natgillin/translations-raw huggingface dataset:
In the case of additional tests required by the NSA Article 23(6) requires that ‘the infrastructure manager, in consultation with the applicant, shall make every effort to ensure that any tests take place within 3 months of the applicant’s request.’.
V primeru dodatnih preskusov, ki jih zahteva NVO, člen 23(6) navaja naslednje: „Upravljavec infrastrukture si po posvetovanju s prosilcem prizadeva zagotoviti, da se lahko vsa poskusna obratovanja izvedejo v roku treh mesecev po zahtevku prosilca.“
Moreover, Article 15(3) makes reference to the obligation in Directive 2004/49/EC for IM’s SMS to ensure that their subsystems meet the essential requirements.
Poleg tega se člen 15(3) sklicuje na obveznost iz Direktive 2004/49/ES za SVU UI za zagotovitev, da njihovi podsistemi izpolnjujejo bistvene zahteve.
This leads to the obligation of maintaining technical compatibility.
S tem je povezana tudi obveznost ohranjanja tehnične združljivosti.
For an IM to meet its obligation to maintain technical compatibility (along with the other essential requirements) whilst vehicles are being used on the network, the IM as part of its SMS should maintain his subsystems in conformity with the TSIs and national rules that define the requirements for technical compatibility between vehicles and infrastructure.
Da lahko UI izpolni obveznost glede ohranjanja tehnične združljivosti (poleg drugih bistvenih zahtev), medtem ko se vozila uporabljajo v omrežju, mora UI v okviru svojega SVU ohranjati skladnost podsistemov s TSI in nacionalnimi predpisi, ki določajo zahteve glede tehnične združljivosti vozil z infrastrukturo.
Where the network does not conform to TSIs or national rules, the IM should maintain it to a declared set of limits published in the RINF.
Če omrežje ni skladno s TSI ali nacionalnimi predpisi, ga mora UI vzdrževati v skladu z določenim nizom omejitev, ki so objavljene v RINF.
In order to maintain technical compatibility the IM — as part of its SMS — should inform RUs of the nature of the infrastructure of its various route sections by describing the parameters referring to the specifications of the register of infrastructure.
UI mora za ohranitev tehnične združljivosti v skladu s SVU obvestiti PŽP o vrsti infrastrukture različnih odsekov proge, tako da opiše parametre, ki se nanašajo na specifikacije registra železniške infrastrukture.
To ensure that compatibility of the route section with trains is maintained over time the IM should manage and maintain the infrastructure to the limits declared and advise the RUs of any changes to the nature of the infrastructure.
Za zagotovitev, da se sčasoma ohrani združljivost odseka proge z vlaki, morajo UI upravljati in vzdrževati infrastrukturo v skladu s predpisanimi omejitvami ter obvestiti PŽP o kakršnih koli spremembah vrste infrastrukture.
IMs are also one of the entities (along with manufacturers, keepers, etc.) that may act as applicants.
Tudi UI spadajo med subjekte (poleg proizvajalcev, imetnikov itd.), ki lahko nastopajo kot prosilci.
Article 14(a) of Directive 2004/49/EC amended by Directive 2008/110/EC states that, before it is placed in service, each vehicle must have an ECM assigned to it.
Člen 14(a) Direktive 2004/49/ES, spremenjene z Direktivo 2008/110/ES, navaja, da mora biti za vsako vozilo pred začetkom obratovanja imenovan subjekt, odgovoren za vzdrževanje.
Bearing in mind that authorisation to place in service is independent of the operation of a vehicle by an RU or the maintenance of the vehicle by an ECM, and that Directive 2004/49/EC relates to the operation (use) and maintenance of vehicles, the ECM may be assigned either before or after a vehicle has been authorised to be placed in service, but always before it is registered in the national vehicle register (ECM is a mandatory field in the NVR) and before it is actually placed in service or used on the network.
Glede na to, da je dovoljenje za začetek obratovanja neodvisno od upravljanja vozila, ki ga izvaja PŽP, ali vzdrževanja vozila, ki ga opravlja SOV, ter da se Direktiva 2004/49/ES nanaša na upravljanje (uporabo) in vzdrževanje vozil, je lahko SOV imenovan pred odobritvijo vozila za začetek obratovanja ali po njej, vendar vedno, preden je vozilo registrirano v nacionalnem registru vozil (SOV je obvezno polje v NRV) ter preden dejansko začne obratovati ali se začne uporabljati v omrežju.
It also follows that the ECM has no role in, nor any relevance to, the authorisation process.
Direktiva tudi navaja, da SOV nima nobene vloge in ni pomemben za proces odobritve.
Notified Bodies verify conformity with TSIs and draw up the ‘EC’ certificate of verification intended for the applicant.
Priglašeni organi preverijo skladnost s TSI in pripravijo ES-potrdilo o verifikaciji za prosilca.
Article 18(2) of Directive 2008/57/EC states that NoBo verification ‘shall also cover verification of the interfaces of the subsystem in question with the system into which it is incorporated, based on the information available in the relevant TSI and in the registers provided for in Articles 34 and 35.’.
Člen 18(2) Direktive 2008/57/ES navaja, da verifikacija PriglO „obsega tudi verifikacijo vmesnikov zadevnega podsistema s sistemom, v katerega se vključi, temelječ na informacijah, ki so na voljo v ustreznih TSI in registrih iz členov 34 in 35.“
This implies that the NoBo has a role in checking technical compatibility with other subsystems, which is consistent with the fact that technical compatibility is covered by TSIs.
To pomeni, da je PriglO odgovoren za preverjanje tehnične združljivosti z drugimi podsistemi, kar je v skladu z dejstvom, da je tehnična združljivost vključena v TSI.
The scope of these checks is limited to the relevant TSIs.
Obseg teh preverjanj je omejen na ustrezne TSI.
Each NoBo compiles a technical file in respect of the verifications they have carried out.
Vsak PriglO pripravi tehnično dokumentacijo v zvezi z izvedenimi verifikacijami.
Article 17 of Directive 2008/57/EC says ‘On that occasion, (when national rules apply) MS shall also designate the bodies responsible for carrying out, in the case of these technical regulations, the verification procedure referred to in Article 18’ (the Procedure for establishing the ‘EC’ declaration of verification).
Člen 17 Direktive 2008/57/ES navaja: „Ob tej priložnosti (če veljajo nacionalni predpisi) države članice imenujejo tudi pristojne organe za izvedbo postopka za verifikacijo iz člena 18 v zvezi s temi tehničnimi predpisi“ (Postopek za izdajo ES-izjave o verifikaciji).
This indicates that where national rules apply, the DeBo carries out the same procedure as the NoBo and compiles a technical file covering the scope of their verification.
To pomeni, da v primeru, ko se uporabljajo nacionalni predpisi, PristO izvaja enak postopek kot PriglO ter pripravi tehnično dokumentacijo, ki zajema področje uporabe njihove verifikacije.
NSAs act on behalf of the MS to grant authorisation for placing in service.
NVO pri odobritvi dovoljenja za začetek obratovanja delujejo v imenu DČ.
The tasks of the NSA are described in Article 16 of Directive 2004/49/EC.
Naloge NVO so opisane v členu 16 Direktive 2004/49/ES.
Regarding the decision making procedure, the NSA decides within 4 months after all requested information has been provided, without prejudice to specific time limits set out in Article 21 of Directive 2008/57/EC.
V zvezi s postopkom sprejemanja odločitev NVO sprejme odločitev v štirih mesecih po predložitvi vseh zahtevanih informacij, brez poseganja v posebne roke, določene v členu 21 Direktive 2008/57/ES.
This means that the time limit of 4 months is applicable, for example, to the case of a request of first authorisation for placing a vehicle in service.
To pomeni, da rok štirih mesecev velja na primer za zahtevek za prvo dovoljenje za začetek obratovanja vozila.
Due to the fact that the procedures can take several months, it is recommended that the rules to be applied by the NSA for a specific authorisation process are those that were in force at the date of the application and that no new rule is imposed during the subsequent process.
Ker lahko postopki trajajo več mesecev, je priporočljivo, da so predpisi, ki jih NVO uporablja za posebne procese odobritve, tisti, ki so veljali v času predložitve zahtevka, in da med naslednjim procesom odobritve ni uveden nov predpis.
In the case of urgent measures that MS may consider imposing as a consequence of accidents or incidents, MS should take care to recognise that the SMS of the RU is the primary mechanism for management of new risks to the operation of vehicles that may have been discovered in the course of accident/incident investigations or findings in the context of supervision.
Če morda država članica razmišlja o uvedbi nujnih ukrepov zaradi nesreč ali izrednih dogodkov, mora upoštevati, da je SVU prevoznika v železniškem prometu temeljni mehanizem za upravljanje novih tveganj glede upravljanja vozil, ki so se morda pokazala pri preiskavi nesreč/izrednih dogodkov ali v ugotovitvah v okviru nadzora.
Even if an MS believes that a new rule for authorisation for placing in service is urgently required it has to follow the procedures specified in applicable European legislation, including notification of a draft to the Commission under Directives 98/34/EC or 2004/49/EC.
Tudi če država članica meni, da je za dovoljenje za začetek obratovanja novi predpis nujen, mora upoštevati postopke, navedene v veljavni evropski zakonodaji, vključno s priglasitvijo osnutka Komisiji v skladu z Direktivo 98/34/ES ali 2004/49/ES.
Such rules are laid down, applied and enforced in an open and non-discriminatory manner, and they should not create unnecessary additional barriers to the European rail transport system.
Ti predpisi se določijo, uporabljajo in izvršujejo na odprt in nediskriminatorni način in ne smejo ustvarjati nepotrebnih dodatnih ovir za evropski železniški prevozni sistem.
In addition, the experience of the follow-up given to the dramatic accident of Viareggio in June 2009 has shown that competent authorities should exchange information through the network/working group established by ERA before taking urgent national measures; this coordination mechanism improves the quality and the neutrality of the analysis and a better informed choice of the adequate measures, be it mandatory or voluntary, be it at European or national level.
Poleg tega so izkušnje iz nadaljnje obravnave tragične nesreče v Viareggiu junija 2009 pokazale, da bi si morali pristojni organi pred uvedbo nujnih nacionalnih ukrepov izmenjevati informacije prek omrežja/delovne skupine, ki jo je ustanovila Evropska agencija za železniški promet; ta usklajevalni mehanizem povečuje kakovost in nevtralnost analize in omogoča boljšo izbiro ustreznih ukrepov na podlagi prejetih informacij, naj gre za obvezno ali prostovoljno izmenjavo na evropski ali nacionalni ravni.
MS are responsible for transposing Directives into national law and enforcing compliance.
DČ so odgovorne za prenos direktiv v nacionalno zakonodajo ter za izvrševanje skladnosti.
In respect of authorisations for placing in service the MS has — according to Article 17 of Directive 2008/57/EC — the responsibility to draw up and notify the list of national rules to cover the essential requirements in case of derogation, specific case (if the specific case so requires), open points or non-existence of the relevant TSI.
V zvezi z dovoljenji za začetek obratovanja je DČ v skladu s členom 17 Direktive 2008/57/ES odgovorna za pripravo in priglasitev seznama nacionalnih predpisov, ki zajemajo bistvene zahteve v primeru odstopanja, posebnega primera (če tako zahteva posebni primer), odprtih točk ali neobstoječe ustrezne TSI.
The MS also designate the bodies responsible for the verification of conformity with national rules.
DČ imenuje tudi pristojne organe za verifikacijo skladnosti z nacionalnimi predpisi.
MS also make them available to IMs, RUs and applicants for authorisation for placing in service.
DČ jih daje tudi na voljo UI, PŽP in prosilcem za dovoljenje za začetek obratovanja.
The MS should in the absence of relevant TSIs rely on, make public, and enforce rules covering the Essential Requirements including that of technical compatibility between vehicles and their network.
Če ustrezne TSI ne obstajajo, mora DČ upoštevati, objaviti in izvrševati predpise, ki vsebujejo bistvene zahteve, vključno z zahtevami glede tehnične združljivosti vozil z omrežjem.
In order to preserve national interoperability and avoid discrimination between applicants these rules should be at the same level of detail as TSIs and unambiguous in their requirements (i.e. they should specify values for the relevant parameters and conformity assessment methods).
Za ohranitev nacionalne interoperabilnosti in preprečevanje razlikovanja med prosilci morajo biti ti predpisi enako natančno opredeljeni kakor TSI ter jasni glede zahtev (tj. opredeliti morajo vrednosti za ustrezne parametre in metode za oceno skladnosti).
MS are also responsible for notifying the NoBos and DeBos.
DČ so odgovorne tudi za obveščanje PriglO in PristO.
A CSM assessment body is involved in the verification of safe integration when required by Article 15(1) of Directive 2008/57/EC as described in the CSM on RA.
Organ za presojo SVM izvaja verifikacijo varne vključitve, če tako zahteva člen 15(1) Direktive 2008/57/ES, kot je opisano v SVM za OT.
The NSA may act as the CSM assessment body in the context of granting authorisation for placing in service:
NVO lahko opravlja nalogo organa za presojo SVM v okviru odobritve dovoljenja za začetek obratovanja:
in the context of the ‘EC’ verification procedure of the subsystem, where the TSI requires the intervention of a CSM assessment body (Article 7.3 of CSM on RA),
v okviru postopka ES-verifikacije podsistema, če TSI zahteva posredovanje organa za presojo SVM (člen 7.3 SVM za OT)
as prescribed in the CSM on RA (Articles 2(2)(b), 5(1)(a) and 7(2) of CSM on RA).
kot je določeno v SVM za OT (členi 2(2)(b), 5(1)(a) in 7(2) SVM za OT).
However, whenever a NSA acts as a CSM assessment body, this task should be functionally separated and carried out by persons that are not in charge of the application of authorisation for placing in service and the related decision granting authorisation.
Če NVO opravlja nalogo organa za presojo SVM, mora biti ta naloga funkcionalno ločena, izvajati pa jo morajo osebe, ki niso odgovorne za zahtevke za dovoljenje za začetek obratovanja in ustrezno odločitev o odobritvi dovoljenja.
The network statement is a requirement set out in Article 3 of Directive 2001/14/EC as a tool to grant access rights, so that the IM can provide the necessary information on, amongst other things, the ‘nature of the infrastructure’ available, which will allow the RU to request capacity on a route.
Program omrežja je zahteva, ki je v členu 3 Direktive 2001/14/ES določena kot orodje za dodelitev pravic dostopa, tako da lahko UI zagotovi potrebne informacije, med drugim o razpoložljivi „vrsti infrastrukture“, na podlagi katerih bo lahko PŽP zahteval zmogljivost na progi.
The RU should know the nature of infrastructure on the route so that he can establish that the route is compatible with his train.
PŽP mora poznati vrsto infrastrukture na progi, da lahko ugotovi, ali je proga združljiva z vlakom.
Further to an analysis of IMs existing network statements, it appears that the information provided is not harmonised and insufficient for the purpose of checking the technical compatibility between the train and the network.
Na podlagi analize obstoječih programov omrežja UI je bilo ugotovljeno, da zagotovljene informacije niso usklajene in ne zadostujejo za namene preverjanja tehnične združljivosti vlaka z omrežjem.
In the context of the recast of Directive 2001/14/EC, in order to prevent any burdensome tasks and overlaps, the network statement and the register of infrastructure must be consistent, as far as the information related to ‘the nature of the infrastructure’ is concerned.
V okviru preoblikovane Direktive 2001/14/ES morata biti program omrežja in register železniške infrastrukture usklajena glede informacij o „vrsti infrastrukture“, da se preprečijo težavne naloge in prekrivanja.
The register of infrastructure was introduced as a tool to ensure compatibility between trains and routes and to describe the conformity of new, renewed and upgraded infrastructure placed into service under Directive 2001/16/EC.
Register železniške infrastrukture je bil uveden kot orodje za zagotovitev združljivosti vlakov s progami ter za opis skladnosti nove, obnovljene in nadgrajene infrastrukture, ki je začela obratovati v skladu z Direktivo 2001/16/ES.
Its scope was limited to the TEN-T.
Področje uporabe je bilo omejeno na TEN-T.
The content of the register of infrastructure had to be described in the relevant TSIs.
Vsebino registra železniške infrastrukture je bilo treba opisati v ustreznih TSI.
Article 35 of Directive 2008/57/EC confirmed that approach and extended the scope of the register of infrastructure to the whole of the network.
Člen 35 Direktive 2008/57/ES je potrdil ta pristop in razširil področje uporabe registra železniške infrastrukture na celotno omrežje.
As a consequence the extended register of infrastructure should provide the information needed in order to establish the compatibility in a harmonised manner and to ensure application of Directive 2008/57/EC as far as the nature of the infrastructure is concerned in consistency with Directive 2001/14/EC.
Razširjen register železniške infrastrukture mora tako zagotoviti informacije, ki so potrebne za vzpostavitev združljivosti na usklajen način ter za zagotovitev izvajanja Direktive 2008/57/ES glede na vrsto infrastrukture v skladu z Direktivo 2001/14/ES.
Thus, when the ‘nature of infrastructure’ changes in a way that affects compatibility of trains the description of the network should be updated according to the specifications to be adopted (Article 35).
Če se torej spremeni „vrsta infrastrukture“ tako, da vpliva na združljivost vlakov, je treba opis omrežja posodobiti v skladu s specifikacijami, ki jih je treba sprejeti (člen 35).
To make the compatibility check efficient the parameters of the register of infrastructure and the European register of authorised vehicle type should be aligned.
Za učinkovito preverjanje združljivosti morajo biti parametri registra železniške infrastrukture usklajeni z evropskim registrom dovoljenih tipov vozil.
The European Register of Authorised Types of Vehicles should identify in a one-to-one manner all types of vehicles authorised for placing in service on the Community rail network in order to serve the following purposes:
Evropski register dovoljenih tipov vozil mora opredeliti vsakega od tipov vozil, odobrenih za začetek obratovanja v železniškem omrežju Skupnosti, in sicer za naslednje namene:
to allow the NSAs to simplify the authorisation for placing in service of vehicles which conform to an authorised type,
da se omogoči NVO poenostavitev dovoljenja za začetek obratovanja vozil, ki so skladna z odobrenim tipom,
to facilitate the cross-acceptance process by providing additional information on the authorised types of vehicle,
da se olajša postopek vzajemnega priznavanja z zagotovitvijo dodatnih informacij o odobrenih tipih vozil,
to allow any organisation interested in running a railway related business (railway undertaking, vehicle owner or keeper, leasing company, etc.) to know which are the vehicle types that are authorised to be placed in service in each MS and to give the applicants a reasonable certitude of the outcome of an application for authorisation of placing in service of a vehicle,
da se omogoči organizaciji, zainteresirani za poslovanje v železniškem prometu (prevozniku v železniškem prometu, lastniku ali imetniku vozila, lizinški družbi itd.), da izve, kateri tipi vozil so odobreni za začetek obratovanja v posamezni DČ, ter da se prosilcem zagotovi razumna gotovost o izidu zahtevka za dovoljenje za začetek obratovanja vozila,
to allow the NSAs, investigation bodies, etc. to retrieve the main technical characteristics of any vehicle authorised to be placed in service,
da se omogoči NVO, preiskovalnim telesom itd., da pridobijo glavne tehnične značilnosti vsakega vozila, ki je bilo odobreno za začetek obratovanja,
to allow the Agency to retrieve information on the types authorised in different MS distinguishing between TSI conform vehicles and non-TSI conform vehicles, and
da se omogoči Agenciji, da pridobi informacije o tipih, ki so bili odobreni v različnih DČ, z razlikovanjem med vozili, ki so skladna s TSI, in vozili, ki niso skladna s TSI, ter
to allow any organisation interested in running a railway related business to gain a general idea of which vehicle types might be compatible with a particular network.
da se omogoči vsaki organizaciji, ki je zainteresirana za poslovanje v železniškem prometu, da dobi splošni vpogled v to, kateri tipi vozil so morda združljivi z določenim omrežjem.
This register should not serve as the final check of technical compatibility of a train with a network or route section of a network.
Ta register ni namenjen končnemu preverjanju tehnične združljivosti vlaka z omrežjem ali odsekom proge v omrežju.
This is because a train may not be compatible with a route, even when all the vehicles of which it consists are compatible with the same route.
Razlog za to je, da vlak morda ni združljiv s progo, tudi če so vsa vozila, iz katerih je sestavljen, združljiva z isto progo.
Train-route compatibility is covered by the provisions of the OPE TSI (see Section 5 of this document),
Združljivost vlaka s progo je zajeta v določbah VUP TSI (glejte oddelek 5 tega dokumenta),
to know the restrictions attached to a vehicle type.
da se ugotovijo omejitve v zvezi s tipom vozila.
NVR is to be used to identify any authorised vehicle and to serve the following purposes:
NRV se uporablja za identifikacijo odobrenega vozila in za naslednje namene:
record of authorisation and the identification number allocated to vehicles,
za evidenco dovoljenj in identifikacijsko številko, dodeljeno vozilom,
looking for European-wide, brief information related to a particular vehicle,
za iskanje kratkih informacij na evropski ravni, povezanih z določenim vozilom,
enable contact with the owner and keeper, and
za omogočanje stika z lastnikom in imetnikom, ter
identify the ECM of any vehicle in service.
za identifikacijo SOV katerega koli vozila, ki obratuje.
Article 27 of Directive 2008/57/EC requires the adoption of the reference document related to national rules applied by MS when placing vehicles in service.
Člen 27 Direktive 2008/57/ES zahteva sprejetje referenčnega dokumenta v zvezi z nacionalnimi predpisi, ki jih uporablja DČ pri dajanju vozil na trg.
It is used:
Uporablja se:
to define the parameters to be checked for vehicle authorisation — which should be the same parameters as the ones required to be defined in the TSI; and
za določitev parametrov, ki jih je treba preveriti pri odobritvi vozila – ti parametri morajo biti enaki tistim, ki morajo biti določeni v TSI, ter
to record the equivalence and classification of national vehicle authorisation rules to facilitate mutual recognition.
za zapis enakovrednosti in razvrstitve nacionalnih predpisov za odobritev vozil, da se olajša vzajemno priznavanje.
The reference document will be used for all authorisations for placing vehicles in service which are subject to Directive 2008/57/EC and where conformity with national rules is required.
Referenčni dokument se bo uporabljal za vsa dovoljenja za začetek obratovanja vozil, ki so predmet Direktive 2008/57/ES in morajo biti skladna z nacionalnimi predpisi.
TEN and off-TEN lines are concerned.
Referenčni dokument vključuje proge v omrežju TEN in zunaj njega.
As regards to TSI conform vehicles, it will enable to verification of the technical compatibility with the network, and of the compliance with the national rules related to specific cases and closure of open points related to the technical compatibility between the vehicle and the network.
V zvezi z vozili, skladnimi s TSI, bo omogočil verifikacijo tehnične združljivosti z omrežjem ter skladnosti z nacionalnimi predpisi, povezanimi s posebnimi primeri, ter rešitev odprtih točk v zvezi s tehnično združljivostjo vozila z omrežjem.