natgillin/translations-raw huggingface dataset:
MS should not invoke Directive 2004/49/EC to impose additional requirements for authorisation for placing in service.
DČ se ne smejo sklicevati na Direktivo 2004/49/ES, da bi naložile dodatne zahteve v zvezi z dovoljenjem za začetek obratovanja.
When preparing trains, RUs will have to use vehicles which are technically compatible with the network but also that can be coupled among themselves.
Pri pripravi vlakov bodo morali PŽP uporabljati vozila, ki so tehnično združljiva z omrežjem in jih je tudi mogoče speti skupaj.
As the coupling system can be left to the choice of an RU for the management of its own fleet or to an agreement of several RUs for the management of a shared fleet, there is no evidence to suggest that interoperability or the optimal level of harmonisation requires every rail vehicle to have the same coupling.
Ker se lahko o spenjalnem sistemu odloči PŽP v okviru upravljanja lastnega voznega parka ali se lahko o njem dogovori več PŽP v okviru upravljanja skupnega voznega parka, ni dokazov za trditev, da bi moralo biti za dosego interoperabilnosti ali optimalne ravni uskladitve vsako železniško vozilo speto na enak način.
However, as the vehicles after coupling have to remain safe, the TSI should include at least the functional requirements related to the coupling that need to be verified in the context of the EC verification procedure.
Ker pa morajo vozila po spenjanju ostati varna, mora TSI vključevati vsaj funkcionalne zahteve v zvezi s spenjanjem, ki se morajo preverjati v okviru ES-verifikacijskega postopka.
A specific situation concerns wagons used in the context of single wagon load in the standard gauge network.
Posebne razmere zadevajo vagone, ki se uporabljajo kot edini pripeti vagon v omrežju s standardno tirno širino.
Taking into account the size of this fleet one could envisage the inclusion of a standard coupling specification into the TSI; however because it is not necessary for interoperability the specification of the coupling should not be mandatory for all wagons, but only applicable to wagons using that standard coupling.
Glede na obseg tega voznega parka bi se lahko v TSI vključila specifikacija o standardnem spenjanju; ker pa to ni nujno za interoperabilnost, specifikacija o spenjanju ne bi smela biti obvezna za vse vagone, ampak le za vagone, ki uporabljajo navedeno standardno spenjanje.
ERA is currently studying the optimisation of the right place for such specifications: if RUs share vehicles under a commercial agreement (e.g. GCU), is the best place to manage these specifications in the agreement itself, in voluntary standards, in harmonised standards or in TSIs?
Evropska agencija za železniški promet (ERA) zdaj preučuje optimizacijo ustreznega mesta za te specifikacije: če PŽP skupaj uporabljajo vozila v skladu s poslovnim dogovorom (npr. Splošni sporazum o uporabi vagonov; GCU – General Contract for the Use of Wagons), je najprimernejše mesto za vključitev teh specifikacij v samem sporazumu, v prostovoljnih standardih, v usklajenih standardih ali v TSI?
Conclusion: if the TSI includes a specification for compatibility between vehicles, that specification is verified as part of the EC verification procedure.
Sklep: če TSI vključuje specifikacijo v zvezi z združljivostjo vozil, se ta specifikacija preverja v skladu s postopkom ES-verifikacije.
However there is no evidence to suggest that interoperability requires every rail vehicle to have the same coupling.
Vendar ni dokazov za trditev, da bi moralo biti za dosego interoperabilnosti vsako železniško vozilo speto na enak način.
Provisions related to the first authorisation are set out in Article 22 of Directive 2008/57/EC.
Določbe v zvezi s prvim dovoljenjem so navedene v členu 22 Direktive 2008/57/ES.
If all subsystems integrating the vehicle have been authorised according to Chapter IV of Directive 2008/57/EC, the MS directly authorise a vehicle without further checks because these have already been covered by checks under the procedure for placing in service of subsystems, including technical compatibility and safe integration (Articles 15 and 22 (2)(a)).
Če so bili vsi sistemi, ki sestavljajo vozilo, odobreni v skladu s poglavjem IV Direktive 2008/57/ES, DČ neposredno odobrijo vozilo brez dodatnih pregledov, saj so bili ti pregledi opravljeni že v okviru pregledov v skladu s postopkom za začetek obratovanja podsistemov, vključno s tehnično združljivostjo in varno vključitvijo (člena 15 in 22(2)(a)).
In cases where the subsystems integrating the vehicle have not been authorised according to Chapter IV of Directive 2008/57/EC, the following paragraphs are relevant.
Če podsistemi, ki sestavljajo vozilo, niso bili odobreni v skladu s poglavjem IV Direktive 2008/57/ES, se uporabljajo naslednji odstavki.
In the case of vehicles whose subsystems bear all necessary ‘EC’ declarations of verification, there are two types of technical compatibility: one between subsystems within the vehicle and the other between the vehicle and the network (Article 22(2)(b)).
V primeru vozil, katerih podsistemi imajo vse potrebne ES-izjave o verifikaciji, obstajata dve vrsti tehnične združljivosti: združljivost med podsistemi znotraj vozila in združljivost vozila z omrežjem (člen 22(2)(b)).
Likewise, there is provision for a separate check of safe integration both between the subsystems integrating the vehicle and between the vehicle and the network.
Prav tako obstaja določba v zvezi z ločenim preverjanjem varne vključitve, tako med podsistemi, ki sestavljajo vozilo, kot med vozilom in omrežjem.
The DeBo checks the conformity with the national rules relating to open points and specific cases.
PristO preveri skladnost z nacionalnimi predpisi v zvezi z odprtimi točkami in posebnimi primeri.
As regards additional authorisation, Article 23 of Directive 2008/57/EC applies.
V zvezi z dodatnim dovoljenjem se uporablja člen 23 Direktive 2008/57/ES:
Directive 2008/57/EC ensures that there is mutual recognition of the different ways of meeting the essential requirements in order to avoid new checks as part of an additional authorisation.
Direktiva 2008/57/ES zagotavlja vzajemno priznavanje različnih načinov izpolnjevanja bistvenih zahtev, da se preprečijo novi pregledi v okviru dodatnega dovoljenja.
In this case, NSA may only mandate further requirements or additional risk analyses (on the basis of the CSM on RA) related to:
V tem primeru lahko NVO predpiše le dodatne zahteve ali dodatne analize tveganja (na podlagi SVM za OT), povezane s:
the technical compatibility between the vehicle and the network concerned, including the national rules applicable to the open points needed to ensure such compatibility, and
tehnično združljivostjo vozila z zadevnim omrežjem, vključno z nacionalnimi predpisi, ki se uporabljajo za odprte točke in so nujni za zagotovitev te skladnosti, in
the national rules applicable to specific cases duly identified in the TSIs.
nacionalnimi predpisi, ki se uporabljajo za posebne primere, ustrezno opredeljene v TSI.
Conclusion: MS should not call into question the national rules covering the open points not related to technical compatibility between the vehicle and the network.
Sklep: DČ ne sme izpodbijati nacionalnih predpisov, ki zajemajo odprte točke, ki niso povezane s tehnično združljivostjo vozila z omrežjem.
However, this should not mean that the national rules which are not related to technical compatibility between the vehicle and the network are automatically considered equivalent and thus classified A in the reference document.
Vendar to ne pomeni, da se morajo nacionalni predpisi, ki niso povezani s tehnično združljivostjo vozila z omrežjem, samodejno šteti za enakovredne ter tako uvrščene v skupino A v referenčnem dokumentu.
It means that the reference document, in the context of TSI conform vehicles, is only used in the case of open points related to the technical compatibility between the vehicle and the network, or in specific cases.
To pomeni, da se referenčni dokument v zvezi z vozili, skladnimi s TSI, uporablja le v primeru odprtih točk, povezanih s tehnično združljivostjo vozila z omrežjem ali v posebnih primerih.
It is only in the latter two cases (technical compatibility between the vehicle and the network and specific cases), after the adoption of the reference document referred to in Article 27 of the Directive, that the NSA is not allowed to call into question requirements that are mutually recognised and as such, are classified in the Group A pursuant to Annex VII to Directive 2008/57/EC.
NVO le v zadnjih dveh primerih (tehnična združljivost vozila z omrežjem ter posebni primeri) po sprejetju referenčnega dokumenta iz člena 27 Direktive ne sme izpodbijati zahtev, ki so vzajemno priznane in se tako uvrščajo v skupino A v skladu s Prilogo VII k Direktivi 2008/57/ES.
Example: No further checks for an additional authorisation of a CCS TSI conform vehicles running on CCS TSI conform lines (provided that they both have been certified as fully compliant with the specifications referred to in the Commission Decision 2010/79/EC [13].and
Primer: dodatna preverjanja v zvezi z dodatnim dovoljenjem za vozila, ki so skladna z VUS TSI, ki vozijo na progah, skladnih z VUS TSI, niso potrebna (če sta bila oba odobrena kot v celoti usklajena s specifikacijami iz Odločbe Komisije 2010/79/ES [13];in
Where a CCS TSI conform vehicle is to be given an additional authorisation for a non-CCS TSI conform network then CCS related checks may only cover the technical compatibility between the vehicle on-board and network CCS systems.
če bo za vozilo, skladno z VUS TSI, izdano dodatno dovoljenje za omrežje, ki ni skladno z VUS TSI, lahko preverjanja v zvezi z VUS vključujejo le tehnično združljivost sistemov VUS na vozilu in v omrežju.
Non-TSI conform vehicles are those that are not in conformity with all TSIs in force, including those that are subject to derogations, or where a significant part of the essential requirements is not laid down in one or more TSI.
Vozila, ki niso skladna s TSI, so vozila, ki niso skladna z vsemi veljavnimi TSI, vključno s tistimi, za katera veljajo odstopanja, ali pri katerih velik del bistvenih zahtev ni določen v eni ali več TSI.
In the latter case, although a vehicle might be in conformity with all relevant TSIs, the term non-TSI conform is used for the sake of simplicity only.
V zadnjem primeru se pojem neusklajenosti s TSI uporablja le za namene poenostavitve, čeprav je vozilo morda skladno z vsemi ustreznimi TSI.
For the first authorisation Article 24 of Directive 2008/57/EC applies.
V zvezi s prvim dovoljenjem se uporablja člen 24 Direktive 2008/57/ES.
This is a very similar process to that used for TSI conform vehicles.
Ta proces je zelo podoben tistemu, ki se uporablja za vozila, skladna s TSI.
The main difference is that the scope of the checks to be carried out against national rules is defined by the list of parameters in the reference document — whereas, for TSI conform vehicles, the scope of the checks against national rules is determined by the rules necessary for ensuring technical compatibility with the network, the list of open points and specific cases in each TSI.
Glavna razlika je, da je obseg preverjanj, ki bodo izvedena v skladu z nacionalnimi predpisi, za vozila, ki niso skladna s TSI, opredeljen na seznamu parametrov v referenčnem dokumentu, medtem ko je obseg preverjanj v skladu z nacionalnimi predpisi za vozila, skladna s TSI, določen v predpisih, ki so potrebni za zagotovitev tehnične združljivosti z omrežjem, seznamu odprtih točk in posebnih primerih v posamezni TSI.
However, for the parts covered by TSIs, the ‘EC’ verification procedure applies; this includes technical compatibility and safe integration, as described in earlier Sections.
Vseeno se za dele, ki so zajeti v TSI, uporablja postopek ES-verifikacije; ta vključuje tehnično združljivost in varno vključitev, ki sta opisani v prejšnjih oddelkih.
Concerning the additional authorisation, Article 25 of Directive 2008/57/EC applies.
V zvezi z dodatnim dovoljenjem se uporablja člen 25 Direktive 2008/57/ES.
In this case, the scope of checks is broader and is not so constrained as in the case of TSI conform vehicles.
V tem primeru je obseg preverjanj širši in ni tako omejen kot pri vozilih, skladnih s TSI.
MS may invoke any rules necessary to meet the essential requirements provided they relate to parameters covered by the reference document.
DČ lahko uveljavlja kakršne koli predpise, ki so potrebni za izpolnjevanje bistvenih zahtev, če so povezani s parametri, zajetimi v referenčnemu dokumentu.
However:
Pri tem je treba upoštevati:
they may not call into question any of the non-network parts of the first authorisation unless they can demonstrate a substantial safety risk to the applicant.
ne smejo izpodbijati katerih koli delov prvega dovoljenja, ki niso povezani z omrežjem, razen če lahko dokažejo znatno tveganje za varnost prosilca.
This option is not open to the NSA for TSI conform vehicles nor it is open for non-TSI conform vehicles in the case where the rules covering the relevant parameter belong to group ‘A’,
NVO ne sme uporabljati te možnosti za vozila, skladna s TSI, in za vozila, ki niso skladna s TSI, če predpisi, ki vključujejo ustrezen parameter, spadajo v skupino „A“.
as the calling into question is without prejudice to the free movement of subsystems (Article 16), the first verification of the essential requirements for the subsystems by the MS takes precedence and the second NSA can only invoke the checks if the first checks were not covered by an ‘EC’ verification declaration,
Ker izpodbijanje ne posega v prosti pretok podsistemov (člen 16), ima prvo preverjanje bistvenih zahtev za podsisteme, ki ga izvede DČ, prednost, drugi NVO pa lahko uveljavlja preverjanja le, če prva preverjanja niso bila vključena v ES-izjavo o verifikaciji,
they can ask for a risk assessment or tests to verify conformity with national rules in respect of any of the records of operation and demonstrations of network compatibility.
zahtevajo lahko oceno tveganja ali preskuse za preverjanje skladnosti z nacionalnimi predpisi v zvezi s katero koli evidenco o upravljanju in dokazi o združljivosti omrežja.
But after the reference document is in force only for group B and C rules.
Vendar smejo to storiti šele po pričetku veljavnosti referenčnega dokumenta, in sicer le za predpise iz skupin B in C.
Many MS differentiate between requirements that apply to existing authorised vehicles and those applied for authorisation of new and upgraded/renewed vehicles.
Veliko DČ razlikuje zahteve, ki veljajo za obstoječa odobrena vozila, in zahteve, ki se uporabljajo za odobritev novih in nadgrajenih/obnovljenih vozil.
If an application for an additional authorisation is made for an existing non-TSI conform vehicle in a second MS, Article 25 would allow the second MS to check only the compatibility with the network of the latter MS. The second MS respects the first authorisation, even though it may have been done under an older regime, except in case of a significant safety risk.
Če je zahtevek za dodatno dovoljenje predložen za obstoječe vozilo, ki ni skladno s TSI, v drugi DČ, člen 25 dovoli drugi DČ, da preveri le združljivost z omrežjem zadnje DČ. Druga DČ upošteva prvo dovoljenje, tudi če je bilo morda izdano v skladu s starejšim sistemom, razen v primeru znatnega tveganja za varnost.
This is consistent with the need to avoid discrimination between vehicles that were first authorised in one MS and vehicles that were first authorised in another MS.
To je v skladu s potrebo po preprečevanju razlikovanja med vozili, ki so bila prvič odobrena v eni DČ, in vozili, ki so bila prvič odobrena v drugi DČ.
Therefore, for the purpose of clarity MS should make clear in their national rules which of the provisions apply to all subsystems in service and which rules are to be complied with only by new and upgraded/renewed subsystems to be authorised for placing into service.
Zato morajo DČ za namene jasnosti v nacionalnih predpisih pojasniti, katere določbe veljajo za vse podsisteme, ki obratujejo, in katere predpise morajo upoštevati le novi in nadgrajeni/obnovljeni podsistemi, ki morajo biti odobreni za začetek obratovanja.
Directive 2008/57/EC lays down two procedures for type authorisation:
Direktiva 2008/57/ES določa dva postopka za odobritev tipa:
a vehicle type may be first authorised (Article 26.1) on the basis of type examination without any vehicle of this type being authorised to be placed in service (the term ‘type examination’ is not confined to an at desk examination of drawings, it includes all necessary tests of a prototype).
Najprej se lahko odobri tip vozila (člen 26.1) na podlagi pregleda tipa, ne da bi bilo vozilo tega tipa odobreno za začetek obratovanja (izraz „pregled tipa“ ni omejen na teoretične preglede skic, ampak vključuje vse potrebne preglede prototipa).
If a type is authorised then any vehicle authorisations should be based on a declaration of conformity to type without further checks (Article 26.3),
Če je tip odobren, morajo katere koli odobritve vozila temeljiti na izjavi o skladnosti s tipom brez dodatnih pregledov (člen 26.3).
an individual vehicle may be first authorised, in which case the type must be simultaneously authorised (Article 26.2).
Najprej se lahko odobri posamezno vozilo, pri čemer mora biti tip odobren hkrati (člen 26.2).
Furthermore, if a vehicle obtains an additional authorisation for placing in service in a second MS, then the vehicle type must be authorised in the second MS and subsequent vehicle authorisations in this second MS shall be based upon a declaration of conformity to this type without further checks.
Prav tako velja naslednje: če vozilo dobi dodatno dovoljenje za začetek obratovanja v drugi DČ, mora biti tip vozila odobren v drugi DČ, naknadne odobritve vozila v tej drugi DČ pa morajo temeljiti na izjavi o skladnosti s tem tipom brez dodatnih pregledov.
The geographical scope of TSIs adopted so far is the rail part of the TEN-T network (Annex I).
Geografsko področje uporabe TSI, ki so bile sprejete do zdaj, je železniški del omrežja TEN-T (Priloga I).
On 29 April 2010, the Commission granted a mandate to the Agency for the extension of the scope of the TSIs.
Komisija je 29. aprila 2010 pooblastila Agencijo za razširitev področja uporabe TSI.
As provided for in Article 8(3) of Directive 2008/57/EC, until such time as the extension of the scope of the TSIs to cover the whole of the rail network takes effect:
Kot določa člen 8(3) Direktive 2008/57/ES, dokler ne začne veljati razširitev področja uporabe TSI na celotno železniško omrežje:
of infrastructure, energy and trackside control-command and signalling subsystems on the parts of the network that do not yet fall within the scope of the TSIs,
za infrastrukturo, energetske podsisteme vodenja-upravljanja in podsisteme vodenja-upravljanja ob progi ter podsisteme signaliziranja v delih omrežja, ki še niso zajeta v področje uporabe TSI,
are granted in accordance with the national rules referred to in Article 17(3) of Directive 2008/57/EC [14];(b) authorisations for the placing in service of vehicles to be used occasionally on the part of the network that does not yet fall within the scope of the TSIs, in respect of that part of the network, are granted in accordance with Articles 21 to 27 and the national rules referred to in Article 17(3) of Directive 2008/57/EC.
podelijo v skladu z nacionalnimi predpisi iz člena 17(3) Direktive 2008/57/ES [14],(b) se dovoljenja za začetek obratovanja vozil, ki se bodo včasih uporabljala v delu omrežja, ki še ne sodi v področje uporabe TSI, v zvezi s tem delom omrežja podelijo v skladu s členi 21 do 27 te direktive in nacionalnimi predpisi iz člena 17(3) Direktive 2008/57/ES.
This means that, in order to be authorised for a complete network of a MS, a vehicle should be checked against two sets of rules in the first case (one for the TEN-T network and one for off-TEN), unless MS decided otherwise in their national legislation transposing Directive 2008/57/EC, but only one set of rules if the vehicle occasionally operates on off-TEN.
To pomeni, da mora biti vozilo v prvem primeru pregledano v skladu z dvema nizoma predpisov (enim za obratovanje v omrežju TEN-T in enim za obratovanje zunaj TEN-T), da se izda dovoljenje za njegovo obratovanje v celotnem omrežju DČ, razen če DČ določi drugače v nacionalni zakonodaji, ki prevzema Direktivo 2008/57/ES, in le v skladu z enim nizom predpisov, če vozilo občasno vozi v omrežjih zunaj TEN.
The general principle is that before being used on a network, a vehicle coming from a third country for the first time needs to be authorised to be placed in service by the national safety authority which is competent for this network (Article 21(1)).
Splošno načelo je, da pred uporabo vozila v omrežju nacionalni varnostni organ, ki je pristojen za to omrežje, dovoli začetek obratovanja vozila, ki prvič prihaja iz tretje države (člen 21(1)).
In the case of vehicles running between a Member State and a third country, on a network whose track gauge is different from that of the main rail network within the Community and subject to specific cases or derogations, international agreements may be applicable (Article 21(11)).
V primeru vozil, ki vozijo med državo članico in tretjo državo v omrežju, kjer se tirna širina razlikuje od tiste v glavnem železniškem omrežju znotraj Skupnosti in ki spada med posebne primere ali je predmet odstopanj, se lahko uporabljajo mednarodni sporazumi (člen 21(11)).
This is typically the case of vehicles running between the Baltic States and third countries using the Russian gauge.
To je tipično za vozila, ki vozijo med baltiškimi državami in tretjimi državami po omrežjih z rusko tirno širino.
As an exception to the general rules authorisations for placing in service which have been granted before 19 July 2008 including those delivered under international agreements, such as RIC and RIV, remain valid in accordance with the conditions under which authorisations have been granted (Article 21(12)).
Kot izjema od splošnih predpisov velja, da dovoljenja za začetek obratovanja, ki so bila odobrena pred 19. julijem 2008, vključno z dovoljenji, izdanimi na podlagi mednarodnih sporazumov, kot sta RIC in RIV, ostanejo veljavna v skladu s pogoji, pod katerimi so bila odobrena (člen 21(12)).
Finally, as far as international agreements are concerned, it is reminded that when the EU is a member of such agreements, the rules of such agreements are binding to the EU and its Member States.
V zvezi z mednarodnimi sporazumi je treba opozoriti, da če je pogodbenica mednarodnih sporazumov EU, so predpisi iz teh sporazumov zavezujoči za EU in njene države članice.
For example, when the EU will be a full member of COTIF 99 and applies the revised Appendix ATMF, vehicles authorised in a third country applying COTIF will be able to enter the EU network if they were authorised by a competent authority on the basis of requirements identical or equivalent to those in force in the EU and following a similar conformity assessment procedure.
Če bo na primer EU polnopravna pogodbenica COTIF 99 in bo uporabljala revidiran Dodatek h Konvenciji ATMF, bodo lahko vozila, odobrena v tretji državi, ki uporablja COTIF, vstopila v omrežje EU, če jih je odobril pristojni organ na podlagi zahtev, ki so enake ali enakovredne zahtevam, ki veljajo v EU, in v skladu s podobnim postopkom ocenjevanja skladnosti.
The revised ATMF Appendix specifies the conditions which would lead to a mutual recognition of authorisations issued inside and outside the EU, thus the possibility of entering in the EU without an additional authorisation, which should be the case for freight wagons similar to the old RIV regime.
Revidirani Dodatek ATMF določa pogoje, ki bi prispevali k vzajemnemu priznavanju dovoljenj, izdanih v EU in zunaj nje, ter tako zagotovili možnost vstopa v EU brez dodatnega dovoljenja, kar bi, podobno kot v starem sistemu RIV, moralo veljati za tovorne vagone.
Once vehicles have been authorised the RU may use them to form a train.
Ko so vozila odobrena, jih lahko PŽP uporabi za sestavo vlaka.