natgillin/translations-raw huggingface dataset:
Ingrid Walther, Government of Berlin, Information and Communication Technologies Divisioningrid.walther@senwaf.verwalt-berlin.de www.dice-online.net
Ingrid Walther, Vlada Berlina, Tehnološka enota za informacije in komunikacijo ingrid.walther@senwaf.verwalt-berlin.de http://www.dice-online.net
Internal disparities.
IQ-vlak: omrežje upravljavcev Interreg
Employment rates and competitiveness.
VINTUR: Evropski prostor enološkega turizma
Regional per capita GDP in the EU-25 (
Skupni stroški: 540 000 EURPrispevek EU: 270 000 EUR
): disparities ranging from 32 % to 315 % of the EU average
„IQ-vlak je mreža lokalnih oblasti, ki upravljajo s pobudo Skupnosti Interreg.
Lublin (PL)Lower Carpathia (PL)Mazovia (PL)Podlachia (PL)Holy Cross (PL)North Hungary (H)Opolia (PL)Northern Great Plain (H)Eastern Slovakia (SK)Latvia (LV)
Namenjen je zlasti članom pilotnih odborov in odborov za spremljanje, da bi podprli širitev in omogočili integracijo organov upravljanja novih držav članic Unije.“
Central London (UK) Brussels Capital (B)Luxembourg (L)Hamburg (D)Île-de-France (F)Vienna (A)Berkshire, Buckinghamshire and Oxfordshire (UK)Province of Bolzano (I)Stockholm (S)Upper Bavaria (D)
„Cilj projekta VINTUR je ustvarjanje, razvoj in utrjevanje evropskega prostora vinogradniških mest in regij kot delovne platforme, ki bo omogočila bolj intenzivno sodelovanje med gospodarskimi akterji in organi oblasti, pa tudi vrednotenje dobrih praks.
2007–13: preparing the new generation of programmes with the Inforegio site
2007–2013: Pripraviti novo generacijo programov s pomočjo spletne strani Inforegio
The Member States and the regions are preparing the upcoming 2007–13 programming period.
Države članice in regije se že pripravljajo na novo obdobje programov za obdobje 2007–2013.
The Inforegio website presents extensive information and important documents of interest to all the actors involved in this approach.
Spletna stran Inforegio predstavlja številne podatke in dokumente, pomembne za vse akterje, ki so vključeni v te postopke.
The aim is to facilitate exchanges between these stakeholders and to inform the general public about progress made.
Sodelujočim bi radi pomagali na področju izmenjav in hkrati obveščali javnost o napredku.
Do not hesitate to address your questions and contributions to the Regional Policy DG.http://europa.eu.int/comm/regional_policy/debate/forum_en.htm
Generalni direktorat REGIO se že veseli vaših vprašanj in prispevkov.http://europa.eu.int/comm/regional_policy/debate/forum_en.htm
Information on the European Union’s regional aidhttp://europa.eu.int/comm/regional_policy/index_en.htm
Informacije o regionalni pomoči Evropske unije:http://europa.eu.int/comm/regional_policy/index_en.htm
Cohesion and the Lisbon strategy
Sodelovanje v osrčju kohezije
Cooperation at the heart of cohesion inforegio panorama
Sodelovanje v osrčju kohezije inforegio panorama
Transport, en a driving force for regional development inforegio
Transport, sl gonilna sila regionalnega razvoja inforegio
_BAR_ No 18 _BAR_ December 2005 _BAR_ panorama
_BAR_ Št. 18 _BAR_ december 2005 _BAR_ panorama
Transport, a driving force for regional development
Transport, gonilna sila regionalnega razvoja
Open Days 2005 — The call from Europe’s regions and cities
Transport, gonilna sila regionalnega razvoja
The need for agreement on the 2007–13 financial perspectives was the principal concern running through the debates by participants at the ‘Open Days — European Week of Regions and Cities’, held in Brussels from 10 to 13 October, 2005.
Čeprav so prometne infrastrukture neizogibno potrebne za regionalno gospodarsko rast, pa vendar ne prispevajo neposredno k socialni koheziji, razen pod določenimi pogoji.
Transport, a driving force for regional development
Trajnostni promet, prednostna naloga evropske politike
Although vital to regional economic growth, transport infrastructure only contributes to social cohesion if certain conditions are met.
Podpora načinom transporta, ki spoštujejo okolje, je eden od štirih stebrov strategije trajnostnega razvoja Skupnosti.
From the ground: Interreg IIIB North-West Europe
Reportaža: Algarve na razpotju
Report: The Algarve at the crossroads
Iz prakse: Estonija, Litva, Latvija, Poljska, Finska
Cover: Containers in transit at the Port of Belfast (United Kingdom).
Naslovnica: Kontejnerji v tranzitu v pristanišču Belfast (Združeno kraljestvo).
The following also contributed to this issue: Adam Abdulwahab, Maurizio Castelletti, Pierre Ergo, Véronique Faure, Manuel Gavira, Jean-Luc Janot, Mario Rodrigues, Maj Theander.
Pri izdaji te številke so sodelovali tudi: Adam Abdulwahab, Maurizio Castelletti, Pierre Ergo, Véronique Faure, Manuel Gavira, Jean-Luc Janot, Mario Rodrigues, Maj Theander.
Editor: Thierry Daman, European Commission, Directorate-General for Regional Policy.This magazine is printed in English and French on recycled paper.
Odgovorni urednik: Thierry Daman, Evropska komisija, Generalni direktorat za regionalno politiko Ta revija je v angleški in francoski različici tiskana na recikliranem papirju.
The thematic dossier is available in 19 languages of the European Union at: http://europa.eu.int/comm/regional_policy/index_en.htm
Tematski dosje je na voljo v 19 jezikih Evropske unije na spletni strani http://europa.eu.int/comm/regional_policy/index_en.htm
Transport at the crossroads of regional development
Transport, gonilna sila regionalnega razvoja
It will also have the means to match the importance of the task.
Prometne infrastrukture: vezni člen med rastjo in kohezijo v Evropi
Although vital to regional economic growth, transport infrastructure only contributes to social cohesion if certain conditions are met.
Čeprav so prometne infrastrukture neizogibno potrebne za regionalno gospodarsko rast, pa vendar ne prispevajo neposredno k socialni koheziji, razen pod določenimi pogoji.
Bridge over the Bilbao–Santander motorway (Spain).
Most na avtocesti Bilbao-Santander (Španija).
On its foundation in the late 1950s, the European Economic Community faced the issue of inequalities in living standards between its Member States.
Že ob svoji ustanovitvi se je morala Evropska gospodarska skupnost soočiti z vprašanjem neenakosti življenjskih ravni v posameznih državah članicah.
At that time there were significant differences in per capita GDP between Germany and Italy, for example.
Razlike v BDP med Nemčijo in Italijo, na primer, so bile v tistem obdobju precejšnje.
Yet, by comparison, the differences in per capita GDP between the various regions were even more marked: Baden-Württemberg or the Île-de-France were much wealthier than Pouilles or Sicily.
A bile so še večje ob primerjavi regionalne BDP na prebivalca: Pokrajini Baden-Wurtemberg ali Ile de France sta bili veliko bogatejši, kot Apulija ali Sicilija.
At the time of each subsequent enlargement the EU has faced this same crucial issue.
To pomembno vprašanje se vedno znova zastavlja ob vsaki novi širitvi Evropske unije.
Amongst the new countries that have progressively joined the Union (Greece, Spain, Portugal, Poland, etc.), there were — and are — regions where the per capita GDP is over 15 times lower than that of the most prosperous regions.
V državah, ki so se postopno pridruževale Uniji (Grčija, Španija, Portugalska, Poljska …) so bile in so še vedno regije, kjer je BDP na prebivalca kar 15-krat nižji od BDP najbogatejših regij.
In a market economy, economic growth is not based on technical progress and productivity gains alone.
Gospodarska rast v tržnem gospodarstvu ne temelji le na tehničnem napredku in povečevanju produktivnosti.
When economic policy was in its infancy, renowned economists such as Adam Smith and David Ricardo showed that the international division of labour also plays a major role.
Kot so že na začetku politične ekonomije dokazali njeni ustanovitelji, kot sta bila Adam Smith in David Ricardo, igra mednarodna delitev dela prav tako pomembno vlogo.
Even in a world without technical progress, closer ties between production zones with different production costs is in itself a factor for collective ben-efi t.
Celo v svetu brez tehničnega napredka je že približevanje proizvodnih območij, ki imajo različne proizvodne stroške, samo po sebi dejavnik kolektivnega dobička.
The intuition of these pioneers was later confirmed by the work of contemporary economists, leading to the famous ‘HOS’ (Hecksher, Ohlin, Samuelson) theory.
Intuicija teh pionirjev se je kasneje potrdila v delih sodobnih ekonomistov in končala v slavnem teoremu, imenovanem „HOS”(Hecksher, Ohlin, Samuelson): prost pretok dobrin in storitev je ustrezno nadomestilo za neenakomerno porazdelitev proizvodnih dejavnikov po posameznih območjih.
This considers the free movement of goods and services to be a pertinent substitute for the unequal wealth of territories in terms of production factors. Even if we are too inclined to forget it, we experience this every day.
Čeprav pogosto pozabimo na to trditev, jo vendarle vsak dan znova preizkusimo: vsakokrat, ko spijemo čaj ali kavo, ali ko se usedemo v svoj avto, uporabljamo proizvode (tropske proizvode, nafto), ki jih v Evropi skoraj ne proizvajamo, a so nam na voljo zaradi mednarodne delitve dela.
As one of the EU’s objectives is convergence between Member States in standards of living, it is not possible to accept this situation or to simply allow it to be corrected by migratory flows from disadvantaged zones to dynamic zones.
Ker je približevanje življenjskih ravni v državah članicah eden od ciljev Evropske unije, se ni mogoče zadovoljiti s takšnim položajem ali dopustiti, da se razmere same uredijo, z migracijskimi tokovi, ki potekajo od najmanj razvitih območij proti bolj dinamičnim.
Giving regions in difficulty the opportunity to experience significant economic growth, and if possible at a faster rate than other regions, consequently became one of the European Union’s priorities.
Regijam, ki so v težavah, moramo dati možnost obsežnega gospodarskega razvoja, in če je mogoče, hitrejšega kot v ostalih regijah.
As a result, transport infrastructure was assigned a major role: that of reconciling economic growth with social cohesion.
S tega vidika so dobile prometne infrastrukture velikanski pomen: povezati gospodarsko rast in socialno kohezijo.
Transport infrastructure plays a key role in this.
S tega vidika igrajo prometne infrastrukture ključno vlogo.
It permits the movement of goods and the linking of the territories in question.
Te namreč omogočajo pretok blaga in povezujejo območja.
For producers, the development of efficient transport systems allows expansion of outlets, thereby permitting mass production and a reduction in unit costs.
Nemške avtomobile, švedsko pohištvo in finske telefone lahko kupimo po vsej Evropi, prav tako špansko sadje in zelenjavo ter italijanska oblačila.
As the latter more than off sets transport costs, the consumer is the system’s
Razvoj učinkovitih načinov prevoza širi potencialna tržišča, kar omogoča proizvodnjo v velikih serijah in s tem zniževanje skupnih stro-
Despite its importance, it is also necessary to stress that infrastructure development is not a ‘cure all’.
Vendar je treba poudariti, da razvoj infrastruktur ni univerzalna rešitev.
Though vital to regional economic growth, transport infrastructure only contributes to social cohesion if certain conditions are met.
Prometne infrastrukture, ki so neizogibno potrebne za regionalno gospodarsko rast, neposredno ne prispevajo k socialni koheziji, razen pod določenimi pogoji.
) Professor of economic sciences, Université Lyon2, Director of the LET (Laboratoire d’Economie des Transports), UMR CNRS No 5593 (www.let.fr).
) Profesor ekonomskih znanosti, Univerza Lyon2, Direktor LET (Laboratorij za gospodarstvo in transport), UMR CNRS n°5593 (www.let.fr).
_BAR_ inforegio _BAR_ panorama _BAR_ No 18 _BAR_ p. 7 _BAR_
_BAR_ inforegio _BAR_ panorama _BAR_ Št. 18 _BAR_ str. 3 _BAR_
) report proposing that Europe should co-finance finance more than 20 major infrastructure projects, essentially for cross-border and thus international purposes.
O tem pričajo promocije velikih evropskih «koridorjev», nedavno pa tudi poročilo Van Miert4, ki Evropi predlaga sofi -nanciranje več kot dvajset velikih infrastrukturnih projektov, katerih bistvena značilnost je čezmejnost in so zatorej mednarodnega pomena.
The first mission of transport infrastructure is thus to contribute to the underlying reduction of costs and the general economic growth that results.
Prometne infrastrukture morajo torej v prvi vrsti prispevati k splošnemu znižanju stroškov in posledično k gospodarski rasti.
But its role does not end there.
Toda njihova vloga ni omejena le na to.
One must also take into account the concrete implications for the territories in question.
Upoštevati je treba tudi njih vpliv na posamezna območja.
Experience shows that the centres of production and consumption tend, for evident reasons of accessibility, to be attracted to the most efficient infrastructure.
Izkušnje kažejo, da zmogljivejše infrastrukture privlačijo proizvodne in trgovske centre (zaradi očitnih razlogov dostopnosti).
The growth of the railways in the 19th century and of the motorways or airports in the 20th century confirmed this: transport infrastructure has a sig-nifi cant impact on the development and relative wealth of territories.
Razvoj železniških prog v 19. stoletju in razvoj avtocest in letališč v 20. stoletju le potrjujeta to tezo: prometne infrastrukture imajo oprijemljiv vpliv na razvoj in hierarhizacijo območij.
Regions that are well served fare better than isolated areas.
Regije z razvitim prometnim omrežjem imajo boljše možnosti razvoja, kot pa območja s slabimi povezavami.
This is why the launch and financing of transport infrastructure has long been a key mission of states.
Zato je načrtovanje in financiranje prometnih infrastruktur že dolgo časa eno od ključnih poslanstev držav.
To consolidate national unity, they have traditionally either directly undertaken or closely monitored the building of canals, railways or motorways to ensure they serve the territory as effectively as possible.
Da bi utrdile nacionalno enotnost, so ZDA, na primer, že pred časom vzele v svoje roke nadzor nad gradnjo kanalov, železniških povezav in avtocest, da bi te bolje služile svojemu namenu.
In the light of the above reasoning, the key social and economic role of transport systems justifies the relaunch of major infrastructure works.
Glede na naštete prednosti, predvsem z vidika socialne in ekonomske vloge transportnih sistemov, je potrebno zagnati velike projekte, ki so našteti v poročilu Van Miert.
The projects described in the Van Miert report should be rapidly implemented and the necessary budgetary and financial decisions made.
Treba je tudi sprejeti proračunske in finančne odločitve, ki so s tem povezane.
So why does it seem that Europe, and many Member States, are reluctant to act?
Od kod torej občutek, da se Evropa in mnoge države članice obotavljajo pri uresničevanju teh projektov?
What is this distracting whisper that transport infrastructure may not be the panacea, and that the expected effects in terms of growth and cohesion may not materialise?
Kateri glasek nam šepeta v uho, da prometne infrastrukture niso univerzalno zdravilo? In da se pričakovana učinka, torej rast in kohezija, ne bosta nujno ujela?
These are questions that must not be passed over in silence or dismissed outright.
Da se lahko pojavijo stranski učinki, zlasti okoljski?
The European Union was faced with the same need.
Evropska unija se sooča z enako potrebo.
As the Mac-Dougall report (2) found in 1977, the outlying and less developed regions need a modern transport infrastructure to gain access to markets, for the purposes of supply and to find markets for locally produced goods.
Kot so že leta 1977 zapisali v MacDougallovem poročilu2, bi morale obrobne in manj razvite regije razpolagati s sodobnimi prometnimi infrastrukturami, da bi jih lahko povezali s trgi.
The financing of transport infrastructure thus became one of the key forms of intra-Community solidarity.
Zaradi njihove lastne oskrbe, pa tudi za prodajo lokalno proizvedenih dobrin.
Insofar as solidarity between persons has remained largely a matter for the Member States (social insurance, assistance for the most disadvantaged), inter-regional solidarity has been the lever used by Europe to favour social cohesion by means of converging standards of living.
Financiranje prometnih infrastruktur je torej postalo ena od ključnih oblik solidarnosti znotraj Skupnosti.
Thus, countries such as Greece, Spain (3) or Portugal have received large sums in European aid (EIB loans and subsidies) to improve their road and rail networks.
Medtem ko je družbena solidarnost v veliki meri v pristojnosti držav članic (socialna zavarovanja, pomoč najrevnejšim), je bila medregionalna solidarnost vzvod, ki ga je Evropa uporabila za spodbujanje socialne kohezije.
The same is true today for the 10 new Member States and for the candidate countries, albeit on a lesser scale.
Tako so dežele, kot so Grčija, Španija3 ali Portugalska prejele obsežna sredstva iz evropskih skladov (subvencije in posojila EIB) za izboljšavo svojih cestnih in železniških omrežij.
Improvements in the interconnection of transport networks are the
Enako velja še danes, čeprav v manjši meri,
Let us first look at the questions and the doubts of fi nan-ciers, public and private, as they consider the prospect of investing in new transport infrastructure.
Posvetimo se najprej vprašanjem in dvomom, ki prežemajo javne in zasebne investitorje v nove prometne infrastrukture.
The first doubt is technical and economic: will the volume of traffic announced by the project designers be confirmed?
Prvi dvom je tehnične in ekonomske narave: ali se bo količina prometa, ki jo napovedujejo avtorji projekta, uresničila?
Over recent years, there are many examples of over-optimistic forecasts: Eurotunnel, the M1 motorway in Hungary, the Rhine–Main–Danube waterway — all represent investments whose effects fell short of expectations.
V zadnjih letih se je v mnogih primerih izkazalo, da so bile napovedi preveč optimistične: Eurotunnel, avtocesta M1 na Madžarskem, vodna pot Ren – Maina - Donava so bile investicije, ki niso upravičile pričakovanj.
This has resulted in decisionmakers growing wary of the risks (real construction costs, ac-tual traffic, etc.) and tending to delay the final decision, as in the case of the new rail link between Italy and France.
Posledica je nezaupanje tistih, ki odločajo. Zaradi tveganja (dejanski stroški gradnje, efektivni promet …) pa prihaja do odlaganje končne odločitve, kot v primeru nove železniške povezave med Italijo in Francijo.
The second doubt is environmental.
Drugi dvom je povezan z okoljem.
Will developing infrastructure, especially airports and motorways, encourage
Ali z razvijanjem infrastruktur, še zlasti letaliških in avtocestnih, ne spodbujamo
New train depot in Drogheda (Ireland).
Novo železniško skladišče v Droghedi (Irska).
(2) European Commission, Report of the study group on the role of public finance in European integration (MacDougall Report), Brussels, 1977.(3) European aid received by Spain in the years following its accession represented 1 % of its GDP for a period of about a decade.
(2) Evropska komisija, “Report of the Study Group on the Role of Public Finance in European Integration” (MacDougall Report), Bruselj, 1977.(3) Evropske pomoči, ki jih he Španija prejela po svojem pristopu, so več kot desetletje predstavljale 1% njenega BDP.(4) Evropska komisija, “Prednostni projekti transevropskega transportnega omrežja do 2020 –Poročilo skupine na visoki ravni “, Bruselj, 2003.
8 _BAR_ inforegio _BAR_ panorama _BAR_ No 18 _BAR_
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Transport, a driving force for regional development an unsustainable mobility?
Transport, gonilna sila regionalnega razvoja razvoja netrajnostne mobilnosti?
When a railway line or motorway already runs through a sensitive area, residents are concerned at the prospect of any new project, even if it is only to widen an existing route.
V primerih, ko avtocesta in železniška proga že tečeta po občutljivih območjih, se domačini vznemirjajo zaradi vsakega novega projekta, četudi gre le za preprosto širitev.
The third doubt is social and local.
Tretji dvom je socialne in lokalne narave.
Who really benefits from new transport infrastructure?
Kdo ima dejansko korist od novih prometnih infrastruktur?
Will the expected ‘structuring effects’ in fact prove to be destructuring?
Ali ne bodo pričakovani «strukturni učinki» prej rušilni, kot ne?
Will the new motorway that is supposed to open up an outlying region instead speed up the exodus of jobs and the transfer of a section of the population to more developed areas?
Ali ne bo avtocesta, ki naj bi določeno obrobno regijo povezala z zunanjim svetom, prej pospešila odhod delovne sile proti bolj razvitimi območjem?
The expected convergence in living standards will thus be essentially achieved through the mobility of the labour force, which is contrary to any logic of solidarity.
Pričakovana konvergenca življenjskih ravni, ki naj bi bila posledica mobilnosti delovne sile, nas torej oddaljuje od logike solidarnosti.
In particular, the public authorities must be very clear on the question of traffic risks: are they ready to assume responsibility for them or not?
Oblast pa se mora jasno opredeliti do vprašanj, povezanih s prometnim tveganjem: je pripravljena sprejeti odgovornost ali ne?
These are legitimate doubts.
Ti dvomi so povsem upravičeni.
At a time when Europe’s population is entering a phase of near stability, and when the principles of sustainable development are gaining credence, transport infrastructure must no longer be presented as the magic wand that will solve all our problems.
V času, ko prebivalstvo Evrope vstopa v fazo kvazi-stagnacije, ko postajajo načela trajnostnega razvoja vedno bolj pomembna, prometnih infrastruktur ne bi smeli več predstavljati kot čarobno palico, ki lahko reši vse težave.
It should be clear that some projects, even those strongly promoted by certain lobbies, must be abandoned or postponed.
Jasno mora biti, da je treba določene projekte opustiti ali prestaviti na kasnejši čas, čeprav jih močno podpirajo priložnostni lobiji.
Doubt should be the rule in the face of generous traffic forecasts.
Dvom mora biti pravilo ob soočanju s pretiranimi napovedmi obsega prometa.
But that does not mean that Europe no longer has any need to finance new transport infrastructure.
Kljub temu pa ne moremo reči, da Evropa ne potrebuje novih prometnih infrastruktur.
Such infrastructure remains necessary, for economic and social reasons, but certain conditions must be taken into account when studying and planning it.
Potrebuje jih tako iz ekonomskih, kot socialnih razlogov, vendar jih je treba natančno preučiti in ovrednotiti, pri tem pa upoštevati določene pogoje.
Clarification is also necessary regarding the effects of economic growth and social cohesion.
Pojasniti je treba še učinek teh investicij na gospodarsko rast in socialno kohezijo.
Rather than promising a general improvement, it is more logical to show what the effects of the polarisation resulting from the creation of a new infrastructure will be.
Bolj kot obljube o splošnem izboljšanju, je pomembno osvetliti učinke polarizacije, ki so povezani z gradnjo nove infrastrukture.
The positive and negative impact of new traffic flows will not spread homogeneously over the area.
Pozitivni in negativni učinki novih prometnih tokov se ne bodo enakomerno razporedili po prostoru.
Rather than speaking generally of the ‘structuring effects’ it is better to have recourse to simulation models of interaction between transport and localisation to highlight the winners and the losers.
Ne moremo se zgolj na splošno sklicevati na strukturirajoče učinke. Potrebno je uporabiti modele za simulacijo interakcij med transportom in lokalizacijo in pri tem izpostaviti tiste, ki bodo z investicijo izgubili ter tiste, ki bodo pridobili.