natgillin/translations-raw huggingface dataset:
In these circumstances the national safety authority is involved at the same time as:
VZAJEMNO PRIZNAVANJE PREDPISOV IN PREVERJANJ V ZVEZI Z VOZILI
an authority in charge of granting an authorisation for vehicle type or for placing an individual vehicle in service, and
Države članice morajo medsebojno priznavati preverjanja, izvedena v skladu z nacionalnimi pravili drugih držav, razen:
an authority in charge of supervision of safety certificates or safety authorisations.
če ni dokazov o združljivosti z omrežjem ali
Even though the two tasks may overlap in time, they should be formally independent, the counterpart in the former being the applicant for authorisation of the vehicle or vehicle type and in the latter the railway undertaking or infrastructure manager that intends to use the subsystem or vehicle.
če država članica prosilcu lahko dokaže znatno tveganje za varnost.
MUTUAL RECOGNITION OF RULES AND VERIFICATIONS ON VEHICLES
Načelo vzajemnega priznavanja je treba uporabljati v največji možni meri, da se preprečijo nepotrebne zahteve in odvečna preverjanja, razen če so ta nujno potrebna za preverjanje tehnične združljivosti vozila z ustreznim omrežjem in niso enakovredna predpisom države članice, v kateri je bilo izdano prvo dovoljenje.
Member States should mutually recognise verifications carried out according to national rules of other Member States, unless:
V primeru izdajanja dodatnih dovoljenj države članice ne smejo izpodbijati nacionalnih predpisov, ki so se uporabljali za predhodno dovoljenje in
there is no evidence of compatibility with the network; or
zajemajo odprte točke, ki niso povezane s tehnično združljivostjo vozila z omrežjem, ali
a Member State can demonstrate to the applicant a substantial safety risk.
se uvrščajo v skupino „A“ v referenčnem dokumentu iz člena 27(4) Direktive 2008/57/ES.
The principle of mutual recognition should be applied as far as possible in order to prevent unnecessary requirements and redundant verifications, unless these are strictly necessary to check the technical compatibility of the vehicle with the relevant network and are not equivalent to the rules of the Member State of the first authorisation.
Ne glede na to, da v skupni varnostni metodi za ovrednotenje in oceno tveganja ni splošnih meril sprejemljivosti tveganja, je treba ocene na podlagi te metode, ki se opravijo kot del preverjanj, ki jih zahtevajo TSI, vzajemno priznavati v skladu s členom 7(4) uredbe o skupni varnostni metodi za ovrednotenje in oceno tveganja [9].
In the event of additional authorisations, Member States should not call into question national rules applied for a previous authorisation:
VLOGE IN ODGOVORNOSTI
covering the open points not related to technical compatibility between the vehicle and the network, or
Pred odobritvijo podsistema za začetek delovanja mora proizvajalec ali naročnik (tj. prosilec v smislu člena 18(1) Direktive 2008/57/ES) izvesti vse potrebne naloge v zvezi z zasnovo, konstrukcijo in preizkušanjem ali jih naročiti na odgovornost izvajalcev ter podpisati ES-izjavo o verifikaciji.
classified as belonging to category ‘A’ in the reference document provided for in Article 27(4) of Directive 2008/57/EC.
Priglašeni organi preverijo skladnost s TSI in pripravijo potrdila o verifikaciji za prosilca.
Notwithstanding the absence of generic risk acceptance criteria in the CSM on risk assessment, CSM assessments carried out as part of verifications required by the TSIs should be mutually recognised in accordance with Article 7(4) of CSM RA [9].
Člen 18(2) Direktive 2008/57/ES določa, da verifikacija, ki jo opravi priglašeni organ, „[o]bsega 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“.
ROLES AND RESPONSIBILITIES
To pomeni, da je priglašeni organ odgovoren za preverjanje tehnične združljivosti z drugimi podsistemi, kar je v skladu z dejstvom, da je tehnična združljivost vključena v TSI.
Before a subsystem may be authorised to be placed in service, the manufacturer or contracting entity (i. e. the applicant in the meaning of Article 18(1) of Directive 2008/57/EC) must carry out all necessary design, construction and testing or have them carried out under their responsibility and sign an ‘EC’ declaration of verification.
Obseg teh preverjanj je omejen na ustrezne TSI.
The notified bodies verify conformity with TSIs and draw up the certificate(s) of verification intended for the applicant.
Vsak priglašeni organ pripravi tehnično dokumentacijo v zvezi z izvedenimi verifikacijami.
Article 18(2) of Directive 2008/57/EC states that the notified body's 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’.
Določbe priporočila 56 se smiselno uporabljajo za pristojne organe in nacionalne predpise.
This implies that the notified body has a role in checking technical compatibility with other subsystems, which is consistent with the fact that technical compatibility is covered by TSIs.
Nacionalni varnostni organi so na podlagi člena 15(1) Direktive 2008/57/ES pri izdajanju dovoljenj za začetek obratovanja odgovorni za izvajanje pregleda dokumentacije, ki je priložena zahtevku za dovoljenje za začetek obratovanja in dokazuje ustreznost postopka verifikacije.
The scope of these checks is limited to the relevant TSIs.
Ta pregled mora vsebovati preverjanje popolnosti, ustreznosti in doslednosti dokumentacije, predložene za pridobitev dovoljenja.
Each notified body compiles a technical file in respect of the verifications they have carried out.
Omejuje se na zadeve, ki so v pristojnosti nacionalnih organov za varnost (na železnici), kot je opredeljeno v Direktivi 2004/49/ES.
The provisions of recommendation 56 apply mutatis mutandis to designated bodies and national rules.
Če država članica (ali nacionalni varnostni organ) odkrije težavo v zvezi z zahtevkom za dovoljenje za začetek obratovanja, in sicer, da strukturni podsistem, zajet v ES-izjavi o verifikaciji, ki ji je priložena glavna tehnična dokumentacija, ni povsem skladen z Direktivo 2008/57/ES in zlasti ne izpolnjuje bistvenih zahtev, mora uporabiti člen 19 Direktive 2008/57/ES.
On the basis of Article 15(1) of Directive 2008/57/EC, the role of national safety authorities in authorising the placing in service should be to carry out a check of the documents accompanying the application for placing in service and providing evidence of the adequacy of the verification procedure.
To se smiselno uporablja za komponente interoperabilnosti v skladu s členom 14 Direktive 2008/57/ES.
This check should consist of checking the completeness, relevance and consistency of the documentation submitted for authorisation.
Nacionalni varnostni organi ne smejo ponavljati nobenih pregledov, ki so bili izvedeni kot del postopka verifikacije.
It is limited to matters within the competence of the National (railway) safety authorities as defined in Directive 2004/49/EC.
Nacionalni varnostni organi ne smejo poskušati opravljati ali podvajati dela oblikovalcev predpisov, priglašenih organov, pristojnih organov ali organov za oceno tveganja.
If a Member State (or national safety authority) discovers a problem with the application for authorisation for placing in service in that a structural subsystem covered by the ‘EC’ declaration of verification accompanied by the technical file does not fully comply with Directive 2008/57/EC and in particular does not meet the essential requirements, it should apply Article 19 of Directive 2008/57/EC.
Nacionalni varnostni organi ne smejo izvajati poglobljenega sistematičnega preverjanja dela, ki ga opravijo prosilec, priglašeni organ, pristojni organ in organ za oceno tveganja po skupni varnostni metodi, niti sistematično potrjevati njihovih rezultatov.
This applies mutatis mutandis to interoperability constituents in accordance with Article 14 of Directive 2008/57/EC.
Preverjanja ocenjevalnega organa lahko izpodbijajo le v primeru upravičenih dvomov.
National safety authorities should not repeat any of the checks carried out as part of the verification procedure.
V tem primeru je treba upoštevati načela sorazmernosti (ob upoštevanju stopnje tveganja), nediskriminacije in preglednosti.
National safety authorities should not try to carry out or duplicate the work of rule setters, notified bodies, designated bodies or risk assessment bodies.
Upravičeni dvomi lahko nastanejo zlasti na podlagi pregledov iz priporočila 58 ali ko izmenjava izkušenj pokaže, da podoben podsistem ne izpolnjuje bistvenih zahtev iz člena 19 Direktive 2008/57/ES.
National safety authorities should neither carry out an in-depth systematic verification of the work done by the applicant, the notified body, the designated body and the CSM risk assessment body, nor a systematic validation of their results.
Države članice morajo v skladu s členom 28(2) Direktive 2008/57/ES za priglašene organe (in smiselno za pristojne organe) uvesti sisteme za zagotavljanje pristojnosti ocenjevalnih organov in sprejeti ukrepe za odpravo neskladnosti z veljavno zakonodajo.
National safety authorities may call assessment body verifications into question only if there are justifiable doubts.
Za zagotovitev doslednega pristopa mora imeti Komisija ob pomoči Agencije pri tem usklajevalno vlogo.
In this case, the principles of proportionality (taking account of the level of risk), non-discrimination, and transparency should be respected.
Prosilci, upravljavci železniške infrastrukture in prevozniki v železniškem prometu morajo skupaj s subjekti, zadolženimi za vzdrževanje, upoštevati izmenjavo izkušenj, pridobljenih z že odobrenimi tipi vozil in zasnovami podsistemov, ali prepoznavanje neobvladanih tveganj ter uvesti primerne popravne ukrepe.
Justified doubts may in particular arise on the basis of the checks referred to in recommendation 58, or when the return of experience has shown that a similar subsystem does not meet the essential requirements as defined in Article 19 of Directive 2008/57/EC.
Prosilci morajo te popravne ukrepe izvesti pred vložitvijo svojega zahtevka za dovoljenje in takoj, ko se ugotovi potreba po tem.
In accordance with Article 28(2) of Directive 2008/57/EC for notified bodies (and mutatis mutandis for designated bodies), Member States should put in place systems to ensure the competence of assessment bodies and take action to address non-compliance with applicable legislation.
Prevozniki v železniškem prometu in upravitelji železniške infrastrukture morajo te popravne ukrepe za vozila in podsisteme, ki se že uporabljajo, izvesti v okviru svojih sistemov upravljanja varnosti.
To ensure a consistent approach, the Commission, assisted by the Agency, should have a coordination role in this matter.
Sistemi upravljanja varnosti prevoznikov v železniškem prometu morajo zagotoviti, da subjekti, zadolženi za vzdrževanje vozil, ki jih uporabljajo prevozniki, v svoj sistem vzdrževanja uvedejo morebitne potrebne spremembe.
Applicants, infrastructure managers and railway undertakings, in conjunction with ECMs should take account of the return of experience with already authorised vehicle types and subsystem designs or identification of unmanaged risks and put in place appropriate corrective actions.
Kot ni naloga nacionalnega varnostnega organa, da pred izdajo dovoljenja določi rešitev zasnove, tako njegova nadzorna vloga tudi ne vključuje predpisovanja popravnih ukrepov na podlagi izmenjav izkušenj.
Applicants should carry out these corrective actions prior to their request for authorisation and should be required to do so as soon as the need is detected.
Nacionalni varnostni organi morajo namesto tega spremljati skladnost prevoznika v železniškem prometu ali upravljavca železniške infrastrukture z lastnim sistemom upravljanja varnosti.
For vehicles and subsystems already in use, railway undertakings and infrastructure managers should carry out these corrective actions within their SMS.
Preverjati morajo, ali prevozniki v železniškem prometu in upravljavci železniške infrastrukture določajo, izvajajo in upravljajo ustrezne popravne ukrepe v okviru svojega sistema upravljanja varnosti.
The SMS of railway undertakings should ensure that the ECMs maintaining vehicles used by them introduce any changes necessary into their system of maintenance.
Direktiva 2004/49/ES določa, da je vsak upravljavec železniške infrastrukture in prevoznik v železniškem prometu odgovoren za svoj del sistema.
Just as prior to authorisation the role of the national safety authority is not to specify a design solution, similarly the supervision role of national safety authorities is not to prescribe corrective action in the event of return of experience.
Prevoznik v železniškem prometu je odgovoren le za varno delovanje svojih vlakov.
Instead, national safety authorities should monitor the compliance of a railway undertaking or infrastructure manager with its own SMS.
Vloga upravljavca železniške infrastrukture je omejena na upravljanje infrastrukture, zato ni odgovoren za delovanje vlakov, ampak le za izdajo dovoljenja za vožnjo.
National safety authorities should check that railway undertakings and infrastructure managers define, carry out and manage the appropriate corrective actions by means of their own SMS.
Upravljavec železniške infrastrukture ne izdaja nobenih drugih dovoljenj.
Directive 2004/49/EC makes each of the infrastructure managers and of the railway undertakings responsible for their parts of the system.
Ocena zmožnosti podizvajalca (npr. imetnika) za njegov del upravljanja in vzdrževanja vozil ni del postopka, ki vodi do izdaje dovoljenja.
The railway undertaking is solely responsible for the safe operation of its trains.
To je zajeto v obveznosti prevoznika v železniškem prometu, ki uporablja odobrena vozila, da v skladu s členom 14(a) Direktive 2004/49/ES v okviru svojega sistema upravljanja varnosti zagotovi ustrezen subjekt, zadolžen za vzdrževanje.
The infrastructure manager's role is confined to managing the infrastructure and therefore the infrastructure manager has no responsibility for the operation of trains other than to issue permission for train movement.
Člen 14a(1) Direktive 2004/49/ES, kot je spremenjen z Direktivo 2008/110/ES določa, da se vsakemu vozilu pred začetkom obratovanja oziroma pred uporabo v omrežju dodeli subjekt, ki je zadolžen za njegovo vzdrževanje.
The infrastructure manager has no other authorisation role.
Dovoljenje za začetek obratovanja je neodvisno od upravljanja vozila, ki ga izvaja prevoznik v železniškem prometu, ali vzdrževanja vozila, ki ga opravlja subjekt, odgovoren za vzdrževanje;
Assessment of the ability of a subcontractor (e.g. a keeper) to manage its part of operation and maintenance of vehicles is not part of the process leading to an authorisation.
poleg tega se Direktiva 2004/49/ES nanaša na upravljanje (uporabo) in vzdrževanje vozil.
This is covered by the obligation on the railway undertaking using authorised vehicles to make sure under its SMS that they have a suitable entity in charge of maintenance, according to Article 14a of Directive 2004/49/EC
Zato je subjekt, zadolžen za vzdrževanje, lahko imenovan pred odobritvijo vozila za začetek obratovanja ali po njej, vendar vedno, preden je vozilo registrirano v nacionalnem registru vozil (subjekt, zadolžen za vzdrževanje, je obvezno polje v tem registru) ter preden se dejansko začne uporabljati v omrežju.
Article 14a(1) of Directive 2004/49/EC as amended by Directive 2008/110/EC states that, before it is placed in service or used on the network, each vehicle should have an ECM assigned to it.
Organizacije morajo obvladati tveganja, ki jih povzročajo njihove dejavnosti.
The authorisation for placing in service is independent from the operation of a vehicle by a railway undertaking or the maintenance of the vehicle by an ECM;
Za obvladovanje tveganj morajo biti odgovorni tisti, ki so jih najbolj sposobni obvladovati.
furthermore, Directive 2004/49/EC relates to the operation (use) and maintenance of vehicles.
Prevozniki v železniškem prometu in upravljavci železniške infrastrukture so edini deležniki, ki morajo imeti varnostna spričevala in varnostna pooblastila, ki jih podpirajo sistemi za varno upravljanje, zato morajo te organizacije imeti ključno vlogo pri upravljanju prispevkov drugih in sprejemanju pravih odločitev glede svojih prispevkov.
Therefore 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 used on the network.
Kadar prevozniki v železniškem prometu ali upravljavci železniške infrastrukture sprejmejo take odločitve ali izvedejo ukrepe v skladu s svojimi sistemi upravljanja varnosti, to ne posega v odgovornosti drugih subjektov, kot so imetniki, subjekti, zadolženi za vzdrževanje, in proizvajalci.
Organisations should manage the risks created by their activities.
Porazdelitev operativnih odgovornosti med prevozniki v železniškem prometu in upravljavci železniške infrastrukture je opredeljena v TSI vodenje in upravljanje prometa.
Responsibility for managing risks should sit with those who have the greatest capacity to manage them.
Prevozniki v železniškem prometu veljajo za najprimernejše in najbolj usposobljene za:
As railway undertakings and infrastructure managers are the only actors required to have safety certifications and safety authorisations, supported by SMSs, these organisations should have a key role for managing the contributions of others, and for taking the right decisions regarding their contributions.
opredelitev morebitnih tveganj za njihove načrtovane dejavnosti, vključno z vzdrževanjem, in izvajanje nadzornih ukrepov, kot so pregledi ob odhodu;
When railway undertakings or infrastructure managers take such decisions or actions under their safety management systems, this is without prejudice to the responsibilities of other entities, such as keepers, ECMs, manufacturers.
pravilno navedbo svojih operativnih potreb izvajalcem in dobaviteljem, kot so zahtevana učinkovitost, razpoložljivost in zanesljivost vozil;
The division of operational responsibilities between the railway undertakings and infrastructure managers is defined in the TSI on operation and traffic management.
spremljanje delovanja vozil;
Railway undertakings should be held as best placed and most competent to:
izvajanje pregledov pogodb za razumevanje in spodbujanje zmogljivosti v okviru pogodb.
identify the potential hazards to their planned operations, including maintenance, and implement control measures, such as departure checks;
Po drugi strani prevozniki v železniškem prometu in upravljavci železniške infrastrukture ne smejo veljati za najprimernejše in najbolj usposobljene za neposredno obvladovanje vseh tveganj vzdolž celotne dobavne verige.
monitor the performance of vehicles;
Spreminjanje vozil v uporabi za odpravo nepravilnosti in nenehno izboljševanje njihovega delovanja je običajna praksa.
provide regular and comprehensive feedback on operations and performance to the keeper and ECM, as appropriate;
Za varno upravljanje teh sprememb je odgovoren prevoznik v železniškem prometu.
carry out contract reviews to understand and challenge contract performances.
To odgovornost mora izpolnjevati z uporabo postopkov za upravljanje sprememb iz svojega sistema upravljanja varnosti in uredbe o skupni varnostni metodi za ovrednotenje in oceno tveganja ter, po potrebi, z zagotovitvijo, da se pridobi dovoljenje za začetek obratovanja spremenjenega vozila.
On the other hand, railway undertakings and infrastructure managers should not be held as best placed or most competent to directly manage all the risks all the way down the supply chain.
Prevoznik v železniškem prometu mora tudi zagotavljati, da se vse pomembne informacije posredujejo subjektu, zadolženemu za vzdrževanje, ki bo posodobil dokumentacijo o vzdrževanju.
In order to fulfil their responsibilities, railway undertakings and infrastructure managers should design contractual obligations for the supply of goods and services in accordance with their safety management systems, taking into account the legal responsibilities of others.
Prevozniki v železniškem prometu, upravljavci železniške infrastrukture, subjekti, zadolženi za vzdrževanje, in imetniki morajo poskrbeti, da se v pogodbi s proizvajalcem zagotovi vsakršna podpora, ki jo morebiti potrebujejo v tem postopku.
Once in use, it is standard practice for vehicles to be modified to correct defects and continuously improve their performance.
Preden prevoznik v železniškem prometu od upravljavca železniške infrastrukture kupi dostop vlaka do omrežja, mora poznati vrsto dostopa, ki ga je upravljavec železniške infrastrukture ponudil za prodajo.
Managing these changes safely is the responsibility of the railway undertaking.
Prevoznik v železniškem prometu mora biti prepričan, da proga, za katero želi kupiti dostop, lahko podpira vlake, ki jih namerava upravljati.
This responsibility should be fulfilled by applying the change management procedures in its SMS and the Regulation on CSM risk assessment and, when necessary, ensuring that authorisation to place the modified vehicle in service is obtained.
Prevoznikom v železniškem prometu morajo biti v registru železniške infrastrukture zagotovljene vse informacije (o vrsti infrastrukture), ki jih potrebujejo, da ugotovijo, ali je vlak, ki ga nameravajo upravljati, združljiv z določeno progo (združljivost vlaka s progo).
The railway undertaking should also ensure that all relevant information is communicated to the ECM for him to up-date the maintenance file.
Upravljavec železniške infrastrukture mora v registru za vsak parameter opisati nazivne vrednosti in, po potrebi, mejne vrednosti parametrov vmesnika, v skladu s katerimi se vzdržuje odsek proge.
Railway undertakings, infrastructure managers, ECMs and keepers should make sure that any support they may need through this process is provided for in the contract with the manufacturer.
Prevozniki v železniškem prometu so pri zagotavljanju varnega obratovanja vlakov odvisni od točnosti teh informacij.
Before the railway undertaking procures access to the network for the train from the infrastructure managers, they should first know the nature of the access that the infrastructure manager has offered for sale.
Upravljavec železniške infrastrukture mora obvestiti prevoznika v železniškem prometu o morebitnih začasnih spremembah vrste infrastrukture, ki niso zapisane v registru infrastrukture.
The railway undertaking needs to be sure that the route to which they intend to purchase access is capable of supporting the trains they intend to run.
Ko prevoznik v železniškem prometu na podlagi registra železniške infrastrukture in dokumentacije, priložene dovoljenju za vozilo/tip vozil, ter ob upoštevanju pogojev uporabe in drugih omejitev v zvezi z dovoljenjem za začetek obratovanja vozila/tipa vozil ugotovi, da proga lahko podpira vlak, ki ga namerava upravljati, mora na podlagi določb TSI v zvezi z „vodenjem in upravljanjem prometa“ (zlasti oddelke, ki se nanašajo na sestavo vlaka, zavorni sistem vlaka in vozno stanje) ugotoviti, ali obstajajo kakršne koli omejitve, povezane z vlakom, ki prepovedujejo njegovo uporabo na progi (npr. omejitve hitrosti, omejitve dolžine, omejitve napajanja z električno energijo).
Railway undertakings should find in the infrastructure register all information (on the nature of the infrastructure) which they need in order to establish whether the train they intend to run is compatible with the specific route (train/route compatibility).
Če ima upravljavec železniške infrastrukture ali prevoznik v železniškem prometu dvome v zvezi z uporabo določenega vozila ali dela fiksne opreme na določeni progi, mora na to opozoriti drugo stranko, da se najde rešitev.