natgillin/translations-raw huggingface dataset:
Minimumsværdi for forbikørsel på det smalleste sted mellem fraliggende tunge og sideskinne er 60 mm.
Instead of point 4.2.8.6(1)(b), for the ‘CEN56 Vertical’ design of switches and crossings, a minimum value of fixed nose protection for common crossings of 1388 mm is allowed (measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual (RP) of the nose as indicated in Figure 2).
Minimumværdi for ledevidden i krydsningspartiet er 1472 mm.
Instead of point 4.2.9.2, for platform height, national technical rules as set out in Appendix Q shall be allowed.
Denne værdi måles 14 mm under SO-planet og på den teoretiske referencelinje i en passende afstand bag den faktiske hjertespids som angivet i figur 2.
Instead of point 4.2.9.3, for platform offset, national technical rules as set out in Appendix Q shall be allowed.
Maksimumværdien for fri hjulpassage gennem krydsningsparti er 1436 mm.
Instead of point 4.2.11.2.(2) the infrastructure manager shall measure the track gauge and the railhead profiles at the site in question at a distance of approximate 10 m.
Mindste sporrillebredde er 40 mm.
The mean equivalent conicity over 100 m shall be calculated by modelling with the wheelsets (a) — (e) mentioned in paragraph 7.7.17.3(2) of this TSI in order to check for compliance, for the purpose of the joint investigation, with the limit equivalent conicity for the track specified in Table 14.
Den maksimale overskydende højde på tvangsskinnen er 54 mm.
Instead of point 6.2.4.1, it shall be allowed to assess structure gauge in accordance with the national technical rules as set out in Appendix Q.
For fornyede strækninger med en maksimal hastighed på ikke over 120 km/h er en nominel perronhøjde på mellem 200 og 300 mm over SO-planet tilladt.
Assessment of distance between track centres (6.2.4.2)
Indtil der indføres udstyr til måling af de elementer, der kræves til beregning af ækvivalent konicitet i drift, er det tilladt, at Slovakiet ikke vurderer dette parameter.
Instead of point 6.2.4.2, it shall be allowed to assess distance between track centres in accordance with the national technical rules as set out in Appendix Q.
Akseltrykket er baseret på designmasse i driftsklar stand for motorstyrevogne (og for P2 lokomotiver) og masse under drift med normal nyttelast for køretøjer, der kan bære en nyttelast af passagerer eller baggage som defineret i punkt 2.1 i EN 15663:2009+AC:2010.
Assessment of platform offset (6.2.4.11)
De tilsvarende ** akseltrykværdier for køretøjer, der kan bære en nyttelast af passagerer eller baggage, er 21,5 t for P1 og 22,5 t for P2 som defineret i tillæg K til denne TSI.
Instead of point 6.2.4.11, it shall be allowed to assess platform offset in accordance with the national technical rules as set out in Appendix Q.
Akseltryk er baseret på designmasse i driftsklar stand for motorstyrevogne og lokomotiver som defineret i punkt 2.1 i EN 15663:2009+AC:2010 og designmasse med exceptionel nyttelast for andre køretøjer som defineret i tillæg K til denne TSI.
Instead of point 4.2.3.1(5), for the nominal track gauge of 1600 mm, it shall be allowed to apply the uniform structure gauge IRL3 as set out in Appendix O to this TSI.
Kommissionens beslutning 2008/232/EF af 21. februar 2008 om en teknisk specifikation for interoperabilitet for delsystemet »rullende materiel« i det transeuropæiske jernbanesystem for højhastighedstog ( EUT L 84 af 26.3.2008, s. 132).
Instead of point 4.2.3.2(6), for the 1600 mm track gauge, the distance between track centres shall be set on the basis of the gauges selected according to point 7.7.17.1.
Rådets direktiv 98/83/EF af 3. november 1998 om kvaliteten af drikkevand (EFT L 330 af 5.12.1998, s. 32).
The nominal horizontal distance between track centres shall be specified for the design and shall consider margins for aerodynamic effects.
Kommissionens henstilling 2014/881/EU af 18. november 2014 om proceduren til eftervisning af, i hvor høj grad eksisterende jernbanestrækninger er i overensstemmelse med grundparametrene i de tekniske specifikationer for interoperabilitet (se side 520 i denne EUT).
The minimum allowed value for the uniform structure gauge IRL3 is an open point.
Endnu ikke offentliggjort i EUT.
Instead of point 6.2.4.1(5), for the 1600 mm track gauge, assessment of structure gauge as a design review is to be made against characteristic cross sections using the structure gauge ‘IRL3’ as defined in Appendix O to this TSI.
Europa-Parlamentet og Rådets beslutning nr. 1692/96/EF af 23. juli 1996 om Fællesskabets retningslinjer for udvikling af det transeuropæiske transportnet (EFT L 228 af 9.9.1996, s. 1), som ændret ved beslutning nr. 884/2004/EF (EUT L 167 af 30.4.2004, s. 1).
For the Traffic Code F1520 as defined in Table 3 of point 4.2.1(7), for the 1520 mm track gauge system, it shall be allowed to use axle load 24,5 t and train length in the range from 650 m up to 1050 m.
For modvendte kurver med forskellige radier skal den mindste kurves radius anvendes, når der projekteres rette sporstykker mellem kurverne.
Instead of point 4.2.3.4(2), reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually) with radii in the range from 150 m up to 300 m for new lines shall be designed in accordance with Table 33 and Table 34 to prevent buffer locking.
Attester som omhandlet i stk. 2, der er udstedt i overensstemmelse med kravene i afgørelse 2011/275/EU [TSI om infrastruktur, konventionelle tog] eller beslutning 2008/217/EF [TSI om infrastruktur, højhastighedstog] er fortsat gyldige frem til den oprindelige udløbsdato, uden at der er behov for en ny overensstemmelsesvurdering.
Instead of paragraph 4.2.3.4(3), for the 1520 mm track gauge system, for main tracks, reverse curves with radii in the range from 150 m up to 250 m shall be designed with a section of straight track of at least 15 m between the curves.
Når en attest skal fornyes, vurderes konstruktionen eller typen kun i forhold til de nye eller ændrede krav i bilaget til denne forordning.
Instead of point 4.2.3.4(3), for the 1520 mm track gauge system, for tracks other than main tracks, reverse curves with radii in the range from 150 m up to 250 m shall be designed in accordance with Table 33 and Table 34.
Medlemsstaterne skal sende deres nationale gennemførelsesplan til de andre medlemsstater og Kommissionen inden den 31. december 2015.
Table 33
Medlemsstater, som allerede har sendt deres gennemførelsesplaner, behøver ikke at sende dem igen.
Limits for length of a straight intermediate element between two long circular curves in the opposite directions (m)
Den finder anvendelse fra den 1. januar 2015.
Table 34
Der kan dog udstedes ibrugtagningstilladelse inden den 1. januar 2015 på grundlag af TSI'en i denne forordnings bilag.
Limits for length of a straight intermediate element between two long circular curves in the opposite directions (m);
Driftssikkerhed og disponibilitet
for passenger trains with speeds up to 40 km/h for other tracks than main tracks
y = 3 mm
Instead of point 4.2.3.5(1), only for side track with maximum speed up to 10 km/h, the radius of vertical curves (except for humps in marshalling yards) shall be at least 500 m in both in a crest and in a hollow.
maksimale lodrette hjulkræfter.
Instead of point 4.2.3.5(3), for 1520 mm track gauge system, the radius of vertical curves (except the marshalling yards) shall be at least 2000 m both on a crest and in a hollow, in cramped conditions (e.g. insufficient space) at least 1000 m both on a crest and in hollow.
De maksimale hjulkræfter for de fastlagte testbetingelser er defineret i EN 14363:2005 punkt 5.3.2.3.
For side track with maximum speed up to 10 km/h, it shall be allowed to use the radius of vertical curves at least 500 m both on a crest and in a hollow.
lodrette kvasistatiske hjulkræfter.
Instead of point 4.2.3.5(4), for the 1520 mm track gauge system for humps in marshalling yards the radius of vertical curves shall be at least 300 m on a crest and 250 m in a hollow.
De maksimale kvasistatiske hjulkræfter for de fastlagte testbetingelser er defineret i EN 14363:2005 punkt 5.3.2.3.
Instead of point 4.2.4.3(3), for all types of rolling stock of the 1520 mm track gauge system the cant deficiency shall not exceed 137 mm.
1635 mm
For passenger traffic, this limit is valid for speeds up to 230 km/h.
1380 mm
For mixed traffic, this limit is valid for speed up to 160 km/h.
1392 mm
Instead of point 4.2.8.3(4) and 4.2.8.3(5), for the 1520 mm track gauge system, points from 4.2.8.3(1) to 4.2.8.3(3) shall be applied.
1356 mm
Instead of point 4.2.8.4(2), for 1520 mm track gauge system, the immediate action limits of track gauge as an isolated defects are set out in Table 35.
38 mm
Table 35
40 mm
Immediate action limits of track gauge for 1520 mm track gauge system in Slovak republic
70 mm
The immediate action limit for cant (4.2.8.5)
1469 mm
Instead of point 4.2.8.5(3), for the 1520 mm track gauge system, the maximum cant allowed in service is 170 mm.
1476 mm
Instead of point 4.2.8.6(3), for the 1520 mm track gauge system, the technical characteristics of switches and crossings shall comply with the following in-service values:
1440 mm
Minimum value of bypass at the narrowest location between open switch rail and stock rail is 60 mm.
42 mm
Minimum value of fixed nose protection for common crossings is 1472 mm.
55 mm
This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2.
bqlim = 1650 + 3750/R + (g – 1435)/2 + 11,5 + 220*tanδ
Maximum value of free wheel passage at crossing nose is 1436 mm
1436 mm
Minimum flangeway width is 40 mm
1590 mm
Maximum excess height of check rail is 54 mm
1620 mm
For renewed lines with maximum speed of no more than 120 km/h the nominal platform height shall be allowed from 200 mm to 300 mm above the running surface.
Formand
Until introduction of equipment for measurement of elements required for calculation of equivalent conicity in service, it is allowed in Slovak republic not to assess this parameter.
For strækninger med kun en trafiktype (f.eks. en strækning udelukkende med godstrafik) kan der anvendes en enkelt kode til beskrivelse af kravene, mens kategorien med blandet trafik skal beskrives med en eller flere koder for passagerer og gods.
Axle load is based on design mass in working order for power heads (and for P2 locomotives) and operational mass under normal payload for vehicles capable of carrying a payload of passengers or luggage as defined in point 2.1 of EN 15663:2009+AC:2010.
Kommissionens forordning (EU) nr. 1300/2014
Commission Regulation (EU) No 1300/2014
om den tekniske specifikation for interoperabilitet gældende for tilgængelighed for handicappede og bevægelseshæmmede personer i EU's jernbanesystem
on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility
under henvisning til Europa-Parlamentets og Rådets direktiv 2008/57/EF af 17. juni 2008 om interoperabilitet i jernbanesystemet i Fællesskabet [1], særlig artikel 6, stk. 1, og artikel 8, stk. 1, og
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community [1], and in particular Articles 6(1) and 8(1) thereof,
Ifølge artikel 12 i Europa-Parlamentets og Rådets forordning (EF) nr. 881/2004 [2] skal Det Europæiske Jernbaneagentur (agenturet) sikre, at de tekniske specifikationer for interoperabilitet (TSI'erne) er tilpasset de tekniske fremskridt, markedsudviklingen og de samfundsmæssige krav, og foreslå Kommissionen de ændringer i TSI'erne, som det finder nødvendige.
Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council [2] requires the European Railway Agency (the Agency) to ensure that the technical specifications for interoperability (TSIs) are adapted to technical progress, market trends and social requirements and to propose to the Commission any amendments to the TSIs which it considers necessary.
Ved afgørelse C(2010) 2576 [3] gav Kommissionen agenturet mandat til at videreudvikle og revidere de tekniske specifikationer for interoperabilitet med henblik på at udvide anvendelsesområdet til hele EU's jernbanesystem.
By Decision C(2010) 2576 [3], the Commission gave the Agency a mandate to develop and review the technical specifications for interoperability with a view to extending their scope to the entire rail system in the Union.
I dette mandat anmodes agenturet om at udvide anvendelsesområdet for TSI'en om tilgængelighed i det transeuropæiske jernbanesystem for konventionelle tog og højhastighedstog, som er fastsat i Kommissionens beslutning 2008/164/EF [4], således at det omfatter handicappede og bevægelseshæmmede personer og hele EU's jernbanesystem.
Under the terms of that mandate, the Agency was asked to extend the scope of the TSI relating to accessibility of the trans-European conventional and high-speed rail system provided for by Commission Decision 2008/164/EC [4] for persons with disabilities and persons with reduced mobility to the entire rail system throughout the Union.
Den 6. maj 2013 forelagde agenturet en henstilling om vedtagelse af TSI'en om tilgængelighed for bevægelseshæmmede personer.
On 6 May 2013 the Agency submitted a recommendation on the adoption of the TSI relating to persons with reduced mobility.
De Forenede Nationers konvention om rettigheder for personer med handicap, som EU og de fleste medlemsstater er part i, fastslår tilgængelighed som et af sine generelle principper.
The United Nations Convention on the Rights of Persons with Disabilities, to which the Union and most Member States are party, recognises accessibility as one of its general principles.
I artikel 9 kræver den, at deltagerstaterne træffer passende foranstaltninger til at sikre, at personer med handicap har adgang på lige fod med andre.
It requires, in Article 9, States Parties to take appropriate measures to ensure that persons with disabilities have access on an equal basis with others.
Disse foranstaltninger, som omfatter identifikation og afskaffelse af hindringer og barrierer for tilgængelighed, gælder bl.a. for transport.
These measures must include the identification and elimination of obstacles and barriers to accessibility and apply, inter alia, to transportation.
Direktiv 2008/57/EF fastsætter tilgængelighed som et væsentligt krav i jernbanesystemet i EU.
Directive 2008/57/EC establishes ‘accessibility’ as an essential requirement of the rail system within the Union.
Direktiv 2008/57/EF indeholder bestemmelser om et infrastrukturregister og om køretøjsregistre og anfører de vigtigste parametre, der skal offentliggøres og ajourføres regelmæssigt.
Directive 2008/57/EC provides for a register of infrastructure and registers of vehicles, indicating the main parameters, to be published and updated on a regular basis.
Kommissionens beslutning 2008/164/EF specificerer nærmere, hvilke parametre i TSI'en om tilgængelighed for bevægelseshæmmede der skal indgå i disse registre.
Commission Decision 2008/164/EC further defines the parameters for the TSI relating to ‘persons with reduced mobility’ to be included in these registers.
Da formålene med disse registre er knyttet til godkendelsesproceduren og den tekniske kompatibilitet, anses det for nødvendigt at indføre et særligt værktøj for disse parametre.
As the objectives of these registers are linked to the authorisation procedure and technical compatibility, it is considered necessary to establish a separate tool for these parameters.
En sådan statusoversigt bør gøre det muligt at identificere hindringer og barrierer for tilgængelighed og gøre det muligt at følge, hvordan det går med gradvis at fjerne dem.
This inventory of assets should enable obstacles and barriers to accessibility to be identified and their progressive elimination to be monitored.
Direktiv 2008/57/EF fastslår princippet om gradvis gennemførelse, herunder især, at delsystemer, der er angivet som mål i en TSI, kan gennemføres gradvis inden for en rimelig frist, og at hver enkelt TSI angiver en strategi for anvendelsen med det formål at sikre en gradvis overgang fra den bestående til den endelige situation, hvor overholdelse af TSI'en er generaliseret.
Directive 2008/57/EC establishes the principle of gradual implementation, in particular providing that target subsystems indicated in a TSI may be set in place gradually within a reasonable timescale and that each TSI should indicate an implementation strategy with a view to making a gradual transition from the existing situation to the final situation in which compliance with the TSI will be the norm.
Medlemsstaterne bør udarbejde nationale gennemførelsesplaner for gradvis og inden for en rimelig tidshorisont at rydde alle identificerede hindringer for adgang af vejen, dels ved at gennemføre en koordineret indsats for at forny og opgradere delsystemerne, dels ved at benytte driftsmæssige foranstaltninger.
With a view to progressively eliminating within a reasonable timescale, all identified barriers to accessibility by way of a coordinated effort to renew and upgrade subsystems and by deploying operational measures, Member States should establish national implementation plans.
Men da sådanne nationale gennemførelsesplaner ikke kan være tilstrækkeligt detaljerede og er udsat for uforudsigelige ændringer, bør medlemsstaterne fortsat indsende oplysninger i tilfælde, hvor ibrugtagning af eksisterende delsystemer efter fornyelse eller opgradering kræver ny ibrugtagningstilladelse, og TSI'en ikke anvendes fuldt ud i overensstemmelse med direktiv 2008/57/EF.
However, since these national implementation plans cannot be in sufficient detail and are subject to unpredictable changes, Member States should continue to submit information in cases when placing in service of existing subsystems after renewal or upgrading requires a new authorisation for placing in service and if the TSI is not fully applied in accordance with Directive 2008/57/EC.
EU bør vedtage en fælles prioritering af opgaverne og fælles kriterier, som medlemsstaterne bør indarbejde i deres nationale gennemførelsesplaner.
The Union should adopt common priorities and criteria which Member States should integrate in their national implementation plans.
Dette vil bidrage til at sikre en gradvis gennemførelse af TSI'en inden for en rimelig tidshorisont.
This will contribute to achieving progressive implementation of the TSI within a reasonable timescale.
Af hensyn til muligheden for at følge med i den tekniske udvikling og for at tilskynde til modernisering, bør innovative løsninger fremmes, og det bør på visse betingelser tillades, at de implementeres.
In order to follow technological evolution and encourage modernization, innovative solutions should be promoted and their implementation should, under certain conditions, be allowed.
Når der stilles forslag om en innovativ løsning, bør fabrikanten eller dennes repræsentant redegøre for, hvordan den afviger fra det relevante afsnit i TSI'en, og den innovative løsning bør vurderes af Kommissionen.
Where an innovative solution is proposed, the manufacturer or his authorized representative should explain how they deviate from the relevant section of the TSI, and the innovative solution should be assessed by the Commission.
Falder vurderingen positivt ud, bør agenturet fastsætte de fornødne funktions- og grænsefladespecifikationer for den innovative løsning og tilrettelægge de fornødne vurderingsmetoder.
If this assessment is positive, the Agency should define the appropriate functional and interface specifications of the innovative solution and develop the appropriate assessment methods.
For at undgå unødige ekstraomkostninger og administrative byrder og for ikke at gribe ind i eksisterende kontrakter, bør beslutning 2008/164/EF fortsat finde anvendelse på de delsystemer og projekter, der er omhandlet i artikel 9, stk. 1, litra a), i direktiv 2008/57/EF, efter at den er ophævet.
In order to prevent unnecessary additional costs and administrative burden and in order not to interfere with existing contracts, Decision 2008/164/EC should continue to apply to subsystems and projects referred to in Article 9(1)(a) of Directive 2008/57/EC after its repeal.
Foranstaltningerne i denne forordning er i overensstemmelse med udtalelse fra det udvalg, der er nedsat ved artikel 29, stk. 1, i direktiv 2008/57/EF —
The measures provided for in this Regulation are in accordance with the opinion of the Committee established under Article 29(1) of Directive 2008/57/EC,
I denne forordning fastlægges den tekniske specifikation for interoperabilitet (TSI) gældende for tilgængelighed for handicappede og bevægelseshæmmede personer i EU's jernbanesystem, jf. bilaget.
This Regulation establishes the technical specification for interoperability (TSI) relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility, as set out in the Annex.
TSI'en finder anvendelse på delsystemerne Infrastruktur, Drift og trafikstyring, Trafiktelematik og Rullende materiel som beskrevet i direktiv 2008/57/EF, bilag II, punkt 2, og i bilaget til nærværende forordning, punkt 2.1.
The TSI shall apply to the infrastructure, operation and traffic management, telematics applications and rolling stock subsystems as described in point 2 of Annex II to Directive 2008/57/EC and in point 2.1 of the Annex to this Regulation.
Den omfatter alle de aspekter af disse delsystemer, der er relevante for tilgængelighed for handicappede og bevægelseshæmmede personer.
It shall cover all aspects of these subsystems which are relevant to accessibility for persons with disabilities and persons with reduced mobility.
det transeuropæiske jernbanesystem for konventionelle tog som defineret i direktiv 2008/57/EF, bilag I, afsnit 1.1
the trans-European conventional rail system network as defined in Annex I, section 1.1 of Directive 2008/57/EC;
det transeuropæiske jernbanesystem for højhastighedstog som defineret i direktiv 2008/57/EF, bilag I, afsnit 2.1
the trans-European high-speed rail system network as defined in Annex I, section 2.1 of Directive 2008/57/EC;
alle andre dele af banenettet.
all other parts of the network.
TSI'en omfatter ikke de tilfælde, der er omhandlet i direktiv 2008/57/EF, artikel 1, stk. 3.
The TSI shall not cover the cases referred to in Article 1(3) of Directive 2008/57/EC.
TSI'en finder anvendelse på al ny infrastruktur og alt nyt rullende materiel i EU's jernbanesystem, jf. stk. 1, som tages i brug efter den dato, fra hvilken forordningen finder anvendelse, som anført i artikel 12, jf. dog bilagets punkt 7.1.1 og 7.1.2.
The TSI shall apply to all new infrastructure or rolling stock subsystems of the rail system in the Union, referred to in paragraph 1, which is placed in service after the date of application provided for in Article 12, account being taken of points 7.1.1 and 7.1.2 of the Annex.
TSI'en finder ikke anvendelse på eksisterende infrastruktur eller rullende materiel i EU's jernbanesystem, jf. stk. 1, som allerede er i brug på banenettet (eller en del af det) i en medlemsstat på den dato, fra hvilken forordningen finder anvendelse, jf. artikel 12.
The TSI shall not apply to existing infrastructure or rolling stock of the rail system in the Union, referred to in paragraph 1, which is already placed in service on the network (or part of it) of any Member State at the date of application provided for in Article 12.
Dog finder TSI'en anvendelse på eksisterende infrastruktur og rullende materiel i EU's jernbanesystem, jf. stk. 1, når det skal fornyes eller opgraderes i overensstemmelse med artikel 20 i direktiv 2008/57/EF, under hensyntagen til denne forordnings artikel 8 og til punkt 7.2 i bilaget.
However, the TSI shall apply to existing infrastructure and rolling stock of the rail system in the Union, referred to in paragraph 1, when it is subject to renewal or upgrading in accordance with Article 20 of Directive 2008/57/EC, having regard to Article 8 of this Regulation and point 7.2 of the Annex to this Regulation.