natgillin/translations-raw huggingface dataset:
E. ker je namen direktive 2002/15/ES vzpostaviti minimalne predpise o ureditvi delovnega časa za izboljšanje varstva zdravja in varnosti oseb, ki opravljajo spremljevalne dejavnosti v cestnem prometu, povečati varnost v cestnem prometu in uskladiti konkurenčne pogoje,
E. whereas the aim of Directive 2002/15/EC is to establish minimum requirements in relation to the organisation of working time in order to improve the health and safety protection of persons performing mobile road transport activities, to improve road safety and to align conditions of competition,
F. ker je direktiva 2002/15/ES začela veljati 23. marca 2002, države članice pa so imele za izvedbo njenih določb na voljo tri leta (do 23. marca 2005), kljub temu pa je večina ni prenesla v svojo zakonodajo v predvidenem prehodnem obdobju treh let,
F. whereas Directive 2002/15/EC came into force on 23 March 2002 and gave Member States three years, until 23 March 2005, to implement its provisions, and yet most Member States failed to transpose the Directive during that three-year transitional period,
G. ker nekatere države članice dve leti po izteku prehodnega obdobja za prenos direktive 2002/15/ES še vedno niso prenesle vseh njenih določb;
G. whereas, two years after the end of the transitional period for the transposition of Directive 2002/15/EC, some Member States still have not transposed all of its provisions,
H. ker so samozaposleni vozniki vsaj do 23. marca 2009 izvzeti s področja uporabe direktive 2002/15/ES,
H. whereas self-employed drivers are excluded from the scope of Directive 2002/15/EC until at least 23 March 2009,
I. ker je Komisija v svojem poročilu o posledicah izvzetja samozaposlenih voznikov s področja uporabe direktive 2002/15/ES navedla prednosti, pa tudi slabosti vključitve ali izvzetja teh voznikov, vendar ni podala dokončnih sklepov,
I. whereas the Commission report on the consequences of excluding self-employed drivers from the scope of Directive 2002/15/EC sets out the advantages and disadvantages of both including and excluding self-employed drivers, but without reaching any final conclusions,
J. ker je Parlament večkrat poudaril, da je treba obravnavati zlorabe v panogi, saj je veliko delavcev lažno uvrščenih v kategorijo samozaposlenih voznikov,
J. whereas Parliament has on various occasions pointed to the importance of addressing the industry malpractice of classifying many employees falsely as self-employed drivers,
K. ker je treba v cestnoprometnem sektorju odpraviti neenakosti med državami članicami in prispevati k zagotavljanju lojalne konkurence z vključitvijo samozaposlenih voznikov,
K. whereas it is important to eliminate disparities between the Member States and to help to ensure fair competition in the road transport sector by including self-employed drivers,
L. ker je treba ohraniti usklajenost s področjem uporabe uredbe (EGS) št. 3820/85, o trajanju vožnje in času počitka, ki ne dela razlik med vozniki,
L. whereas it is important for the scope of Regulation (EEC) No 3820/85 to remain consistent with regard to the length of driving time and rest periods, with no distinction between drivers,
M. ker bo omejitev delovnega časa v cestnoprometnem sektorju precej bolj pozitivno vplivala na varnost v cestnem prometu, če bo veljala tudi za samozaposlene voznike,
M. whereas restricting working time in the road transport sector will have much greater benefits in terms of road safety if self-employed drivers are included,
N. ker vključitev samozaposlenih delavcev nikakor ne zmanjša njihovih zmogljivosti, niti potrebe po opravljanju upravnih nalog ali poslovnem upravljanju, saj je delovni čas v direktivi 2002/15/ES omejen na dejavnosti, ki so neposredno povezane s cestnim prometom,
N. whereas the inclusion of self-employed drivers will not detract from their capacity or the need to perform administrative or managerial duties for their company, since, for the purposes of Directive 2002/15/EC, working time is confined to activities related directly to road transport,
O. ker se velika večina socialnih akterjev, zastopanih v Evropskem ekonomsko-socialnem odboru, strinja z vključitvijo samozaposlenih voznikov, da bi s tem zagotovili enako obravnavanje vseh delavcev v tem sektorju, preprečili izkrivljanje konkurence in spodbujali boljše delovne razmere,
O. whereas the social actors represented on the European Economic and Social Committee are broadly in agreement on including self-employed workers, so as to ensure equal treatment for all workers in the sector, prevent distortions of competition and promote better working conditions,
P. ker je Sodišče Evropskih skupnosti zelo jasno potrdilo, da je člen 71 pogodbe ES ustrezna in zadostna pravna podlaga, na osnovi katere se lahko direktiva 2002/15/ES uporablja za samozaposlene voznike, in sicer zato, ker prispeva k ciljem varnosti v cestnem prometu in približevanja konkurenčnih pogojev,
P. whereas the Court of Justice of the European Communities has clearly established that Article 71 of the EC Treaty offers a sufficient legal basis for applying Directive 2002/15/EC to self-employed workers, precisely because it contributes to the objectives of road safety and the approximation of conditions of competition,
Q. ker Komisija v omenjenem sporočilu in poročilu o posledicah izvzetja samozaposlenih voznikov s področja uporabe direktive 2002/15/ES opozarja, da nekatere države članice še vedno niso prenesle in ne izvajajo navedene direktive, pa tudi nekaterih drugih socialnih določb, ki zadevajo cestnoprometni sektor,
Q. whereas the abovementioned Commission Communication and Commission report on the consequences of excluding self-employed drivers from the scope of Directive 2002/15/EC reflect the continuing concern at the delays in transposing and applying Directive 2002/15/EC in some Member States, as well as other social legislation in the road transport sector,
1. obžaluje, da so pri uporabi in izvajanju uredbe (EGS) št. 3820/85 še vedno zelo velike razlike; ugotavlja, da si morajo države članice bolj prizadevati za zagotovitev učinkovitega in enotnega izvajanja izboljšanih socialnih določb;
Regrets that considerable differences still remain in the application and enforcement of Regulation (EEC) No 3820/85; notes that Member States must step up their efforts to guarantee efficient and uniform implementation of the improved social provisions;
3. poudarja, da direktiva 2002/15/ES določa minimalne zahteve in njen prenos ne sme povzročiti nižje ravni varstva delavcev ali manjše skladnosti z ugodnejšimi pogoji v nekaterih državah članicah, ki izhajajo iz splošne zakonodaje o zaposlovanju ali kolektivnih pogodb;
Points out that Directive 2002/15/EC establishes minimum requirements and its transposition must not lead to a lower level of protection for workers or less compliance with more favourable conditions in certain Member States resulting from general employment legislation or collective agreements,
5. poziva Komisijo, naj v skladu z načrti vsako drugo leto pripravi poročilo o izvajanju direktive 2002/15/ES, čeprav je nekatere države članice še niso prenesle v svojo nacionalno zakonodajo;
Calls on the Commission to draw up the implementation reports required under Directive 2002/15/EC at the two-yearly intervals laid down, even though some Member States have not yet transposed the Directive's provisions into national law;
UL C 175, 27.7.2007, str.
OJ C 175, 27.7.2007, p.
11. poziva Komisijo, naj v navedeni uradni oceni v celoti upošteva stališče in argumente Parlamenta za popolno vključitev samozaposlenih delavcev v področje uporabe direktive 2002/15/ES;
11.Calls on the Commission, when drawing up the abovementioned official impact assessment, to give full consideration to the position expressed by Parliament and to its arguments for the full inclusion of self-employed drivers within the scope of Directive 2002/15/EC;
13. poziva Komisijo, naj dovolj zgodaj predstavi potrebne pobude, da bo lahko začela direktiva 2002/15/ES 23. marca 2009 v vseh delih v celoti veljati, in da bi veljala tudi za samozaposlene delavce;
Calls on the Commission to submit the relevant measures sufficiently well in advance to ensure that Directive 2002/15/EC as a whole, including all its elements, can enter fully into force on 23 March 2009 and that its scope is extended to include self-employed workers;
16. poziva države članice in Komisijo, naj informacije in poročila o izvajanju, izdelana na podlagi teh informacij, predložijo veliko hitreje, tako da bodo po analizi izvajanja lahko čim prej opravljeni morebitni pravni popravki;
Calls on the Member States and the Commission to submit the information, and the implementation reports based on that information, more rapidly, so that any necessary legal corrections arising from the analysis of the implementation may be addressed without further ado;
18. naroči svojemu predsedniku, naj to resolucijo posreduje Svetu, Komisiji ter vladam in parlamentom držav članic, Evropskemu ekonomsko-socialnemu odboru in Odboru regij.
Instructs its President to forward this resolution to the Council, the Commission, the governments and parliaments of the Member States, the European Economic and Social Committee and the Committee of the Regions.
Cestni promet je ena od gospodarskih dejavnosti s ključno vlogo v Evropi.
Road transport is one of the economic activities that plays a crucial role in Europe.
Je dinamičen in razvijajoč se sektor, ki je za Evropo zelo pomemben, saj je na celotnem ozemlju EU v njem neposredno zaposlenih več kot 3 milijone delavcev.
It is a dynamic and expanding sector which is very important in terms of jobs, directly employing more than three million persons in the Union as a whole.
Na žalost pa v državah članicah prenos in upoštevanje socialne zakonodaje za ta sektor, zlasti pravil o ureditvi delovnega časa ter časa vožnje in počitka, še zdaleč nista zadovoljiva, to pa povzroča tveganje za cestnoprometno varnost ter zdravje in varnost voznikov, kot opozarja Parlament.
Unfortunately, transposal of and compliance with social legislation in this sector at national level, and specifically the rules governing working time, driving hours and rest periods, leave much to be desired, with the threat this poses to road safety and the health and safety of drivers, as pointed out by Parliament.
Poleg tega so zaradi močne konkurence v cestnoprometnem sektorju, pa tudi v drugih prometnih sektorjih, potrebna jasna pravila ter učinkoviti nadzorni in kazenski postopki, da nespoštovanje pravil Skupnosti ne bi ogrozilo načela lojalne konkurence, ki je osnovi pogoj za usklajeno in racionalno delovanje tega sektorja na skupnem evropskem prostoru.
Furthermore, the fierce competition within the sector and with other transport sectors means that clear rules and effective controls and sanctions are needed to ensure that failure to comply with common rules does not serve to undermine the principle of fair competition, which is vital to the orderly and rational functioning of the sector within the European economic area.
Upoštevanje pogojev lojalne konkurence in strogo spoštovanje pravil o trajanju vožnje, dela in počitka sta dve plati iste medalje: gre za temeljna pogoja za zagotovitev varnosti državljanov Evropske unije v cestnem prometu, pa tudi zdravja in varnosti voznikov pri prevozu ljudi in tovora.
Respect for fair competition and full compliance with the rules on driving, working time and rest periods are two sides of the same coin and are basic requirements for ensuring at one and the same time the road safety of European citizens and the health and safety of passenger and freight transport drivers.
Da bi rešili te pomembne in težavne izzive, je bila izdelana obsežna zakonodaja, ki ni vedno tako jasna in usklajena, kot bi bilo treba, predvsem pa je države članice niso vedno dovolj skrbno prenesle v nacionalno zakonodajo in je izvajale v prometnem sektorju.
In order to meet these important and difficult challenges, a substantial body of law has been established, although it is not always as clear and consistent as it should be and above all has not always been diligently transposed into national law and implemented in the transport sector by all Member States.
Področje urejata dva zakonodajna sistema, ki nista vedno skladna.
There are two blocks of legislation, which do not always run in parallel.
Prvi je običajno v domeni parlamentarnega Odbora za promet in turizem ter zadeva čas vožnje in počitka, in na tem področju je bila sprejeta nova zakonodaja
The first is usually the domain of Parliament’s Committee on Transport and Tourism and concerns driving hours and rest periods, an area in which new legislation has been adopted
Uredba (ES) št. 561/2006 Evropskega parlamenta in Sveta z dne 15. marca 2006 o usklajevanju določene socialne zakonodaje v zvezi s cestnim prometom in spremembi uredb Sveta (EGS) št. 3821/85 in (ES) št. 2135/98 ter razveljavitvi Uredbe Sveta (EGS) št. 3820/85 (UL L 102, 11.4.2006, str.
Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006, on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (CEE) No 3820/85 (OJ L 102, 11.4.
Drugi zadeva ureditev delovnega časa oseb, ki opravljajo spremljevalne dejavnosti v cestnem prometu, iz direktive 2002/15/ES z dne 11. marca 2002, za katero je pristojen Odbor za zaposlovanje in socialne zadeve in je predmet tega poročila.
The second concerns the organisation of the working time of persons performing mobile road transport activities (Directive 2002/15/CE of 11 March 2002), which is being dealt with by the Committee on Employment and is the main focus of this report.
Cilje za zagotavljanje zdravja in varnosti iz direktive 2002/15/ES še vedno ovirata dve težavi.
The health and safety objectives pursued by Directive 2002/15/EC are plagued by two types of problem:
Prva izhaja iz pomanjkljivega prenosa te direktive v nacionalno zakonodajo.
Firstly, the shortcomings in transposing the legislation into national law.
Za uporabo določb te direktive so imele države članice na voljo tri leta po začetku veljavnosti, in sicer do 23. marca 2005.
The Member States had until 23 March 2005, three years after the entry into force of the directive, to implement its provisions.
Vendar do tega dne tretjina držav članic te obveznosti ni uresničila, štiri izmed njih pa še danes niso sporočile, katere ukrepe za prenos te direktive so sprejele.
By that date, one third of the Member States had failed to do so and even now four of them have failed to submit transposal measures.
Zato Komisija meni, da ne more objaviti prvega poročila o izvajanju te direktive, kar bi morala storiti marca 2007.
As a result, the Commission considers that it is not in a position to publish its first two-yearly implementation report, which was due in March 2007.
Druga težava je v tem, da so samozaposlene osebe še vedno v negotovem položaju in še vedno niso zajete v področje uporabe te direktive, čeprav je Parlament to zahteval.
Secondly, there is still uncertainty surrounding the inclusion of self-employed drivers within the scope of the directive, as called for by Parliament.
To še ni uresničeno in je bilo uspešno izborjeno šele po napornem spravnem postopku s Svetom.
This is still not a reality and was only agreed after arduous conciliation with the Council.
23. marca je Komisija objavila zahtevano poročilo o posledicah izvzetja samozaposlenih voznikov iz področja uporabe direktive 2002/15/ES (KOM(2007)266).
On 23 May 2007, the Commission published the report it was required to produce on the consequences of the exclusion of self-employed drivers from the scope of the Directive 2002/15/EC (COM(2007)266).
V njem bi morala pojasniti obseg potrebnih zakonodajnih ukrepov, da bi bili samozaposleni vozniki s 23. marcem 2009 vključeni v direktivo 2002/15/ES v skladu z njenim členom 2(1).
The report was intended to clarify the scope of the legislative measures the Commission needs to propose to ensure that self-employed drivers can be included within its scope by 23 March 2009, as provided for in Article 2(1) of Directive 2002/15/EC.
Vendar Komisija v svojem poročilu meni, da predloga še ne more vložiti in da mora poglobiti svojo oceno ob upoštevanju drugih elementov, kot je nova uredba 2006/561/ES o času vožnje in počitka.
However, the Commission report concluded that it was not yet in a position to introduce the required proposal and that further impact assessment was required, taking into account other elements such as the new Regulation (EC) No 561/2006 on driving time and rest periods.
Ob branju poročila je mnogim jasno, da Komisija vključitve samozaposlenih voznikov v direktivo ne zagovarja več z enako vnemo in da je ekonomski vidik prevladal nad socialnim ali je celo v nasprotju z njim.
Many have seen the report as an indication that the Commission is no longer supporting the inclusion of self-employed drivers as strongly as it did in the past, and that economic considerations are at odds with or taking precedence over social ones.
Predsednik Odbora za zaposlovanje in socialne zadeve Jan Andersson je 21. junija in 29. oktobra 2007 v imenu odbora komisarju Vladimirju Spidli in podpredsedniku Jacquesu Barrotu poslal uradno sporočilo, v katerem je izrazil zadovoljstvo, ker Komisija še vedno meni, da bi zmanjšanje delovnega časa v cestnoprometnem sektorju, tudi za samozaposlene voznike, pozitivno vplivalo na varnost v cestnem prometu.
On 21 June 2007 and 29 October 2007, Chairman Jan Andersson sent an official communication to Commissioner Vladimir Spidla and Vice-President Jacques Barrot, on behalf of the Committee on Employment, expressing satisfaction that ‘the Commission continues to believe that a reduction in working time for the sector as a whole, including self-employed drivers, will have a positive impact on road safety’.
V zaključku je poudaril, da je treba ohraniti skladnost z uredbo o času vožnje in počitka, da ne bi prišlo do razdrobitve sektorja zaradi kategorizacije velikega števila (lažnih) samozaposlenih voznikov in da bi se z izvajanjem direktive na celotnem cestnoprometnem sektorju zagotovila lojalna konkurenca.
The letter closed by pointing out that ‘it is important to remain consistent with the Regulation on driving time and rest periods, prevent fragmentation of the industry caused by the classification of many workers (falsely) as self-employed drivers, so as to ensure fair competition through implementation of the directive across the road transport sector’.
Komisar Barrot je v odgovoru navedel, da v razpoložljivi študiji ni dokončnega sklepa glede vključitve ali izvzetja samozaposlenih delavcev, zato je treba razpravo o tem vprašanju poglobiti.
Vice-President Barrot replied to the letter and said that the available study had not reached a final conclusion on whether self-employed drivers should be included or excluded and that further examination of the question was needed.
V skladu s tem se je začela opravljati ustrezna ocena učinkov v zvezi s tremi možnimi izidi:
Accordingly, an official impact assessment study had been launched into three possible options:
A. direktiva ostane nespremenjena, kar pomeni, da bodo s 23. marcem 2009 vanjo v celoti in avtomatsko vključeni samozaposleni delavci;
A. maintaining the directive as it stands, with full and automatic inclusion of self-employed drivers with effect from 23 March 2009;
B. v direktivo se vključijo določbe, s katerimi bodo v področje uporabe zajete „lažne“ samozaposlene osebe, samozaposleni delavci pa bodo še naprej izvzeti;
B. strengthening the directive through provisions to ensure that so-called ‘bogus self-employed drivers’ are included within the scope of the Directive, while genuine self-employed drivers are excluded;
C. področje uporabe direktive se razširi na vse samozaposlene voznike, razen tistih, ki opravljajo le dejavnosti v prometnem sektorju znotraj države.
C. extending the scope of the Directive to all self-employed drivers except for those engaged solely in national transport activities.
Glede na pretečen čas mora Parlament nujno podati mnenje iz dveh razlogov – da bi direktiva začela veljati še pred koncem tega zakonodajnega obdobja v vsej Evropi in da bi Komisijo opozoril, da je vedno zagovarjal vključitev vseh delavcev v cestnoprometnem sektorju v zakonodajo o ureditvi delovnega časa, saj bi lahko le tako učinkovito in istočasno zagotovili:
In view of the time which has elapsed, Parliament needs to give its views with the dual aim of ensuring that the directive is fully in force across Europe before the end of the current term of office and that the Commission bears in mind that Parliament advocated firm support for the inclusion of all workers in the sector within the organisation of working time, as the only way of effectively and simultaneously safeguarding:
- varnost v cestnem prometu,
- road safety
- zdravje in varnost voznikov,
- health and safety of drivers
- lojalno konkurenco v cestnoprometnem sektorju in v skupnem evropskem prostoru.
- fair competition within the sector and across the common European area.
o izvajanju socialne zakonodaje v cestnem prometu
on Implementation of the social legislation relating to road transport
Odbor za promet in turizem poziva odbor za zaposlovanje in socialne zadeve kot pristojni odbor, da v svoj predlog resolucije vključi naslednje pobude:
The Committee on Transport and Tourism calls on the Committee on Employment and Social Affairs, as the committee responsible, to incorporate the following suggestions in its motion for a resolution:
A. ker nekatere države članice niso pravočasno posredovale obveznih informacij o nadzorni in izvajalski dejavnosti v obdobju 2003–2004 v skladu z Uredbo Sveta (EGS) št. 3820/85 z dne 20. decembra 1985 o usklajevanju določene socialne zakonodaje v zvezi s cestnim prometom
A. whereas some Member States failed to supply the required information on inspection and enforcement activities in 2003-2004 under Council Regulation (EEC) No 3820/85 of 20 December 1985 on the harmonization of certain social legislation relating to road transport
1. , zaradi česar je bilo poročilo Komisije o izvajanju te uredbe v tem obdobju ( KOM(2007)0622 ) predstavljeno s polletno zamudo,
1. within the time limits, so that the Commission’s report on the implementation of that Regulation during the period in question ( COM(2007)0622 )) was submitted one and a half years late,
B. ker bo treba v naslednjem dveletnem poročilu prvič vključiti podatke o izvajanju Direktive 2002/15/ES Evropskega parlamenta in Sveta z dne 11. marca 2002 o urejanju delovnega časa oseb, ki opravljajo spremljevalne dejavnosti v cestnem prometu
B. whereas the next biennial report will have to include, for the first time, information on the implementation of Directive 2002/15/EC of the European Parliament and of the Council of 11 March 2002 on the organisation of the working time of persons performing mobile road transport activities
UL L 80, 23.03.02, str.
OJ L 80, 23.3.2002, p.
C. ker je pet držav članic (Belgija, Nemčija, Francija, Luksemburg in Avstrija) v obdobju 2003–2004 povečalo število preverjenih delovnih dni; v drugih državah članicah se je število teh dni zmanjšalo, na Portugalskem in Švedskem pa je še vedno pod predpisanim minimalnim številom,
C. whereas five Member States (Belgium, Germany, France, Luxembourg and Austria) increased the number of working days checked in 2003-2004, while the number of such days checked fell in the other Member States, with Portugal and Sweden remaining below the prescribed minimum,
1. obžaluje, da so pri uporabi in izvajanju Uredbe (EGS) št. 3820/85 še vedno zelo velike razlike; ugotavlja, da si morajo države članice bolj prizadevati za zagotovitev učinkovitega in enotnega izvajanja izboljšanih socialnih določb;
Regrets that continuing considerable differences still remain in the application and enforcement of Regulation (EEC) No 3820/85; notes that Member States must step up their efforts to guarantee efficient and uniform implementation of the improved social provisions;