natgillin/translations-raw huggingface dataset:
A possible technical solution is the so-called STM, which can be linked to the kernel of the ETCS on-board and which translates information from existing systems to a form that can be processed by the ETCS kernel.
Mogoča tehnična rešitev je tako imenovani SPM, ki se lahko poveže z jedrom sistema ETCS na vozilu in pretvarja podatke iz obstoječih sistemov v obliko, ki jo lahko obdela jedro sistema ETCS.
After the equipment of all vehicles of a railway fleet under consideration with the combination of ETCS kernel and respective Class B systems, the wayside equipment can be altered to ETCS or newly equipped lines can be built based on the ETCS system.
Ko so vsa vozila zadevnega železniškega voznega parka opremljena s kombinacijo jedra sistema ETCS in ustreznimi sistemi razreda B, se lahko oprema ob progi spremeni na sistem ETCS ali pa se zgradijo na novo opremljene proge, ki temeljijo na sistemu ETCS.
The existing class B system on these lines can be removed.
Obstoječi sistem razreda B na teh progah se lahko odstrani.
Figure 3 shows the other extreme migration process.
Slika 3 prikazuje drugo skrajnost procesa prehoda.
In this case, the respective railway would double equip existing lines with the ETCS system.
V tem primeru bi ustrezna železnica podvojila opremo obstoječe proge s sistemom ETCS.
After all lines have ETCS in addition to the national system, the on-board equipment of the rolling stock can be changed to ETCS.
Ko imajo vse proge poleg nacionalnega sistema še sistem ETCS, se lahko oprema na vozilu železniškega voznega parka spremeni na sistem ETCS.
When all vehicles under consideration are equipped with ETCS, the wayside equipment for the national system can then be removed.
Ko so vsa zadevna vozila opremljena s sistemom ETCS, se lahko oprema za nacionalni sistem odstrani.
Figure 4 shows the combination of both extremes described above.
Slika 4 prikazuje kombinacijo navedenih skrajnih možnosti.
The possible migration paths have to be between these two limits.
Mogoče poti prehoda morajo obstajati nekje med tema dvema skrajnostma.
In practical terms, there should to be a mixture of both ways.
V praksi bi bilo treba najti mešanico obeh načinov.
Figure 5 depicts an example, where ETCS on-board equipment in vehicles and ETCS wayside equipment on parts of the lines is installed alternatively.
Slika 5 opisuje primer, ko je izmenično nameščena na vozila oprema ETCS na vozilu in na dele prog oprema ETCS ob progi.
This method minimises the inception investment necessary to take advantage of the system as a whole (i.e. the on-board and trackside equipment in the sections where these are fitted).
Ta metoda najbolj zniža začetno naložbo, ki je potrebna za uporabljanje sistema kot celote (tj. opreme na vozilu in ob progi na odsekih, kjer je nameščena).
On the other hand, it implies a certain restriction in usage of rolling stock on the network.
Po drugi strani pa pomeni določeno omejitev uporabe železniškega voznega parka na omrežju.
The selection of the appropriate migration strategy depends largely on the mix between lines equipped, rolling stock equipped and planned purchase of new rolling stock and additional equipment of lines.
Izbira ustrezne strategije prehoda je odvisna predvsem od kombinacije opremljenih železniških prog, opremljenega železniškega voznega parka in načrtovane nabave novega železniškega voznega parka in opreme prog.
Also international corridors and international use of rolling stock should be considered.
Upoštevati je treba tudi mednarodne koridorje in mednarodno uporabo železniškega voznega parka.
In case a line is not foreseen for migration and is only equipped with Class B the interoperable operation can be ensured by a STM for the Class B system concerned.
Če proga ni predvidena za prehod in je opremljena le s sistemom razreda B, se lahko interoperabilno obratovanje zagotovi s SPM za zadevni sistem razreda B.
The migration steps, however, have to enable access of other railway undertakings to the network at any time.
Faze prehoda pa morajo drugim prevoznikom v železniškem prometu vseskozi omogočati dostop do omrežja.
A vehicle equipped with the appropriate ETCS on-board equipment and the existing system as described in annexes B and C must always be able to run on the line under consideration.
Vozilo, opremljeno z ustrezno opremo ETCS na vozilu in z obstoječim sistemom, kakor je opisano v Prilogi B in C, lahko vedno vozi po obravnavani progi.
ETCS and GSM-R are computer-based systems with a faster technology evolution and potentially a lower life expectancy than current traditional railway signalling and telecommunication facilities.
ETCS in GSM-R sta računalniška sistema s hitrejšim tehnološkim razvojem in z življenjsko dobo, ki je verjetno krajša od življenjske dobe zdajšnjih tradicionalnih zmogljivosti železniške signalizacije in telekomunikacije.
As such, they call for a pro-active rather than reactive deployment strategy to avoid potential system obsolescence prior to system deployment reaching maturity.
Zato zahtevata proaktivno in ne reaktivno razvojno strategijo, da bi se izognili morebitni zastarelosti sistema, še preden razvoj sistema doseže stopnje zrelosti.
Notwithstanding this fact, the adoption of a too fragmented deployment throughout the European rail network, mainly along the trans-European rail corridors, would give rise to major cost and operational overheads resulting from the needs to ensure backward compatibility and interconnection with a diversity of legacy facilities.
Kljub temu bi sprejetje preveč razdrobljenega razvoja celotnega evropskega omrežja železniških prog, predvsem po vseevropskih železniških koridorjih, povzročilo prevelike splošne in operativne režijske stroške, ki so posledica potreb za zagotovitev povratne skladnosti in medsebojne povezanosti z različnimi obstoječimi zmogljivostmi.
Moreover, synergies in terms of time, cost and risk reduction might be reached by the reconciliation of common elements of different national implementation strategies — e.g. through joint procurement initiatives, collaboration in system validation and certification activities.
Poleg tega bi se lahko dosegle sinergije v zvezi s skrajšanjem časa, zmanjšanjem stroškov in tveganja z uskladitvijo skupnih elementov različnih nacionalnih strategij izvajanja – namreč s pobudami skupnih naročil in sodelovanjem v procesu validacije in dejavnosti certificiranja.
Whereas such pro-active implementation strategy does appears a must to underpin the whole of the migration process, the specific modalities to be adopted for the conventional rail network have to account for the current level and planned rate of deployment of these technologies as well as the relevant economic, operational, technical and financial factors that influence such an implementation.
Ker kaže, da je taka proaktivna strategija izvajanja nujna podlaga za celoten proces prehoda, je treba pri določenih načinih, ki jih je treba sprejeti za železniško omrežje za konvencionalne hitrosti, upoštevati zdajšnjo raven in načrtovano stopnjo razvoja teh tehnologij ter ustrezne ekonomske, operativne, tehnične in finančne dejavnike, ki vplivajo na takšno izvajanje.
Within this context, it is evident that a clear distinction is to be made between ETCS and GSM-R in view of the current status of migration throughout Europe and the magnitude and extent of the barriers underlying such a migration, a fact that commands a different rationale for the implementation of GSM-R and of ETCS on the conventional network.
Glede na to je treba torej jasno razlikovati med sistemom ETCS in GSM-R glede na zdajšnje stanje prehoda po celotni Evropi in glede na obseg ovir za tak prehod, kar zahteva drugačen princip izvajanja sistema GSM-R in ETCS na omrežju za konvencionalne hitrosti.
Such a distinct rationale will be delineated in fuller detail within the next paragraphs:
Tak razločen princip bo podrobneje orisan v naslednjih odstavkih:
GSM-R — Rationale for Deployment
GSM-R – Princip razvoja
The current magnitude of the GSM-R deployment activity throughout the whole of the European rail network (approximately 100000 km nowadays in 11 out of the 15 States of the former EU15) and the four- to five-year time horizon that generally underpins the conclusion of such deployment works indicates that any deployment rationale will have to confront three main concerns:
Zdajšnji obseg aktivnosti razvoja sistema GSM-R po celotnem evropskem železniškem omrežju (okrog 100000 km v 11 od 15 državah nekdanje EU15) in 4 do 5 letno obdobje, ki je na splošno potrebno za taka razvojna dela, kaže, da bo moral vsak princip razvoja obravnavati tri glavna vprašanja:
to ensure the continuity of GSM-R service across borders avoiding the establishment of ‘black spots’ within some regions of the Community,
zagotoviti kontinuiteto čezmejnih storitev sistema GSM-R brez „črnih točk“ znotraj nekaterih regij Skupnosti,
to reconcile the migration timings throughout Europe in order to significantly reduce the cost and time overheads associated with the potential needs to sustain double analogue/digital telecommunication infrastructures and on-board facilities,
uskladiti časovne okvire prehoda po celotni Evropi, da se tako znatno skrajša čas in znižajo režijski stroški, povezani z vzdrževanjem dvojnih analognih/digitalnih telekomunikacijskih infrastruktur in naprav na vozilu,
to avoid a ‘two speed’ Europe between the former EU15 and the new Member States.
preprečiti Evropo „dveh hitrosti“ med nekdanjo EU15 in novimi državami članicami.
Convergence needs to be achieved a target that is facilitated by the on-going programmes for major upgrading of the railway networks of the new Member States.
Potrebno zbliževanje bo lažje dosegljivo zaradi tekočih programov za obsežno dograditev železniških omrežij novih držav članic.
GSM-R — Implementation rules
GSM-R – Pravila izvajanja
Set against this background, and taking into account that a GSM-R infrastructure is a telecommunication bearer for both high-speed and conventional rail applications, the implementation criteria now in force for the former applications should equally apply for conventional rail, e.g.
Glede na to ozadje in ob upoštevanju, da je infrastruktura GSM-R prenosni telekomunikacijski sistem za visoke in konvencionalne hitrosti, bi morala merila za izvajanje, ki zdaj veljajo za prejšnje aplikacije pri visokih hitrostih, enako veljati za železniški sistem za konvencionalne hitrosti.
Trackside installations:
Naprave ob progi:
an upgrade of radio part of a CCS assembly already in service that changes the functions or the performance of the subsystem.
dograditev radijskih delov že obratujočega sestava sistema NV, ki spremeni funkcije ali zmogljivost podsistema.
On-board installations:
Naprave na vozilu:
The fitting of GSM-R in Rolling Stock intended for use on a line including at least a section equipped with Class A interfaces (even if superimposed to a Class B system), is mandatory in the case of:
Namestitev sistema GSM-R na železniški vozni park, namenjen uporabi na progi, ki vključuje vsaj en odsek, opremljen z vmesniki razreda A (čeprav so nadgrajeni na sistem razreda B), je obvezna za:
new installations of the radio part of a CCS assembly,
nove namestitve radijskih delov sestava sistema NV,
an upgrade of the radio part of a CCS assembly already in service that changes the functions or the performance of the subsystem.
dograditev radijskih delov že obratujočega sestava sistema NV, ki spremeni funkcije ali zmogljivost podsistema.
Legacy systems:
Obstoječi sistemi:
Member States shall ensure that the functionality of the legacy systems referred to in Annex B to the TSI as well as their interfaces is to remain as currently specified, excluding those modifications that might be deemed necessary in order to mitigate safety-related flaws of these systems.
Države članice zagotovijo ohranitev funkcionalnosti obstoječih sistemov iz Priloge B k tej TSI in njihovih vmesnikov v skladu s trenutnimi specifikacijami, razen tistih sprememb, ki se zdijo potrebne za odpravo pomanjkljivosti, povezanih z varnostjo teh sistemov.
Member States shall make available the necessary information regarding their legacy systems that is required for purposes of development and certification of apparatus allowing interoperability of Class A equipment with their legacy Class B facilities.
Države članice objavijo potrebne podatke v zvezi s svojimi obstoječimi sistemi, ki so potrebni za razvoj in varnostna spričevala za aparature, ki omogočajo interoperabilnost opreme razreda A s svojimi obstoječimi sistemi razreda B.
In order to enable a pro-active implementation, Member States are also encouraged to promote and support the fitting of GSM-R in any renewal or maintenance-related work affecting the whole of an infrastructure already in service entailing an investment at least one order of magnitude higher than those associated with the installation of GSM-R facilities.
Da bi omogočili proaktivno izvajanje, se države članice spodbujajo k pospeševanju in podpori nameščanja sistemov GSM-R v vsa obnovitvena ali vzdrževalna dela, ki zajemajo določeno delujočo infrastrukturo v celoti, in predstavljajo vsaj za razred višjo naložbo od namestitve opreme GSM-R.
ERTMS/ETCS — rationale for deployment
ERTMS/ETCS – Princip razvoja
As it stands nowadays, the case of ERTMS/ETCS on conventional applications has to be underlined by a different deployment rationale that accounts for the manifold complexity associated to a migration of signalling systems, to its associated costs and to the expected longer lifetime of the assets when compared to those of GSM-R.
Glede na zdajšnje razmere je treba primer ERTMS/ETCS za aplikacije pri konvencionalni hitrosti označiti z drugačnim principom razvoja, ki upošteva zapletenost, povezano s prehodom signalizacijskih sistemov, s tem povezanimi stroški in z daljšo pričakovano življenjsko dobo opreme v primerjavi z GSM-R.
However, in no way such barriers should detract from the generic deployment principles exposed in paragraph 7.2.2.1, in particular, the necessity to keep the implementation momentum within acceptable levels notably on the major corridors and trunk lines of the trans-European rail network (TEN).
Vendar pa te ovire nikakor ne smejo odvračati od splošnih razvojnih principov, predstavljenih v odstavku 7.2.2.1, zlasti potrebe, da se dinamika izvajanja giblje v okviru sprejemljivih stopenj, predvsem na največjih koridorjih in glavnih progah vseevropskega železniškega omrežja.
The ETCS-Net corridor concept
Koncept koridorja mreža ETCS
In order to reconcile the apparent conflicting objectives of avoidance of fragmented approach with the perceived constraints on investment it is deemed necessary to define a start-up core of rail projects where ERTMS/ETCS deployment can be indeed justified on an ‘end-to-end’ business/service perspective whereas not commanding unacceptable barriers in terms of implementation costs.
Kaže, da je za uskladitev očitno konfliktnih ciljev preprečevanja razdrobljenega pristopa z opaženimi omejitvami naložb treba opredeliti začetno jedro železniških projektov, v katerih je lahko razvoj ERTMS/ETCS zares upravičen na osnovi posla/storitve „od začetka do konca“, ker ne zahteva nesprejemljivih izvedbenih stroškov.
In view of such over-ridding objectives, and after consultation of the sector, it was recognized that such core should be built upon a coherent set of priority corridors of the trans-European rail network.
Glede na te pomembne cilje je bilo po posvetovanju s sektorjem ugotovljeno, da bi moralo to jedro temeljiti na usklajeni skupini prednostnih koridorjev vseevropskega železniškega omrežja.
The objectives to be achieved with such an approach are three-fold:
Cilji, ki naj bi bili doseženi s takim pristopom, so trije:
to enable the creation of an interoperable rail backbone across Europe (coined hereafter as ETCS-Net) enabling the development of new and improved quality rail services that can ultimately heighten the competitive profile of rail transport notably in those market segments of major growth potential — e.g. international freight transport;
omogočiti oblikovanje interoperabilnega ogrodja železnice po Evropi (v nadaljevanju mreža ETCS), ki bi omogočala razvoj novih in kakovostnejših železniških storitev, s čimer bi se končno okrepila konkurenčnost železniškega transporta, predvsem na tistih delih trga, ki imajo največje možnosti za rast, v primerjavi z mednarodnim tovornim transportom;
to constitute a focus for trans-national co-ordination efforts and for concentration of financing instruments in view of an accelerated and wider-ranging deployment of ERTMS/ETCS across the main routes of the trans-European rail network;
predstavljati središče za čeznacionalne usklajevalne napore ter za koncentracijo instrumentov financiranja ob pospešenem in širše zastavljenem razvoju ERTMS/ETCS po glavnih smereh vseevropskega železniškega sistema;
to move towards the conditions of ‘critical mass’ for ERTMS/ETCS to emerge as the natural market selection solution for new and upgrade signalling projects of the conventional rail network across Europe.
približevanje pogojem „kritične mase“, da bi ERTMS/ETCS predstavljal naravno rešitev tržne izbire novih in dograjenih signalizacijskih projektov železniškega omrežja za konvencionalne hitrosti po vsej Evropi.
An outline of the ETCS-Net is depicted below.
Oris mreže ETCS je predstavljen v nadaljevanju.
A detailed listing of the corridors encompassed therein is attached in annex H.
Podroben seznam koridorjev, ki so vanjo zajeti, je priložen v Prilogi H.
In order to ensure the development of a coherent network providing a backbone for the development of enhanced end-to-end services the ETCS-Net as presented above builds upon both high-speed and conventional lines.
Da bi zagotovili razvoj usklajenega omrežja, ki bi zagotavljal ogrodje za razvoj okrepljenih storitev od začetka do konca, temelji zgoraj predstavljena mreža ETCS na progah za visoke hitrosti in konvencionalne hitrosti.
The deployment of ERTMS/ETCS on the former is governed by Decision 2002/731/EC whereas the implementation principles outlined below apply to the latter.
Razvoj sistema ERTMS/ETCS na progah za visoke hitrosti ureja Odločba 2002/731/ES, načela izvajanja, opisana v nadaljevanju, pa veljajo za proge za konvencionalne hitrosti.
In view for such a backbone to contribute to a major re-engineering of international rail transport services in a credible time horizon from the perspective of the customer it is necessary to attach a relatively ambitious timeframe for its full realisation.
Da bi tako ogrodje prispevalo k tehnični preureditvi mednarodnih železniških transportnih storitev v časovnem obdobju, verjetnem z vidika potrošnikov, je treba dodati razmeroma ambiciozen časovni okvir za njegovo popolno uresničitev.
Taking into account the range of parameters that impact on the latter (e.g. level of investment resources, engineering/project management capability of the railways and supply industry, needs for cross-border co-ordination of activities) a period of 10 to 12 years can be earmarked as an indicative timeframe for such a purpose.
Upoštevajoč vse parametre, ki na ta časovni okvir vplivajo (npr. raven naložbenih virov, tehnično-tehnološke zmogljivosti in zmogljivosti vodenja projektov prevoznikov v železniškem prometu in dobaviteljske panoge, potrebe po čezmejnem usklajevanju dejavnosti), je lahko kot časovni okvir za to označeno obdobje 10 do 12 let.
The inception kernel
Zagonsko jedro
To enable the accomplishment of the implementation of the whole ETCS-Net within such a time horizon it is deemed necessary to kick-start the deployment process by earmarking a sub-set of projects (hereafter referred to as the inception kernel) where deployment of ETCS will be mandatory.
Kaže, da je za omogočanje izvajanja celotne mreže ETCS v tem časovnem okviru treba „sprožiti“ razvojni proces z določitvijo podsklopa projektov (v nadaljevanju „zagonsko jedro“), kjer bo razvoj sistema ETCS obvezen.
The adoption of such an approach basically reverts to the deployment of a three-tiered perspective as depicted below:
Sprejem takega pristopa se v osnovi obrača na razvoj triplastnega vidika, kakor je opisano v nadaljevanju:
EU Convencional Rail System
Železniški sistem EU za konvencionalne hitrosti
Inception Kernel
Mreža ETCS
ETCS-Net
Mreža ETCS
In order to minimise the financial impact of such a mandatory step the selection criteria for inclusion of projects within such Inception Kernel should notably account for the availability of Community funding to a level well above the amounts that can be normally earmarked for signalling works.
Da bi kar najbolj zmanjšali finančni učinek takega obveznega koraka, je treba pri merilih za izbor projektov, ki bodo vključeni v tako zagonsko jedro, dobro utemeljiti razpoložljivost finančnih sredstev Skupnosti, ki so precej višja od zneskov, ki se navadno določijo za signalizacijska dela.
The set of conventional rail priority projects established within the Trans-European Network guidelines (Decision No 884/2004/EC of the European Parliament and of the Council as well as all those major rail construction/upgrading works funded under the framework of the Structural Funds (Council Regulation (EC) No 1260/1999 and/or Cohesion Funds (Council Regulation (EC) No 1264/1999 are to be considered as forming such an inception kernel.The Inception Kernel is to constitute a steppingstone for the achievement of the full ETCS-Net deployment scenario as described above.
Pri oblikovanju takega „zagonskega jedra“ je treba upoštevati prednostne projekte železniškega sistema za konvencionalne hitrosti, oblikovane v okviru smernic vseevropskega železniškega omrežja (Odločba št. 884/2004/ES Evropskega parlamenta in Sveta ter vsa večja dela izgradnje/dograditve železniškega omrežja, ki se financirajo v okviru strukturnih skladov (Uredba Sveta (ES) št. 1260/1999 in/ali kohezijskih skladov (Uredba Sveta (ES) št. 1264/1999.Zagonsko jedro naj bi predstavljalo odskočno desko za uresničitev celotnega scenarija razvoja zgoraj opisane mreže ETCS.
However, the fulfilment of this latter objective requires the visibility of the deployment strategy (timing and planning of the works) that will underpin those national sections of the different corridors not encompassed by the ‘Inception Kernel’ criteria.
Vendar pa je za uresničitev tega cilja potrebna jasna strategija razvoja (časovni okvir in načrtovanje del), ki bo podlaga za tiste nacionalne odseke različnih koridorjev, ki niso zajeti v merilih „zagonskega jedra“.
In order to provide for such visibility, Member States will be required to elaborate national ERTMS implementation plans addressing a range of deployment issues which are outlined in paragraph 7.2.2.6.
Države članice bodo morale za zagotavljanje te jasnosti oblikovati nacionalne izvedbene načrte ERTMS, v katerih bodo obravnavale vrsto razvojnih vprašanj, ki so orisana v odstavku 7.2.2.6.
The scope of the current ETCS-Net backbone might be revised in a subsequent phase (potentially during a future revision of this TSI) to account for the real progress of its implementation and for the ever evolving needs of the transportation markets.
Področje uporabe trenutnega ogrodja mreže ETCS se lahko v naslednji fazi revidira (morebiti med prihodnjo revizijo te TSI) in upošteva dejanski napredek izvajanja ter stalno razvijajoče se potrebe transportnih trgov.
The rationale in what regards rolling-stock has to account for the fact that ERTMS/ETCS is a system concept composed of infrastructure and on-board elements.
Pri železniškem voznem parku, je treba upoštevati, da je ERTMS/ETCS sistem, ki ga sestavljata element na infrastrukturi in element na vozilu.
As such it is crucial that any emergent deployment rationale considers these two system elements in a coherent manner as they both concur to enable system operation.
Zato je ključnega pomena, da se pri vsakem razvojnem principu ta dva elementa sistema upoštevata v medsebojni povezavi, saj oba omogočata obratovanje sistema.
Moreover, as in the case for infrastructure, appropriate consideration must be given to the minimisation of the financial impact of any mandatory step that might be imposed.
Poleg tega je treba tako kot pri infrastrukturi posebno pozornost posvetiti zmanjšanju finančnih posledic vseh morebitnih obveznih korakov.