natgillin/translations-raw huggingface dataset:
The Commission recalls that the European Parliament, the Council and the Commission acknowledged in their Joint Political Declaration of 27 October 2011 on explanatory documents that the information Member States supply to the Commission as regards the transposition of directives in national law ‘must be clear and precise’ in order to facilitate the achievement by the Commission of its task of overseeing the application of Union law.
Komisiji takoj sporočijo besedilo teh predpisov.
In the present case, explanatory documents could have been useful to this end.
Zlasti je treba določiti faze, ki jih je treba izvesti, ob upoštevanju predvidenih stroškov in koristi ter pričakovanih učinkov na zadevne deležnike, za postopni prehod z obstoječega stanja na končno, ko bo skladnost s TSI postala norma; Kadar je potrebno koordinirano izvajanje TSI, na primer v celotnem koridorju ali med upravljavci infrastrukture in prevozniki v železniškem prometu, lahko strategija vključuje predloge za izvedbo v fazah;
Directive (EU) 2016/798 of the European Parliament and of the Council
Direktiva (EU) 2016/798 Evropskega parlamenta in Sveta
on railway safety
o varnosti na železnici
Having regard to the Treaty on the Functioning of the European Union, and in particular Article 91(1) thereof,
ob upoštevanju Pogodbe o delovanju Evropske unije in zlasti člena 91 (1) Pogodbe,
Directive 2004/49/EC of the European Parliament and of the Council [4] has been substantially amended.
Direktiva 2004/49/ES Evropskega parlamenta in Sveta [4] je bila bistveno spremenjena.
Directive 2004/49/EC established a common regulatory framework for railway safety through harmonisation of the content of safety rules, the safety certification of railway undertakings, the tasks and roles of the national safety authorities and the investigation of accidents.
Z Direktivo 2004/49/ES je bil določen skupni regulativni okvir za varnost na železnici s harmonizacijo vsebine varnostnih predpisov, izdajanja varnostnih spričeval prevoznikom v železniškem prometu, nalog in vlog nacionalnih varnostnih organov ter preiskav nesreč.
Nevertheless, in order to pursue efforts to further develop a single European railway area, it is necessary to thoroughly revise Directive 2004/49/EC.
Kljub temu je treba v okviru prizadevanj za nadaljnji razvoj enotnega evropskega železniškega območja Direktivo 2004/49/ES temeljito revidirati.
Metros, trams and other light rail systems are subject in many Member States to local technical requirements and are excluded from the scope of Directive (EU) 2016/797 of the European Parliament and of the Council [5].
Za podzemne železnice, tramvaje in druge sisteme lahke železnice v številnih državah članicah veljajo lokalne tehnične zahteve in so izključeni iz področja uporabe Direktive (EU) 2016/797 Evropskega parlamenta in Sveta [5].
In order to facilitate the implementation of this Directive and of Directive (EU) 2016/797, both Directives should have the same scope.
Zaradi lažjega izvajanja te direktive in Direktive (EU) 2016/797 bi morali imeti obe direktivi enako področje uporabe.
Therefore, such local systems should be excluded from the scope of this Directive.
Zato bi bilo treba takšne lokalne sisteme izključiti iz področja uporabe te direktive.
Insofar as some concepts referred to in this Directive may be usefully applied to metros and other local systems, Member States should be permitted to decide, without prejudice to the scope of this Directive, to apply certain provisions of this Directive that they consider to be appropriate.
Kolikor se nekateri koncepti iz te direktive lahko koristno uporabijo za podzemne železnice in druge lokalne sisteme, bi moralo biti državam članicam brez poseganja v področje uporabe te direktive dovoljeno, da odločijo, da bodo zanje uporabljale določbe te direktive, ki so po njihovem mnenju ustrezne.
In such cases, Member States should be allowed not to apply obligations such as the notification of national rules and reporting.
V tem primeru bi države članice morale imeti možnost, da ne naložijo obveznosti, kot sta obveznost uradnega obveščanja o nacionalnih predpisih in obveznost poročanja.
Safety levels in the Union rail system are generally high especially when compared to road transport.
Raven varnosti v železniškem sistemu Unije je na splošno visoka, zlasti v primerjavi s cestnim prometom.
Railway safety should be generally maintained and, when practicable, continuously improved, taking into account technical and scientific progress, and the development of Union and international law.
Varnost na železnici bi morali v splošnem ohraniti in nenehno izboljševati, če je to izvedljivo, pri čemer je treba upoštevati tehnični in znanstveni napredek ter razvoj prava Unije in mednarodnega prava.
Priority should be given to the prevention of accidents.
Prednost bi bilo treba dati preprečevanju nesreč.
The impact of human factors should also be taken into consideration.
Upoštevati bi bilo treba tudi vpliv človeških dejavnikov.
If a Member State introduces a higher level of safety, it should ensure that the rule adopted does not create a barrier to interoperability or result in discrimination.
Če država članica uvede višjo raven varnosti, bi morala zagotoviti, da sprejet predpis ne ovira interoperabilnosti ali povzroča diskriminacije.
The main actors in the Union rail system, infrastructure managers and railway undertakings should bear full responsibility for the safety of the system, each for their own part.
Glavni aktivni udeleženci železniškega sistema Unije, upravljavci infrastrukture in prevozniki v železniškem prometu bi morali biti polno odgovorni za varnost sistema, vsak za svoje področje.
Whenever appropriate, they should cooperate in implementing risk control measures.
Kadar koli je to primerno, bi morali sodelovati pri izvajanju ukrepov za obvladovanje tveganj.
Without prejudice to the responsibility of infrastructure managers and railway undertakings for developing and improving railway safety, the other actors, such as entities in charge of maintenance, manufacturers, carriers, consignors, consignees, fillers, unfillers, loaders, unloaders, maintenance suppliers, keepers, service providers and contracting entities, should not be precluded from assuming responsibility for their products, services and processes.
Brez poseganja v odgovornost upravljavcev infrastrukture in prevoznikov v železniškem prometu za razvoj in izboljšanje varnosti na železnici se drugim aktivnim udeležencem, kot so subjekti zadolženi za vzdrževanje, proizvajalci, prevozniki, pošiljatelji, prejemniki, polnilci, praznilci, nakladalci, razkladalci, vzdrževalci, upravitelji, izvajalci storitev in naročniki, ne bi smelo preprečevati, da prevzamejo odgovornost za svoje proizvode, storitve in postopke.
Each actor in the Union rail system should be responsible, vis-à-vis the other actors, for complete and truthful communication of all relevant information to check whether vehicles are fit to run.
Vsak aktivni udeleženec v železniškem sistemu Unije bi moral biti v razmerju do drugih aktivnih udeležencev odgovoren za popolno in verodostojno sporočanje vseh zadevnih informacij, potrebnih za preverjanje, ali so vozila primerna za vožnjo.
This concerns, in particular, information on the status and history of a given vehicle, maintenance files, traceability of loading operations, and consignment notes.
To zadeva zlasti informacije v zvezi s stanjem in zgodovino zadevnega vozila, dokumentacijo o vzdrževanju, sledljivostjo nakladalnih dejavnosti in tovornimi listi.
Each railway undertaking, infrastructure manager and entity in charge of maintenance should ensure that its contractors and other parties implement risk control measures.
Vsi prevozniki v železniškem prometu, upravljavci infrastrukture in subjekti, zadolženi za vzdrževanje, bi morali zagotoviti, da njihovi izvajalci in druge strani izvajajo ukrepe za obvladovanje tveganj.
To that end, each railway undertaking, infrastructure manager and entity in charge of maintenance should apply the methods for monitoring set out in the common safety methods (‘CSMs’).
V ta namen bi morali vsi prevozniki v železniškem prometu, upravljavci infrastrukture in subjekti, zadolženi za vzdrževanje, uporabljati metode spremljanja, kot so navedene v skupnih varnostnih metodah (SVM).
Their contractors should apply this process through contractual arrangements.
Njihovi izvajalci bi morali ta postopek uporabljati v okviru pogodbenih razmerij.
In view of the fact that such arrangements are an essential part of the safety management system of railway undertakings and infrastructure managers, railway undertakings and infrastructure managers should disclose their contractual arrangements on request of the European Union Agency for Railways (‘the Agency’) established by Regulation (EU) 2016/796 of the European Parliament and of the Council [6] or the national safety authority in the context of supervision activities.
Ob upoštevanju dejstva, da so taka razmerja eden ključnih elementov sistema varnega upravljanja prevoznikov v železniškem prometu in upravljavcev infrastrukture, bi morali prevozniki v železniškem prometu in upravljavci infrastrukture razkriti svoja pogodbena razmerja na zahtevo Agencije Evropske unije za železnice (v nadaljnjem besedilu: Agencija), ustanovljeni z Uredbo (EU) 2016/796 Evropskega parlamenta in Sveta [6], ali nacionalnega varnostnega organa v okviru nadzornih dejavnosti.
Member States should promote a culture of mutual trust, confidence and learning in which the staff of railway undertakings and infrastructure managers are encouraged to contribute to the development of safety while confidentiality is ensured.
Države članice bi morale spodbujati okolje medsebojnega zaupanja in učenja, v katerem bi osebje prevoznikov v železniškem prometu in upravljavcev infrastrukture spodbujali, naj prispevajo k razvoju varnosti, hkrati pa bi bila zagotovljena zaupnost.
Common safety targets (‘CSTs’) and CSMs have been gradually introduced to ensure that safety is maintained at a high level and, when necessary and where reasonably practicable, improved.
Skupni varnostni cilji (SVC) in SVM so bili postopno uvedeni zaradi zagotovitve, da se varnost ohrani na visoki ravni in izboljša, kadar je to potrebno in izvedljivo.
They should provide tools for the assessment of the safety and performance of operators at Union level as well as in the Member States.
Z njimi naj bi se ocenjevala varnost in delovanje izvajalcev na ravni Unije in v državah članicah.
Common safety indicators (‘CSIs’) have been established in order to assess whether systems comply with the CSTs and to facilitate the monitoring of railway safety performance.
Za oceno, ali so sistemi skladni s SVC, in za lažje spremljanje zagotavljanja varnosti na železnici so bili uvedeni skupni varnostni kazalniki (SVK).
National rules, which are often based on national technical standards, are being gradually replaced by rules based on common standards, established by CSTs, CSMs and technical specifications for interoperability (‘TSIs’).
Nacionalni predpisi, ki pogosto temeljijo na nacionalnih tehničnih standardih, se postopno nadomeščajo s predpisi, ki temeljijo na skupnih standardih, določenih na podlagi SVC, SVM in tehničnih specifikacij za interoperabilnost (TSI).
In order to eliminate the obstacles to interoperability, the volume of national rules, including operating rules, should be reduced as a consequence of extending the scope of the TSIs to the whole of the Union rail system and of closing open points in the TSIs.
Da bi se odpravile ovire za interoperabilnost, bi bilo treba zmanjšati obseg nacionalnih predpisov, vključno z operativnimi predpisi, zaradi širitve področja uporabe TSI na celotni železniški sistem Unije in rešitve odprtih vprašanj v okviru TSI.
For that purpose, Member States should keep their system of national rules updated, delete obsolete rules and inform the Commission and the Agency thereof without delay.
V ta namen bi morale države članice nenehno posodabljati svoje sisteme nacionalnih predpisov, razveljaviti zastarele predpise ter o tem brez odlašanja obveščati Komisijo in Agencijo.
However, such rules often refer to other documents such as national standards, European standards, international standards or other technical specifications which might be partly or fully protected by intellectual property rights.
Vendar se takšni predpisi pogosto sklicujejo na druge dokumente, kot so nacionalni, evropski in mednarodni standardi ali druge tehnične specifikacije, ki so morda v celoti ali delno zaščiteni s pravico intelektualne lastnine.
It is appropriate, therefore, that the obligation of publication should not apply to any documents referred to directly or indirectly in the national rule.
Zato je primerno, da obveznost objave ne bi smela veljati za katere koli dokumente, na katere se neposredno ali posredno sklicuje nacionalni predpis.
National rules often include requirements which are partly relevant for both interoperability and safety purposes.
Nacionalni predpisi pogosto zajemajo zahteve, ki so deloma pomembne zaradi interoperabilnosti in deloma zaradi varnosti.
Safety being an essential requirement of Directive (EU) 2016/797, a national rule may be relevant for Directive (EU) 2016/797 and for this Directive.
Ker je varnost bistvena zahteva Direktive (EU) 2016/797, lahko nacionalni predpis zadeva Direktivo (EU) 2016/797 in to direktivo.
The distinction between the terms ‘national safety rules’ and ‘national technical rules’ as defined in Directive 2004/49/EC and Directive 2008/57/EC of the European Parliament and of the Council [7] respectively should therefore be removed and replaced by the concept of ‘national rules’ which are to be notified under Directive (EU) 2016/797 and/or this Directive.
Razliko med izrazoma „nacionalni varnostni predpisi“ in „nacionalni tehnični predpisi“, kakor sta opredeljena v Direktivi 2004/49/ES oziroma v Direktivi 2008/57/ES Evropskega parlamenta in Sveta [7], bi bilo zato treba odpraviti in nadomestiti s pojmom „nacionalni predpisi“, ki jih je treba priglasiti v skladu z Direktivo (EU) 2016/797 in/ali to direktivo.
National rules are to be notified under Directive (EU) 2016/797 mainly when they relate to the placing on the market or placing in service of structural subsystems.
Nacionalne predpise je treba priglasiti v skladu z Direktivo (EU) 2016/797, zlasti če zadevajo dajanje strukturnih podsistemov na trg ali v obratovanje.
They should be notified under this Directive when they relate to the operation of the Union rail system, or to the specific subjects of this Directive, including the role of the actors, safety certification, safety authorisation and accident investigation.
V skladu s to direktivo bi jih bilo treba priglasiti, če se nanašajo na obratovanje železniškega sistema Unije ali na specifične vsebine v tej direktivi, vključno z vlogo aktivnih udeležencev, izdajanjem varnostnih spričeval, podeljevanjem varnostnih pooblastil in preiskovanjem nesreč.
In view of the gradual approach to eliminating obstacles to the interoperability of the Union rail system and of the time consequently required for the adoption of TSIs, steps should be taken to avoid a situation where Member States adopt new national rules or undertake projects that increase the diversity of the present system except in the specific situations as provided for in this Directive.
Zaradi postopnega odpravljanja ovir za interoperabilnost železniškega sistema Unije in časa, ki bo posledično potreben za sprejetje TSI, bi bilo treba sprejeti ukrepe za preprečitev situacije, ko bi države članice sprejemale nove nacionalne predpise ali projekte, ki bi povečevali raznolikost sedanjega sistema, razen v posebnih primerih, kot so navedeni v tej direktivi.
The safety management system is the recognised tool for controlling risks, whereas infrastructure managers and railway undertakings are responsible for taking immediate corrective action to prevent recurrence of accidents.
Sistem varnega upravljanja je priznano sredstvo za nadzorovanje tveganj, upravljavci infrastrukture in prevozniki v železniškem prometu pa so odgovorni za takojšnje sprejetje popravljalnih ukrepov za preprečevanje nesreč.
Member States should avoid establishing new national rules immediately after an accident, unless such new rules are required as an urgent preventive measure.
Države članice bi se morale izogibati sprejemanju novih nacionalnih predpisov takoj po nesreči, razen če so taki novi predpisi potrebni kot nujen preventivni ukrep.
Train control and signalling systems play a critical role in ensuring railway safety.
Sistemi za vodenje vlakov in signalizacijski sistemi imajo ključno vlogo pri zagotavljanju varnosti na železnici.
In this regard, the deployment of the European Rail Traffic Management System (ERTMS) on the Union railway network constitutes an important contribution to improving safety levels.
Uvedba evropskega sistema za upravljanje železniškega prometa (ERTMS) na železniškem omrežju Unije tako pomembno prispeva k izboljšanju ravni varnosti.
In carrying out their duties and fulfilling their responsibilities, infrastructure managers and railway undertakings should implement a safety management system meeting Union requirements and containing common elements.
Pri opravljanju svojih dolžnosti in izpolnjevanju svojih obveznosti bi morali upravljavci infrastrukture in prevozniki v železniškem prometu izvajati sistem varnega upravljanja, ki izpolnjuje zahteve Unije in vsebuje skupne elemente.
Information on safety and on the implementation of the safety management system should be submitted to the Agency and to the national safety authority in the Member State concerned.
Podatke o varnosti in o izvajanju sistema varnega upravljanja bi bilo treba predložiti Agenciji in nacionalnemu varnostnemu organu v zadevni državi članici.
Through its processes, the safety management system should ensure that human capabilities and limitations and the influences on human performance are addressed by applying human factors knowledge and using recognised methods.
Preko svojih postopkov bi moral sistem varnega upravljanja zagotoviti, da se z uporabo poznavanja človeških dejavnikov in priznanih metod obravnavajo človeške zmogljivosti in omejitve ter vplivi na človeško delovanje.
Rail freight services should also encompass the transport of dangerous goods.
Pod železniški tovorni promet bi moral spadati tudi prevoz nevarnega blaga.
However, a distinction should be made between the objective of this Directive, which is to maintain and, where possible, improve the safety of the Union rail system, and that of Directive 2008/68/EC of the European Parliament and of the Council [8], which is, mainly, to regulate the classification of substances and the specification of their containments, including the safe loading, unloading and use of the containments within the existing railway system.
Vendar bi bilo treba ločevati med ciljem te direktive, ki je ohraniti in po možnosti izboljšati varnost železniškega sistema Unije, in ciljem iz Direktive 2008/68/ES Evropskega parlamenta in Sveta [8], ki je zlasti urediti klasifikacijo snovi in specifikacijo njihovih vsebnikov, vključno z varnim natovarjanjem in raztovarjanjem ter uporabo vsebnikov v obstoječem železniškem sistemu.
Consequently, without prejudice to Directive 2008/68/EC, the safety management system of the railway undertakings and of the infrastructure managers should duly take into consideration the potential additional risks generated by carrying dangerous goods containments.
Zato bi moral sistem varnega upravljanja prevoznikov v železniškem prometu in upravljavcev infrastrukture brez poseganja v Direktivo 2008/68/ES ustrezno upoštevati morebitna dodatna tveganja, ki nastanejo pri prevozu vsebnikov z nevarnim blagom.
All railway undertakings should be subject to the same safety requirements in order to ensure a high level of railway safety and equal conditions.
Da bi zagotovili visoko raven varnosti na železnici in enake pogoje, bi morale za vse prevoznike v železniškem prometu veljati enake varnostne zahteve.
A railway undertaking should hold a safety certificate as a condition of being allowed to obtain access to the railway infrastructure.
Kot pogoj za dostop do železniške infrastrukture bi morali prevozniki v železniškem prometu imeti varnostno spričevalo.
The safety certificate should provide evidence that the railway undertaking has established its safety management system and that it is able to comply with the relevant safety standards and rules for the relevant area of operation.
Varnostno spričevalo bi moralo dokazovati, da je prevoznik v železniškem prometu vzpostavil svoj sistem varnega upravljanja in da lahko izpolnjuje zadevne varnostne standarde in predpise na zadevnem območju obratovanja.
When the Agency issues a single safety certificate to a railway undertaking having an area of operation in one or more Member States, it should be the only authority to assess whether the railway undertaking has correctly established its safety management system.
Če Agencija izda enotno varnostno spričevalo prevozniku v železniškem prometu, ki obratuje v eni ali več državah članicah, bi morala biti edini organ, ki oceni, ali je prevoznik v železniškem prometu pravilno vzpostavil svoj sistem varnega upravljanja.
The national safety authorities concerned by the intended area of operation should be involved in assessing the requirements laid down in the relevant national rules.
Pri ocenjevanju zahtev, določenih v ustreznih nacionalnih predpisih, bi morali sodelovati nacionalni varnostni organi, ki jih zadeva načrtovano območje obratovanja.
Harmonised methods based on Directive 2004/49/EC have been established, to be applied to the actors in the Union rail system and the national safety authorities, on monitoring, conformity assessment, supervision and risk evaluation and assessment.
Na podlagi Direktive 2004/49/ES so bile pripravljene harmonizirane metode, ki se bodo uporabljale za aktivne udeležence v železniškem sistemu Unije in nacionalne varnostne organe v zvezi s spremljanjem, ocenjevanjem skladnosti, nadzorom ter ovrednotenjem in oceno tveganja.
That regulatory framework is sufficiently mature to move progressively towards a ‘single safety certificate’ valid within the area of operation of the railway undertaking concerned.
Ta regulativni okvir je dovolj zrel za postopen prehod na „enotno varnostno spričevalo“, veljavno za območje obratovanja zadevnega prevoznika v železniškem prometu.
In order to make the procedures for issuing single safety certificates to railway undertakings more efficient and coherent, it is necessary to assign the Agency a central role in the issuing of such certificates.
Da bi bili postopki izdaje enotnih varnostnih spričeval prevoznikom v železniškem prometu učinkovitejši in skladnejši, je treba Agenciji dodeliti osrednjo vlogo pri izdajanju takih spričeval.
Where the area of operation is limited to one Member State, the applicant should have the possibility of choosing whether to submit its application for a single safety certificate, through the one-stop shop referred to in Regulation (EU) 2016/796, to the national safety authority of that Member State or to the Agency.
Kadar je območje obratovanja omejeno na eno državo članico, bi moral imeti prosilec možnost izbirati, ali bo vlogo za enotno varnostno spričevalo vložil prek „točke vse na enem mestu“ iz Uredbe (EU) 2016/796, nacionalnem varnostnem organu te države članice ali pri Agenciji.
This new regime should make the Union rail system more effective and efficient by reducing administrative burdens for railway undertakings.
S to novo ureditvijo bi moral železniški sistem Unije postati bolj učinkovit in uspešen, saj bi se zmanjšala upravna bremena za prevoznike v železniškem prometu.
The Agency and the national safety authorities should cooperate and share competences as appropriate for the issuing of single safety certificates.
Agencija in nacionalni varnostni organi bi morali sodelovati in si deliti pristojnosti, kot je ustrezno zaradi izdaje enotnih varnostnih spričeval.