natgillin/translations-raw huggingface dataset:
Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.
Države članice Komisiji predložijo besedilo temeljnih predpisov nacionalne zakonodaje, sprejetih na področju, ki ga ureja ta direktiva.
OJ L 34, 7.2.2006, p. 24.
UL L 34, 7.2.2006, str. 24.
In Annex IV, Part A, Section I to Directive 2000/29/EC is amended as follows:
Oddelek I dela A Priloge IV k Direktivi 2000/29/ES se spremeni:
Wood packaging material, in the form of packing cases, boxes, crates, drums and similar packings, pallets, box pallets and other load boards, pallet collars, actually in use in the transport of objects of all kinds, except raw wood of 6 mm thickness or less, and processed wood produced by glue, heat and pressure, or a combination thereof, coming from third countries, except Switzerland.
Lesena embalaža v obliki zabojev za pakiranje, škatel, gajb, bobnov in podobne embalaže, palet, zabojastih palet in drugih nakladalnih plošč, paletnih prirobnic, ki se dejansko uporabljajo pri prevozu predmetov vseh vrst, razen surovega lesa debeline 6 mm ali manj in predelanega lesa, izdelanega z lepilom, vročino in tlakom ali njihovo kombinacijo, ki prihaja iz tretjih držav, razen Švice.
The wood packaging material shall:
Lesena embalaža je:
be free from bark with the exception of any number of individual pieces of bark if they are either less than 3 cm in width (regardless of the length) or, if greater than 3 cm in width, of not more than 50 cm2 in area, and
brez lubja, razen posameznih kosov, če so široki manj kot 3 cm (ne glede na dolžino) ali so širši kot 3 cm, s površino največ 50 cm2, in
be subject to one of the approved treatments as specified in Annex I to FAO International Standard for Phytosanitary Measures No 15 on Guidelines for regulating wood packaging material in international trade, and
obdelan na enega od načinov, kot so določeni v Prilogi I k Mednarodnemu standardu za fitosanitarne ukrepe št. 15 FAO o Smernicah za zakonsko urejanje lesene embalaže v mednarodni trgovini, ter
display a mark as specified in Annex II to FAO International Standard for Phytosanitary Measures No 15 on Guidelines for regulating wood packaging material in international trade, indicating that the wood packaging material has been subjected to an approved phytosanitary treatment.
opremljena z oznako, kakor je določeno v Prilogi II k Mednarodnemu standardu za fitosanitarne ukrepe št. 15 FAO o Smernicah za zakonsko urejanje lesene embalaže v mednarodni trgovini, ki navaja, da je bila lesena embalaža predmet odobrene fitosanitarne obdelave.
The first indent shall only apply from 1 July 2009.’
Prva alinea se uporablja šele od 1. julija 2009.“
point 8 is replaced by the following:
točka 8 se nadomesti z naslednjim:
display a mark as specified in Annex II to FAO International Standard for Phytosanitary Measures No 15 on Guidelines for regulating wood packaging material in international trade, indicating that the wood has been subjected to an approved phytosanitary treatment.
opremljen z oznako, kakor je določeno v Prilogi II k Mednarodnemu standardu za fitosanitarne ukrepe št. 15 FAO o Smernicah za zakonsko urejanje lesene embalaže v mednarodni trgovini, ki navaja, da je bil les predmet odobrene fitosanitarne obdelave.
Directive 2008/110/EC of the European Parliament and of the Council
Direktiva Evropskega parlamenta in Sveta 2008/110/ES
amending Directive 2004/49/EC on safety on the Community’s railways (Railway Safety Directive)
o spremembah Direktive 2004/49/ES o varnosti na železnicah Skupnosti (Direktiva o varnosti na železnicah)
With a view to pursuing the efforts to create a single market in rail transport services, the European Parliament and the Council have adopted Directive 2004/49/EC [3] establishing a common regulatory framework for railway safety.
Evropski parlament in Svet sta v skladu s prizadevanji za oblikovanje enotnega trga prevoznih storitev v železniškem prometu sprejela Direktivo 2004/49/ES [3], ki določa skupen regulativni okvir za varnost na železnici.
Originally, authorisation procedures for placing in service railway vehicles were dealt with by Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system [4] and Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the conventional rail system [5] for new or upgraded parts of the Community rail system, and Directive 2004/49/EC for vehicles already in use.
Prvotno so bili postopki izdaje dovoljenja za začetek obratovanja železniških vozil obravnavani v Direktivi Sveta 96/48/ES z dne 23. julija 1996 o interoperabilnosti vseevropskega železniškega sistema za visoke hitrosti [4] in Direktivi 2001/16/ES Evropskega parlamenta in Sveta z dne 19. marca 2001 o interoperabilnosti vseevropskega železniškega sistema za konvencionalne hitrosti [5] za nove ali posodobljene dele železniškega sistema Skupnosti ter Direktivi 2004/49/ES za vozila, ki so že v uporabi.
In accordance with better regulation, and with a view to simplifying and modernising Community legislation, all provisions regarding authorisations for placing railway vehicles in service should be incorporated in a single legal text.
V skladu z boljšo zakonodajo ter da bi poenostavili in posodobili zakonodajo Skupnosti, bi bilo treba vse določbe v zvezi z izdajo dovoljenj za začetek obratovanja železniških vozil vključiti v enotno pravno besedilo.
Therefore, the current Article 14 of Directive 2004/49/EC should be deleted and a new provision regarding authorisation of placing in service vehicles already in use should be included in Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (recast) [6], (hereinafter referred to as the ‘Railway Interoperability Directive’), that has replaced Directives 96/48/EC and 2001/16/EC.
Zato bi bilo treba črtati določbe sedanjega člena 14 Direktive 2004/49/ES, v Direktivo 2008/57/ES Evropskega parlamenta in Sveta z dne 17. junija 2008 o interoperabilnosti železniškega sistema Skupnosti (prenovitev) [6] (v nadaljevanju „Direktiva o interoperabilnosti železniškega sistema“), ki je nadomestila direktivi 96/48/ES in 2001/16/ES, pa bi bilo treba vključiti novo določbo v zvezi z izdajo dovoljenj za začetek obratovanja železniških vozil, ki so že v uporabi.
The entry into force of the 1999 Convention concerning International Carriage by Rail (COTIF) on 1 July 2006 brought in new rules governing contracts for the use of vehicles.
Z začetkom veljavnosti Konvencije o mednarodnem železniškem prometu (COTIF) iz leta 1999 s 1. julijem 2006 so bili uvedeni novi predpisi v zvezi s pogodbami za uporabo vozil.
According to the CUV (Uniform Rules concerning Contracts of Use of Vehicles in International Rail Traffic) appended thereto, wagon keepers are no longer obliged to register their wagons with a railway undertaking.
V skladu s CUV Prilogo k navedeni Konvenciji (Enotna pravila za pogodbe o uporabi vagonov v mednarodnem železniškem prometu) imetnikom vagonov svojih vagonov ni več treba registrirati pri prevoznikih v železniškem prometu.
The former ‘Regolamento Internazionale Veicoli’ (RIV) Agreement between railway undertakings has ceased to apply and was partially replaced by a new private and voluntary agreement (General Contract of Use for Wagons, GCU) between railway undertakings and wagon keepers whereby the latter are in charge of the maintenance of their wagons.
Prejšnji sporazum „Regolamento Internazionale Veicoli“ (RIV) se med prevozniki v železniškem prometu ne uporablja več in ga je deloma nadomestil nov zasebni in prostovoljni sporazum med prevozniki v železniškem prometu in imetniki vagonov (Splošni sporazum o uporabi vagonov, GCU), v okviru katerega so imetniki vagonov zadolženi za vzdrževanje svojih vagonov.
In order to reflect these changes and to facilitate the implementation of Directive 2004/49/EC as far as safety certification of railway undertakings is concerned, the concept of the ‘keeper’ and the concept of ‘entity in charge of maintenance’ should be defined, as well as the specification of the relationship between these entities and railway undertakings.
Da bi upoštevali te spremembe in poenostavili izvajanje Direktive 2004/49/ES glede izdajanja varnostnih spričeval prevoznikom v železniškem prometu, je treba opredeliti pojma „imetnik“ in „subjekt, zadolžen za vzdrževanje“, pa tudi določiti razmerja med temi subjekti in prevozniki v železniškem prometu.
The definition of the keeper should be as close as possible to the definition used in the 1999 COTIF Convention.
Opredelitev „imetnika“ bi morala čim bolj ustrezati opredelitvi iz Konvencije COTIF 1999.
Many entities can be identified as a keeper of a vehicle, for example, the owner, a company making business out of a fleet of wagons, a company leasing vehicles to a railway undertaking, a railway undertaking or an infrastructure manager using vehicles for maintaining its infrastructure.
Za imetnike vozila se lahko opredelijo številni subjekti, na primer lastnik, podjetje, ki z voznim parkom posluje, podjetje, ki vozila daje v najem železniškemu podjetju, prevoznik v železniškem prometu ali upravljavec infrastrukture, ki vozila uporablja za vzdrževanje svoje infrastrukture.
These entities have the control over the vehicle with a view to its use as a means of transport by the railway undertakings and the infrastructure managers.
Ti subjekti imajo nadzor nad vozilom v tem smislu, da z njim kot s prevoznim sredstvom razpolagajo prevozniki v železniškem prometu in upravljavci infrastrukture.
In order to avoid any doubt, the keeper should be clearly identified in the National Vehicle Register (NVR) provided for in Article 33 of the Railway Interoperability Directive.
Da bi se izognili vsakemu dvomu, bi morali biti imetniki jasno navedeni v nacionalnem registru vozil (NRV) iz člena 33 Direktive o interoperabilnosti železniškega sistema.
In order to ensure consistency with existing railway legislation and avoid undue burden, Member States should be allowed to exclude heritage, museum and tourist railways from the scope of this Directive.
Da se zagotovi skladnost z obstoječo železniško zakonodajo in preprečijo prevelika bremena, bi državam članicam moralo biti dovoljeno, da železnice, ki so del kulturne dediščine, ter muzejske in turistične železnice izvzamejo iz področja uporabe te direktive.
Before a vehicle is placed in service or used on the network, an entity in charge of its maintenance should be identified in the NVR.
Preden se vozilo vključi v obratovanje oziroma se uporabi na omrežju, bi moral biti subjekt, ki je zadolžen za njegovo vzdrževanje, vpisan v NVR.
A railway undertaking, an infrastructure manager or a keeper could be an entity in charge of maintenance.
Subjekt, zadolžen za vzdrževanje, je lahko prevoznik v železniškem prometu, upravljavec infrastrukture ali imetnik.
Member States should be allowed to fulfil the obligations to identify the entity in charge of maintenance and to certify it through alternative measures in the case of vehicles registered in a third country and maintained according to the law of that country, vehicles which are used on networks or lines the track gauge of which is different from that of the main rail network within the Community and for which the requirement to identify an entity in charge of maintenance is ensured alternatively by international agreements with third countries and vehicles used by heritage, museum and tourist railways or military equipment and special transport requiring an ad hoc national safety authority permit to be delivered prior to the service.
Državam članicam bi moralo biti dovoljeno izpolnjevati obveznosti za identifikacijo subjekta, zadolženega za vzdrževanje, in za potrditev identitete subjektov z alternativnimi ukrepi v primerih vozil, registriranih v tretji državi in vzdrževanih v skladu z zakoni tiste države, vozil, ki se uporabljajo na omrežjih ali progah, katerih tirna širina se razlikuje od tiste na glavnem železniškem omrežju v Skupnosti in za katere je zahteva po opredelitvi subjekta, zadolženega za vzdrževanje, zagotovljena z mednarodnimi sporazumi s tretjimi državami, in vozil, ki se uporabljajo za železnice, ki so del kulturne dediščine, ter muzejske in turistične železnice ali vojaško opremo in poseben transport, za katere je pred obratovanjem potrebno ad hoc dovoljenje nacionalnih varnostnih organov.
In these situations the relevant Member State should be allowed to accept vehicles on the network for which it is competent without an entity in charge of maintenance being assigned to these vehicles or without such an entity being certified.
V takšnih primerih bi moralo biti državi članici dovoljeno, da sprejme vozila na omrežjih, za katera je pristojna, ne da bi bil tem vozilom dodeljen subjekt, zadolžen za vzdrževanje, ali ne da bi bil tak subjekt potrjen.
However, such derogations should be subject to formal decisions of the relevant Member State and be analysed by the European Railway Agency (hereinafter referred to as the ‘Agency’) in the context of its report on safety performance.
Vendar bi morala biti takšna odstopanja predmet uradnih odločitev zadevne države članice, Evropska železniška agencija (v nadaljevanju „Agencija“) pa bi jih morala analizirati v okviru poročila o varnosti.
When a railway undertaking or infrastructure manager uses a vehicle for which no entity in charge of maintenance is registered or for which the entity in charge of maintenance is not certified, it should control all risks associated with the use of such a vehicle.
Kadar prevoznik v železniškem prometu ali upravljavec infrastrukture uporabi vozilo, za katero ni registriranega subjekta, zadolženega za vzdrževanje, ali za katero subjekt, zadolžen za vzdrževanje, ni potrjen, bi moral nadzorovati vsa tveganja, povezana z uporabo tega vozila.
The capacity to control such risks should be demonstrated by the railway undertaking or the infrastructure manager through the certification of their safety management system and, where applicable, through their safety certification or authorisation.
Sposobnost nadziranja takšnih tveganj bi prevoznik v železniškem prometu ali upravljavec infrastrukture moral dokazati s potrdilom sistema varnega upravljanja in, če je to ustrezno, z varnostnim potrdilom ali dovoljenjem.
For freight wagons, the entity in charge of maintenance should be certified according to a system to be developed by the Agency and to be adopted by the Commission.
Za tovorne vagone bi moral biti subjekt, zadolžen za vzdrževanje, potrjen v skladu s sistemom, ki ga razvije Agencija in sprejme Komisija.
Where the entity in charge of maintenance is a railway undertaking or an infrastructure manager, this certification should be included in the procedure for safety certification or authorisation.
Kadar je subjekt, zadolžen za vzdrževanje, prevoznik v železniškem prometu ali upravljavec infrastrukture, bi moralo biti to potrdilo vključeno v postopek za varnostno potrdilo ali dovoljenje.
The certificate delivered to such an entity would guarantee that the maintenance requirements of this Directive are met for any freight wagon of which it is in charge.
Potrdilo, izdano takšnemu subjektu, bi zagotavljalo, da ta izpolnjuje zahteve glede vzdrževanja iz te direktive, in sicer za vse tovorne vagone, za katere je zadolžen.
This certificate should be valid in the whole Community and should be delivered by a body able to audit the maintenance system set up by such entities.
To potrdilo bi moralo veljati v vsej Skupnosti, izdati pa bi ga moral organ, ki lahko pregleda vzdrževalni sistem, ki so ga vzpostavili ti subjekti.
As freight wagons are frequently used in international traffic and as an entity in charge of maintenance may want to use workshops established in more than one Member State, the certification body should be able to perform its controls in the whole Community.
Ker se tovorni vagoni pogosto uporabljajo v mednarodnem prometu in ker bi subjekt, zadolžen za vzdrževanje, morda želel uporabljati delavnice, ustanovljene v več kot eni državi članici, bi moral biti organ za potrjevanje sposoben izvajati nadzor po vsej Skupnosti.
Maintenance requirements are being developed in the context of the Railway Interoperability Directive, in particular as part of the ‘rolling stock’ technical specifications for interoperability (TSIs).
Zahteve glede vzdrževanja so v pripravi v okviru Direktive o interoperabilnosti železniškega sistema, predvsem kot del tehničnih specifikacij za interoperabilnost (TSI) za vozna sredstva.
As a result of the entry into force of this Directive there is a need to ensure coherence between these TSIs and the certification requirements for the entity in charge of maintenance to be adopted by the Commission.
Zaradi začetka veljavnosti te direktive je treba zagotoviti usklajenost med omenjenimi TSI ter zahtevami v zvezi z izdajo certifikata za subjekt, zadolžen za vzdrževanje, ki jih bo sprejela Komisija.
The Commission will achieve this by modifying, where appropriate, the relevant TSIs using the procedure envisaged by the Railway Interoperability Directive.
To bo Komisija po potrebi dosegla s spremembami ustreznih TSI, in sicer s postopkom, predvidenim v Direktivi o interoperabilnosti železniškega sistema.
Since the objective of this Directive, namely further developing and improving safety on the Community’s railways, cannot be sufficiently achieved by the Member States and can therefore, by reason of the scale of the action, be better achieved at Community level, the Community may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty.
Ker cilja te direktive, namreč nadaljnjega razvoja in izboljšanja varnosti na železnicah Skupnosti, države članice ne morejo zadovoljivo doseči in ga je zaradi obsega ukrepa laže doseči na ravni Skupnosti, lahko Skupnost sprejme ukrepe v skladu z načelom subsidiarnosti iz člena 5 Pogodbe.
In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary in order to achieve that objective.
V skladu z načelom sorazmernosti iz navedenega člena ta direktiva ne presega okvirov, ki so potrebni za dosego teh ciljev.
The measures necessary for the implementation of Directive 2004/49/EC should be adopted in accordance with Council Decision 1999/468/EC of 28 June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission [7].
Ukrepi, potrebni za izvajanje Direktive 2004/49/ES, se sprejmejo v skladu s Sklepom Sveta 1999/468/ES z dne 28. junija 1999 o določitvi postopkov za uresničevanje Komisiji podeljenih izvedbenih pooblastil [7].
In particular, the Commission should be empowered to revise and adapt the Annexes to Directive 2004/49/EC, to adopt and revise common safety methods and common safety targets, and also to establish a maintenance certification system.
Zlasti bi bilo treba Komisiji podeliti pooblastila za pregled in prilagoditev priloge Direktive 2004/49/ES, sprejem in pregled skupnih varnostnih metod in skupnih varnostnih ciljev ter vzpostavitev sistema potrjevanja vzdrževanja.
Since those measures are of general scope and are designed to amend non-essential elements of Directive 2004/49/EC, inter alia, by supplementing it with new non-essential elements, they must be adopted in accordance with the regulatory procedure with scrutiny provided for in Article 5a of Decision 1999/468/EC.
Ker so ti ukrepi splošnega obsega in so namenjeni spreminjanju nebistvenih določb Direktive 2004/49/ES, med drugim z njenim dopolnjevanjem z novimi nebistvenimi določbami, jih je treba sprejeti v skladu z regulativnim postopkom s pregledom iz člena 5a Sklepa 1999/468/ES.
A Member State which has no railway system and which does not envisage having one in the near future, would be under a disproportionate and pointless obligation if it had to transpose and implement this Directive.
Za državo članico, ki železniškega sistema nima in tudi ne predvideva njegove vzpostavitve v bližnji prihodnosti, bi bila obveznost prenosa in izvajanja te direktive nesorazmerna in nesmotrna.
Therefore, such a Member State should be exempted, for as long as it has no railway system, from the obligation to transpose and implement this Directive.
Zato bi bilo treba takšno državo članico, dokler nima železniškega sistema, izvzeti iz obveznosti prenosa in izvajanja te direktive.
In accordance with point 34 of the Interinstitutional Agreement on better law-making [8], Member States are encouraged to draw up, for themselves and in the interests of the Community, their own tables illustrating, as far as possible, the correlation between this Directive and the transposition measures, and make them public.
V skladu s točko 34 Medinstitucionalnega sporazuma o boljši pripravi zakonodaje [8] so države članice pozvane, naj za lastne potrebe in v korist Skupnosti pripravijo tabele, ki naj kar se da nazorno prikazujejo povezave med to direktivo in ukrepi za prenos, ter jih objavijo.
Directive 2004/49/EC should therefore be amended accordingly,
Zato bi bilo treba Direktivo 2004/49/ES ustrezno spremeniti –
Directive 2004/49/EC is hereby amended as follows:
Direktiva 2004/49/ES se spremeni:
the following points shall be added to Article 2(2):
v členu 2(2) se dodata naslednji točki:
heritage vehicles that run on national networks provided that they comply with national safety rules and regulations with a view to ensuring safe circulation of such vehicles;
vozila, ki so del kulturne dediščine in obratujejo v nacionalnih omrežjih, v kolikor so skladna z nacionalnimi varnostnimi pravili in predpisi, z namenom varnega obratovanja teh vozil;
heritage, museum and tourist railways that operate on their own network, including workshops, vehicles and staff.’;
železnice, ki so del kulturne dediščine, ter muzejske in turistične železnice, ki obratujejo v lastnih omrežjih, vključno z delavnicami, vozili in osebjem.“;
the following points shall be added to Article 3:
v členu 3 se dodajo naslednje točke:
“keeper” means the person or entity that, being the owner of a vehicle or having the right to use it, exploits the vehicle as a means of transport and is registered as such in the National Vehicle Register (NVR) provided for in Article 33 of Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (recast), (hereinafter referred to as the “Railway Interoperability Directive”);
‚imetnik‘ pomeni osebo ali subjekt, ki je lastnik vozila ali ima pravico vozilo uporabljati ali vozilo izkorišča kot prevozno sredstvo in je kot tak vpisan v nacionalnem registru vozil (NRV) iz člena 33 Direktive 2008/57/ES Evropskega parlamenta in Sveta z dne 17. junija 2008 o interoperabilnosti železniškega sistema v Skupnosti (prenovitev) (v nadaljevanju ‚Direktiva o interoperabilnosti železniškega sistema‘);
“entity in charge of maintenance” means an entity in charge of maintenance of a vehicle, and registered as such in the NVR;
‚subjekt, zadolžen za vzdrževanje‘ pomeni subjekt, ki je zadolžen za vzdrževanje vozila in je kot tak vpisan v NVR;
“vehicle” means a railway vehicle suitable for circulation on its own wheels on railway lines, with or without traction.
‚vozilo‘ pomeni železniško vozilo z lastnim pogonom ali brez njega, ki se na lastnih kolesih premika po železniških tirih.
A vehicle is composed of one or more structural and functional subsystems or parts of such subsystems.
Vozilo je sestavljeno iz enega ali več strukturnih in funkcionalnih podsistemov oziroma delov takšnih podsistemov.
in Article 4(4) the term ‘wagon keeper’ shall be replaced by ‘keeper’;
v členu 4(4) se pojem „upravitelj vagonov“ nadomesti s pojmom „imetnik“;
Article 5(2) shall be replaced by the following:
člen 5(2) se nadomesti z naslednjim:
Before 30 April 2009 Annex I shall be revised, in particular to incorporate therein the common definitions of the CSIs and the common methods for calculating accident costs.
Do 30. aprila 2009 se pregleda Priloga I, zlasti zato, da bi se vključile skupne opredelitve SVK in skupne metode za izračun stroškov nesreč.