natgillin/translations-raw huggingface dataset:
Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 18 June 2014.
Države članice sprejmejo zakone in druge predpise, potrebne za uskladitev s to direktivo, do 18. junija 2014.
They shall forthwith communicate to the Commission the text of those provisions.
Komisiji sporočijo besedilo teh predpisov.
Marine fuel Sulphur Content (% m/m)
Vsebnost žvepla v gorivih za plovila (% m/m)
Ratio Emission SO2(ppm)/CO2(% v/v)
Razmerje med emisijami SO2(ppm)/CO2(% v/v)
Directive 2012/34/EU of the European Parliament and of the Council
Direktiva 2012/34/EU Evropskega parlamenta in Sveta
establishing a single European railway area
o vzpostavitvi enotnega evropskega železniškega območja
Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways [4], Council Directive 95/18/EC of 19 June 1995 on the licensing of railway undertakings [5] and Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure [6] have been substantially amended.
Direktiva Sveta 91/440/EGS z dne 29. julija 1991 o razvoju železnic Skupnosti [4], Direktiva Sveta 95/18/ES z dne 19. junija 1995 o izdaji licence prevoznikom v železniškem prometu [5] in Direktiva Evropskega parlamenta in Sveta 2001/14/ES z dne 26. februarja 2001 o dodeljevanju železniških infrastrukturnih zmogljivosti, naložitvi uporabnin za uporabo železniške infrastrukture [6] so bile znatno spremenjene.
Since further amendments are necessary, those Directives should be recast and merged into a single act in the interest of clarity.
Ker so potrebne dodatne spremembe, bi bilo zaradi jasnosti treba navedene direktive prenoviti in združiti v en sam akt.
Greater integration of the Union transport sector is an essential element of the completion of the internal market, and the railways are a vital part of the Union transport sector moving towards achieving sustainable mobility.
Večje povezovanje prevoznega sektorja Unije je bistven element dokončne vzpostavitve notranjega trga, železnice pa so pomemben del prevoznega sektorja Unije, ki se giblje v smeri doseganja trajnostne mobilnosti.
The efficiency of the railway system should be improved, in order to integrate it into a competitive market, whilst taking account of the special features of the railways.
Izboljšati bi bilo treba učinkovitost železniškega sistema, da bi ga vključili v konkurenčni trg, vendar ob upoštevanju posebnih značilnosti železnic.
Member States with an important share of rail traffic with third countries which have the same railway gauge which is different from the main rail network within the Union should be able to have specific operational rules ensuring both coordination between their infrastructure managers and those of the third countries concerned and fair competition between railway undertakings.
Države članice, katerih pomemben delež železniškega prometa poteka s tretjimi državami z enako tirno širino, ki je drugačna od tiste v glavnem železniškem omrežju v Uniji, bi morale imeti možnost uvedbe posebnih obratovalnih pravil, s katerimi bi zagotovile tako usklajevanje med njihovimi upravljavci železniške infrastrukture kot tistimi iz zadevnih tretjih držav ter pošteno konkurenco med prevozniki v železniškem prometu.
In order to render railway transport efficient and competitive with other modes of transport, Member States should ensure that railway undertakings have the status of independent operators behaving in a commercial manner and adapting to market needs.
Države članice bi morale prevoznikom v železniškem prometu zagotoviti položaj neodvisnih izvajalcev, ki se obnašajo komercialno in se prilagajajo tržnim potrebam, da bi postal železniški prevoz učinkovit in konkurenčen drugim načinom prevoza.
In order to ensure the future development and efficient operation of the railway system, a distinction should be made between the provision of transport services and the operation of infrastructure.
Da bi bila zagotovljena prihodnji razvoj in učinkovito delovanje železniškega sistema, bi bilo treba razločevati med opravljanjem prevoznih storitev in upravljanjem infrastrukture.
Given that situation, it is necessary for these two activities to be managed separately and to have separate accounts.
Glede na take razmere je potrebno, da se ti dve dejavnosti upravljata ločeno in vodita z ločenimi računi.
Provided that those separation requirements are met, that no conflicts of interest arise and that the confidentiality of commercially sensitive information is guaranteed, infrastructure managers should have the possibility to outsource specific administrative tasks, such as the collection of charges, to entities other than those active in railway transport services markets.
Če so te zahteve po ločevanju izpolnjene, če ni nobenega navzkrižja interesov in če je zagotovljena zaupnost poslovno občutljivih podatkov, bi morali imeti upravljavci železniške strukture možnost, da za nekatere administrativne naloge, kot je pobiranje uporabnin, najamejo subjekte, ki niso aktivni na trgih storitev železniškega prevoza.
The principle of freedom to provide services should be applied to the railway sector, taking into account that sector's specific characteristics.
Načelo svobode opravljanja storitev za železniški sektor bi bilo treba uporabiti ob upoštevanju posebnih značilnosti tega sektorja.
In order to boost competition in railway service management in terms of improved comfort and the services provided to users, Member States should retain general responsibility for the development of the appropriate railway infrastructure.
Zaradi pospeševanja konkurence pri vodenju železniških storitev v smislu izboljšanja udobja in storitev uporabnikom bi morale države članice ohraniti splošno odgovornost za razvoj ustrezne železniške infrastrukture.
In the absence of common rules on allocation of infrastructure costs, Member States should, after consulting the infrastructure manager, lay down rules providing for railway undertakings to pay for the use of railway infrastructure.
Ob odsotnosti skupnih pravil o razporeditvi infrastrukturnih stroškov bi morale države članice po posvetovanju z upravljavcem infrastrukture določiti pravila, ki bi zagotavljala, da prevozniki v železniškem prometu plačajo za uporabo železniške infrastrukture.
Such rules should not discriminate between railway undertakings.
Taka pravila ne bi smela diskriminirati med prevozniki v železniškem prometu.
Member States should ensure that infrastructure managers and existing publicly owned or controlled railway transport undertakings are given a sound financial structure, having due regard to Union rules on State aid.
Države članice bi morale zagotoviti, da dobijo upravljavci infrastrukture in obstoječi prevozniki v železniškem prometu v javni lasti ali pod javnim nadzorom zdravo finančno strukturo, pri čemer se ustrezno upoštevajo pravila Unije o državni pomoči.
This is without prejudice to the competence of the Member States regarding infrastructure planning and financing.
To ne posega v pristojnost držav članic glede načrtovanja in financiranja železniške infrastrukture.
Applicants should be given the opportunity to express their views on the content of the business plan as far as the use, provision and development of the infrastructure are concerned.
Prosilcem bi bilo treba dati možnost, da izrazijo svoja stališča o vsebini poslovnega načrta, kar zadeva uporabo, zagotavljanje in razvoj infrastrukture.
This should not necessarily entail full disclosure of the business plan developed by the infrastructure manager.
To ne bi smelo nujno pomeniti popolnega razkritja poslovnega načrta, ki ga je pripravil upravljavec infrastrukture.
Since private branch lines and sidings, such as sidings and lines in private industrial facilities, are not part of the railway infrastructure as defined by this Directive, managers of those infrastructures should not be subject to the obligations imposed on infrastructure managers under this Directive.
Ker tiri in stranski tiri v zasebni lasti, kot so stranski tiri in tiri v zasebnih industrijskih obratih, niso del železniške infrastrukture, kakor je opredeljena v tej direktivi, za upravljavce takšnih infrastruktur ne bi smele veljati obveznosti, ki jih ta direktiva nalaga upravljavcem infrastrukture.
However, non-discriminatory access to branch lines and sidings should be guaranteed, irrespective of their ownership, where they are needed to get access to services facilities which are essential for the provision of transport services and where serving or potentially serving more than one final customer.
Kljub temu bi bilo treba zagotoviti nediskriminatorni dostop do tirov in stranskih tirov, ne glede na njihovo lastništvo, kadar so potrebni za dostop do objektov, ki so bistveni za opravljanje prevoznih storitev, in kadar jih uporablja ali bi jih lahko uporabljal več kot en končni porabnik.
Member States should be able to decide to cover infrastructure expenditure through means other than direct State funding, such as public private partnership and private sector financing.
Države članice bi se morale imeti možnost odločiti, da infrastrukturne izdatke krijejo s sredstvi, ki niso neposredna državna sredstva, na primer prek javno-zasebnega partnerstva in s financiranjem s strani zasebnega sektorja.
The profit and loss account of an infrastructure manager should be balanced over a reasonable time period, which, once established, might be exceeded under exceptional circumstances, such as a major and sudden deterioration in the economic situation in a Member State affecting substantially the level of traffic on its infrastructure or the level of available public financing.
Računovodski izkaz uspeha upravljavca infrastrukture bi moral biti uravnotežen v primernem obdobju, ki bi se ga, potem ko bi bilo enkrat določeno, v izjemnih primerih, kot je veliko in nenadno poslabšanje gospodarskih razmer v državi članici, ki bi bistveno vplivalo na obseg prometa na njegovi infrastrukturi ali na raven razpoložljivih javnih sredstev, lahko podaljšalo.
In accordance with international accounting rules, the amount of loans to finance infrastructure projects does not appear in such profit and loss accounts.
V skladu z mednarodnimi računovodskimi pravili se zneski posojil za financiranje infrastrukturnih projektov v takšnih izkazih uspeha ne izkažejo.
An efficient freight sector, especially across borders, requires action to open up the market.
Za učinkovit tovorni sektor, zlasti čezmejni, je treba nujno sprejeti ukrepe za odprtje trga.
In order to ensure that access rights to railway infrastructure are applied throughout the Union in a uniform and non-discriminatory manner, it is appropriate to introduce a licence for railway undertakings.
Za zagotovitev uporabe pravic dostopa do železniške infrastrukture na enoten in nediskriminatoren način v celotni Uniji je primerno uvesti licenco za prevoznike v železniškem prometu.
In the case of journeys with intermediate stops, new market entrants should be authorised to pick up and set down passengers along the route in order to ensure that such operations are economically viable and to avoid placing potential competitors at a disadvantage compared to existing operators.
V primerih potovanj z vmesnimi postanki bi bilo treba novim udeležencem na trgu dovoliti pobiranje in odlaganje potnikov vzdolž proge, da bi se zagotovila ekonomska izvedljivost takšnih storitev in da bi se hkrati izognilo temu, da bi se morebitni konkurenti znašli v slabšem položaju v primerjavi z obstoječimi izvajalci.
The introduction of new, open-access, international passenger services with intermediate stops should not be used to open up the market for domestic passenger services, but should merely focus on stops that are ancillary to the international route.
Uvedba novega, odprtega dostopa do storitev mednarodnega potniškega prometa z vmesnimi postanki se ne bi smela uporabljati za odpiranje trga notranjega potniškega prometa, temveč bi se morala osredotočiti le na dodatne postanke na mednarodni relaciji.
The principal purpose of the new services should be to carry passengers travelling on an international journey.
Glavni namen novih storitev bi moral biti prevoz potnikov na mednarodnem potovanju.
When assessing whether that is the service's principal purpose, criteria such as the proportion of turnover, and of volume, derived from transport of domestic or international passengers, and the length of the service should be taken into account.
Pri presoji, ali je to glavni namen storitve, bi bilo treba upoštevati merila, kot so delež v prometu od notranjega in mednarodnega prevoza potnikov, delež v obsegu notranjega in mednarodnega prevoza potnikov ter dolžina relacije.
The assessment of the service's principal purpose should be carried out by the respective national regulatory body at the request of an interested party.
Presojo o glavnem namenu storitve bi moral izvesti ustrezni nacionalni regulatorni organ na zahtevo zainteresirane strani.
Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road [7] authorises Member States and local authorities to award public service contracts which may contain exclusive rights to operate certain services.
Uredba (ES) št. 1370/2007 Evropskega parlamenta in Sveta z dne 23. oktobra 2007 o storitvah javnega potniškega železniškega in cestnega prometa [7] dovoljuje državam članicam in lokalnim organom, da dodeljujejo pogodbe za opravljanje javne službe, ki lahko zajemajo izključne pravice za izvajanje nekaterih storitev.
It is therefore necessary to ensure that the provisions of that Regulation are consistent with the principle of opening up international passenger services to competition.
Zaradi tega je torej treba zagotoviti skladnost določb te uredbe z načeli odprtja storitev mednarodnega potniškega prometa za konkurenco.
Opening up international passenger services to competition may have implications for the organisation and financing of rail passenger services provided under a public service contract.
Odprtje storitev mednarodnega potniškega prometa za konkurenco lahko vpliva na organiziranje in financiranje storitev železniškega potniškega prometa, ki se opravljajo na podlagi pogodbe za opravljanje javne službe.
Member States should have the option of limiting the right of access to the market where that right would compromise the economic equilibrium of those public service contracts and where approval is given by the relevant regulatory body on the basis of an objective economic analysis, following a request from the competent authorities that awarded the public service contract.
Države članice bi morale imeti možnost, da omejijo pravico dostopa na trg, kadar bi ta pravica ogrozila ekonomsko ravnovesje teh pogodb za opravljanje javne službe in kadar to odobri ustrezni regulatorni organ na podlagi objektivne ekonomske analize ter zahteve pristojnih organov, ki so dodelili pogodbo za opravljanje javne službe.
The assessment of whether the economic equilibrium of the public service contract has been compromised should take into account predetermined criteria such as the impact on the profitability of any services which are included in a public service contract, including the resulting impacts on the net cost to the competent public authority that awarded the contract, passenger demand, ticket pricing, ticketing arrangements, location and number of stops on both sides of the border and timing and frequency of the proposed new service.
Pri presoji, ali je bilo ekonomsko ravnovesje pogodb za opravljanje javne službe ogroženo, bi bilo treba upoštevati vnaprej določena merila, kot so posledice za donosnost katerih koli storitev, ki jih zajema pogodba za opravljanje javne službe, vključno s posledičnim vplivom na neto stroške pristojnega javnega organa, ki je dodelil pogodbo, povpraševanje potnikov, cene vozovnic, ureditev izdajanja vozovnic, nahajanje in število postaj na obeh straneh meje ter čas in pogostost predlagane nove storitve.
In accordance with such an assessment and the decision of the relevant regulatory body, Member States should be able to authorise, modify or deny the right of access for the international passenger service sought, including the levying of a charge on the operator of a new international passenger service, in line with the economic analysis and in accordance with Union law and the principles of equality and non-discrimination.
Države članice bi morale imeti možnost, da v skladu s to presojo in odločitvijo zadevnega regulatornega organa odobrijo, spremenijo ali zavrnejo pravico dostopa do zaprošene storitve mednarodnega potniškega prometa, vključno z uporabnino, ki se naloži izvajalcu nove storitve mednarodnega potniškega prometa, in sicer v skladu z ekonomsko analizo in s pravom Unije ter z načeloma enakosti in nediskriminacije.
In order to contribute to the operation of passenger services on lines fulfilling a public service obligation, Member States should be able to authorise the authorities responsible for those services to impose a levy on passenger services which fall within the jurisdiction of those authorities.
Za izboljšanje storitev potniškega prometa na progah, ki izpolnjujejo obveznosti javnih služb, bi bilo treba državam članicam omogočiti, da organe, odgovorne za te storitve, pooblastijo, da uvedejo dajatev na storitve potniškega prometa, za katere so ti organi pristojni.
That levy should contribute to the financing of public service obligations laid down in public service contracts.
S to dajatvijo bi bilo treba prispevati k financiranju obveznosti javnih služb, določenih v pogodbah za opravljanje javne službe.
The regulatory body should function in a way which avoids any conflict of interests and any possible involvement in the award of the public service contract under consideration.
Regulatorni organ bi moral delovati tako, da ne pride do kakršnega koli navzkrižja interesov in kakršne koli vpletenosti v še nedokončano dodeljevanje pogodb za opravljanje javne službe.
The powers of the regulatory body should be extended to allow for an assessment of the purpose of an international service and, where appropriate, of the potential economic impact on existing public service contracts.
Pristojnost regulatornega organa bi bilo treba razširiti, da bi omogočili ocenjevanje namena mednarodne storitve in, kjer je to ustrezno, morebitnega ekonomskega učinka na obstoječe pogodbe za opravljanje javne službe.
In order to invest in services using specialised infrastructure, such as high-speed railway lines, applicants need legal certainty given the substantial long-term investment involved.
Za investiranje v storitve, ki uporabljajo posebno infrastrukturo, kot so železniške proge, namenjene visokim hitrostim, potrebujejo prosilci pravno varnost zaradi obsežnosti in dolgoročnosti zadevnih naložb.
The regulatory bodies should exchange information and, where relevant in individual cases, should coordinate the principles and practice of assessing whether the economic equilibrium of a public service contract is compromised.
Regulatorni organi bi morali izmenjevati informacije in, kadar je ustrezno, v posameznih primerih usklajevati načela in prakso za presojo, ali je ekonomsko ravnovesje pogodbe za opravljanje javne službe ogroženo.
In order to ensure fair competition between railway undertakings and to guarantee full transparency and the non-discriminatory access to and supply of services, a distinction should be made between the provision of transport services and the operation of service facilities.
Za zagotovitev poštene konkurence med prevozniki v železniškem prometu, popolne preglednosti ter nediskriminatornega dostopa do storitev in njihovega opravljanja bi bilo treba opravljanje prevoznih storitev razločevati od upravljanja objektov za izvajanje železniških storitev.
Thus, it is necessary for these two types of activity to be managed independently where the operator of the service facility belongs to a body or firm which is also active and holds a dominant position at national level in at least one of the railway transport markets for the carriage of goods or passengers for which the facility is used.
Zato je potrebno, da se ti dve vrsti dejavnosti upravljata neodvisno, kadar je upravljavec objekta za izvajanje železniških storitev v lasti organa ali podjetja, ki je prav tako aktivno in ima prevladujoč položaj na nacionalni ravni na vsaj enem od trgov storitev železniškega prevoza blaga ali potnikov, za katere se objekt uporablja.
Such independence should not entail the establishment of a separate legal entity for service facilities.
Taka neodvisnost ne bi smela pomeniti, da je treba za objekte za izvajanje železniških storitev ustanoviti ločen pravni subjekt.
Non-discriminatory access to service facilities and the supply of rail-related services in these facilities should allow railway undertakings to offer better services to passengers and freight users.
Nediskriminatoren dostop do objektov in zagotavljanje z železnico povezanih storitev v teh objektih bi morala prevoznikom v železniškem prometu omogočiti, da uporabnikom ponudijo boljše potniške in tovorne storitev.
While Directive 2009/72/EC of the European Parliament and of the Council of 13 July 2009 concerning common rules for the internal market in electricity [8] provides for the opening of the European electricity market, traction current should be supplied to railway undertakings upon request in a non-discriminatory manner.
Direktiva 2009/72/ES Evropskega parlamenta in Sveta z dne 13. julija 2009 o skupnih pravilih notranjega trga z električno energijo [8] določa odprtje evropskega trga električne energije, zato bi morala biti električna energija za vleko na zahtevo prevoznikov v železniškem prometu dobavljen na nediskriminatoren način.
When there is only one supplier available, the charge imposed for such service should be set under uniform charging principles.
Kadar je ponudnik samo eden, bi bilo treba uporabnino za takšno storitev določiti po enotnih načelih zaračunavanja uporabnin.
In respect of relations with third countries, special consideration should be given to the existence of reciprocal access for Union railway undertakings to the rail market of those third countries and this should be facilitated through the cross-border agreements.
Kar zadeva odnose s tretjimi državami, bi bilo treba posebno pozornost nameniti obstoju vzajemnega dostopa za prevoznike v železniškem prometu iz Unije do trga storitev v železniškem prometu teh tretjih držav, to pa bi bilo treba podpreti s čezmejnimi sporazumi.
In order to ensure dependable and adequate services, it is necessary to ensure that, at all times, railway undertakings meet certain requirements in relation to good repute, financial fitness and professional competence.
Za zagotovitev zanesljivih in primernih storitev je treba zagotoviti, da prevozniki v železniškem prometu vselej izpolnjujejo določene zahteve v zvezi z dobrim ugledom, finančno sposobnostjo in strokovno usposobljenostjo.
For the protection of customers and the third parties concerned it is essential to ensure that railway undertakings are sufficiently insured against liability.
Za zaščito zadevnih porabnikov in tretjih strani je nujno zagotoviti, da so prevozniki v železniškem prometu dovolj zavarovani glede odgovornosti.
Coverage of that liability in the event of accidents through guarantees provided by banks or other undertakings should also be allowed, provided that such coverage is offered under market conditions, does not result in State aid and does not contain elements of discrimination against other railway undertakings.
Dovoliti bi bilo treba, da se odgovornost v primeru nesreče krije tudi z jamstvi bank ali drugih prevoznikov, če je takšno kritje ponujeno pod tržnimi pogoji, ne vodi do državne pomoči in ne vsebuje elementov diskriminacije proti drugim prevoznikom v železniškem prometu.