natgillin/translations-raw huggingface dataset:
Under Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community's railways (Railway Safety Directive), responsibility for meeting these requirements lies, for their respective subsystems, with the infrastructure manager or the railway undertaking.
Za spoštovanje predpisov so po Direktivi 2004/49/ES Evropskega parlamenta in Sveta z dne 29. aprila 2004 o varnosti na železnicah Skupnosti (Direktiva o varnosti na železnici) odgovorni upravljavec infrastrukture ali prevoznik v železniškem prometu, vsak za svoje podsisteme.
Member States can check compliance with these requirements when granting safety certificates and safety approvals pursuant to Articles 10 and 11 of the Railway Safety Directive.
Države članice lahko preverijo spoštovanje zahtev ob izdaji varnostnih spričeval in varnostnih pooblastil v skladu s členoma 10 in 11 Direktive o varnosti na železnici.
As far as vehicles are concerned, the procedure for placing in service should be clarified taking into account the definition of vehicle which is composed of one or more subsystems.
Kar zadeva vozila, bi bilo treba pojasniti postopek za začetek obratovanja ob upoštevanju nove opredelitve „vozila“, ki ga sestavlja en ali več podsistemov.
In addition, as Directives 96/48/EC and 2001/16/EC deal with new and upgraded subsystems and Directive 2004/49/EC deals with in-use vehicles, all provisions regarding authorisations for placing in service of vehicles should be integrated in this Directive.
Poleg tega bi bilo treba vse določbe o dovoljenjih za začetek obratovanja vozil vključiti v to direktivo, saj direktivi 96/48/ES in 2001/16/ES obravnavata nove in nadgrajene podsisteme, Direktiva 2004/49/ES pa obravnava vozila v uporabi.
Furthermore, with a view to facilitating the placing in service of vehicles and reducing administrative burdens, a procedure for authorisation of vehicle types should be added.
Nadalje bi bilo treba za lažji začetek obratovanja vozil in zmanjšanje upravnega bremena dodati postopek za odobritev tipov vozil.
In order to facilitate this procedure and help identify vehicle types, a European register of authorised types of vehicles should be set up and maintained by the European Railway Agency (hereinafter referred to as the Agency).
Za poenostavitev tega postopka in pomoč pri opredelitvi tipa vozila bi morala Evropska železniška agencija (v nadaljevanju „Agencija“) vzpostaviti in vzdrževati Evropski register dovoljenih tipov vozil.
Experience has shown that the implementation of such a procedure at national level is often complicated and subject to different national requirements that lack transparency, or even duplicate each other.
Izkušnje so pokazale, da je izvajanje takšnega postopka na nacionalni ravni pogosto zapleteno in predmet različnih nacionalnih zahtev, ki so premalo pregledne ali se celo podvajajo.
Consequently, this procedure poses a major obstacle to the creation of new railway undertakings, particularly in the freight sector.
Ta postopek posledično zelo ovira ustanavljanje novih prevoznikov v železniškem prometu, zlasti v tovornem sektorju.
Steps should therefore be taken to clarify and simplify the procedures for authorising vehicles.
Treba bi bilo torej pojasniti in poenostaviti postopke za odobritev vozil.
Firstly, the general principle that one authorisation is sufficient for the whole Community rail network should be established.
Najprej bi bilo treba vzpostaviti splošno načelo, da eno dovoljenje zadostuje za celotno železniško omrežje Skupnosti.
Secondly, the procedure for authorising vehicles which are TSI conform should be simpler and quicker than in the case of non-TSI conform.
Nadalje bi moral biti postopek za odobritev vozil, ki so skladna s TSI, enostavnejši in hitrejši kot pri vozilih, ki niso skladna s TSI.
Thirdly, the principle of mutual recognition should be applied as far as possible: when a vehicle has already been placed in service in one Member States, other Member States should not invoke national rules to impose unnecessary requirements and redundant verifications, unless these are strictly necessary for verifying the technical compatibility of the vehicle with the relevant network.
Potem bi bilo treba, če je le mogoče, uporabljati načelo vzajemnega priznavanja: če je vozilo že začelo obratovati v eni od držav članic, se druge države članice ne bi smele sklicevati na nacionalne predpise in s tem postavljati nepotrebnih zahtev in odvečnih preverjanj, razen če so ta nujno potrebna za preverjanje tehnične združljivosti vozila z zadevnim omrežjem.
To this end national rules should be classified and compared according to a check-list in order to determine to which extent national rules can be declared as equivalent in terms of requirements, performances and safety.
V ta namen bi bilo treba nacionalne predpise klasificirati in jih primerjati med seboj na podlagi seznama skupnih lastnosti, da bi ugotovili, koliko jih je mogoče obravnavati kot enakovredne glede zahtev, zmogljivosti in varnosti.
Fourthly, the principle of legal certainty as regards the outcome of the procedure should be pursued.
Nadalje bi bilo treba upoštevati načelo pravne varnosti v zvezi z rezultatom postopka.
To this end, in the absence of a decision of a national safety authority within the prescribed time limits an applicant should be authorised to place in service a vehicle.
V ta namen bi moralo biti vlagatelju dovoljeno začeti uporabljati vozilo, če nacionalni varnostni organ ne izda sklepa v predvidenem roku.
Such an authorisation would only be possible if the vehicle has already been authorised in another Member State.
Takšno dovoljenje bi bilo mogoče le, če je vozilu dovoljenje podelila že druga država članica.
In addition, it would only be possible for a railway undertaking or an infrastructure manager duly certified in accordance with Directive 2004/49/EC to use such a vehicle under their full responsibility.
Poleg tega lahko to vozilo na svojo odgovornost uporablja le tisti prevoznik v železniškem prometu ali upravljavec železniške infrastrukture, ki ima spričevalo v skladu z Direktivo 2004/49/ES.
The authorisation procedures for TSI conform and non-TSI conform vehicles are different.
Postopek za pridobitev dovoljenja za vozila, ki so skladna s TSI, se razlikuje od postopka za vozila, ki niso skladna s TSI.
There may be cases where the choice of the procedure is not straightforward.
V nekaterih primerih izbira postopka ni enostavna.
Vehicles which come within the scope of TSI conform vehicles should be those vehicles where all the relevant TSIs have entered into force, including at least the TSI on rolling stock.
Vozila, opredeljena kot skladna s TSI, bi morala biti vozila, pri katerih so vse zadevne TSI že stopile v veljavo, vključno vsaj s TSI za tirno vozilo.
This would mean that a significant part of the essential requirements has been laid down.
To bi pomenilo, da je večina bistvenih zahtev opredeljenih.
For example, until such time that the conventional TSI on locomotives has entered into force, locomotives fall within scope of non-TSI conform vehicles, even though they might comply with other relevant TSIs in force at the time of their placing in service.
Tako recimo lokomotive do začetka veljavnosti konvencionalnih TSI o lokomotivah veljajo za vozila, ki niso v skladu s TSI, čeprav so morda skladne z drugimi zadevnimi TSI, veljavnimi ob začetku svojega obratovanja.
If certain technical aspects corresponding to the essential requirements cannot be explicitly covered in a TSI, they are identified in an annex to the TSI as open points.
Če nekaterih izmed tehničnih vidikov, ki se nanašajo na bistvene zahteve, TSI izrecno ne zajema, so v prilogi k TSI opredeljeni kot odprta vprašanja.
When a TSI conform vehicle has already been authorised in one Member State, additional authorisations should only consider those open points that relate to technical compatibility between the vehicle and the network.
Ko je ena izmed držav članic že dovolila obratovanje vozila, skladnega s TSI, bi morala dodatna dovoljenja zadevati le tista odprta vprašanja, ki se nanašajo na tehnično združljivost vozila z omrežjem.
The list of parameters to be checked in conjunction with the placing in service of non-TSI conform vehicles is a key element for the achievement of interoperability of railway systems, in particular with regard to existing vehicles.
Seznam parametrov, ki jih je treba preveriti skupaj z začetkom obratovanja vozil, ki niso skladna s TSI, je ključen za doseg interoperabilnosti železniških sistemov, zlasti kar zadeva obstoječa vozila.
This list takes into account experience across a limited number of networks.
Seznam upošteva izkušnje nekaterih omrežij.
Therefore it is necessary that the Agency review the parameters in Annex VII and make the recommendations it considers appropriate to the Commission.
Zato je nujno, da Evropska železniška agencija pregleda parametre iz Priloge VII in Komisiji po potrebi poda ustrezna priporočila.
The ‘EC’ verification procedure should be based on TSIs.
Postopek ES-verifikacije bi moral temeljiti na TSI.
These TSIs are subject to the provisions of Article 18 of Directive 93/38/EEC.
Za TSI veljajo določbe člena 18 Direktive 93/38/EGS.
The notified bodies responsible for examining the procedures for conformity assessment and suitability for the use of constituents, together with the procedure for the assessment of subsystems must, in particular in the absence of any European specification, coordinate their decisions as closely as possible.
Priglašeni organi, pooblaščeni za izvajanje ocenjevanja skladnosti in primernosti za uporabo komponent ter verifikacijo podsistemov, morajo, zlasti če ni evropskih specifikacij, čim tesneje usklajevati svoje odločitve.
The notified bodies should be structured in such a way as to meet the criteria which must apply to this type of body in all sectors of the new approach to technical harmonisation and conformity verification, especially criteria relating to independence and competence.
Priglašene organe bi bilo treba organizirati tako, da izpolnjujejo merila, ki veljajo za to vrsto organov v vseh sektorjih novega pristopa k tehničnemu usklajevanju in preverjanju skladnosti, zlasti merila glede neodvisnosti in pristojnosti.
TSIs will be revised at regular intervals.
TSI bodo pregledane v rednih časovnih presledkih.
When errors are discovered, an ad hoc rapid procedure should be set up in such a way that a provisional corrigendum is first agreed in the context of a committee and then published by the Agency.
Kadar se odkrijejo napake, bi bilo treba vzpostaviti hitri ad hoc postopek, in sicer tako, da se v okviru odbora najprej doseže dogovor o začasnem popravku, nato pa ga Agencija objavi.
This will allow an earlier use of this corrigendum by all stakeholders, including industry, notified bodies and authorities, pending a formal revision of the TSI by the Commission.
To bo vsem zainteresiranim stranem, vključno z industrijo, priglašenimi telesi in organi, omogočilo zgodnejšo uporabo tega popravka, dokler Komisija uradno ne pregleda TSI.
In order to avoid confusion with official corrigenda of the Commission, the term technical opinion will be used.
Da bi se izognili zamenjavi z uradnimi popravki Komisije, se bo uporabljal izraz „tehnično mnenje“.
This procedure is in line with the mandate adopted by the Commission in Decision of 13 July 2007 concerning a framework mandate to the European Railway Agency for the performance of certain activities under Directives 96/48/EC and 2001/16/EC.
Ta postopek je v skladu z mandatom, ki ga je sprejela Komisija z Odločbo z dne 13. julija 2007 o okvirnem mandatu Evropske železniške agencije za opravljanje nekaterih dejavnosti iz direktiv 96/48/ES in 2001/16/ES.
However, if the TSI needs to be amended because of an important or critical error, a revision procedure should be applied.
Vendar, če se mora TSI spremeniti zaradi pomembne ali kritične napake, se mora uporabiti postopek pregleda.
The definition of the keeper should be as close as possible to the definition used in the 1999 Convention concerning International Carriage by Rail (COTIF).
Opredelitev „imetnika“ bi morala biti kar se da podobna opredelitvi iz Konvencije o mednarodnih železniških prevozih iz leta 1999 (COTIF).
Many entities can be identified as a keeper of a vehicle, such as the owner, a company carrying on a business with a fleet of wagons, a company leasing vehicles to a railway undertaking, a railway undertaking or an infrastructure manager using vehicles for maintaining its infrastructure.
Mnogo oseb ali subjektov je lahko imetnik vozila, kot so lastnik, podjetje, ki posluje z voznim parkom vagonov, podjetje, ki daje vozila v najem prevozniku v železniškem prometu, prevoznik v železniškem prometu, upravljavec infrastrukture, ki uporablja vozila za vzdrževanje svoje infrastrukture.
These entities have control over the vehicle with a view to its use as a means of transport by the railway undertakings and the infrastructure managers.
Te osebe ali subjekti imajo nadzor nad vozilom z namenom, da ga prevozniki v železniškem prometu in upravljavci infrastrukture uporabljajo kot prevozno sredstvo.
In order to avoid any doubt, the keeper should be clearly identified in the national vehicle registers.
Da bi se izognili vsem dvomom, bi moral biti imetnik jasno razviden iz nacionalnega registra vozil.
In particular, the Commission should be empowered to adopt and update the TSIs.
Zlasti bi bilo treba Komisiji podeliti pooblastila za sprejem in posodabljanje TSI.
Since those measures are of general scope and are designed to amend non-essential elements of this Directive, inter alia, by supplementing it with new non-essential elements, they must be adopted in accordance with the regulatory procedure with scrutiny provided for in Article 5a of Decision 1999/468/EC.
Ker so ti ukrepi splošnega obsega in so namenjeni spreminjanju nebistvenih določb te direktive, med drugim z njenim dopolnjevanjem z novimi nebistvenimi določbami, jih je treba sprejeti v skladu z regulativnim postopkom s pregledom iz člena 5a Sklepa 1999/468/ES.
When, on imperative grounds of urgency, the normal time-limits for the regulatory procedure with scrutiny cannot be complied with, the Commission should be able to apply the urgency procedure provided for in Article 5a(6) of Decision 1999/468/EC for the adoption of measures designed to amend non-essential elements of this Directive by supplementing it with TSIs or amendments thereto.
V nujnih primerih, ko ni mogoče upoštevati običajnih rokov za regulativni postopek s pregledom, bi moralo biti Komisiji omogočeno, da uporabi nujni postopek iz člena 5a(6) Sklepa 1999/468/ES za sprejetje ukrepov za spremembo nebistvenih določb te direktive tako, da dopolni TSI ali jih spremeni.
Since the objective of this Directive, namely interoperability within the rail system in Community-wide scale, cannot be sufficiently achieved by the Member States since no individual Member State is in a position to take the action needed in order to achieve such interoperability and can therefore be better achieved at Community level, the Community may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty.
Ker cilja te direktive, in sicer interoperabilnosti znotraj železniškega sistema na ravni Skupnosti, države članice ne morejo zadovoljivo doseči, saj nobena država članica ne more sprejeti potrebnega ukrepa za doseganje te interoperabilnosti, in ga torej zaradi obsega ali učinkov predlaganih ukrepov laže doseže Skupnost, lahko Skupnost sprejme ukrepe v skladu z načelom subsidiarnosti iz člena 5 Pogodbe.
In accordance with point 34 of the Interinstitutional Agreement on better law-making, Member States are encouraged to draw up, for themselves and in the interests of the Community, their own tables illustrating, as far as possible, the correlation between this Directive and the transposition measures, and to make them public.
V skladu s točko 34 Medinstitucionalnega sporazuma o boljši pripravi zakonodaje se države članice spodbuja, da za lastne potrebe in v interesu Skupnosti izdelajo in objavijo lastne tabele, ki naj, kolikor nazorno je to mogoče, prikažejo korelacijo med to direktivo in ukrepi za prenos v nacionalno pravo.
Article 14 of Directive 2004/49/EC and Directives 96/48/EC and 2001/16/EC should therefore be repealed,
Člen 14 Direktive 2004/49/ES ter direktivi 96/48/ES in 2001/16/ES bi zato bilo treba razveljaviti –
This Directive sets out to establish the conditions to be met to achieve interoperability within the Community rail system in a manner compatible with the provisions of Directive 2004/49/EC.
Namen te direktive je določiti pogoje, ki jih je treba izpolniti za uresničitev interoperabilnosti železniškega sistema Skupnosti v skladu z določbami Direktive 2004/49/ES.
These conditions concern the design, construction, placing in service, upgrading, renewal, operation and maintenance of the parts of this system as well as the professional qualifications and health and safety conditions of the staff who contribute to its operation and maintenance.
Ti pogoji zadevajo zasnovo, gradnjo, začetek obratovanja, modernizacijo, obnovo, obratovanje in vzdrževanje delov tega sistema, kakor tudi poklicno usposobljenost ter zdravstvene in varnostne pogoje za osebje, ki sodeluje pri njegovem obratovanju in vzdrževanju.
The pursuit of this objective must lead to the definition of an optimal level of technical harmonisation and make it possible to:
Prizadevanje za dosego tega cilja mora voditi do optimalne ravni tehnične usklajenosti in omogočiti:
facilitate, improve and develop international rail transport services within the European Union and with third countries;
lajšanje, izboljšanje in razvoj mednarodnih železniških prevoznih storitev znotraj Evropske unije in s tretjimi državami;
contribute to the progressive creation of the internal market in equipment and services for the construction, renewal, upgrading and operation of the rail system within the Community;
prispevek k postopnemu oblikovanju notranjega trga opreme in storitev za gradnjo, obnovo, nadgradnjo in obratovanje železniškega sistema znotraj Skupnosti;
contribute to the interoperability of the rail system within the Community.
prispevek k interoperabilnosti železniškega sistema znotraj Skupnosti.
Member States may exclude from the measures they adopt in implementation of this Directive:
Države članice lahko iz ukrepov, ki jih sprejmejo pri izvajanju te direktive, izvzamejo:
metros, trams and other light rail systems;
podzemne železnice, tramvaje in druge sisteme lahke železnice;
networks that are functionally separate from the rest of the railway system and intended only for the operation of local, urban or suburban passenger services, as well as railway undertakings operating solely on these networks;
omrežja, ki so funkcionalno ločena od ostalega železniškega sistema in so predvidena samo za opravljanje lokalnega, mestnega in primestnega potniškega prometa, kakor tudi prevoznike v železniškem prometu, ki izvajajo dejavnost samo v teh omrežjih;
privately owned railway infrastructure and vehicles exclusively used on such infrastructure that exist solely for use by the owner for its own freight operations;
zasebno železniško infrastrukturo in vozila, ki se uporabljajo izključno na takšni infrastrukturi, ki ju uporablja izključno njun lastnik za lastne prevoze blaga;
infrastructure and vehicles reserved for a strictly local, historical or touristic use.
infrastrukturo in vozila, predvidena izključno za lokalno, zgodovinsko ali turistično uporabo.
The scope of the TSIs shall be progressively extended in accordance with Article 8 to the whole rail system, including track access to terminals and main port facilities serving or potentially serving more than one user, without prejudice to the derogations to the application of TSIs as listed in Article 9.
Področje uporabe TSI se v skladu s členom 8 postopno razširja na celoten železniški sistem, vključno z dostopom po tirih do terminalov in glavnih pristaniških naprav, ki jih lahko uporablja več kot en uporabnik, brez poseganja v odstopanje od uporabe TSI iz člena 9.
‘trans-European rail system’ means the trans-European conventional and high-speed rail systems as set out in Annex I, points 1 and 2, respectively;
„vseevropski železniški sistem“ pomeni vseevropske konvencionalne in visokohitrostne železniške sisteme, kot so opredeljeni v točkah 1 in 2 Priloge I;
‘interoperability’ means the ability of a rail system to allow the safe and uninterrupted movement of trains which accomplish the required levels of performance for these lines.
„interoperabilnost“ pomeni zmožnost železniškega sistema, da zagotovi varen in neprekinjen promet vlakov ob zahtevani stopnji izkoriščenosti zmogljivosti teh prog.
This ability depends on all the regulatory, technical and operational conditions which must be met in order to satisfy the essential requirements;
Ta zmožnost je odvisna od celotnega sklopa pravnih, tehničnih in operativnih pogojev, ki morajo biti izpolnjeni za zadostitev bistvenim zahtevam;
‘vehicle’ means a railway vehicle that runs on its own wheels on railway lines, with or without traction.
„vozilo“ pomeni železniško vozilo, ki se lahko na lastnih kolesih z lastnim pogonom ali brez njega premika po železniških progah.
A vehicle is composed of one or more structural and functional subsystems or parts of such subsystems;
Sestavlja ga en ali več strukturnih ali funkcionalnih podsistemov ali delov takšnih podsistemov;
‘network’ means the lines, stations, terminals, and all kinds of fixed equipment needed to ensure safe and continuous operation of the rail system;
„omrežje“ pomeni proge, postaje, terminale in vse vrste fiksne opreme, potrebne za zagotovitev varnega in neprekinjenega delovanja železniškega sistema;
‘subsystems’ means the result of the division of the rail system, as shown in Annex II.
„podsistemi“ pomenijo razdelitev železniškega sistema, kot je opisano v Prilogi II.
These subsystems, for which essential requirements must be laid down, may be structural or functional;
Ti podsistemi, za katere je treba določiti bistvene zahteve, so lahko strukturalni ali funkcionalni podsistem;
‘interoperability constituents’ means any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a subsystem, upon which the interoperability of the rail system depends directly or indirectly.
„komponente interoperabilnosti“ pomenijo vsako osnovno komponento, skupino komponent, podsklop ali celoten sklop opreme, vgrajene ali namenjene vgradnji v podsistem, od katerega je neposredno ali posredno odvisna interoperabilnost železniškega sistema.
The concept of a ‘constituent’ covers both tangible objects and intangible objects such as software;
Pojem „komponenta“ zajema opredmetena in neopredmetena sredstva, kot je npr. programska oprema;
‘essential requirements’ means all the conditions set out in Annex III which must be met by the rail system, the subsystems, and the interoperability constituents, including interfaces;
„bistvene zahteve“ pomeni vse pogoje, opisane v Prilogi III, ki jih morajo izpolnjevati železniški sistemi, podsistemi in komponente interoperabilnosti, vključno z vmesniki;
‘European specification’ means a common technical specification, a European technical approval or a national standard transposing a European standard, as defined in Annex XXI to Directive 2004/17/EC;
„evropska specifikacija“ pomeni skupno tehnično specifikacijo, evropsko tehnično soglasje ali nacionalni standard, ki uvaja evropski standard, kakor so opredeljeni v Prilogi XXI k Direktivi 2004/17/ES;
‘technical specification for interoperability’ (TSI) means a specification adopted in accordance with this Directive by which each subsystem or part subsystem is covered in order to meet the essential requirements and ensure the interoperability of the rail system;
„tehnična specifikacija za interoperabilnost“ („TSI“) pomeni specifikacijo, sprejeto v skladu s to direktivo, ki velja za vsak podsistem ali del podsistema, da bi zadostil bistvenim zahtevam in zagotovil interoperabilnost železniškega sistema;