natgillin/translations-raw huggingface dataset:
94 As regards the Austrian authorities’ decision to extend the scope of the sectoral traffic prohibition to the section to the west of Innsbruck, that measure is necessary because of the level of pollution of the ambient air in the zone concerned. Furthermore, as that section represents only a small proportion of lorry traffic in the Brenner corridor, namely about 1.8%, the effect of the extension on cross-border lorry traffic is slight. 
94 Što se tiče odluke austrijskih vlasti da prošire područje primjene zabrane prometa na dionicu zapadno od Innsbrucka, ta se mjera smatra nužnom zbog razine onečišćenja zraka na predmetnom području. Budući da ta dionica čini samo mali udio prometa teretnih vozila u koridoru Brenner, tj. oko 1,8 %, učinak proširenja na prekogranični promet teretnih vozila je skroman.
95 Before adopting the sectoral traffic prohibition, the Austrian authorities carefully examined the possibility of taking alternative measures that were less restrictive of the free movement of goods. The measures studied were introduced and applied in so far as they were appropriate and effective. The authorities thus decided to introduce a variable speed limit depending on pollution and a traffic ban for certain lorries that did not comply with standards Euro II or Euro III. In addition, the geographical scope of the night traffic ban was extended and the exception for lorries in classes Euro IV and Euro V was removed. 
95 Prije uvođenja zabrane prometa na dionici autoceste austrijske su vlasti pomno ispitale mogućnost poduzimanja alternativnih mjera koje bi manje ograničavale slobodno kretanje robe. Ispitane mjere su uvedene i primjenjuju se u onoj mjeri u kojoj su primjerene i učinkovite. Dakle, vlasti su odlučile uvesti promjenjivo ograničenje brzine ovisno o stupnju onečišćenja i zabranu prometa za određena teretna vozila koja ne ispunjavaju norme Euro II ili Euro III. Osim toga, prošireno je teritorijalno područje primjene zabrane noćne vožnje i uklonjeno je izuzeće za teretna vozila iz razreda Euro IV i Euro V.
96 As regards the possibility of introducing a permanent speed limit of 100 km/h, the Commission is wrong to submit that such a measure could reduce nitrogen dioxide emissions in the zone concerned by approximately 7.5% and would reduce the annual concentration of that atmospheric pollutant in that zone more than the sectoral traffic prohibition. According to the Republic of Austria, the IFEU report relied on by the Commission to show that those assertions are correct is based on unverifiable data and hypotheses. 
96 Što se tiče mogućnosti uvođenja trajnog ograničenja brzine na 100 km/h, Komisija nije u pravu kada tvrdi da bi se takvom mjerom na predmetnom području emisije dušikovog dioksida mogle smanjiti otprilike 7,5 % te da bi se godišnja koncentracija te onečišćujuće tvari u atmosferi na predmetnom području smanjila više nego zabranom prometa na dionici autoceste. Republika Austrija navodi da se izvješće IFEU-a, na koje se Komisija poziva kako bi dokazala točnost tih navoda, temelji na nepouzdanim podacima i pretpostavkama.
97 For assessing the effect of replacing the variable speed limit by a permanent 100 km/h speed limit, the basis should be the Ökoscience report, which contains data on the application of the variable speed limit from November 2007 to October 2008. According to that data, the effect of that replacement would be to obtain an additional annual reduction of 1.1% of nitrogen dioxide emissions in optimum conditions, which would represent a markedly worse result that that of the sectoral traffic prohibition, for which a reduction of 1.5% of those emissions is claimed. 
97 Učinak zamjene promjenjivog ograničenja brzine trajnim ograničenjem brzine na 100 km/h trebalo bi procjenjivati na temelju izvješća Ökosciencea, koje sadržava podatke o primjeni promjenjivog ograničenja brzine u razdoblju od studenog 2007. do listopada 2008. Na temelju tih podataka, učinak takve zamjene bio bi dodatno godišnje smanjenje emisija dušikovog dioksida od 1,1 % u optimalnim uvjetima, što je izrazito lošiji rezultat od onog na temelju zabrane prometa na dionici autoceste, za koju se navodi smanjenje tih emisija od 1,5 %.
98 In this connection, the Republic of Austria states that the level of reduction of emissions deriving from a permanent speed limit of 100 km/h depends essentially on that measure’s effect on the speed actually practised by road users, which itself depends on their acceptance of the measure. The average speed of traffic does not correspond to the maximum permitted speed. At the time when a speed limit of 130 km/h applied in Vomp, the average speed of passenger vehicles was approximately 116 km/h, while during the investigation period in which a permanent speed limit of 100 km/h was applied the average speed fell only to 103 km/h. The actual reduction in average speed was thus not 30 km/h but only 13 km/h. 
98 U tom kontekstu Republika Austrija navodi da razina smanjenja emisija kod trajnog ograničenja brzine na 100 km/h u biti ovisi o učinku te mjere na stvarnu brzinu cestovnih korisnika, što opet ovisi o njihovom prihvaćanju te mjere. Prosječna brzina vožnje ne odgovara najvećoj dopuštenoj brzini. U razdoblju kada je u Vomp-u vrijedilo ograničenje brzine na 130 km/h, prosječna brzina osobnih vozila bila je oko 116 km/h, dok je u razdoblju ispitivanja tijekom primjene trajnog ograničenja brzine na 100 km/h prosječna brzina pala tek na 103 km/h. Dakle, stvarno smanjenje prosječne brzine nije bilo 30 km/h nego samo 13 km/h.
99 As to the possibility of extending the traffic bans for older lorries to lorries in other Euro classes, such an extension would lead to contradictory results. Nitrogen dioxide emissions of lorries in class Euro IV are greater than those of motor vehicles in class Euro III. In addition, account should be taken of the date from which vehicles in the Euro class concerned by the traffic ban no longer correspond to the standard, and of whether an obligation to replace those vehicles by newer vehicles could be imposed. At the time when the package of measures intended to improve ambient air quality in the Province of Tyrol was proposed, three-quarters of the lorry fleet still consisted of vehicles corresponding to standard Euro III. 
99 Što se tiče mogućnosti proširenja zabrane prometa za starija teretna vozila na ostale razrede Euro, takvo bi proširenje dovelo do proturječnih rezultata. Emisije dušikovog dioksida iz teretnih vozila razreda Euro IV veće su od onih iz motornih vozila razreda Euro III. Osim toga, treba uzeti u obzir datum nakon kojeg vozila iz razreda Euro obuhvaćena zabranom prometa više ne zadovoljavaju tu normu, kao i mogućnost nametanja obveze zamjene tih vozila novijim vozilima. U razdoblju kada je predložen paket mjera za poboljšanje kvalitete zraka u pokrajini Tirol, tri četvrtine voznog parka teretnih vozila činila su vozila iz razreda Euro III.
100 The Austrian authorities studied the effects on air pollution of traffic control measures, measures relating to tolls and other steering measures. They were rejected in part because of their disadvantages, and are in the course of application in part. 
100 Austrijske su vlasti ispitale kakve bi učinke na onečišćenje zraka imale mjere za nadzor prometa, mjere u vezi s cestarinama i druge mjere upravljanja prometom. One su djelomično odbačene zbog njihovih nedostataka, a djelomično su u fazi primjene.
101 Furthermore, the Commission is suggesting, as alternatives to the sectoral traffic prohibition, measures which will be effective only in the long term, such as economic measures aimed at reducing the proportion of passenger vehicles with diesel engines. In any event, such measures have already been adopted. 
101 Nadalje, kao alternative zabrani prometa na dionici autoceste Komisija predlaže mjere koji bi imale isključivo dugoročne učinke, kao što su gospodarske mjere koje imaju za cilj smanjenje udjela osobnih vozila s dizelskim motorima. U svakom slučaju takve mjere su već usvojene.
102 As regards the possibility of ensuring transport of the goods mentioned in the contested regulation, the Republic of Austria distinguishes between transports of goods for which the A 12 motorway is the shortest route (‘best route’), those for which there is an at least equivalent alternative route (‘alternative route’), and those for which there is a better alternative route (‘longer route’). Of the transport operations affected by the sectoral traffic prohibition, 45% are to be classified as best-route operations, 25% as alternative-route operations and 30% as longer-route operations. 
102 Što se tiče mogućnosti da se osigura prijevoz robe obuhvaćene spornom uredbom, Republika Austrija razlikuje prijevoz robe za koji je autocesta A 12 najkraći pravac („najbolji pravac”), za koji postoji barem ekvivalentni alternativni pravac („alternativni pravac”) i za koji postoji bolji alternativni pravac („dulji pravac”). Od svih prijevoza na koje se odnosi zabrana prometa na dionici autoceste, 45 % ih se može svrstati u kategoriju „najboljeg pravca”, 25 % u kategoriju „alternativnog pravca” i 30 % u kategoriju „duljeg pravca”.
103 Where goods are transported as transit traffic, recourse should be had, in the view of the Republic of Austria, to rail transport if the operations correspond to a ‘best route’ or an ‘alternative route’. In this connection, account should be taken of the total capacity resulting from all available forms of rail transport. 
103 Kada se roba prevozi u okviru tranzitnog prometa, prema mišljenju Republike Austrije treba je preusmjeriti na prijevoz željeznicom ako se radi o prijevozu iz kategorije „najboljeg pravca” ili „alternativnog pravca”. S tim u vezi treba uzeti u obzir ukupni kapacitet svih raspoloživih oblika željezničkog prijevoza.
104 The available capacity of the highway on rails, conventional wagon-load traffic and unaccompanied combined traffic is more than enough to cope with all the goods covered by the contested regulation. As regards more particularly the use of the highway on rails, that does not require a logistical restructuring. 
104 Raspoloživi kapacitet uprtnih vlakova, konvencionalnih vlakova i kombiniranog prijevoza bez pratnje više je nego dostatan za prijevoz sve robe obuhvaćene spornom uredbom. Što se tiče, posebno, korištenja uprtnim vlakovima, za to nije potrebno nikakvo logističko restrukturiranje.
105 Despite the existence and the availability of sufficient and appropriate rail capacity, the Austrian authorities postponed the entry into force of the second stage of the sectoral traffic prohibition by introducing a third stage from 1 January 2009 and then a fourth stage from 1 July 2010. Those additional periods enabled a larger proportion of the undertakings concerned by the prohibition to perform the transport operations in question by means of the highway on rails, which meant that they did not have to adapt their logistics. 
105 Unatoč postojanju i raspoloživosti dostatnog i primjerenog željezničkog kapaciteta, austrijske su vlasti odgodile stupanje na snagu druge faze zabrane prometa na dionici autoceste uvođenjem treće faze, tj. od 1. siječnja 2009. i zatim četvrte faze, tj. od 1. srpnja 2010. Ta su dodatna razdoblja većem dijelu poduzeća na koja se zabrana odnosila omogućila da predmetne prijevoze obave uprtnim vlakovima, što znači da nisu trebala prilagođavati svoju logistiku.
106 Contrary to the Commission’s submissions, the alternative routes via the Resia/Reschen pass are not reserved for regional and local traffic. Transit traffic operations by foreign lorries for which this route is a ‘best route’ can use it. For rerouting goods transport journeys in the ‘alternative route’ and ‘longer route’ categories, there are numerous other routes available. As regards routes by road through Switzerland, the Agreement of 21 June 1999 between the European Community and the Swiss Confederation on the Carriage of Goods and Passengers by Rail and Road (OJ 2002 L 114, p. 91) ensures that transport operations from one Member State to another Member State may pass through Switzerland without quota restrictions. 
106 Suprotno navodima Komisije alternativni pravci preko prijelaza Resia/Reschen nisu rezervirani za regionalni i lokalni promet. Njima se mogu koristiti i teretna vozila u tranzitnom prometu ako je za njih to „najbolji pravac”. Za promjenu pravaca prijevoza robe u kategorijama „alternativni pravac” i „dulji pravac” postoje brojni zamjenski pravci. U pogledu cestovnih pravaca kroz Švicarsku, Sporazumom od 21. lipnja 1999. između Europske zajednice i Švicarske Konfederacije o željezničkom i cestovnom prijevozu roba i putnika (SL 2002 L 114, str. 91.) osigurava se da prijevoz iz jedne države članice u drugu državu članicu može prolaziti kroz Švicarsku bez primjene kvota.
107 Finally, the periods laid down for implementing the sectoral traffic prohibition enabled the operators concerned to adapt to the new conditions. The phasing of the various measures strengthens the proportionality of the overall plan. The Commission has not been able to show the existence of problems attributable to the allegedly too rapid implementation of the prohibition. 
107 Konačno, razdoblja predviđena za uvođenje zabrane prometa na dionici autoceste omogućila su predmetnim gospodarskim subjektima da se prilagode novih uvjetima. Raspoređivanje različitih mjera po fazama podupire proporcionalnost cjelokupnog plana. Komisija nije bila u stanju dokazati da se poteškoće mogu pripisati navodno prebrzom uvođenju zabrane.
– Existence of a restriction of the free movement of goods 
– Postojanje ograničenja slobodnog kretanja robe
108 The first point to consider is the assertion by the Republic of Austria that the contested regulation cannot constitute a breach of Article 28 EC et seq. in view of the obligation to act deriving from Article 8(3) of Directive 96/62 in conjunction with Directive 1999/30. 
108 Prije svega valja ispitati utemeljenost navoda Republike Austrije da sporna uredba ne može značiti povredu članka 28. UEZ-a i sljedećih članaka s obzirom na obvezu djelovanja na temelju članka 8. stavka 3. Direktive 96/62 u vezi s Direktivom 1999/30.
109 In the present case, the Republic of Austria and the Commission agree that the annual limit value for concentrations of nitrogen dioxide in the ambient air fixed in Section I of Annex II to Directive 1999/30 was exceeded at the Vomp/Raststätte monitoring point in the years 2002 to 2009. The Republic of Austria thus had to ensure, in view of the wording of Article 8(3) of Directive 96/62, that a plan or programme was prepared or implemented to enable the limit value to be complied with. It is not disputed that, formally, the contested regulation forms part of such a plan. 
109 U ovom se slučaju Republika Austrija i Komisija slažu da je na nadzornoj postaji Vomp/Raststätte u razdoblju od 2002. do 2009. prekoračena godišnja granična vrijednost za koncentracije dušikovog dioksida u zraku utvrđena u odjeljku I. Priloga II. Direktivi 1999/30. Stoga je Republika Austrija, uzimajući u obzir odredbe članka 8. stavka 3. Direktive 96/62, morala osigurati pripremu ili provođenje plana ili programa za usklađivanje s graničnom vrijednosti. Nije sporno da je sporna uredba formalno dio tog plana.
110 In accordance with that provision, the plan must incorporate at least the information listed in Annex IV to Directive 96/62, such as information on the localisation of excess pollution, the main emission sources responsible for pollution, and existing and proposed measures. Directive 96/62 does not, however, contain precise indications of the scope and content of the measures to be taken by the Member States. 
110 U skladu s tom uredbom plan mora minimalno uključivati podatke navedene u Prilogu IV. Direktivi 96/62, kao što su podaci o lokalizaciji prekomjernog onečišćenja, glavnim izvorima emisija koji su odgovorni za onečišćenje te postojećim i predloženim mjerama. Direktiva 96/62, međutim, ne sadržava precizne upute o opsegu i sadržaju mjera koje države članice trebaju poduzeti.
111 In those circumstances, it is for the Member States to take appropriate and consistent measures aimed at compliance with the limit value, having regard to all the material circumstances and the interests in play (see, to that effect, Case C-320/03 Commission v Austria, paragraph 81, and Case C-237/07 Janecek [2008] ECR I-6221, paragraphs 45 and 46). While they have a discretion in that respect, they must none the less exercise it consistently with the provisions of the EC Treaty, including the fundamental principle of the free movement of goods. 
111 U tim okolnostima države članice trebaju poduzeti prikladne i dosljedne mjere za usklađivanje s graničnom vrijednosti uzimajući u obzir sve trenutačne okolnosti i interese (vidjeti u tom smislu gore navedenu presudu Komisija/Austrija, t. 81. i presudu od 25. srpnja 2008., Janecek, C-237/07, Zb., str. I-6221., t. 45. i 46.). Iako u tom smislu imaju diskrecijsko pravo, one ga ipak moraju koristiti dosljedno odredbama iz Ugovora o EZ-u, uključujući temeljno načelo slobodnog kretanja robe.
112 The contested regulation must therefore be assessed from the point of view of Articles 28 EC to 30 EC. 
112 Stoga spornu uredbu valja ocijeniti s obzirom na članke 28. UEZ-a i 29. UEZ-a.
"113 It must be recalled that the free movement of goods is one of the fundamental principles of the Treaty. That freedom entails the existence of a general principle of free transit of goods within the European Union (see, inter alia, Case 266/81 SIOT [1983] ECR 731, paragraph 16; Case C-367/89 Richardt and ‘Les Accessoires Scientifiques’ [1991] ECR I-4621, paragraph 14; and Case C-320/03 Commission v Austria, paragraphs 63 and 65)." 
"113 Važno je podsjetiti da je sloboda kretanja robe jedno od temeljnih načela Ugovora. Ta sloboda podrazumijeva postojanje općeg načela slobodnog provoza robe unutar Europske unije (vidjeti osobito presude od 16. ožujka 1983., SIOT, C-266/81, Zb., str. 731., t. 16.; od 4. listopada 1991., Richardt i „Les Accessoires Scientifiques”, C-367/89, Zb., str. I-4621., t. 14., i Komisija/Austrija, gore navedenu, t. 63. i 65.)."
114 In the present case, the contested regulation prohibits lorries of over 7.5 t carrying certain goods which, according to the Austrian authorities, have an ‘affinity with rail’ from using a section of the A 12 motorway. It thus prevents the use of a mode of transport for those goods in that transalpine corridor. 
114 U ovom se slučaju spornom uredbom na dionici autoceste A 12 zabranjuje promet teretnih vozila preko 7,5 t koja prevoze određenu robu koja je, prema mišljenju austrijskih vlasti, „prikladna za prijevoz željeznicom”. Time se u spomenutom prekoalpskom koridoru sprječava uporaba jedne vrste prijevoza te robe.
115 The Republic of Austria submits that there are alternative routes or other modes of transport capable of carrying the goods in question. 
115 Republika Austrija navodi da postoje alternativni pravci ili druge vrste prijevoza kojima se može prevoziti predmetna roba.
116 However, the existence of such alternative solutions does not negate the existence of a restriction of the free movement of goods (see, to that effect, Case C-320/03 Commission v Austria, paragraph 67). The section of the A 12 motorway is one of the principal land transport routes between southern Germany and northern Italy. By forcing the undertakings concerned to seek viable alternative solutions for the transport of the goods covered by the contested regulation, the sectoral traffic prohibition is liable to have a substantial effect on the transit of goods between northern Europe and northern Italy (see, to that effect, Case C-320/03 Commission v Austria, paragraphs 66 and 68). 
116 Međutim, postojanje alternativnih rješenja ne negira postojanje ograničenja slobodnog kretanja robe (vidjeti u tom smislu presudu Komisija/Austrija, gore navedenu, t. 67.). Dionica autoceste A 12 jedan je od glavnih kopnenih pravaca između južne Njemačke i sjeverne Italije. Zbog toga što su poduzeća prisiljena tražiti održiva alternativna rješenja za prijevoz robe obuhvaćene spornom uredbom, zabrana prometa na dionici autoceste mogla bi imati značajan učinak na prijevoz robe između sjeverne Europe i sjeverne Italije (vidjet, u tom smislu presudu Komisija/Austrije, gore navedenu, t. 66. i 68.).
117 In those circumstances, the sectoral traffic prohibition must be regarded as constituting a measure having equivalent effect to quantitative restrictions, which in principle is incompatible with the obligations under Articles 28 EC and 29 EC, unless that measure can be justified. 
117 U tim okolnostima treba smatrati da je zabrana prometa na dionici autoceste mjera istovrsnog učinka kakav imaju količinska ograničenja, što u načelu nije spojivo s obvezama prema člancima 28. UEZ-a i 29. UEZ-a, osim ako se ta mjera može opravdati.
– Possible justification of the restriction 
– Moguće opravdanje ograničenja
118 The Republic of Austria submits that the sectoral traffic prohibition is justified on grounds of protection of health and the environment and by the need to ensure respect for private and family life enshrined in Article 7 of the Charter and Article 8(2) of the European Convention for the Protection of Human Rights and Fundamental Freedoms. 
118 Republika Austrija tvrdi da se zabrana prometa na dionici autoceste može opravdati iz razloga zaštite zdravlja i okoliša te potrebom da se osigura poštovanje privatnog i obiteljskog života koje je zaštićeno člankom 7. Povelje i člankom 8. stavkom 2. Europske konvencije za zaštitu ljudskih prava i temeljnih sloboda.
"119 It is settled case-law that national measures liable to obstruct intra-Community trade may be justified on one of the public-interest grounds set out in Article 30 EC, such as the protection of human health and life, or one of the overriding requirements relating inter alia to protection of the environment, provided that the measures in question are proportionate to the objective sought (see, inter alia, Case 120/78 Rewe-Zentral (‘Cassis de Dijon’) [1979] ECR 649; Case 302/86 Commission v Denmark [1988] ECR 4607, paragraph 9; Case C-270/02 Commission v Italy [2004] ECR I-1559, paragraph 21; Case C-463/01 Commission v Germany [2004] ECR I-11705, paragraph 75; and Case C-320/03 Commission v Austria, paragraph 70)." 
119 U skladu s ustaljenom sudskom praksom, nacionalne mjere koje bi mogle biti prepreka trgovini unutar Zajednice mogu biti opravdane jednim od razloga općeg interesa iz članka 30. UEZ-a, kao što je zaštita zdravlja i života ljudi ili jednim od imperativnih zahtjeva koji se odnosi osobito na zaštitu okoliša, pod uvjetom da su dotične mjere proporcionalne predviđenom cilju (vidjeti osobito presude od 20. veljače 1979., Rewe-Zentral, („Cassis de Dijon”), 120/78, Zb., str. 649., od 20. rujna 1988., Komisija/Danska, 302/86, Zb., str. 4607., t. 9., od 5. veljače 2004., Komisija/Italija, C-270/02, Zb., str. I-1559., t. 21., od 14. prosinca 2004., Komisija/Njemačka, C-463/01, Zb., str. I-11705., t. 75., i Komisija/Austrija, gore navedenu, t. 70.).