natgillin/translations-raw huggingface dataset:
As indicated in the Commission Communication on notifications of postponements of attainment deadlines and exemptions from the obligation to apply certain limit values pursuant to Article 22 of Directive 2008/50/EC on ambient air quality and cleaner air for Europe [2], concentrations in more than 40 % of the zones and agglomerations in the Community currently exceed the daily PM10 limit value.
Kot je navedeno v Sporočilu Komisije glede uradnih obvestil o odlogih rokov za dosego skladnosti in oprostitev obveznosti uporabe nekaterih mejnih vrednosti v skladu s členom 22 Direktive 2008/50/ES o kakovosti zunanjega zraka in čistejšem zraku za Evropo [2], koncentracije v več kot 40 % območjih in aglomeracijah Skupnosti trenutno presegajo dnevne mejne vrednosti za PM10.
Implementation of low sulphur limit on fuel by ships while they are at berth in Community ports is essential to improve ambient air quality, as highlighted in the Communication from the Commission to the European Parliament and to the Council on an EU strategy to reduce atmospheric emissions from seagoing ships [3] and the Thematic Strategy on Air Pollution adopted in 2005 [4].
V Sporočilu Komisije Evropskemu parlamentu in Svetu o strategiji EU za zmanjšanje emisij v zraku z morskih ladij [3] in tematski strategiji o onesnaževanju zraka, sprejeti leta 2005 [4], je poudarjeno, da je izvajanje mejne vrednosti za nizko vsebnost žvepla v gorivu na ladjah, ko so zasidrane v pristaniščih Skupnosti, ključnega pomena za izboljšanje kakovosti zunanjega zraka.
Requirements were adopted in October 2008 by the International Maritime Organisation (IMO) in the context of the revision of the International Convention for the Prevention of Pollution from Ships (Marpol Convention), to be implemented from 1 January 2015 for ships sailing within emission control areas as defined by Article 2(3e) of Directive 1999/32/EC.
Mednarodna pomorska organizacija (MPO) je oktobra 2008 sprejela zahteve v okviru revizije Mednarodne konvencije o preprečevanju onesnaženja morja z ladij (Konvencija MARPOL), ki se bodo izvajale od 1. januarja 2015 za ladje, ki plujejo v nadzornih območjih emisij, kot so opredeljena v členu 2(3e) Direktive 1999/32/ES.
The Commission, considering the safety risks at stake, deems is necessary to issue appropriate guidance to Member States in order to ensure a high level of safety and effective prevention of pollution from ships in the enforcement of the provisions of that Directive throughout the Community.
Komisiji se ob upoštevanju zadevnih tveganj varnosti zdi potrebno, da izda primerna navodila za države članice in s tem pri izvrševanju določb navedene direktive v Skupnosti zagotovi visoko raven varnosti in učinkovito preprečevanje onesnaževanja z ladij.
From 1 January 2010, ships using heavy fuel oil while at sea are to switch to lighter marine fuels such as marine diesel or gas oil when at berth in Community ports as heavy fuel oil with a sufficiently low sulphur content is not generally available.
Od 1. januarja 2010 morajo ladje, ki uporabljajo težko kurilno olje, ko so na morju, preiti na lažja goriva za pomorstvo, npr. dizelsko gorivo za plovila ali plin, kadar so zasidrane v pristaniščih Skupnosti, saj težko kurilno olje z dovolj nizko vsebnostjo žvepla ni splošno dostopno.
There may be operational problems and safety risks associated with the use of marine diesel and gas oil in ships that have not been designed to use such fuels or have not undergone the necessary technical adaptation.
Pri tem se lahko pojavijo operativni problemi in tveganja varnosti, povezana z uporabo dizelskega goriva za pomorstvo in plinskega olja na ladjah, ki niso bile izdelane za uporabo takih goriv ali pa pri njih ni bila izvedena potrebna tehnična prilagoditev.
The Commission has considered the risks associated with the change of fuels and concluded that the main safety risk relates to use in ships’ boilers which have not yet been assessed and certified for use with the required type of fuel.
Komisija je preučila tveganja v povezavi s spremembo goriv in zaključila, da je glavno tveganje varnosti povezano z uporabo v ogrevalnih kotlih na ladjah, ki še niso bili ocenjeni in potrjeni za uporabo z zahtevano vrsto goriva.
While boilers can use heavy fuel oil or distillate fuels, a risk arises because marine diesel and gas oils are less viscous and more volatile and heating of the fuel system, which is required for heavy fuel oil, is not necessary for distillate fuels.
V ogrevalnih kotlih se lahko uporablja težko kurilno olje ali destilirana goriva, tveganje pa nastane, ker sta dizelsko gorivo za pomorstvo in plinsko olje manj viskozna in bolj hlapna, ogrevanje sistema za gorivo, ki je potrebno za težko kurilno olje, pa za destilirana goriva ni potrebno.
The numbers of affected ships and the probability of such occurrences are difficult to assess precisely.
Število prizadetih ladij in možnost takih dogodkov je težko natančno oceniti.
Directive 1999/32/EC allowed sufficient time for the shipping industry to bring about the technical adaptation to a maximum limit of 0,1 % sulphur by mass for marine fuels used by ships at berth in Community ports.
Direktiva 1999/32/ES omogoča pomorski industriji dovolj časa, da izvede tehnično prilagoditev na najvišjo mejno vrednost žvepla 0,1 % mase pri gorivu za pomorstvo, ki ga uporabljajo ladje, zasidrane v pristaniščih Skupnosti.
Technical solutions to limit the risks are available.
Tehnične rešitve za omejitev tveganja so na voljo.
However, to date, there are still ships that have not gone through the necessary modifications and very few ships have undergone the necessary verification and certification process.
Vendar trenutno še obstajajo ladje, ki niso bile ustrezno prilagojene, samo pri zelo majhnem številu ladij pa je bilo opravljeno potrebno preverjanje in certificiranje.
Technical solutions are available to mitigate potential consequences of switching fuel at berth.
Na voljo so tehnične rešitve za ublažitev možnih posledic pri prehodu na drugo gorivo, ko so ladje zasidrane.
Limited demand from the shipping industry has delayed the development of the necessary technical solutions, resulting in subsequent delays in the verification and certification process.
Omejeno povpraševanje pomorske industrije je upočasnilo razvoj potrebnih tehničnih rešitev, kar ima za posledico zamude pri preverjanju in certificiranju.
The information available to the Commission underlines that, for these ships that have not undergone the technical modifications, completion of the whole process should not take more than eight months.
V informacijah, ki jih ima na voljo Komisija, je poudarjeno, da za ladje, ki niso izvedle tehničnih sprememb, izvedba celotnega postopka ne sme trajati več kot osem mesecev.
There is a need for boiler and engine manufacturers to develop specific recommendations and procedures for the retrofitting of these solutions, while shipowners should develop and implement specific operational procedures and provide appropriate training to crews,
Proizvajalci ogrevalnih kotlov in motorjev morajo razviti posebna priporočila in postopke za dodatno izboljšanje teh rešitev, lastniki ladij pa morajo razviti in izvajati posebne operativne postopke ter zagotoviti primerno usposabljanje za posadko –
As part of the Member States enforcement actions against ships which fail to comply with the requirement to use fuels with a maximum permitted sulphur content of 0,1 % while at berth, Member States should request those ships to provide detailed evidence of the steps they are taking to achieve compliance.
Kot del izvršilnih ukrepov držav članic proti ladjam, ki ne izpolnjujejo zahteve o uporabi goriv z največjo dovoljeno vsebnostjo žvepla 0,1 %, ko so zasidrane, morajo države članice od teh ladij zahtevati, da predložijo natančne dokaze o ukrepih, ki so jih sprejele, da bi dosegle skladnost.
This should include a contract with a manufacturer and an approved retrofit plan which should be approved by the ship’s classification society or, for ships flying the flag of a Member State, by the organisation having recognition in accordance with Regulation (EC) No 391/2009 of the European Parliament and of the Council [5].
To mora vključevati pogodbo s proizvajalcem in odobren načrt prilagoditve, ki ga mora odobriti ladijski klasifikacijski zavod, za ladje, ki plujejo pod zastavo države članice, pa organizacija, ki je priznana v skladu z Uredbo (ES) št. 391/2009 Evropskega parlamenta in Sveta [5].
The retrofit plan should clearly state the date of completion of the adaptation and certification process.
Načrt prilagoditve mora jasno navajati datum zaključka prilagoditve in certificiranja.
Member States may consider the existence of an approved retrofit plan when assessing the degree of penalties to be applied to non-complying ships.
Pri določanju višine kazni za ladje, ki ne bodo ravnale v skladu z določbami, lahko države članice pretehtajo obstoj odobrenega načrta prilagoditve.
Member States should take appropriate measures to raise awareness among owners, operators and seafarers of the safety risk related to fuel changeover in the absence of any necessary technical adaptation to a ship’s fuel system and the necessity for training to be provided.
Države članice morajo sprejeti primerne ukrepe, da bi pri lastnikih, izvajalcih in mornarjih povečale ozaveščenost o tveganju varnosti, povezano s spremembo goriva, če se pri ladijskem sistemu za gorivo ne izvede potrebnih tehničnih prilagoditev, in o nujnosti, da se zagotovi usposabljanje.
Done at Brussels, 21 December 2009.
V Bruslju, 21. decembra 2009
COM(2008) 403.
UL L 152, 11.6.2008, str. 1.
Commission Directive 2009/1/EC
Direktiva Komisije 2009/1/ES
of 7 January 2009
z dne 7. januarja 2009
amending, for the purposes of its adaptation to technical progress, Directive 2005/64/EC of the European Parliament and of the Council on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability
o spremembi Direktive 2005/64/ES Evropskega parlamenta in Sveta o homologaciji motornih vozil glede na njihovo ponovno uporabnost, možnost recikliranja in predelave zaradi prilagoditve tehničnemu napredku
Having regard to Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability and amending Council Directive 70/156/EEC [1], and in particular the second subparagraph of Article 6(2) thereof,
ob upoštevanju Direktive 2005/64/ES Evropskega parlamenta in Sveta z dne 26. oktobra 2005 o homologaciji motornih vozil glede na njihovo ponovno uporabnost, možnost recikliranja in predelave ter o spremembi Direktive Sveta 70/156/EGS [1] in zlasti drugega pododstavka člena 6(2) Direktive,
Directive 2005/64/EC is one of the separate Directives in the context of the EC type-approval procedure established under Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers [2].
Direktiva 2005/64/ES je ena od posamičnih direktiv v okviru postopka ES-homologacije, določenega v skladu z Direktivo 70/156/EGS z dne 6. februarja 1970 o približevanju zakonodaje držav članic o homologaciji motornih in priklopnih vozil [2].
It is necessary to establish the detailed rules enabling to verify, in the framework of the preliminary assessment of the manufacturer referred to in Article 6 of Directive 2005/64/EC, whether the materials used for the construction of a vehicle type comply with the provisions of Article 4(2)(a) of Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles [3].
Treba je določiti podrobna pravila, v skladu s katerimi bo v okviru predhodne ocene proizvajalca iz člena 6 Direktive 2005/64/ES mogoče preveriti, ali so materiali, uporabljeni pri proizvodnji tipa vozila, v skladu z določbami člena 4(2)(a) Direktive 2000/53/ES Evropskega parlamenta in Sveta z dne 18. septembra 2000 o izrabljenih vozilih [3].
In particular, it is appropriate to ensure that competent authorities are able to verify for the purpose of reusability, recyclability and recoverability the existence of contractual arrangements between the vehicle manufacturer concerned and his suppliers and that the requirements for this purpose contained in such arrangements are properly communicated.
Zlasti je primerno zagotoviti, da so pristojni organi za namen ponovne uporabnosti, možnosti recikliranja in predelave sposobni preveriti obstoj pogodbenih dogovorov med zadevnim proizvajalcem vozila in njegovimi dobavitelji in da se o dogovorjenih zahtevah v zvezi s tem ustrezno poroča.
The measures provided for in this Directive are in accordance with the opinion of the Committee on the Adaptation to Technical Progress — Motor Vehicles,
Ukrepi, predvideni s to direktivo, so v skladu z mnenjem Odbora za prilagoditev motornih vozil tehničnemu napredku –
Annex IV to Directive 2005/64/EC is amended by inserting a new paragraph 4 as follows:
Priloga IV k Direktivi 2005/64/ES se spremeni tako, da se vstavi nov odstavek 4:
For the purposes of preliminary assessment under Article 6 of Directive 2005/64/EC, the vehicle manufacturer shall be required to demonstrate that, through contractual arrangements with his suppliers, compliance with Article 4(2)(a) of Directive 2000/53/EC is ensured.
Za namene predhodne ocene v skladu s členom 6 Direktive 2005/64/ES se od proizvajalca vozila zahteva dokazilo, da je prek pogodbenih dogovorov z njegovimi dobavitelji zagotovljena skladnost s členom 4(2)(a) Direktive 2000/53/ES.
For the purposes of preliminary assessment under Article 6 of Directive 2005/64/EC, the vehicle manufacturer shall be required to establish procedures for the following purposes:
Za namene predhodne ocene v skladu s členom 6 Direktive 2005/64/ES se od proizvajalca vozila zahteva uvedba postopkov za:
to communicate the applicable requirements to his staff and to all of his suppliers;
posredovanje veljavnih zahtev njegovemu osebju in vsem njegovim dobaviteljem;
to monitor and ensure that suppliers act in accordance with those requirements;
spremljanje in zagotavljanje delovanja dobaviteljev v skladu z navedenimi zahtevami;
to collect the relevant data through the full supply chain;
zbiranje ustreznih podatkov po celotni dobavni verigi;
to check and verify the information received from suppliers;
preverjanje informacij, ki jih predložijo dobavitelji;
to react adequately where the data received from the suppliers indicate non-compliance with the requirements under Article 4(2)(a) of Directive 2000/53/EC.
ustrezen odziv, kadar podatki, ki jih predložijo dobavitelji, kažejo na neskladnost z zahtevami iz člena 4(2)(a) Direktive 2000/53/ES.
For the purposes of paragraph 4.1 and 4.2, the vehicle manufacturer shall be required to use, in agreement with the competent body, ISO 9000/14000 or other standardised quality assurance programme.’
Za namene odstavkov 4.1 in 4.2 se od proizvajalca vozila zahteva uporaba ISO 9000/14000 ali drugega standardiziranega programa zagotavljanja kakovosti v dogovoru s pristojnim organom.“
With effect from 1 January 2012, if the requirements laid down in Directive 2005/64/EC as amended by this Directive are not complied with, Member States, on grounds related to the reusability, recyclability and recoverability of motor vehicles, shall refuse to grant EC type-approval or national type-approval for new types of vehicles.
Če zahteve iz Direktive 2005/64/ES, kakor se spremeni s to direktivo, niso izpolnjene, države članice z učinkom od 1. januarja 2012 in iz razlogov, ki se nanašajo na ponovno uporabnost, možnost recikliranja in predelave motornih vozil, zavrnejo podelitev ES-homologacije ali nacionalne homologacije za nove tipe vozil.
Member States shall adopt and publish, by 3 February 2010, at the latest, the laws, regulations and administrative provisions necessary to comply with this Directive.
Države članice najpozneje do 3. februarja 2010 sprejmejo in objavijo zakone in druge predpise, potrebne za uskladitev s to direktivo.
They shall forthwith communicate to the Commission the text of those provisions.
Komisiji takoj sporočijo besedilo navedenih predpisov in korelacijsko tabelo med navedenimi predpisi in to direktivo.
They shall apply those provisions from 4 February 2010.
Navedene predpise uporabljajo od 4. februarja 2010.
Done at Brussels, 7 January 2009.
V Bruslju, 7. januarja 2009
Commission Directive 2009/2/EC
Direktiva Komisije 2009/2/ES
of 15 January 2009
z dne 15. januarja 2009
amending, for the purpose of its adaptation to technical progress, for the 31st time, Council Directive 67/548/EEC on the approximation of the laws, regulations and administrative provisions relating to the classification, packaging and labelling of dangerous substances
o enaintrideseti spremembi Direktive Sveta 67/548/EGS o približevanju zakonov in drugih predpisov v zvezi z razvrščanjem, pakiranjem in označevanjem nevarnih snovi z namenom njene prilagoditve tehničnemu napredku
Having regard to Council Directive 67/548/EEC of 27 June 1967 on the approximation of the laws, regulations and administrative provisions relating to the classification, packaging and labelling of dangerous substances [1], and in particular Article 28 thereof,
ob upoštevanju Direktive Sveta 67/548/EGS z dne 27. junija 1967 o približevanju zakonov in drugih predpisov v zvezi z razvrščanjem, pakiranjem in označevanjem nevarnih snovi [1] in zlasti člena 28 Direktive,
Article 4(3) of Directive 67/548/EEC sets out the criteria and the procedure to be followed to harmonise the classification and labelling of substances.
Člen 4(3) Direktive 67/548/EGS določa merila in postopke za uskladitev razvrščanja in označevanja snovi.
Paragraphs 4.1.3, 4.1.4 and 4.1.5 of Annex VI to Directive 67/548/EEC oblige industry to provide information to Member States and Member States to make proposals for harmonised classification and labelling as a matter of urgency, when information becomes available justifying that a substance fulfils the criteria as a mutagenic, carcinogenic or reproductive toxic chemical.
Odstavki 4.1.3, 4.1.4 in 4.1.5 Priloge VI k Direktivi 67/548/EGS obvezujeta industrijo, da državam članicam predloži informacije, in države članice, da nemudoma predlagajo usklajeno razvrščanje in označevanje, kadar prejmejo informacije, ki dokazujejo, da kemijska snov izpolnjuje merila za mutagenost, rakotvornost ali strupenost za razmnoževanje.
That list needs to be updated to include further notified new substances and further existing substances, as well as to adapt certain entries to technical progress.
Ta seznam je treba posodobiti, da bo vključeval nove prijavljene in dodatne obstoječe snovi ter da se že obstoječi vpisi prilagodijo tehničnemu napredku.
Annex I to Directive 67/548/EEC already contains numerous group entries in particular for metal compounds evaluated using a grouping and read across approach based on analogy between substances.
Priloga I k Direktivi 67/548/EGS že vključuje številne skupinske vpise, zlasti za kovinske spojine, ocenjene s pristopom združevanja v skupine in vzporednim pristopom na osnovi analogij med snovmi.
Annex I to Directive 67/548/EEC also contains certain groups where members of the group are identified and where the classification was derived by applying grouping and read across approaches, notably the petroleum streams and gasses.
Priloga I k Direktivi 67/548/EGS že vključuje tudi določene skupine, v katerih so bile snovi opredeljene in razvrščene z uporabo pristopa združevanja v skupine in pristopa po analogiji, kar zlasti velja za tokove zemeljskega olja in naftne pline.
Annex VI to Directive 67/548/EEC states that the data required for classification and labelling may be obtained from a number of different sources, including the results of validated structure-activity relationships and expert judgement.
Priloga VI k Direktivi 67/548/EGS določa, da se lahko podatki za razvrščanje in označevanje pridobijo iz več različnih virov, vključno z rezultati preverjenih razmerij med strukturo in aktivnostjo ter strokovnih presoj.
The classifications of the nickel compounds listed in this Directive are based on the effects originating from the Ni(2+) ion and on the available data for nickel compounds.
Razvrstitve nikljevih spojin iz te direktive temeljijo na učinkih, ki izvirajo iz iona Ni(2+) in so ugotovljeni na podlagi razpoložljivih podatkov za nikljeve spojine.
The classifications were derived by grouping nickel compounds into categories on the basis of water solubility (e.g. groups insoluble, slightly soluble and soluble nickel compounds respectively).
Razvrstitve so bile pripravljene z združevanjem nikljevih spojin po skupinah v različne kategorije na osnovi topnosti v vodi (npr. po ena skupina za netopne, rahlo topne in topne nikljeve spojine).
Water solubility was used as an initial criterion to define these categories, based on the argument that nickel substances having similar water solubility will indicate similar bioavailability of the Ni(2+) ion and similar systemic toxicity.
Izhodiščno merilo za opredelitev teh kategorij je bila topnost v vodi, in sicer na podlagi predpostavke, da nikljeve snovi s podobno topnostjo v vodi kažejo na podobno biološko razpoložljivost iona Ni(2+) in podobno stopnjo sistemske toksičnosti.
This justifies a read across within groups from the substances for which the available adequate test data demonstrate a specific systemic effect to those lacking such test data.
To utemeljuje razvrščanje po analogiji znotraj skupin, tako da se na podlagi snovi, za katere razpoložljivi ustrezni podatki iz preskusov dokazujejo določen učinek, sklepa, da imajo isti sistemski učinek kot snovi, za katere nimamo takšnih podatkov iz preskusov.
For some effects, read across between groups is justified, as similar effects have been observed across the range of water solubility.
Za nekatere učinke je utemeljeno tudi sklepanje po analogiji med skupinami, saj so bili podobni učinki ugotovljeni v celotnem spektru topnosti v vodi.
For example, epidemiological studies show that both soluble and insoluble nickel compounds (at opposite ends of the range of solubility) have local carcinogenic effects in the respiratory tract.
Epidemiološke študije so na primer pokazale, da imajo tako v vodi topne kot netopne nikljeve spojine (na nasprotnih koncih spektra topnosti) lokalne rakotvorne učinke na dihala.
There is, therefore, good reason to conclude that slightly soluble compounds (at the middle of this range) have similar carcinogenic properties.
Zato lahko upravičeno sklepamo, da bodo imele rahlo topne spojine (na sredini tega spektra) podobne rakotvorne lastnosti.
As part of an evaluation of all the available information for the nickel compounds, water solubility can be used as an approximation of systemic bioavailability of the Ni(2+) ion for many effects and substances.
V okviru ocene vseh razpoložljivih informacij o nikljevih spojinah se lahko topnost v vodi uporabi za približek sistemske biološke razpoložljivosti iona Ni(2+) za mnoge učinke in snovi.
In this context, noting in particular that the nickel industry has recently submitted preliminary, partial and not peer-reviewed information, special attention should be paid to the outcome of future discussions within the World Health Organisation's International Agency for Research on Cancer on the carcinogenicity of nickel substances, or to any relevant new scientific findings or interpretations of the data used to establish the classifications for the nickel compounds included in this Directive.
Zlasti glede na to, da je industrija niklja nedavno poslala predhodne, delne in strokovno še nepregledane informacije, je treba v tem okviru posvetiti posebno pozornost izidu prihodnjih razprav v Mednarodni agenciji za raziskave raka v okviru Svetovne zdravstvene organizacije glede rakotvornosti nikljevih spojin ali katerim koli pomembnim novim znanstvenim odkritjem ali razlagam podatkov, uporabljenih za razvrstitve nikljevih spojin, vključene v to direktivo.
Directive 67/548/EEC is amended as follows.
Direktiva 67/548/EGS se spremeni.