natgillin/translations-raw huggingface dataset:
Member States shall communicate to the Commission the text of the main provisions of domestic law which they adopt in the field governed by this Directive.
Države članice sporočijo Komisiji besedilo glavnih določb nacionalne zakonodaje, sprejetih na področju, ki ga ureja ta direktiva.
OJ L 127, 9.5.2001, p. 38.
UL L 127, 9.5.2001, str. 38.
Directive as last amended by Directive 2005/18/EC (OJ L 57, 3.3.2005, p. 25).
Direktiva, kakor je bila nazadnje spremenjena z Direktivo 2005/18/ES (UL L 57, 3.3.2005, str. 25).
Commission Directive 2006/37/EC
Direktiva Komisije 2006/37/ES
amending Annex II to Directive 2002/46/EC of the European Parliament and of the Council as regards the inclusion of certain substances
o spremembi Priloge II k Direktivi 2002/46/ES Evropskega parlamenta in Sveta glede vključitve nekaterih snovi
Having regard to Directive 2002/46/EC of the European Parliament and of the Council of 10 June 2002 on the approximation of the laws of the Member States relating to food supplements [1], and in particular Article 4(5) thereof,
ob upoštevanju Direktive 2002/46/ES Evropskega parlamenta in Sveta z dne 10. junija 2002 o približevanju zakonodaj držav članic o prehranskih dopolnilih [1], in zlasti člena 4(5) Direktive,
Directive 2002/46/EC specifies the vitamins and minerals, and for each of them the forms, that may be used for the manufacture of food supplements.
Direktiva 2002/46/ES določa vitamine in minerale ter oblike, v katerih se lahko le-ti uporabljajo za proizvodnjo prehranskih dopolnil.
Those vitamin and mineral substances that have been evaluated by the European Food Safety Authority (hereafter ‘the Authority’) and have received a favourable scientific evaluation should be included in the Annexes to Directive 2002/46/EC.
Navedene vitaminske in mineralne snovi, ki jih je ocenila Evropska agencija za varnost hrane (v nadaljevanju „Agencija“) in so bile pozitivno znanstveno ocenjene, je treba vključiti v prilogi k Direktivi 2002/46/ES.
It is appropriate to replace the category heading ‘folic acid’ in order to take account of the inclusion of other forms of folate in Annex II to Directive 2002/46/EC.
Primerno je zamenjati naslov skupine „folna kislina“, da se upošteva vključitev drugih oblik folata v Prilogo II k Direktivi 2002/46/ES.
Directive 2002/46/EC should therefore be amended accordingly.
Direktivo 2002/46/ES je zato treba ustrezno spremeniti.
Annex II to Directive 2002/46/EC is amended as set out in the Annex to this Directive.
Priloga II k Direktivi 2002/46/ES se spremeni, kakor je navedeno v Prilogi k tej direktivi.
Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 30 April 2007 at the latest.
Države članice sprejmejo zakone in druge predpise, potrebne za uskladitev s to direktivo, najpozneje do 30. aprila 2007.
Annex II to Directive 2002/46/EC is amended as follows:
Priloga II k Direktivi 2002/46/ES se spremeni:
In Section A. Vitamins:
V oddelku A. Vitamini:
the heading ‘10.
se naslov „10.
FOLIC ACID’ is replaced by ‘10.
FOLNA KISLINA“ nadomesti z naslovom „10.
FOLATE’
FOLAT“;
the following line is added under the heading 10.
se pod naslovom 10.
FOLATE:
FOLAT doda naslednja vrstica:
calcium-L-methylfolate’
kalcijev-L-metilfolat“.
In Section B. Minerals, the following line is inserted before cupric carbonate:
V oddelku B. Minerali se pred bakrov karbonat vstavi naslednja vrstica:
‘ferrous bisglycinate’.
„železov bis glicinat“.
Directive 2006/38/EC of the European Parliament and of the Council
Direktiva 2006/38/ES Evropskega parlamenta in Sveta
amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures
o spremembi Direktive 1999/62/ES o cestnih pristojbinah za uporabo določene infrastrukture za težka tovorna vozila
Having regard to Directive 1999/62/EC [1], and in particular Article 7 thereof,
ob upoštevanju Direktive 1999/62/ES [1] in zlasti člena 7 Direktive,
Acting in accordance with the procedure laid down in Article 251 of the Treaty [4],
v skladu s postopkom, določenim v členu 251 Pogodbe [4],
Eliminating distortions of competition between transport undertakings in the Member States, the proper functioning of the internal market and improved competitiveness all depend on fair mechanisms being established to charge hauliers for the cost of infrastructure use.
Odpravljanje izkrivljanja konkurence med prevoznimi podjetji v državah članicah, pravilno delovanje notranjega trga in izboljšana konkurenčnost so odvisni od vzpostavitve pravičnih mehanizmov pristojbin za prevoznike za uporabo infrastrukture.
A degree of harmonisation has already been achieved through Directive 1999/62/EC.
Z Direktivo 1999/62/ES je bila že dosežena določena stopnja usklajenosti.
A fairer system of charging for the use of road infrastructure, based on the ‘user pays’ principle and the ability to apply the ‘polluter pays’ principle, for instance through the variation of tolls to take account of the environmental performance of vehicles, is crucial in order to encourage sustainable transport in the Community.
Pravičnejši sistem pristojbin za uporabo cestne infrastrukture, ki temelji na načelu „uporabnik plača“ in na možnosti uporabe načela „onesnaževalec plača“, na primer s prilagajanjem cestnin, ki upošteva okoljski učinek vozil, je ključnega pomena za spodbujanje trajnostnega prometa Skupnosti.
The objective of making optimum use of the existing road network and achieving a significant reduction in its negative impact should be achieved in such a way as to avoid double taxation and without imposing additional burdens on operators, in the interests of sound economic growth and the proper functioning of the internal market, including outlying regions.
Cilj, da naj se obstoječe cestno omrežje kar najbolje uporablja in da naj se negativni vpliv tega omrežja pomembno zmanjša, bi moral biti v korist zdrave gospodarske rasti in pravilnega delovanja notranjega trga, vključno z obrobnimi regijami, dosežen brez uvajanja dodatnih obremenitev za prevoznike in z izogibanjem dvojnemu obdavčenju.
The Commission announced its intention of proposing a directive on charging for the use of road infrastructure in the White Paper ‘European transport policy for 2010: time to decide’.
Komisija je v Beli knjigi „Evropska prometna politika za 2010: čas za odločitev“ razglasila svojo namero, da bo predlagala direktivo o pristojbinah za uporabo cestne infrastrukture.
The European Parliament confirmed the need for infrastructure charging when it adopted its resolution [5] on the conclusions of the White Paper on 12 February 2003.
Evropski parlament je s sprejetjem Resolucije z dne 12. februarja 2003 [5] o Beli knjigi potrdil, da je potrebna uvedba pristojbin za infrastrukturo.
Following the Göteborg European Council of 15 and 16 June 2001, which drew particular attention to the issue of sustainable transport, the Copenhagen European Council of 12 and 13 December 2002 and the Brussels European Council of 20 and 21 March 2003 also welcomed the Commission's intention of presenting a new ‘Eurovignette’ Directive.
Po Evropskem svetu v Göteborgu 15. in 16. junija 2001, ki je še posebej poudaril vprašanje trajnostnega prometa, sta tudi Evropska sveta v Kopenhagnu 12. in 13. decembra 2002 ter v Bruslju 20. in 21. marca 2003 pozdravila namero Komisije, da predloži novo direktivo o „Eurovinjeti“.
In paragraph 29 of the Presidency conclusions of its meeting in Göteborg, the European Council stated that a sustainable transport policy should tackle rising volumes of traffic and levels of congestion, noise and pollution and encourage the use of environment-friendly modes of transport as well as the full internalisation of social and environmental costs.
Evropski svet je v odstavku 29 sklepov predsedstva z zasedanja v Göteborgu navedel, da bi se trajnostna prometna politika morala spopasti z vedno večjo količino prometa, zastojev, hrupa in onesnaževanja in da bi morala spodbujati uporabo okolju prijaznih prevoznih sredstev in popolno interiorizacijo družbenih in okoljskih stroškov.
For the purposes of setting tolls, Directive 1999/62/EC takes account of infrastructure construction, operating, maintenance and development costs.
Pri določanju cestnin Direktiva 1999/62/ES upošteva stroške gradnje infrastrukture, njenega obratovanja, vzdrževanja in razvoja.
A specific provision is needed to ensure clarity regarding the construction costs that may be taken into account.
Da se zagotovi preglednost stroškov gradnje, ki se lahko upoštevajo, je potrebna posebna določba.
International road transport operations are concentrated on the trans-European road transport network.
Mednarodni prevozi v cestnem prometu so osredotočeni na vseevropsko cestno prometno omrežje.
Furthermore, the proper functioning of the internal market is vital to commercial transport.
Poleg tega je dobro delovanje notranjega trga življenjskega pomena za komercialne prevoze.
Consequently, the Community framework should apply to commercial transport on the trans-European road network as defined in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network [6].
Okvir Skupnosti bi se moral tako uporabljati za komercialni promet na vseevropskem cestnem omrežju, kakor je opredeljeno v Odločbi št. 1692/96/ES Evropskega parlamenta in Sveta z dne 23. julija 1996 o smernicah Skupnosti za razvoj vseevropskega prometnega omrežja [6].
Member States should, in accordance with the principle of subsidiarity, be free to apply tolls and/or user charges on roads other than those on the trans-European road network, in compliance with the Treaty.
Države članice bi morale imeti pravico, da lahko v skladu z načelom subsidiarnosti in ob upoštevanju Pogodbe svobodno zaračunavajo cestnine in/ali uporabnine na cestah izven vseevropskega cestnega omrežja.
Where Member States choose to maintain or introduce tolls and/or user charges only on parts of the trans-European road network in their territory and not on others, for reasons such as their isolation or low levels of congestion or pollution or where essential for the introduction of a new tolling arrangement, the choice of the parts of the network subject to tolls or charges should not discriminate against international traffic and should not result in distortions of competition between operators.
Kjer se države članice odločijo, da ohranijo ali uvedejo cestnine in/ali uporabnine le na odsekih vseevropskega cestnega omrežja, ki poteka po njihovem ozemlju, zaradi razlogov, kakor so odročnost, malo zastojev ali nizka stopnja onesnaženosti, ali kjer je to potrebno zaradi uvedbe nove cestninske ureditve, bi morala biti izbira odsekov opravljena tako, da ni diskriminiran mednarodni promet in da ni izkrivljena konkurenca med operatorji.
The same requirements should apply to cases where a Member State maintains or introduces tolls and/or user charges on roads not forming part of the trans-European road network, for example on parallel roads, with a view to managing traffic flows.
Enake zahteve bi bilo treba uporabiti, ko država članica ohrani ali uvede cestnine in/ali uporabnine na cestah, ki niso del vseevropskega cestnega omrežja, na primer na vzporednih cestah, s ciljem uravnavanja pretoka prometa.
Where a Member State chooses to extend tolls and/or user charges beyond the trans-European road network, for example to include parallel roads to which traffic may be diverted from the trans-European road network and/or which are in direct competition with certain parts of that network, it should ensure coordination with the authorities responsible for these roads.
Če se država članica odloči, da razširi cestnine in/ali uporabnine prek vseevropskega cestnega omrežja, na primer zato, da vključi vzporedne ceste, na katere bi se lahko preusmeril promet z vseevropskega cestnega omrežja in/ali ki neposredno konkurirajo nekaterim odsekom tega omrežja, bi morala zagotoviti usklajevanje z organi, ki so za te ceste odgovorne.
For reasons of cost efficiency in the implementation of tolling systems, the entire infrastructure to which a toll relates may not necessarily be subject to access restrictions controlling tolls charged.
Zaradi stroškovne učinkovitosti pri izvajanju cestninskih sistemov ni nujno, da se na celotni infrastrukturi, za katero se plačuje cestnina, uvedejo omejitve dostopa za nadziranje zaračunanih cestnin.
Member States may choose to implement this Directive through the use of tolls at only a particular point on the infrastructure to which the toll relates.
Države članice se lahko odločijo, da to direktivo izvajajo tako, da cestnine zaračunavajo samo na določeni točki infrastrukture na katero se cestnina nanaša.
This should not discriminate against non-local traffic.
To pa ne bi smelo diskriminirati prometa, ki ni lokalne narave.
Tolls should be based on the principle of recovery of infrastructure costs.
Cestnine bi se morale oblikovati na podlagi načela povračila infrastrukturnih stroškov.
In cases where such infrastructures have been co-financed through the general budget of the European Union, the contribution made from Community funds should not be recovered through tolls, unless there are specific provisions in the relevant Community instruments which take into account future toll receipts in establishing the amount of Community co-financing.
V primerih, ko se takšna infrastruktura sofinancira iz splošnega proračuna Evropske unije, se prispevka iz sredstev Skupnosti ne bi smelo povrniti s cestninami, razen če so v ustreznih instrumentih Skupnosti posebne določbe, ki pri opredelitvi zneska sofinanciranja upoštevajo bodoče dohodke iz cestnin.
The fact that the user is able to take decisions which will influence the burden of tolls by choosing the least polluting vehicles and less congested periods or itineraries is an important component of a charging system.
Dejstvo, da uporabnik lahko sprejema odločitve, ki bodo vplivale na breme, ki ga bodo zanj predstavljale cestnine, s tem, da se odloči za okolju najbolj prijazna vozila in prometno manj obremenjene ure ali poti, je pomemben sestavni del sistema cestnih pristojbin.
Member States should therefore be able to differentiate tolls according to a vehicle's emission category (‘EURO’ classification) and the level of damage it causes to roads, the place, the time and the amount of congestion.
Države članice bi tako morale imeti možnost, da predvidijo različne cestnine glede na emisijsko kategorijo vozila (klasifikacija „EURO“) in raven škode, ki jo to vozilo povzroča cestam in krajem ter glede na čas vožnje in prometno obremenjenost.
Such differentiation in the level of tolls should be proportionate to the objective pursued.
Takšno razlikovanje v ravneh cestnin bi moralo biti sorazmerno z zastavljenim ciljem.
Aspects of commercial pricing for road infrastructure use not covered by this Directive should respect the rules of the Treaty.
Vidiki komercialnega zaračunavanja uporabe cestne infrastrukture, ki jih ne ureja ta direktiva, bi morali spoštovati pravila Pogodbe.
This Directive does not affect the freedom of Member States which introduce a system of tolls and/or user charges for infrastructure to provide, without prejudice to Articles 87 and 88 of the Treaty, appropriate compensation for these charges.
Ta direktiva ne vpliva na možnost držav članic, ki uvedejo sistem cestnin in/ali uporabnin za infrastrukturo, da brez poseganja v člena 87 in 88 Pogodbe predvidijo ustrezno povračilo teh dajatev.
Such compensation should not lead to distortions of competition within the internal market and should be subject to the relevant provisions of Community law, in particular the minimum rates of vehicle taxes set out in Annex I to Directive 1999/62/EC and the provisions of Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity [7].
Takšna povračila ne bi smela povzročiti izkrivljanja konkurence na notranjem trgu, določena pa bi morala biti ob upoštevanju ustreznih določb prava Skupnosti, zlasti najnižjih stopenj davkov na vozila, določenih v Prilogi I k Direktivi 1999/62/ES in določb Direktive Sveta 2003/96/ES z dne 27. oktobra 2003 o prestrukturiranju okvira Skupnosti za obdavčitev energentov in električne energije [7].
Where Member States levy tolls or user charges for use of roads in the trans-European road network, the roads subject to charging should be given appropriate priority in the maintenance schedules of Member States.
Kadar države članice pobirajo cestnine ali uporabnine za uporabo cest v vseevropskem cestnem omrežju, bi morale pri svojih načrtih vzdrževanja dati ustrezno prednost cestam, za katere se pobirajo te pristojbine.
Revenues from tolls or user charges should be used for the maintenance of the infrastructure concerned and for the transport sector as a whole, in the interest of the balanced and sustainable development of transport networks.
Prihodki iz cestnin ali uporabnin bi se morali uporabiti za vzdrževanje zadevne infrastrukture in celotnega prometnega sektorja, da se zagotovi uravnotežen in trajnosten razvoj prometnih omrežij.
Particular attention should be devoted to mountain regions such as the Alps or the Pyrenees.
Posebno pozornost bi bilo treba posvetiti gorskim regijam, kot so Alpe in Pireneji.
The launch of major new infrastructure projects has often failed because the substantial financial resources they would require were not available.
Novi infrastrukturni projekti večjega obsega so velikokrat propadli zaradi pomanjkanja precejšnjih finančnih sredstev, ki bi bila za te projekte potrebna.
In such regions, users may therefore be required to pay a mark-up to finance essential projects of very high European value, including those involving another mode of transport in the same corridor.
V takšnih regijah se od uporabnikov torej lahko zahteva, da plačujejo pribitek, iz katerega se financirajo bistveni projekti, ki so velikega pomena za Evropo, vključno s tistimi, ki vključujejo različne vrste prevoza po istem koridorju.
This amount should be linked to the financial needs of the project.
Pribitek bi moral biti vezan na finančne potrebe posameznega projekta.
It should also be linked to the basic level of the tolls in order to avoid artificially high charges in any one corridor, which could lead to traffic being diverted to other corridors, thereby causing local congestion problems and inefficient use of networks.
Vezan pa bi moral biti tudi na osnovno raven cestnin, s čimer bi se izognili umetno visokim pristojbinam na kakšnem izmed koridorjev, kar bi lahko promet preusmerilo na druge koridorje in povzročilo lokalne zastoje ter neučinkovito uporabo omrežij.
Fees should be non-discriminatory and their collection should not involve excessive formalities or create barriers at internal borders.
Pristojbine bi morale biti nediskriminatorne, njihovo pobiranje pa bi se moralo izvajati brez pretiranih formalnosti in ne bi smelo povzročati ovir na notranjih mejah.
Appropriate measures should therefore be taken to facilitate payment by occasional users, in particular where tolls and/or user charges are collected exclusively by means of a system that requires use of an electronic payment tool (on-board unit).
Zlasti tam, kjer se cestnine in/ali uporabnine pobirajo izključno z uporabo sistema, ki zahteva uporabo elektronske plačilne naprave, vgrajene v vozilo, bi bilo zato treba sprejeti ustrezne ukrepe za lažje plačevanje s strani občasnih uporabnikov.
In order to prevent traffic being diverted because of different regimes between Member States and third countries, the Commission should try to ensure that, when negotiating international agreements, no measures are taken by third countries, such as a transit right trading system, that might have a discriminatory effect on transit traffic.
Da se prepreči preusmeritve prometa zaradi razlik v ureditvah med državami članicami in tretjimi državami, bi si morala Komisija pri pogajanjih o mednarodnih sporazumih prizadevati zagotoviti, da tretje države ne sprejmejo nobenih ukrepov, kot je na primer sistem za trgovanje s tranzitnimi pravicami, ki bi lahko diskriminatorno vplivali na tranzitni promet.
In order to ensure consistent, harmonised application of the infrastructure charging system, new tolling arrangements should calculate costs in accordance with the set of core principles set out in Annex II or be set at a level which does not go beyond that which would result from the application of these principles.
Za zagotovitev dosledne in usklajene uporabe sistema infrastrukturnih dajatev bi morale nove ureditve cestnin stroške izračunavati skladno s temeljnimi načeli, določenimi v Prilogi II, ali pa morajo biti stroški določeni na ravni, ki ne presega ravni, ki bi izhajala iz uporabe teh načel.
These requirements should not apply to existing arrangements unless they are substantially modified in the future.
Te zahteve se ne bi smele uporabljati za obstoječe ureditve, razen v primeru, če se slednje v prihodnosti bistveno spremenijo.
Such substantial modifications would include any significant change to the original terms and conditions of the tolling scheme through modification of a contract with the tolling system operator but would exclude changes provided for in the original scheme.
Takšne bistvene spremembe bi vključevale kakršno koli pomembne spremembe prvotnih določb in pogojev cestninske sheme, ki bi nastale s spremembo pogodbe, sklenjene z upravljavcem cestninskega sistema, vendar bi izključevale spremembe, ki so bile predvidene v prvotni shemi.
In the case of concession contracts, substantial modification could be implemented pursuant to a public procurement process.
V primeru koncesijskih pogodb bi se lahko bistvene spremembe izvedle po postopku javnih naročil.
In order to achieve transparency without creating obstacles to the functioning of the market economy and public private partnerships, Member States must also communicate to the Commission, so that the Commission is in a position to give an opinion, the unit values and other parameters they intend to apply to calculate the various cost elements of the charges or, in the case of concession contracts, the relevant contract and base case.
Da bi se doseglo preglednost, ne da bi se s tem ustvarjalo ovire za delovanje tržnega gospodarstva in javno-zasebnih partnerstev, bi morale države članice Komisiji prav tako sporočiti vrednosti enot in ostalih parametrov, ki jih nameravajo uporabiti za izračunavanje različnih elementov stroškov dajatev, ali pri koncesijskih pogodbah ustreznih pogodb in osnovnih ureditev zanje, tako da Komisija lahko poda svoje mnenje.
Opinions adopted by the Commission before the introduction of new tolling arrangements in Member States are entirely without prejudice to the Commission's obligation under the Treaty to ensure that Community law is applied.
Mnenja, ki jih je Komisija sprejela pred uvedbo novih cestninskih ureditev v državah članicah, nikakor ne posegajo v dolžnost Komisije, da v skladu s Pogodbo zagotavlja uporabo prava Skupnosti.
So as to enable an informed and objective decision to be taken in the future regarding the possible application of the ‘polluters pays’ principle for all modes of transport, by means of the internalisation of external costs, uniform calculation principles should be developed, based on scientifically recognised data.
Da se omogoči odločitev glede morebitne uporabe načela „onesnaževalec plača“ z interiorizacijo zunanjih stroškov v prihodnosti za vse vrste prevoza, ki bi temeljila na poznavanju vseh dejstev in bi bila objektivna, bi bilo treba razviti enotna načela izračunavanja, ki bi temeljila na znanstveno priznanih podatkih.
Any future decision on this question should take full account of the tax burden already borne by road haulage companies, including vehicle taxes and fuel excise duties.
Vsaka odločitev o tem vprašanju v prihodnosti bi morala polno upoštevati davčne obremenitve, ki že bremenijo podjetja za cestni tovorni promet, vključno z davki na vozila in trošarinami na gorivo.