri so pozvali k trajnostni transportni politiki, ki se bori proti naraščanju cestnega prometa in vse številčnejšim zastojem, hrupu in onesnaževanju, in ki spodbuja okolju prijazne načine prevoza in vključuje socialne in okoljske stroške v ceno prevoza.
In this context, sustainable transport has become one of the four pillars of the Union’s sustainable development strategy.
Ločevanje med naraščanjem obsega prometa in gospodarsko rastjo, pa je eden od ključnih ciljev evropske transportne politike.
Decoupling transport growth from economic growth is, in the long run, a key aim of EU transport policy.
Vzpostavljanje okoljsko trajnostnega prometnega sistema je dolgotrajen postopek. V svoji Beli knjigi o prome-
Developing a sustainable transport system means not only new infrastructure investment but also investments that will make the use of existing infrastructure more efficient and environment-friendly.
Razvoj sistema trajnostnega prometa zahteva ne samo investicije v nove infrastrukture, ampak tudi načrte, ki bodo povečali učinkovitost že obstoječih infrastruktur in njihovo spoštovanje do okolja.
Sustainable transport thus requires the conjunction of many policies, including the adoption of regulatory instruments (such as increasingly confronting transport users with ‘real’ prices that include adverse external effects, in particular the impact of greenhouse gases).
Trajnostni promet torej zahteva prepletanje številnih politik, vključno s sprejetjem uredbenih instrumentov (kot npr., bolj intenzivno soočanje koristnikov prevoza z «realnimi» cenami, ki upoštevajo negativne zunanje učinke, predvsem učinek tople grede).
It therefore touches upon fields that are closely linked to regional policy (management of urban development, for example).
Dotika se zlasti področij, ki so tesno povezana z regionalno politiko (na primer, načrtovanje razvoja mest).
The first steps towards achieving its objectives must nevertheless be taken immediately.
Vendar je treba začeti takoj.