natgillin/translations-raw huggingface dataset:
Da bi se v skladu s tem zagotovila čim večja učinkovitost prometnega sistema, bi morala skupna prometna politika uporabiti različne instrumente, s katerimi bi izboljšala prometno infrastrukturo in uporabo tehnologij ter omogočila učinkovitejše upravljanje povpraševanja po prevoznih storitvah, zlasti s spodbujanjem obnove voznega parka, učinkovitejše uporabe infrastrukture in somodalnosti.
To optimise the transport system accordingly, the common transport policy should use a variety of instruments to improve transport infrastructure and the use of technologies and to enable the more efficient management of transport demand through, in particular, the promotion of the renewal of the fleet, a more efficient use of infrastructures and co-modality.
Za to je treba še naprej uporabljati načelo „uporabnik plača“ in za vse vrste prevoza v prometnem sektorju razviti in izvajati načelo „onesnaževalec plača“.
This calls for further recourse to the ‘user pays’ principle and the development and the implementation of the ‘polluter pays’ principle in the transport sector in all modes of transport.
V Direktivi Evropskega parlamenta in Sveta 1999/62/ES dne 17. junija 1999 UL L 187, 20.7.1999, str.
Directive 1999/62/EC of the European Parliament and of the Council of 17 June 1999 OJ L 187, 20.7.1999, p.
Ta model naj bi spremljala analiza učinkov internalizacije zunanjih stroškov za vse vrste prevoza in strategija za postopno uporabo tega modela ter po potrebi predlogi za nadaljnji pregled navedene direktive.
That model was to be accompanied by an impact analysis of the internalisation of external costs for all modes of transport and a strategy for a stepwise implementation of the model and, if appropriate, by proposals for further revision of that Directive.
Za uveljavitev bolj trajnostne prometne politike bi morale cene prevoza bolje odražati stroške v zvezi z onesnaževanjem zraka in obremenitvami s hrupom zaradi prometa, podnebnimi spremembami ter zastoji, ki so posledica dejanske uporabe vseh vrst prevoza, da bi se na ta način čim bolje uporabljala infrastruktura, zmanjšalo lokalno onesnaževanje, upravljali zastoji ter bi boj proti podnebnim spremembam čim manj škodil gospodarstvu.
In order to move towards a sustainable transport policy, transport prices should better reflect the costs related to traffic-based air and noise pollution, climate change, and congestion caused by the actual use of all modes of transport, as a means of optimising the use of infrastructure, reducing local pollution, managing congestion and combating climate change at the least cost for the economy.
Pri nekaterih vrstah prevoza se je internalizacija zunanjih stroškov že začela, ustrezna zakonodaja Unije pa omogoča, da se ta internalizacija izvaja postopno, ali je vsaj ne preprečuje.
Transport modes have already started to internalise external costs and the relevant Union legislation either phases in such internalisation or at least does not prevent it.
Vendar pa je ta proces treba spremljati ter nadalje spodbujati za vse vrste prevoza, z uporabo skupnih načel in ob upoštevanju posebnosti vsake izmed njih.
However, this process needs to be monitored and encouraged further for all modes of transport applying common principles while taking into account the specificity of each mode.
V sektorju cestnega prometa cestnine, ki se izračunajo kot pristojbine za uporabo infrastrukture na podlagi razdalje, veljajo za pravičen in učinkovit gospodarski instrument za doseganje trajnostne prometne politike, saj so neposredno povezane z uporabo infrastrukture, okoljsko uspešnostjo vozila ter krajem in časom uporabe vozila ter jih je zato mogoče določiti tako, da ustrezajo stroškom onesnaževanja in zastojem zaradi dejanske uporabe vozil.
In the road transport sector, tolls calculated as distance-based charges for the use of infrastructure constitute a fair and efficient economic instrument to achieve a sustainable transport policy, since they relate directly to the use of infrastructure, the environmental performance of vehicles and the place and time of use of vehicles and can therefore be set at a level which reflects the cost of pollution and congestion caused by the actual use of vehicles.
Poleg tega cestnine ne povzročajo izkrivljanja konkurence na notranjem trgu, saj jih morajo plačevati vsi operaterji ne glede na njihovo državo članico izvora ali sedeža ter sorazmerno z intenzivnostjo uporabe cestnega omrežja.
Moreover, tolls do not create any distortion of competition within the internal market since they are payable by all operators irrespective of their Member State of origin or establishment and in proportion to the intensity of use of the road network.
Analiza učinka kaže, da bi lahko imela uporaba cestnin, izračunanih na podlagi stroškov onesnaževanja, na cestah z gostim prometom pa na podlagi večjega razlikovanja stopenj cestnin med obdobji prometne konice, pozitiven učinek na prometni sistem in bi prispevala k strategiji Unije glede podnebnih sprememb.
The impact analysis shows that applying tolls calculated on the basis of the cost of pollution, and, on congested roads, on the basis of the higher variation of toll rates during peak periods could have a positive effect on the transport system and contribute to the Union strategy on climate change.
S spodbujanjem uporabe okolju prijaznejših tehnologij za vozila, večanjem učinkovitosti logističnega ravnanja in zmanjševanjem števila voženj praznih tovornjakov bi lahko zmanjšala zastoje in lokalno onesnaževanje.
It could reduce congestion and local pollution by encouraging the use of cleaner vehicle technologies, optimising logistic behaviour and reducing empty returns.
Posredno bi lahko pomembno vplivala tudi na zmanjševanje porabe goriva in prispevala k boju proti podnebnim spremembam.
It could indirectly play an important role in reducing fuel consumption and contributing to combating climate change.
Ta direktiva državam članicam ne preprečuje, da bi drugim uporabnikom cest, ki niso zajeti v področje uporabe te direktive, zaračunavale uporabnine v skladu z nacionalnimi predpisi.
This Directive does not prevent Member States from applying national rules for charging other road users outside the scope of this Directive.
Stroški onesnaževanja zraka in obremenitev s hrupom zaradi prometa, kot so zdravstveni stroški, vključno z zdravstveno oskrbo, izguba pridelkov ter druge proizvodne izgube in stroški socialnega varstva, se pokrijejo na ozemlju države članice, v kateri se prevoz opravi.
The costs of traffic-based air and noise pollution, such as health costs, including medical care, crop losses and other loss of production, and welfare costs, are borne within the territory of the Member State in which the transport takes place.
Načelo onesnaževalec plača se bo izvajalo z zaračunavanjem pristojbin za zunanje stroške, kar bo pripomoglo k znižanju zunanjih stroškov.
The polluter pays principle will be implemented through the external-cost charging which will contribute to the reduction of external costs.
Za namen te direktive model za izračunavanje zunanjih stroškov onesnaževanja zraka in obremenitev s hrupom zaradi prometa, ki ga je oblikovala Komisija, zagotavlja zanesljive načine in navaja niz vrednosti enot, na podlagi katerih je mogoče izračunavati pristojbine za zunanje stroške.
For the purpose of this Directive, the model devised by the Commission for calculating traffic-based air and noise pollution external costs provides reliable methods and a range of unit values which may already serve as a basis for the calculation of external-cost charges.
Še vedno obstajajo negotovosti glede stroškov in koristi sistemov, ki so potrebni za uveljavljanje diferenciranih uporabnin na cestah z malo prometa.
There are still uncertainties about the costs and benefits of the systems required to enforce differentiated charges on roads with low traffic.
Dokler takšne negotovosti ne bodo odpravljene, se zdi prilagodljiv pristop na ravni Unije najustreznejši.
Until such uncertainties are dealt with, a flexible approach at Union level appears most appropriate.
Ta prilagodljivi pristop bi moral državam članicam prepustiti možnost, da se na podlagi lokalnih in nacionalnih značilnosti omrežja odločijo, ali bodo zaračunavale pristojbine za zunanje stroške ali ne ter na katerih cestah jih bodo zaračunavale.
This flexible approach should leave Member States the option to decide whether and on which roads to introduce external-cost charges on the basis of the local and national characteristics of the network.
Časovno omejene uporabnine za uporabnike, ki se zaračunavajo na dnevni, tedenski, mesečni ali letni osnovi, ne bi smele biti diskriminatorne do občasnih uporabnikov, saj je verjetno, da velik delež takšnih uporabnikov predstavljajo tuji prevozniki.
levied on a daily, weekly, monthly or annual basis should not discriminate against occasional users, since a high proportion of such users are likely to be non-national hauliers.
Za težka tovorna vozila bi bilo treba določiti podrobnejše razmerje med dnevnimi, tedenskimi, mesečnimi in letnimi stopnjami.
A more detailed ratio between daily, weekly, monthly and annual rates should therefore be fixed for heavy goods vehicles.
Srednjeročno bi si bilo treba prizadevati za doseganje konvergence v metodah, ki jih države članice uporabljajo pri izračunu zunanjih stroškov, da se zagotovi, da evropski cestni prevozniki prejmejo jasne cenovne signale, ki delujejo kot spodbuda za izboljšanje njihovega vedenja.
Efforts should be made in the medium term to bring about convergence in the methods which the Member States use to calculate external costs in order to ensure that European road hauliers receive clear price signals, which act as an incentive to optimise behaviour.
Jasno in pregledno izvajanje shem zaračunavanja pristojbin bi lahko pripomoglo k boljšemu delovanju notranjega trga.
A clear and transparent implementation of the charging schemes could lead to a better functioning of the internal market.
Zaradi tega bi se bilo treba izogibati nedoslednostim med shemami zaračunavanja pristojbin, saj bi to lahko povzročilo izkrivljanje konkurence mednarodnega tovornega prometa na vseevropskem cestnem omrežju ali na določenih delih tega omrežja ali katerih koli drugih dodatnih odsekih tega medsebojno povezanih omrežij avtocest, ki niso del vseevropskega cestnega omrežja.
Therefore, inconsistent charging schemes should be avoided in order not to distort competition in international goods transport on the trans-European road network or on certain sections of that network, and on any additional sections of those interlinked networks or motorways which are not part of the trans-European road network.
Enaka načela zaračunavanja pristojbin bi se morala uporabljati zlasti na vseh odsekih avtocestnega omrežja držav članic.
The same charging principles should, in particular, be applied to any section of the motorway network of a Member State.
Države članice bi morale imeti možnost, da s pomočjo cestnin zaračunavajo najvišjo raven infrastrukturnih in zunanjih stroškov, ki jo dovoljuje ta direktiva, vendar pa bi morale imeti možnost odločiti se za zaračunavanje enih ali obeh stroškov na nižji ravni ali ne zaračunavati stroškov.
Member States should have the option of charging the maximum level of the infrastructure costs and external costs permitted by this Directive through tolls, but should be able to choose to charge one or both of those costs at a lower level or not to charge them at all.
Države članice bi pri določitvi omrežja za zaračunavanje pristojbine za zunanje stroške, morale imeti možnost odločiti, da se za nekatere ceste ne zaračunava pristojbin za zunanje stroške, da bi se tako izboljšali dostopnost in konkurenčnost otoških, kopenskih ali obrobnih regij.
When determining the network on which to apply an external-cost charge, Member States should be able to choose not to levy external-cost charges on certain roads in order to improve access to, and the competitiveness of, peripheral, landlocked or island regions.
Omogočeno bi moralo biti, da se infrastrukturni pristojbini dodajo zunanji stroški na podlagi stroškov onesnaževanja zraka in obremenitev s hrupom zaradi prometa.
It should be possible to add to an infrastructure charge an external-cost element based on the cost of traffic-based air and noise pollution.
Dovoljeno bi moralo biti, da bi se zunanji stroški, upoštevani v cestninah, dodali stroškom za uporabo infrastrukture, pod pogojem, da bi bili pri izračunavanju stroškov izpolnjeni določeni pogoji, ki bi preprečili čezmerno zaračunavanje pristojbin.
The external-cost element included in tolls should be permitted to be added to the cost of use of infrastructure, provided that certain conditions are respected in the calculation of costs so as to avoid undue charging.
Da bi bolje odražale stroške onesnaževanja zraka in obremenitev s hrupom zaradi prometa, bi se morale pristojbine za zunanje stroške razlikovati glede na vrsto cest, vrsto vozil ter v zvezi s hrupom tudi glede na zadevna časovna obdobja.
To better reflect the cost of traffic-based air and noise pollution, the external-cost charge should vary according to the type of roads, type of vehicles and, for noise, the time periods involved.
Zastoji imajo negativen vpliv, za uporabnike cest na splošno namreč pomenijo izgubo časa in goriva.
Congestion has a negative impact, in that for the road users in general, it means a loss of time and a waste of fuel.
Diferenciacija infrastrukturnih pristojbin omogoča upravljanje zastojev, če diferenciacija cestnin uporabnikom cest da jasen in smiseln cenovni signal, ki jih bo spodbudil, da spremenijo svoje obnašanje in se v času prometnih konic izogibajo cestnim odsekom z gostim prometom.
Differentiation of infrastructure charges offers a tool to manage congestion, provided that the differentiated tolls give a clear and meaningful price signal to road users to modify their behaviour and to avoid congested road sections during peak periods.
Če se na nekaterih cestnih odsekih uporabi diferenciacija za zmanjševanje zastojev, bi jo bilo treba oblikovati in izvajati na dohodkovno nevtralen način, ki bo finančno bistveno ugodnejši za prevoznike, ki zadevni cestni odsek uporabljajo zunaj prometnih konic, kakor za tiste, ki ga uporabljajo med prometnimi konicami.
When a variation for the purpose of reducing congestion is applied on a certain road section, the variation should be devised and applied in a revenue-neutral way which grants significant financial advantages to hauliers who use the road section concerned during off-peak periods over those who use it during peak hours.
Direktiva 2002/49/ES Evropskega parlamenta in Sveta z dne 25. junija 2002 o ocenjevanju in upravljanju okoljskega hrupa UL L 189, 18.7.2002, str.
Directive 2002/49/EC of the European Parliament and the Council of 25 June 2002 relating to the assessment and management of environmental noise OJ L 189,18.7.2002, p.
že zagotavlja osnovo za razvoj in izpolnjevanje svežnja ukrepov Unije v zvezi s hrupom, ki ga oddajajo cestna vozila in infrastruktura, saj določa, da morajo pristojni organi za pomembnejše ceste oblikovati strateške karte hrupa ter pripraviti akcijske načrte za zmanjševanje hrupa, kadar lahko ravni izpostavljenosti negativno vplivajo na človeško zdravje.
already provides a basis for developing and completing the set of Union measures concerning noise emitted by road vehicles and infrastructure by requiring competent authorities to draw up strategic noise maps for major roads and to draw up action plans to reduce noise where exposure levels can induce harmful effects on human health.
Nemoteno delovanje notranjega trga zahteva vzpostavitev okvira Unije, ki bi zagotovil pregledno, sorazmerno in nediskriminatorno določanje cestnih pristojbin na podlagi lokalnih stroškov onesnaževanja zraka in obremenitev s hrupom zaradi prometa ter na podlagi zastojev.
The smooth functioning of the internal market requires a Union framework in order to ensure that road charges set on the basis of the local cost of traffic-based air and noise pollution and on the basis of congestion are transparent, proportionate and non-discriminatory.
Ta okvir bi moral zajemati skupna načela za zaračunavanje pristojbin, načine za izračun, najvišje ravni in vrednosti enot zunanjih stroškov, ki temeljijo na priznanih znanstvenih metodah, ter postopke za uradno obveščanje Komisije o cestninskih shemah in poročanje o njih.
That framework should include common charging principles, calculation methods, maximum levels and unit values of external costs based on acknowledged scientific methods, as well as procedures for notifying and reporting tolling schemes to the Commission.
Če organ, ki je odgovoren za določanje pristojbin za zunanje stroške, določi država članica, ta organ ne bi smel imeti interesa za določanje neupravičeno visokih zneskov in bi zato moral biti neodvisen od organa, ki pobira cestnine in upravlja s prihodki od cestnin.
If an authority is designated by a Member State to set the external-cost charge, it should have no vested interest in setting the amount at an undue level and should therefore be independent from the body which collects and manages toll revenue.
Koridor, na katerem je dovoljen pribitek, lahko vključuje vzporedne in neposredno konkurenčne gorske cestne odseke, ki so razumno oddaljeni in na katere je mogoče preusmeriti promet zaradi uvedbe pribitka.
The corridor on which a mark-up is allowed can include parallel and directly competing mountainous road sections within a reasonable distance to which the traffic may be diverted as a result of the introduction of the mark-up.
V primeru čezmejnih projektov bi se morale o izvajanju te določbe dogovoriti zadevne države članice in Komisija.
In the case of cross-border projects, the application of this provision should be agreed upon by the Member States concerned and by the Commission.
Države članice, ki imajo možnost, da uporabijo pribitke, bi morale tej možnosti dati prednost pred zaračunavanjem pristojbin za zunanje stroške, da bi bila tako zagotovljena prednost gradnji prednostnih projektov v evropskem interesu, opredeljenih v Prilogi III k Sklepu št. 661/2010/EU Evropskega parlamenta in Sveta z dne 7. julija 2010 o smernicah Unije za razvoj vseevropskega prometnega omrežja UL L 204, 5.8.2010, str.
In order to give precedence to the construction of the priority projects of European interest identified in Annex III to Decision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010 on Union guidelines for the development of the trans-European transport network OJ L 204, 5.8.2010, p.
Da se prepreči čezmerno zaračunavanje pristojbin, uporabnikom ne bi smelo biti dovoljeno kombiniranje pristojbin za zunanje stroške in pribitkov, razen če bi zunanji stroški presegali znesek že zaračunanih pribitkov.
To avoid an undue charging of users, an external-cost charge should not be combined with a mark-up unless the external costs exceed the amount of the mark-up already levied.
V takem primeru je ustrezno, da bi se znesek pribitka odštel od pristojbine za zunanje stroške.
In such a case, it is thus appropriate that the amount of the mark-up should be deducted from the external-cost charge.
Popusti ali znižanja pristojbin za zunanje stroške ne bi smeli biti dovoljeni, saj bi pomenili znatno tveganje za neupravičeno diskriminacijo nekaterih kategorij uporabnikov.
Discounts or reductions of the external-cost charge should not be permitted, as there would be a significant risk that they would unduly discriminate against certain categories of users.
Ob upoštevanju ustreznih določb Pogodbe o delovanju Evropske unije o državni pomoči bi izvajanje spodbujevalnih ukrepov moralo biti dovoljeno v primeru potovanj, ki obsegajo drage preklope med načini prevoza, kot so cesta-morje-cesta, in sicer v interesu teritorialne kohezije ter izboljšane dostopnosti in konkurenčnosti obrobnih, kopenskih ter otoških regij.
Subject to the relevant provisions on State Aid of the Treaty on the Functioning of the European Union, incentive measures should be permitted in the case of trips involving expensive modal transfers, such as road-sea-road, in the interest of territorial cohesion and the accessibility and competitiveness of peripheral, landlocked and island regions.
Popusti in znižanja infrastrukturne pristojbine bi morali biti dovoljeni pod določenimi pogoji za katero koli kategorijo uporabnikov, kot so pogosti uporabniki ali uporabniki elektronskih cestninskih sistemov.
It should be possible to permit discounts or reductions of the infrastructure charge under certain circumstances for any category of users, such as frequent users or users of electronic toll systems.
Zaračunavanje pristojbin za zunanje stroške prek cestnin bo učinkoviteje vplivalo na odločitve uporabnikov, če se bodo uporabniki zavedali teh stroškov.
Charging external costs through tolls will be more effective in influencing user decisions if they are aware of such costs.
Zato bi bilo te stroške treba ločeno prikazati na izkazu, računu ali enakovrednem dokumentu, ki ga izda cestninski operater.
Therefore, those costs should be identified separately on a statement, on a bill or an equivalent document provided by the toll operator.
Poleg tega bi takšen dokument prevoznikom olajšal prevalitev stroškov pristojbin za zunanje stroške na odpremnike ali kakršne koli druge stranke.
Furthermore, such a document would facilitate hauliers in passing on the cost of the external-cost charge to the shipper or to any other clients.
Uporaba elektronskih cestninskih sistemov je zaželena, da ne pride do motenj prostega pretoka prometa ter omeji škodljive vplive na lokalno okolje, ki jih povzročijo kolone na cestninskih zapornicah.
The use of electronic tolling systems is desirable to avoid disruption of the free flow of traffic and to prevent adverse effects on the local environment caused by queues at toll barriers.
Zaželeno je torej, da se pristojbine za zunanje stroške zaračunavajo s pomočjo takih sistemov v skladu z Direktivo 2004/52/ES Evropskega parlamenta in Sveta z dne 29. aprila 2004 o interoperabilnosti elektronskih cestninskih sistemov v Skupnosti UL L 166, 30.4.2004, str.
It is therefore desirable to levy an external-cost charge by means of such systems, in compliance with Directive 2004/52/EC of the European Parliament and of the Council of 29 April 2004 on the interoperability of electronic road toll systems in the Community OJ L 166, 30.4.2004, p.
Z namenom olajšanja pravilnega delovanja notranjega trga bi morala Komisija spremljati napredek v okviru Direktive 2004/52/ES, da se v dogovorjenem obdobju uveljavi pravo evropsko elektronsko cestninjenje, ki bo število elektronskih naprav za cestninjenje v vozilih omejilo na eno enoto in ki bo popolnoma v skladu z elektronskimi sistemi pobiranja cestnin vseh držav članic.
With a view to facilitating the proper functioning of the internal market, the Commission should monitor progress made in the framework of Directive 2004/52/EC to implement within the agreed dates a genuine European Electronic Tolling Service which limits the number of electronic toll devices in the vehicle to one unit which is fully compatible with the electronic fee collection systems of all the Member States.
Medtem ko so odločitve o nacionalnih javnih odhodkih, vključno z uporabo prihodkov, ustvarjenih v okviru te direktive, v skladu z načelom subsidiarnosti stvar držav članic, bi bilo treba dodatne prihodke iz pristojbin za zunanje stroške ali enakovredno finančno vrednost teh prihodkov v skladu s cilji prometne politike iz te direktive uporabiti tako, da bi koristili prometnemu sektorju in spodbujali trajnostno mobilnost na splošno.
While decisions on national public expenditure, including the use of revenues generated under this Directive, are, in line with the principle of subsidiarity, a matter for Member States, the additional revenue generated from external-cost charges, or the equivalent in financial value of these revenues, in accordance with the transport policy objectives of this Directive, should be used to benefit the transport sector and to promote sustainable mobility in general.