natgillin/translations-raw huggingface dataset:
In accordance with the spirit of the new approach to technical harmonisation and standardisation, those ENs remain voluntary but their references are published on the Official Journal of the European Union (OJEU) and they are identified in the TSI application guide in order to facilitate their use by the industry.
V skladu z duhom novega pristopa k tehnični uskladitvi in standardizaciji ti EN ostanejo prostovoljni, vendar se njihova sklicevanja objavijo v Uradnem listu Evropske unije (ULEU), standardi pa so opredeljeni v navodilih za uporabo TSI, da se olajša njihova uporaba v industriji.
Interoperability is to be achieved gradually.
Interoperabilnost je treba doseči postopno.
Initially, in the absence of complete TSIs covering the whole railway system and pending the conformity of all subsystems to the TSIs, the essential requirements of Directive 2008/57/EC are met, for parts of the railway system or aspects not covered by the TSIs, by conformity with national rules, including rules referring to international agreements, which are notified (Article 17(3)).
V začetku, ko še ni popolnih TSI, ki bi zajemale celotni železniški sistem, in ko vsi podsistemi še niso usklajeni s TSI, se morajo bistvene zahteve iz Direktive 2008/57/ES za dele železniškega sistema ali vidike, ki niso zajeti v TSI, izpolnjevati v skladu s priglašenimi nacionalnimi predpisi, vključno s predpisi, ki se sklicujejo na mednarodne sporazume (člen 17(3)).
In the long term, when the target system is both specified and implemented, there will no longer be a need for these national rules.
V dolgoročnem smislu, ko bo ciljni sistem opredeljen in izveden, ti nacionalni predpisi ne bodo več potrebni.
Until full interoperability is achieved, TSIs will coexist with national rules.
Dokler ne bo dosežena popolna interoperabilnost, se bodo TSI uporabljale vzporedno z nacionalnimi predpisi.
In this transitional period, there is a need for a procedure to facilitate cross-acceptance of vehicles.
V tem prehodnem obdobju je treba izvajati postopek za olajšanje vzajemnega priznavanja vozil.
To this end, all national rules that are applied by MS for placing vehicles in service will be classified and cross-referenced in the reference document (Article 27).
V ta namen bodo vsi nacionalni predpisi, ki se uporabljajo v DČ za začetek obratovanja vozil, razvrščeni in navzkrižno primerjani v referenčnem dokumentu (člen 27).
Articles 16, 23, 25 and 27 of the Directive provide for mutual recognition (cross-acceptance) of such national rules and checks against those rules.
Členi 16, 23, 25 in 27 Direktive določajo vzajemno priznavanje teh nacionalnih predpisov in preverjanje v skladu s temi predpisi.
TSIs determine the ICs within their scope, and lay down the procedures to be applied by the manufacturer in order to assess the conformity and/or the suitability for use of the ICs.
TSI opredeljujejo KI v okviru njihovega področja uporabe in določajo postopke, ki jih mora izvajati proizvajalec za oceno skladnosti in/ali primernosti za uporabo KI.
The TSI may require the assessment to be carried out by a NoBo which issues the certificate for conformity and suitability for use.
TSI lahko določajo, da mora oceno izvesti priglašeni organ (PriglO), ki izda potrdilo o skladnosti in primernosti za uporabo.
The manufacturer then draws up the ‘EC’ declaration of conformity or ‘EC’ declaration of suitability for use (Article 13 and Annex IV).
Proizvajalec nato sestavi ES-izjavo o skladnosti ali o primernosti za uporabo (člen 13 in Priloga IV).
In order to be placed on the market, every IC bears an ‘EC’ declaration of conformity and, if the conformity assessment procedure so requires, is accompanied by the corresponding ‘EC’ certificate.
KI je lahko dana na trg, če ima ES-izjavo o skladnosti, kateri mora biti priloženo, če tako zahteva postopek ocenjevanja skladnosti, ustrezno ES-potrdilo.
In addition, where the TSI requires type validation of in service experience, the IC is accompanied by the ‘EC’ declaration of suitability for use and an ‘EC’ certificate of suitability for use.
Če TSI zahteva validacijo tipa na podlagi obratovalnih izkušenj, se KI priložita tudi ES-izjava o primernosti za uporabo in ES-potrdilo o primernosti za uporabo.
An IC is considered as complying with the essential requirements of Directive 2008/57/EC when it bears the ‘EC’ declaration of conformity or ‘EC’ declaration of suitability for use.
KI se šteje za skladno z bistvenimi zahtevami iz Direktive 2008/57/ES, če ima ES-izjavo o skladnosti ali ES-izjavo o primernosti za uporabo.
When ICs are subject to other EU legislation covering other aspects, the ‘EC’ declaration also state that the ICs likewise meet the essential requirements of that EU legislation.
Če za KI velja druga zakonodaja EU, ki pokriva druge vidike, je v ES-izjavi navedeno tudi, da KI izpolnjujejo bistvene zahteve zadevne zakonodaje EU.
Verification procedure for subsystems [8]
Postopek verifikacije za podsisteme [8]
The NoBo checks the conformity of the subsystem with the applicable TSI(s) based on the information available in the relevant TSI and in the registers (Articles 5(3)(e) and 18(2)).
PriglO preveri skladnost podsistema z veljavno(-nimi) TSI na podlagi informacij, ki so na voljo v ustrezni TSI in v registrih (člena 5(3)(e) in 18(2)).
The task of the NoBo responsible for the ‘EC’ verification of a subsystem begins at the design stage and covers the entire manufacturing period through to the acceptance stage by the applicant before the subsystem is placed in service.
Naloga PriglO, odgovornega za ES-verifikacijo podsistema, se začne na stopnji projektiranja in zajema celotno obdobje proizvodnje do stopnje odobritve, ki jo opravi prosilec, preden podsistem prične obratovati.
It also covers the verification of the interfaces with the system into which it is incorporated.
Obsega tudi verifikacijo vmesnikov podsistema s sistemom, v katerega se vključi.
However, the verification task of the NoBo under Directive 2008/57/EC is limited to the requirements mentioned in the applicable TSIs.
Vendar je naloga verifikacije PriglO v skladu z Direktivo 2008/57/ES omejena na zahteve, ki so navedene v veljavnih TSI.
In order to perform its task, the NoBo may need to consult the registers.
PriglO lahko za izvajanje naloge upošteva registre.
For example, in the case of renewal or upgrading of a route section, the NoBo needs to be sure that the correct TSI options are chosen.
Na primer: pri obnovi ali nadgradnji odseka proge mora biti PriglO prepričan, da so izbrane ustrezne možnosti TSI.
In this case, the content of the TSI will not be sufficient to check the interfaces with the adjacent route sections: for example, the NoBo needs to know that the gauge and voltage are also the same on the adjacent route [9].
V tem primeru vsebina TSI ne zadostuje za pregled vmesnikov s sosednjimi odseki proge: PriglO mora na primer vedeti, da sta tirna širina in električna napetost enaki tudi na sosednji progi [9].
The NoBos apply the ‘EC’ verification procedure according to ‘modules’ which are specified in the TSIs and, in some cases, laid down in a specific Commission decision.
PriglO izvajajo postopek ES-verifikacije v skladu z „moduli“, ki so opredeljeni v TSI, in, v nekaterih primerih, določeni v posebni odločbi Komisije.
They record their conclusions by drafting an ‘EC’ certificate of verification and compiling a technical file.
Svoje sklepe zabeležijo tako, da oblikujejo ES-potrdilo o verifikaciji in pripravijo tehnično dokumentacijo.
When any other EU legislation is also applicable to the subsystem or part thereof, the NoBo collate any other ‘EC’ certificate deriving from that legislation issued by the relevant NoBo concerned by that legislation.
Če za podsistem ali njegov del velja tudi druga zakonodaja EU, PriglO primerja katero koli drugo ES-potrdilo, ki izhaja iz te zakonodaje in ga je izdal ustrezen priglašeni organ, za katerega velja ta zakonodaja.
The body designated by the Member States (designated body, DeBo), in the case of national rules, applies a procedure similar to the ‘EC’ verification procedure by drafting a certificate of verification in the case of national rules and by compiling a technical file (Article 17(3)).
Organ, ki ga imenujejo države članice (pristojni organ, PristO), v primeru nacionalnih predpisov izvede postopek, ki je podoben postopku ES-verifikacije, ter sestavi potrdilo o verifikaciji v primeru nacionalnih predpisov in pripravi tehnično dokumentacijo (člen 17(3)).
The applicant in turn, draws up a declaration of conformity with the national rules.
Prosilec nato sestavi izjavo o skladnosti z nacionalnimi predpisi.
Declaration drawn up by the applicant [10]
Izjava, ki jo sestavi prosilec [10]
The applicant is responsible for setting up an ‘EC’ declaration of verification of the subsystem declaring that the subsystem is compliant with the relevant TSI(s) and compliant with the essential requirements deriving from other EU legislation, when applicable.
Prosilec je odgovoren za to, da sestavi ES-izjavo o verifikaciji podsistema, ki navaja, da je podsistem skladen z zadevno TSI (zadevnimi TSI) in da izpolnjuje morebitne veljavne bistvene zahteve, ki izhajajo iz druge zakonodaje EU.
Likewise, if national rules apply, the applicant draws up a declaration of conformity with national rules for the parts covered by national rules.
Tudi če veljajo nacionalni predpisi, prosilec sestavi izjavo o skladnosti z nacionalnimi predpisi za dele, ki jih pokrivajo nacionalni predpisi.
Only when all the preceding evidence and declarations have been compiled is the applicant in a position to formally apply to the competent NSA for an authorisation for placing in service of the subsystem.
Le takrat, ko so zbrani vsi predhodni dokazi in izjave, lahko prosilec uradno zaprosi pri pristojnem NVO za izdajo dovoljenja za začetek obratovanja podsistema.
‘EC’ certificates and ‘EC’ declarations are valid EU-wide.
ES-potrdila in ES-izjave veljajo po celotni EU.
Certificates and declarations related to national rules, are valid EU-wide except for the provisions related to technical compatibility or safe integration between the vehicle and the network, because those aspects are subject to specific provisions related to placing vehicles in service (further details are given in the following Section).
Potrdila in izjave, za katere veljajo nacionalni predpisi, veljajo po celotni EU, razen za določbe v zvezi s tehnično združljivostjo vozila z omrežjem ali varno vključitvijo vozila v omrežje, saj so ti vidiki zajeti v posebnih določbah v zvezi z začetkom obratovanja vozil (natančne informacije so navedene v naslednjem oddelku).
The applicant annexes the technical file completed by the NoBo (mentioned in Section 4.2.1) to the ‘EC’ declaration of verification.
Prosilec k ES-izjavi o verifikaciji priloži tehnično dokumentacijo, ki jo izpolni PriglO (navedeno v oddelku 4.2.1).
The Authorisation for placing in service procedure was first introduced in Directive 96/48/EC and was intended to complement the concept of placing on the market referred to in Section 3.1.1.
Postopek izdaje dovoljenja za začetek obratovanja je bil prvič uveden z Direktivo 96/48/ES in je bil namenjen dopolnitvi koncepta dajanja na trg iz oddelka 3.1.1.
Whilst a product or an Interoperability Constituent can be placed on the market without prior authorisation of a competent authority, this is not the case for a subsystem which requires an authorisation to be delivered by a competent authority before a subsystem can be placed in service (Article 15).
Medtem ko je mogoče proizvod ali komponento interoperabilnosti dati na trg brez predhodnega dovoljenja pristojnega organa, to ne velja za podsistem, za katerega mora pristojni organ izdati dovoljenje, preden začne obratovati (člen 15).
Each MS authorises the placing in service of those structural subsystems constituting the rail system which are located or operated in its territory (Article 15).
Vsaka DČ dovoli začetek obratovanja tistih strukturnih podsistemov, ki so del železniškega sistema in so oziroma obratujejo na njenem ozemlju (člen 15). Tudi poglavje V Direktive se nanaša na izdajanje dovoljenj za vozila.
Likewise, Chapter V of the Directive relates to the authorisation of vehicles.
Dovoljenje za začetek obratovanja podsistema je potrebno za vse dele železniškega sistema: proge TEN-T in proge zunaj TEN-T, bodisi proge za visoke hitrosti bodisi proge za konvencionalne hitrosti, ter podsisteme, ki sestavljajo vozila, ki vozijo po teh progah, ne glede na to, ali obstaja zadevna TSI ali ne.
Authorisation for placing in service of a subsystem is required in respect of all parts of the rail system: TEN-T lines and off-TEN-T lines, either high speed lines or conventional lines, as well as the subsystems forming the vehicles running on those lines whether or not there is a relevant TSI.
DČ kot del preverjanja bistvenih zahtev preverijo tehnično združljivost teh podsistemov s sistemom, v katerega se vključujejo, ter varno vključitev teh podsistemov v železniški sistem.
As part of the verification of the essential requirements MS check the technical compatibility of these subsystems with the system into which they are being integrated, and the safe integration of these subsystems when integrated into the rail system (Article 15).
(člen 15).
Technical compatibility and safe integration relate to all structural subsystems, both those integrated into the vehicle and those at each side of the interface between the vehicle and the network concerned.
Tehnična združljivost in varna vključitev se nanašata na vse strukturne podsisteme, tako na tiste, ki so vključeni v vozilo, kot tiste na vsaki strani vmesnika med vozilom in zadevnim omrežjem.
Authorisation is a process that has to be undertaken prior to the placing into service.
Izdaja dovoljenja je proces, ki ga je treba izvesti pred začetkom obratovanja.
In accordance with Article 15 it is envisaged that the ongoing adherence to the essential requirements is overseen as part of the supervision of the RUs or IMs SMS under Directive 2004/49/EC.
Člen 15 določa, da se stalno izpolnjevanje bistvenih zahtev spremlja kot del nadzora sistemov varnega upravljanja (SVU) PŽP ali UI v skladu z Direktivo 2004/49/ES.
A NSA intending to revoke an authorisation to place in service uses the procedures provided by Directive 2004/49/EC (Article 21(9) of Directive 2008/57/EC).
NVO, ki želi preklicati dovoljenje za začetek obratovanja, uporablja postopke iz Direktive 2004/49/ES (člen 21(9) Direktive 2008/57/ES).
If NSAs believe that an authorised vehicle or subsystem no longer meets the essential requirements (e.g. due to poor maintenance or a design or endemic fault that has come to light since authorisation) they should take action under Directive 2004/49/EC to satisfy themselves that the risk is being adequately managed.
Če NVO menijo, da odobreno vozilo ali podsistem ne izpolnjuje več bistvenih zahtev (npr. zaradi slabega vzdrževanja ali zasnove ali endemične napake, ki se je pojavila po izdaji dovoljenja), morajo ukrepati v skladu z Direktivo 2004/49/ES, da zagotovijo ustrezno upravljanje tveganja.
Authorisation for placing in service applies to structural subsystems as defined by Annex II [11] to Directive 2008/57/EC (energy, infrastructure, rolling stock, trackside control-command and signalling, on board control-command and signalling) and further defined in the relevant TSIs (Article 15).
Dovoljenje za začetek obratovanja se uporablja za strukturne podsisteme, določene v Prilogi II [11] k Direktivi 2008/57/ES (energija, infrastruktura, tirna vozila, vodenje-upravljanje in signaliziranje ob progi ter na vozilu) in dodatno opredeljene v zadevnih TSI (člen 15).
Directive 2008/57/EC sets out the provisions in order to grant authorisation for placing in service of vehicles (Chapter V).
Direktiva 2008/57/ES vsebuje določbe v zvezi z odobritvijo dovoljenja za začetek obratovanja vozil (Poglavje V).
As a vehicle is composed of one or more structural subsystems, the provisions of Directive 2008/57/EC related to the authorisation for placing in service of subsystems apply (Article 15), without prejudice to other provisions related to the placing in service of vehicles (Chapter V).
Ker je vozilo sestavljeno iz enega ali več strukturnih podsistemov, se uporabljajo določbe v zvezi z izdajo dovoljenj za začetek obratovanja podsistemov iz Direktive 2008/57/ES (člen 15), brez poseganja v druge določbe v zvezi z začetkom obratovanja vozil (Poglavje V).
An authorisation granted for a vehicle by one MS is valid in all MS without prejudice to the decision of the second MS to require an additional authorisation (Article 23).
Dovoljenje, ki ga za vozilo odobri ena DČ, velja v vseh DČ, brez poseganja v odločitev druge DČ, da zahteva dodatno dovoljenje (člen 23).
In the case of vehicles which do not conform to TSI, the authorisation is limited to the network of the MS that grants it (Articles 24 and 25).
Če vozila niso skladna s TSI, je dovoljenje omejeno na omrežje DČ, ki dovoljenje odobri (člena 24 in 25).
However, there is limited scope for verification of additional authorisations.
Vendar je obseg za preverjanje dodatnih dovoljenj omejen.
The authorisation of a vehicle is the recognition by the MS that the vehicle design operating state meets the essential requirements of the Directive and other EU legislation when the vehicle is intended to be used on the network of that MS.
Izdaja dovoljenja za vozilo je priznanje DČ, da stanje načrtovanega delovanja vozila izpolnjuje bistvene zahteve Direktive in druge zakonodaje EU, če se bo vozilo uporabljalo v omrežju te DČ.
The authorisation granted to a vehicle may stipulate conditions of use and other restrictions (Article 21(6)).
Dovoljenje, odobreno za vozilo, lahko navaja pogoje za uporabo in druge omejitve (člen 21(6)).
For example, an authorisation should specify the voltage of the lines on which the vehicle is allowed to run in the case of electric traction vehicles.
Dovoljenje, izdano za električna vlečna vozila, mora na primer določati napetost prog, po katerih lahko vozi vozilo.
However, issues of route [12] specific compatibility between the design characteristics of the vehicle and specific characteristics of particular routes (e.g. weight restrictions, electrification systems, train protection systems) should be dealt with under the Safety Management System (SMS) of the RU, applying the conditions of use and restrictions laid down in the authorisation and the technical file and the information on the nature of the infrastructure supplied by the IM in the Register of Infrastructures (RINF) (see Section 6 of this document).
Vendar je treba vprašanja proge [12], tj. posebno združljivost konstrukcijskih značilnosti vozila s posebnimi značilnostmi nekaterih prog (npr. omejitve teže, sistemi elektrifikacije, zaščitni sistemi vlaka), obravnavati v skladu s sistemom varnega upravljanja (SVU) PŽP in ob upoštevanju pogojev za uporabo in omejitev, navedenih v dovoljenju, ter tehnične dokumentacije in informacij o vrsti infrastrukture, ki jih predloži UI v registru železniške infrastrukture (RINF) (glej oddelek 6 tega dokumenta).
To avoid geographical specificity and the need to re-authorise a vehicle if the characteristics of a route change (e.g. new electrification or change of voltage), any conditions of use attached to a vehicle authorisation for placing in service (over and above those already covered by the boundaries of the scope of use for which the vehicle was designed) should be specified in terms of the parameters of the technical design characteristics of the infrastructure (e.g. to operate only on track circuits of xxHz frequency) and not in terms of geography.
Da se prepreči geografska specifičnost in potreba po ponovni izdaji dovoljenja za vozilo v primeru spremembe značilnosti proge (npr. nova elektrifikacija ali sprememba napetosti), morajo biti morebitni pogoji za uporabo, priloženi dovoljenju za začetek obratovanja vozila (poleg tistih, ki so že zajeti v področju uporabe, za katero je bilo vozilo zasnovano), opredeljeni glede na parametre značilnosti tehnične konstrukcije infrastrukture (npr. le za obratovanje pri tirnem krogotoku s frekvenco xx Hz) in ne glede na geografijo.
Remark: the authorisation for placing in service is a very different concept to ‘homologation’ which was carried out in the past by national railway companies.
Opomba: koncept dovoljenja za začetek obratovanja se zelo razlikuje od koncepta „homologacije“, ki so jo v preteklosti izvajala nacionalna železniška podjetja.
Homologation was in essence a product acceptance carried out by the national railway company when purchasing a product, whilst authorisation is a legal requirement to gain permission to place a subsystem or vehicle in service based on a defined set of verifications carried out by bodies nominated by the government and by the NSA.
Homologacija je pomenila odobritev proizvoda, ki jo je izvedlo nacionalno železniško podjetje pri nakupu proizvoda, medtem ko je dovoljenje zakonska zahteva kot pogoj za začetek obratovanja podsistema ali vozila na podlagi določenega niza preverjanj, ki jih izvedejo organi, ki jih imenujeta vlada in NVO.
In order to ‘facilitate 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’ (Article 1), it is appropriate to separate the authorisation for placing in service of the structural subsystems/vehicles from the regulation of their operation.
Za „olajšanje postopnega oblikovanja notranjega trga opreme in storitev za gradnjo, obnovo, nadgradnjo in obratovanje železniškega sistema znotraj Skupnosti“ (člen 1) je ustrezna razmejitev med dovoljenjem za začetek obratovanja strukturnih podsistemov/vozil in ureditvijo njihovega upravljanja.
This separation enables vehicles belonging to a given vehicle type to be placed in service by different manufacturers or contracting entities, to be operated by different railway undertakings, and to be maintained by different Entities in Charge of Maintenance (ECM) according to different maintenance regimes depending on the operational context.
Ta razmejitev omogoča, da vozila, ki pripadajo določenemu tipu vozila, začnejo uporabljati različni proizvajalci ali naročniki ter da jih upravljajo različni prevozniki v železniškem prometu in vzdržujejo različni subjekti, odgovorni za vzdrževanje (SOV), v skladu z različnimi vzdrževalnimi sistemi, ki so odvisni od konteksta upravljanja.
For example a manufacturer may apply for authorisation for a locomotive or locomotive type for a network in a MS in order to sell it to a number of different RUs or leasing companies, etc., for operation by different RUs, each of whom will have different arrangements in their respective SMS for managing and maintaining locomotives.
Proizvajalec lahko na primer vloži zahtevek za dovoljenje za lokomotivo ali tip lokomotive za omrežje v DČ z namenom, da jo proda več različnim PŽP ali lizinškim družbam itd., za upravljanje s strani različnih PŽP, pri čemer bodo imeli vsi različne ureditve v zvezi z upravljanjem in vzdrževanjem lokomotiv v ustreznem SVU.
Alternatively an RU may operate an authorised locomotive previously operated by another RU on the same network without the need for a new authorisation.
PŽP lahko tudi upravlja odobreno lokomotivo, ki jo je prej upravljal drugi PŽP v istem omrežju, ne da bi bilo treba zanjo izdati novo dovoljenje.
In order to clarify the boundary, Directive 2008/57/EC has established the rules and the authorisation process to achieve the design operating state of a vehicle.
Za namen pojasnitve te razmejitve so v Direktivi 2008/57/ES določeni predpisi in proces odobritve, da se doseže stanje načrtovanega delovanja vozila.
Once a subsystem is placed in service, care should be taken to ensure that it is operated and maintained in accordance with the essential requirements that relate to it.
Po začetku obratovanja podsistema bi bilo treba zagotoviti, da se ta podsistem uporablja in vzdržuje v skladu z bistvenimi zahtevami, ki zanj veljajo.