natgillin/translations-raw huggingface dataset:
Podatki o gibanjih v sektorju gradbeništva in razčlemba po njegovih sestavnih delih je pomemben makroekonomski kazalnik za analizo kratkoročne politike in za merjenje gibanja cen na trgu nepremičnin.
Data on construction sector developments and its component breakdown are a relevant macroeconomic indicator, both for short term policy analysis and to gauge housing market price evolution.
Eden od ciljev predstavljenega predloga je boljše ravnovesje med zahtevami po poročanju o predelovalni industriji in storitvami.
A more proper balance between reporting requirements on manufacturing and services is one of the aims of the presented proposal.
Temu cilju se sledi zaradi popolnejših informacij o storitvah.
This has been pursued thanks to more thorough information on services.
Za predelovalno industrijo se tudi priporoča razčlemba po obstoječih dejavnostih.
Revising the existing activity breakdowns for manufacturing is also advisable.
Čeprav je navedeni cilj širše uporabe upravnih virov dobrodošel, pa je ta predlog dosegel v tej smeri le majhen napredek.
Although the stated purpose of making more widespread use of administrative sources is welcome, little progress has been done, in practical terms, by the present proposal in this direction.
Ob upoštevanju zmogljivosti, povezane z uporabo teh virov in tudi s potrebo po uskladitvi nacionalnih postopkov v ta namen, se lahko sprejme nadaljnje ukrepe, zlasti glede izmenjave najboljših praks.
Bearing in mind the potential associated with the use of these sources, but also the need to harmonize national procedures in this respect, further steps could be taken, in particular towards the exchange of best practices.
Prav tako se nadaljnji napredek lahko doseže z večjo preglednostjo in združljivostjo med zahtevami strukturne statistike podjetij in informacijami, pridobljenimi iz sektorskih poizvedb, ker se nekatere potrebe po sektorskih informacijah ne nadomestijo z vsebino predlagane uredbe.
Further progress can also be reached by a better articulation and compatibility between structural business statistic requirements and information arising from sector enquiries, as some sectoral information needs are not replaced by the content of this proposed regulation.
Predlog Komisije, ki je za začetek izvajanja predvidel leto 2006, je zastarel in ga je treba nadomestiti z letom, ki sledi sprejetju obstoječega predloga; zato bo do tega datuma še naprej veljala Uredba št. 58/97.
The Commission proposal, which states 2006 as the initial implementation year is outdated; it should be replaced by the year following adoption of the present proposal; Regulation 58/97 would then continue to apply until that date.
Glede informacij o okolju in delu so dobrodošle nadaljnje informacije o recikliranju ter o zdravju delavcev in varstvenih praks, kot tudi razčlenitev stroškov, povezanih z združljivostjo s Kjotskim protokolom.
As far as the environmental and labour information is concerned, further information on recycling and workers' health and protection practices as well as a breakdown of costs associated with Kyoto Protocol compliance are welcome.
Dobrodošle so tudi pilotne študije; usklajevanje kazalnikov trga dela, zlasti števila delovnih ur, zahteva nadaljnje delo, saj se pojem dela v "ekvivalentu polnega delovnega časa" med državami članicami precej razlikuje.
Pilot studies are also welcome; the harmonization of labour market indicators, namely of working hours requires further work as the concept of "full time equivalent" labour varies widely among Member States.
Pojem delovnih ur zagotavlja skupno podlago, pilotne študije pa bi morale prispevati k izboljšanju teh ukrepov.
The concept of working hours provides a common basis, and pilot studies should help to refine these measures.
Strukturna statistika poslovanja
Structural business statistics
o predlogu Uredbe Evropskega parlamenta in Sveta o odgovornosti prevoznikov potnikov po morju in celinskih plovnih poteh v primeru nesreč
on the proposal for a regulation of the European Parliament and of the Council on the liability of carriers of passengers by sea and inland waterways in the event of accidents
MNENJE Odbora za pravne zadeve ...........................................................................19
OPINION of the Committee on Legal Affairs ......................................................19
– ob upoštevanju predloga Komisije Evropskemu parlamentu in Svetu ( KOM(2005)0592 )
– having regard to the Commission proposal to the European Parliament and the Council ( COM(2005)0592 )
– ob upoštevanju člena 251(2) in člena 80(2) Pogodbe o ES, na podlagi katerih je Komisija Parlamentu podala predlog ( C6‑0057/2006 ),
– having regard to Article 251(2) and Article 80(2) of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C6‑0057/2006 ),
– ob upoštevanju poročila Odbora za promet in turizem in mnenja Odbora za pravne zadeve ( A6‑0063/2007 ),
– having regard to the report of the Committee on Transport and Tourism and the opinion of the Committee on Legal Affairs ( A6‑0063/2007 ),
(3a) Sistem zavarovanja, kakor ga zahteva Atenska konvencija iz leta 2002, mora ustrezati zmogljivosti ladjarjev in zavarovalnih družb.
(3a) The insurance arrangements required under the Athens Convention 2002 must be appropriate to the capacities of shipowners and insurance companies.
Ladjarjem mora biti omogočeno, da svoj sistem zavarovanja urejajo gospodarno, zlasti pri malih ladjarjih, ki opravljajo storitve domačega prevoza, pa je treba upoštevati, da je njihova dejavnost odvisna od sezone.
Shipowners must be in a position to manage their insurance arrangements in an economically acceptable way and, particularly in the case of small shipowners operating national transport services, account must be taken of the seasonal nature of their operations.
Prehodno obdobje, ki je predvideno za izvajanje te uredbe, mora biti dovolj dolgo, da se bo obvezno zavarovanje iz te uredbe lahko izvajalo brez vplivanja na obstoječe sisteme zavarovanja.
The transitional period which is provided for for the application of this Regulation must be sufficiently long to enable the compulsory insurance provided for by this Regulation to be implemented without affecting existing insurance schemes.
Če naj sistem nadomestil deluje realistično in učinkovito, morajo biti zavarovalne družbe sposobne izvrševati določbe konvencije ter mora obstajati način, da se zagotovi preživetje in konkurenčnost ladijskih družb, zlasti malih in srednje velikih.
If the system of compensation is to function realistically and effectively, insurance companies must be able to fulfil the provisions of the Convention, and there must also be a way to ensure the viability and competitiveness of shipping companies, particularly those of small and medium size.
(4) V primeru smrti ali poškodbe potnika je treba prevoznika zavezati k predplačilu.
(4) It is appropriate to oblige the carrier to make advance payment in the event of the death of, or personal injury to, a passenger.
(4) V primeru smrti ali poškodbe potnika je treba prevoznika zavezati k predplačilu , pri čemer predplačilo ne pomeni priznanja krivde .
(4) It is appropriate to oblige the carrier to make advance payment in the event of the death of, or personal injury to, a passenger , whereby advance payment does not constitute recognition of fault .
Treba je pojasniti, da predplačilo potniku, ki je izvršeno med postopkom ugotavljanja krivde in/ali odgovornosti, ne bi smelo pomeniti priznanja krivde v pravnem smislu.
It should be clarified that any advance payments to a passenger made while the process of establishing fault and/or liability is ongoing should not constitute recognition of liability in legal terms.
(5) Ustrezne informacije o novih pravicah, ki se zagotavljajo potnikom, je treba slednjim zagotoviti pred začetkom potovanja.
(5) Appropriate information on the new rights being conferred on passengers should be provided to those passengers prior to the journey.
(5) Ustrezne , popolne in razumljive informacije o novih pravicah, ki se zagotavljajo potnikom, je treba slednjim zagotoviti pred začetkom potovanja.
(5) Appropriate , full and comprehensible information on the new rights being conferred on passengers should be provided to those passengers prior to the journey.
Da se potnikom zagotovi visoko raven informacij o njihovih novih pravicah.
To guarantee a high standard of information for passengers on their new rights.
(7a) Zaradi potrebe po temeljitejšem posvetovanju med državami članicami o zadevah pomorske varnosti, je bistveno, da se ponovno oceni pristojnosti Evropske agencije za pomorsko varnost in se morebiti razmisli o razširitvi njenih pooblastil.
(7a) Owing to the need for greater consultation among the Member States on matters of maritime safety, it is vital to reassess the EMSA’s competences and possibly consider extending its powers.
Tako kot pri Evropski agenciji za varnost v letalstvu, je treba tudi pri Evropski agenciji za pomorsko varnost razmisliti, ali ni morda treba razširiti njena pooblastila, ter, če do tega dejansko pride, ali bi to povečalo sposobnost EU, da se odzove na pomorske nezgode.
As with the European Aviation Safety Agency, it appears vital to consider whether the EMSA’s powers might need to be extended and, if its powers are indeed increased, whether this would boost the EU’s capacity to respond to maritime accidents.
(7a) Nacionalni organi, zlasti pristaniški organi, imajo temeljno in odločilno vlogo pri prepoznavanju različnih tveganj za pomorsko varnost ter pri upravljanju z njimi.
(7b) The national authorities, particularly the port authorities, play a fundamental and vital role in identifying and managing the various risks for maritime safety.
Treba se je sklicevati na temeljno vlogo, ki jo imajo nacionalni organi ter zlasti pristaniški organi pri hitrem prepoznavanju različnih tveganj za pomorsko varnost ter pri upravljanju z njimi.
Reference should be made to the fundamental role played by national authorities and particularly the port authorities in the timely identification and management of the various risks to maritime safety.
Odgovornost prevoznika in prevoznika izvajalca je glede odgovornosti do potnikov in njihove prtljage urejena z vsemi določbami Atenske konvencije 2002, ki urejajo takšno odgovornost.
The liability of a carrier and of a performing carrier in respect of passengers and their luggage shall be governed by all provisions of the Athens Convention 2002 relevant to such liability.
Odgovornost prevoznika in prevoznika izvajalca je glede odgovornosti do potnikov in njihove prtljage urejena z vsemi določbami Atenske konvencije 2002, ki urejajo takšno odgovornost , vključno s pridržkom iz odstavka 1 smernic za izvajanje konvencije, ki jih je pravni odbor Mednarodne pomorske organizacije sprejel 19. oktobra 2006, oba dokumenta pa sta priložena k tej uredbi .
The liability of a carrier and of a performing carrier in respect of passengers and their luggage shall be governed by all provisions of the Athens Convention 2002 relevant to such liability , including the reservation of paragraph 1 of the guidelines for implementation of Convention adopted by the Legal Committee of the IMO on 19 October 2006, both annexed to this Regulation .
Zadržati bi bilo treba poseben sistem za odgovornost v primeru terorističnega tveganja, ki ga je vzpostavil pravni odbor IMO, da se na zavarovalnem trgu doseže finančno vzdržno kritje teh tveganj.
The special scheme for liability concerning terrorist risk that has been set up by IMO legal Committee should be upheld in order to reach a financially sustainable coverage of those risks through the insurance market.
Člen 7(2) Atenske konvencije 2002 se za prevoz potnikov v okviru obsega te uredbe ne uporablja, razen če se za uporabo pri spreminjanju te uredbe odločijo vse države članice.
Article 7(2) of the Athens Convention 2002 is not applicable to the carriage of passengers falling within the scope of this Regulation, except if all Member States agree on such an application when amending this Regulation.
Člen 7(2) Atenske konvencije 2002 se za prevoz potnikov v okviru obsega te uredbe ne uporablja, razen če Evropski parlament in Svet ne ustrezno spremenita te uredbe v skladu s postopkom iz člena 251 Pogodbe .
Article 7(2) of the Athens Convention 2002 is not applicable to the carriage of passengers falling within the scope of this Regulation unless the European Parliament and the Council, acting in accordance with the procedure referred to in Article 251 of the Treaty, amend this Regulation to this effect.
Ker se člen 7(2) Atenske konvencije nanaša na omejitev odgovornosti za smrt in telesne poškodbe, je varneje jasno navesti, da je mogoče spremeniti uporabo te določbe le s postopkom soodločanja.
As article 7(2) of the Athens Convention concerns the limit of liability for death and personal injury, it is safer to specify that the application of this provision can be amended only through co-decision procedure.
Ta tehnični predlog spremembe popravlja osnutek Komisije in Odbora JURI, ki ni v skladu z zakonom, saj ni možno zahtevati soglasne odločitve za sprejetje ali spremembo uredbe, ki sodi v okvir soodločanja (Komisija in JURI), kot tudi ni možno prezreti pristojnosti Parlamenta v procesu soodločanja (JURI).
This technical amendment corrects an unlawful drafting from the Commission and JURI as it is possible neither to require unanimity for the adoption or the amendment of a Regulation taken in codecision (Commission and JURI) nor to ignore the competence of the Parliament in the codecision process (JURI).
Člen 19 Atenske konvencije iz leta 2002 se ne uporablja za prevoz potnikov, ki sodi v področje uporabe te uredbe.
Article 19 of the Athens Convention 2002 is not applicable to the carriage of passengers falling within the scope of this Regulation.
Člen 19 Atenske konvencije 2002 pravi: „Konvencija ne spreminja pravic ali dolžnosti prevoznika, prevoznika izvajalca ali njunih uslužbencev ali agentov, določenih z mednarodnimi konvencijami o omejitvi odgovornosti lastnikov pomorskih ladij.“
Article 19 of the Athens Convention 2002 states that: "This Convention shall not modify the rights or duties of the carrier, the performing carrier, and their servants or agents provided for in international conventions relating to the limitation of liability of owners of seagoing ships."
Člen 19 kot tak bi prevozniku, ki je odgovoren za smrt ali poškodbe potnikov, na podlagi Atenske konvencije iz leta 2002 dovolil, da svojo odgovornost omeji s sklicevanjem na globalne pragove odgovornosti, ki jih nalagajo druge mednarodne konvencije.
As it stands, Article 19 would authorise a carrier liable for death or injury to passengers on the basis of the Athens Convention 2002 to limit his liability by referring to global liability ceilings imposed by other international Conventions
V nekaterih primerih ti globalni pragovi odgovornosti lahko potnikom preprečijo izterjavo znatnega dela svojih zahtevkov po Atenski konvenciji, ki daje potnikom pravico izterjati najmanj 250.000 SDR brez katerega koli globalnega praga (globalni prag določa skupni seštevek vseh zahtevkov, ki nastanejo iz iste nesreče.
In some case, these global liability ceilings might prevent passengers from recovering a substantial part of their claims under the Athens Convention which entitles passengers to recover 250 000 SDR minimum without any global ceiling (a global ceiling fixes a total amount for all claims for any given incident/accident).
Posledica tega predloga spremembe bo, da se ne bo več mogoče sklicevati na nobeno drugo mednarodno konvencijo z namenom, da se omeji zahtevke žrtev za smrt ali osebne poškodbe na podlagi členov 3.1 in 7 Atenske konvencije.
The consequence of this amendment will be that no other international Convention could be opposed to victims to limit their claims for death or injury on the basis of Article 3.1 and 7 of the Athens Convention.
V primeru smrti ali poškodbe potnika prevoznik v 15 dneh po identifikaciji osebe, upravičene do odškodnine, izvede predplačilo, ki ustreza pokritju osnovnih ekonomskih potreb.
In the event of the death of, or personal injury to, a passenger the carrier shall make an advance payment sufficient to cover immediate economic needs, within 15 days from the identification of the person entitled to damages.
V primeru smrti to plačilo znaša najmanj 21.000 EUR.
In the event of death this payment shall not be less than EUR 21 000.
V primeru smrti ali poškodbe potnika, ki je posledica nesreče prevoznega sredstva prevoznik ali prevoznik izvajalec v 15 dneh po identifikaciji osebe, upravičene do odškodnine, izvede predplačilo, ki ustreza pokritju osnovnih ekonomskih potreb.
In the event of the death of, or personal injury to, a passenger resulting from a shipping incident or accident the carrier or the performing carrier shall make an advance payment sufficient to cover immediate economic needs, within 15 days from the identification of the person entitled to damages.
V primeru smrti ali popolne in trajne invalidnosti potnika ali poškodb, ki veljajo za klinično zelo hude in ki obsegajo 75% ali več potnikovega telesa, to plačilo znaša najmanj 21.000 EUR.
In the event of death or the absolute and permanent invalidity of a passenger, or injuries to 75% or more of the passenger’s body considered clinically very serious, this payment shall not be less than EUR 21 000.
Zaradi pravičnosti je treba zagotoviti, da imajo potniki dostop do predplačila v omenjenih primerih, da lahko zadostijo svojim ekonomskim potrebam.
For evident reasons of justice, it is important to ensure that passengers have access to advance payment in the cases referred to, in order to cover economic needs.
Zaradi pravičnosti bi prevozniki morali imeti možnost, da predplačilo dobijo nazaj, v kolikor so oproščeni krivde.
For reasons of justice, carriers should be able to recover the advance payment if they were in fact cleared of fault.
Ta določba je skladna z zakonodajo, ki se uporablja za področje letalskega prevoza, to je z uredbo (ES) št. 889/2002, ki spreminja uredbo (ES) št. 2027/97.
This provision is consistent with the legislation applicable in the field of air transport, i.e. Regulation (EC) No 889/2002 amending Regulation (EC) No 2027/97.
Treba je omejiti možnost predplačila pri zahtevkih, ki so posledica nesreč prevoznega sredstva, saj gre v tem primeru le za vprašanje objektivne (samodejne) odgovornosti (do 300.000 eurov za vsak potniški zahtevek) in se ne bi smelo prevozniku pripisati krivdo vnaprej z namenom, da se koristi predplačilo.
It is necessary to limit the possibility of an advance payment to claims resulting from shipping incidents because in this case only a strict (automatic) liability is engaged (up to 300 000 euros per passenger's claim) and no fault would have to be assigned to the carrier beforehand in order to benefit from the advance payment.
Izplačilo predplačila bo tako hitrejše, saj ne bo vodilo v spore glede obstoja krivde.
The advance payment will thus be swifter because it will not lead to disputations on the existence of a fault.
Pošteno pa je tudi, da se ne dovoli predplačila v primeru, če je bil potnik poškodovan zaradi nesreče, ki ni povezana z ladjo kot celoto (na primer če potnik pade na palubi zaradi prekomernega pitja alkohola).
Finally it is also fair not to allow any advance payment when the passenger has been injured following an incident which does not involved the whole ship (for example a passengers falls on the deck following abuse of alcohol).
Potrebno je tudi vključiti prevoznika izvajalca, katerega objektivna odgovornost lahko pride v poštev v skladu z Atensko konvencijo iz leta 2002 (člena 1.1 in 3).
It is also necessary to include the performing carrier whose strict liability may also be engaged following Athens Convention 2002 (Art.1.1 and 3).
Člen 5, odstavka 1 a in b (novo)
Article 5, paragraphs 1 a and b (new)
Podobna določba je vključena v Uredbo (ES) 889/2002 z dne 13. maja 2002, ki spreminja Uredbo Sveta (ES) 2027797 o odgovornosti letalskih prevoznikov v primeru nesreče.
A similar provision is included in Regulation (EC) 889/2002 of 13 May 2002 amending Council Regulation (EC) 2027/97 on air carrier liability in the event of accidents.
Ta določba je skladna z zakonodajo, ki se uporablja za področje letalskega prevoza, to je z Uredbo (ES) št. 889/2002, ki spreminja Uredbo (ES) št. 2027/97.
This provision is consistent with the legislation applicable in the field of air transport, i.e. Regulation (EC) No 889/2002 amending Regulation (EC) No 2027/97.
Prevoznik, prevoznik izvajalec in/ali organizator potovanja potnikom pred začetkom potovanja posredujejo informacije o njihovih pravicah v skladu s to uredbo, zlasti informacije o omejitvah odškodnine za primer smrti, osebne poškodbe ali izgube in poškodbe prtljage, o pravici do neposredne tožbe zoper zavarovalnico ali osebo, ki zagotavlja finančno varnost, in o njihovi pravici do predplačila.
The carrier, the performing carrier and/or the tour operator shall provide passengers, prior to their departure, with information regarding their rights under this Regulation, in particular with information on the limits of compensation for death, personal injury or loss and damage of luggage, on their right of direct action against the insurer or the person providing financial security and on their entitlement to an advance payment.
Prevoznik, prevoznik izvajalec in/ali organizator potovanja potnikom pred začetkom potovanja posredujejo ustrezne, popolne in razumljive informacije o njihovih pravicah v skladu s to uredbo, zlasti informacije o omejitvah odškodnine za primer smrti, osebne poškodbe ali izgube in poškodbe prtljage, o pravici do neposredne tožbe zoper zavarovalnico ali osebo, ki zagotavlja finančno varnost, in o njihovi pravici do predplačila.
The carrier, the performing carrier and/or the tour operator shall provide passengers, prior to their departure, with appropriate, full and comprehensible information regarding their rights under this Regulation, in particular with information on the limits of compensation for death, personal injury or loss and damage of luggage, on their right of direct action against the insurer or the person providing financial security and on their entitlement to an advance payment.
Pravno pojasnilo za povečanje pravne varnosti, ki jo nudi uredba, in dostopa potnikov do informacij.
Legal clarification to increase the legal certainty of the regulation and passengers’ access to information.
Informacije se posredujejo v najprimernejši obliki.
This information shall be provided in the most appropriate format.
Informacije se posredujejo v primerni, popolni in razumljivi obliki ter, v primeru organizatorjev potovanj, v skladu s členom 4 direktive Sveta 90/314/EGS z dne 13. junija 1990 o paketnem potovanju in organiziranih počitnicah in izletih 1 .
This information shall be provided in an appropriate , full and comprehensible format and, in the case of information provided by tour operators, in accordance with Article 4 of Council Directive 90/314/EEC of 13 June 1990 on package travel, package holidays and package tours 1 .
Kar zadeva domači prevoz z rednimi trajektnimi povezavami, se začne uporabljati dve leti po [datum začetka veljavnosti uredbe ali datuma začetka veljavnosti Atenske konvencije za Skupnost, glede na to, kateri je kasnejši].
In relation to domestic carriage by regular ferry lines, it shall apply from two years after [the date of its entry into force or from the date of the entry into force of the Athens Convention 2002 for the Community, whichever is the later].
Za domače trajektne povezave bi moral biti predlagan drug rok za začetek uporabe, da se zagotovi učinkovito in finančno vzdržno kritje civilne odgovornosti.
A different implementation deadline for domestic ferry lines should be offered to carriers as to ensure efficient and financially sustainable civil liability coverage.
Kar zadeva prevoz po celinskih plovnih poteh, se začne uporabljati štiri leta po [datum začetka veljavnosti uredbe ali datuma začetka veljavnosti Atenske konvencije za Skupnost, glede na to, kateri je kasnejši].
In relation to carriage by inland waterways, it shall apply from four years after [the date of its entry into force or from the date of the entry into force of the Athens Convention 2002 for the Community, whichever is the later].