Examples of using Polo programme in English and their translations into Hungarian
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The Marco Polo programme should dovetail with the concept.
SMEs have, up to now, faced quite a lot of difficulty in accessing the European funds granted through the Marco Polo programme.
The Commission is aware that the Marco Polo programme suffered from a number of shortcomings.
The second Marco Polo programme is not completely meeting the objectives set in its legal basis in terms of modal shift and traffic avoidance.
These are infrastructures, which are necessary andsufficient to achieve the objectives of the service-related actions targeted by the Marco Polo programme.
The first Marco Polo programme(Marco Polo I) had a budget of 102 million euro and ran between 2003 and 2006.
For the reasons stated by the Court(i.e. earlier start of projects, increase of the scale of services and earlier return on investment),the Commission considers that the Marco Polo programme has clearly an EU added value for the audited projects.
Therefore, the next Marco Polo programme must take the quantum leap towards an overall reduction of international road freight transport.
Aid, in particular in the context of the trans-European transport network, through the establishment of port infrastructure and port access,the promotion of innovative services through the Marco Polo programme, and the development of research in the shipping sector.
The EESC believes that the Marco Polo programme is not fully achieving the goals that were originally set, and that it is consequently not being used to full effect.
From 2008 the Executive Agency for Competitiveness and Innovation started to manage the European Commission's SmE support network and eco-innovation initiatives(which form part of the new framework programme for competitiveness and innovation 2007- 13)and the marco Polo programme.
Marco Polo programme Key activities x The European information day in April attracted 173 participants(and a further 528 live web stream viewers).
Recommendation(b)(ii) The funding mechanism for the follow-up of the Marco Polo programme type of actions will result from the policy context and be based on the ex ante analysis.
The first Marco Polo programme, which aimed to shift 48 billon tonne-kilometres from the roads in four years, ended in 2006, although the external assessment has shown that only 64% of this figure was achieved.
As part of this policy,in 2003 the EU legislator established a first Marco Polo programme(Marco Polo I, with a budget of 102 million euro) that ran between 2003 and 2006.
Finally, the Marco Polo programme expects the project participants to finance a large part- at least 65%- of the project costs themselves.
T he Commission willpresent a communication on the results achieved by the Marco Polo programme for the period 2003-2010, before drawing up a proposal for a third Marco Polo programme. .
For the Marco Polo programme: In March 2008, the Agency became responsible for monitoring 43 ongoing projects; in the course of 2008, 20 new grant agreements were signed related to the 2007 call for proposals.
The Agency was established for a period beginning on 1 January 2014 and ending on 31 December 2024 for the management of EU actions in relation to the Connecting Europe Facility, the Horizon 2020Research and Innovation Funding Programme, the Trans-European Transport Network and the Marco Polo Programme.
As stated in the external evaluation report, the Marco Polo programme constitutes an appropriate strategy to contribute to an efficient and sustainable transport system.
True to its practical nature, European intermodality policy features already a market-oriented programme to shift freight off the road towards the more environmentally friendly modes:the Marco Polo Programme(2003- 2006) under Council and Parliament Regulation 1382/2003, endowed with a budget of 100 million EUR.
Establishing the second Marco Polo programme is an important step as it ensures the necessary financial assistance for those measures intended to increase and improve the environmental performance of the freight transport system.
I agree with them on the immense, immediate and urgent need to restore the Danube as a waterway for sustainable transport-there is the Marco Polo Programme, which is still so badly utilised- or as a vector of unique touristic development- because, of course, the landscapes are amazing- or as a source of renewable energy.
The Marco Polo programme must provide for the possibility of financing projects involving actions taking place in just one Member State, provided that the impact of such projects will benefit all users of international shipments passing through the Member State in question;
Providing for inclusion in the projects eligible for support under the Marco Polo programme actions involving air and pipeline transport in a secondary capacity, on condition that other modes were also involved;
The above-mentioned measures aim to achieve progressively a more efficient and environmentally-friendly distribution of freight flows among the different transport modes; but they will take a number of years to materialise and the only action at Community level aiming at encouraging a reduction of congestion in thevery short term is the Marco Polo programme.
It is hoped that the new Marco Polo programme will benefit from improved financial conditions in order to pursue the targets set, which will now also include projects involving motorways of the sea as well as projects involving measures to reduce traffic congestion.
As regards:(i) since 2010, EACI introduced complementary audit certificates, which gave additional certainty for the freight transported by Marco Polo projects;(ii) the majority of them continue after the funding period generating additional modal shift;(iii)the deadweight issue in the Marco Polo programme is difficult quantify since there might be a lot of factors which may affect the results.
Although the Programme is actually achieving a significant modal shift, both the results of the second call for proposals, in 2008,under the second Marco Polo programme, and those of the external evaluation of the first Marco Polo programme, show that the Programme will very probably not be able to reach its objective of avoiding or shifting a substantial part of the forecast total growth of international road freight transport in Europe, as envisaged by its legal basis.
ENCOURAGES the Commission to further promote one fully integrated multimodal transport system, particularly through the revision of the TEN-T policy, the Marco Polo programme and the Naïades Action Programme, and if appropriate other Community policies, which have a positive impact on the transport system, while taking into account the need to mitigate the present regional differences within the EU, the needs of the Member States at the periphery of the EU, as well as the major transnational traffic flows;