natgillin/translations-raw huggingface dataset:
Policy Department B: Structural and Cohesion Policies is specifically in charge of five policy areas: agriculture and rural development, culture and education, fisheries, regional development, and transport and tourism.
Tematski sektor B: kohezijska in strukturna politika je posebej zadolžen za pet področij politike: kmetijstvo in razvoj podeželja, kulturo in izobraževanje, ribištvo, regionalni razvoj ter promet in turizem.
It delivers a wide variety of tools, ranging from in-depth analyses of complex legislative issues to short background notes and even workshops, where experts are invited to make live presentations.
Zagotavlja zelo različna orodja, od poglobljenih analiz zapletenih zakonodajnih vprašanj do kratkih osnovnih informacij in celo delavnic, na katerih nastopijo strokovnjaki v živo.
These tools aim to support the work of parliamentary bodies, for instance by contributing directly to the legislative work of a specific committee or serving as background information for delegation visits by Members.
Ta orodja služijo za podporo delu parlamentarnih teles, bodisi kot neposredni prispevek k zakonodajnemu delu posameznega odbora bodisi kot splošne informacije za poslance na obiskih delegacij.
Apart from a few confi -dential documents, all texts produced by Policy Department B: Structural and Cohesion Policies are published on Parliament’s website for the benefit of all Members and the general public.
Razen nekaj zaupnih dokumentov so vsa besedila, ki jih izdela tematski sektor B: kohezijska in strukturna politika, na voljo na spletni strani Parlamenta v vpogled vsem poslancem in splošni javnosti.
In this publication you will find brief information on major policy developments in the area of transport and tourism during the last parliamentary term.
V tej publikaciji so strnjene informacije o glavnih smereh razvoja politike na področju prometa in turizma v zadnjem parlamentarnem mandatu.
Also discussed are the challenges that transport and tourism policy will face in the near future.
Prav tako obravnavamo izzive, s katerimi se bosta prometna in turistična politika soočili v bližnji prihodnosti.
Finally, there is a summary of the options offered by Policy Department B for in-house and external expertise.
Na koncu so predstavljene možnosti, ki jih nudi tematski sektor B glede notranje in zunanje strokovne pomoči.
I wish you a pleasant reading!
Obilo užitkov ob branju!
TRANSPORT: LEGAL BASE AND MILESTONES rticle 3(1)(f) and Title V of the EC Treaty deal with transport policy.
PROMET: PRAVNA PODLAGA IN MEJNIKI rometna politika je omenjena v členu 3(1)(f) in naslovu V pogodbe o ES.
In the Treaty of Lisbon, which has not yet entered into force, transport policy is dealt with in Article 4(2)(g) and Part Three, Title VI of the Treaty on the Functioning of the European Union.
V lizbonski pogodbi, ki še ni začela veljati, je prometna politika obravnavana v členu 4(2)(g) in naslovu VI o delovanju Evropske unije.
In the Treaties of Rome, Member States had already stressed the importance of a common transport policy with its own title.
Države članice so že v rimskih pogodbah poudarile pomembnost skupne prometne politike, ki so ji posvetile poseben naslov.
Transport was therefore one of the first common policy areas of the Community. However, despite the Commission’s efforts, the common transport policy made only stuttering progress until the second half of the 1980s.
Promet je bil torej eno prvih področij skupne politike Skupnosti, čeprav je kljub prizadevanjem Komisije skupna prometna politika do druge polovice osemdesetih let le počasi napredovala.
1985: The way forward for Community legislation was only cleared when the European Parliament initiated proceedings against the Council for failure to act.
1985:Zakonodaja Skupnosti je imela prosto pot šele, ko je Evropski parlament začel postopek proti Svetu zaradi neukrepanja.
In its 22 May 1985 judgment in Case 13/83, the Court of Justice of the European Communities urged the Council to act on the transport policy.
V sodbi z dne 22. maja 1985 v zadevi 13/83 je Sodišče Evropskih skupnosti Svet pozvalo, naj ukrepa na področju prometne politike.
1985: A White Paper on the completion of the internal market made recommendations for ensuring the freedom to provide services and set out guidelines for the common transport policy with the aim of liberalising and harmonising transport policies across the Community.
1985: Bela knjiga o dokončni vzpostavitvi notranjega trga je prinesla priporočila za zagotavljanje svobode opravljanja storitev in določila smernice za skupno prometno politiko za liberalizacijo in uskladitev prometnih politik v celotni Skupnosti.
1992:The Commission adopted a White Paper on the future development of the common transport policy.
1992: Komisija je sprejela belo knjigo o nadaljnjem razvoju skupne prometne politike.
The main emphasis was on opening up transport markets.
Glavni poudarek je bil na odpiranju prevoznih trgov.
At the same time, the White Paper marked a turning point towards an integrated approach, embracing all modes of transport, based on the model of ‘sustainable mobility’.
Bela knjiga je hkrati tudi pomemben mejnik na poti k celovitemu pristopu, ki vključuje vse oblike prevoza in temelji na modelu „trajnostne mobilnosti“.
1996: Adoption of a decision on Community guidelines for the development of the transEuropean transport network.
1996:Sprejet je sklep o smernicah Skupnosti za razvoj vseevropskega prometnega omrežja.
Those measures were designed to break the link between economic and traffic growth and combat the unequal growth in the various modes of transport.
Predvideni ukrepi naj bi prekinili povezavo med gospodarsko rastjo in povečevanjem prometa ter uskladili neenako rast različnih oblik prevoza.
2004: Revision of the TEN-T guidelines in the light of EU enlargement.
2004: Revizija smernic za TEN-T glede na širitev EU.
2006:The Commission published a mid-term review of the 2001 Transport White Paper: ‘Keep Europe moving — Sustainable mobility for our continent’ (COM(2006) 314).
2006:Komisija je objavila vmesni pregled bele knjige o prometu iz leta 2001: Naj Evropa ostane v gibanju – trajnostna mobilnost za našo celino (KOM(2006) 314).
European transport policy is the interface between a whole range of key policies.
Evropska prometna politika je stičišče mnogih ključnih politik.
It is composed of many important pillars, such as industrial, economic, environmental and social policy.
Sestavljajo jo številni pomembni stebri, kot so industrijska, gospodarska, okoljska in socialna politika.
Transport policy is a central element of the Lisbon strategy
Prometna politika je eden od osrednjih elementov lizbonske strategije in pomembno prispeva k ozemeljski in socialni koheziji EU.
Nevertheless, while the transport sector is highly successful and dynamic from an economic viewpoint, it is having increasing social and ecological ramifi -cations, which highlights the growing importance of the ‘sustainable mobility’ model.
• oživitev železnic s prvim, drugim in tretjim svežnjem, predvsem z odpiranjem trga pa tudi z reševanjem vprašanja varnosti, medobratovalnosti in pravic potnikov;
Yet that model is in a tug of war between two different sets of goals.
• nove smernice za vseevropska prometna omrežja (TEN), ki so prednost namenile železnici, celinskim plovnim potem in pomorskemu prevozu;
On the one hand, European transport policy has clearly aimed at safeguarding fairly priced and efficient mobility for people and goods as the backbone of a competitive EU internal market and as the basis for the free movement of people.
Uspešno dokončanje evropskega notranjega trga, opustitev notranjih meja in vse nižje cene prevoza zaradi odpiranja in liberalizacije prometnih trgov, pa tudi spremenjenih proizvodnih sistemov in skladiščenja, so privedli do nenehne rasti na tem področju.
On the other hand, there is the need to come to terms with increased traffic and minimise consequences such as traffic accidents, respiratory diseases, noise, environmental damage and traffic jams.
A čeprav je prometni sektor z gospodarskega vidika izjemno uspešen in dinamičen, ima tudi vse več družbenih in ekoloških posledic, kar jasno kaže na vse večjo pomembnost modela trajnostne mobilnosti.
The social dimension in terms of employment and working conditions, but also related to passenger rights, transport safety and security, is the third important pillar of European transport policy.
Vendar pa je ta model trenutno razpet med dvema različnima sklopoma ciljev. Po eni strani je evropska prometna politika kot osrednji del konkurenčnega notranjega trga EU in kot podlaga za prosto gibanje ljudi namenjena ohranjanju cenovno poštene in
• the single European sky initiative;
• programi za preusmeritev prometa, kakršna sta prvotni Marco Polo in sedanji Marco Polo II;
To meet the challenges of sustainable mobility, European transport policy has made important progress since the 2001 White Paper on transport policy and its 2006 mid-term
• nova direktiva o evrovinjeti2, ki zadeva uskladitev plačil v vseh državah članicah in poenotenje metod za izračunavanje infrastrukturnih stroškov.
• a new legal framework for public transport;
• trije svežnji za pomorsko varnost;
• clearly been shaped.
• nov pravni okvir za javni prevoz;
Many essential and often very controversial pieces of legislation have been adopted, for example: the incorporation of aviation into the EU’s emissions trading scheme;
• vključitev letalstva v sistem trgovanja z emisijami toplogrednih plinov v EU;
• the setting up of the European Aviation Safety Agency (EASA), the European Railway Agency (ERA), the European Maritime Safety Agency (EMSA) and the TransEuropean Transport Network Executive Agency (TEN-T EA); the revitalisation of the railways through the first, second and third railway packages, dealing above all with market opening, but also with safety questions, interoperability and passenger rights;
• ustanovitev Evropske agencije za varnost v letalstvu (EASA), Evropske železniške agencije (ERA), Evropske agencije za pomorsko varnost (EMSA) in Izvajalske agencije za vseevropsko prometno omrežje (TEN-T EA);
• new guidelines for the transEuropean transport networks (TENs), with priority on railways, inland waterways and maritime transport;
Ti veliki evropski projekti so namenjeni učinkovitejšemu in varnejšemu upravljanju prometa v prihodnje;
• strengthening passenger rights in civil aviation and railway transport.
3 okrepitev pravic potnikov v civilnem letalstvu in železniškem prometu.
In addition, Parliament has on many occasions called for policy initiatives and made detailed proposals for shaping European transport policy. The Commission took account of many of these requests in its subsequent legislative proposals.
Evropski parlament: „Achieving sustainable, efficient and safe transport in Europe - The Committee on Transport and Tourism in action“ (Doseganje trajnostnega, učinkovitega in varnega prometa v Evropi – Delo Odbora za promet in turizem), Bruselj 2009.
COM(2001) 370; COM(2006) 314.Directive 2006/38/EC of 17 May 2006.
Direktiva 2006/38/ES z dne 17. maja 2006.
A brief, general overview of EU transport policy can be found in the European Parliament’s fact sheets, which are updated on a regular basis.
Komisije, poročila Evropske agencije za okolje ter poročilo, ki so ga izdelale tri tematske skupine za trenutno razpravo o prihodnosti prometa.
TRANSPORT POLICY — SOME KEY FIGURES
Gospodarska razsežnost prometa
The share of the European logistics industry is estimated at roughly 14 % of GDP.
Delež evropske logistične panoge je ocenjen na okrog 14 % BDP.
The following facts and figures are intended to provide an overview of the economic, social and environmental dimensions of transport policy.
• skupne količine pkm. Če k temu izračunu prištejemo letalski prevoz znotraj EU (okrog 571 milijard pkm leta 2006) in pomorski prevoz znotraj EU (okrog 41 milijard pkm), se delež avtomobilov zmanjša na 72,4 % in motornih koles na 2,4 %.
This non-exhaustive, brief compilation should be viewed as a starting point.
Avtobusi potem predstavljajo 8,3 %, železnice 6,1 % ter tramvaji in podzemne železnice 1,3 %.
Unless otherwise indicated, the sources used are the Statistical pocketbook 2009 — EU energy and transport in figures, official Commission documents, reports from the European Environment Agency and the report produced within three focus groups for the current debate on the future of transport.
Dve dodatni vrsti prevoza k razčlenitvi po vrstah prispevata, kot sledi: letalski 8,8 % in pomorski 0,6 % (vsi podatki se nanašajo na EU-27 v letu 2007).
The economic dimension of transport
Cestni prevoz je predstavljal 72,7 %, železniški 17,1 %, celinske plovni poti 5,3 % in naftovodi 4,9 %.
The provision of transport services accounts for 4.3 % of total value added in the EU, not including own account transport, construction or maintenance of transport infrastructure and transport means.
Prevoz blaga je od 1995 do 2007 naraščal za okrog 2,7 % letno, prevoz potnikov pa za okrog 1,7 % letno.
In freight transport the four land transport modes (road, rail, inland waterways and pipelines) in the EU-27 accounted for 2 650 billion tkm in 2007.
Leta 2007 je bil cestni prevoz blaga (tkm) v EU-27 za 27 % višji kot leta 2000.
Road had a share of 72.7 % of this total, rail 17.1 %, inland waterways 5.3 % and oil pipelines 4.9 %.
Kopenski prevoz potnikov je leta 2007 znašal 5.861 milijard pkm (ali 11.826 km na osebo).
European Parliament, Achieving sustainable, efficient and safe transport in Europe — The Committee on Transport and Tourism in action, Brussels, 2009.
Avtomobili so predstavljali 80,0 %, motorna kolesa 2,6 %, avtobusi 9,2 %, železnice 6,7 % ter tramvaji in podzemna železnica 1,5 %
Transport represents about one third of final energy consumption in the 27 EU Member States and is now the largest consumer of final energy.
Več kot 90 % zunanje trgovine Evropske unije poteka po morju in vsako leto se v pristaniščih EU natovori in iztovori več kot 3,7 milijarde ton blaga.
Road transport accounts for 74 % of the total, aviation 15 %, maritime transport 7.8 %, rail 2.2 % and inland navigation 1.0 %.
Pomorski prevoz prek pristanišč EU naj bi se do leta 2018 povečal za 1,6 milijarde ton in dosegel 5,3 milijarde ton.
Transport has been the fastest-growing sector since 1990.
Sledita pomorski in letalski prevoz s 15 % oz. 12 %.
It accounts for nearly a quarter of all EU-27 GHG emissions.
Če upoštevamo emisije iz elektrarn, ki proizvajajo elektriko za železniški prevoz, se delež železnic v skupnih emisijah poveča na 1,6 %.
Passenger land transport accounted for 5 861 billion pkm (or 11 826 km per person) in 2007.
Raziskave o potovanjih kažejo, da je velika večina voženj (97,5 %) krajša od 100 km.
Cars accounted for 80.0 % of this total, powered two-wheelers 2.6 %, buses and coaches 9.2 %, railways 6.7 % and tram and metro 1.5 %.
Kljub temu pa preostalih 2,5 % predstavlja več kot polovico vseh pkm.
Including intra-EU air transport (around 571 billion pkm in 2006) and intra-EU sea transport (around 41 billion pkm) in this calculation, the share of passenger cars is reduced to 72.4 % and powered two-wheelers to 2.4 %.
Leta 2007 je bilo v EU-27 v uporabi 4.300 civilnih potniških letal, od katerih je skoraj 500 takih z več kot 250 sedeži.
Buses and coaches then account for 8.3 %, railways 6.1 % and tram and metro 1.3 %.
Ta podatek ne vključuje zasebnih letal, ki jih je več kot 30.000.
Goods transport grew by approximately 2.7 % per year and passenger transport by approximately 1.7 % per year between 1995 and 2007.
Polovica vseh voženj, ki jih opravijo državljani EU, je krajša od 5 km.
In 2007, EU-27 road freight transport (tkm) was 27 % higher than in 2000.
Leta 2007 je bilo v EU-27 229 milijonov osebnih avtomobilov.
While the total EU-27 GHG emissions fell by 7.9 % between 1990 and 2005, the situation in the transport sector is different.
Delež lastniških avtomobilov se je v EU-27 povečal za 22 % oziroma 52 milijonov avtomobilov.
In the same period, GHG emissions from transport included in the Kyoto Protocol increased by 27 %.
Promet predstavlja približno tretjino končne porabe energije v 27 državah članicah EU in je trenutno največji porabnik končne energije.
Together with the significant increases in emissions from maritime transport (+ 58 %) and international aviation (+ 98 %), the estimated total increase in emissions from EU transport amounts to 36 % from 1990 to 2006.
Cestni prevoz predstavlja 74 % skupne porabe, letalstvo 15 %, pomorski prevoz 7,8 %, železnice 2,2 % in celinske plovne poti 1,0 %.
Developments in the transport sector are thwarting efforts in all other sectors.
Prometni sektor je najhitreje rastoči sektor od leta 1990 in povzroči skoraj četrtino vseh emisij toplogrednih plinov EU-27.
Without this converse trend in the transport sector, EU-27 GHG emissions would have fallen between 1990 and 2005 by 14 %, instead of 7.9 %.
Približno 30 % prebivalstva EU-15 ali skoraj 120 milijonov ljudi je izpostavljenih hrupu cestnega prometa, ki presega raven 55 dB(A).
Over 90 % of European Union external trade goes by sea, and more than 3.7 billion tonnes of freight a year are loaded and unloaded in EU ports. Maritime transport through EU ports is predicted to grow by 1.6 billion tonnes to 5.3 billion tonnes in 2018.
Čeprav je pomorski prevoz še vedno energetsko najučinkovitejša vrsta prevoza na enoto prevoza, znašajo skupni zunanji stroški, ki jih povzroča pomorski prevoz prebivalcem sveta in okoljskim virom, okrog 300 milijard EUR letno (2006), pri čemer 21 % odpade na floto EU (64 milijard)4.
In 2006 road transport accounted for 71 % of all GHG emissions from transport.
2 cestnega prometa in do 70 % emisij drugih onesnaževal iz cestnega prometa.
Maritime and air transport followed with shares of 15 % and 12 % respectively.
V istem obdobju so emisije TGP iz prometa, ki so zajete v kjotskem protokolu, narasle za 27 %.
Including emissions from the power stations producing the electricity used in rail transport, the share of rail amounted to about 1.6 %.
Z obsežnim povečanjem emisij iz pomorskega prevoza (+58 %) in mednarodnega letalstva (+98 %) je bil med letoma 1990 in 2006 ocenjeni porast skupnih emisij iz prometa EU 36 %.
In 2007, 4 300 civil passenger aircraft were in service in the EU-27, nearly 500 of them having over 250 seats.
Gibanja v prometnem sektorju torej spodkopavajo prizadevanja na vseh drugih področjih.
This figure does not include private aircraft, of which there are more than 30 000.
Če v prometnem sektorju ne bi bilo tega nasprotnega trenda, bi se emisije TGP EU-27 med leti 1990 in 2005 zmanjšale za 14 %, namesto za 7,9 %.
Half of all journeys made by EU citizens are shorter than 5 km.
5 kot desetkrat višja kot v Franciji ali Združenem kraljestvu
Car ownership levels in the EU-27 increased by 22 %, equivalent to 52 million cars.
Od sredine petdesetih letih prejšnjega stoletja so se evropska mesta razširila za povprečno 78 %, število prebivalcev pa se je povečalo le za 33 %.
Approximately 30 % of the EU-15 population, or close to 120 million people, are exposed to levels of road traffic noise of more than 55 dB(A).
V EU ima pet letališč6 več kot 400.000 letov (vzletov in pristankov potniških in tovornih letal) na leto. To pomeni več kot en let na minuto 18 ur na dan.
Urban mobility accounts for 40 % of all CO2 emissions of road transport and up to 70 % of other pollutants from road transport.
Prevozne storitve predstavljajo 4,3 % skupne zaposlenosti v EU, brez upoštevanja prevoza za lastne potrebe ter gradnje ali vzdrževanja prometne infrastrukture in prevoznih sredstev.
In Denmark and the Netherlands, the cycling rate is more than 10 times higher than in France and the United King- dom 5
Okrog 10 % jih je delalo v železniški panogi, 2 % v pomorskem prevozu, 0,4 % na celinskih plovnih poteh, 5 % v letalskem prevozu in 30 % v pomožnih prevoznih dejavnostih (kot so ravnanje s tovorom, potovalne in prevozne agencije ter organizatorji potovanj). Cestni prevoz predstavlja okrog 50 % vse zaposlenosti
European Parliament, The external costs of maritime transport, Brussels, 2007.In Denmark 936 and in the Netherlands 848 km/person/year, compared with 75 km in France and the United Kingdom, and only 20 km in Spain (EEA, 2008, p. 31).
Na Danskem 936 km/osebo/leto, na Nizozemskem 848 v primerjavi s 75 v Franciji in Združenem kraljestvu ter samo 20 km km/osebo/leto v Španiji (EEA 2008, str. 31).Paris-Charles de Gaulle, Frankfurt na Maini, London-Heathrow, Amsterdam-Schiphol in Madrid-Barajas.
Households in the EU spend about 13.7 % of their income, or EUR 949 billion, on transport-related goods and services, making transport the second biggest budget item after house-related expenditures.
Gospodinjstva EU porabijo okrog 13,7 % prihodkov oziroma 949 milijard EUR za blago in storitve v zvezi s prometom, zaradi česar promet predstavlja drugo največjo postavko družinskega proračuna po stroških, povezanih s stanovanjem.
Around one third of this sum (EUR 310 billion) was used to buy vehicles.
Okrog ena tretjina tega zneska (310 milijard EUR) je bila porabljena za nakup vozil.
The average travel time per person is estimated to be around 1.1 hours a day and has remained relatively stable over the last 40 years.
Vključevalo bo 95.700 km cest, 106.000 km železniških tirov (od katerih jih bo 32.000 km namenjenih hitrim vlakom) in 13.000 km celinskih plovnih poti.
Personal mobility has nevertheless increased over the last couple of decades due to a shift to faster transport modes and means.
Vozlišča omrežja predstavlja 411 mednarodnih letališč in 404 večja pomorska pristanišča.
Five airports in the EU 6 have more than 400 000 aircraft movements (take-offand landing for passenger and freight) per year.
Leta 2005 je bilo v EU-27 v uporabi 215.000 km železniških tirov, od katerih je skoraj 50 % elektrificiranih. ciranih.
That is equivalent to more than one movement per minute for 18 hours a day.
Povprečna količina časa, ki ga posameznik nameni vožnji, naj bi znašala okrog 1,1 ure na dan in je na približno enaki ravni že zadnjih 40 let.
Some 37 EU airports have more than 100 000 aircraft movements per year.
Vseeno pa se je mobilnost ljudi v zadnjih nekaj desetletjih zaradi prehoda na hitrejše vrste prevoza in prevoznih sredstev povečala.
Activities related to maritime transport employ 1.5 million people in Europe.
V dejavnostih, povezanih s pomorskim prevozom, je v Evropi zaposlenih 1,5 milijona ljudi.
Some 70 % of shipping-related jobs are onshore — in shipbuilding, naval architecture, science, engineering, electronics, cargo-handling and logistics.
Okrog 70 % služb, povezanih z ladijskim prevozom, je na kopnem – v ladjedelništvu, projektiranju ladij, znanosti, inženiringu, elektroniki, ravnanju s tovorom in logistiki.
In 2005 around 8.8 million people were employed in the transport sector.
Leta 2007 je v prometnih nesrečah umrlo 42.448 oseb (smrt v roku 30 dni).
Paris — Charles de Gaulle, Frankfurt (Main), London — Heathrow, Amsterdam — Schiphol and Madrid —Barajas.
V primerjavi z letom 2000 se je število žrtev v prometnih nesrečah zmanjšalo za skoraj četrtino (24,8 %).
Tourism does not yet have a legal base of its own in the EU Treaty.
Turizem svoje pravne podlage v pogodbi o EU še nima.
This situation will change with the entry into force of the Lisbon Treaty, Article 195 of which provides for the Union to have legislative competence in the area of tourism, even if it is in the context of supporting competences (Article 6).
To se bo spremenilo, ko bo začela veljati lizbonska pogodba, katere člen 195 določa, da ima Unija na področju turizma zakonodajne pristojnosti, tudi če gre za pristojnosti v zvezi z ukrepi za podporo (člen 6).
In 2007, 42 448 persons were killed in road accidents (fatalities within 30 days).
Evropska turistična politika bi lahko precej prispevala k spopadanju s trenutno gospodarsko krizo.
In comparison with 2000, the number of road fatalities decreased by almost a quarter (24.8 %).
Februarja 2009 je Komisija med več kot 27.000 državljani EU, starih najmanj 15 let, opravila anketo, ki je pokazala, da gre vsako leto na počitnice vsaj 50 % državljanov in da jih 48 % namerava preživeti počitnice v domači državi (v primerjavi s 43 % leta 2008).