natgillin/translations-raw huggingface dataset:
This should include cases where investment cannot be justified, for example in sparsely populated areas.
To bi moralo vključevati primere, ko naložbe ni mogoče upravičiti, na primer na redko poseljenih območjih.
The particular situation of isolated or partially isolated rail networks should be recognised by way of exemptions from certain infrastructure requirements.
Upoštevati bi bilo treba posebni položaj izoliranih ali delno izoliranih železniških omrežij in zanje dovoliti odstopanja od nekaterih infrastrukturnih zahtev.
When carrying out the review of the implementation of the core network by 2023, the Commission should take into account national implementation plans and future enlargements.
Komisija bi morala pri pregledu vzpostavljanja jedrnega omrežja, ki ga bo izvedla do leta 2023, upoštevati nacionalne izvedbene načrte in prihodnje širitve.
The trans-European transport network covers only part of the existing transport networks.
Vseevropsko prometno omrežje zajema le del obstoječih prometnih omrežij.
In the framework of the review of the implementation of the core network by 2023, the Commission should evaluate, in cooperation with the Member States concerned, whether other parts, such as certain class III inland waterways, should be integrated into the network.
Komisija bi morala pri pregledu vzpostavljanja jedrnega omrežja, ki ga bo izvedla do leta 2023, v sodelovanju z zadevnimi državami članicami oceniti, ali bi bilo treba v omrežje vključiti tudi ostale dele, kot so določene plovne poti razreda III.
In the context of that review, the Commission should also assess the state of progress of the projects and should be able, where necessary, to reconsider the deadlines, taking account of any developments that may affect the likelihood of those deadlines being met.
Komisija bi morala v okviru tega pregleda tudi oceniti, kako napredujejo projekti, in bi morala imeti možnost, da po potrebi ponovno preuči roke, ob upoštevanju vseh sprememb, ki bi lahko vplivale na verjetnost spoštovanja teh rokov.
When carrying out the review of the implementation of the core network by 2023, the Commission, after consulting the Member States, should evaluate whether to include other parts in the network, especially the priority projects included in Decision No 661/2010/EU.
Komisija bi morala pri pregledu vzpostavljanja jedrnega omrežja, ki ga bo izvedla do leta 2023, po posvetovanju z državami članicami oceniti, ali naj se vključijo drugi deli omrežja, zlasti prednostni projekti iz Sklepa št. 661/2010/EU [6].
It is necessary to identify projects of common interest which will contribute to the achievement of the trans-European transport network and which contribute to the achievement of the objectives and correspond to the priorities established in the guidelines.
Opredeliti bi bilo treba projekte skupnega interesa, ki bodo prispevali k uresničevanju vseevropskega prometnega omrežja in ki prispevajo k uresničevanju ciljev, določenih v smernicah, ter so skladni s prednostnimi nalogami iz teh smernic.
Their implementation should depend on their degree of maturity, on their compliance with Union and national legal procedures and on the availability of financial resources, without prejudging the financial commitment of a Member State or of the Union.
Izvajanje teh projektov bi moralo biti odvisno od njihove stopnje zrelosti, skladnosti s pravom Unije in z nacionalnimi pravnimi postopki ter od razpoložljivosti finančnih sredstev, brez poseganja v finančne obveznosti države članice ali Unije.
Projects of common interest should demonstrate a European added value.
Projekti skupnega interesa bi morali izkazovati evropsko dodano vrednost.
Cross-border projects typically have a high European added value, but may have lower direct economic effects compared to purely national projects.
Čezmejni projekti imajo običajno visoko evropsko dodano vrednost, vendar so njihovi neposredni gospodarski učinki lahko manjši kot pri izključno nacionalnih projektih.
Such cross-border projects should be the subject of priority intervention by the Union in order to ensure that they are implemented.
Taki čezmejni projekti bi morali biti deležni prednostnega posredovanja Unije, da se zagotovi njihova izvedba.
Projects of common interest for which Union funding is sought should be the subject of a socio-economic cost-benefit analysis based on a recognised methodology, taking into account the relevant social, economic, climate-related and environmental benefits and costs.
Pri projektih skupnega interesa, ki se potegujejo za sredstva Unije, bi morala biti na podlagi priznane metodologije opravljena socialno-ekonomska analiza stroškov in koristi ob upoštevanju ustreznih socialnih, ekonomskih, podnebnih ter okoljskih stroškov in koristi.
The analysis of climate-related and environmental costs and benefits should be based on the environmental impact assessment carried out pursuant to Directive 2011/92/EU of the European Parliament and of the Council [6].
Analiza podnebnih in okoljskih stroškov in koristi bi morala temeljiti na presoji vpliva na okolje, izvedeni v skladu z Direktivo 2011/92/EU Evropskega parlamenta in Sveta [7].
In order to contribute to the climate reduction targets of the Transport White Paper of a 60 % cut in greenhouse gas emissions below 1990 levels by 2050, the greenhouse gas impacts of projects of common interest in the form of new, extended or upgraded transport infrastructures should be assessed.
Da bi prispevali k doseganju ciljev na področju podnebnih sprememb iz bele knjige o prometu, ki predvideva 60-odstotno zmanjšanje emisij toplogrednih plinov do leta 2050 v primerjavi z ravnmi iz leta 1990, bi bilo treba oceniti vpliv projektov skupnega interesa, ki predvidevajo izgradnjo nove prometne infrastrukture, njeno razširitev ali nadgradnjo, na emisije toplogrednih plinov.
Some parts of the network are managed by actors other than Member States.
Nekatere dele omrežja upravljajo drugi akterji in ne države članice.
However, Member States are responsible for ensuring that the rules governing the network are correctly applied within their territory.
Vendar morajo države članice zagotoviti, da se predpisi, ki urejajo omrežje, pravilno uporabljajo na njihovem ozemlju.
As the development and implementation of the trans-European transport network requires a common application of this Regulation, all parts of the network should be subject to the rights and obligations provided for by this Regulation, as well as to those laid down in other relevant Union and national law.
Ker mora biti pri razvoju in vzpostavljanju vseevropskega prometnega omrežja uporaba te uredbe enotna, bi morale za vse dele omrežja veljati pravice in obveznosti iz te uredbe ter iz drugega upoštevnega prava Unije in nacionalnega prava.
Cooperation with neighbouring and third countries is necessary in order to ensure connection and interoperability between the respective infrastructure networks.
Za zagotovitev povezanosti in interoperabilnosti med posameznimi infrastrukturnimi omrežji je potrebno sodelovanje s sosednjimi in tretjimi državami.
Therefore, the Union should where appropriate promote projects of common interest with those countries.
Zato bi morala Unija po potrebi spodbujati projekte skupnega interesa s temi državami.
In order to achieve modal integration across the network, adequate planning of the trans-European transport network is required.
Da bi dosegli povezovanje različnih načinov prevoza v celotnem omrežju je potrebno ustrezno načrtovanje vseevropskega prometnega omrežja.
This also entails the implementation of specific requirements throughout the network in terms of infrastructure, telematic applications, equipment and services.
To zajema tudi izvajanje konkretnih zahtev glede infrastrukture, telematskih aplikacij, opreme in storitev v celotnem omrežju.
It is therefore necessary to ensure adequate and concerted deployment of such requirements across Europe for each transport mode and for their interconnection across the trans-European transport network and beyond, in order to obtain the benefits of the network effect and to make efficient long-range trans-European transport operations possible.
Zato je treba zagotoviti ustrezno in usklajeno uvajanje takšnih zahtev po vsej Evropi za vse načine prevoza ter za njihovo medsebojno povezanost v celotnem vseevropskem prometnem omrežju in zunaj njega, da se omogočijo prednosti omrežja in omogoči učinkovitost vseevropskih prevozov na dolge razdalje.
In order to determine existing and planned transport infrastructures for the comprehensive and the core network, maps should be provided and adapted over time to take into account the evolution of traffic flows.
Za določitev obstoječe in načrtovane prometne infrastrukture za celovito in jedrno omrežje so potrebni zemljevidi, ki bi jih bilo treba sčasoma prilagoditi, da bi se upošteval razvoj prometnih tokov.
The technical basis of those maps is provided by the interactive geographical and technical information system for the trans-European transport network (TENtec), which contains a higher level of detail concerning the trans-European transport infrastructure.
Tehnična podlaga za te zemljevide je interaktivni geografski in tehnični informacijski sistem za vseevropsko prometno omrežje (TENtec), ki vsebuje natančne podrobnosti o vseevropski prometni infrastrukturi.
The guidelines should set priorities in order to enable the trans-European transport network to be developed within the specified timescale.
Smernice bi morale določiti prednostne naloge, da se omogoči razvoj vseevropskega omrežja v okviru opredeljene časovnice.
Telematic applications are necessary in order to provide the basis for optimising traffic and transport operations and traffic safety and improving related services.
Telematske aplikacije so potrebne, da se zagotovi podlaga za optimizacijo prometa in prevozov ter varnosti v prometu in izboljšanje s tem povezanih storitev.
Information to passengers, including information on ticketing and reservation systems, should be provided in line with Commission Regulation (EU) No 454/2011 [7].
Informacije za potnike, vključno z informacijami o sistemih za izdajo vozovnic in rezervacije, bi bilo treba zagotoviti v skladu z Uredbo Komisije (EU) št. 454/2011 [8].
The guidelines should provide for the development of the comprehensive network in urban nodes, in accordance with Union aims regarding sustainable urban mobility, as those nodes are the starting point or the final destination ("last mile") for passengers and freight moving on the trans-European transport network and are points of transfer within or between different transport modes.
Smernice bi morale določiti razvoj celovitega omrežja v urbanih vozliščih v skladu s cilji Unije glede trajnostne mobilnosti v mestih, ker so ta vozlišča začetna ali končna točka (zaključni del odseka) za potnike in tovor, ki potujejo po vseevropskem prometnem omrežju, ter točke prehoda znotraj različnih načinov prevoza ali med njimi.
Thanks to its large scale, the trans-European transport network should provide the basis for the large-scale deployment of new technologies and innovation, which, for example, can help to enhance the overall efficiency of the European transport sector and reduce its carbon footprint.
Vseevropsko prometno omrežje bi moralo zaradi svoje velikosti zagotoviti podlago za obsežno uvajanje novih tehnologij in inovacij, ki na primer lahko izboljšajo skupno učinkovitost evropskega prometnega sektorja in omejijo njegov ogljični odtis.
This will contribute towards the objectives of the Europe 2020 Strategy and the White Paper's target of a 60 % cut in greenhouse gas emissions by 2050 (based on 1990 levels) and at the same time contribute to the objective of increasing fuel security for the Union.
To bo prispevalo k doseganju ciljev iz strategije Evropa 2020 ter cilja bele knjige, in sicer 60-odstotnega zmanjšanja emisij toplogrednih plinov do leta 2050 (glede na ravni iz leta 1990), hkrati pa tudi k uresničevanju cilja povečanja varnosti Unije glede preskrbe z gorivom.
In order to achieve those objectives, the availability of alternative clean fuels should be improved throughout the trans-European transport network.
Za doseganje teh ciljev bi bilo treba povečati razpoložljivost alternativnih čistih goriv v celotnem vseevropskem prometnem omrežju.
The availability of alternative clean fuels should be based on demand for those fuels and there should not be any requirement to provide access to each alternative clean fuel at each fuel station.
Razpoložljivost alternativnih čistih goriv bi morala temeljiti na povpraševanju po teh gorivih, pri čemer ne bi smelo biti nobene zahteve, da se na vseh bencinskih črpalkah zagotovijo vsa alternativna čista goriva.
The trans-European transport network must ensure efficient multi-modality in order to allow better and more sustainable modal choices to be made for passengers and freight and in order to enable large volumes to be consolidated for transfers over long distances.
Vseevropsko prometno omrežje mora zagotoviti učinkovito multimodalnost, da se omogoči boljša in trajnostnejša izbira načinov prevoza potnikov in tovora in združevanje velikih količin za prevoze na dolgih razdaljah.
This will make multimodality economically more attractive for passengers, users and freight forwarders.
To bo povečalo ekonomsko privlačnost multimodalnosti za potnike, uporabnike in špediterje.
In order to achieve a high-quality and efficient transport infrastructure across all modes, the development of the trans-European transport network should take into account the security and safety of passengers and freight movements, the contribution to climate change and the impact of climate change and of potential natural and man-made disasters on infrastructure and accessibility for all transport users.
Da bi vzpostavili visokokakovostno in učinkovito prometno infrastrukturo za vse načine prevoza, bi bilo treba pri razvoju vseevropskega prometnega omrežja upoštevati varovanje in varnost pri premikih potnikov in tovora, prispevanje k podnebnim spremembam, kot tudi vpliv podnebnih sprememb ter možnih naravnih nesreč in nesreč, ki jih povzroči človek, na infrastrukturo ter dostopnost za vse uporabnike prevozov.
During infrastructure planning, Member States and other project promoters should give due consideration to the risk assessments and adaptation measures adequately improving resilience to climate change and environmental disasters.
Države članice in drugi spodbujevalci projektov bi morali pri načrtovanju infrastrukture ustrezno upoštevati ukrepe za oceno tveganja in prilagoditve, ki bi ustrezno izboljšali odpornost na podnebne spremembe in okoljske nesreče.
Member States and other project promoters should carry out environmental assessments of plans and projects as provided for in Council Directive 92/43/EEC [8], Directive 2000/60/EC of the European Parliament and of the Council [9], Directive 2001/42/EC of the European Parliament and of the Council [10], Directive 2009/147/EC of the European Parliament and of the Council [11] and Directive 2011/92/EU in order to avoid or, where avoidance is not possible, to mitigate or compensate for negative impacts on the environment, such as landscape fragmentation, soil sealing and air and water pollution as well as noise, and to protect biodiversity effectively.
Države članice in drugi spodbujevalci projektov bi morali izdelati okoljske presoje načrtov in projektov, kot je določeno v Direktivi Sveta 92/43/EGS [9], Direktivi 2000/60/ES Evropskega parlamenta in Sveta [10], Direktivi 2001/42/ES Evropskega parlamenta in Sveta [11], Direktivi 2009/147/ES Evropskega parlamenta in Sveta [12] in Direktivi 2011/92/EU, da bi preprečili ali, če to ni mogoče, omilili ali uravnotežili negativne vplive na okolje, na primer razdrobljenost krajine, izgubo rodovitnih tal, onesnaževanje zraka in vode ter onesnaževanje s hrupom, in da bi učinkovito zaščitili biotsko raznovrstnost.
The protection of the environment and of biodiversity, as well as the strategic requirements of inland waterway transport, should be taken into account.
Upoštevati bi bilo treba varstvo okolja in biotsko raznovrstnost ter strateške zahteve celinskih plovnih poti.
Member States and other project promoters should ensure that assessments of projects of common interest are carried out efficiently, avoiding unnecessary delays.
Države članice in drugi spodbujevalci projektov bi morali zagotoviti, da so ocene projektov skupnega interesa izvedene učinkovito in brez nepotrebnih zamud.
Transport infrastructure should promote seamless mobility and accessibility for all users, in particular elderly people, persons of reduced mobility and disabled passengers.
S prometno infrastrukturo bi morali spodbujati nemoteno mobilnost in dostopnost za vse uporabnike, zlasti za starejše, osebe z zmanjšano mobilnostjo in invalidne potnike.
Member States should carry out ex-ante assessments of the accessibility of infrastructure and of the services connected to it.
Države članice bi morale naknadno oceniti dostopnost infrastrukture in z njo povezanih storitev.
The core network should be a subset of the comprehensive network overlaying it.
Jedrno omrežje bi moralo biti del celovitega omrežja, ki je hkrati njegovo krovno omrežje.
It should represent the strategically most important nodes and links of the trans-European transport network, according to traffic needs.
Predstavljati bi moralo strateško najpomembnejša vozlišča in povezave vseevropskega prometnega omrežja, v skladu s prometnimi potrebami.
It should be multimodal, that is to say, it should include all transport modes and their connections as well as relevant traffic and information management systems.
Jedrno omrežje bi moralo biti multimodalno, kar pomeni, da bi moralo vključevati vse načine prevoza in njihove povezave ter ustrezne sisteme za upravljanje prometa in informacij.
The core network has been identified on the basis of an objective planning methodology.
Jedrno omrežje je opredeljeno na podlagi objektivne metodologije načrtovanja.
That methodology has identified the most important urban nodes, ports and airports, as well as border crossing points.
Ta metodologija opredeljuje najpomembnejša urbana vozlišča, pristanišča in letališča ter mejne prehode.
In order to implement the core network within the given timescale, a corridor approach could be used as an instrument to coordinate different projects on a transnational basis and to synchronise the development of the corridor, thereby maximising network benefits.
Za vzpostavitev jedrnega omrežja v zastavljenem obdobju bi lahko uporabili pristop koridorjev kot instrument za čezmejno usklajevanje različnih projektov in časovno usklajevanje razvoja koridorja, da bi s tem čim bolj izkoristili prednosti omrežja.
That instrument should not be understood as a basis for the prioritisation of certain projects on the core network.
Tega instrumenta ne bi smeli razumeti kot podlage za prednostno razvrščanje posameznih projektov jedrnega omrežja.
Core network corridors should help to develop the infrastructure of the core network in such a way as to address bottlenecks, enhance cross-border connections and improve efficiency and sustainability.
Koridorji jedrnega omrežja bi morali prispevati k razvoju infrastrukture jedrnega omrežja tako, da bi se odpravila ozka grla, spodbudile čezmejne povezave ter izboljšala učinkovitost in trajnost.
They should contribute to cohesion through improved territorial cooperation.
Koridorji bi morali z izboljšanim teritorialnim sodelovanjem prispevati h koheziji.
Core network corridors should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations.
Koridorji jedrnega omrežja bi morali upoštevati tudi širše cilje prometne politike ter olajšati interoperabilnost, povezovanje različnih načinov prevoza in multimodalne dejavnosti.
This should allow specially developed corridors which are optimised in terms of emissions, thus minimising environmental impacts and increasing competitiveness, and which are also attractive on account of their reliability, limited congestion and low operating and administrative costs.
To bi moralo omogočiti vzpostavitev posebnih koridorjev z optimiziranimi izpusti ter posledično čim manjšimi vplivi na okolje ter povečano konkurenčnostjo, ki so privlačni tudi zaradi svoje zanesljivosti, manjših zastojev ter nizkih operativnih in upravnih stroškov.
The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs.
Koridorski pristop bi moral biti pregleden in jasen, njihovo upravljanje pa ne bi smelo povzročiti dodatnih upravnih obremenitev ali stroškov.
In agreement with the Member State concerned, the European Coordinators provided for in this Regulation should facilitate measures to design the right governance structure and to identify the sources of financing, both private and public, for complex cross-border projects for each core network corridor.
V soglasju z zadevnimi državami članicami bi morali evropski koordinatorji iz te uredbe pri kompleksnih čezmejnih projektih za vsak koridor jedrnega omrežja spodbujati ukrepe za načrtovanje prave strukture upravljanja in za opredeljevanje virov zasebnega in javnega financiranja.
European Coordinators should facilitate the coordinated implementation of the core network corridors.
Evropski koordinatorji bi morali olajšati usklajeno vzpostavitev koridorjev jedrnega omrežja.
The role of the European Coordinators is of major importance for the development of, and cooperation along, the corridors.
Vloga evropskih koordinatorjev je zelo pomembna za razvoj koridorjev in sodelovanje ob njih.
The core network corridors should be in line with the rail freight corridors set up in accordance with Regulation (EU) No 913/2010 of the European Parliament and of the Council [12] as well as the European Deployment Plan for the European Rail Traffic Management System (ERTMS) provided for in Commission Decision 2009/561/EC [13].
Koridorji jedrnega omrežja bi morali biti usklajeni s tovornimi železniškimi koridorji, vzpostavljenimi v skladu z Uredbo (EU) št. 913/2010 Evropskega parlamenta in Sveta [13], in Evropskim razvojnim načrtom za Evropski sistem za upravljanje železniškega prometa (ERTMS), določenim v Odločbi Komisije 2009/561/ES [14].
In order to maximise consistency between the guidelines and the programming of the relevant financial instruments available at Union level, trans-European transport network funding should comply with this Regulation and be based, in particular, on Regulation (EU) No 1316/2013 of the European Parliament and of the Council [14].
Zaradi čim večje usklajenosti med smernicami in načrtovanjem ustreznih finančnih instrumentov, ki so na voljo na ravni Unije, bi moralo biti financiranje vseevropskega prometnega omrežja skladno s to uredbo in temeljiti zlasti na Uredbi (EU) št. 1316/2013 Evropskega parlamenta in Sveta [15].
Correspondingly, it should aim at aligning and combining funding from relevant internal and external instruments such as structural and cohesion funds, the Neighbourhood Investment Facility (NIF) and the Instrument for Pre-Accession Assistance (IPA) [15], and from financing from the European Investment Bank, the European Bank for Reconstruction and Development and other financial institutions.
Zato bi njegov cilj moralo biti usklajevanje in združevanje financiranja iz ustreznih notranjih in zunanjih instrumentov, kot so strukturni skladi in Kohezijski sklad, Sklad za spodbujanje naložb v sosedstvo (NIF) in Instrument za predpristopno pomoč (IPA) [16], ter iz financiranja Evropske investicijske banke, Evropske banke za obnovo in razvoj ter drugih finančnih institucij.