natgillin/translations-raw huggingface dataset:
Turkey has since 1996 been applying a ban on the import of live animals of the bovine species (CN code 0102) and restrictions on the import of beef (CN codes 0201-0202).
Turčija od leta 1996 izvaja prepoved uvoza živih živali vrste goveda (oznaka KN 0102) in omejitve uvoza govedine (oznake KN 0201–0202).
Those measures, being quantitative restrictions, are incompatible with the Agreement and prevent the Union from benefiting from the concessions granted to it under Decision No 1/98.
Navedeni ukrepi kot količinske omejitve niso združljivi s Sporazumom in Uniji preprečujejo, da bi imela korist od koncesij, ki so ji bile dodeljene s Sklepom št. 1/98.
Despite talks intended to achieve a negotiated solution with Turkey to the problem, the quantitative restrictions are still in place.
Kljub pogovorom s Turčijo, ki naj bi privedli do sporazumne rešitve problema, količinske omejitve še vedno veljajo.
As a result of those measures, exports to Turkey of the products in question originating in the Union are blocked.
Zaradi navedenih ukrepov je izvoz zadevnih proizvodov s poreklom iz Unije v Turčijo blokiran.
In order to protect the Union's commercial interests, the situation should be counterbalanced by means of equivalent measures.
Da bi se zaščitili trgovinski interesi Unije, bi bilo treba položaj izravnati z enakovrednimi ukrepi.
The concessions set out in Annex I to this Regulation should therefore be suspended.
Koncesije, določene v Prilogi I k tej uredbi, bi bilo zato treba začasno preklicati.
The two tariff quotas set out in Annex I are suspended.
Začasno se opustita dve tarifni kvoti, določeni v Prilogi I.
The Commission shall, by means of implementing acts, terminate the suspension referred to in Article 1 once the barriers to preferential exports from the Union to Turkey have been lifted.
Komisija z izvedbenimi akti ukine začasno opustitev iz člena 1, ko se odpravijo ovire za preferencialni izvoz iz Unije v Turčijo.
Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 3(2).
Navedeni izvedbeni akti se sprejmejo v skladu s postopkom pregleda iz člena 3(2).
The Commission shall be assisted by the Committee for the Common Organisation of the Agricultural Markets established by Article 229 of Regulation (EU) No 1308/2013 of the European Parliament and of the Council [8].
Komisiji pomaga Odbor za skupno ureditev kmetijskih trgov, ustanovljen s členom 229 Uredbe (EU) št. 1308/2013 Evropskega parlamenta in Sveta [8].
Regulation (EC) No 1506/98 is repealed.
Uredba (ES) št. 1506/98 se razveljavi.
References to the repealed Regulation shall be construed as references to this Regulation and shall be read in accordance with the correlation table in Annex III.
Sklicevanja na razveljavljeno uredbo se štejejo kot sklicevanja na to uredbo in se berejo v skladu s korelacijsko tabelo iz Priloge III.
Council Regulation (EC) No 1506/98 of 13 July 1998 establishing a concession in the form of a Community tariff quota for Turkey in 1998 in respect of hazelnuts and suspending certain concessions (OJ L 200, 16.7.1998, p. 1).
Uredba Sveta (ES) št. 1506/98 z dne 13. julija 1998 o določitvi koncesije v obliki tarifne kvote Skupnosti za Turčijo v letu 1998 glede lešnikov in o začasni opustitvi nekaterih koncesij (UL L 200, 16.7.1998, str. 1).
OJ 217, 29.12.1964, p. 3687/64.
UL 217, 29.12.1964, str. 3687/64.
Regulation (EU) No 1308/2013 of the European Parliament and of the Council of 17 December 2013 establishing a common organisation of the markets in agricultural products and repealing Council Regulations (EEC) No 922/72, (EEC) No 234/79, (EC) No 1037/2001 and (EC) No 1234/2007 (OJ L 347, 20.12.2013, p. 671).
Uredba (EU) št. 1308/2013 Evropskega parlamenta in Sveta z dne 17. decembra 2013 o vzpostavitvi skupne ureditve trgov kmetijskih proizvodov in o razveljavitvi uredb Sveta (EGS) št. 922/72, (EGS) št. 234/79, (ES) št. 1037/2001 in (ES) št. 1234/2007 (UL L 347, 20.12.2013, str. 671).
Size of quota per year or per period indicated (tonnes)
Obseg kvote na leto ali na navedeno obdobje (tone)
Rate of duty applicable
Veljavna stopnja dajatve
Watermelons, fresh:
Lubenice, sveže:
from 16 June to 31 March
od 16. junija do 31. marca
Tomatoes prepared or preserved otherwise than by vinegar or acetic acid, other than whole or in pieces, with a dry matter content of 12 % or more by weight
Paradižniki, pripravljeni ali konzervirani drugače kot v kisu ali ocetni kislini, razen celih ali v kosih, z vsebnostjo suhe snovi 12 mas. % ali več
30000 with a dry matter content of 28-30 % by weight
30000 z vsebnostjo suhe snovi 28–30 mas. %
Repealed Regulation with the amendment thereto
Razveljavljena uredba z naknadno spremembo
Council Regulation (EC) No 1506/98
Uredba Sveta (ES) št. 1506/98
(OJ L 200, 16.7.1998, p. 1).
(UL L 200, 16.7.1998, str. 1)
(OJ L 84, 20.3.2014, p. 57).
(UL L 84, 20.3.2014, str. 57)
Regulation (EC) No 1506/98
Uredba (ES) št. 1506/98
Regulation (EU) 2015/757 of the European Parliament and of the Council
Uredba (EU) 2015/757 Evropskega parlamenta in Sveta
on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC
o spremljanju emisij ogljikovega dioksida iz pomorskega prevoza, poročanju o njih in njihovem preverjanju ter spremembi Direktive 2009/16/ES
Such a proposal should minimise any negative impact on the Community's competitiveness while taking into account the potential environmental benefits.
Mednarodni pomorski ladijski prevoz ostaja edini način prevoza, ki ni vključen v zavezo Unije za zmanjšanje emisij toplogrednih plinov.
Maritime transport has an impact on the global climate and on air quality, as a result of the carbon dioxide (CO2) emissions and other emissions that it generates, such as nitrogen oxides (NOx), sulphur oxides (SOx), methane (CH4), particulate matter (PM) and black carbon (BC).
V skladu z oceno učinka, priloženo predlogu te uredbe, so se emisije CO2 iz mednarodnega ladijskega prevoza, ki se jih povezuje z Unijo, med letoma 1990 in 2007 povečale za 48 %.
International maritime shipping remains the only means of transportation not included in the Union's commitment to reduce greenhouse gas emissions.
Z vidika hitrega razvoja znanstvenega razumevanja vpliva emisij iz pomorskega prevoza, ki niso povezane s CO2, na globalno podnebje bi bilo treba v okviru te uredbe redno izvajati posodobljene ocene učinka.
According to the impact assessment accompanying the proposal for this Regulation, Union-related CO2 emissions from international shipping increased by 48 % between 1990 and 2007.
Komisija bi morala na podlagi svojih ocen opraviti analizo posledic za politike in ukrepe z namenom zmanjševanja teh emisij.
In the light of the rapidly developing scientific understanding of the impact of non-CO2 related emissions from maritime transport on the global climate, an updated assessment of that impact should be carried out regularly in the context of this Regulation.
Evropski svet je v svojih sklepih z dne 23. in 24. oktobra 2014 potrdil zavezujoč cilj EU, da se do leta 2030 doseže vsaj 40-odstotno zmanjšanje emisij toplogrednih plinov v primerjavi z letom 1990.
The European Parliament's Resolution of 5 February 2014 on a 2030 framework for climate and energy policies called on the Commission and the Member States to set a binding EU 2030 target of reducing domestic greenhouse gas emissions by at least 40 % compared to 1990 levels.
V sedmem okoljskem akcijskem programu [5] je poudarjeno, da bodo morali k zmanjševanju emisij toplogrednih plinov prispevati vsi gospodarski sektorji, če naj bi Unija prispevala ustrezen delež v okviru svetovnih prizadevanj.
The European Parliament also pointed out that all sectors of the economy would need to contribute to reducing greenhouse gas emissions if the Union is to deliver its fair share of global efforts.
V tem smislu je v sedmem okoljskem akcijskem programu poudarjeno, da je treba belo knjigo o prometu iz leta 2011 podpreti s trdnimi okviri politike.
In its Conclusions of 23 and 24 October 2014, the European Council endorsed a binding EU target of an at least 40 % domestic reduction in greenhouse gas emissions by 2030 compared to 1990.
IMO je julija 2011 sprejela tehnične in operativne ukrepe, zlasti projektni indeks energetske učinkovitosti (EEDI) za nove ladje in načrt upravljanja energetske učinkovitosti ladij (SEEMP), ki bosta prinesla izboljšanje v smislu zmanjšanja pričakovanega povečanja emisij toplogrednih plinov, vendar sama ne moreta privesti do nujnega zmanjšanja absolutnih emisij toplogrednih plinov iz mednarodnega ladijskega prevoza v skladu s svetovnim ciljem omejitve povišanja globalne temperature za 2 °C.
The European Council also stated the importance of reducing greenhouse gas emissions and risks related to fossil fuel dependency in the transport sector and invited the Commission to further examine instruments and measures for a comprehensive and technology-neutral approach, inter alia, for the promotion of emissions reduction and energy efficiency in transport.
Glede na podatke IMO bi bilo mogoče z izvajanjem operativnih ukrepov in obstoječimi tehnologijami specifično porabo energije in emisije CO2 z ladij zmanjšati za do 75 %; precejšen del teh ukrepov je mogoče šteti za stroškovno učinkovite in takšne, ki bi sektorju prinašali čisti dobiček, saj se operativni ali naložbeni stroški povrnejo z nižjimi stroški za gorivo.
The 7th Environment Action Programme (EAP) [5] underlines that all sectors of the economy will need to contribute to reducing greenhouse gas emissions if the Union is to deliver its fair share of global efforts.
Najboljša možnost za zmanjšanje emisij CO2 iz ladijskega prevoza na ravni Unije ostaja vzpostavitev sistema za spremljanje emisij CO2, poročanje o njih in njihovo preverjanje (v nadaljnjem besedilu: sistem SPP) na podlagi porabe goriva ladij, ki bi bila prvi korak postopnega pristopa k vključitvi emisij pomorskega prevoza v zavezo Unije za zmanjšanje emisij toplogrednih plinov, poleg emisij iz drugih sektorjev, ki že prispevajo k tej zavezi.
In this context the 7th EAP highlights that the White paper on transport of 2011 needs to be underpinned by a strong policy framework.
Javni dostop do podatkov o emisijah bo prispeval k odpravi tržnih ovir, ki preprečujejo izvajanje več stroškovno učinkovitih ukrepov, ki bi zmanjšali emisije toplogrednih plinov iz pomorskega prevoza.
In July 2011, the IMO adopted technical and operational measures, in particular the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP), which will bring improvement in terms of reducing the expected increase in greenhouse gas emissions, but alone cannot lead to the necessary absolute reductions of greenhouse gas emissions from international shipping to keep efforts in line with the global objective of limiting increases in global temperatures to 2 °C.
Sprejemanje ukrepov za zmanjšanje emisij toplogrednih plinov in porabe goriva omejujejo tržne ovire, kot so pomanjkanje zanesljivih informacij o učinkovitosti porabe goriva pri ladjah ali razpoložljivih tehnologij za posodobitev ladij, slab dostop do finančnih sredstev za naložbe v učinkovitost ladij in deljene pobude, saj lastniki ladij ne bi imeli koristi od naložb v učinkovitost ladij, kadar račune za gorivo plačajo upravljavci.
According to data provided by the IMO, the specific energy consumption and CO2 emissions of ships could be reduced by up to 75 % by applying operational measures and implementing existing technologies; a significant part of those measures can be regarded as cost-effective and being such that they could offer net benefits to the sector, as the reduced fuel costs ensure the pay-back of any operational or investment costs.
Rezultati posvetovanja z deležniki in razprav z mednarodnimi partnerji kažejo, da bi moral biti prvi korak postopnega pristopa k vključitvi emisij pomorskega prevoza v zavezo Unije za zmanjšanje emisij toplogrednih plinov izvajanje zanesljivega sistema SPP za emisije CO2 iz pomorskega prevoza, ki bi mu pozneje sledilo določanje cen za te emisije.
In order to reduce CO2 emissions from shipping at Union level, the best possible option remains setting up a system for monitoring, reporting and verification (MRV system) of CO2 emissions based on the fuel consumption of ships as a first step of a staged approach for the inclusion of maritime transport emissions in the Union's greenhouse gas reduction commitment, alongside emissions from other sectors that are already contributing to that commitment.
Ta pristop omogoča lažje doseganje znatnega napredka na mednarodni ravni pri dogovoru o ciljih zmanjšanja emisij toplogrednih plinov in nadaljnjih ukrepih za doseganje teh zmanjšanj s čim nižjimi stroški.
Public access to the emissions data will contribute to removing market barriers that prevent the uptake of many cost-negative measures which would reduce greenhouse gas emissions from maritime transport.
Z uvedbo sistema SPP Unije se pričakuje, da se bodo emisije do leta 2030 zmanjšale za do 2 % v primerjavi z nespremenjenim stanjem, skupni neto stroški pa znižali za do 1,2 milijarde EUR, saj bi sistem lahko prispeval k odpravi tržnih ovir, zlasti tistih, povezanih s pomanjkljivimi informacijami o učinkovitosti ladij, in sicer z zagotavljanjem primerljivih in zanesljivih informacij zadevnim trgom o porabi goriva in energetski učinkovitosti.
The adoption of measures to reduce greenhouse gas emissions and fuel consumption is hampered by the existence of market barriers such as a lack of reliable information on the fuel efficiency of ships or of technologies available for retrofitting ships, a lack of access to finance for investments in ship efficiency, and split incentives, as shipowners would not benefit from their investments in ship efficiency when fuel bills are paid by operators.
To znižanje stroškov prevoza bi moralo spodbuditi mednarodno trgovino.
The results of the stakeholder consultation and discussions with international partners indicate that a staged approach for the inclusion of maritime transport emissions in the Union's greenhouse gas reduction commitment should be applied with the implementation of a robust MRV system for CO2 emissions from maritime transport as a first step and the pricing of those emissions at a later stage.
Poleg tega je zanesljiv sistem SPP osnovni pogoj za vsak tržni ukrep, standard učinkovitosti ali drug ukrep, naj se ta uporablja na ravni Unije ali na svetovni ravni.
This approach facilitates the making of significant progress at international level on the agreement of greenhouse gas emission reduction targets and further measures to achieve those reductions at minimum cost.
Zagotavlja tudi zanesljive podatke za določitev natančnih ciljev zmanjšanja emisij in oceno napredka glede prispevka pomorskega prevoza k doseganju nizkoogljičnega gospodarstva.
The introduction of a Union MRV system is expected to lead to emission reductions of up to 2 % compared to business-as-usual, and aggregated net costs reductions of up to EUR 1,2 billion by 2030 as it could contribute to the removal of market barriers, in particular those related to the lack of information about ship efficiency, by providing comparable and reliable information on fuel consumption and energy efficiency to the relevant markets.
Glede na mednarodno naravo ladijskega prevoza bi bil globalni sporazum najbolj zaželena in najučinkovitejša metoda za zmanjšanje emisij toplogrednih plinov v mednarodnem pomorskem prevozu.
This reduction of transport costs should facilitate international trade.
V spremljanje bi bilo treba vključiti vse plovbe znotraj Unije, vse vstopne plovbe iz zadnjega pristanišča zunaj Unije v prvo pristanišče postanka v Uniji in vse izstopne plovbe iz pristanišča v Uniji v naslednje pristanišče postanka zunaj Unije, vključno s plovbo v balastu.
Furthermore, a robust MRV system is a prerequisite for any market-based measure, efficiency standard or other measure, whether applied at Union level or globally.
Zajeti bi bilo treba tudi emisije CO2 v pristaniščih Unije, vključno z emisijami, ki jih povzročajo ladje, ki so zasidrane ali se premikajo po pristanišču, zlasti ker so na voljo posebni ukrepi za njihovo zmanjšanje ali preprečitev.
It also provides reliable data to set precise emission reduction targets and to assess the progress of maritime transport's contribution towards achieving a low carbon economy.
Ta pravila bi bilo treba uporabljati na nediskriminatoren način za vse ladje ne glede na njihovo zastavo.
Given the international nature of shipping, the preferred and most effective method of reducing greenhouse gas emissions in international maritime transport would be by global agreement.
Ker pa je ta uredba osredotočena na pomorski prevoz, v njej ne bi smele biti določene zahteve glede spremljanja, poročanja in preverjanja za gibanje in dejavnosti ladij, ki niso namenjene prevozu tovora ali potnikov v komercialne namene, kot so čiščenje in poglabljanje morskega dna, lomljenje ledu, polaganje cevi ali dejavnosti v zvezi z napravami na morju.
All intra-Union voyages, all incoming voyages from the last non-Union port to the first Union port of call and all outgoing voyages from a Union port to the next non-Union port of call, including ballast voyages, should be considered relevant for the purposes of monitoring.
Da bi zagotovili enake konkurenčne pogoje za ladje, ki plujejo v manj ugodnih podnebnih razmerah, bi bilo treba dopustiti, da se k podatkom, ki se spremljajo na podlagi te uredbe, dodajo posebne informacije o kategoriji ladje za plovbo v ledu in plovbi te ladje skozi led.
emissions in Union ports, including emissions arising from ships at berth or moving within a port, should also be covered, particularly as specific measures for their reduction or avoidance are available.
Predlagani sistem SPP bi moral biti v obliki uredbe zaradi zapletene in zelo tehnične narave uvedenih določb ter potrebe po uporabi enotnih pravil po vsej Uniji, da se upošteva mednarodna narava pomorskega prevoza s številnimi ladjami, za katere se pričakuje, da bodo priplule v pristanišča različnih držav članic, in olajša izvajanje po vsej Uniji.
These rules should be applied in a non-discriminatory manner to all ships regardless of their flag.
Zanesljiv sistem SPP Unije za ladje bi moral temeljiti na izračunu emisij iz goriva, porabljenega na plovbah v pristanišča Unije in iz njih, saj podatki o prodaji goriva zaradi velike prostornine ladijskih tankov ne bi mogli zagotoviti dovolj natančnih ocen porabe goriva za to posebno področje uporabe.
However, since this Regulation focuses on maritime transport, it should not establish monitoring, reporting and verification requirements for ship movements and activities not serving the purpose of transporting cargo or passengers for commercial purposes, such as dredging, ice-breaking, pipe laying or offshore installation activities.
Sistem SPP Unije bi moral zajemati tudi druge pomembne informacije, ki omogočajo določitev učinkovitosti ladij ali nadaljnjo analizo vzrokov za nastajanje emisij, pri čemer se spoštuje zaupnost poslovnih ali industrijskih informacij.
To ensure a level-playing field for ships operating in less favourable climate conditions, it should be possible to include specific information relating to a ship's ice class, and to its navigation through ice, in the data monitored on the basis of this Regulation.
Sistem SPP Unije je s takim področjem uporabe usklajen tudi z mednarodnimi pobudami za uvedbo standardov učinkovitosti za obstoječe ladje, ki zajemajo tudi operativne ukrepe, in prispeva k odpravi tržnih ovir, povezanih s pomanjkanjem informacij.
The proposed MRV system should take the form of a Regulation on account of the complex and highly technical nature of provisions to be introduced, the need for uniform rules applicable throughout the Union to reflect the international nature of maritime transport with numerous ships being expected to call at ports in different Member States, and to facilitate implementation throughout the Union.
Da bi bilo upravno breme za lastnike in upravljavce ladij, zlasti za mala in srednja podjetja, čim manjše ter da bi optimizirali razmerje med stroški in koristmi sistema SPP, ne da bi bil ogrožen cilj zajetja široko prevladujočega deleža emisij toplogrednih plinov iz pomorskega prevoza, bi bilo treba pravila sistema SPP uporabljati samo za velike onesnaževalce.
A robust ship-specific Union MRV system should be based on the calculation of emissions from fuel consumed on voyages to and from Union ports, as fuel sales data could not provide appropriately accurate estimates for the fuel consumption within this specific scope, due to the large tank capacities of ships.
Po podrobni objektivni analizi velikosti in emisij ladij, ki prihajajo v pristanišča Unije in odhajajo iz njih, je bil določen prag bruto tonaže 5000.
The Union MRV system should also cover other relevant information allowing for the determination of ships' efficiency or for the further analysis of the drivers for the development of emissions, while preserving the confidentiality of commercial or industrial information.
Ladje z bruto tonažo 5000 ali več predstavljajo približno 55 % ladij, ki priplujejo v pristanišča Unije, in predstavljajo približno 90 % z njimi povezanih emisij.
This scope also aligns the Union MRV system with international initiatives to introduce efficiency standards for existing ships, also covering operational measures, and contributes to the removal of market barriers related to the lack of information.
S tem nediskriminatornim pragom bi zagotovili zajetje najpomembnejših onesnaževalcev.
In order to minimise the administrative burden for shipowners and operators, in particular for small and medium-sized enterprises, and to optimise the cost-benefit ratio of the MRV system without jeopardising the objective of covering a widely predominant share of greenhouse gas emissions from maritime transport, the rules for MRV should only apply to large emitters.
Nižji prag bi povzročil večje upravno breme, medtem ko bi višji prag omejil zajetje emisij in s tem okoljsko učinkovitost sistema SPP.
A threshold of 5000 gross tonnage (GT) has been selected after detailed objective analysis of sizes and emissions of ships going to and coming from Union ports.
Za dodatno zmanjšanje upravnega bremena za lastnike in upravljavce ladij bi morala biti pravila spremljanja osredotočena na CO2 kot najpomembnejši toplogredni plin, ki ga proizvaja pomorski prevoz.
Ships above 5000 GT account for around 55 % of the number of ships calling into Union ports and represent around 90 % of the related emissions.
V pravilih bi bilo treba upoštevati obstoječe zahteve in podatke, ki so že na voljo na ladjah; lastnikom ladij bi bilo zato treba omogočiti, da izberejo eno od naslednjih štirih metod za spremljanje: uporabo dobavnic za gorivo, spremljanje tanka z ladijskim gorivom, merilnike pretoka za upoštevne procese izgorevanja ali neposredne meritve emisij.
This non-discriminatory threshold would ensure that that the most relevant emitters are covered.
Izbira metode in dodatne podrobnosti o uporabi izbrane metode bi morale biti navedene v načrtu za spremljanje, specifičnem za vsako ladjo.
A lower threshold would result in a higher administrative burden while a higher threshold would limit the coverage of emissions and thus the environmental effectiveness of the MRV system.
Vsako družbo, ki je v celotnem poročevalnem obdobju odgovorna za ladjo, ki opravlja dejavnosti ladijskega prevoza, bi bilo treba šteti za odgovorno za vse obveznosti glede spremljanja in poročanja v tistem poročevalnem obdobju, vključno s predložitvijo zadovoljivo preverjenega poročila o emisijah.
To further reduce the administrative burden for shipowners and operators, the monitoring rules should focus on CO2 as the most relevant greenhouse gas emitted by maritime transport.
V primeru zamenjave družbe bi nova družba morala biti odgovorna samo za obveznosti spremljanja in poročanja v zvezi s poročevalnim obdobjem, v katerem je prišlo do zamenjave družbe.