natgillin/translations-raw huggingface dataset:
The Commission stresses the need to be more active in taking policy initiatives to limit the negative effects of transport growth trends.
Komisija je vztrajala, da je potrebno dati bolj konkretne politične pobude za omejevanje negativnih učinkov naraščanja obsega prometa.
In particular, it proposes three sets of action: a) to encourage the shift from road transport to modes with a reduced environmental impact; b) to introduce infrastructure that has a downward effect on transport demand by creating a situation in which the price paid by the user reflects the full costs to society; c) to promote actions to improve the urban environment and land-use management.
Predlaga tri vrste aktivnosti: a) spodbujati prehod s cestnega na drugačne načine prevoza, ki imajo manj negativnih učinkov na okolje; b) vzpostaviti infrastrukture, ki vplivajo na zmanjšanje povpraševanja po prevozu, in ki stremijo k cenam, ki odsevajo celoto socialnih stroškov; c) dajati prednost aktivnostim, ki želijo izboljšati urbano okolje in ureditev zemljišč.
The promotion of sustainable transportin the period 2000–06
Aktivnosti v korist trajnostnega prometa v obdobju od 2000 do 2006
A regional policy concentrating on economic and social cohesion must therefore: take into account environmental sustainability when financing new infrastructure, especially when it could trigger a modal shift; assist operations that aim to improve existing transport infrastructure, such as ‘intelligent transport systems’ (1), interoperability and intermodality; place the emphasis on sustainable urban transport; and develop infrastructure mainly where plans, measures or conditions exist to stimulate economic growth.
Regionalna politika, ki temelji na gospodarski in socialno koheziji, bi torej morala: upoštevati okoljsko trajnost novih infrastruktur, ki jih namerava financirati, zlasti tistih, ki lahko spodbudijo spremembo načina prevoza; pospešiti postopke za izboljšanje obstoječih infrastruktur, pa tudi «sisteme inteligentnega transporta»1, interoperabilnost in intermodalnost; dati poudarek trajnostnim mestnim prevozom; razvijati infrastrukture načeloma tam, kjer obstajajo načrti, meritve oziroma pogoji za spodbujanje gospodarske rasti.
period 2000–06 (3), recommend that Member States incorporate transport projects co-financed by the European Union in coherent strategies aimed at developing sustainable transport systems.
Komisija je v skladu s splošnimi določbami strukturnih skladov za obdobje 2000 do 20063 sprejela smernice, ki državam članicam predlagajo integracijo prometnih projektov, sofinanciranih s strani Evropske unije, v koherentne strategije, ki gredo v smeri trajnostnih prometnih sistemov.
One of the Commission’s four priority recommendations in 1999 regarding transport for this programming period concerns sustainability.
Eno od štirih priporočil Komisije na področju transporta zadeva trajnost.
This involves both seeking to reduce the harmful effects of transport and promoting the use of more viable forms of transport.
Prizadevati si moramo za zmanjšanje negativnih učinkov prometa, hkrati pa spodbujati uporabo boljših rešitev.
In particular, the regional development programmes should respect the commitment of the European Union to reducing greenhouse gas emissions, which requires particular efforts in the road and air transport sectors.
Programi regionalnega razvoja bi morali še posebej spoštovati prizadevanje Evropske unije za zmanjševanje emisije toplogrednih plinov, kar zahteva velike napore, še zlasti na področju cestnih in zračnih prevozov.
However, the responsibility for respecting these objectives resides exclusively with the Member States.
Prizadevanje za uresničevanje teh ciljev pa je kljub temu izključna odgovornost držav članic.
In 2003 these guidelines were revised to include the basic principles of the sustainable development strategy adopted by the Eu-
Revizija teh smernic leta 2003 je vključila temeljna načela strategije trajnostnega razvoja, ki so jo ministri sprejeli na Evropskem svetu v Göteborg.
In Hasselt (Belgium), public transport has been free of charge since 1997.
V Hasseltu (Belgija) je javni prevoz brezplačen od leta 1997.
) The expression ‘intelligent transport systems’ (ITS) covers a wide range of techniques applied to transport to make networks safer, more efficient, more reliable and more ecological, without necessarily having to make material changes to existing infrastructure. )
) Izraz «sistemi inteligentnega transporta» (SIT) označuje široko lestvico tehnik, ki se uporabljajo na področju prometa za izboljšanje varnosti, učinkovitosti, zanesljivosti in ekološkosti omrežij, ne da bi bilo zaradi tega treba materialno spreminjati obstoječo infrastrukturo.)
‘European transport policy for 2010: time to decide’, COM(2001) 370.)
„Evropska prometna politika za 2010: čas za odločitev“, COM (2001) 370.)
Article 10 (3) of Council Regulation (EC) No 1260/1999.
Člen 10 (3) Uredbe Sveta (CE) št. 1260/1999.
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In general, infrastructure programmes for the current programming period reflect a continuation of the trend for a modal split as observed over the past decade.
Infrastrukturni programi aktualnega obdobja na splošno odsevajo nadaljevanje že deset letnega trenda.
Infrastructure investments have been mainly concentrated in the road sector.
Investicije v infrastrukture so osredotočene predvsem na cestni sektor.
ropean Council in Gothenburg.
delnem ocenjevanju programov.
However, implementation of these revised guidelines and of the proposed priority actions requires more time than is available under the current programming period if they are to have any relatively important impact on the objectives established in Gothenburg.
Udejanjanje novih smernic in predlaganih prednostnih aktivnosti pa zahteva veliko več časa, kot ga dajejo na voljo aktualni programi, če želimo doseči želene učinke pri ciljih, ki so si jih zadali v Göteborgu.
Despite this predominance of road transport investment, which is certainly necessary to improve accessibility for the less developed regions, the 2000–06 programmes include many examples of good practice in the field of ecologically sustainable transport, especially for public transport.
Kljub prevladi investicij v cestna omrežja, ki so nedvomno potrebna za izboljšanje dostopnosti najmanj razvitih regij, je v programih za področje prometa za obdobje od 2000 do 2006 mnogo primerov dobre prakse, še zlasti na področju javnega prevoza.
According to the available data, in the programmes of the Objective 1 regions, the road sector continues to absorb more than half of the total investments programmed for transport infrastructure.
Na podlagi razpoložljivih podatkov v programih regij Cilja 1 opažamo, da cestni sektor še vedno absorbira več kot polovico predvidenih sredstev namenjenih prometni infrastrukturi.
For the Objective 2 regions, this sector also remains the most important in financial terms, although it accounts for a relatively smaller proportion of the total (42 %).
Tudi v regijah Cilja 2 ta sektor ostaja vodilni v finančnem smislu, vendar v manjši meri(42%).
As to modes of transport that are considered to be less harmful for sustainable development, these absorb approximately 40 % of the resources programmed under Objective 1 and 57 % under Objective 2.
Manj škodljivi načini transporta pa absorbirajo približno 40% sredstev, predvidenih v programih Cilja 1, proti 57% sredstev za programe Cilja 2.
This analysis applies to the current state of programming and it is possible that there will be some adjustments as the Gothenburg strategy is transposed into the programmes.
Ta analiza velja tudi za programe, ki so v fazi nastajanja. Morda bi lahko prišlo do nekaterih popravkov, če bi ti programi upoštevali strategijo, opredeljeno v Göteborgu.
In the cohesion countries (4), the scenario detailed above would be certainly different if the considerable investments made in the rail and port sectors with financial support from the Cohesion Fund were also taken into account.
Scenarij bi bil v državah kohezije4 nedvomno drugačen, če bi upoštevali precejšnje investicije v železniški in pristaniški sektor s pomočjo finančne podpore Kohezijskega sklada.
These figures show the predominance of investments in sectors other than road and airports in the Objective 2 regions.
Te številke kažejo, da v regijah Cilja 2 prevladujejo investicije v druge sektorje, ne v ceste in letališča.
In the Objective 1 regions, on the other hand, these two sectors together represent 40 % of the total, a result that falls short of the desired balance.
V regijah Cilja 1 pa, prav nasprotno. Ta dva sektorja skupaj predstavljata 40% vseh investicij, kar ni v skladu z želenim ravnovesjem.
However, independently of the results to be attained at the end of this period, Community funds have to refocus on the strategic aims set by EU policy if sustainability is to be imposed as an inherent element of Community added value.
Ne glede na rezultate, dosežene ob koncu aktualnega obdobja, se morajo evropski skladi ponovno usmeriti k strateškim ciljem EU in dati prednost trajnosti, kot enemu od elementov, ki so lastni dodani vrednosti Skupnosti.
It is this approach that must guide us in defining future guidelines.
Ta pristop bi nas moral voditi pri načrtovanju prihodnjih usmeritev.
Programmed investments to develop intelligent transport systems — a fundamental element for effective traffic management — are EUR 114 million.
Na področju sistemov inteligentnega transporta, ki poudarjajo učinkovito upravljanje s prometnimi tokovi, predvidene investicije dosegajo 114 milijonov evrov.
Post-2006 prospects
Perspektive za obdobje po letu 2006
The reason for the tendency to invest predominantly in road networks — which are directly responsible for greenhouse gas emissions — is the remoteness of the majority of the Objective 1 regions coupled with the arrival of the new Member States.
Težnjo k investicijam v razvoj cestnih omrežij, ki so neposredno odgovorna za emisijo toplogrednih plinov, gre pripisati problemom z dostopnostjo zaradi oddaljenosti regij Cilja 1, pa tudi prihodu novih držav članic.
The proposals for reform of cohesion policy from 2007, in terms of the legislative as well as strategic guidelines, assume that ensuring that the necessary transport infrastructure is available to business is a condition for growth and employment.
Predlogi reform kohezijske politike v obdobju po letu 2007, tako za uredbe, kot za strateške usmeritve predpostavljajo, da je eden od predpogojev za rast in zaposlovanje zagotovitev podjetjem dostop do ustreznih prometnih infrastruktur.
A modern infrastructure, based on environmentally sustainable criteria, is an important factor in the attractiveness of the regions.
Moderne infrastrukture, ki vključujejo kriterije okoljske trajnosti, so pomemben dejavnik regionalne privlačnosti.
To maximise the benefits deriving from transport investments, assistance from the Structural and Cohesion Funds should obey certain principles.
Pomoč strukturnih in Kohezijskega sklada bi morala temeljiti na določenih načelih, če bi hoteli povečati prednosti, ki izhajajo iz investicij v promet.
The accession of 10 new countries was not a determining factor in this scenario, but it has helped bring about the present situation.
Sprejem desetih novink ni odločilni dejavnik, je pa prispeval k trenutnim razmeram.
Although, in the past, these countries favoured rail over road transport, the trend was reversed as they switched to a market economy.
Čeprav so v teh državah v preteklosti bolj podpirali železniški, kot cestni promet, se je trend obrnil s prehodom v tržno gospodarstvo. Transport blaga se je z železnice hitro preusmeril na ceste.
Firstly, objective criteria should be used to determine the level and nature of the potential infrastructure investment.
Prvič, uporaba objektivnih kriterijev za opredeljevanje ravni in narave želenih investicij v infrastrukture.
For instance, the potential return should be measured in terms of the level of economic development, the nature of the economic activities, density of infrastructure or degree of congestion of the region in question.
Njihove potencialne posledice bi bilo treba izmeriti glede na raven razvoja, vrsto gospodarske aktivnosti, gostoto infrastruktur ali stopnjo zastojev v posamezni regiji.
Similarly, when determining social effects, there should be a precise calculation of the project’s environmental implications.
Prav tako bi bilo treba izdelati natančen izračun okoljskih vplivov projekta pri opredelitvi socialnih učinkov.
Secondly, the principle of environmental sustainability should be respected to the greatest possible extent, in accordance with the White Paper.
Drugič, treba je kar v največji meri spoštovati načelo okoljske trajnosti v skladu z vsebino Bele knjige.
Reducing the dominance of road transport in Europe by promoting other modes of transport and combined transport should be of key concern.
Zmanjšati prevladovanje cestnega prevoza v Evropi s spodbujanjem drugih načinov prevoza in kombiniranega prevoza bi morala biti ena od poglavitnih skrbi.
Thirdly, particular attention should be paid in the convergence regions to modernising their railway systems by
Tretjič, regijam Konvergence je treba nameniti posebno pozornost.
The Wolverhampton (United Kingdom) tramway is part of a wider urban renewal project.
Tramvaj v Wolverhamptonu (Združeno kraljestvo) je bil posodobljen v okviru dejavnosti urbane prenove.
) 13 countries: Greece, Spain, Portugal and, since May 2004, the Czech Republic, Estonia, Cyprus, Lithuania, Latvia, Hungary, Malta, Poland, Slovakia and Slovenia.
) 13 držav: Grčija, Španija, Portugalska in od maja 2004, Češka republika, Estonija, Ciper, Litva, Latvija, Madžarska, Malta, Poljska, Slovaška in Slovenija.
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Transport, a driving force for regional development carefully selecting the priority sections, thereby ensuring their interoperability within the framework of the European rail transport management system (ERTMS).
Transport, gonilna sila regionalnega razvoja
Trans-shipping timber at the Port of Monfalcone (Italy).
Rail Traffic Management System”/Sistem upravljanja evropskega železniškega prometa).
Fourthly, investment in transport infrastructure should be accompanied by proper traffic management, with particular attention to safety, in accordance with national and Community standards.
Četrtič, investicije v prometne infrastrukture moramo pospremiti z ustreznim upravljanjem s prometom, s posebnim poudarkom na varnosti, v skladu z nacionalnimi in normami Skupnosti.
National and regional strategies should take into account the need to achieve a balanced and ecological modal split that serves both economic and environmental needs.
Nacionalne in regionalne strategije bi si morale prizadevati doseči bolj uravnoteženo in bolj ekološko porazdelitev načinov prevoza, ki bi združile ekonomske in okoljske potrebe.
These strategies should also include intelligent transport systems, multimodal platforms and, in particular, ERTMS and SESAE (single European system for air traffic management) technologies.
V te strategije bi morali vključiti tudi inteligentne sisteme transporta in multimodalne platforme, predvsem pa sprejeti tehnologije ERTMS in SESAME (Enotni evropski sistem upravljanja zračnega prometa).
The White Paper on European transport policy set a course for achieving a new balance in modes of transport that places greater emphasis on the most environ-ment-friendly solutions.
„Bela knjiga o evropski prometni politiki” je začrtala pot, kako uravnotežiti načine prevoza v korist tistih, ki so bolj spoštljivi do okolja.
capacities within an efficiently managed mobility chain in which all the services are complementary.
nju boljšega razmerja strošek/učinkovitost glede uporabe energetskih sredstev.
These objectives imply in particular the promotion of railways (1), short sea routes and waterway navigation.
Ti cilji vključujejo predvsem promocijo železnice, pomorskega prometa na kratke razdalje in rečne plovbe.
There are convincing reasons for this: over 1 km,1 kg of petrol can move 50 tonnes by lorry, 90 tonnes by rail, and 127 tonnes by waterway.
Razlogi so prepričljivi: en kilogram nafte omogoča, na razdalji en kilometer, prevoz 50 ton tovora s kamionom, 90 ton z železniškim vagonom in 127 ton po vodni poti.
For a policy of intermodality to be successful, it is firstly necessary to ensure the technical harmonisation and ‘interoperability’ of systems.
Uspeh politike intermodalnosti predvideva na prvem mestu tehnično skladnost in interoperabilnost sistemov.
In this context, the EU ‘Marco Polo’ programme aims to make interoperability a competitive and economically viable reality and not a mere slogan.
Program Skupnosti „Marco Polo” želi iz intermodalnosti narediti kaj več, kot le preprost slogan, in sicer konkurenčno in ekonomsko zanesljivo resničnost.
The 13 best actions under the programme’s first phase aim to transfer 13.6 billion tonnes/km of freight from overcongested roads to other modes of transport.
Tak primer je morska povezava med pristanišči Genova in Barcelona, ki jo, s hitrimi ladjami lahko prevozimo v 13 urah.
One example is the transport of freight between the ports of Genoa and Barcelona in 13 hours using high-speed vessels, a service that would allow road hauliers to avoid — at a competitive cost — using some of Europe’s most congested motorways.
Ta storitev bi cestnim prevoznikom omogočila, da se ob konkurenčni ceni izognejo uporabi avtocest, ki so med najbolj obremenjenimi v Evropi.
The EU’s need for mobility is growing at a faster rate than infrastructure capacity.
Potreba po mobilnosti v Uniji narašča hitreje, kot zmogljivost infrastruktur.
The result is increased traffic congestion on the principal road and rail routes, in towns and in the air, whilst links with outlying regions remain insufficient.
Posledica so vse pogostejši prometni zastoji na velikih cestnih in železniških oseh v mestih in na nebu, medtem ko povezave z obrobnimi regijami ostajajo nezadostne.
A second adverse effect is that, unless major steps are taken rapidly, the expected increase in traffic will be concentrated on the roads to the detriment of other more environment-friendly modes of transport, such as railways or short sea routes.
Če se ne bomo hitro lotili učinkovitih ukrepov, bomo priča neželenim posledicam: predvidena rast obsega prometa bo koristila v glavnem cestam, na škodo okoljsko bolj spoštljivih načinov prometa, kot so železnica ali pomorski prevoz na kratke razdalje.
In July 2004, the European Commission presented a second package of ‘Marco Polo’ measures for the 2007–13 period.
Julija 2004 je Evropska komisija predstavila drugi paket projektov za obdobje od 2007 do 2013.
With a budget of EUR 740 million, ‘Marco Polo II’ will include new actions such as ‘motorways of the sea’ and traffic reduction measures.
S proračunom v višini 740 milijonov evrov bo „Marco Polo II” vključeval nove ukrepe, kot so t.i. morske avtoceste in ukrepe za zmanjšanje obsega prometa.
The new package will also include the EU’s immediate neighbours.
Po novem pa bo pokrival tudi sosednje države EU.
The Commission estimates that every euro invested will generate at least six euros in environmental and social benefits. ts.
Komisija ocenjuje, da bo vsak vložen evro odobril 6 evrov okoljskih in socialnih koristi.
In the face of this dilemma, the White Paper on European transport policy (2001) set a course for achieving a new balance in modes of transport up to 2020, with greater emphasis on the most environment-friendly solutions.
„Bela knjiga o evropski prometni politiki” (2001) je začrtala pot do leta 2010.
This goal represents the most tangible contribution the Commission can make to sustainable development, respecting the Kyoto Protocol and the security of EU energy supplies.
Ta cilj predstavlja najbolj otipljiv prispevek Komisije k trajnostnemu razvoju, k spoštovanju Kyotskega sporazuma in k varnosti energetske preskrbe Unije.
It involves a significant reduction in fossil fuel consumption that will translate into reduced
Cilj je zmanjšati porabo fosilnih energentov, kar bi vplivalo na zmanjšanje emisije CO
C O emissions, 28 % of which are generated by transport.
, ki je v 28% prav po-
After years of research, we are now at the deployment stage.
Čas izoliranih rešitev se je iztekel.
For the Commission, this is the occasion to launch three of its most important industrial projects ever: the ‘Galileo’ satellite navigation system, the European road traffic management system (ERTMS), and the SESAME industrial project, which will be the operational instrument supporting the legislation on the ‘single European sky’.
Treba je sprejeti ukrepe za boljšo integracijo načinov prometa, ki ponujajo večje potencialne zmogljivosti v verigi učinkovite upravljane mobilnosti, kjer se vse storitve dopolnjujejo. Gre za temeljni pogoj v boju proti zastojem in onesnaževanju in pri vzpostavlja-
) One speaks respectively about “road–rail traffi c” and “short sea transport” for
Intermodalnost mora spremljati tehnološki razvoj, s ciljem povečati zmogljivost omrežij, omogočiti mobilnost in dviganje ravni varnosti v vseh oblikah prometa.
Intermodality. In developing competitive alternatives to road transport, ‘intermodality’ has a central role to play.
Ti ukrepi so bistvenega pomena za zagotavljanje tehnične interoperabilnosti transportnih sistemov, zlasti glede telematike, cestnin, upravljanja zračnega prometa in različnih železniških omrežij.
It is too late for isolated solutions.
Po letih raziskav smo prišli končno do uporabe v praksi.
Measures are needed to achieve better integration of modes of transport that potentially offer large connections between the road and the rail, and the road and the sea links.
To je za Komisijo priložnost za uresničitev treh najbolj ambicioznih industrijskih projektov: sistem radionavigacije preko satelita «Galileo», Evropski sistem upravljanja železniškega prometa(ERTMS) in industrijski projekt SESAME, ki bo spremljevalni operacijski zakonodajni instrument v zvezi z Enotnim evropskim nebom.
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Otto Schwetz, Chairman of ‘Corridor VII — Danube’, ARGE Donauländer, and Chairman of the Transport and Navigation Working Group
Otto Schwetz, predsednik „Koridorja VII – Donava”, ARGE Donauländer, in predsednik Delovne skupine za transport in plovbo
Following the pan-European transport conferences held in Crete in 1994 and in Helsinki in 1997, 10 ‘multimodal transport corridors’ have been established in Europe.
Panevropski konferenci o transportu na Kreti (1994) in nato v Helsinkih (1997) sta opredelili deset „multimodalnih transportnih koridorjev”.
Corridor VII is based on the Danube waterway, Europe’s second-longest river (2 500 km) and one of the continent’s principal communication arteries.
Koridor VII ustreza poti Donave, druge najdaljše evropske reke (2500 km) in ene od poglavitnih komunikacijskih žil kontinenta.
More than 300 tributaries flow into the Danube, which drains one twelfth of the European territory.
V reko se izteka več kot 300 pritokov in namaka eno dvanajstino evropskega ozemlja.
tives launched over the past decade, the actions implemented to date have proved insufficient to remedy the situation and resolve the health problems that result.
nih pobud, a ukrepi, ki so se izvajali, niso mogli izboljšati razmer oziroma rešiti sanitarnih problemov.
The only way to tackle them is through a common effort for environmental rehabilitation at regional level and on a major scale.
Le hitro in skupno ukrepanje za rehabilitacijo okolja velike razsežnosti na regionalni ravni bi lahko rešilo položaj.
Cooperation between the inland navigation industry and the environmental services is essential for this.
Za to potrebujemo sodelovanje med rečnimi prevozniki in okoljskimi službami.
Without such action, inland waterway navigation will be unable to live up to its reputation as the most environment-friendly mode of transport.
Sicer rečna plovba ne bo mogla več dolgo ohraniti slovesa, da je do okolja najbolj spoštljiv način prevoza.