natgillin/translations-raw huggingface dataset:
Strategic european deployment plan (SEDP)
Strateški evropski razvojni načrt (SEDP)
Modalities for implementation
Načini izvajanja
Migration strategy
Prehodna strategija
ANNEX A LIST OF ACCOMPANYING DOCUMENTS
PRILOGA A: SEZNAM SPREMNIH DOKUMENTOV
ANNEX B GLOSSARY
PRILOGA B: GLOSAR
TABLES:
PREGLEDNICE:
Table 1: Path request
Preglednica 1: Prošnja za vlakovno pot
Table 2: Path cancellation by RU
Preglednica 2: Preklic vlakovne poti, ki ga sproži PŽP
Table 3: Path cancellation by IM
Preglednica 3: Preklic vlakovne poti, ki ga sproži UI
Table 4: Receipt confirmation
Preglednica 4: Potrditev sprejema
Table 5: Train preparation
Preglednica 5: Priprava vlaka
Trans-European conventional rail system
Vseevropski železniški sistem za konvencionalne hitrosti
Technical specification for interoperability subsystem Telematic Applications for Freight
Tehnična specifikacija za interoperabilnost „Podsistem Telematske aplikacije za tovorni promet“
This TSI concerns the telematic applications subsystem for freight services shown in the list in point 1(b) of Annex II to Directive 2001/16/EC.
Ta TSI zadeva podsistem Telematske aplikacije za tovorni promet, naveden v seznamu v točki 1(b) Priloge II k Direktivi 2001/16/ES.
The commercial operation of trains, wagons and intermodal units throughout the trans-European rail network requires efficient interchange of information between the different Infrastructure Managers, Railway Undertakings and other service providers.
Komercialni promet vlakov, vagonov in intermodalnih enot po vseevropskem železniškem omrežju zahteva učinkovito izmenjavo informacij med raznimi upravljavci infrastrukture, prevozniki v železniškem prometu in drugimi izvajalci storitev.
Performance levels, safety, quality of service and cost depend upon such compatibility and interchange as does, in particular, the interoperability of the trans-European conventional rail system.
Od te združljivosti in izmenjave so odvisni raven izvedbe, varnost, kakovost storitev in stroški, zlasti pa interoperabilnost vseevropskega železniškega sistema za konvencionalne hitrosti.
The technical specification for interoperability also has an impact on the conditions of use of rail transport by users.
Tehnična specifikacija za interoperabilnost vpliva tudi na pogoje, pod katerimi uporabniki uporabljajo železniški prevoz.
In this respect the term users is understood to mean not only infrastructure managers or railway undertakings but also all other service providers such as wagon companies, intermodal operators and even customers.
V tem smislu izraz uporabniki ne pomeni le upravljavcev infrastrukture ali prevoznikov v železniškem prometu, temveč tudi vse druge izvajalce storitev, kakor so vagonska podjetja in intermodalni prevozniki, in celo odjemalce.
Last but not least, the benefit of interoperability of the conventional rail system was taken into account to bring about the conditions for greater interoperability between modes of transport, in particular between conventional rail transport and combined rail transport.
Nenazadnje je bila koristnost interoperabilnosti železniškega sistema za konvencionalne hitrosti upoštevana tudi pri ustvarjanju pogojev za večjo interoperabilnost med načini prevoza, zlasti med klasičnim železniškim prevozom in kombiniranim železniškim prevozom.
The purpose of this TSI is to ensure also that efficient interchange of information is at all times best adapted, with regard to quality and quantity, to changing requirements so that the transport process may remain as economically viable as possible and that freight transport on rail maintains its hold on the market against the intense competition it has to face.
Namen te TSI je tudi zagotoviti, da bo učinkovita izmenjava informacij glede kakovosti in količine vedno prilagojena spreminjajočim se zahtevam, tako da lahko prevozni proces ostane čim bolj ekonomsko sprejemljiv in da tovorni promet po železnici še naprej ohrani svoj položaj na trgu kljub intenzivni konkurenci, s katero se spoprijema.
All this means the building or upgrading of the trans-European conventional rail system for conventional rail transport and intermodal transport.
Vse to zahteva gradnjo ali dograditev vseevropskega železniškega sistema za konvencionalne hitrosti za klasični železniški prevoz in intermodalni prevoz.
The need for such an upgrade of the rail part of the transport system can also be seen by considering the critical points (interfaces between the various partners involved) in freight transport on road compared with the critical points of freight transport on rail for one simplified scenario as shown in Annex A, Index 5, Chapter 1.1.
Potreba po taki dograditvi železniškega dela prometnega sistema se pokaže tudi, kadar se upoštevajo kritične točke (vmesniki med različnimi vpletenimi partnerji) v tovornem prometu po cesti v primerjavi s kritičnimi točkami v tovornem prometu po železnici v poenostavljenem scenariju, ki je prikazan v Prilogi A, indeksna številka 5, poglavje 1.1.
To manage shipments under the conditions of so many interfaces by means of information exchange on the basis of the Directives 2001/14/EC [1] and 2001/16/EC of the European Parliament and of the Council is the final goal of this TSI.This short explanation of the scope of the conventional rail TSI telematic applications for freight also shows the difference to the Conventional Rail TSI Operation and Traffic Management.
Končni cilj te TSI je upravljanje pošiljk pod pogoji tako številnih vmesnikov z izmenjavo informacij na podlagi direktiv 2001/14/ES [1] in 2001/16/ES Evropskega parlamenta in Sveta.Ta kratka razlaga področja uporabe TSI Telematske aplikacije za tovorni promet v železniškem sistemu za konvencionalne hitrosti tudi kaže, v čem se razlikuje od TSI Vodenje in upravljanje prometa v železniškem sistemu za konvencionalne hitrosti.
The Operation and Traffic Management TSI covers — especially under safety aspects — the procedures and related equipment enabling a coherent operation of the different structural subsystems including, in particular, train driving, traffic planning and management, which is the principal business of an RU according the definition (see Chapter 2.3: Overview of the subsystem description).
TSI Vodenje in upravljanje prometa, zlasti z varnostnih vidikov, zajema postopke in dodatno opremo, ki omogoča usklajeno obratovanje raznih strukturnih podsistemov, vključno zlasti z vožnjami vlakov, načrtovanjem in upravljanjem prometa, kar je glavna dejavnost prevoznikov v železniškem prometu v skladu z opredelitvijo (glej poglavje 2.3: Pregled opisa podsistema) .
The TSI telematic applications covers the applications for freight services and the management of connections with other modes of transport which means that it concentrates on the transport services of an RU in addition to the pure operation of trains.
TSI Telematske aplikacije zajema aplikacije za tovorni promet in upravljanje povezav z drugimi načini prevoza, kar pomeni, da se poleg same vožnje vlakov osredinja tudi na prevozne storitve prevoznikov v železniškem prometu.
Safety aspects are only considered as far as the existence of data elements, e.g. wrong or not actual values, may have an impact on the safety operation of a train.
Varnostni vidiki so upoštevani samo toliko, kolikor bi obstoj podatkovnih elementov, npr. napačne ali nedejanske vrednosti, lahko vplival na varno vožnjo vlaka.
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to the Directive 2001/16/EC.
Geografsko področje uporabe te TSI je vseevropski železniški sistem za konvencionalne hitrosti, kakor je opisan v Prilogi I k Direktivi 2001/16/ES.
But this TSI may also be applied to the complete freight transport rail network of the Member States of the EU, with the restriction that the requirements of this TSI are not mandatory for freight transport arriving from or going to a non-EU country.
Toda ta TSI se lahko uporablja tudi za celotno železniško omrežje za tovorni promet držav članic EU z omejitvijo, da zahteve te TSI niso obvezne za tovorni promet, ki prihaja iz države nečlanice EU, ali je vanjo namenjen.
indicates its intended scope of the telematic applications subsystem for freight — Chapter 2: Definition of subsystem/scope ;
navaja predvideno področje uporabe podsistema Telematske aplikacije za tovorni promet – poglavje 2: Opredelitev podsistema/področje uporabe;
lays down the essential requirements for this subsystem and its interface vis-à-vis other subsystems — Chapter 3: Essential requirements ;
določa bistvene zahteve za ta podsistem in njegove vmesnike glede na druge podsisteme – poglavje 3: Bistvene zahteve;
establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems — Chapter 4: Characterisation of the subsystem ;
določa funkcionalne in tehnične specifikacije, ki jih morajo izpolnjevati podsistem in njegovi vmesniki glede na druge podsisteme – poglavje 4: Opis značilnosti podsistema;
determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5: Essential requirements ;
določa komponente interoperabilnosti in vmesnike, ki jih morajo zajemati evropske specifikacije, vključno z evropskimi standardi, potrebnimi za doseganje interoperabilnosti v vseevropskem železniškem sistemu za konvencionalne hitrosti – poglavje 5: Komponente interoperabilnosti;
This includes, in particular, the modules defined in Council Decision 93/465/EEC [2] or, where appropriate, the specific procedures to be used to assess either the conformity to or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Chapter 6: Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem ;
To vključuje zlasti module, opredeljene v Sklepu Sveta 93/465/EGS [2], ali po potrebi posebne postopke bodisi za ocenjevanje skladnosti bodisi ocenjevanje primernosti za uporabo komponent interoperabilnosti in verifikacijo ES podsistemov – poglavje 6: ocena skladnosti in/ali primernosti za uporabo komponent ter verifikacija podsistema ;
In particular it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7: Implementation ;
Zlasti je treba določiti dosežene faze za izvedbo postopnega prehoda iz obstoječega stanja do končnega, ko bo skladnost s TSI postala standard – poglavje 7: Izvajanje;
indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of this subsystem, as well as for the implementation of the TSI — Chapter 4: Characterisation of the subsystem .
navaja pogoje glede strokovne usposobljenosti, zdravja in varnosti pri delu, ki se zahtevajo za zadevno osebje pri vodenju in vzdrževanju tega podsistema, pa tudi pri izvajanju TSI – poglavje 4: Opis značilnosti podsistema.
Moreover, in accordance with Article 5(5), provision is made for specific cases for this TSI; these are indicated in Chapter 7.4: Specific cases .
Poleg tega se lahko v skladu s členom 5(5) za vsak TSI predvidijo posebni primeri; ti so navedeni v poglavju 7.4: Posebni primeri.
Lastly, this TSI also comprises, in Chapter 4 (Characterisation of the subsystem), the operating and maintenance requirements specific to the scope indicated in paragraphs 1.1 (Technical scope) and 1.2 (Geographical scope) above.
Nazadnje ta TSI v poglavju 4 (Opis značilnosti podsistema) zajema tudi zahteve glede obratovanja in vzdrževanja za področje uporabe, navedeno v zgornjih odstavkih 1.1 (Tehnično področje uporabe) in 1.2 (Geografsko področje uporabe) .
The subsystem Telematic Applications for Freight is defined by Annex II of the Directive 2001/16/EC, Section 2.5(b).
Podsistem Telematske aplikacije za tovorni promet je opredeljen v Prilogi II k Direktivi 2001/16/EGS, oddelek 2.5(b).
applications for freight services, including information systems (real-time monitoring of freight and trains),
aplikacije za tovorni promet, vključno z informacijskimi sistemi (spremljanje tovora in vlakov v realnem času),
marshalling and allocation systems, whereby under allocation systems is understood train composition,
ranžirne sisteme in sisteme usmerjanja vlakov, pri čemer se pod sistemi usmerjanja vlakov razume vlakovna kompozicija,
reservation systems, whereby here is understood the train path reservation,
sisteme rezervacij, pri čemer se razume, da gre za rezervacijo vlakovne poti,
management of connections with other modes of transport and production of electronic accompanying documents.
upravljanje povezav z drugimi načini prevoza in izdelavo elektronskih spremnih dokumentov.
Payment and invoicing systems for customers are not within the scope of this TSI, nor are such systems for payment and invoicing between various service providers such as railway undertakings or infrastructure managers.
Sistemi za plačila in fakturiranje za odjemalce niso znotraj področja uporabe te TSI, kakor niso niti sistemi za plačila in fakturiranje med različnimi izvajalci storitev, kakor so prevozniki v železniškem prometu ali upravljavci infrastrukture.
The system design behind the data exchange in accordance with Chapter 4.2 (Functional and technical specifications of the subsystem), however, provides the information needed as a basis for payment resulting from the transport services.
Toda sistem, ki je podlaga za izmenjavo podatkov v skladu s poglavjem 4.2 (Funkcionalne in tehnične specifikacije za podsistem), zagotavlja, da informacije, ki so potrebne za plačilo, izhajajo iz prevoznih storitev.
Also the long-term planning of the timetables is out with the scope of this telematic applications TSI.
Tudi dolgoročno načrtovanje voznih redov je zunaj področja uporabe te TSI za telematske aplikacije.
Nevertheless at some points there will be reference to the outcome of the long-term planning in so far as there is a relationship to the efficient interchange of information required for the operation of trains.
Kljub temu bo v nekaterih točkah sklicevanje na izide dolgoročnega načrtovanja, ker je to povezano z učinkovito izmenjavo informacij, potrebno za obratovanje vlakov.
This TSI takes into account the present service providers and the various possible service providers of the future involved in freight transport as they are for (this list is not exhaustive):
Ta TSI upošteva zdajšnje izvajalce storitev in razne morebitne prihodnje izvajalce storitev, ki se ukvarjajo s tovornim prometom, ki zajema (seznam ni popoln):
wagons
vagone,
locomotives
lokomotive,
drivers
strojevodje,
switching and hump shunting
kretnice in premikanje,
slot selling
prodajo slotov,
shipment management
upravljanje pošiljk,
train composition
vlakovne kompozicije,
train Operation
obratovanje vlakov,
train monitoring
spremljanje vlakov,
train controlling
nadzorovanje vlakov,
shipment monitoring
spremljanje pošiljk,
inspections and repair of wagon and/or locomotive
preglede in popravila vagonov in/ali lokomotiv,
customs clearance
carinjenje,
operating intermodal terminals
delovanje intermodalnih terminalov,
haulage management.
upravljanje vleke.
Some specific service providers are defined explicitly in the Directives 2001/14/EC and 2001/16/EC.
Nekateri izvajalci posebnih storitev so posebej opredeljeni v direktivah 2001/14/ES in 2001/16/ES.
Since both directives have to be taken into account, this TSI considers in particular the definition of (see also Annex A, Index 6):
Ker je treba upoštevati obe direktivi, ta TSI upošteva zlasti opredelitev (glej tudi Prilogo A, indeks 6):
‘“Infrastructure Manager (IM)” means any body or undertaking that is responsible, in particular, for establishing and maintaining railway infrastructure.
„‚Upravljavec infrastrukture (UI)‘ pomeni vsak organ ali podjetje, ki je pristojno zlasti za vzpostavitev in vzdrževanje železniške infrastrukture.
This may also include the management of infrastructure control and safety systems.
To lahko zajema tudi upravljanje nadzornih in varnostnih sistemov.
The functions of the infrastructure manager on a network or part of a network may be allocated to different bodies or undertakings.’
Naloge upravljavca infrastrukture na železniškem omrežju ali na delu omrežja so lahko dodeljene raznim organom ali podjetjem.“
Based on this definition, this TSI regards an IM as the service provider for the allocation of paths, for controlling/monitoring the trains and for train/path related reporting.
Na podlagi te opredelitve ta TSI upravljavca infrastrukture obravnava kot izvajalca storitev za dodeljevanje vlakovnih poti, za nadzorovanje/spremljanje vlakov in za javljanje o vlakih/poteh.
According to Directive 2001/14/EC the body or undertaking to which an IM allocates a path is defined as an applicant.
V skladu z Direktivo 2001/14/ES je organ ali podjetje, kateremu UI dodeli pot, opredeljeno kot prosilec.
‘“Applicant” means a licensed railway undertaking and/or an international grouping of railway undertakings, and, in Member States which provide for such a possibility, other persons and/or legal entities with public service or commercial interest in procuring infrastructure capacity, such as public authorities under Regulation (EEC) No 1191/69 and shippers, freight forwarders and combined transport operators, for the operation of railway services on their respective territories.
„‚Prosilec‘ pomeni prevoznika v železniškem prometu in/ali mednarodno poslovno združenje železniških prevoznikov z licenco in v državah članicah, ki predvidevajo tako možnost, druge fizične in/ali pravne osebe, ki imajo za pridobitev infrastrukturnih zmogljivosti za opravljanje prevoznih storitev v železniškem prometu na svojih ozemljih posamični ali skupni poslovni interes, kakor so javni organi po Uredbi (EGS) 1191/69 in prevozniki tovora, špediterji in prevozniki v kombiniranem prometu;
Whereas a “Railway Undertaking” is defined as any public or private undertaking, licensed according to applicable Community legislation, the principal business of which is to provide services for the transport of goods and/or passengers by rail with a requirement that the undertaking must ensure traction; this also includes undertakings which provide traction only.’
Ker je ‚Prevoznik v železniškem prometu‘ opredeljen kot vsako javno ali zasebno podjetje z licenco na podlagi veljavne zakonodaje Skupnosti, katerega glavna dejavnost je izvajanje prevoznih storitev prevozov blaga in/ali potnikov v železniškem prometu, pri čemer mora ta prevoznik obvezno zagotoviti vleko, ta opredelitev vključuje tudi podjetja, ki izvajajo samo vleko.“
Based on this definition, this TSI regards the RU as the service provider for operating trains.
Na podlagi te opredelitve ta TSI obravnava PŽP kot izvajalca storitev za obratovanje vlakov.
Regarding the allocation of a train path for running a train, Article 13 of the Directive 2001/14/EC also has to be taken into account:
V zvezi z dodelitvijo vlakovne poti za vožnjo vlaka je treba upoštevati tudi člen 13 Direktive 2001/14/ES:
‘Infrastructure capacity shall be allocated by an infrastructure manager, and once allocated to an applicant may not be transferred by the recipient to another undertaking or service.
„Infrastrukturne zmogljivosti dodeljuje upravljavec železniške infrastrukture in po njihovi dodelitvi prosilcu jih ta kot prejemnik ne sme prenesti na drugega prevoznika ali jih uporabiti za drugo storitev.
Any trading in infrastructure capacity shall be prohibited and shall lead to exclusion from the further allocation of capacity.
Vsako trgovanje z infrastrukturnimi zmogljivostmi je prepovedano in ima za posledico izključitev iz nadaljnjega dodeljevanja zmogljivosti.
The use of capacity by a railway undertaking when carrying out the business of an applicant who is not a railway undertaking shall not be considered as transfer.’
Kadar prevoznik v železniškem prometu uporablja zmogljivosti za izvajanje dejavnosti prosilca, ki ni prevoznik v železniškem prometu, se to ne šteje za prenos.“
In relation to the communication scenarios between infrastructure managers and applicants in the execution mode of a transport, only the IM and the RU have to be considered and not all types of applicants, which may be relevant for the planning mode.
V zvezi s komunikacijskimi načini med upravljavci infrastrukture in prosilci v izvedbenem načinu prevoza je treba upoštevati le UI in PŽP, ne pa vseh vrst prosilcev, ki se lahko upoštevajo pri načrtovalnem načinu.
In the execution mode a defined IM–RU relationship is always given, for which the message exchange and the information storage is specified in this TSI.
Pri izvedbenem načinu je vedno podano opredeljeno razmerje med UI in PŽP, za katero sta izmenjava sporočil in shranjevanje informacij določena v tej TSI.
The definition of an applicant and the resulting path allocation possibilities remain uninfluenced.
Opredelitev prosilca in možnosti za dodelitev poti, ki iz nje izhajajo, ostanejo nespremenjene.
As already mentioned various services have to be provided for a freight transport.
Kakor je bilo že omenjeno, je za tovorni promet treba zagotoviti različne storitve.
One for example is the provision of wagons.
Ena je na primer zagotavljanje vagonov.
This service can be related to a fleet manager.
Ta storitev je lahko povezana z upravljavcem voznega parka.
If this service for a transport is one of the services offered by the RU, the RU acts also as fleet manager.
Če je ta prevozna storitev ena od storitev, ki jih ponuja PŽP, je PŽP hkrati upravljavec voznega parka.
A fleet manager again can manage his own wagons and/or wagons from another keeper (another service provider for freight wagons).
Upravljavec voznega parka lahko upravlja svoje vagone in/ali vagone drugega lastnika (drugega izvajalca storitev za tovorne vagone).
The needs for this kind of service provider are taken into account independent of whether the legal entity of the fleet manager is an RU or not.
Potrebe po takih izvajalcih storitev se upoštevajo neodvisno od tega, ali je pravna oseba upravljavca voznega parka PŽP ali ne.
This TSI does not create new legal entities and does not force an RU to involve external service providers for services which the RU itself offers but it does name, where necessary, a service by the name of a related service provider.
Ta TSI ne ustvarja novih pravnih oseb in od PŽP ne zahteva vključevanja zunanjih izvajalcev storitev za storitve, ki jih PŽP ponuja sam, vendar storitve, pri kateri je to potrebno, ne imenuje tako, kakor jo imenuje izvajalec sorodne storitve.
If the service is offered by an RU, the RU acts as the service provider for that service.
Če storitev ponuja PŽP, je PŽP izvajalec storitve za to storitev.
When taking into account the needs of a customer, one of the services is to organise and manage the transport line according to the commitment to the customer.
Če se upoštevajo potrebe odjemalcev, je ena od storitev organizacija in upravljanje prevozne linije v skladu z obveznostmi do odjemalca.
This service is provided by the Lead Railway Undertaking (Lead RU or LRU).
To storitev zagotavlja „vodilni prevoznik v železniškem prometu“ (vodilni PŽP ali VPŽP).
The LRU is the single point of contact for the customer.
VPŽP je edina stična točka za odjemalca.
If more than one railway undertaking is involved in the transport chain, the LRU is also responsible for the co-ordination with the other railway undertakings.
Če je v prevozno verigo vključen več kakor en prevoznik v železniškem prometu, je VPŽP odgovoren tudi za usklajevanje z drugimi prevozniki v železniškem prometu.
This service can also be undertaken by a forwarder or by any other entity.
To storitev lahko izvaja tudi špediter ali kateri koli drug subjekt.
The involvement of an RU as LRU can differ from one type of transport flow to another.
Vloga PŽP kot VPŽP se lahko razlikuje od ene vrste prevoza do druge.