natgillin/translations-raw huggingface dataset:
Regulatory bodies should have the power to monitor traffic management, renewal planning, as well as scheduled and unscheduled maintenance works, in order to ensure that they do not lead to discrimination.
Regulatorni organi bi morali biti pristojni za spremljanje upravljanja prometa, načrtovanja obnavljanja ter načrtovanih ali nenačrtovanih vzdrževalnih del, da bi zagotovili, da pri tem ne bi prihajalo do diskriminacije.
Member States should, as a general rule, ensure that the infrastructure manager is responsible for the operation, maintenance and renewal on a network and is entrusted with the development of the railway infrastructure on that network.
Države članice bi načeloma morale zagotoviti, da je upravljavec infrastrukture odgovoren za obratovanje, vzdrževanje in obnavljanje omrežja ter da je pooblaščen za razvoj železniške infrastrukture v tem omrežju.
Where those functions are outsourced to different entities, the infrastructure manager should nevertheless retain supervisory power and bear ultimate responsibility for their exercise.
Če so te funkcije oddane v podizvajanje različnim subjektom, pa bi moral upravljavec infrastrukture vendarle ohraniti nadzorna pooblastila in nositi končno odgovornost za njihovo izvajanje.
Infrastructure managers that are part of a vertically integrated undertaking may outsource within that undertaking functions other than the essential functions subject to the conditions set out in this Directive, provided that this does not give rise to a conflict of interest and that the confidentiality of commercially sensitive information is guaranteed.
Upravljavci infrastrukture, ki so del vertikalno integriranega podjetja, lahko pod pogoji iz te direktive v podizvajanje poleg bistvenih funkcij oddajo tudi druge funkcije v okviru zadevnega podjetja, če to ne povzroči nasprotja interesov in če je zagotovljena zaupnost poslovno občutljivih informacij.
Essential functions should not be outsourced to any other entity of the vertically integrated undertaking, unless such entity exclusively performs essential functions.
Bistvenih funkcij ne bi smeli oddati v podizvajanje nobenemu drugemu subjektu vertikalno integriranega podjetja, razen če ta subjekt opravlja izključno bistvene funkcije.
Where appropriate, in particular for reasons of efficiency, including in cases of public-private partnerships, the functions of infrastructure management may be shared between different infrastructure managers.
Če je to ustrezno, zlasti zaradi večje učinkovitosti, so funkcije upravljanja infrastrukture lahko porazdeljene med več upravljavcev infrastrukture, tudi v primerih javno-zasebnih partnerstev.
Infrastructure managers should each bear full responsibility for the functions they exercise.
Vsak posamezni upravljavec infrastrukture bi moral biti v celoti odgovoren za funkcije, ki jih opravlja.
Financial transfers between the infrastructure manager and railway undertakings, and in vertically integrated undertakings between the infrastructure manager and any other legal entity of the integrated undertaking, should be prevented, where they could lead to a distortion of competition on the market, in particular as a result of cross-subsidisation.
Finančne transferje med upravljavcem infrastrukture in prevozniki v železniškem prometu, v vertikalno integriranih podjetjih pa med upravljavcem infrastrukture in vsemi drugimi pravnimi subjekti v integriranem podjetju, ki bi lahko – zlasti zaradi navzkrižnega subvencioniranja – povzročili izkrivljanje konkurence na trgu, bi bilo treba preprečiti.
Infrastructure managers may use income from infrastructure network management activities that involve the use of public funds to finance their own business or to pay dividends to their investors, as a return on their investments in railway infrastructure.
Upravljavci infrastrukture lahko uporabijo prihodke od dejavnosti upravljanja infrastrukturnega omrežja, ki vključujejo uporabo javnih sredstev, za financiranje svojega poslovanja ali izplačilo dividend svojim vlagateljem kot dobiček od njihovih naložb v železniško infrastrukturo.
Such investors may include the State and any private shareholders, but may not include undertakings which are part of a vertically integrated undertaking and which exercise control over both a railway undertaking and that infrastructure manager.
Takšni vlagatelji so lahko država in kateri koli zasebni delničar, ne pa podjetja, ki so del vertikalno integriranega podjetja ter ki izvajajo nadzor nad prevoznikom v železniškem prometu in zadevnim upravljavcem infrastrukture.
Dividends generated by activities that do not involve the use of public funds or revenues from charges for the use of railway infrastructure may also be used by undertakings which are part of a vertically integrated undertaking and which exercise control over both a railway undertaking and that infrastructure manager.
Dividende, ki izhajajo iz dejavnosti, ki ne vključujejo uporabe javnih sredstev ali prihodkov iz uporabnin za uporabo železniške infrastrukture, lahko porabijo tudi podjetja, ki so del vertikalno integriranega podjetja ter ki izvajajo nadzor nad prevoznikom v železniškem prometu in zadevnim upravljavcem infrastrukture.
The principles of charging should not preclude the possibility that revenues from infrastructure charges transit through State accounts.
Načela pri zaračunavanju uporabnin ne bi smela preprečevati, da bi se prihodki od infrastrukturne uporabnine stekali preko državnih računov.
Where in a vertically integrated undertaking the infrastructure manager does not have distinct legal personality and the essential functions are externalised by assigning them to an independent charging and/or allocation body, the relevant provisions regarding financial transparency and the independence of the infrastructure manager should apply mutatis mutandis at the level of certain divisions within the undertaking.
Če upravljavec infrastrukture znotraj vertikalno integriranega podjetja nima ločene pravne osebnosti, bistvene funkcije pa so prenesene na zunanjega izvajalca in je za njih zadolžen neodvisen organ za zaračunavanje uporabnin in/ali dodeljevanje poti, bi bilo treba na ravni določenih oddelkov v podjetju smiselno uporabljati ustrezne določbe o finančni preglednosti in neodvisnosti upravljavcev infrastrukture.
In order to achieve efficient network management and an efficient use of infrastructure, better coordination between infrastructure managers and railway undertakings should be ensured through the use of appropriate coordination mechanisms.
Za učinkovito upravljanje omrežja in učinkovito uporabo infrastrukture bi bilo treba z uporabo ustreznih usklajevalnih mehanizmov zagotoviti boljše usklajevanje med upravljavci infrastrukture in prevozniki v železniškem prometu.
With a view to facilitating the provision of efficient and effective rail services within the Union, a European Network of Infrastructure Managers should be established, building on existing platforms.
Da bi omogočili učinkovito in uspešno opravljanje storitev železniškega prometa v Uniji, bi bilo treba vzpostaviti evropsko mrežo upravljavcev infrastrukture, ki bi temeljila na obstoječih platformah.
For the purpose of participating in this network, Member States should be free to determine which body or bodies should be considered to be their main infrastructure managers.
Za namene sodelovanja v tej mreži bi bilo treba državam članicam omogočiti, da same določijo organ ali organe, ki bi jih bilo treba šteti za njihove glavne upravljavce infrastrukture.
Given the heterogeneity of networks in terms of their size and density and the variety in the organisational structures of national, local and regional authorities and their respective experiences with the process of market opening, Member States should be allowed sufficient flexibility to organise their rail networks in such a way that open access services and services under public service contracts can be performed, in order to ensure a high quality of services readily available to all passengers.
Glede na raznolikost omrežij, kar zadeva njihovo velikost in gostoto, različne organizacijske strukture nacionalnih in lokalnih ali regionalnih organov ter izkušnje teh organov pri odpiranju trga, bi bilo treba državam članicam dopustiti dovolj prožnosti, da bi svoja železniška omrežja organizirale tako, da bi bilo mogoče izvajati storitve s prostim dostopom in storitve v okviru pogodb za opravljanje javne službe, in sicer da bi zagotovile visoko kakovost storitev, lahko dostopnih za vse potnike.
Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services might have implications for the organisation and financing of rail passenger services provided under a public service contract.
Podelitev pravice dostopa do železniške infrastrukture prevoznikom v železniškem prometu Unije za izvajanje notranjih storitev potniškega prometa v vseh državah članicah bi lahko vplivala na organizacijo in financiranje železniških storitev potniškega prometa, zagotovljenih v okviru pogodb za opravljanje javne službe.
Member States should have the option of limiting such right of access where it would compromise the economic equilibrium of those public service contracts based on a decision by the relevant regulatory body.
Države članice bi morale imeti možnost, da na podlagi odločitve ustreznega regulatornega organa takšno pravico dostopa omejijo, če bi lahko ogrozila ekonomsko ravnovesje navedenih pogodb za opravljanje javne službe.
The right of railway undertakings to be granted access to the infrastructure does not affect the possibility for a competent authority to grant exclusive rights in accordance with Article 3 of Regulation (EC) No 1370/2007 of the European Parliament and of the Council [8] or to award a public service contract directly under the conditions established in Article 5 of that Regulation.
Pravica prevoznikov v železniškem prometu, da se jim odobri dostop do infrastrukture, ne vpliva na možnost pristojnega organa, da dodeli izključne pravice v skladu s členom 3 Uredbe (ES) št. 1370/2007 Evropskega parlamenta in Sveta [8] ali da pogodbo za opravljanje javne službe sklene neposredno pod pogoji, določenimi v členu 5 navedene uredbe.
The existence of such a public service contract should not entitle a Member State to limit the right of access of other railway undertakings to the railway infrastructure concerned for the provision of rail passenger services, unless such services would compromise the economic equilibrium of the public service contract.
Država članica zaradi obstoja take pogodbe za opravljanje javne službe ne bi smela imeti pravice, da drugim prevoznikom v železniškem prometu omeji pravico dostopa do zadevne železniške infrastrukture za opravljanje storitev železniškega potniškega prometa, razen če bi te storitve ogrozile ekonomsko ravnovesje pogodbe za opravljanje javne službe.
Regulatory bodies should assess, on the basis of an objective economic analysis, whether the economic equilibrium of existing public service contracts would be compromised, following a request made by the interested parties.
Regulatorni organi bi morali na zahtevo zainteresiranih strani na podlagi objektivne ekonomske analize oceniti, ali bi bilo ekonomsko ravnovesje obstoječih pogodb za opravljanje javne službe ogroženo.
The assessment process should take into account the need to provide all market players with sufficient legal certainty to develop their activities.
Pri ocenjevanju bi morali upoštevati, da je treba vsem udeležencem na trgu zagotoviti zadostno pravno varnost, da lahko razvijajo svoje dejavnosti.
The procedure should be as simple, as efficient and as transparent as possible as well as being coherent with the process for the allocation of infrastructure capacity.
Postopek bi moral biti čim bolj enostaven, učinkovit in pregleden ter skladen s postopkom dodeljevanja infrastrukturnih zmogljivosti.
Provided that non-discriminatory access is ensured, Member States may attach specific conditions to the right of access to the infrastructure in order to allow for the implementation of an integrated timetable scheme for domestic passenger services by rail.
Pod pogojem, da je zagotovljen nediskriminatorni dostop, države članice lahko določijo posebne pogoje za pridobitev pravice dostopa do infrastrukture, da bi s tem omogočile izvajanje integriranega sistema voznih redov za storitve železniškega potniškega prometa.
The development of railway infrastructure and the improvement of the quality of rail passenger services are key priorities in the promotion of a sustainable transport and mobility system in Europe.
Razvoj železniške infrastrukture in izboljšanje kakovosti storitev železniškega potniškega prometa sta glavni prednostni nalogi pri spodbujanju trajnostnega prometnega sistema in sistema mobilnosti v Evropi.
In particular, the development of a high-speed rail network has the potential to create better and faster connections between Europe's economic and cultural centres.
Z razvojem železniškega omrežja za visoke hitrosti bi lahko zlasti vzpostavili boljše in hitrejše povezave med gospodarskimi in kulturnimi središči Evrope.
High-speed rail services link people and markets in a fast, reliable, environmentally friendly and cost-effective way and encourage a shift of passengers to rail.
Storitve železniškega prometa visokih hitrosti ljudem in trgom omogočajo hitro, zanesljivo, okolju prijazno in stroškovno učinkovito povezovanje ter spodbujajo potnike, naj začnejo uporabljati železniški prevoz.
It is therefore of particular importance to encourage both public and private investment in high speed rail infrastructure, to create favourable conditions for a positive return on investment, and to maximise the economic and social benefits from such investments.
Zato je posebej pomembno spodbujati tako javne kot zasebne naložbe v železniško infrastrukturo za visoke hitrosti, da bi ustvarili ugodne razmere za pozitivno donosnost naložb ter kar najbolje izkoristili gospodarske in družbene koristi takih naložb.
It should remain possible for Member States to opt for different ways of promoting investment in high speed rail infrastructure and the use of high speed lines.
Države članice bi morale imeti še naprej možnost, da se odločijo za različne načine spodbujanja naložb v železniško infrastrukturo za visoke hitrosti in uporabo prog za visoke hitrosti.
With a view to developing the market for high-speed passenger services, promoting optimal use of available infrastructure, and in order to encourage the competitiveness of high-speed passenger services resulting in beneficial effects for passengers, open access for high-speed passenger services should be limited only in specific circumstances and following an objective economic analysis by the regulatory body.
Da bi razvili trg storitev potniškega prometa visokih hitrosti ter spodbujali optimalno uporabo razpoložljive infrastrukture in konkurenčnost storitev potniškega prometa visokih hitrosti, kar bi imelo pozitivne posledice za potnike, bi bilo treba odprt dostop do storitev potniškega prometa visokih hitrosti omejiti le v posebnih okoliščinah in na podlagi objektivne ekonomske analize regulatornega organa.
In order to enable passengers to access the data needed to plan journeys and to book tickets within the Union, common information and through-ticketing systems that have been developed by the market should be promoted.
Da bi potnikom omogočili dostop do podatkov, ki jih potrebujejo za načrtovanje poti in rezervacijo vozovnic v Uniji, bi bilo treba spodbujati uporabo skupnih informacijskih sistemov in sistemov za izdajanje vozovnic, veljavnih za vse proge, ki so bili razviti na trgu.
Given the importance of promoting seamless public transport systems, railway undertakings should be encouraged to work on the development of such systems, making multimodal, cross-border and door-to-door mobility options possible.
Glede na pomen spodbujanja neprekinjenih sistemov javnega prevoza bi bilo treba prevoznike v železniškem prometu spodbujati k razvijanju takšnih sistemov, s čimer bi se omogočile multimodalne in čezmejne možnosti ter možnosti za mobilnost od vrat do vrat.
Through-ticketing systems should be interoperable and non-discriminatory.
Sistemi za izdajanje vozovnic, ki veljajo za vse proge, bi morali biti interoperabilni in nediskriminatorni.
Railway undertakings should contribute to the development of such systems by making available in a non-discriminatory manner and in an interoperable format all relevant data necessary to plan journeys and book tickets.
Prevozniki v železniškem prometu bi morali k razvoju takšnih sistemov prispevati tako, da bi vse ustrezne podatke, potrebne za načrtovanje poti in rezervacijo vozovnic, dali na voljo nediskriminatorno in v interoperabilni obliki.
Member States should ensure that such systems do not discriminate between railway undertakings and that they respect the need to ensure the confidentiality of commercial information, the protection of personal data and compliance with competition rules.
Države članice bi morale zagotoviti, da takšni sistemi ne diskriminirajo med prevozniki v železniškem prometu ter da upoštevajo potrebo po zagotavljanju zaupnosti poslovnih informacij, varstva osebnih podatkov in spoštovanja pravil o konkurenci.
The Commission should monitor and report on the development of such systems and, where appropriate, submit legislative proposals.
Komisija bi morala spremljati in poročati o razvoju teh sistemov ter po potrebi predložiti zakonodajne predloge.
Member States should ensure that the provision of railway services reflects requirements linked to the guarantee of adequate social protection, whilst ensuring smooth progress towards the completion of the single European railway area.
Države članice bi morale zagotoviti, da so pri opravljanju storitev železniškega prometa upoštevane zahteve v zvezi z zagotavljanjem ustrezne socialne zaščite, obenem pa bi morale poskrbeti za nemoten napredek pri vzpostavljanju enotnega evropskega železniškega območja.
In this context, obligations arising in accordance with national law from binding collective agreements or agreements concluded between social partners and relevant social standards should be respected.
Pri tem bi bilo treba spoštovati obveznosti, ki v skladu z nacionalno zakonodajo izhajajo iz zavezujočih kolektivnih pogodb ali sporazumov, sklenjenih med socialnimi partnerji, in ustrezne socialne standarde.
Those obligations should be without prejudice to Union legislation in the field of social and labour law.
Te obveznosti ne bi smele posegati v zakonodajo Unije na področju socialnega in delovnega prava.
The Commission should actively support the work undertaken by the sectoral social dialogue on railways.
Komisija bi morala dejavno podpirati prizadevanja v okviru sektorskega socialnega dialoga o železnicah.
In the framework of the ongoing review of Directive 2007/59/EC of the European Parliament and of the Council [9], the Commission should assess whether new legislative acts on the certification of on-board railway staff are necessary.
Komisija bi morala v okviru že začetega pregleda Direktive 2007/59/ES Evropskega parlamenta in Sveta [9] oceniti, ali so potrebni novi zakonodajni akti o izdajanju spričeval za vlakovno osebje.
Member States should be free to decide on the appropriate financing strategies to accelerate the deployment of the European Train Control System (ETCS), and in particular whether to apply differentiation of track access charges.
Države članice bi morale imeti možnost, da same odločajo o ustreznih finančnih strategijah za pospešitev vgradnje evropskega sistema za nadzor vlakov (ETCS), zlasti o uporabi diferenciranih uporabnin za dostop do tirov.
Infrastructure managers should cooperate concerning incidents or accidents with an impact on cross-border traffic with a view to sharing any relevant information enabling swift restoration of normal traffic.
Upravljavci infrastrukture bi morali v zvezi z incidenti ali nesrečami, ki vplivajo na čezmejni promet, med seboj sodelovati, da bi si izmenjali vse pomembne informacije, ki bi omogočile hitro obnovitev normalnih prometnih razmer.
With a view to achieving the objectives of the single European railway area, regulatory bodies should cooperate to ensure non-discriminatory access to rail infrastructure.
Da bi izpolnili cilje enotnega evropskega železniškega območja in zagotovili nediskirminatorni dostop do železniške infrastrukture, bi morali regulatorni organi med seboj sodelovati.
In particular, it is essential that regulatory bodies cooperate where matters concerning international rail services or bi-national rail infrastructure require decisions of two or more regulatory bodies, for the purpose of coordinating their decision-making, with a view to avoiding legal uncertainty and ensuring the efficiency of international rail services.
Bistveno je zlasti sodelovanje regulatornih organov pri zadevah v zvezi s storitvami mednarodnega železniškega prometa ali železniško infrastrukturo dveh držav, pri katerih so potrebne odločitve dveh ali več regulatornih organov, in sicer zaradi usklajevanja pri sprejemanju svojih odločitev, da bi se izognili pravni negotovosti in zagotovili učinkovitost storitev mednarodnega železniškega prometa.
In the process of opening national rail markets to competition by granting access to the networks to every railway undertaking, Member States should have a sufficient transitional period to adapt their national law and organisational structures.
V procesu odpiranja nacionalnih trgov železniških storitev konkurenci z odobritvijo dostopa do omrežij vsem prevoznikom v železniškem prometu bi morale imeti države članice na voljo zadostno prehodno obdobje za prilagoditev nacionalnega prava in organizacijskih struktur.
As a consequence, Member States should be able to maintain their existing national rules on market access until the end of the transitional period.
Države članice bi zato morale imeti možnost, da veljavne nacionalne predpise o dostopu do trga ohranijo do konca prehodnega obdobja.
In accordance with the Joint Political Declaration of 28 September 2011 of Member States and the Commission on explanatory documents [10], Member States have undertaken to accompany, in justified cases, the notification of their transposition measures with one or more documents explaining the relationship between the components of a Directive and the corresponding parts of national transposition instruments.
Države članice so se v skladu s Skupno politično izjavo z dne 28. septembra 2011 držav članic in Komisije o obrazložitvenih dokumentih [10] zavezale, da bodo v utemeljenih primerih uradnemu obvestilu o svojih ukrepih za prenos priložile enega ali več dokumentov, v katerih bodo pojasnile razmerje med sestavnimi deli direktive in ustreznimi deli nacionalnih instrumentov za prenos.
With regard to this Directive, the legislator considers the transmission of such documents to be justified,
Zakonodajalec meni, da je posredovanje takih dokumentov v primeru te direktive upravičeno –
Directive 2012/34/EU is amended as follows:
Direktiva 2012/34/EU se spremeni:
in paragraph 3, the introductory wording is replaced by the following:
v odstavku 3 se uvodno besedilo nadomesti z naslednjim:
Member States may exclude the following from the application of Articles 7, 7a, 7b, 7c, 7d, 8 and 13 and Chapter IV:’;
Države članice lahko iz uporabe členov 7, 7a, 7b, 7c, 7d, 8 in 13 ter poglavja IV izvzamejo:“;
Member States may exclude the following from the application of Articles 7, 7a, 7b, 7c, 7d and 8:
Države članice lahko iz uporabe členov 7, 7a, 7b, 7c, 7d in 8 izvzamejo: