natgillin/translations-raw huggingface dataset:
This thermal performance shall be used for calculating the limiting gradient where maximum train speed can be operated.
Te toplotne lastnosti se uporabijo pri izračunu mejnega naklona, po katerem lahko vlak vozi pri največji hitrosti.
The same conditions for train loading, means of braking and rail condition apply as for emergency braking case A as defined in clauses 4.2.4.1 c and e. Compliance to this requirement shall be proven by calculation.
Za obremenitev vlaka, način zaviranja in stanje tirnic veljajo enaki pogoji kakor za zaviranje v sili v primeru A, opredeljenem v 4.2.4.1 c in e.
Requirements for the pneumatic brake equipment of high speed trains for towing in case of emergency rescue are as follows:
Zahteve glede pnevmatske zavorne opreme vlakov za visoke hitrosti v zvezi z vleko pri reševanju v sili so naslednje:
Filling time of the brake cylinder to 95 % maximum pressure: 3-5 seconds, 3-6 seconds with load-braking system.
Čas polnjenja zavornega valja do 95 % najvišjega tlaka: 3–5 sekund, 3–6 sekund z zavornim sistemom, ki deluje glede na obremenitev.
Release time of the brake cylinder to 0.4 bar pressure: a minimum of 5 seconds.
Čas praznitve zavornega valja do tlaka 0,4 bara: najmanj 5 sekund.
Reduction in brake pipe pressure required to obtain maximum brake cylinder pressure: 1,5 ± 0,1 bar (coming from a nominal value in the brake pipe of 5,0 ± 0,05 bar).
Zmanjšanje tlaka v zavornem vodu, ki je potrebno, da se doseže najvišji tlak v zavornem valju: 1,5 ± 0,1 bara (izhaja iz nazivne vrednosti v zavornem vodu, ki znaša 5,0 ± 0,05 bara).
The sensitivity of the brake to slow decreases in brake pipe pressure shall be such, that the brake is not activated if the normal working pressure drops by 0,3 bars in one minute.
Neobčutljivost zavore za počasno zmanjšanje tlaka v zavornem vodu mora biti taka, da se zavora ne aktivira, če normalni delovni tlak v eni minuti pade za 0,3 bara.
The sensitivity of the brake to decreases in brake pipe pressure shall be such, that the brake is activated within 1,2 seconds, if the normal working pressure drops by 0,6 bar in 6 seconds.
Občutljivost zavore za zmanjšanje tlaka v zavornem vodu mora biti taka, da se zavora aktivira v 1,2 sekunde, če normalni delovni tlak v 6 sekundah pade za 0,6 bara.
Each brake, including the parking brake, shall have an on/off device.
Vsaka zavora, vključno z ročno ali pritrdilno zavoro, mora imeti napravo za vklop/izklop.
A minimum of five steps of brake force shall be available by variation of the brake pipe pressure.
S spreminjanjem tlaka v zavornem vodu je mogoče doseči najmanj pet stopenj zavorne sile.
The status (applied/released) of brakes, including the parking brake, shall be indicated.
Prikazana mora biti lega zavor (stisnjena/popuščena), vključno z ročno ali pritrdilno zavoro.
Where the on-board train braking system is initiated by other than pneumatic means the pneumatic information given at the coupling interface shall result in a performance equivalent to the above.
Če se zavorni sistem na vlaku sproži kako drugače kakor pnevmatsko, morajo pnevmatske informacije, dane na vmesniku spenjače, povzročiti delovanje, ki je enako zgoraj opisanemu.
Clauses 4.2.2.8.1 and 4.2.2.8.3 of the TSI for Accessibility for Persons with Reduced Mobility shall also apply.
Uporabljata se tudi oddelka 4.2.2.8.1 in 4.2.2.8.3 TSI za dostopnost za funkcionalno ovirane osebe.
Trains shall be equipped as a minimum with a means of audible communication,
Vlaki morajo biti opremljeni s sredstvi za zvočno komuniciranje;
for the train crew to address the passengers in a train
s katerimi vlakovno osebje obvešča potnike v vlaku;
for the train crew and ground control to communicate between one another.
s katerimi vlakovno osebje in železniško tehnično kontrolno osebje komunicirata med sabo;
for internal communication between the train crew and in particular between the driver and staff in the passenger areas.
ki omogočajo interno komunikacijo med vlakovnim osebjem, zlasti pa med strojevodjo in posadko v potniških vagonih.
The equipment shall be able to remain on standby and to function independently of the main energy source for at least three hours.
Oprema mora ostati v pripravljenosti in delovati neodvisno od glavnega vira energije najmanj tri ure.
The communication system shall be designed in such a manner that it continues to operate at least half (distributed throughout the train) of its loudspeakers in the event of a failure in one of its transmission elements, or another mean shall be available to inform the passengers.
Sistem za komuniciranje mora biti projektiran tako, da tudi pri okvari enega od svojih prenosnih elementov omogoča neprekinjeno delovanje najmanj polovice svojih zvočnikov (porazdeljenih po celem vlaku), ali pa mora biti za take primere predvideno drugo sredstvo za obveščanje potnikov.
Apart from the passenger alarm (see clause 4.2.5.3) no specific provisions are prescribed for passengers to contact train crew.
Razen potniškega alarma (glej 4.2.5.3) niso predpisane nobene posebne določbe za navezavo stikov potnikov z vlakovnim osebjem.
Clause 4.2.2.8.2 of the of the TSI for Accessibility for Persons with Reduced Mobility shall also apply.
Uporablja se tudi oddelek 4.2.2.8.2 TSI za dostopnost za funkcionalno ovirane osebe.
All passenger signs closely connected with safety shall use the unified sign formats given in standard ISO 3864-1:2002.
Vsi znaki za potnike, ki so tesno povezani z varnostjo, morajo uporabljati enotne oblike znakov, opisane v standardu ISO 3864–1:2002.
Passenger occupied areas on trains (excluding vestibules, gangways and toilets) shall be fitted with emergency signal devices.
Prostori na vlaku, ki jih zasedajo potniki (razen predprostorov, prehodov in stranišč), morajo biti opremljeni z napravami za signaliziranje v sili.
These devices shall be installed where they can be seen easily by passengers and reached by them without having to pass through an interior door.
Te naprave morajo biti nameščene na mestih, kjer jih lahko potniki zlahka opazijo in dosežejo, ne da bi morali pri tem vstopiti skozi notranja vrata.
The emergency handle shall have a clearly visible seal.
Ročaj zavore v sili mora imeti jasno viden pečat.
The alarm once activated shall not be capable of being disengaged by passengers.
Ko je alarm sprožen, ga potniki ne morejo izključiti.
If a device is provided to indicate that the alarm has been activated, it shall be marked as indicated in Annex Q of this TSI.
Če obstaja naprava, ki kaže aktiviranje alarma, mora biti označena, kot je prikazano v Prilogi Q k tej TSI.
Operation of the emergency signal shall be indicated next to the device used.
Delovanje signala v sili mora biti navedeno ob napravi, ki se uporablja za njegovo sprožitev.
Activating the alarm shall:
Aktiviranje alarma mora:
Initiate braking
sprožiti zaviranje;
Cause a visual (flashing or continuous light) and acoustic (buzzer/klaxon or spoken message) alarm to be triggered in the driver's cab;
povzročiti sprožitev vizualnega (utripajoča ali trajna luč) in zvočnega (brenčalo/električna hupa ali govorjeno sporočilo) alarma v strojevodski kabini;
Transmit a message (acoustic or visual signal or radio message by mobile phone) by the driver or an automatic system to the train crew working among the passengers.
prenesti sporočilo strojevodje ali samodejnega sistema (zvočni ali vizualni signal ali radijsko sporočilo po prenosnem telefonu) vlakovnemu osebju, ki dela v prostoru za potnike;
Transmit an acknowledgement, recognisable by the person who triggered the signal (acoustic signal in the vehicle, braking application, etc.)
prenesti potrditev prejema, ki jo lahko prepozna oseba, ki je sprožila signal (zvočni signal v vozilu, uporaba zavor itd.).
The arrangements installed in the rolling stock (automatic brake application, in particular) shall allow the driver to intervene in the braking process so as to be able to choose the stopping point of the train.
Oprema in naprave, ki so vgrajene v železniškem voznem parku (zlasti samodejno zaviranje), morajo strojevodji omogočiti, da poseže v postopek zaviranja in tako izbere kraj postanka vlaka.
When the train has stopped the driver shall be able to start again as soon as possible if the driver considers it safe to start again Activation of one or more than one alarm shall have no additional effect, whilst the train-crew has not rearmed the first.
Po zaustavitvi vlaka mora biti strojevodji omogočeno, da čim prej ponovno spelje, če meni, da je to varno. Aktiviranje enega alarma ali več drugih alarmov ne sme imeti nadaljnjega učinka, dokler vlakovno osebje ne ponastavi prvega alarma.
Lastly a communication link between cab and train staff shall enable the driver, at his or her initiative, to investigate the reasons why the emergency signal was triggered.
Nazadnje, komunikacijska povezava med kabino in vlakovnim osebjem mora omogočiti strojevodji, da na svojo pobudo razišče razloge za sprožitev signala v sili.
If in normal service no train staff is present a device shall be available for passengers to communicate to the driver in case of emergency.
Če pri normalnem obratovanju vlakovno osebje ni navzoče, mora biti potnikom na razpolago naprava, s katero lahko v sili komunicirajo s strojevodjo.
The rolling stock and all its constituent parts shall meet the requirements of this TSI within the climatic zones T1, or T2, or T3 as specified in EN50125-1:1999 in which it is intended to run.
Vozni park in vsi njegovi sestavni deli morajo izpolnjevati zahteve te TSI v podnebnih območjih T1, T2 ali T3, določenih v standardu EN 50125–1:1999, v katerih je predvideno delovanje voznega parka.
These zones shall be indicated in the rolling stock register.
Ta območja morajo biti navedena v registru železniškega voznega parka.
A full length train running in the open air at 300 km/h or at its maximum operating speed vtr,max if lower than 300 km/h shall not cause an exceedance of the air speed u2σ at the trackside as set out in Table 9, at a height of 0,2 m above the top of rail and at a distance of 3,0 m from the track centre, during the passage of the whole train (including the wake).
Vlak polne dolžine, ki vozi na prostem pri hitrosti 300 km/h ali pri svoji največji delovni hitrosti vtr,max, če je nižja od 300 km/h, ne sme povzročiti prekoračitve dovoljene hitrosti zraka u2σ ob progi, določene v preglednici 9, merjene na višini 0,2 m od vrha tirnice in razdalji 3,0 m od sredine tira, med prevozom celotnega vlaka (vključno z zračno sledjo).
For trains with a maximum speed higher than 300 km/h, the the measures to be taken by Infrastructure Manager are mentioned in clause 4.4.3 of the High Speed Infrastructure TSI.
Za vlake, katerih največja hitrost je višja od 300 km/h, so ukrepi, ki jih sprejme upravljavec infrastrukture, navedeni v oddelku 4.4.3 TSI za infrastrukturo za visoke hitrosti.
Trackside maximum permissible air speed
Največja dovoljena hitrost zraka ob progi
Maximum train speed vtr,max (km/h)
Največja hitrost vlaka vtr,max (km/h)
Trackside maximum permissible air speed, (limit values for u2σ (m/s))
Največja dovoljena hitrost zraka ob progi, (mejne vrednosti za u2σ (m/s))
Tests shall be undertaken on ballasted, straight track.
Preskusi se izvedejo na ravnem tiru na gramozni gredi.
The vertical distance between the top of rail and the surrounding ground level is 0,75m ± 0,25m. The value u2σ is the upper bound of the 2σ confidence interval of the maximum resultant induced air speeds in the x-y ground plane.
Navpična razdalja med gornjim robom tirnice in ravnino tal v okolici je 0,75 m ± 0,25 m. Vrednost u2σ je zgornja meja intervala zaupanja 2σ največjih posledičnih induciranih hitrosti zraka v ravnini tal x–y.
It shall be obtained from at least 20 independent and comparable test samples with ambient wind speeds of less than or equal to 2 m/s.
Dobiti jo je treba iz najmanj 20 neodvisnih in primerljivih preskusnih vzorcev pri hitrostih vetra v okolici največ 2 m/s.
is given by:
se izračuna tako:
with
kjer je:
ū mean value of all air speed measurements uI, i ≥ 20
ū srednja vrednost vseh meritev hitrosti zraka uI, i ≥ 20
σ standard deviation
Σ standardni odklon
Conformity assessment
Ocenjevanje skladnosti
Conformity shall be assessed on the basis of full-scale tests and with the maximum length of the defined formations.
Skladnost se oceni na podlagi celovitih preskusov in pri največji dolžini opredeljenih sestav.
Detailed specifications
Podrobne specifikacije
Measurements shall be taken at the maximum operational speed of the train vtr,max or 300 km/h if the train maximum operating speed is higher than 300 km/h.
Meritve se opravijo pri največji delovni hitrosti vlaka vtr,max ali 300 km/h, če je največja delovna hitrost vlaka višja od 300 km/h.
For a valid set of measurements, conditions for train speed vtr are:
Za veljavno serijo meritev so pogoji za hitrost vlaka vtr naslednji:
at least 50 % of the measurements shall be within ±5 % of vtr,max or 300 km/h as applicable and
najmanj 50 % meritev se izvede pri ±5 % vtr,max oziroma 300 km/h in
100 % of the measurements shall be within ±10 % of vtr,max or 300 km/h as applicable.
100 % meritev se izvede pri ±10 % vtr,max oziroma 300 km/h.
Each measurement umeasured,i shall be corrected by
Vsaka meritev uizmerjena,i se popravi:
ui = umeasured,i * vtr/vtr,i
ui = uizmerjena,i * vtr/vtr,i
The track shall have no obstacles, such as bridges or tunnels, nearer than 500m ahead and 100m after the sensors in the longitudinal direction.
Proga na razdalji, krajši od 500 m pred in 100 m za senzorji v vzdolžni smeri, ne sme imeti ovir, kot so mostovi ali predori.
Groups of sensors are permitted to be used to obtain several independent measurements from one train passage.
Dovoljena je uporaba skupin senzorjev, da se iz enega prevoza vlaka dobi več neodvisnih meritev.
Such groups shall be spaced at least 20 m apart from each other.
Take skupine morajo biti razporejene najmanj 20 m narazen druga od druge.
The whole train-passing event shall consist of the time period starting 1 second before the passing of the train head and finishing 10 seconds after the tail passes.
Obravnavani dogodek vključuje prevoz celotnega vlaka ter je sestavljen iz časovnega obdobja, ki se začne 1 sekundo pred prevozom čela vlaka in konča 10 sekund po prevozu konca vlaka.
The sampling rate of the sensor shall be at least 10 Hz.
Frekvenca vzorčenja senzorja mora biti najmanj 10 Hz.
The signal shall be filtered using a 1 second window moving average filter.
Signal se filtrira s filtrom, ki deluje na podlagi drsečega povprečja in z 1-sekundnim oknom.
The ambient wind speed shall be determined at the first sensor at a height of 0,2 m above top of rail.
Hitrost vetra v okolici se ugotovi pri prvem senzorju na višini 0,2 m od gornjega roba tirnice.
The ambient wind speed is equivalent to the mean wind speed in the 3-second interval occurring before the train head passes the wind sensor.
Hitrost vetra v okolici je enaka povprečni hitrosti vetra v 3-sekundnem časovnem obdobju, preden čelo vlaka prevozi vetrni senzor.
The ambient wind speed shall be less than or equal to 2 m/s.
Hitrost vetra v okolici mora biti največ 2 m/s.
The uncertainty in the air speed measurements shall be determined and shall not exceed ±3 %.
Negotovost meritev hitrosti zraka je treba ugotoviti in ne sme presegati ±3 %.
The uncertainty in the train speed measurement shall be determined and shall not exceed ±1 %.
Negotovost meritve hitrosti vlaka je treba ugotoviti in ne sme presegati ±1 %. Δpi = Δpm, i * (vtr / (vtr,i + vw, x,i ))2 .(ρo / ρi )
A full length train, running in the open air at a reference speed vtr = 200 km/h, (or at its maximum operating speed vtr,max, if this is lower than 200 km/h), shall not cause the air speed to exceed value u2σ = 15,5 m/s at a height of 1,2 m above the platform and at a distance of 3,0 m from the track centre, during the whole train passage (including the wake).
Vlak polne dolžine, ki vozi na prostem pri referenčni hitrosti vtr = 200 km/h (ali pri svoji največji delovni hitrosti vtr,max, če je nižja od 200 km/h), ne sme povzročiti, da bi hitrost zraka presegla vrednost u2σ = 15,5 m/s na višini 1,2 m od zgornjega roba tirnice in razdalji 3,0 m od sredine tira, med prevozom celotnega vlaka (vključno z zračno sledjo).
The assessment shall either be made on a
Ocenjevanje se izvede:
platform of height 240 mm above rail level or lower if one is available
na peronu, višine 240 mm nad gornjim robom tirnice ali nižjem, če je na voljo;
or the applicant shall select the lowest height of platform passed by the train to be used for the assessment.
ali pa vlagatelj za namene ocenjevanja izbere najnižjo višino perona, ki ga prevozi vlak.
The platform height used in the assessment shall be recorded in the rolling stock register.
Višina perona, ki se uporablja pri ocenjevanju, se mora vnesti v register železniškega voznega parka.
If the assessment is successful for a platform height of 240 mm or lower, the train shall be deemed to be acceptable for all lines.
Če je ocenjevanje uspešno za peron, višine 240 mm ali nižji, se šteje, da je vlak sprejemljiv za vse proge.
The value u2σ is the upper bound of the 2σ confidence interval of the maximum resultant induced air speeds in the x-y platform plane.
Vrednost u2σ je zgornja meja intervala zaupanja 2σ največjih posledičnih induciranih hitrosti zraka v ravnini perona x–y.
It shall be based on at least 20 separate measurements and under similar test conditions with ambient wind speeds of less than or equal to 2 m/s.
Temeljiti mora na najmanj 20 ločenih meritvah, opravljenih v podobnih preskusnih pogojih in pri hitrostih vetra v okolici največ 2 m/s.
ū mean value of all air speed measurements ui, i ≥ 20
ū srednja vrednost vseh meritev hitrosti zraka uI, i ≥ 20
Measurements shall be taken at vtr = 200 km/h or, if it is lower, with the maximum operational speed of the train, vtr,max.
Meritve se opravijo pri vtr = 200 km/h ali pri največji delovni hitrosti vlaka vtr,max, če je nižja.
at least 50 % of the measurements shall be within ±5 % of vtr,max or 200 km/h as applicable and
najmanj 50 % meritev se izvede pri ±5 % vtr,max oziroma 200 km/h in
100 % of the measurements shall be within ±10 % of vtr,max or 200 km/h as applicable.
100 % meritev se izvede pri ±10 % vtr,max oziroma 200 km/h.
Each measurement, umeasured,I, shall be corrected by
Vsaka meritev uizmerjena,i se popravi:
ui = umeasured,i * 200 km/h/vtr,i
ui = uizmerjena,i * 200 km/h/vtr,i
or, for vtr,max < 200 km/h,
ali če je vtr,max < 200 km/h,
ui = umeasured,i * vtr,max/vtr,i
ui = uizmerjena,i * vtr,max/vtr,i
The platform shall have no obstacles ahead of and after the sensors in the longitudinal direction.
Peron pred senzorji in za njimi v vzdolžni smeri ne sme imeti ovir.
The platform shall have a constant geometry for a distance of 150 m ahead of the sensors in the longitudinal direction and shall not have a roof or canopy or backwall.
Peron mora imeti stalno geometrijo v razdalji 150 m pred senzorji v vzdolžni smeri in ne sme imeti strehe, nadstreška ali zadnje stene.
A number of sensors are permitted to be used to obtain several independent measurements from one train passage.
Dovoljena je uporaba več senzorjev, da se tako dobi več neodvisnih meritev iz enega prevoza vlaka.
Such sensors shall be separated from each other by a distance of at least 20 m.
Taki senzorji morajo biti med seboj ločeni najmanj 20 m.
The whole train-passing event consists of the time period starting 1 second before the passing of the train head and finishing 10 seconds after the tail passes.
Obravnavani dogodek vključuje prevoz celotnega vlaka ter je sestavljen iz časovnega obdobja, ki se začne 1 sekundo pred prevozom čela vlaka in konča 10 sekund po prevozu konca vlaka.
The wind speed shall be determined by the first sensor on the platform or by a separate wind sensor installed 1,2 m above platform.
Hitrost vetra se ugotovi s prvim senzorjem na peronu ali z ločenim vetrnim senzorjem, nameščenim 1,2 m nad peronom.
The ambient wind speed is equivalent to the mean wind speed in the 3-second interval occurring before the train passes the wind sensor.
Hitrost vetra v okolici je enaka povprečni hitrosti vetra v 3-sekundnem časovnem obdobju, preden vlak prevozi vetrni senzor.
A full length train, running at a given speed (reference case) in the open air shall not cause the maximum peak-to-peak pressure of changes to exceed a value Δp2σ as set out in Table 10 over the range of heights 1,5 m to 3,3 m above the top of rail, and at a distance of 2,5 m from the track centre, during the whole train passage (including the passing of the head, couplings and tail).
Vlak polne dolžine, ki vozi pri dani hitrosti (referenčni primer) na prostem, ne sme povzročiti, da največje spremembe tlaka od vrha do vrha presežejo vrednost Δp2σ, določeno v preglednici 10, v razponu višin od 1,5 do 3,3 m od vrha tirnice in na razdalji 2,5 m od sredine tira, med prevozom celotnega vlaka (vključno s čelnim delom vlaka, spenjačami in zadnjim delom vlaka).
The maximum peak-to-peak pressure changes are tabulated below:
Največji spremembi tlaka od vrha do vrha sta navedeni v spodnji preglednici:
Maximum permissible pressure changes in open air
Največja dovoljena sprememba tlaka na prostem
Train
vlak
Reference train speed
Referenčna hitrost vlaka
Maximum permissible pressure change
Največja dovoljena sprememba tlaka
Class 2
Razred 2
At maximum speed
pri največji hitrosti
Conformity shall be assessed on the basis of full-scale tests and with a maximum length of the defined formations.
Skladnost se oceni na podlagi celovitih preskusov in pri največji dolžini opredeljenih sestav.
The vertical distance between the top of rail and the surrounding ground level is 0,75m ± 0,25m. The considered event shall be that of a whole train passing and shall consist of the time period starting 1 second before the passing of the train head and finishing 10 seconds after the train tail passes.
Navpična razdalja med gornjim robom tirnice in ravnino tal v okolici je 0,75 ± 0,25 m. Obravnavani dogodek vključuje prevoz celotnega vlaka ter je sestavljen iz časovnega obdobja, ki se začne 1 sekundo pred prevozom čela vlaka in konča 10 sekund po prevozu konca vlaka.
The measurements shall be taken at 1,5 m, 1,8 m, 2,1 m, 2,4 m, 2,7 m, 3,0 m and 3,3 m height above the top of rail and shall be analysed separately for each measuring position.
Meritve se opravijo na višini 1,5 m, 1,8 m, 2,1 m, 2,4 m, 2,7 m, 3,0 m in 3,3 m od vrha tirnice ter se analizirajo ločeno za vsak položaj merjenja.
For any position the Δp2σ-requirement needs to be fulfilled.
Za vsaj položaj mora biti izpolnjena zahteva glede Δp2σ.
The value Δp2σ shall be the upper bound of a 2σ interval of (pmax – pmin) based on at least 10 independent and comparable test samples (at a certain measuring height) with ambient wind speeds of less than or equal to 2 m/s.
Vrednost Δp2σ je zgornja meja intervala 2σ (pmax – pmin), ki mora temeljiti na najmanj 10 neodvisnih in primerljivih preskusnih vzorcih (na določeni višini merjenja) pri hitrostih vetra v okolici največ 2 m/s.
mean value of all peak-to-peak pressure measurements Δpi, i ≥ 10
srednja vrednost vseh meritev tlaka od vrha do vrha Δpi, i ≥10
at least 50 % of the measurements shall be within ±5 % of the reference train speed and
najmanj 50 % meritev se izvede pri ±5 % referenčne hitrosti vlaka in
100 % of the measurements shall be within ±10 % of the reference train speed.
100 % meritev se izvede pri ±10 % referenčne hitrosti vlaka.
The wind speed and direction shall be determined using a meteorological station installed near to the pressure measurement location, at 2 m above the top of rail and at 4 m distance to the track.
Hitrost in smer vetra se ugotavljata z meteorološko postajo, nameščeno v bližini mesta merjenja tlaka, na višini 2 m od vrha tirnice in na razdalji 4 m do tira.
The ambient wind speed shall be equivalent to the mean wind speed in the 15 second interval occurring before the train head passes the wind sensor.
Hitrost vetra v okolici je enaka povprečni hitrosti vetra v 15-sekundnem časovnem obdobju, preden čelo vlaka prevozi vetrni senzor.
The ambient wind shall be less than or equal to 2 m/s.
Hitrost vetra v okolici mora biti največ 2 m/s.