natgillin/translations-raw huggingface dataset:
Roadside inspections of commercial vehicles should merely be complementary to periodic testing.
Takšni pregledi ne prispevajo samo k varnosti v cestnem prometu in zmanjšanju emisij vozil, temveč pomagajo tudi pri izogibanju nelojalni konkurenci v cestnem prometu zaradi sprejemanja različnih ravni pregledov med državami članicami.
A number of technical standards and requirements in respect of vehicle safety and environmental characteristics have been adopted within the Union.
Z Uredbo (ES) št. 1071/2009 Evropskega parlamenta in Sveta [3] je bil oblikovan evropski register cestnih prevoznikov (ERRU).
It is necessary to ensure, through a regime of unexpected technical roadside inspections, that vehicles remain roadworthy.
ERRU omogoča medsebojno povezovanje nacionalnih elektronskih registrov cestnih prevoznikov po vsej Uniji v skladu s pravili Unije o varstvu osebnih podatkov.
Technical roadside inspections are a crucial element for the achievement of a continuous high level of roadworthiness of commercial vehicles throughout their use.
Uporaba tega sistema, ki ga upravlja pristojni organ vsake države članice, omogoča boljše sodelovanje med državami članicami.
Such inspections contribute not only to road safety and a reduction of vehicle emissions but also to avoiding unfair competition in road transport due to acceptance of different inspection levels as between the Member States.
Ta direktiva bi se morala uporabljati za določena komercialna vozila s konstrukcijsko določeno hitrostjo nad 25 km/h, ki spadajo v kategorije, opredeljene v Direktivi 2007/46/ES Evropskega parlamenta in Sveta [4].
Regulation (EC) No 1071/2009 of the European Parliament and of the Council [3] established the European Register of Road Transport Undertakings (ERRU).
Vendar pa državam članicam ne bi smela preprečiti izvajanja tehničnih cestnih pregledov vozil, ki jih ta direktiva ne zajema, ali preverjanja drugih vidikov cestnega prometa, zlasti tistih, ki so povezani s časom vožnje in časom počitka, ter prevoza nevarnega blaga.
ERRU allows national electronic registers of transport undertakings to be interconnected throughout the Union, in compliance with the Union rules on the protection of personal data.
Kolesni traktorji, katerih največja konstrukcijsko določena hitrost presega 40 km/h, se pri dejavnostih lokalnega prevoza in za komercialni cestni prevoz čedalje bolj uporabljajo namesto tovornjakov.
The use of that system, operated by the competent authority of each Member State, facilitates cooperation among Member States.
Njihova potencialna tveganost je primerljiva s tveganostjo tovornjakov, zato bi bilo treba to kategorijo vozil, ki se uporablja pretežno na javnih cestah, v zvezi s tehničnimi cestnimi pregledi obravnavati enako kot tovornjake.
This Directive should apply to certain commercial vehicles with a design speed exceeding 25 km/h of the categories defined in Directive 2007/46/EC of the European Parliament and the Council [4].
Poročila o izvajanju Direktive 2000/30/ES Evropskega parlamenta in Sveta [5] jasno prikazujejo pomen tehničnih cestnih pregledov.
It should not, however, prevent the Member States from carrying out technical roadside inspections on vehicles not covered by this Directive or checking other aspects of road transport, in particular those relating to driving and resting time or the transport of dangerous goods.
Po poročilih iz obdobja 2009–2010 je bilo več kot 350000 vozil, na katerih so bili opravljeni tehnični cestni pregledi po vsej Uniji, v stanju, ki je zahtevalo njihovo odstranitev iz prometa.
Wheeled tractors with a maximum design speed exceeding 40 km/h are increasingly used to replace trucks in local transport activities and for commercial road haulage purposes.
Navedena poročila kažejo tudi na zelo velike razlike med rezultati pregledov v različnih državah članicah.
Their risk potential is comparable to that of trucks, and vehicles in that category, which are used mainly on public roads, should therefore be treated in the same way as trucks when it comes to technical roadside inspections.
Stopnja nekaterih pomanjkljivosti, ki so bile ugotovljene v obdobju 2009–2010, sega od 2,1 % vseh pregledanih vozil v eni državi do 48,3 % v drugi.
Reports on the implementation of Directive 2000/30/EC of the European Parliament and of the Council [5] clearly show the importance of technical roadside inspections.
Navedena poročila kažejo tudi na velike razlike v številu tehničnih cestnih pregledov, opravljenih med državami članicami.
During the period from 2009 to 2010, more than 350000 vehicles subject to technical roadside inspections throughout the Union were reported to be in a condition requiring their immobilisation.
Da bi dosegle bolj usklajen pristop, bi se države članice morale zavezati izvajanju zadostnega števila pregledov, ki bi bilo sorazmerno s številom gospodarskih vozil, registriranih na njihovem ozemlju in/ali ki se tam uporabljajo.
Those reports also show very significant differences between the results of inspections carried out in different Member States.
Za dostavna vozila, na primer vozila kategorije N1, in njihova priklopna vozila na ravni Unije ne veljajo enake zahteve glede varnosti v cestnem prometu kot za težka gospodarska vozila, kot so na primer pravila o času vožnje, glede usposabljanja poklicnih voznikov ali vgradnje naprav za omejevanje hitrosti.
During the period from 2009 to 2010, the rate of detection for certain deficiencies ranged from 2,1 % of all vehicles inspected in one Member State to 48,3 % in another.
Čeprav to ne spada na področje te direktive, pa bi morale države članice vozila iz kategorije N1 vključiti v svoje celostne strategije o varnosti v cestnem prometu in pregledih tehnične brezhibnosti.
Finally, those reports show the significant differences in the number of technical roadside inspections performed as between Member States.
Da bi se izognili nepotrebnemu upravnemu bremenu in stroškom ter da bi se izboljšala učinkovitost pregledov, bi moralo biti možno, da bi pristojni nacionalni organi prednostno obravnavali vozila tistih podjetij, ki ne upoštevajo standardov varnosti v cestnem prometu in okoljskih standardov, medtem ko bodo ustrezno vzdrževana vozila odgovornih prevoznikov, ki skrbijo za varnost, nagrajena z manj pogostimi pregledi.
In order to arrive at a more balanced approach, Member States should commit to carrying out an appropriate number of inspections, proportionate to the number of commercial vehicles registered and/or operating on their territory.
Izbira vozil, na katerih se opravi pregled tehnične brezhibnosti glede na profil tveganja prevoznikov, bi se lahko izkazala kot uporabno orodje za namene pogostejšega in temeljitejšega preverjanja podjetij z visokim tveganjem.
Vans, such as N1 vehicles, and their trailers are not subject to the same road safety requirements at Union level as heavy duty vehicles such as those relating to driving time, training for professional drivers or the installation of speed limitation devices.
Cestne preglede bi morala dopolniti uporaba sistema ocenjevanja tveganja.
Although N1 vehicles do not fall within the scope of this Directive, Member States should take such vehicles into account in their overall road safety and roadside inspection strategies.
Države članice morajo v skladu z Uredbo (ES) št. 1071/2009 razširiti sistem ocenjevanja tveganja, vzpostavljen v skladu z Direktivo 2006/22/ES Evropskega parlamenta in Sveta [6], glede izvajanja pravil o času vožnje in času počitka, na druga specifična področja, povezana s cestnim prevozom, vključno s tehnično brezhibnostjo gospodarskih vozil.
In order to avoid unnecessary administrative burdens and costs, and to improve the efficiency of inspections, it should be possible for competent national authorities to select, as a priority, vehicles operated by undertakings not complying with road safety and environmental standards, while vehicles which are operated by responsible and safety-minded operators and properly maintained should be rewarded with less frequent inspections.
Zato bi bilo treba podatke o številu in resnosti pomanjkljivosti, ugotovljenih na vozilih, vključiti v sistem ocenjevanja tveganja, vzpostavljen v skladu s členom 9 Direktive 2006/22/ES.
The selection of vehicles for roadside inspection based on the risk profile of their operators could prove to be a useful tool for the purposes of checking high-risk undertakings more closely and more often.
Moralo bi biti možno, da bi države članice določile ustrezne tehnične in upravne ureditve za delovanje sistema ocenjevanja tveganja.
Roadside inspections should be supported by the use of a risk rating system.
V vsej Uniji bi bilo še nadalje treba analizirati učinkovitost in harmonizacijo sistemov ocenjevanja tveganja.
Regulation (EC) No 1071/2009 requires Member States to extend the risk classification system established under Directive 2006/22/EC of the European Parliament and of the Council [6], as regards implementation of the rules on driving time and resting-periods, to cover other specified areas relating to road transport, including the roadworthiness of commercial vehicles.
Imetnik potrdila o registraciji in, kjer je ustrezno, upravljavec vozila, bi moral biti odgovoren za ohranjanje vozila v tehnično brezhibnem stanju.
Consequently, the information concerning the number and severity of deficiencies found in vehicles should be introduced into the risk rating system established under Article 9 of Directive 2006/22/EC.
Pri izvajanju tehničnih cestnih pregledov bi morali inšpektorji postopati neodvisno, na njihovo mnenje pa ne bi smelo vplivati nasprotje interesov, vključno ekonomske ali osebne narave, zlasti v zvezi z voznikom, prevoznikom ali imetnikom potrdila o registraciji, ki bi lahko vplivalo na nepristranskost in objektivnost njihovih odločitev.
It should be possible for Member States to decide on the appropriate technical and administrative arrangements for the operation of risk rating systems.
Zato nagrajevanje inšpektorjev ne bi smelo biti neposredno vezano na rezultate tehničnih cestnih pregledov.
The effectiveness and harmonisation of risk rating systems throughout the Union should be further analysed.
To ne bi smelo državam članicam preprečiti, da zasebnim subjektom dovolijo tako podrobnejše tehnične cestne preglede kot popravila vozil, tudi na istem vozilu.
The holder of the registration certificate and, where applicable, the operator of the vehicle should be responsible for keeping the vehicle in a roadworthy condition.
Tehnični cestni pregledi bi morali vključevati začetne in, kadar je to potrebno, podrobnejše preglede.
Inspectors, when performing technical roadside inspections, should act independently, and their judgement should not be affected by conflicts of interest, including those of an economic or personal nature, in particular as regards the driver, the operator or the holder of the registration certificate, that could have any influence on the impartiality and objectivity of their decisions.
V obeh primerih bi morali ti pregledi vključevati ustrezne dele in sisteme vozila.
There should therefore be no direct correlation between the reward of inspectors and the results of technical roadside inspections.
Da bi se dosegla harmonizacija podrobnejših pregledov na ravni Unije, bi bilo treba za vsako postavko pregleda uvesti priporočljive metode pregleda, primere pomanjkljivosti in kategorizacijo slednjih glede na njihovo resnost.
This should not prevent a Member State from authorising private bodies to perform both more detailed technical roadside inspections and vehicle repairs, even on the same vehicle.
Pritrjenost tovora je bistvena za varnost v cestnem prometu.
Technical roadside inspections should consist of initial and, where necessary, more detailed inspections.
Tovor bi zato moral biti pritrjen tako, da vzdrži pospeševanje med uporabo vozila na cesti.
In both cases they should cover relevant parts and systems of vehicles.
Zaradi praktičnosti bi morali sile mase, ki nastanejo pri tem pospeševanju, uporabiti kot mejne vrednosti, temelječe na evropskih standardih.
In order to achieve harmonisation of more detailed inspections at Union level, recommended test methods and examples of deficiencies and their categorisation according to their severity should be introduced for each test item.
Osebje, ki preverja, ali je tovor ustrezno pritrjen, bi moralo biti ustrezno usposobljeno.
Securing of cargo is crucial for road safety.
Vse strani, ki so del logističnega postopka, tisti, ki pakirajo in nakladajo, prevozna podjetja, prevozniki in vozniki, morajo zagotoviti, da je tovor pravilno pakiran in naložen na ustrezno vozilo.
Cargo should therefore be secured in such a way as to cope with accelerations occurring during the use of the vehicle on road.
Poročila o tehničnih cestnih pregledih se v več državah članicah pripravijo v elektronski obliki.
For the sake of practicality, the mass-forces resulting from such accelerations should be used as limit values based on European standards.
V takšnih primerih je treba vozniku priskrbeti kopijo poročila o pregledu.
Personnel involved in checking whether cargo is adequately secured should be appropriately trained.
Vse podatke in informacije, zbrane med tehničnimi cestnimi pregledi, bi bilo treba prenesti v skupno zbirko podatkov zadevne države članice, da bi se lahko lažje obdelovali in da bi se predmetni prenos informacij lahko opravil brez dodatnega upravnega bremena.
All parties involved in the logistics process, including packers, loaders, transport companies, operators and drivers, have a role to play in ensuring that cargo is properly packed and loaded on a suitable vehicle.
Da bi zmanjšali upravno breme inšpekcijskih organov, bi morala poročila o začetnih tehničnih cestnih pregledih, tudi za vozila iz tretjih držav, vsebovati le bistvene informacije, da se evidentira, da je bil pregled določenega vozila opravljen in kakšen je njegov rezultat.
In several Member States, reports of technical roadside inspections are drawn up by electronic means.
Podrobno poročilo se zahteva le v primeru podrobnejšega pregleda po začetnem pregledu.
In such cases, a copy of the inspection report should be provided to the driver.
Komisija bi morala preveriti možnosti združitve oblike poročanja iz Priloge IV z drugimi poročili.
All the data and information gathered during technical roadside inspections should be transferred to a common database of the Member State concerned, so that the data can be easily processed and the relevant information can be transferred without any additional administrative burden.
S pomočjo mobilnih inšpekcijskih enot se zmanjšajo zamude in stroški prevoznikov, saj se podrobnejši pregledi lahko izvajajo neposredno na cesti.
In order to reduce the administrative burden on inspection authorities, reports of initial technical roadside inspections, including on vehicles registered in third countries, should contain only essential information recording that a check took place on a particular vehicle and the outcome of that check.
Podrobnejši pregledi se lahko izvajajo v najbližjih centrih za testiranje in prostorih, namenjenih cestnim pregledom.
A detailed report should be required only where a more detailed inspection takes place following an initial inspection.
Osebje, ki izvaja podrobnejše tehnične cestne preglede, bi moralo biti ustrezno usposobljeno ali kvalificirano, tudi za izvajanje učinkovitih vizualnih pregledov.
The Commission should examine the possibility of combining the report form contained in Annex IV with other reports.
V skladu z Direktivo 2014/45/EU Evropskega parlamenta in Sveta [7] bi morali biti inšpektorji, ki izvajajo podrobnejše tehnične cestne preglede, vsaj enako usposobljeni in bi morali izpolnjevati iste zahteve kot osebje, ki izvaja tehnične preglede.
The use of mobile inspection units reduces the delay and costs for operators as more detailed inspections can be performed directly at the roadside.
Države članice bi morale zahtevati, da inšpektorji, ki izvajajo preglede v prostorih, namenjenih za cestne preglede tehnične brezhibnosti, ali ki uporabljajo mobilne enote za preglede, izpolnjujejo te ali enakovredne zahteve, ki jih odobri pristojni organ.
The closest practicable testing centres and designated roadside inspection facilities may also be used to carry out more detailed inspections.
Da bi zmanjšale stroške, nastale zaradi uporabe tehnične opreme za podrobnejši cestni pregled, bi morale države članice v primeru ugotovljenih pomanjkljivosti zahtevati plačilo.
Personnel conducting technical roadside inspections should be appropriately trained or qualified, including for the purpose of carrying out visual inspections in an efficient manner.
Znesek tega plačila bi moral biti razumen in sorazmeren.
Inspectors performing more detailed technical roadside inspections should have at least the same skills and fulfil the same requirements as those performing roadworthiness tests in accordance with Directive 2014/45/EU of the European Parliament and of the Council [7].
Sodelovanje in izmenjava najboljših praks med državami članicami sta ključnega pomena za doseganje bolj harmoniziranega sistema tehničnih cestnih pregledov po vsej Uniji.
Member States should require inspectors carrying out inspections in designated roadside inspection facilities or using mobile inspection units to fulfil these or equivalent requirements approved by the competent authority.
Zato bi morale države članice, kjer je to mogoče, tesneje sodelovati tudi med operativnimi dejavnostmi.
In order to mitigate the costs arising from the use of technical equipment for a more detailed roadside inspection, Member States should be able to require a payment where deficiencies have been found.
V to sodelovanje bi bilo treba vključiti redno organiziranje usklajenih tehničnih cestnih pregledov.
The amount of that payment should be reasonable and proportionate.
Za zagotovitev učinkovite izmenjave informacij med državami članicami bi bilo treba v vsaki državi članici vzpostaviti kontaktno točko za povezovanje z drugimi ustreznimi pristojnimi organi.
Cooperation and exchange of best practices between Member States is crucial in order to achieve a more harmonised system of technical roadside inspections throughout the Union.
Ta kontaktna točka bi morala zbirati tudi ustrezne statistične podatke.
Consequently, Member States should work more closely together, also during operational activities, where possible.
Države članice bi na svojem ozemlju morale uporabljati tudi skladno nacionalno strategijo izvrševanja in bi lahko imenovale organ za usklajevanje njenega izvajanja.
Such cooperation should include the periodical organisation of concerted technical roadside inspections.
Pristojni organi bi v vsaki državi članici morali opredeliti postopke, ki bi določali roke in vsebino informacij, ki jih je treba predložiti.
In order to ensure the efficient exchange of information between Member States, there should be, within each Member State, a contact point for liaising with other relevant competent authorities.
Pri določitvi kontaktnih točk se upoštevajo ustavne določbe in posledična raven pristojnosti.
That contact point should also compile relevant statistics.
Da bi bilo možno spremljati ureditev cestnih pregledov, ki se izvaja v Uniji, bi države članice morale pred 31. marcem 2021 in nato pred 31. marcem vsaki dve leti Komisiji sporočiti rezultate opravljenih tehničnih cestnih pregledov.
Furthermore, Member States should apply a coherent national enforcement strategy on their territory and should be able to designate a body to coordinate its implementation.
Komisija bi morala zbrane podatke poslati Evropskemu parlamentu in Svetu.
The competent authorities in each Member State should designate procedures setting out time limits and the contents of the information to be forwarded.
Da bi se kar najbolj zmanjšala izguba časa za podjetja in voznike ter povečala učinkovitost cestnih pregledov, bi bilo treba spodbujati opravljanje tehničnih cestnih pregledov in preverjanje upoštevanja socialne zakonodaje na področju cestnega prometa, zlasti Uredbe (ES) št. 561/2006 Evropskega parlamenta in Sveta [8], Direktive 2006/22/ES in Uredbe Sveta (EGS) št. 3821/85 [9].
When designating contact points, constitutional provisions and the resulting level of competencies should be respected.
Države članice bi morale določiti pravila za kazni, ki se uporabljajo za kršitve določb te direktive, in zagotoviti njihovo izvajanje.
In order to allow the roadside inspection regime implemented in the Union to be monitored, Member States should communicate to the Commission, before 31 March 2021 and before 31 March every two years thereafter, the results of the technical roadside inspections performed.
Navedene kazni bi morale biti učinkovite, sorazmerne, odvračilne in nediskriminatorne.
The Commission should report the data collected to the European Parliament and to the Council.
Države članice bi zlasti morale vključiti ustrezne ukrepe v primeru nesodelovanja voznika ali prevoznika z inšpektorjem in v primeru nedovoljene uporabe vozila z nevarnimi pomanjkljivostmi.
In order to minimise the time loss for undertakings and drivers and to increase the overall efficiency of roadside checks, the performance of technical roadside inspections, along with inspections to check compliance with social legislation in the field of road transport, in particular Regulation (EC) No 561/2006 of the European Parliament and of the Council [8], Directive 2006/22/EC and Council Regulation (EEC) No 3821/85 [9], should be encouraged.
Za zagotovitev enotnih pogojev izvajanja te direktive bi bilo treba na Komisijo prenesti izvedbena pooblastila.
Member States should lay down rules on penalties applicable to infringements of the provisions of this Directive and should ensure that they are implemented.
Ta pooblastila bi bilo treba izvajati v skladu z Uredbo (EU) št. 182/2011 Evropskega parlamenta in Sveta [10].
Those penalties should be effective, proportionate, dissuasive and non-discriminatory.
Komisija ne bi smela sprejeti izvedbenih aktov o postopkih obveščanja kontaktnih točk držav članic, v katerih so bila vozila registrirana, o vozilih z velikimi ali nevarnimi pomanjkljivostmi, ter o postopkih, ki določajo obliko podatkov za poročanje Komisiji o informacijah, ki so jih zbrale države članice o pregledanih vozilih, če odbor, ustanovljen v skladu s to direktivo, ni izdal mnenja o osnutku izvedbenega akta, ki ga je predložila Komisija.
Member States should, in particular, include appropriate measures to address a failure by a driver or operator to cooperate with the inspector and for the unauthorised use of a vehicle with dangerous deficiencies.
Za posodobitev člena 2(1) in točke 6 Priloge IV, kakor je ustrezno, ne da bi se s tem vplivalo na področje uporabe te direktive, za posodobitev točke 2 Priloge II zaradi upoštevanja metod ter za prilagoditev točke 2 Priloge II glede seznama postavk, ki jih je treba pregledati, metod, razlogov za neustreznost in ocene pomanjkljivosti, bi bilo treba na Komisijo prenesti pooblastilo za sprejemanje aktov v skladu s členom 290 Pogodbe delovanju Evropske unije.
In order to ensure uniform conditions for the implementation of this Directive, implementing powers should be conferred on the Commission.
Zlasti je pomembno, da Komisija pri svojem pripravljalnem delu opravi ustrezna posvetovanja, vključno na ravni strokovnjakov.
Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council [10].
Komisija bi morala pri pripravi in oblikovanju delegiranih aktov zagotoviti, da so ustrezni dokumenti predloženi Evropskemu parlamentu in Svetu istočasno, pravočasno in na ustrezen način.