natgillin/translations-raw huggingface dataset:
Reg. IV/6,
IV/6, -Prav.
Distress alarm or alert panel
Stikalna plošča za alarm ali opozorilo v primeru nevarnosti na morju
Ship security alert system
Ladijski sistem opozarjanja na nevarnost Prav. Prav.
IMO Res. MSC.147(77),
IMO MSC.147(77), -IMO MSC/Okr.
ex A.1/5.16
ex. A.1/5.16
ICAO Convention, Annex 10, Radio-Regulations.
Konvencija ICAO, Priloga 10, radijski pravilniki.
COLREG 72 Annex III/3,
COLREG 72, Priloga III/3, -Res.
Whistles - COLREG 72 Annex III/1 (Performance),
Piščalke – COLREG 72, Priloga III/1 (zmogljivost),
Loading instrument
Instrument za nakladanje
Reg. XII/11,
XII/11, -Prav.
IMO Res. MSC.36(63)-(1994 HSC Code) 12,
IMO MSC.36(63)-(Kodeks HSC 1994) 12, -Res.
HSC High Speed Craft Code.
HSC Kodeks o visokohitrostnih plovilih.
IMO Res. A.889(21),
IMO A.889(21), -IMO MSC/Okr.
IEC 61097-2 (2008),
IEC 61097-2 (2008), -IMO MSC/Okr.
IBC International Bulk Chemical Code.
IBC Mednarodni kodeks za prevoz kemikalij v rinfuzi.
Circ.
Okr.
Circular.
Okrožnica.
IEC 60092-504 (2001),
IEC 60092-504 (2001), -IMO MSC/Okr.
IEC 60079-0 (2007),
IEC 60079-0 (2007), -IMO MSC/Okr.
IEC 60079-11 (2006),
IEC 60079-11 (2006), -IMO MSC/Okr.
IEC 60079-15 (2010),
IEC 60079-15 (2010), -IMO MSC/Okr.
IEC 61108-1 (2003),
IEC 61108-1 (2003), -IMO MSC/Okr.
IEC 61108-2 (1998),
IEC 61108-2 (1998), -IMO MSC/Okr.
IEC 61993-2 (2001),
IEC 61993-2 (2001), -IMO MSC/Okr.
IEC 61108-4 (2004),
IEC 61108-4 (2004), -IMO MSC/Okr.
IEC 61996-2 (2007),
IEC 61996-2 (2007), -IMO MSC/Okr.
IEC 61097-14 (2010),
IEC 61097-14 (2010), -IMO MSC/Okr.
IEC 61108-3 (2010),
IEC 61108-3 (2010), -IMO MSC/Okr.
IEC 61097-3 (1994),
IEC 61097-3 (1994), -IMO MSC/Okr.
IEC 61097-7 (1996),
IEC 61097-7 (1996), -IMO MSC/Okr.
IEC 61097-9 (1997),
IEC 61097-9 (1997), -IMO MSC/Okr.
IEC 61097-4 (2007),
IEC 61097-4 (2007), -IMO MSC/Okr.
Directive 2011/76/EU of the European Parliament and of the Council
Direktiva 2011/76/EU Evropskega parlamenta in Sveta
The promotion of sustainable transport is a key element of the common transport policy.
Spodbujanje trajnostnega prometa je ključni sestavni del skupne prometne politike.
To this end, the contribution of the transport sector to climate change and its negative impacts should be reduced, in particular congestion, which impedes mobility, and air and noise pollution, which create health and environmental damage.
Zato bi bilo treba zmanjšati prispevanje transportnega sektorja na podnebne spremembe in njegove negativne vplive, zlasti zastoje, ki ovirajo mobilnost, ter onesnaževanje zraka in obremenitev s hrupom, ki škodijo zdravju in okolju.
Moreover environmental protection requirements must be integrated into the definition and implementation of other Union policies, including the common transport policy.
Poleg tega je treba v zasnovo in izvajanje drugih politik Unije, vključno s skupno prometno politiko, vključiti okoljevarstvene zahteve.
The objective of reducing the negative impacts of transport should be achieved in such a way as to avoid disproportionate obstacles to the freedom of movement in the interest of sound economic growth, the proper functioning of the internal market and territorial cohesion.
Cilj zmanjšanja negativnih vplivov prometa bi bilo treba doseči na način, ki ne bi nesorazmerno oviral prostega pretoka v korist zdrave gospodarske rasti, pravilnega delovanja notranjega trga in teritorialne kohezije.
To optimise the transport system accordingly, the common transport policy should use a variety of instruments to improve transport infrastructure and the use of technologies and to enable the more efficient management of transport demand through, in particular, the promotion of the renewal of the fleet, a more efficient use of infrastructures and co-modality.
Da bi se v skladu s tem zagotovila čim večja učinkovitost prometnega sistema, bi morala skupna prometna politika uporabiti različne instrumente, s katerimi bi izboljšala prometno infrastrukturo in uporabo tehnologij ter omogočila učinkovitejše upravljanje povpraševanja po prevoznih storitvah, zlasti s spodbujanjem obnove voznega parka, učinkovitejše uporabe infrastrukture in somodalnosti.
This calls for further recourse to the ‘user pays’ principle and the development and the implementation of the ‘polluter pays’ principle in the transport sector in all modes of transport.
Za to je treba še naprej uporabljati načelo „uporabnik plača“ in za vse vrste prevoza v prometnem sektorju razviti in izvajati načelo „onesnaževalec plača“.
Directive 1999/62/EC of the European Parliament and of the Council [4] called on the Commission to present a model for the assessment of all external costs arising from use of the transport infrastructure to serve as the basis for future calculations of infrastructure charges.
V Direktivi 1999/62/ES Evropskega parlamenta in Sveta [4] je bila Komisija pozvana, da predstavi model za ocenjevanje vseh zunanjih stroškov, ki jih povzroča uporaba prometne infrastrukture, ki bo osnova za izračunavanje infrastrukturnih pristojbin v prihodnosti.
That model was to be accompanied by an impact analysis of the internalisation of external costs for all modes of transport and a strategy for a stepwise implementation of the model and, if appropriate, by proposals for further revision of that Directive.
Ta model naj bi spremljala analiza učinkov internalizacije zunanjih stroškov za vse vrste prevoza in strategija za postopno uporabo tega modela ter po potrebi predlogi za nadaljnjo revizijo navedene direktive.
In order to move towards a sustainable transport policy, transport prices should better reflect the costs related to traffic-based air and noise pollution, climate change, and congestion caused by the actual use of all modes of transport, as a means of optimising the use of infrastructure, reducing local pollution, managing congestion and combating climate change at the least cost for the economy.
Za uveljavitev trajnostne prometne politike bi morale cene prevoza bolje odražati stroške v zvezi z onesnaževanjem zraka in obremenitvami s hrupom zaradi prometa, podnebnimi spremembami ter zastoji, ki so posledica dejanske uporabe vseh vrst prevoza, da bi se na ta način čim bolje uporabljala infrastruktura, zmanjšalo lokalno onesnaževanje, upravljali zastoji ter bi boj proti podnebnim spremembam imel čim manjše stroške za gospodarstvo.
This calls for a stepwise approach in all transport modes, taking into account their particular characteristics.
Za to je potreben postopen pristop za vse vrste prevoza, pri čemer je treba upoštevati njihove posebne značilnosti.
Transport modes have already started to internalise external costs and the relevant Union legislation either phases in such internalisation or at least does not prevent it.
Pri vrstah prevoza se je internalizacija zunanjih stroškov že začela, ustrezna zakonodaja Unije pa omogoča, da se ta internalizacija izvaja postopno ali je vsaj ne preprečuje.
However, this process needs to be monitored and encouraged further for all modes of transport applying common principles while taking into account the specificity of each mode.
Vendar pa je ta proces treba spremljati ter nadalje spodbujati za vse vrste prevoza, z uporabo skupnih načel in ob upoštevanju posebnosti vsake izmed njih.
In the road transport sector, tolls calculated as distance-based charges for the use of infrastructure constitute a fair and efficient economic instrument to achieve a sustainable transport policy, since they relate directly to the use of infrastructure, the environmental performance of vehicles and the place and time of use of vehicles and can therefore be set at a level which reflects the cost of pollution and congestion caused by the actual use of vehicles.
V sektorju cestnega prometa cestnine, ki se izračunajo kot pristojbine za uporabo infrastrukture na podlagi razdalje, veljajo za pravičen in učinkovit gospodarski instrument za doseganje trajnostne prometne politike, saj so neposredno povezane z uporabo infrastrukture, okoljsko uspešnostjo vozil ter krajem in časom uporabe vozil ter jih je zato mogoče določiti tako, da ustrezajo stroškom onesnaževanja in zastojem zaradi dejanske uporabe vozil.
Moreover, tolls do not create any distortion of competition within the internal market since they are payable by all operators irrespective of their Member State of origin or establishment and in proportion to the intensity of use of the road network.
Poleg tega cestnine ne povzročajo izkrivljanja konkurence na notranjem trgu, saj jih morajo plačevati vsi operaterji ne glede na njihovo državo članico izvora ali sedeža ter sorazmerno z intenzivnostjo uporabe cestnega omrežja.
The impact analysis shows that applying tolls calculated on the basis of the cost of pollution, and, on congested roads, on the basis of the higher variation of toll rates during peak periods could have a positive effect on the transport system and contribute to the Union strategy on climate change.
Analiza učinka kaže, da bi lahko imelo zaračunavanje cestnin, izračunanih na podlagi stroškov onesnaževanja, na cestah z gostim prometom pa na podlagi večjega razlikovanja stopenj cestnin med obdobji prometne konice, pozitiven učinek na prometni sistem in bi prispevala k strategiji Unije glede podnebnih sprememb.
It could reduce congestion and local pollution by encouraging the use of cleaner vehicle technologies, optimising logistic behaviour and reducing empty returns.
S spodbujanjem uporabe okolju prijaznejših tehnologij za vozila, večanjem učinkovitosti logističnega ravnanja in zmanjševanjem števila voženj praznih tovornjakov bi lahko zmanjšala zastoje in lokalno onesnaževanje.
It could indirectly play an important role in reducing fuel consumption and contributing to combating climate change.
Posredno bi lahko pomembno vplivala tudi na zmanjševanje porabe goriva in prispevala k boju proti podnebnim spremembam.
This Directive does not prevent Member States from applying national rules for charging other road users outside the scope of this Directive.
Ta direktiva državam članicam ne preprečuje, da bi drugim uporabnikom cest, ki niso zajeti v področje uporabe te direktive, zaračunavale uporabnine v skladu z nacionalnimi predpisi.
The costs of traffic-based air and noise pollution, such as health costs, including medical care, crop losses and other loss of production, and welfare costs, are borne within the territory of the Member State in which the transport takes place.
Stroški onesnaževanja zraka in obremenitev s hrupom zaradi prometa, kot so zdravstveni stroški, vključno z zdravstveno oskrbo, izguba pridelkov ter druge proizvodne izgube in stroški socialnega varstva, se pokrijejo na ozemlju države članice, v kateri se prevoz opravi.
The polluter pays principle will be implemented through the external-cost charging which will contribute to the reduction of external costs.
Načelo onesnaževalec plača se bo izvajalo z zaračunavanjem pristojbin za zunanje stroške, kar bo pripomoglo k znižanju zunanjih stroškov.
For the purpose of this Directive, the model devised by the Commission for calculating traffic-based air and noise pollution external costs provides reliable methods and a range of unit values which may already serve as a basis for the calculation of external-cost charges.
Za namen te direktive model za izračunavanje zunanjih stroškov onesnaževanja zraka in obremenitev s hrupom zaradi prometa, ki ga je oblikovala Komisija, zagotavlja zanesljive metode in navaja niz vrednosti enot, na podlagi katerih je morebiti že mogoče izračunavati pristojbine za zunanje stroške.
There are still uncertainties about the costs and benefits of the systems required to enforce differentiated charges on roads with low traffic.
Še vedno obstajajo negotovosti glede stroškov in koristi sistemov, ki so potrebni za uveljavljanje diferenciranih uporabnin na cestah z malo prometa.
Until such uncertainties are dealt with, a flexible approach at Union level appears most appropriate.
Dokler takšne negotovosti ne bodo odpravljene, se zdi prilagodljiv pristop na ravni Unije najustreznejši.
This flexible approach should leave Member States the option to decide whether and on which roads to introduce external-cost charges on the basis of the local and national characteristics of the network.
Ta prilagodljivi pristop bi moral državam članicam prepustiti možnost, da se na podlagi lokalnih in nacionalnih značilnosti omrežja odločijo, ali bodo zaračunavale pristojbine za zunanje stroške ter na katerih cestah jih bodo zaračunavale.
Time-based user charges constitute a useful system for already applying the ‘user pays’ principle when a charging system based on distance travelled, which better reflects the actual use of infrastructure, is currently not implemented.
Časovno omejene uporabnine predstavljajo uporaben sistem za že veljavno načelo „uporabnik plača“, kadar se sistem obračunavanja na podlagi prevožene razdalje, ki bolje odraža dejansko uporabo infrastrukture, še ne izvaja.
Time-based user charges levied on a daily, weekly, monthly or annual basis should not discriminate against occasional users, since a high proportion of such users are likely to be non-national hauliers.
Časovno omejene uporabnine, ki se zaračunavajo na dnevni, tedenski, mesečni ali letni osnovi, ne bi smele biti diskriminatorne do občasnih uporabnikov, saj je verjetno, da velik delež takšnih uporabnikov predstavljajo tuji prevozniki.
A more detailed ratio between daily, weekly, monthly and annual rates should therefore be fixed for heavy goods vehicles.
Za težka tovorna vozila bi bilo treba določiti podrobnejše razmerje med dnevnimi, tedenskimi, mesečnimi in letnimi stopnjami.
In order to ensure that European hauliers receive clear price signals, which act as an incentive to optimise behaviour, efforts should be made in the medium term to bring about convergence in the methods which the Member States use to calculate external costs.
Z namenom zagotoviti, da evropski prevozniki prejmejo jasne cenovne signale, ki delujejo kot spodbuda za optimizacijo vedenja, bi si bilo treba srednjeročno prizadevati za doseganje konvergence v metodah, ki jih države članice uporabljajo pri izračunu zunanjih stroškov.
A clear and transparent implementation of the charging schemes could lead to a better functioning of the internal market.
Jasno in pregledno izvajanje shem zaračunavanja pristojbin bi lahko pripomoglo k boljšemu delovanju notranjega trga.
Therefore, inconsistent charging schemes should be avoided in order not to distort competition in international goods transport on the trans-European road network or on certain sections of that network, and on any additional sections of those interlinked networks or motorways which are not part of the trans-European road network.
Zaradi tega bi se bilo treba izogibati nedoslednostim med shemami zaračunavanja pristojbin, saj bi to lahko povzročilo izkrivljanje konkurence mednarodnega tovornega prometa na vseevropskem cestnem omrežju ali na določenih delih tega omrežja in na katerih koli drugih dodatnih odsekih teh medsebojno povezanih omrežij avtocest, ki niso del vseevropskega cestnega omrežja.
The same charging principles should, in particular, be applied to any section of the motorway network of a Member State.
Enaka načela zaračunavanja pristojbin bi se morala uporabljati zlasti na vseh odsekih avtocestnega omrežja držav članic.
Member States should have the option of charging the maximum level of the infrastructure costs and external costs permitted by this Directive through tolls, but should be able to choose to charge one or both of those costs at a lower level or not to charge them at all.
Države članice bi morale imeti možnost, da s pomočjo cestnin zaračunavajo najvišjo raven infrastrukturnih in zunanjih stroškov, ki jo dovoljuje ta direktiva, vendar pa bi morale imeti možnost odločiti se za zaračunavanje enih ali obeh stroškov na nižji ravni ali ne zaračunavati stroškov.
When determining the network on which to apply an external-cost charge, Member States should be able to choose not to levy external-cost charges on certain roads in order to improve access to, and the competitiveness of, peripheral, landlocked and island regions.
Države članice bi pri določitvi omrežja za zaračunavanje pristojbine za zunanje stroške, morale imeti možnost odločiti, da se za nekatere ceste ne zaračunava pristojbin za zunanje stroške, da bi se tako izboljšali dostopnost in konkurenčnost otoških, kopenskih in obrobnih regij.
It should be possible to add to an infrastructure charge an external-cost element based on the cost of traffic-based air and noise pollution.
Omogočeno bi moralo biti, da se infrastrukturni pristojbini dodajo zunanji stroški na podlagi stroškov onesnaževanja zraka in obremenitev s hrupom zaradi prometa.
The external-cost element included in tolls should be permitted to be added to the cost of use of infrastructure, provided that certain conditions are respected in the calculation of costs so as to avoid undue charging.
Dovoljeno bi moralo biti, da bi se zunanji stroški, upoštevani v cestninah, dodali stroškom za uporabo infrastrukture, pod pogojem, da so pri izračunavanju stroškov izpolnjeni določeni pogoji, ki bi preprečili čezmerno zaračunavanje pristojbin.
To better reflect the cost of traffic-based air and noise pollution, the external-cost charge should vary according to the type of roads, type of vehicles and, for noise, the time periods involved.
Da bi bolje odražale stroške onesnaževanja zraka in obremenitev s hrupom zaradi prometa, bi se morale pristojbine za zunanje stroške razlikovati glede na vrsto cest, vrsto vozil ter v zvezi s hrupom tudi glede na zadevna časovna obdobja.
Congestion has a negative impact, in that for the road users in general, it means a loss of time and a waste of fuel.
Zastoji imajo negativen vpliv, za uporabnike cest na splošno namreč pomenijo izgubo časa in goriva.
Differentiation of infrastructure charges offers a tool to manage congestion, provided that the differentiated tolls give a clear and meaningful price signal to road users to modify their behaviour and to avoid congested road sections during peak periods.
Diferenciacija infrastrukturnih pristojbin omogoča upravljanje zastojev, pod pogojem, da diferencirane cestnine uporabnikom cest dajo jasen in smiseln cenovni signal, ki bo uporabnike cest spodbudil, da spremenijo svoje obnašanje in se v času prometnih konic izogibajo cestnim odsekom z gostim prometom.
When a variation for the purpose of reducing congestion is applied on a certain road section, the variation should be devised and applied in a revenue-neutral way which grants significant financial advantages to hauliers who use the road section concerned during off-peak periods over those who use it during peak hours.
Če se na nekaterih cestnih odsekih uporabi razlikovanje za zmanjševanje zastojev, bi jo bilo treba oblikovati in izvajati na dohodkovno nevtralen način, ki je finančno bistveno ugodnejši za prevoznike, ki zadevni cestni odsek uporabljajo zunaj prometnih konic, kakor za tiste, ki ga uporabljajo med prometnimi konicami.
Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise [5] already provides a basis for developing and completing the set of Union measures concerning noise emitted by road vehicles and infrastructure by requiring competent authorities to draw up strategic noise maps for major roads and to draw up action plans to reduce noise where exposure levels can induce harmful effects on human health.
Direktiva 2002/49/ES Evropskega parlamenta in Sveta z dne 25. junija 2002 o ocenjevanju in upravljanju okoljskega hrupa [5] že zagotavlja osnovo za razvoj in izpolnjevanje svežnja ukrepov Unije v zvezi s hrupom, ki ga oddajajo cestna vozila in infrastruktura, saj določa, da morajo pristojni organi za pomembnejše ceste oblikovati strateške karte hrupa ter pripraviti akcijske načrte za zmanjševanje hrupa, kadar lahko ravni izpostavljenosti negativno vplivajo na človeško zdravje.
The smooth functioning of the internal market requires a Union framework in order to ensure that road charges set on the basis of the local cost of traffic-based air and noise pollution and on the basis of congestion are transparent, proportionate and non-discriminatory.
Nemoteno delovanje notranjega trga zahteva vzpostavitev okvira Unije, da se zagotovi pregledno, sorazmerno in nediskriminatorno določanje cestnih pristojbin na podlagi lokalnih stroškov onesnaževanja zraka in obremenitev s hrupom zaradi prometa ter na podlagi zastojev.
That framework should include common charging principles, calculation methods, maximum levels and unit values of external costs based on acknowledged scientific methods, as well as procedures for notifying and reporting tolling schemes to the Commission.
Ta okvir bi moral zajemati skupna načela za zaračunavanje pristojbin, metode za izračun, najvišje ravni in vrednosti enot zunanjih stroškov, ki temeljijo na priznanih znanstvenih metodah, ter postopke za uradno obveščanje Komisije o cestninskih shemah in poročanje o njih.
If an authority is designated by a Member State to set the external-cost charge, it should have no vested interest in setting the amount at an undue level and should therefore be independent from the body which collects and manages toll revenue.
Če organ, ki je odgovoren za določanje pristojbin za zunanje stroške, določi država članica, ta organ ne bi smel imeti interesa za določanje neupravičeno visokih zneskov in bi zato moral biti neodvisen od organa, ki pobira cestnine in upravlja s prihodki od cestnin.
The corridor on which a mark-up is allowed can include parallel and directly competing mountainous road sections within a reasonable distance to which the traffic may be diverted as a result of the introduction of the mark-up.
Koridor, na katerem je dovoljen pribitek, lahko vključuje vzporedne in neposredno konkurenčne gorske cestne odseke, ki so razumno oddaljeni in na katere se lahko preusmeri promet zaradi uvedbe pribitka.
In cross-border projects, the application of this provision should be agreed upon by the Member States concerned and by the Commission.
Pri čezmejnih projektih bi se morale o izvajanju te določbe dogovoriti zadevne države članice in Komisija.
In order to give precedence to the construction of the priority projects of European interest identified in Annex III to Decision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010 on Union guidelines for the development of the trans-European transport network [6], Member States which have the possibility of applying a mark-up should use that option before levying an external-cost charge.
Države članice, ki imajo možnost, da zaračunavajo pribitek, bi morale tej možnosti dati prednost pred zaračunavanjem pristojbin za zunanje stroške, da bi bila tako zagotovljena prednost gradnji prednostnih projektov v evropskem interesu, opredeljenih v Prilogi III k Sklepu št. 661/2010/EU Evropskega parlamenta in Sveta z dne 7. julija 2010 o smernicah Unije za razvoj vseevropskega prometnega omrežja [6].
To avoid an undue charging of users, an external-cost charge should not be combined with a mark-up unless the external costs exceed the amount of the mark-up already levied.
Da se prepreči čezmerno zaračunavanje pristojbin uporabnikom, kombiniranje pristojbin za zunanje stroške in pribitkov ne bi smelo biti dovoljeno, razen če zunanji stroški presežejo znesek že zaračunanih pribitkov.
In such a case, it is thus appropriate that the amount of the mark-up should be deducted from the external-cost charge.
V takem primeru je ustrezno, da bi se znesek pribitka odštel od pristojbine za zunanje stroške.
Discounts or reductions of the external-cost charge should not be permitted, as there would be a significant risk that they would unduly discriminate against certain categories of users.
Popusti ali znižanja pristojbin za zunanje stroške ne bi smeli biti dovoljeni, saj bi pomenili znatno tveganje za neupravičeno diskriminacijo določenih kategorij uporabnikov.