natgillin/translations-raw huggingface dataset:
In the cases listed in recommendation 34, Member States should rely on, make public, and enforce rules covering the essential requirements including technical compatibility between vehicles and their network.
Če je predložen zahtevek za dodatno dovoljenje za obstoječi tip vozila ali posamezna vozila, ki niso skladni s TSI, člen 25 Direktive 2008/57/ES dopušča, da država članica, v kateri se zahtevajo dodatna dovoljenja, preveri le združljivost s svojim omrežjem.
In order to preserve the existing level of 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).
Ta država članica mora ob uporabi načela vzajemnega priznavanja, kot je opisano v priporočilih 52 do 54, priznati prvo dovoljenje za začetek obratovanja, razen če (prosilcu za dodatno dovoljenje) lahko dokaže znatno tveganje za varnost.
If an application for an additional authorisation is made for an existing non-TSI-compliant vehicle type or individual vehicles Article 25 of Directive 2008/57/EC would allow the Member State where the additional authorisations is sought, to check only the compatibility with its network.
To je v skladu s potrebo po preprečevanju razlikovanja med tipi vozil in posameznimi vozili, ki so bili prvič odobreni v državi članici.
In application of the mutual recognition as described in recommendations 52 to 54, this Member State should recognise the first authorisation for placing in service unless it can demonstrate (to the applicant for the additional authorisation) a significant safety risk.
Zato morajo za namene jasnosti države članice v svojih nacionalnih predpisih navesti, katere določbe se uporabljajo:
This is consistent with the need to avoid discrimination between vehicles types and individual vehicles that were first authorised in one Member State.
samo za nova vozila in podsisteme ob izdaji prvega dovoljenja;
Therefore, for the purpose of clarity, Member States should state in their national rules which of the provisions apply:
in/ali za obstoječe tipe vozil;
only to new vehicles and subsystems at first authorisation;
in/ali za obstoječa vozila, za katera se po prenovi ali nadgradnji izda novo dovoljenje;
and/or to existing types;
in/ali za vse podsisteme in vozila, ki že obratujejo.
and/or to existing vehicles to be given a new authorisation after renewal or upgrade;
UPORABA SKUPNIH VARNOSTNIH METOD (SVM) ZA OVREDNOTENJE IN OCENO TVEGANJA TER SISTEMA UPRAVLJANJA VARNOSTI (SVU)
and/or to all subsystems and vehicles already in service.
Skupne varnostne metode za ovrednotenje in oceno tveganja so pri izdaji dovoljenja za začetek obratovanja obvezne le v naslednjih primerih:
USE OF THE COMMON SAFETY METHODS FOR RISK EVALUATION AND ASSESSMENT (CSM RA) AND THE SAFETY MANAGEMENT SYSTEM (SMS)
ko to za poseben subjekt zahteva TSI ali nacionalno pravilo, ki se uporablja v skladu s členom 17(3) Direktive 2008/57/ES;
The CSM RA is mandatory in the context of the authorisation of placing in service only in the following cases:
za izvedbo varne vključitve podsistemov, ko obvezni predpisi niso na voljo, kot zahteva člen 15(1) Direktive 2008/57/ES.
when required for a particular subject by a TSI or national rule applicable according to Article 17(3) of Directive 2008/57/EC;
V vseh drugih primerih uporaba skupnih varnostnih metod za ovrednotenje in oceno tveganja pri izdaji tovrstnega dovoljenja ni obvezna.
as required by Article 15(1) of Directive 2008/57/EC to perform safe integration of the subsystems when mandatory rules are not available.
Izraz „varna vključitev“ se lahko uporablja za:
In all other cases the use of the CSM RA is not mandatory in the context of such an authorisation.
varno vključitev elementov, ki sestavljajo podsistem;
The term ‘safe integration’ may be used to cover:
varno vključitev podsistemov, ki sestavljajo vozilo ali projekt omrežja;
safe integration between the elements composing a subsystem;
pri vozilih:
safe integration between subsystems that constitute a vehicle or a network project;
varno vključitev vozila v omrežje;
and, for vehicles:
varno vključitev vozil v sistem upravljanja varnosti prevoznikov v železniškem prometu.
safe integration of a vehicle with the network characteristics;
To vključuje vmesnike med vozili, vmesnike z osebjem, ki bodo upravljali podsistem, in dejavnosti vzdrževanja subjekta, zadolženega za vzdrževanje;
safe integration of vehicles into the SMS of railway undertakings.
varno vključitev vlaka na določene proge, po katerih vozi;
This includes interfaces between vehicles, interfaces with the staff who will operate the subsystem, and maintenance activities by an ECM;
ter, pri projektih omrežja:
safe integration of a train with the specific routes it operates over;
varno vključitev projekta omrežja glede na značilnosti vozila, ki so določene v TSI in nacionalnih predpisih;
and for network projects:
varno vključitev v sosednje dele omrežja (odseki proge);
safe integration of a network project with the vehicle characteristics defined in TSIs and national rules;
varno vključitev projekta omrežja v sistem upravljanja varnosti upravljavca železniške infrastrukture.
safe integration with adjacent parts of the network (line sections);
To vključuje vmesnike z osebjem, ki bodo upravljali projekt omrežja, in dejavnosti vzdrževanja upravljavca železniške infrastrukture ali njegovih izvajalcev;
safe integration of network project into the SMS of the infrastructure manager.
varno vključitev projekta omrežja s posebnimi vlaki, ki vozijo po njem.
This includes interfaces with the staff who will operate the network project, and maintenance activities by the infrastructure manager or its contractors;
Kar zadeva razmerje med varno vključitvijo in dovoljenjem za začetek obratovanja vozil:
safe integration of a network project with the specific trains operating over it.
točke (a), (b) in (c) priporočila 39 je treba izvesti pred izdajo dovoljenja za začetek obratovanja.
Regarding the relation between safe integration and the authorisation for placing vehicles in service:
Morebitne pogoje in omejitve uporabe, ki izhajajo iz njih (npr. vsakršne omejitve glede sestave vlaka, vključno z obratovanjem v več enotah ali obratovanjem lokomotiv skupaj z vozili, ki sestavljajo vlak) je treba navesti v tehnični dokumentaciji iz člena 18(3) Direktive 2008/57/ES, priloženi ES-izjavi o verifikaciji, da jih uporabnik odobrenega podsistema ali vozila lahko uporablja v skladu s svojim sistemom upravljanja varnosti;
points (a), (b), and (c) of recommendation 39 should be carried out before authorisation for placing in service.
točka (d) priporočila 39 ni del postopka izdaje dovoljenja.
Any condition and limits of use derived from them (e.g. any limitations for train composition including operation in multiple units or operation of the locomotives together with the vehicles forming the train) should be stated in the technical file accompanying the EC declaration of verification referred to in Article 18(3) of Directive 2008/57/EC in such a way that the user of the authorised subsystem or vehicle can apply these conditions and limits of use according to its SMS,
Izvesti jo mora prevoznik v železniškem prometu ob ustreznem upoštevanju vseh pogojev in omejitev uporabe, ki izhajajo iz točk (a), (b) in (c), ter na podlagi preverjanja skladnosti s TSI in veljavnimi nacionalnimi predpisi;
point (d) of recommendation 39 is not part of the authorisation process.
točka (e) priporočila 39 ni del postopka izdaje dovoljenja.
It should be carried out by the railway undertaking due account of all the conditions and limits of use that result from points (a), (b) and (c) and verification of conformity with the TSIs and applicable national rules,
Izvesti jo mora prevoznik v železniškem prometu na podlagi vseh informacij, ki jih potrebuje za določitev značilnosti vlaka in ugotovitev njegove združljivosti s progo (npr. pogoji uporabe, vrednosti parametrov vmesnika) ter izhajajo iz točk (a), (b) in (c), in informacij iz registra železniške infrastrukture.
point (e) of recommendation 39 is not part of the authorisation process.
Kar zadeva razmerje med varno vključitvijo in dovoljenjem za začetek obratovanja podsistemov fiksne naprave in projektov omrežja:
It should be carried out by the railway undertaking on the basis of all the information needed by a railway undertaking to determine train characteristics and establish train-route compatibility (e.g. conditions of use, values of interface parameters) that result from points (a), (b), and (c) and the information contained within the register of infrastructure.
točke (a), (b), (f) in (g) priporočila 39 je treba izvesti pred izdajo dovoljenja za začetek obratovanja.
40 bis.
Morebitne pogoje in omejitve uporabe, ki izhajajo iz njih, je treba navesti v tehnični dokumentaciji iz člena 18(3) Direktive 2008/57/ES, priloženi ES-izjavi o verifikaciji, da jih uporabnik odobrenega podsistema ali projekta omrežja lahko uporablja v skladu s svojim sistemom upravljanja varnosti;
Regarding the relation between safe integration and the authorisation for placing fixed subsystems and network projects in service:
točka (h) priporočila 39 ni del postopka izdaje dovoljenja.
points (a), (b), (f) and (g) of recommendation 39 should be carried out before authorisation for placing in service.
Izvesti jo mora upravljavec železniške infrastrukture ob ustreznem upoštevanju vseh pogojev in omejitev uporabe, ki izhajajo iz točk (a), (b) in (c), ter na podlagi preverjanja skladnosti s TSI in veljavnimi nacionalnimi predpisi;
Any condition and limits of use derived from them should be stated in the technical file accompanying the EC declaration of verification referred to in Article 18(3) of Directive 2008/57/EC in such a way that the user of the authorised subsystem or network project can apply these conditions and limits of use according to its SMS,
točka (i) priporočila 39 ni del postopka izdaje dovoljenja.
point (h) of recommendation 39 is not part of the authorisation process.
Izvesti jo mora upravljavec železniške infrastrukture na podlagi vseh informacij, ki jih potrebuje za določitev značilnosti proge in ugotovitev njene združljivosti (npr. pogoji uporabe, vrednosti parametrov vmesnika) ter izhajajo iz točk (a), (b) in (c), in informacij iz registra tipov vozil.
It should be carried out by the infrastructure manager taking due account of all the conditions and limits of use that result from points (a), (b), (c) and verification of conformity with the TSIs and applicable national rules,
Kar zadeva uporabo skupnih varnostnih metod za ovrednotenje in oceno tveganja za preverjanje varne vključitve pred izdajo dovoljenja za začetek uporabe:
point (i) of recommendation 39 is not part of the authorisation process.
točka (a) priporočila 39 je v celoti v področju uporabe TSI, ki se nanašajo na podsistem;
It should be carried out by the infrastructure manager on the basis of all the information needed to determine route characteristics and establish train-route compatibility (e.g. conditions of use, values of interface parameters) that result from points (a), (b), and (c) and the information contained within the register of vehicle types.
če ni izrecnih tehničnih predpisov za to področje, lahko TSI zavzamejo pristop, ki temelji na tveganju, zahtevajo uporabo skupnih varnostnih metod za ovrednotenje in oceno tveganja ter določijo, na kateri sprejemljivi ravni je treba tveganje obvladovati;
Regarding the use of the CSM RA to verify safe integration before authorisation for placing in service:
če ni obveznih predpisov (TSI, nacionalni predpisi), ki v celoti obravnavajo ta vmesnik, je treba točko (b) priporočila 39 preveriti z uporabo skupnih varnostnih metod za ovrednotenje in oceno tveganja;
point (a) of recommendation 39 is fully in the scope of the TSIs addressing a subsystem;
točka (c) priporočila 39 mora biti v celoti zajeta v TSI in, če to predvideva člen 17(3) Direktive 2008/57/ES, nacionalne predpise, to preverjanje, ki temelji na predpisih, pa mora izvajati priglašeni ali pristojni organ v okviru svoje odgovornosti za „verifikacijo vmesnikov zadevnega podsistema s sistemom, v katerega se vključi“ (člen 18 Direktive 2008/57/ES), saj bi bilo v nasprotnem primeru ogroženo izpolnjevanje zahtev glede preglednosti, nediskriminatornosti in interoperabilnosti;
where there are no explicit technical rules covering this matter, the TSI may adopt a risk based approach, require application of the CSM RA and specify to which acceptable level the risk should be controlled,
pri točki (c) priporočila 39 torej uporaba skupnih varnostnih metod za ovrednotenje in oceno tveganja v primerih, ko obstajajo TSI ali nacionalni predpisi, ni obvezna.
where there are no mandatory rules (TSIs, national rules) covering this interface fully, point (b) of recommendation 39 should be checked by using the CSM RA,
Če nacionalni predpisi tega vmesnika ne določajo v celoti (npr. nekateri obstoječi sistemi signalizacije in inovativne rešitve), lahko zahtevajo, da se za obravnavo tveganj, ki jih ne zajemajo, uporabijo skupne varnostne metode za ovrednotenje in oceno tveganja.
point (c) of recommendation 39 should be fully covered by TSIs and, where envisaged by Article 17(3) of Directive 2008/57/EC, national rules and this rule-based verification should be carried out by a notified body or designated body as part of its responsibility for ‘verification of the interfaces of the subsystem in question with the system into which it is incorporated’ (Article 18 of Directive 2008/57/EC), otherwise the requirements for transparency, non-discrimination and interoperability would be compromised.
CELOVITOST TSI IN NACIONALNIH PREDPISOV
The use of the CSM RA is therefore not mandatory for point (c) of recommendation 39 for the cases where TSIs or national rules exist.
Znano je, da je TSI pripravila skupina strokovnjakov iz združenj tega sektorja in nacionalnih varnostnih organov, pri čemer so kot podlago upoštevali nacionalne predpise in praktične izkušnje.
In the cases where national rules do not specify this interface fully (e.g. some legacy signalling systems and innovative solutions) these national rule(s) may require the application of CSM RA for addressing the risks not covered.
TSI zajemajo najsodobnejše ali najboljše razpoložljivo znanje, saj jih je Agencija razvila v sodelovanju s temi strokovnjaki, pregledal pa jih je odbor iz člena 29 Direktive 2008/57/ES.
INTEGRITY OF TSIs AND NATIONAL RULES
Države članice so jih kot take priznale za primerne svojemu namenu (vključno z odprtimi točkami) in so pravno zavezujoče.
It is recognised that the TSIs have been built up by a pool of experts from the sector associations and national safety authorities taking account of national rules and practical experience as their basis.
Preverjanje ali potrjevanje teh obveznih zahtev ni del postopka izdaje dovoljenja.
They represent the ‘state of the art’ or best available knowledge having been developed by the Agency, with these experts and reviewed by the Committee referred to in Article 29 of Directive 2008/57/EC.
Vendar je za ohranitev celovitosti TSI in nacionalnih predpisov odgovornost vseh subjektov, ki kadar koli ugotovijo morebitne pomanjkljivosti TSI ali nacionalnih predpisov, da svoje dvome čim prej izrazijo z obsežno obrazložitvijo v okviru ustreznih postopkov, da se z morebitno pomanjkljivostjo nemudoma seznanijo vsi zadevni subjekti, ki nato lahko ustrezno ukrepajo.
As such, the TSIs have been recognised by the Member States as fit for purpose (including open points) and are legally binding.
Države članice morajo sprejeti ustrezne ukrepe za spremembo pomanjkljivih ali nezdružljivih nacionalnih predpisov.
It is not part of authorisation to check or validate these mandatory requirements.
V primeru pomanjkljivosti TSI se uporablja člen 7 Direktive 2008/57/ES, odprave pomanjkljivosti pa se je treba lotiti s:
Nevertheless, to preserve the integrity of the TSIs and national rules, it is the responsibility of every entity that at any time becomes aware of a potential deficiency in the TSIs or national rules that, as a matter of urgency, they raise their doubts with full justification through the applicable procedures so that all entities concerned are immediately made aware of the potential deficiency and may take appropriate action.
spremembo TSI
If a TSI is deficient, Article 7 of Directive 2008/57/EC applies and the deficiency should be addressed by:
Odvisno od primera se TSI lahko spremeni:
a technical opinion of the Agency;
s spremembo specifikacije ciljnega sistema;
a TSI amendment;
z dodajanjem posebnih primerov, če zadevajo le omejeno število držav članic in je harmonizacija na ravni EU ocenjena kot nepotrebna;
or both.
z dodajanjem odprtih točk, če je harmonizacija na ravni EU potrebna, vendar je še ni mogoče izrecno zajeti v TSI.
Depending on the case, a TSI may be amended by:
PREVERJANJA, KI SO ZUNAJ PODROČJA UPORABE DOVOLJENJA ZA ZAČETEK OBRATOVANJA
amending the specification of the target system;
Preverjanje združljivosti vlaka s progo se mora izvajati neodvisno od dovoljenja za začetek obratovanja tipa vozila ali posameznega vozila.
adding specific cases, when they concern only a limited number of Member States and harmonisation at EU level is not deemed necessary;
To preverjanje upravlja prevoznik v železniškem prometu (ali upravljavec železniške infrastrukture, če upravlja vlake) kot del postopka načrtovanja (na primer pri potegovanju za poti) in vsakodnevno s svojimi sistemi upravljanja varnosti.
adding open points, when harmonisation at EU level is needed, but cannot yet be explicitly covered in the TSI.
Prevoznik v železniškem prometu mora združljivost ugotoviti s pridobitvijo informacij od upravljavca železniške infrastrukture v okviru registra infrastrukture ter iz tehnične dokumentacije vozil, priložene ES-izjavi o verifikaciji, ki se izdela ob izdaji dovoljenja in od tedaj vzdržuje.
VERIFICATIONS WHICH ARE OUTSIDE THE SCOPE OF AUTHORISATION FOR PLACING IN SERVICE
V prehodnem obdobju, tj. do vzpostavitve registra železniške infrastrukture in njegove izpolnitve z vsemi ustreznimi podatki za preverjanje združljivosti z omrežjem, morajo upravljavci železniške infrastrukture prevoznikom v železniškem prometu potrebne informacije posredovati na drug pregleden način.
The verification of train-route compatibility should be independent from the authorisation for placing in service a vehicle type or an individual vehicle.
Ocenjevanje zmožnosti prevoznika v železniškem prometu za upravljanje in vzdrževanje vozil ni del postopka, ki vodi k izdaji dovoljenja.
The verification of train-route compatibility is managed by a railway undertaking (or an infrastructure manager if it operates trains) as part of the planning process (for example when bidding for paths) and on a day–to-day basis through its SMS.
Zajeto je v postopek podeljevanja varnostnega spričevala in stalni nadzor, ki ga izvaja nacionalni varnostni organ.
The railway undertaking should establish compatibility by obtaining information from the infrastructure manager via the register of infrastructure and from the technical file accompanying the EC declaration of verification of the vehicles established at authorisation and maintained thereafter.
Ocenjevanje zmožnosti upravljavca železniške infrastrukture za upravljanje in vzdrževanje projektov omrežja ni del postopka, ki vodi k izdaji dovoljenja.
In the transitional period, i.e. until the register of infrastructure is established and complete with all relevant data for the verification of compatibility with the network, the infrastructure managers should provide necessary information to the railway undertakings by other transparent means.
To je zajeto v postopek podeljevanja varnostnega pooblastila in stalni nadzor, ki ga izvaja nacionalni varnostni organ.
Assessing the ability of a railway undertaking to manage the operation and maintenance of the vehicles is not part of the process leading to authorisation.
Ocenjevanje zmožnosti subjekta, zadolženega za vzdrževanje, za vzdrževanje vozila ni del postopka izdajanja dovoljenja.
It is covered by the safety certification process and ongoing supervision by the national safety authority.
To je zajeto v sistem upravljanja varnosti prevoznika v železniškem prometu.
Assessing the ability of an infrastructure manager to manage the operation and maintenance of network projects is not part of the process leading to authorisation.
Če se uporablja postopek potrjevanja subjekta, zadolženega za vzdrževanje, lahko sistem upravljanja varnosti prevoznika v železniškem prometu upošteva ta postopek.
It is covered by the safety authorisation process and ongoing supervision by the national safety authority.
Posledično prosilcu za odobritev tipa vozila ali za dovoljenje za začetek obratovanja posameznega vozila ali podsistema ni treba oceniti pomembnosti morebitnih sprememb, ki jih povzroči zasnova vozila ali podsistema v železniškem sistemu kot celoti.
Assessing the ability of an ECM to manage the maintenance of a vehicle is not part of the authorisation process.
Če je prosilec prevoznik v železniškem prometu ali upravljavec železniške infrastrukture, ki namerava upravljati to vozilo ali podsistem in je odgovoren za upravljanje sprememb na svojem delu železniškega sistema, potem skupne varnostne metode za ovrednotenje in oceno tveganja uporablja neodvisno od svoje vloge prosilca za dovoljenje za začetek obratovanja.
It is covered by the SMS of the railway undertaking.
Če proizvajalec izdela posebno zasnovo po naročilu prevoznika v železniškem prometu, v praksi običajno pride do časovnega prekrivanja med:
Where the ECM certification process applies, the SMS of the railway undertaking may take account of this process.
preverjanjem skladnosti strukturnega podsistema za izdajo ES-izjave o verifikaciji (dejavnost, ki vključuje točke (a), (b) in (c) priporočila 39) ter
As a consequence, an applicant for a vehicle type authorisation or for an authorisation for placing an individual vehicle or subsystem in service is not required to assess the significance of the potential changes brought by the vehicle or the subsystem design in the railway system as a whole.
vključitvijo tega podsistema v sistem upravljanja varnosti prevoznika v železniškem prometu ali upravljavca železniške infrastrukture (dejavnost, ki vključuje točki (d) in (e) priporočila 39).
If the applicant is the railway undertaking or infrastructure manager that intends to operate this vehicle or subsystem, the application of CSM RA as a railway undertaking or infrastructure manager responsible for the management of change to their part of the railway system is independent from their role as applicant for an authorisation for placing in service.
Dobro projektno vodenje v nekaterih okoliščinah omogoča, da se časovna vrzel med izdajo dovoljenja za začetek obratovanja in dejansko komercialno uporabo vozila ali projekta omrežja čim bolj zmanjša.
In practice, where the manufacturer is producing a specific design to the order of a railway undertaking, there is usually an overlap in time between:
V teh okoliščinah poleg nacionalnega varnostnega organa sočasno sodelujeta tudi:
the verification of conformity of a structural subsystem in order to establish a ‘EC’ declaration of verification (activity that includes points (a), (b) and (c) of recommendation 39), and
organ, ki je odgovoren za izdajo dovoljenja za tip vozila ali za začetek obratovanja posameznega vozila, in
the integration of this subsystem into the SMS of the railway undertaking or infrastructure manager (activity that includes points (d) and (e) of recommendation 39).
organ, ki je odgovoren za nadzor varnostnih spričeval ali varnostnih pooblastil.
This is a part of good project management that, in certain circumstances, allows minimising the time gap between the authorisation for placing in service and the actual use of the vehicle or network project in commercial operation.
Čeprav se dejavnosti lahko časovno prekrivata, morata biti formalno neodvisni, pri čemer je za prvo odgovoren prosilec za dovoljenje za vozilo ali tip vozila, za drugo pa prevoznik v železniškem prometu ali upravljavec železniške infrastrukture, ki namerava podsistem ali vozilo uporabljati.