natgillin/translations-raw huggingface dataset:
3. ciljne rezultate, naravnane k uporabnikom, v obliki kazalnikov in meril kakovosti, ki zajemajo:
3. user-oriented performance targets, in the form of indicators and quality criteria covering:
(a) učinkovitost vlakov in zadovoljstvo strank,
(a) train performance and customer satisfaction;
(a) učinkovitost vlakov in zadovoljstvo strank, zlasti učinek kakovosti infrastrukture na zanesljivost vlakov;
(a) train performance and customer satisfaction , in particular the effect of infrastructure quality on train reliability;
(b) zmogljivost omrežja,
(b) network capacity,
(b) zmogljivost omrežja in razpoložljivost infrastrukture,
(b) network capacity and the availability of infrastructure,
(c) upravljanje s premoženjem,
(c) asset management,
(d) obseg dejavnosti,
(d) activity volumes,
(e) stopnje varnosti in
(e) safety levels, and
(f) varstvo okolja;
(f) environmental protection;
4. obseg morebitnega zaostanka pri vzdrževanju, odhodke, ki so predvideni za reševanje teh zaostankov ter sredstva, ki se bodo umaknila iz uporabe in zato sprožila drugačne finančne tokove;
4. the amount of possible maintenance backlog, the expenditure earmarked for dealing with it and the assets which will be phased out of use and therefore trigger different financial flows;
5. spodbude v skladu s členom 30(1);
5. the incentives in accordance with Article 30(1);
6. minimalne obveznosti poročanja za upravljavca infrastrukture glede vsebine in pogostosti poročanja, vključno z informacijami, ki se jih objavlja letno;
6. minimum reporting obligations for the infrastructure manager in terms of content and frequency of reporting, including information to be published annually;
7. mehanizem, ki zagotavlja, da se pomemben delež zmanjšanja stroškov prenese na uporabnike v obliki znižane ravni uporabnin;
7. a mechanism that ensures that a significant share of cost reductions is passed on to users in the form of a reduced level of charges;
7. mehanizem, ki zagotavlja, da se pomemben delež zmanjšanja stroškov prenese na uporabnike v obliki znižane ravni uporabnin v skladu z zahtevami iz člena 30(1), ne da bi se ogrožalo usklajevanje finančnih izkazov upravljavca infrastrukture, kot je predvideno v členu 8(4) ;
7. a mechanism that ensures that a significant share of cost reductions is passed on to users in the form of a reduced level of charges , in accordance with the requirements of Article 30(1), without compromising the balancing of the infrastructure manager's accounts as required under Article 8(4);
8. dogovorjeno trajanje pogodbe, ki je usklajeno in časovno sovpada s trajanjem poslovnega načrta upravljavca infrastrukture, koncesije ali licence, ter okvir za določanje uporabnin in predpise, ki jih določi država;
8. the agreed duration of the agreement, which shall be synchronised and consistent with the duration of the infrastructure manager's business plan, concession or licence, and the charging framework and rules set by the State;
9. pravila za ravnanje v primerih velikih motenj v obratovanju in v izrednih razmerah , vključno z minimalno ravnjo zagotavljanja storitev v času morebitnih stavk in predčasne prekinitve pogodbe, ter pravila za informiranje uporabnikov;
9. rules for dealing with major disruptions of operations and emergency situations, including a minimum service level in case of strikes, if any, and early termination of the contractual agreement, and information of users;
9. pravila za ravnanje v primerih velikih motenj v obratovanju in v izrednih razmerah in predčasne prekinitve pogodbe, ter pravila za pravočasno informiranje uporabnikov;
9. rules for dealing with major disruptions of operations and emergency situations, and early termination of the contractual agreement, and timely information of users;
10. popravne ukrepe v primeru neizpolnjevanja pogodbenih obveznosti katere izmed strank; to vključuje pogoje in postopke za ponovno pogajanje in predčasno prekinitev, vključno z vlogo regulatornega organa.
10. remedial measures to be taken if either of the parties is in breach of its contractual obligations; this includes conditions and procedures for renegotiation and early termination, including the role of the regulatory body.
Priloga VIII – točka 1
Annex VIII – point 1
Zahteve glede stroškov in uporabnin v zvezi z železniško infrastrukturo
Requirements for costs and charges related to railway infrastructure
(iz členov 31(3) in (5); 32(1) in (3) in člena 35)
(referred to in Articles 31(3) and (5); 32(1) and (3) and Article 35)
Neposredni stroški izvajanja železniške prevozne storitve iz člena 31(3), ki so povezani z obrabo infrastrukture, ne zajemajo naslednjih postavk:
Direct costs of the train service referred to in Article 31(3), which are related to infrastructure wear and tear, shall exclude the following items:
(a) režijskih stroškov po vsem omrežju , vključno s plačami in pokojninami ,
(a) Network-wide overhead costs , including salaries and pensions ;
(a) režijskih stroškov po vsem omrežju,
(a) Network-wide overhead costs;
(b) obresti, ki se jih plača za kapital;
(b) Interest payable on capital;
(c) več kot desetine stroškov povezanih z načrtovanjem voznega reda, dodeljevanjem vlakovnih poti, vodenjem prometa, odpravo in signaliziranjem vožnje vlaka;
(c) More than one tenth of costs related to scheduling, train path allocation, traffic management, dispatching and signalling of a train run;
(d) amortizacije informacijske, komunikacijske in telekomunikacijske opreme;
(d) Depreciation of information, communication or telecommunication equipment;
(e) stroškov v zvezi z upravljanjem nepremičnin, zlasti pridobivanjem, prodajo, demontažo, dekontaminacijo, ponovno kultivacijo ali najemanjem zemljišč oziroma drugih osnovnih sredstev;
(e) Costs related to real estate management, in particular acquisition, selling, dismantling, decontamination, recultivation or renting of land or other fixed assets;
(f) socialnega skrbstva, šol, vrtcev , restavracij ;
(f) Social services, schools, kindergartens , restaurants ;
(g) stroškov, povezanih z višjo silo, nesrečami ali motnjami v storitvah.
(g) Costs related to acts of God, accidents, service disruptions.
Če neposredni stroški povprečno za celotno omrežje presegajo 35 % povprečnih stroškov za vzdrževanje, upravljanje in obnavljanje omrežja, izračunanih na podlagi opravljenih vlakovnih kilometrov, mora upravljavec infrastrukture tako stanje podrobno obrazložiti regulatornemu organu.
When direct costs exceed, on a network-wide average, 35 % of average costs of maintaining, managing and renewing the network calculated on the basis of a train kilometer run, the infrastructure manager shall justify this in detail to the regulatory body.
Povprečni stroški, ki se izračunajo v ta namen, ne zajemajo stroškov iz točk (e), (f) ali (g).
The average costs calculated for this purpose shall exclude cost elements referred to in points (e), (f) or (g).
Priloga VIII – odstavek 3
Annex VIII – paragraph 3
Upravljavec infrastrukture regulatornemu organu dokaže, da vsaka železniška prevozna storitev lahko plača pribitke v skladu s členom 32(1) , pri tem pa vsaka storitev, navedena pod posamezno izmed naslednjih točk, pripada različnemu tržnemu delu :
The infrastructure manager shall demonstrate to the regulatory body the ability of a train service to pay mark-ups according to Article 32(1) , whereby each of the services listed under a single one of the following points shall belong to different market segments:
Upravljavec infrastrukture na podlagi tržne raziskave in po posvetovanju s prosilci določi istovrstne tržne dele in ustrezne pribitke v skladu s členom 32(1).
The infrastructure manager sha ll define homogeneous market segments and corresponding mark-ups in the sense of Article 32(1), on the basis of a market study and after consultation of the applicants.
Razen prevoznih dejavnosti iz člena 32.1a upravljavec infrastrukture regulatornemu organu dokaže, da vsaka železniška prevozna storitev lahko plača pribitke v skladu s členom 32(1).
With the exception of carriages referred to in Article 32.1 a, the infrastructure manager shall demonstrate to the regulatory body the ability of a train service to pay mark-ups according to Article 32(1).
V primeru, da upravljavec infrastrukture določi pribitke, pripravi seznam tržnih delov, ki ga regulatorni organ predhodno potrdi.
In case the infrastructure manager levies mark-ups, it shall develop a list of market segments to which the regulatory body shall give its prior approval.
(a) storitve potniškega prometa / storitve tovornega prometa;
(a) Passenger vs freight services;
(b) vlaki, ki prevažajo nevarno blago / ostali tovorni vlaki;
(b) Trains carrying dangerous goods vs other freight trains;
(c) notranje storitve / mednarodne storitve;
(c) Domestic vs international services;
(d) kombiniran prevoz / direkten vlak;
(d) Combined transport vs direct trains;
(e) mestne ali regionalne storitve / medmestne potniške storitve;
(e) Urban or regional vs interurban passenger services;
(f) blok vlaki / mešani vlaki;
(f) Block trains vs single wagon load trains;
(g) redne železniške prevozne storitve / občasne železniške prevozne storitve.
(g) Regular vs occasional train services.
Priloga VIII – točka 4 – točka a
Annex VIII – point 4 – point a
(a) Da bi se dosegla dogovorjena raven kakovosti storitev in ohranila njihova ekonomska upravičenost, se upravljavec infrastrukture in prosilec po pridobitvi soglasja regulatornega organa dogovorita o glavnih parametrih načrta izvedbe, zlasti o vrednostih zamud in pragovih plačil, dolgovanih po načrtu izvedbe, tako za posamezne vožnje vlakov kot za vse vožnje vlakov prevoznika v železniškem prevozu v določenem obdobju;
(a) In order to achieve an agreed level of service quality and not to endanger the economic viability of a service, the infrastructure manager shall agree with applicants, after approval by the regulatory body, the main parameters of the performance scheme, in particular the value of delays, the thresholds for payments due under the performance scheme relative both to individual train runs and to all train runs of a railway undertaking in a given period of time;
Črtani deli Priloge VIII se premaknejo v člen 35.2.
The deleted elements of Annex VIII are moved to Article 35.2.
Priloga VIII – točka 4 – točka b
Annex VIII – point 4 – point b
(b) Upravitelj infrastrukture prevoznikom v železniškem prometu vsaj pet dni pred vožnjo vlaka pošlje vozni red, na podlagi katerega se bodo izračunavale zamude;
(b) The infrastructure manager shall communicate to the railway undertakings the timetable, on the basis of which delays will be calculated, at least five days before the train run;
Priloga VIII – točka 4 – točka g
Annex VIII – point 4 – point g
(g) Brez poseganja v obstoječa pravna sredstva in v člen 50 je v primeru sporov glede načrta izvedbe na voljo sistem za hitro reševanje teh zadev.
(g) Without prejudice to the existing appeal procedures and to the provisions of Article 50, in case of disputes relating to the performance scheme, a dispute resolution system shall be made available in order to settle such matters promptly.
Črtani deli Priloge VIII se premaknejo v člen 35.2.
The deleted elements of Annex VIII are moved to Article 35.2
Priloga VIII – točka 4 – točka h
Annex VIII – point 4 – point h
(h) Upravljavec infrastrukture na podlagi glavnih parametrov, dogovorjenih v načrtu izvedbe, enkrat letno objavi povprečno raven kakovosti storitev, ki so jo dosegli prevozniki v železniškem prometu.
( h) Once a year, the infrastructure manager shall publish the annual average level of service quality achieved by the railway undertakings on the basis of the main parameters agreed in the performance scheme.
Priloga VIII – točka 5
Annex VIII – point 5
Začasno znižanje uporabnin za infrastrukturo za vlake, opremljene z ETCS, se v skladu s členom 32(3) določi:
The temporary reduction of the infrastructure charge for ETCS equipped trains, as referred to in Article 32(3) shall be established as follows:
Za prevoz tovora:
For freight transport:
Za prevoz potnikov
For passenger transport
For passenger transport
For passenger transport
Priloga 10 – točka 1 – točka c
Annex 10 – point 1 – point c
(c) vključujejo kategoriji stroškov in dobičkov, iz katerih je mogoče na podlagi zahtev regulatornega organa ugotoviti, ali je med temi različnimi dejavnostmi prihajalo do navzkrižnega subvencioniranja;
(c) include cost and profit categories making it possible to determine whether cross-subsidies between these different activities occurred, according to the requirements of the regulatory body;
(c) vključujejo kategoriji stroškov in dobičkov, iz katerih je mogoče na podlagi zahtev člena 6 in če regulatorni organ meni, da je potrebno in skladno, ugotoviti, ali je med temi različnimi dejavnostmi prihajalo do navzkrižnega subvencioniranja;
(c) include cost and profit categories making it possible to determine whether cross-subsidies between these different activities occurred, according to the requirements of Article 6 and as deemed necessary and proportionate by the regulatory body;
Prvi železniški paket, sprejet leta 2001, je bil prvi resni poskus za zaustavitev upadanja železniškega prometa in za reformo evropskega regulatornega okvira.
The First Railway Package adopted in 2001 was the first serious attempt to stop the steady decline of railway transport and to reform the European regulatory framework.
Njegov namen je bil zagotoviti povezanost železniškega sektorja in povečati njegovo privlačnost v primerjavi z drugimi vrstami prometa.
It aimed to ensure the sector's integration and to enhance its attractiveness compared to other transport modes.
Deset let pozneje vidimo, da s to prvo reformo ni bilo mogoče znatno izboljšati položaja železnic: železniški promet se ni približal drugim vrstam prometa, zlasti cestnemu prometu.
Ten years later we see that this first reform was unable to improve significantly the railway's situation: rail transport was unable catch up with other modes of transport, in particular road transport.
Tako se je na primer med leti 1996 in 2008 delež železniškega prevoza tovora zmanjšal za skoraj 2 %, na 10,8 %, medtem ko se je delež cestnega prevoza tovora povečal z 42,1 % na 45,9 %.
For example, between 1996 and 2008 rail freight's share has decreased by almost 2% to 10,8% whereas road freight transport increased from 42,1% to 45,9%.
To je še bolj skrb zbujajoče zaradi stalne splošne rasti tovornega prometa za približno 2,3 % letno: železniški sektor ni imel koristi od sicer ugodnih razmer.
This development is even more worrying against the background of a steady overall growth in freight transport of around 2,3% annually: the railways sector has been unable to profit from an otherwise favourable environment.
Medtem ko tovornjaki in letala nemoteno prečkajo meje, se nadnacionalni železniški promet sooča s številnimi tehničnimi, pravnimi in političnimi ovirami.
Where trucks and planes cross borders seamlessly, transnational rail services encounter numerous technical, legal and political obstacles.
Zlasti cestni promet kaže vse več znakov prenasičenosti, medtem ko ima železniški promet še vedno potencial za rast.
Yet while road transport in particular shows more and more signs of over-saturation rail transport still holds potential for growth.
Poleg tega lahko ima ključno vlogo pri doseganju ciljev EU glede zmanjšanja emisij CO2 in pri izboljšanju učinkovitosti gospodarstva EU glede gospodarjenja z viri.
Moreover, it can play a key role in supporting the EU's goals to reduce CO2 emissions and make its economy more resource efficient.
Evropska komisija v beli knjigi iz leta 2011 železniškemu prometu tako upravičeno pripisuje pomembno vlogo pri doseganju ciljev o vzpostavitvi bolj trajnostnega in zelenega prometnega sistema za Evropo.
The European Commission in its 2011 White Paper therefore rightly attributes a major role to rail transport in achieving the goals of a more sustainable and greener transport system for Europe.
Eden od glavnih razlogov za nespremenjen položaj železnic so številna neskladja med nacionalnimi predpisi.
One of the main reasons for the railways' static situation is the many discrepancies in national rules.
Raznolikost predpisov slabo vpliva na ta sektor.
Regulation varies beyond what is healthy for the sector.
Neustrezno izvajanje prvega železniškega paketa v številnih državah članicah to težavo dodatno povečuje.
This problem is being amplified by the flawed implementation of the first railway package by many Member States.
V skladu z resolucijo Parlamenta z dne 11. junija 2010 o tem vprašanju je Komisija 13 držav članic tožila na Sodišču EU „ker niso pravilno izvedle različnih delov prvega železniškega paketa.“ Ti postopki za ugotavljanje kršitev zagotovo dokazujejo potrebo po pojasnitvi in izboljšanju zakonodaje.
Following Parliament's resolution of 11 June 2010 on this issue the Commission has taken 13 Member States to the European Court of Justice " for failing to correctly implement various parts of the first railway package. "
Skrb zbuja tudi pomanjkanje naložb držav članic v infrastrukturo, katere kakovost v veliki meri določa konkurenčnost sektorja.
These infringement procedures certainly demonstrate the need to clarify and improve legislation.
Številne države članice so zanemarile financiranje železnic, medtem ko so cestno infrastrukturo podpirale v največji možni meri.
Many Member States have neglected the financing of rail while giving maximum support to road infrastructure.
Pripombe in predlogi poročevalke
The rapporteur's remarks and proposals
Zaradi vseh navedenih razlogov potrebuje obstoječa zakonodaja temeljito revizijo, da se bo povečal modalni delež železniškega sektorja.
For all the reasons mentioned above, if the railway sector is to grow its modal share, the existing legislation needs a thorough revision.
Pokazale so se nepravilnosti sedanjega sistema, zato je treba okrepiti in uskladiti predpise ter dodati nove elemente, da bodo železnice postale bolj privlačno prevozno sredstvo tako za potnike kot za tovor.
As the current system has demonstrated its shortcomings, rules need to be strengthened and harmonised and new elements need be added to make railways more attractive as a mode of transport for both passengers and freight.
Prenova naj bi dosegla celovit in integriran evropski železniški prostor.
The Recast should achieve a comprehensive and integrated European railway area.
Ta cilj podpira poročevalka, med razpravami o prejšnjih železniških paketih pa ga je podprl tudi Parlament.
This objective is supported by your rapporteur, as it was already supported by the Parliament during the debates on the previous railway packages.
Sedanja reforma bi morala preseči meje nacionalnih interesov v železniškem sektorju.
The current reform should go beyond the limits of nationally defined interests in the railway sector.
Čas je za gradnjo resnično evropskega železniškega prostora, kjer bodo lahko potniki in blago nemoteno prečkali meje.
It is time now for the construction of a truly European railway area where passengers and goods can cross borders effortless.
Poročevalka bi vložila številne predloge sprememb:
Your rapporteur would like to propose a number of amendments:
(a) Ločitev upravljanja infrastrukture in prevoznih storitev
(a) Separation of infrastructure management and operation of transport services
Pomanjkanje neodvisnosti upravljanja infrastrukture preprečuje pravo nadnacionalno povezovanje železniških omrežij, katerih upravljanje je še naprej omejeno na nacionalno raven, kjer pogosto prevladujejo interesi prvotnih železniških podjetij.
The lack of independence of infrastructure management prevents the true transnational integration of the rail networks which continue to be managed along national considerations that are often dominated by the interests of incumbent railways undertakings.
To pa zmanjšuje privlačnost železnice za nove prevoznike, storitve in navsezadnje uporabnike.
This limits in turn the attractiveness of the railway for new operators, new services and eventually customers.
Poleg tega zmanjšuje možnosti za čezmejne prevoze, ki so odločilnega pomena za to, da železnice postanejo konkurenčne cestnemu (tovornemu)prometu in letalskemu (potniškemu) prometu.
It reduces the possibilities of cross-border transports which are of crucial importance for the rail to become competitive vis-à-vis the road (freight) and air (passenger).
Zaradi velikosti držav članic EU je treba pri številnih srednje dolgih povezavah dolžine 300 km prečkati mejo ene ali več držav članic.
Due to the size of EU Member States many medium-distance connections of 300 km imply already crossing the border of one or several Member States.
Med najpomembnejšimi pobudami bele knjige Komisije iz leta 2011 je potreba po „zagotovitvi učinkovitega in enakopravnega dostopa do železniške infrastrukture“.
The 2011 Commission White Paper lists among its most important initiatives the need to "ensure effective and non-discriminatory access to rail infrastructure " .
To pomeni, da je Komisija odločena, da v bližnji prihodnosti dodatno odpre trg storitev v železniškem prometu.
This means that the Commission is determined to further open the rail market in the near future.
Če naj bo torej trg storitev v železniškem prometu liberaliziran, je nujno, da so pogoji delovanja v tovrstnem odprtem trgu čim bolj pregledni in nediskriminatorni.
Therefore, if the rail market is to be liberalised, it is essential that conditions to operate in such an open market are as non-discriminatory and transparent as possible.
Parlament je v svoji resoluciji iz junija 2010 prepoznal to povezavo v izjavi, da je neodvisnost upravljavcev železniške infrastrukture „predpogoj za uvedbo pravičnega, preglednega in nediskriminatornega obravnavanja vseh prevoznikov“ (odstavek 7).
Parliament, in its resolution of June 2010, recognised this link, stating that the infrastructure managers' " independence is a precondition to allow a fair, transparent and non-discriminatory treatment of all operators" (paragraph 7).
Da bi dosegli enake konkurenčne pogoje, je treba upravljanje infrastrukture ločiti od izvajanja storitev, kot v beli knjigi potrjuje Komisija.
In order to achieve this level-playing field the separation of infrastructure management and service operations has to be introduced, as also the Commission recognises in its White Paper.
Cilj poročevalke je priprava enakih konkurenčnih pogojev, preden se dodatno odpre trg storitev v železniškem prometu.
It is the aim of your rapporteur to prepare such a level-playing field before the rail market is further opened.
Sicer bi lahko odprtje trga privedlo do negativnega razvoja, pri čemer bi lahko močni prvotni prevozniki v železniškem prometu nadaljevali z zlorabo tesne povezave z upravljanjem infrastrukture v škodo konkurentov.
Otherwise market opening could lead to negative developments whereby strong incumbent rail operators can continue to abuse their overly close connection with infrastructure management to the detriment of competitors.
Poleg tega sedanja prenovitev obravnava dele zakonodaje, ki bi jih morali ponovno izpogajati, če bi bilo ločevanje izvedeno pozneje.
Also, the current recast is dealing with those parts of legislation that would have to be re-negotiated again if unbundling would be dealt with at a later stage.
Čas in sredstva se lahko prihranijo, če se Parlament kot sozakonodajalec odloči za takojšnje ukrepanje in uvede potrebne spremembe.
Time and resources can be saved if the Parliament as a co-legislator decides to act now and introduce the necessary changes.
Zato poročevalka predlaga obliko popolne ločitve, da se vzpostavi neodvisen nadzor infrastrukture, ločen od izvajanja storitev, in da se zagotovi upravljanje naravnega monopola, torej omrežja, v korist vseh izvajalcev storitev.
For these reasons, your rapporteur proposes a form of full separation in order to create independent control of the infrastructure from service operations and to ensure that the natural monopoly which is the network is managed to the benefit of all service operators.
To bi bila osnova za večjo konkurenco, naložbe in boljše storitve.
This would lay the basis for more competition, investments and better services.