natgillin/translations-raw huggingface dataset:
Its reduction is the most cost-effective at the source, where the noise is produced.
Zmanjšanje je stroškovno najbolj učinkovito pri viru, kjer hrup nastaja.
The replacement of cast iron brake blocks with composite brake blocks can bring noise reductions of up to 10 dB.
Zamenjava zavornjakov iz litega železa s kompozitnimi zavornjaki lahko zmanjša hrup do 10 dB.
Therefore the support of the retrofitting of wagons with the most economically viable low-noise braking technology available should be encouraged and pursued.
Zato bi bilo treba spodbujati in izvajati predelavo obstoječih vagonov z ekonomsko najbolj smiselno zavorno tehnologijo z nizkimi emisijami hrupa, ki je na voljo.
This Regulation aims at incentivising the retrofitting by allowing the reimbursement of relevant costs linked with installation of composite brake blocks.
Namen te uredbe je pospešiti predelavo s tem, da se dopusti povračilo relevantnih stroškov, povezanih z namestitvijo kompozitnih zavornjakov.
Article 31(5) of Directive 2012/34/EU empowered the Commission to adopt implementing measures setting out the modalities to be followed for the application of the charging for the cost of noise effects including its duration of application and enabling the differentiation of infrastructure charges to take into account, where appropriate, the sensitivity of the area affected, in particular in terms of the size of population affected and the train composition with an impact on the level of noise emissions (‘noise-differentiated track access charges’ or ‘NDTAC’).
Člen 31(5) Direktive 2012/34/EU je pooblastil Komisijo, da sprejme izvedbene ukrepe, s katerimi določi načine, ki jih je treba upoštevati pri zaračunavanju stroškov učinkov hrupa, vključno s trajanjem njihove uporabe, in omogoči, da se pri diferenciaciji uporabnin za infrastrukturo po potrebi upošteva občutljivost izpostavljenega območja, zlasti v smislu števila izpostavljenih prebivalcev in sestave vlaka, ki vpliva na raven emisij hrupa („pristojbine za dostop do tirov, diferencirane na podlagi hrupa“).
This Regulation sets out such modalities and provides an appropriate legal framework on the basis of which a scheme establishing NDTAC (‘the scheme’) should be introduced and applied by the infrastructure managers.
Ta uredba določa takšne načine in zagotavlja ustrezni pravni okvir, na podlagi katerega bi morali upravljavci infrastrukture uvesti in uporabljati shemo za vzpostavitev pristojbine za dostop do tirov, diferencirane na podlagi hrupa (v nadaljevanju: shema).
This legal framework should guarantee to the railway undertakings, wagon keepers and other stakeholders a legal security and incentives to retrofit their wagons.
Ta pravni okvir bi moral prevoznikom v železniškem prometu, imetnikom vagonov in drugim deležnikom jamčiti pravno varnost in spodbude za predelavo njihovih vagonov.
Therefore the modalities set out by this Regulation cover the duration of the scheme, the level of incentives and the related arrangements.
Zato načini, določeni s to uredbo, obsegajo trajanje sheme, raven spodbud in povezane ureditve.
For the purpose of providing the necessary expertise and assistance, the Commission established in 2011 a NDTAC expert working group.
Zaradi zagotavljanja potrebnega strokovnega znanja in pomoči je Komisija leta 2011 vzpostavila delovno skupino strokovnjakov za pristojbine za dostop do tirov, diferencirane na podlagi hrupa.
The group consisted of representatives of interested Member States, infrastructure managers, railway undertakings, wagon keepers and civil society, and provided valuable input.
Skupina je bila sestavljena iz predstavnikov zainteresiranih držav članic, upravljavcev infrastrukture, prevoznikov v železniškem prometu, imetnikov vagonov in civilne družbe ter je zagotovila pomembne rezultate.
Member States should be free to decide whether the infrastructure manager should modify the infrastructure charges, in accordance with this Regulation, in order to take into account the cost of noise effects.
Države članice bi morale svobodno odločati, ali bi moral upravljavec infrastrukture spremeniti uporabnine za infrastrukturo v skladu s to uredbo, da bi se upoštevali stroški posledic hrupa.
Wagons which comply with Commission Regulation (EU) No 1304/2014 [3] on the technical specifications of interoperability relating to the subsystem ‘rolling stock — noise’ and its subsequent modifications (‘TSI Noise’), should be considered ‘silent’.
Vagoni, ki so skladni z Uredbo Komisije (EU) št. 1304/2014 [3] o tehnični specifikaciji za interoperabilnost v zvezi s podsistemom „tirna vozila – hrup“ in njenimi poznejšimi spremembami (v nadaljevanju: TSI hrup), bi se morali obravnavati kot „tihi“.
Wagons which do not comply with TSI Noise should be considered ‘noisy’.
Vagoni, ki niso skladni s TSI hrup, bi se morali obravnavati kot „hrupni“.
If, during a renewal or upgrading of a wagon, the latter is equipped with certified composite brake blocks and no noise sources are added to the wagon under assessment, then it should be assumed that the requirements of TSI Noise are met.
Če se vagon med obnovo ali nadgradnjo opremi s certificiranimi kompozitnimi zavornjaki in se vagonu, ki se ocenjuje, ne dodajo drugi viri hrupa, bi bilo treba domnevati, da so zahteve v okviru TSI hrup izpolnjene.
There are wagons that cannot be retrofitted with composite brake blocks due to their technical characteristics.
Obstajajo vagoni, ki jih zaradi njihovih tehničnih značilnosti ni možno opremiti s kompozitnimi zavornjaki.
These wagons should not fall within the scope of this Regulation.
Ti vagoni ne bi smeli biti zajeti v področje uporabe te uredbe.
In order to preserve the competitiveness of the railway sector, the scheme should take the form of a minimum mandatory discount or a bonus for railway undertakings using retrofitted wagons.
Da se ohrani konkurenčnost železniškega sektorja, bi morala shema biti v obliki minimalnega obveznega popusta ali bonusa za prevoznike v železniškem prometu, ki uporabljajo predelane vagone.
For the same purpose administrative procedures should be kept to the necessary minimum.
Iz istega razloga bi se upravni postopki morali zadržati na minimalni ravni.
In order to take into account the sensitivity of the area affected by the noise, in particular in terms of the size of population affected, infrastructure managers should have a possibility to introduce a surcharge (constituting a malus) for railway undertakings using noisy trains.
Da bi se upoštevala občutljivost območja, izpostavljenega hrupu, zlasti v smislu števila izpostavljenih prebivalcev, bi morali upravljavci infrastrukture imeti možnost uvesti pribitek (ki predstavlja malus) za prevoznike v železniškem prometu, ki uporabljajo hrupne vlake.
Malus can only be introduced where bonus is also introduced.
Malus se lahko uvede samo tam, kjer je uveden tudi bonus.
The level of malus can vary on different railway lines and sections for duly justified reasons, depending in particular on the noise exposure of the affected population.
Stopnja malusa se lahko na različnih železniških progah in odsekih iz ustrezno utemeljenih razlogov spreminja, in sicer v odvisnosti od izpostavljenosti hrupu izpostavljenega prebivalstva.
In order not to affect the overall competitiveness of the railway sector, the malus should be of a limited value and in any case not higher than the bonus.
Zato da se ne prizadene splošna konkurenčnost železniškega sektorja, bi malus moral biti omejen in v vsakem primeru ne bi smel biti višji od bonusa.
However, if charging of cost of noise is applied to road freight transport in accordance with Union law, such limitation should not apply.
Vendar če se zaračunavanje stroškov učinkov hrupa uporabi za cestni tovorni prevoz v skladu z zakonodajo Unije, se takšna omejitev ne bi smela uporabiti.
The result of effective noise reduction due to retrofitting can be only noticeable when almost all wagons in a train are silent.
Rezultat učinkovitega zmanjšanja hrupa zaradi predelave je opazen le, ko so skoraj vsi vagoni vlaka tihi.
Moreover, a better noise performance beyond the required minimum and innovation in noise reduction should be promoted.
Dodatno bi bilo treba spodbujati boljše lastnosti v zvezi s hrupom, in sicer nad zahtevanim minimumom, ter inovacije za zmanjševanje hrupa.
Therefore additional bonuses for ‘silent’ trains and ‘very quiet’ rolling stock should be allowed.
Zato bi bilo treba dopustiti dodatne bonuse za „tihe“ vlake in „zelo tiha“ tirna vozila.
As one of the main objectives of this Regulation is to provide incentives for a fast retrofitting, the duration of the scheme in relation to bonus should be limited in time and at the same time last long enough to provide sufficient financial support.
Ker je eden izmed glavnih ciljev te uredbe zagotoviti spodbude za hitro predelavo, bi bilo treba omejiti trajanje sheme, kar zadeva bonus, hkrati pa bi morala trajati dovolj dolgo, da zagotovi zadostno finančno podporo.
However, Member States should have the possibility to decide whether the infrastructure managers should apply the scheme after the proposed starting date.
Uporaba takšnih shem na noben način ne bi smela povzročiti diskriminacije med prevozniki v železniškem prometu.
The effects of schemes existing at the date of the entry into force of this Regulation should be recognised and taken into account by providing for appropriate transitional provisions.
Če napredek pri predelavi ni zadovoljiv, bi morale države članice imeti možnost uvesti malus po koncu trajanja sheme, pod pogojem, da se podoben ukrep uporablja za sektor cestnega tovornega prevoza.
The application of such schemes should in no case result in discrimination between railway undertakings.
Zasnova tega malusa bi morala biti skladna z načeli internalizacije zunanjih stroškov hrupa za vse načine tovornega prevoza, zlasti za cestni prevoz.
If the progress with retrofitting is not satisfactory, Member States should be allowed to apply malus after the end of the duration of the scheme under the condition that a similar measure is applied to the road freight transport sector.
Ker so običajno imetniki vagonov tisti, ki lahko predelajo vagone, prevozniki v železniškem prometu pa bi imeli koristi od bonusa, bi bilo spodbude treba prenesti na tiste, ki nosijo stroške predelave.
The design of this malus should be consistent with the principles of internalisation of external costs of noise for all freight transport modes, in particular road transport.
V različnih študijah so bili ocenjeni stroški predelave in potrebne spodbude, ki bi omogočile predelavo v povezavi z drugimi možnostmi financiranja.
As wagon keepers are usually in the position to retrofit the wagons while railway undertakings would benefit from the bonus, the incentives should be passed on to those who bear the costs of retrofitting.
Glede na podporno študijo o oceni učinka Komisije, bi minimalna harmonizirana raven bonusa morala biti 0,0035 EUR na os/km.
Various studies have assessed the retrofitting costs and necessary incentive that would enable pursuing the retrofitting in connection with other funding possibilities.
Takšen bonus bi moral spodbuditi predelavo vagonov, ki v šestletnem obdobju na leto prevozijo 45000 km, tako da se pokrije 50 % relevantnih stroškov.
Based on the impact assessment support study of the Commission, the minimum harmonised level of bonus should be set at EUR 0,0035 per axle-km.
Ob upoštevanju, da je vožnja vagona s kompozitnimi zavornjaki povezana z višjimi obratovalnimi stroški, in glede na to, da vagon lahko na leto prevozi manj kot 45000 km, bi se bonus lahko povišal, da bi se to vzelo v obzir.
Such an amount of bonus should incentivise retrofitting a wagon running 45000 km per year during the period of 6 years by covering 50 % of relevant costs.
Da bi se povečala hitrost predelave in minimiziralo tveganje morebitnih negativnih posledic za konkurenčnost železniškega sektorja, bi se imetnike vagonov in prevoznike v železniškem prometu moralo spodbujati k izkoriščanju možnosti za financiranje predelave z evropskimi javnimi sredstvi, ki jih zagotavlja Uredba (EU) št. 1316/2013 Evropskega parlamenta in Sveta o vzpostavitvi Instrumenta za povezovanje Evrope [4].
As it is considered that running a wagon with composite brake blocks leads to higher operating costs and given that a wagon may run in practice less than 45000 km per year, the amount of bonus could be increased to take this into account.
Države članice, ki se odločijo, da bodo upravljavci infrastrukture uporabili shemo, bi se morale z istim namenom spodbujati, da bodo dale na razpolago ustrezna nacionalna sredstva.
In order to increase the speed of retrofitting and minimise the risk of possible negative consequences for the competitiveness of the rail sector, wagon keepers and railway undertakings should be encouraged to take advantage of the European public funding possibilities for retrofitting provided by Regulation (EU) No 1316/2013 of the European Parliament and of the Council [4] establishing the Connecting Europe Facility.
Da se zagotovijo nediskriminatorni pogoji za vse prevoznike v železniškem prometu in preprečijo izplačila bonusov za uporabo vagonov, ki do njih niso upravičeni, bi upravljavci infrastrukture morali prejeti podatke o relevantnih značilnostih vagonov v zvezi s hrupom.
For the same purpose the Member States which decide that the infrastructure managers apply the scheme should be encouraged to make relevant national funds available.
Da se zmanjša upravno breme, bi se v ta namen morali uporabljati obstoječi registri in druga orodja, kjer so na voljo.
In order to ensure non-discriminatory conditions for all railway undertakings and prevent payment of bonuses for the use of wagons which are not entitled to benefit from them, infrastructure managers should receive data regarding the relevant noise characteristics of wagons.
Upravljavci infrastrukture, ki uporabljajo shemo, bi morali sodelovati, da se poenostavijo in harmonizirajo postopki, povezani z delovanjem sheme, z namenom zmanjšanja upravnega in finančnega bremena za prevoznike v železniškem prometu.
In order to reduce administrative burden, existing registers and other tools, where available, should be used for that purpose.
Ta uredba ne bi smela posegati v določbe Direktive 2012/34/EU, kar zadeva financiranje infrastrukture, uravnoteženost prihodkov in izdatkov upravljavcev infrastrukture ter pravičen, nediskriminatoren in pregleden dostop do infrastrukture.
Infrastructure managers applying the scheme should cooperate in order to simplify and harmonise procedures relating to the operation of the scheme with a view to reducing administrative and financial burdens for railway undertakings.
Ukrepi iz te uredbe so v skladu z mnenjem odbora iz člena 62(3) Direktive 2012/34/EU –
This Regulation should be without prejudice to the provisions of Directive 2012/34/EU regarding the financing of infrastructure, the equilibrium of income and expenditure of the infrastructure manager and equitable, non-discriminatory and transparent access to infrastructure.
SPREJELA NASLEDNJO UREDBO:
The measures provided for in this Regulation are in accordance with the opinion of the Committee referred to in Article 62(3) of Directive 2012/34/EU,
Člen 1
HAS ADOPTED THIS REGULATION:
Področje uporabe
Article 1
Ta uredba določa načine, ki jih upoštevajo upravljavci infrastrukture, za zaračunavanje stroškov učinkov hrupa, ki jih povzročijo tovorna tirna vozila.
Scope
Uporablja se, ko se država članica znotraj okvira za zaračunavanje iz člena 29(1) Direktive 2012/34/EU odloči spremeniti uporabnine za infrastrukturo v skladu s prvim pododstavkom člena 31(5) navedene direktive.
This Regulation sets out the modalities to be followed by the infrastructure manager for the application of the charging for the cost of noise effects caused by the freight rolling stock.
Ta uredba se ne uporablja za vagone, ki izpolnjujejo enega izmed naslednjih pogojev:
It shall apply when a Member State, within the charging framework as provided for in Article 29(1) of Directive 2012/34/EU, has decided to introduce modification of infrastructure charges in accordance with Article 31(5), first subparagraph of that Directive.
zanje velja odstopanje od TSI hrup na podlagi člena 9 Direktive 2008/57/ES Evropskega parlamenta in Sveta [5];
This Regulation shall not apply to wagons which fulfil one of the following conditions:
zanje ni na voljo kompozitnih zavornjakov, skladnih s TSI vagoni, ki se lahko neposredno namestijo na vagon brez dodatnih sprememb zavornega sistema ali namenskih preskusov;
wagons that hold a derogation from TSI Noise under Article 9 of Directive 2008/57/EC of the European Parliament and of the Council [5];
izvirajo iz tretjih držav in obratujejo na omrežjih s tirno širino 1520 ali 1524 mm ter zanje velja posebna obravnava v okviru TSI hrup ali pa so izvzeti iz njenega področja uporabe.
wagons for which there are no available TSI Wagon compliant composite brake blocks which can be directly fitted in the wagon without further modification of the braking system or dedicated tests;
Bonus in malus, ki izvirata iz diferenciranih pristojbin za dostop do tirov, zagotavljata nediskriminatoren in pregleden dostop do infrastrukture.
wagons coming from third countries and running on 1520 or 1524 mm railway gauge network and which are granted a specific case in TSI Noise or excluded from its scope.
Diferenciacija pristojbin za dostop do tirov na podlagi te uredbe ne posega v uporabo pravil o državni pomoči.
The bonus and the malus resulting from the differentiation of the track access charges shall ensure non-discriminatory and transparent access to infrastructure.
Člen 2
The differentiation of the track access charges according to this Regulation shall be without prejudice to the application of State aid rules.
Opredelitev pojmov
Article 2
Za namene te uredbe se uporabljajo naslednje opredelitve pojmov:
Definitions
„shema“ pomeni določbe, ki vzpostavljajo pristojbine za dostop do tirov, diferencirane na podlagi hrupa, ki jih sprejmejo in uporabljajo upravljavci infrastrukture;
For the purpose of this Regulation, the following definitions shall apply:
„predelani vagoni“ pomeni obstoječe vagone, ki so predelani tako, da imajo kompozitne zavornjake v skladu z določbami v TSI hrup;
‘Scheme’ means provisions establishing noise-differentiated track access charges to be adopted and applied by infrastructure managers;
„tihi vagoni“ pomeni nove ali obstoječe vagone, ki dosegajo ustrezne mejne vrednosti za hrup v TSI hrup;
‘Retrofitted wagons’ means existing wagons retrofitted with composite brake blocks in accordance with the requirements set out in TSI Noise;
„hrupni vagoni“ pomeni vagone, ki presegajo ustrezne mejne vrednosti za hrup v TSI hrup;
‘Silent wagons’ means new or existing wagons respecting relevant noise limit values set out in TSI Noise;
„hrupen vlak“ pomeni vlak, v katerem je več kot 10 % vagonov hrupnih;
‘Noisy wagons’ means wagons not respecting relevant noise limit values set out in TSI Noise;
„tih vlak“ pomeni vlak, kjer je vsaj 90 % vagonov tihih;
‘Noisy train’ means a train composed of more than 10 % of noisy wagons;
„zelo tihi vagoni in lokomotive“ pomeni vagone in lokomotive z emisijami hrupa, ki so vsaj 3 dB pod ustreznimi vrednostmi v TSI hrup;
‘Silent train’ means a train which is composed of at least 90 % of silent wagons;
„bonus za predelane vagone“ pomeni obvezen popust na uporabnine za infrastrukturo za prevoznike v železniškem prometu, ki uporabljajo predelane vagone;
‘Very quiet wagons and locomotives’ means wagons and locomotives with noise emissions at least 3 dB below the relevant values set out in TSI Noise;
„bonus za vlak“ pomeni možen popust za prevoznike v železniškem prometu za vsak „tih vlak“;
‘Bonus for retrofitted wagons’ means a mandatory discount from the infrastructure access charges for railway undertakings using retrofitted wagons;
„bonus za zelo tihe vagone ali lokomotive“ pomeni možen popust za prevoznike v železniškem prometu za vsak zelo tih vagon in lokomotivo;
‘Train bonus’ means an optional discount for railway undertakings for each ‘silent train’;
„malus“ pomeni možen pribitek na uporabnine za infrastrukturo, ki ga plačajo prevozniki v železniškem prometu za vsak hrupen vlak.
‘Bonus for very quiet wagons or locomotives’ means an optional discount for railway undertakings for each very quiet wagon and locomotive;
Člen 3
‘Malus’ means an optional surcharge to the infrastructure access charges to be paid by railway undertakings for each noisy train.
Sheme
Article 3
Na podlagi načinov, določenih s to uredbo, upravljavec infrastrukture sprejme shemo, ki diferencira uporabnine za infrastrukturo glede na raven povzročenega hrupa in ki se uporablja za vse zadevne prevoznike v železniškem prometu.
Scheme
Uporaba te sheme ne povzroča neupravičenega izkrivljanja konkurence med prevozniki v železniškem prometu ali negativnega vpliva na splošno konkurenčnost sektorja železniškega tovornega prometa.
On the basis of the modalities set out in this Regulation, the infrastructure manager shall adopt a scheme which differentiates the infrastructure charges depending on the level of noise produced and which applies to all railway undertakings concerned.
Ta shema se uporablja do 31. decembra 2021.
The application of this scheme shall not result in the undue distortion of competition between railway undertakings or negatively affect the overall competitiveness of the rail freight sector.
Člen 4
The scheme shall apply until 31 December 2021.
Bonus za predelane vagone
Article 4
Upravljavci infrastrukture uvedejo bonus za prevoznike v železniškem prometu, ki uporabljajo predelane vagone.
Bonus for retrofitted wagons
Raven bonusa je enaka na celotnem omrežju upravljavca infrastrukture in se uporablja za vsak predelan vagon.
Infrastructure managers shall introduce a bonus for railway undertakings using retrofitted wagons.
Osnova za izračun ravni bonusa je število osi vagona in število kilometrov, prevoženih v obdobju, ki ga določi upravljavec infrastrukture.
The level of bonus shall be the same on the entire network of the infrastructure manager and it shall be applicable to each retrofitted wagon.
Minimalna raven bonusa je 0,0035 EUR na os/km.
The basis for calculation of the level of bonus shall be the number of axles of a wagon and amount of kilometres run in a period determined by the infrastructure manager.
Pri določitvi ravni bonusa lahko upravljavec infrastrukture upošteva inflacijo, prevožene kilometre vagonov in obratovalne stroške, povezane z uporabo predelanih vagonov.
The minimum level of a bonus shall be set at EUR 0,0035 per axle-km.
Raven bonusa, izračunana v skladu z odstavkom 3 in, kjer je ustrezno, odstavkom 4, se določi za najmanj 1 leto.
When setting the level of the bonus, the infrastructure manager may take into account the inflation, mileage run by wagons and operating costs linked with the use of retrofitted wagons.
Upravljavci infrastrukture se lahko odločijo, da odpravijo ali znižajo raven bonusa, in sicer za znesek stroškov predelave vagonov, za katere so že bili izplačani bonusi, kar omogoča povrnitev stroškov predelave.
The level of bonus calculated in accordance with paragraph 3 and, where relevant, paragraph 4 shall be set for at least 1 year.
Člen 5
Article 5
Upravljavci infrastrukture lahko uvedejo bonus za prevoznike v železniškem prometu, ki uporabljajo tihe vlake.
Train bonus
Bonus za vlak se uporablja za vsak tih vlak.
Infrastructure managers may introduce a bonus for railway undertakings running silent trains.
Znesek bonusa za tih vlak je največ 50 % skupne vrednosti bonusov, ki se uporabljajo za predelane vagone, ki sestavljajo ta vlak, in izračunan v skladu s členom 4.
Train bonus shall be applicable to each silent train.
Bonus za tih vlak se prišteje k bonusoma iz členov 4 in 6.
The amount of the bonus for silent train shall be maximum 50 % of the total value of bonuses applicable to retrofitted wagons composing that train and calculated in accordance with Article 4.
Člen 6
The bonus for silent train shall be cumulative with the bonuses referred to in Articles 4 and 6.
Bonus za zelo tihe vagone in lokomotive
Article 6
Upravljavci infrastrukture lahko uvedejo bonus za prevoznike v železniškem prometu, ki uporabljajo zelo tihe vagone in lokomotive.