natgillin/translations-raw huggingface dataset:
Belarus [1]Bulgaria [1]Czech Republic [1]Estonia [1]Hungary [1]Latvia [1]Lithuania [1]Poland [1]Romania [1]Russia [1]Slovak Republic [1]Ukraine [1]
Belorusija [1]Bolgarija [1]Češka republika [1]Estonija [1]Litva [1]Latvija [1]Madžarska [1]Poljska [1]Slovaška republika [1]Romunija [1]Rusija [1]Ukrajina [1] Aruba [1]Bahami
Aruba [2]Bahamas
Bermudi [2]Britanski Deviški otoki
Bermuda [2]Brunei
Brunej [2]Ciper
Cayman Islands [2]Chinese Tapei
Falklandski otoki [2]Francoska Polinezija
Cyprus
Gibraltar
Virgin Islands (UK) [2]
Združeni arabski emirati [2]
Threshold for World Bank loan Eligibility ($5185 in 2001)
Prag za upravičenost do posojil Svetovne banke (5185 USD leta 2001)
Anguilla [2]Antigua and Barbuda
Angvila [2]Antigva in Barbuda
Palau Islands
Otoki Turks in Caicos
Saudi Arabia
Palau
Seychelles
Saudova Arabija
St Kitts and Nevis
Sejšeli
Trinidad and Tobago
St. Kitts in Nervis
Turks and Caicos Islands [2]Uruguay
Trinidad in Tobago Urugvaj
Central and Eastern European countries and New Independent States of the former Soviet union (CHEECs/NIS).
Države srednje in vzhodne Evrope ter nove neodvisne države nekdanje Sovjetske zveze.
Territory;
Teritorij.
LIST OF OECD DEVELOPMENT ASSISTANCE COMMITTEE MEMBERS
SEZNAM ČLANIC ODBORA ZA RAZVOJNO POMOČ OECD
Australia, Austria, Belgium, Canada, Denmark, European Commission, Finland, France, Germany, Greece, Ireland, Italy, Japan, Luxembourg, Netherlands, New Zealand, Norway, Portugal, Spain, Sweden, Switzerland, United Kingdom, United States.
Avstralija, Avstrija, Belgija, Kanada, Danska, Evropska komisija, Finska, Francija, Nemčija, Grčija, Irska, Italija, Japonska, Luksemburg, Nizozemska, Nova Zelandija, Norveška, Portugalska, Španija, Švedska, Švica, Velika Britanija, Združene države Amerike.
Extracts from the Recommendation on Untying Official Development Assistance to the Least Developed Countries by the Development Assistance Committee of the Organisation for Economic Cooperation and Development (OECD/DAC), March 2001
Izvlečki iz Priporočila OECD/DAC o sproščanju uradne razvojne pomoči najmanj razvitim državam, ki ga je pripravil Odbor za razvojno pomoč Organizacije za gospodarsko sodelovanje in razvoj (OECD/DAC) marca 2001
Coverage
Obseg
Untying is a complex process.
Sproščanje pomoči je zapleten postopek.
Different approaches are required for different categories of ODA, and actions by Members to implement the Recommendation will vary in coverage and timing.
Za različne kategorije uradne razvojne pomoči se zahtevajo različni pristopi; dejavnosti, ki jih bodo izvajale članice, se bodo razlikovale v obsegu in časovni razporeditvi.
Bearing this in mind, DAC Members will untie their ODA to the Least Developed Countries to the greatest extent possible and in accordance with the criteria and procedures set out in this Recommendation:
Ob upoštevanju tega bodo članice DAC sprostile uradno razvojno pomoč najmanj razvitim državam v največjem možnem obsegu in v skladu z merili in postopki, ki so določeni v tem priporočilu:
DAC Members agree to untie, by 1 January 2002, ODA to the Least Developed Countries in the following areas: balance of payments and structural adjustment support; debt forgiveness; sector and multi-sector programme assistance; investment project aid; import and commodity support; commercial services contracts, and ODA to Non-Governmental Organisations for procurement related activities;
članice DAC se strinjajo, da bodo od 1. januarja 2002 sprostile uradno razvojno pomoč najmanj razvitim državam na naslednjih področjih: plačilna bilanca in podpora strukturnega prilagajanja; oprostitev dolga; program pomoči za sektorje in multisektorje; pomoč za naložbeni program; uvoz in podpora za živila; pogodbe za trgovinske storitve in uradna razvojna pomoč za nevladne organizacije za dejavnosti v zvezi z naročili;
in respect of investment-related technical cooperation and free standing technical cooperation, it is recognised that DAC Members’ policies may be guided by the importance of maintaining a basic sense of national involvement in donor countries alongside the objective of calling upon partner countries’ expertise, bearing in mind the objectives and principles of this Recommendation.
v zvezi s tehničnim sodelovanjem, povezanim z naložbami, in samostojnim tehničnim sodelovanjem je priznano, da pomembnost ohranitve temeljnega smisla nacionalnega sodelovanja v državah donatorkah skupaj s ciljem pozivanja strokovnega znanja in izkušenj držav partneric, z upoštevanjem ciljev in načel tega priporočila, lahko vodita politike članic DAC.
Free standing technical cooperation is excluded from the coverage of the Recommendation;
Priporočilo ne vključuje samostojnega tehničnega sodelovanja;
in respect of food aid, it is recognised that DAC Members’ policies may be guided by the discussions and agreements in other international for a governing the provision of food aid, bearing in mind the objectives and principles of this Recommendation.
v zvezi s pomočjo v hrani je priznano, da se politike članic Odbora za razvojno pomoč lahko vodijo z razpravami in sporazumi v ostalih mednarodnih forumih, ki urejajo določbe pomoči v hrani, z upoštevanjem ciljev in načel tega priporočila.
This Recommendation does not apply to activities with a value of less than SDR 700000 (SDR 130000 in the case of investment-related technical cooperation).
To priporočilo se ne uporablja za dejavnosti, ki imajo vrednost nižjo od 700000 SDR (130000 SDR v primeru tehničnega sodelovanja, povezanega z naložbami).
Comoros Congo, Dem.
Ekvatorialna Gvineja
Rep.
Eritreja
Eritrea
Gvineja
Haiti
Komori
Armenia [1]Azerbaijan [1]Cameroon Congo, Rep.
Armenija [1]Azerbajdžan [1]Demokratična ljudska republika Koreja
Egypt
Ekvador
Gabon
Hrvaška
Guinea
Jemen
Rwanda
Salomonovi otoki
Niue
Južna Afrika
Netherlands Antilles [1]New Caledonia [2]Qatar
Nizozemski Antili [2]Nova Kaledonija [2]Peking, Kitajska
Eligibility for participation in tendering procedures under this Regulation shall be determined in accordance with the rules of eligibility, and the derogations therefrom, set out in Regulation (EC) No 2110/2005.’
Upravičenost do udeležbe v razpisnih postopkih v skladu s to uredbo je določena glede na pravila o upravičenosti ter odstopanja od njih, kakor je določeno v Uredbi (ES) št. 2110/2005.“
‘Eligibility for participation in tendering procedures under this Regulation shall be further determined in accordance with the rules of eligibility, and the derogations therefrom, set out in Regulation (EC) No 2110/2005.’
„Upravičenost do udeležbe v razpisnih postopkih v skladu s to uredbo je nadalje določena glede na pravila o upravičenosti ter odstopanja od njih, kakor je določeno v Uredbi (ES) št. 2110/2005.“
OJ L 287, 21.10.1997, p. 1. Regulation as amended by Regulation (EC) No 1882/2003.
UL L 287, 21.10.1997, str. 1.
Paraguay Peru
Paragvaj
Falkland Islands [2]French Polynesia [2]Gibraltar [2]Hong Kong, China [2]Israel Korea
Hongkong, Kitajska [2]Izrael [2]Kajmanski otoki Katar [2]Koreja
Serbia & Montenegro South Africa
Saint Vincent in Grenadine
The majority of their funding must originate in an eligible country as defined in Regulation (EC) No 2110/2005.’
Večina finančnih sredstev mora izvirati iz države upravičenke, kakor je določeno v Uredbi (ES) št. 2110/2005.“
In exceptional cases, this office may be located in another third country.’
Izjemoma je lahko njihov sedež v drugi tretji državi.“
Georgia [1]Ghana India
Gruzija [1]Indija
China Colombia
Dominikanska republika
Corrigendum to Regulation (EC) No 2110/2005 of the European Parliament and of the Council of 14 December 2005 on access to Community external assistance
Popravek Uredbe Evropskega parlamenta in Sveta (ES) št. 2110/2005 z dne 14. decembra 2005 o dostopu do zunanje pomoči Skupnosti
On page 1, in the first citation:
Na strani 1, v prvem sklicevanju:
‘Having regard to the Treaty establishing the European Community, and in particular Articles 179 and 181a thereof,’
„ob upoštevanju Pogodbe o ustanovitvi Evropske skupnosti in zlasti členov 179 in 181a Pogodbe,“
‘Having regard to the Treaty establishing the European Community, and in particular Article 179 thereof.’
„ob upoštevanju Pogodbe o ustanovitvi Evropske skupnosti in zlasti člena 179 Pogodbe,“.
Regulation (EC) No 2111/2005 of the European Parliament and of the Council
Uredba Evropskega parlamenta in Sveta (ES) št. 2111/2005
on the establishment of a Community list of air carriers subject to an operating ban within the Community and on informing air transport passengers of the identity of the operating air carrier, and repealing Article 9 of Directive 2004/36/EC
o vzpostavitvi seznama Skupnosti o letalskih prevoznikih, za katere velja prepoved opravljanja letov v Skupnosti, in informiranju potnikov v zračnem prometu o identiteti letalskega prevoznika, ki opravlja let, ter razveljavitvi člena 9 Direktive 2004/36/ES
Action by the Community in the field of air transport should aim, as a priority, at ensuring a high level of protection for passengers from safety risks.
Dejavnost Skupnosti na področju zračnega prometa bi morala biti prednostno usmerjena k zagotavljanju visoke ravni zaščite potnikov pred varnostnimi tveganji.
Moreover, full account should be taken of the requirements of consumer protection in general.
Poleg tega bi bilo v celoti treba upoštevati tudi zahteve varstva potrošnikov na splošno.
A Community list of air carriers that do not meet relevant safety requirements should be brought to the notice of passengers so as to ensure the utmost transparency.
Za čim večjo preglednost bi bilo treba potnike seznaniti s seznamom Skupnosti o letalskih prevoznikih, ki ne ustrezajo varnostnim zahtevam.
This Community list should be based on common criteria drawn up at Community level.
Seznam Skupnosti bi moral temeljiti na skupnih merilih, oblikovanih na ravni Skupnosti.
Air carriers included in the Community list should be subject to an operating ban.
Za letalske prevoznike, vključene v seznam Skupnosti, bi morala veljati prepoved opravljanja letov.
The operating bans included in the Community list should apply throughout the territory of the Member States to which the Treaty applies.
Prepovedi opravljanja letov, vključene v seznam Skupnosti, bi se morale uporabljati na celotnem ozemlju držav članic, za katerega se uporablja Pogodba.
Air carriers that do not enjoy traffic rights in one or more of the Member States may nonetheless fly to and from the Community when their aircraft, with or without crew, are leased by companies that do enjoy such rights.
Letalski prevozniki, ki nimajo prometnih pravic v eni državi članici ali več državah članicah, lahko kljub temu opravljajo lete v Skupnost in iz nje, če njihov zrakoplov z ali brez posadke zakupijo družbe, ki te pravice imajo.
Provision should be made for an operating ban included in the Community list to apply equally to such air carriers, since these air carriers could otherwise operate in the Community while not complying with the relevant safety standards.
Treba bi bilo sprejeti določbo, na podlagi katere se prepoved opravljanja letov na seznamu Skupnosti uporablja tudi za takšne letalske prevoznike, saj bi ti sicer lahko opravljali lete v Skupnosti, ne da bi spoštovali ustrezne varnostne standarde.
An air carrier which is subject to an operating ban could be permitted to exercise traffic rights by using wet-leased aircraft of an air carrier which is not subject to an operating ban, provided that the relevant safety standards are complied with.
Letalskemu prevozniku, za katerega velja prepoved opravljanja letov, lahko izvaja prometne pravice, če uporablja zrakoplov s posadko (wet lease) letalskega prevoznika, za katerega ne velja prepoved opravljanja letov, pod pogojem, da se spoštujejo ustrezni varnostni standardi.
The procedure for updating the Community list should allow for decisions to be taken swiftly, in order to provide adequate and up-to-date safety information to air passengers and to guarantee that air carriers that have remedied safety deficiencies are taken off the list as soon as possible.
Postopek za posodabljanje seznama Skupnosti bi moral omogočiti hitro sprejemanje odločitev, da se zagotovijo ustrezne in najnovejše varnostne informacije letalskim potnikom ter da se zajamči, da so letalski prevozniki, ki so odpravili pomanjkljivosti glede varnosti, čim prej črtani s seznama.
At the same time, the procedures should respect the air carrier’s rights of defence and should be without prejudice to international agreements and conventions to which the Member States or the Community are parties, in particular the 1944 Chicago Convention on International Civil Aviation.
Postopki bi morali obenem spoštovati pravico letalskega prevoznika do obrambe in ne bi smeli posegati v mednarodne sporazume in konvencije, katerih pogodbenice so države članice ali Skupnost, zlasti v Čikaško konvencijo o mednarodnem civilnem letalstvu iz leta 1944.
The implementing measures on matters of procedure, to be adopted by the Commission, should notably cater for these requirements.
Izvedbeni ukrepi v zvezi s postopki, ki jih bo sprejela Komisija, bi morali posebej predvideti te zahteve.
When an operating ban has been imposed on an air carrier, appropriate action should be taken with a view to assisting that air carrier in remedying the deficiencies that gave rise to that ban.
Ko se letalskemu prevozniku naloži prepoved opravljanja letov, bi bilo treba sprejeti ustrezne ukrepe za pomoč temu letalskemu prevozniku pri odpravljanju pomanjkljivosti, ki so vzrok za prepoved.
In exceptional cases, Member States should be allowed to take unilateral measures.
V nujnih primerih bi moralo biti državam članicam dovoljeno, da sprejmejo enostranske ukrepe.
In cases of urgency and when confronted with an unforeseen safety problem, Member States should have the possibility to impose immediately an operating ban in respect of their own territory.
Države članice bi morale imeti možnost v nujnem primeru in primeru nepredvidene varnostne težave nemudoma naložiti prepoved opravljanja letov na svojem ozemlju.
Moreover, where the Commission has decided not to include an air carrier in the Community list, Member States should also be able to impose or maintain an operating ban in view of a safety problem which does not exist in the other Member States.
Poleg tega, če je Komisija sklenila, da ne vključi letalskega prevoznika v seznam Skupnosti, bi morale države članice imeti možnost naložiti ali ohraniti prepoved opravljanja letov zaradi varnostne težave, ki ne obstaja v drugih državah članicah.
Member States should make restrictive application of these possibilities, taking account of the Community interest and with a view to presenting a common approach in respect of aviation safety.
Države članice bi morale uporabljati te možnosti omejeno, ob upoštevanju interesa Skupnosti in z namenom predstavitve skupnega pristopa glede varnosti v letalstvu.
This should be without prejudice to Article 8 of Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation [3] and to Article 10 of Regulation (EC) No 1592/2002 of the European Parliament and of the Council of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency [4].
To bi se moralo uporabljati brez poseganja v člen 8 Uredbe Sveta (EGS) št. 3922/91 z dne 16. decembra 1991 o uskladitvi tehničnih predpisov in upravnih postopkov na področju civilnega letalstva [3] ter v člen 10 Uredbe Evropskega parlamenta in Sveta (ES) št. 1592/2002 z dne 15. julija 2002 o skupnih predpisih na področju civilnega letalstva in ustanovitvi Evropske agencije za varnost v letalstvu [4].
Information on the safety of air carriers should be published in an effective manner, such as through use of the Internet.
Zagotoviti bi bilo treba učinkovito objavo informacij o varnosti letalskih prevoznikov, na primer z uporabo interneta.
In order for the competitive framework in air transport to yield the greatest possible benefits for companies and passengers, it is important that consumers receive the necessary information to be able to make informed choices.
Da bi konkurenčni okvir v zračnem prometu prinesel čim večje koristi podjetjem in potnikom, je pomembno, da potrošniki prejmejo potrebne informacije, na podlagi katerih lahko informirano izbirajo.
The identity of the air carrier or carriers actually operating the flight is an essential piece of information.
Identiteta letalskega prevoznika ali prevoznikov, ki let dejansko opravljajo, je bistvena informacija.
However, consumers concluding a contract of carriage, which could comprise both an outward and a return flight, are not always informed about the identity of the air carrier or carriers actually operating the flight or flights concerned.
Vendar pa potrošniki, ki sklenejo prevozno pogodbo, ki lahko vključuje tako enosmerni kot povratni let, niso vedno seznanjeni z identiteto letalskega prevoznika ali prevoznikov, ki bodo zadevni let ali zadevne lete dejansko opravili.
Council Directive 90/314/EEC of 13 June 1990 on package travel, package holidays and package tours [5] requires certain information to be made available to consumers, but that information does not include the identity of the operating air carrier.
Direktiva Sveta 90/314/EGS z dne 13. junija 1990 o paketnem potovanju, organiziranih počitnicah in izletih [5] zahteva, da so nekatere informacije na voljo potrošnikom, vendar te informacije ne vključujejo identitete letalskega prevoznika, ki let opravlja.
Council Regulation (EEC) No 2299/89 of 24 July 1989 on a code of conduct for computer reservation systems (CRS) [6] entitles consumers booking a flight via a computer reservation system to be informed of the identity of the operating air carrier.
Uredba Sveta (EGS) št. 2299/89 z dne 24. julija 1989 o kodeksu poslovanja računalniških sistemov rezervacij (CRS) [6] daje potrošnikom, ki rezervirajo let preko računalniškega sistema rezervacij, pravico do obveščenosti o identiteti letalskega prevoznika, ki let opravlja.
Nevertheless, even in scheduled air transport, industry practices exist, such as wet leasing, or code sharing if booked without a CRS, where the air carrier which has sold the flight under its name does not actually operate it and where there is currently no legal right for the passenger to be informed of the identity of the air carrier actually performing the service.
Vendar pa celo v rednem zračnem prevozu obstajajo poslovne prakse kot sta zakup letala s posadko vred ali skupni leti z izbranim partnerjem, če so rezervirani brez CRS, v skladu s katerimi letalski prevoznik, ki je prodal let pod svojim imenom, le-tega dejansko ne opravi in v skladu s katerimi trenutno ni zakonske pravice potnika do obveščenosti o identiteti letalskega prevoznika, ki bo let dejansko opravil.
These practices increase flexibility and allow a better provision of services to passengers.
Te prakse povečujejo prilagodljivost in omogočajo boljše opravljanje storitev za potnike.
Moreover, a certain number of last-minute changes, in particular for technical reasons, is unavoidable and contributes to the safety of air transport.
Poleg tega je določeno število sprememb v zadnjem trenutku, zlasti zaradi tehničnih razlogov, neizogibno in prispeva k varnosti v zračnem prometu.
This flexibility should, however, be balanced by verification that the companies actually operating the flights meet safety requirements and by transparency for consumers in order to guarantee them the right of making an informed choice.
Vendar bi morala biti ta prilagodljivost uravnotežena s preverjanjem, da družbe, ki dejansko opravljajo letalski prevoz, izpolnjujejo varnostne zahteve, in s preglednostjo za potrošnike, da se jim zagotovi pravica do informirane izbire.
A fair balance between the commercial viability of air carriers and passenger access to information should be sought.
Treba bi bilo poiskati ustrezno ravnotežje med rentabilnostjo poslovanja letalskih prevoznikov in dostopom potnikov do informacij.
Air carriers should pursue a policy of transparency vis-à-vis passengers regarding safety-related information.
Glede informacij, povezanih z varnostjo, bi morali letalski prevozniki v odnosu do potnikov voditi pregledno politiko.
Publishing such information should contribute to passenger awareness of the reliability of air carriers in safety terms.
Objavljanje takšnih informacij naj prispeva k ozaveščenosti potnikov o zanesljivosti letalskih prevoznikov glede varnosti.
Air carriers are responsible for reporting safety deficiencies to the national air safety authorities as well as for addressing such deficiencies without delay.
Letalski prevozniki so nacionalnim organom za letalsko varnost dolžni poročati o pomanjkljivosti glede varnosti in se morajo odpravljanja teh težav lotiti brez odlašanja.
Air and ground crew are expected to take appropriate action when safety deficiencies are apparent to them.
Od letalske in zemeljske posadke se v primeru, da opazijo pomanjkljivosti v zvezi z varnostjo, pričakuje ustrezno ravnanje.
It would be contrary to the interests of aviation safety if staff were to be penalised for doing so, as follows from Article 8(4) of Directive 2003/42/EC of the European Parliament and of the Council of 13 June 2003 on occurrence reporting in civil aviation [7].
Kaznovanje posadke zaradi njenega ukrepanja bi bilo v nasprotju z zagotavljanjem letalske varnosti, kakor sledi iz člena 8(4) Direktive Evropskega Parlamenta in Sveta 2003/42/ES z dne 13. junija 2003 o poročanju o dogodkih v civilnem letalstvu [7].
In addition to the situations covered by Regulation (EC) No 261/2004 of the European Parliament and of the Council of 11 February 2004 establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights [8], passengers should be offered the right to reimbursement or to re-routing in certain specific other situations falling within the scope of this Regulation, if there is a sufficiently close connection with the Community.
Dodatno k primerom, ki jih ureja Uredba Evropskega parlamenta in Sveta (ES) št. 261/2004 z dne 11. februarja 2004 o določitvi skupnih pravil glede odškodnine in pomoči potnikom v primerih zavrnitve vkrcanja, odpovedi ali velike zamude letov [8], bi bilo treba potnikom zagotoviti pravico do povračila stroškov ali potovanja po drugi poti v nekaterih posebnih primerih znotraj področja uporabe te uredbe in če obstaja dovolj bližnja povezava s Skupnostjo.
In addition to the rules set out in this Regulation, the implications of changes to the identity of the operating carrier for the performance of the contract of carriage should be governed by the laws of the Member States applicable to contracts and by relevant Community law, in particular Council Directives 90/314/EEC and 93/13/EEC of 5 April 1993 on unfair terms in consumer contracts [9].
Razen v skladu s pravili, določenimi s to uredbo, bi morale biti spremembe identitete dejanskega prevoznika, ki bo izpolnil prevozno pogodbo, urejene z zakonodajo držav članic, ki se uporabljajo za pogodbe, in ustrezno zakonodajo Skupnosti, zlasti z direktivama Sveta 90/314/ES in 93/13/EGS z dne 5. aprila 1993 o nedovoljenih pogojih v potrošniških pogodbah [9].
This Regulation is part of a legislative process pursuing an efficient and coherent approach to reinforcing air safety in the Community, in which the European Aviation Safety Agency plays an important role.
Ta uredba je del zakonodajnega postopka za učinkovit in usklajen pristop k izboljšanju letalske varnosti v Skupnosti, pri kateri ima Evropska agencija za varnost v letalstvu pomembno vlogo.
With an extension of the competencies of this Agency, such as in respect of third-country aircraft, its role under this Regulation could be further expanded.
Z razširitvijo pristojnosti agencije, ki bi na primer zajele zrakoplove tretjih držav, bi bilo mogoče vlogo agencije v sklopu te uredbe še povečati.
Special attention should be given to further improving the quality and quantity of safety inspections of aircraft and to harmonising these inspections.
Posebno pozornost bi bilo treba nameniti nadaljnjemu izboljšanju kakovosti in povečanju števila inšpekcij varnosti zrakoplovov ter njihovi uskladitvi.