natgillin/translations-raw huggingface dataset:
Preparation of defatted protein products and defatted flours
Proizvodnja beljakovinskih izdelkov brez maščob in moke brez maščob
10 mg/kg in the food containing the defatted protein products and the defatted flours
10 mg/kg v hrani, ki vsebuje beljakovinske izdelke brez maščob, in moko brez maščob
30 mg/kg in the defatted soya products as sold to the final consumer
30 mg/kg v razmaščenih sojinih izdelkih, ki se prodajajo končnemu potrošniku
Preparation of defatted cereal germs
Proizvodnja žitnih kalčkov brez maščob
5 mg/kg in the defatted cereal germs
5 mg/kg v žitnih kalčkih brez maščob
Methyl acetate
Metilacetat
Decaffeination of, or removal of irritants and bitterings from coffee and tea
Odstranjevanje kofeina ali dražečih in grenkih snovi iz kave in čaja
20 mg/kg in the coffee or tea
20 mg/kg v kavi ali čaju
Production of sugar from molasses
Proizvodnja sladkorja iz melase
1 mg/kg in the sugar
1 mg/kg v sladkorju
Ethylmethylketone [4]
Etilmetilketon [4]
Fractionation of fats and oils
Frakcioniranje masti in olj
5 mg/kg in the fat or oil
5 mg/kg v masti ali olju
2 mg/kg in the roasted coffee and 5 mg/kg in the tea
2 mg/kg v praženi kavi in 5 mg/kg v čaju
For all uses
Za vse pogoje uporabe
Maximum residue limits in the foodstuff due to the use of extraction solvents in the preparation of flavourings from natural flavouring materials
Mejna vrednost ostanka v živilu zaradi uporabe ekstrakcijskega topila pri pripravi arom iz naravnih aromatičnih snovi
Hexane [5]
Heksan [5]
Ethylmethylketone [5]
Etilmetilketon [5]
An extraction solvent is considered as being used in compliance with good manufacturing practice if its use results only in the presence of residues or derivatives in technically unavoidable quantities presenting no danger to human health.
Šteje se, da je ekstrakcijsko topilo uporabljeno v skladu z dobrimi proizvodnimi običaji, če je po njegovi uporabi prisotnost ostankov in derivatov v tehnološko minimalnih neizogibnih količinah, ki ne predstavljajo nevarnosti za človekovo zdravje.
The use of Acetone in the refining of olive-pomace oil is forbidden.
Uporaba acetona za rafinacijo olja oljčnih tropin je prepovedana.
Hexane means a commercial product consisting essentially of acyclic saturated hydrocarbons containing six carbon atoms and distilling between 64 °C and 70 °C.
Heksan je trgovski izdelek, sestavljen v glavnem iz necikličnih nasičenih ogljikovodikov s šestimi ogljikovimi atomi, pridobljen z destilacijo pri temperaturi med 64 °C in 70 °C.
The combined use of Hexane and Ethylmethylketone is forbidden.
Prepovedana je sočasna uporaba heksana in etilmetilketona.
The level of n-Hexane in this solvent should not exceed 50 mg/kg.
Delež n-heksana v tem topilu ne sme presegati 50 mg/kg.
Council Directive 88/344/EEC
Direktiva Sveta 88/344/EGS
(OJ L 157, 24.6.1988, p. 28)
(UL L 157, 24.6.1988, str. 28)
Council Directive 92/115/EEC
Direktiva Sveta 92/115/EGS
(OJ L 409, 31.12.1992, p. 31)
(UL L 409, 31.12.1992, str. 31)
Directive 94/52/EC of the European Parliament and of the Council
Direktiva 94/52/ES Evropskega parlamenta in Sveta
(OJ L 331, 21.12.1994, p. 10)
(UL L 331, 21.12.1994, str. 10)
Directive 97/60/EC of the European Parliament and of the Council
Direktiva 97/60/ES Evropskega parlamenta in Sveta
(OJ L 331, 3.12.1997, p. 7)
(UL L 331, 3.12.1997, str. 7)
Point 9 of Annex III only
samo točka 9 Priloge III
88/344/EEC
88/344/EGS
13 June 1991
junij 1991
92/115/EEC
92/115/EGS
1 July 1993
julij 1993
1 January 1994 [1]
januar 1994 [1]
27 October 1998
oktober 1998
27 April 1999 [2]
april 1999 [2]
In accordance with Article 2(1) of Directive 92/115/EEC:‘Member States shall amend their laws, regulations and administrative provisions in such a way as to:permit trade in products complying with this Directive at the latest by 1 July 1993,prohibit trade in products not complying with this Directive with effect from 1 January 1994.’
V skladu s členom 2(1) Direktive 92/115/EGS:„Države članice spremenijo svoje zakone in druge predpise tako, da:je dovoljeno dajati v promet izdelke, ki so v skladu s to direktivo, najpozneje od 1. julija 1993,je prepovedano dajati v promet izdelke, ki niso v skladu s to direktivo, od 1. januarja 1994.“
Directive 88/344/EEC
Direktiva 88/344/EGS
In accordance with Article 2(1) of Directive 97/60/EC:‘Member States shall amend their laws, regulations and administrative provisions so as to:authorise trade in products complying with Directive 88/344/EEC, as amended by this Directive by 27 October 1998 at the latest;ban trade in products not complying with Directive 88/344/EEC, as amended by this Directive, as from 27 April 1999.
V skladu s členom 2(1) Direktive 97/60/ES:„Države članice spremenijo svoje zakone in druge predpise tako, da:je dovoljeno dajati v promet izdelke, ki so v skladu z Direktivo 88/344/EGS, kakor je bila spremenjena s to direktivo, najpozneje od 27. oktobra 1998,prepovedano dajati v promet izdelke, ki niso v skladu z Direktivo 88/344/EGS, kakor je bila spremenjena s to direktivo, od 27. aprila 1999.
However, products placed on the market or labelled before that date and not complying with Directive 88/344/EEC, as amended by this Directive, may be marketed until stocks are used up.’
Vendar se lahko izdelki, ki so pred tem datumom že bili dani v promet ali označeni in niso v skladu z Direktivo 88/344/EGS, kakor je bila spremenjena s to direktivo, dajejo v promet do porabe zalog.“
Directive 2009/33/EC of the European Parliament and of the Council
Direktiva 2009/33/ES Evropskega parlamenta in Sveta
on the promotion of clean and energy-efficient road transport vehicles
o spodbujanju čistih in energetsko učinkovitih vozil za cestni prevoz
Natural resources, the pursuit of prudent and rational utilisation of which Article 174(1) of the Treaty requires, include oil, which is the principal energy source in the European Union but is also a major source of pollutant emissions.
Naravni viri, v zvezi s katerimi se člen 174(1) Pogodbe sklicuje na skrbno in preudarno rabo, zajemajo tudi nafto, ki je v Evropski uniji glavni vir energije, hkrati pa je tudi med glavnimi viri emisij onesnaževal.
The Commission Communication of 15 May 2001 entitled ‘A Sustainable Europe for a Better World: A European Union Strategy for Sustainable Development’, presented to the Gothenburg European Council of 15 and 16 June 2001, identified greenhouse gas emissions and pollution caused by transport among the main obstacles to sustainable development.
V sporočilu Komisije z dne 15. maja 2001 z naslovom „Trajnostna Evropa za boljši svet: Strategija Evropske unije za trajnostni razvoj“, predstavljenem na Evropskem svetu v Göteborgu 15. in 16. junija 2001, so emisije toplogrednih plinov in onesnaževanje, ki ga povzroča prevoz, opredeljeni kot glavne ovire trajnostnemu razvoju.
Decision No 1600/2002/EC of the European Parliament and of the Council of 22 July 2002 laying down the Sixth Community Environment Action Programme [4] acknowledged the need for specific measures to enhance energy efficiency and energy saving and for the integration of climate change objectives into transport and energy policies as well as the need for specific measures in the transport sector to address energy use and greenhouse gas emissions.
V Sklepu št. 1600/2002/ES Evropskega parlamenta in Sveta z dne 22. julija 2002 o šestem okoljskem akcijskem programu Skupnosti [4] je potrjeno, da so za izboljšanje energetske učinkovitosti in prihranek energije potrebni posebni ukrepi, da je v politiko prevoza in energetsko politiko treba vključiti cilje v zvezi s spreminjanjem podnebja ter da so za reševanje vprašanj rabe energije in emisij toplogrednih plinov potrebni tudi posebni ukrepi v prevoznem sektorju.
The Commission Communication of 19 October 2006 entitled ‘Action Plan for Energy Efficiency: Realising the Potential’ announced that the Commission will continue its efforts to develop markets for cleaner, smarter, safer and energy-efficient vehicles through public procurement and awareness-raising.
V sporočilu Komisije z dne 19. oktobra 2006 z naslovom „Akcijski načrt za energetsko učinkovitost: Uresničitev možnosti“ je bilo napovedano, da si bo Komisija še naprej prizadevala za razvoj trgov za čistejša, pametnejša, varnejša in energetsko učinkovita vozila z javnimi naročili in ozaveščanjem.
The mid-term review of the Commission’s 2001 Transport White Paper entitled ‘Keep Europe moving – Sustainable mobility for our continent’, of 22 June 2006, announced that the Union will stimulate environmentally-friendly innovation in particular by successive European emission standards (Euro Norms) and by the promotion of clean vehicles on the basis of public procurement.
V vmesnem pregledu Bele knjige o prometu iz leta 2001 z dne 22. junija 2006 z naslovom „Naj Evropa ostane v gibanju – Trajnostna mobilnost za našo celino“ je bilo napovedano, da bo Evropska unija spodbujala okolju prijazno inovativnost, zlasti z zaporednimi Euro normami in pospeševanjem čistih vozil na podlagi javnega naročila.
Complementary measures should promote the procurement of fuel-efficient vehicles.
Dopolnilni ukrepi bi morali spodbujati naročila vozil z učinkovitejšo porabo goriva.
The Commission Green Paper on Urban Transport of 25 September 2007 entitled ‘Towards a new culture for urban mobility’ notes the support of stakeholders for promoting the market introduction of clean and energy-efficient vehicles through green public procurement.
V Zeleni knjigi Komisije o mestnem prometu z dne 25. septembra 2007 z naslovom „Za novo kulturo mobilnosti v mestih“ je navedeno, da interesne skupine podpirajo uvedbo čistih in energetsko učinkovitih vozil na trg z zelenimi javnimi naročili.
It proposes that a possible approach could be based on the internalisation of external costs by using lifetime costs for energy consumption, CO2 emissions, and pollutant emissions linked to the operation of the vehicles to be procured as award criteria, in addition to the vehicle price.
V njej je predlagano, da bi „možni pristop lahko temeljil na internalizaciji zunanjih stroškov z uporabo stroškov za porabo energije, emisije CO2 in onesnaževal, ki nastanejo med celotno življenjsko dobo uporabe vozila; ti stroški bi bili poleg cene vozila, ki je predmet javnega naročila, merilo za dodelitev naročila.
In addition, public procurement could give preference to new Euro standards.
Poleg tega bi imela pri javnih naročilih lahko prednost vozila, ki spoštujejo nove standarde Euro.
The earlier use of cleaner vehicles could then improve air quality in urban areas.
S čim hitrejšim prehodom na uporabo čistejših vozil bi se prav tako izboljšala kakovost zraka v mestnih območjih.“
The CARS 21 High Level Group report of 12 December 2005 supported the Commission’s initiative on the promotion of clean and energy-efficient vehicles, on condition that a technology-neutral and performance-based integrated approach involving vehicle manufacturers, oil or fuel suppliers, repairers, customers or drivers and public authorities is taken.
Poročilo skupine na visoki ravni CARS 21 z dne 12. decembra 2005 je podprlo pobudo Komisije, da predstavi predlog o spodbujanju čistih in energetsko učinkovitih vozil, če je celosten pristop tehnološko nevtralen in temelji na rezultatih ter vključuje proizvajalce vozil, dobavitelje nafte ali goriv, serviserje, stranke ali voznike in javne organe.
The High Level Group on competitiveness, energy and the environment, in its report of 27 February 2007, recommended that private and public procurement should take account of full lifetime costs with emphasis on energy efficiency.
Skupina za konkurenčnost, energijo in okolje na visoki ravni je v svojem poročilu z dne 27. februarja 2007 priporočila, da bi morala zasebna in javna naročila upoštevati stroške, ki nastanejo med celotno življenjsko dobo vozila, s poudarkom na energetski učinkovitosti.
Member States and the Community should develop and publish public purchasing guidance on how to move beyond lowest price tendering to procurement of more sustainable intermediate goods in line with Directive 2004/17/EC of the European Parliament and of the Council of 31 March 2004 coordinating the procurement procedures of entities operating in the water, energy, transport and postal services sectors [5] and Directive 2004/18/EC of the European Parliament and of the Council of 31 March 2004 on the coordination of procedures for the award of public works contracts, public supply contracts and public service contracts [6].
Države članice in EU morajo razviti in izdati smernice javnega naročanja o tem, kako preseči najnižjo ponudbo pri javnih naročilih bolj trajnostnih polizdelkov v skladu z Direktivo 2004/17/ES Evropskega parlamenta in Sveta z dne 31. marca 2004 o usklajevanju postopkov za oddajo javnih naročil naročnikov v vodnem, energetskem in transportnem sektorju ter sektorju poštnih storitev [5] in Direktivo 2004/18/ES Evropskega parlamenta in Sveta z dne 31. marca 2004 o usklajevanju postopkov za oddajo javnih naročil gradenj, blaga in storitev [6].
This Directive aims to stimulate the market for clean and energy-efficient road transport vehicles, and especially – since this would have a substantial environmental impact – to influence the market for standardised vehicles produced in larger quantities such as passenger cars, buses, coaches and trucks, by ensuring a level of demand for clean and energy-efficient road transport vehicles which is sufficiently substantial to encourage manufacturers and the industry to invest in and further develop vehicles with low energy consumption, CO2 emissions, and pollutant emissions.
Namen te direktive je spodbujati trg čistih in energetsko učinkovitih vozil za cestni prevoz, zlasti pa (zaradi občutnega vpliva na okolje) vplivati na trg standardiziranih vozil, ki se proizvajajo v večjih količinah, kot so osebni avtomobili, avtobusi in tovornjaki, z zagotavljanjem ravni povpraševanja po čistih in energetsko učinkovitih vozilih za cestni prevoz, ki bo dovolj velika, da bo proizvajalce in industrijo spodbudila k naložbam v nadaljnji razvoj vozil z majhno porabo energije ter nizkimi emisijami CO2 in onesnaževal.
Member States should inform national, regional or local contracting authorities and contracting entities and operators which provide public passenger transport services of the provisions relating to the purchase of clean and energy-efficient road transport vehicles.
Države članice bi morale nacionalne, regionalne ali lokalne pogodbene organe in naročnike ter operaterje, ki zagotavljajo storitve javnega potniškega prevoza, obvestiti o določbah v zvezi z nakupom čistih in energetsko učinkovitih vozil za cestni prevoz.
Clean and energy-efficient vehicles initially have a higher price than conventional ones.
Čista in energetsko učinkovita vozila so sprva dražja od običajnih vozil.
Creating sufficient demand for such vehicles could ensure that economies of scale lead to cost reductions.
Če bi se pojavilo dovolj veliko povpraševanje po teh vozilih, bi bili lahko stroški zaradi ekonomije obsega nižji.
This Directive addresses the need to provide support for Member States through facilitating and structuring the exchange of knowledge and best practices for promoting the purchase of clean and energy-efficient vehicles.
V tej direktivi se obravnava potreba po zagotavljanju podpore državam članicam v obliki pospeševanja in strukturiranja izmenjave znanja in najboljših praks za spodbujanje nakupa čistih in energetsko učinkovitih vozil.
Procurement of vehicles for public transport services can make a significant impact on the market if harmonised criteria are applied at Community level.
Naročila vozil za storitve javnega prevoza imajo lahko velik vpliv na trg, če se na ravni Skupnosti uporabljajo usklajena merila.
The biggest impact on the market, together with the best cost/benefit result, is obtained through mandatory inclusion of lifetime costs for energy consumption, CO2 emissions, and pollutant emissions as award criteria in the procurement of vehicles for public transport services.
Največji učinek na trg, skupaj z najboljšim razmerjem med stroški in koristmi, je mogoče ustvariti z obvezno vključitvijo stroškov za porabo energije, emisij CO2 in onesnaževal, ki nastanejo med življenjsko dobo vozila, kot merila za dodelitev naročila vozil za storitve javnega prevoza.
In line with the scope of Directive 2004/17/EC and Directive 2004/18/EC and whilst fully respecting the implementation in national law of those directives, this Directive should cover road transport vehicles purchased by contracting authorities and contracting entities, irrespective of whether such authorities and entities are public or private.
V skladu s področjem uporabe Direktive 2004/17/ES in Direktive 2004/18/ES ter ob njunem doslednem vključevanju v nacionalno zakonodajo, bi morala ta direktiva zajeti vozila za cestni prevoz, ki so jih kupili pogodbeni organi in naročniki, ne glede na to, ali so ti organi in naročniki javni ali zasebni.
Furthermore, this Directive should cover the purchase of road transport vehicles used for performing public passenger transport services under a public service contract, leaving to Member States the freedom to exclude minor purchases with a view to avoiding an unnecessary administrative burden.
Poleg tega bi morala ta direktiva zajeti nakup vozil za cestni prevoz, ki se uporabljajo za storitve javnega potniškega prevoza prek javnih naročil storitev, kar bi dopuščalo državam članicam, da izločijo manjše nakupe in se s tem izognejo nepotrebnim upravnim bremenom.
In line with Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) [7] and with a view to avoiding an undue administrative burden, Member States should be able to exempt authorities and operators from the requirements laid down in this Directive when purchasing vehicles designed and constructed for special use.
V skladu z Direktivo 2007/46/ES Evropskega Parlamenta in Sveta z dne 5. septembra 2007 o vzpostavitvi okvira za odobritev motornih in priklopnih vozil ter sistemov, sestavnih delov in samostojnih tehničnih enot, namenjenih za taka vozila (Okvirna direktiva) [7] in da bi se izognili nepotrebnim upravnim bremenom, bi morale države članice imeti možnost, da izvzamejo iz zahtev te direktive organe in operaterje, ko kupujejo vozila, načrtovana in izdelana za posebno uporabo.
Including energy consumption, CO2 emissions, and pollutant emissions in the award criteria does not impose higher total costs but rather anticipates operational lifetime costs in the procurement decision.
Vključitev porabe energije, emisij CO2 in onesnaževal v merila za dodelitev naročila ne prinaša višjih skupnih stroškov, temveč predvideva stroške, nastale med življenjsko dobo vozila, pri odločitvah o dodelitvi naročila.
Complementary to the legislation on Euro Norms, which sets maximum emission limits, this approach monetises the actual pollutant emission and does not require any additional standard setting.
Pri tem pristopu, ki dopolnjuje zakonodajo na področju standardov Euro glede emisij, v kateri so določene zgornje meje emisij, je dejanska emisija onesnaževal denarno izražena, dodatnih standardov pa ni treba sprejeti.
When fulfilling the requirement to take energy and environmental impacts into account by setting technical specifications, contracting authorities, contracting entities and operators are encouraged to set specifications of a higher level of energy and environmental performance than laid down in Community legislation, taking into account, for example, Euro Norms which are already adopted but have not yet become obligatory.
Pri izpolnjevanju zahteve, da se energetski in okoljski vplivi upoštevajo z določitvijo tehničnih specifikacij, se pogodbene organe, naročnike in prevoznike spodbuja, da določijo specifikacije z višjo ravnjo energetske učinkovitosti in varstva okolja, kot je določena z zakonodajo Skupnosti, na primer z upoštevanjem prihodnjih standardov Euro, ki so že sprejeti, a še niso postali zavezujoči.
The ExternE Study [8], the Commission Clean Air for Europe (CAFE) [9] Programme and the HEATCO Study [10] have provided information on the costs of CO2, oxides of nitrogen (NOx), non-methane hydrocarbons (NMHC) and particulate matter emissions.
Študija ExternE [8], program Komisije „Clean Air for Europe (CAFE)“ [9] in študija HEATCO [10] so zagotovili podatke o stroških emisij CO2, dušikovih oksidov (NOx), nemetanskih ogljikovodikov (NMHC) in delcev.
Costs are taken at present value to keep the award procedure simple.
Da bi bil postopek dodelitve naročila enostaven, se upošteva trenutna vrednost stroškov.
This Directive should define a range for the costs of CO2 and pollutant emissions which, on the one hand, enables flexibility for contracting authorities, contracting entities and operators to take account of their local situation, and, on the other hand, ensures an appropriate degree of harmonisation.
V tej direktivi bi bilo treba določiti obseg stroškov za CO2 in emisije onesnaževal, kar bi po eni strani pogodbenim organom, naročnikom in operaterjem omogočilo, da upoštevajo svoje krajevne okoliščine, po drugi strani pa zagotavljajo ustrezno stopnjo usklajenosti.
Mandatory application of criteria for the procurement of clean and energy-efficient vehicles does not preclude the inclusion of other relevant award criteria.
Obvezna uporaba meril za naročila čistih in energetsko učinkovitih vozil ne izključuje vključitve drugih meril za dodelitev naročila.
It also does not prevent the choice of retro-fitted vehicles upgraded for higher environmental performance.
Prav tako ne preprečuje izbire predelanih vozil, ki se nadgradijo, da bi bila ekološko sprejemljivejša.
Such other relevant award criteria may also be included in procurements subject to Directives 2004/17/EC or 2004/18/EC, provided they are linked to the subject-matter of the contract, do not confer an unrestricted freedom of choice on the contracting authority or contracting entity, are expressly mentioned and comply with the fundamental principles of the Treaty.
Druga ustrezna merila za dodelitev naročila se prav tako lahko vključijo v naročila, za katera veljata direktivi 2004/17/ES ali 2004/18/ES, če so povezana z vsebino pogodbe, če na pogodbeni organ ali naročnika ne prenašajo neomejene svobode izbire, če so izrecno omenjena in če so v skladu s temeljnimi načeli Pogodbe.
The method of calculating operational lifetime costs for pollutant emissions for the purpose of vehicle procurement decisions, including the numerical values defined in this Directive, does not prejudge other Community legislation addressing external costs.
Metoda izračunavanja operativnih stroškov emisij onesnaževal, ki nastanejo med življenjsko dobo vozila, pri odločitvah glede naročil vozil, vključno s številčnimi vrednostmi iz te direktive, ne vpliva na uporabo drugih predpisov Skupnosti v zvezi z zunanjimi stroški.
Reviews and revisions of the calculation method defined in this Directive should consider relevant related Community legislative measures and should aim for consistency with them.
Pri pregledu in reviziji metode za izračun iz te direktive bi morali upoštevati ustrezne s tem povezane zakonodajne ukrepe Skupnosti ter si prizadevati za skladnost z njimi.
The energy and environmental award criteria should be among the various award criteria taken into consideration by contracting authorities or contracting entities when they are called upon to take a decision on the procurement of clean and energy-efficient road transport vehicles.
Ko se morajo pogodbeni organi ali naročniki odločiti o naročilu čistih in energetsko učinkovitih vozil za cestni prevoz, bi morali poleg številnih meril za dodelitev naročila upoštevati tudi merila za dodelitev naročila, ki se nanašajo na energijo in okolje.