natgillin/translations-raw huggingface dataset:
In this particular context, the migration strategy indicates the way existing installations shall be adapted when it is economically justified to do so.
V tej povezavi strategija migracije navaja način prilagoditve obstoječih naprav, kadar je to ekonomsko upravičeno.
The following principles apply in the case of the TSI on infrastructure.
Naslednja načela veljajo v primeru TSI za infrastrukturo.
Modification of existing lines to bring them into conformity with the TSIs entails high investment costs and, consequently, can only be progressive.
Spreminjanje obstoječih prog zaradi uskladitve s TSI pomeni visoke investicijske stroške in se zaradi tega lahko izvaja le postopoma.
Taking into account the foreseeable life span of the different parts of the infrastructure subsystem the list of those parts in descending order of difficulty of modification is as follows:
Ob upoštevanju predvidene življenjske dobe različnih delov infrastrukturnega podsistema je seznam teh delov v padajočem vrstnem redu glede na težavnost njihove spremembe:
Civil engineering:
gradbena dela:
line layout (radius of curves, the distance between track centres, rising and falling gradients),
trasa proge (polmer krivin, razdalja med osema sosednjih tirov, vzponi in padci);
tunnels (clearance and cross-sectional area),
predori (razmik in območje prečnega prereza);
railway structures (resistance to vertical loads),
železniški ustroji (upor na vertikalne obremenitve);
road structures (clearances),
cestni ustroji (razmiki);
stations (passenger platforms);
postaje (potniški peroni);
Track construction:
konstrukcija proge:
subgrade,
podlaga;
switches and crossings,
kretnice in križišča;
plain line track;
vozna proga;
Miscellaneous equipment and maintenance facilities.
druga oprema in naprave za vzdrževanje.
They will be brought into conformity in the course of major civil engineering upgrading projects intended to improve line performance.
Ti se uskladijo med glavnimi projekti gradbene adaptacije, namenjenimi za izboljšavo zmogljivosti proge.
The elements concerning civil engineering involve the most constraints, since more often than not they can only be modified when complete restructuring work is carried out (structures, tunnels, earth works).
Elementi v zvezi z gradbenimi deli so elementi, ki določajo največ omejitev, saj jih je največkrat mogoče spreminjati šele, ko so rekonstrukcijska dela v celoti opravljena (ustroji, predori, zemeljska dela).
Dynamic analysis, if needed according to clause 4.2.14.2 of the present TSI
Dinamična analiza, če je potrebna v skladu z določbo 4.2.14.2 te TSI:
is required in case of upgrading of existing lines,
je zahtevana pri nadgradnjah obstoječih prog,
is not required in case of renewal of existing lines.
ni zahtevana pri obnovah obstoječih prog.
They are less critical as regards partial modifications, either because they can be gradually modified by areas of limited geographical extent or because certain components can be modified independently of the whole of which they form part.
Ti so manj kritični v zvezi z delnimi spremembami bodisi zato, ker jih je mogoče postopoma spreminjati po območjih omejenega geografskega obsega, bodisi zato, ker je nekatere komponente mogoče spremeniti neodvisno od celote, katere sestavni del so.
They will be brought into conformity in the course of major infrastructure upgrading projects intended to improve line performance.
Uskladijo se med glavnimi projekti nadgradnje infrastrukture, namenjenimi za izboljšanje zmogljivosti proge.
It is possible to gradually replace all or part of the superstructure elements by elements in conformity with the TSI.
Možna je postopna zamenjava vseh ali nekaterih elementov zgornjega ustroja z elementi, ki so v skladu s to TSI.
In such cases, account must be taken of the fact that each of these elements taken in isolation does not make it possible on its own to ensure the conformity of the whole: the conformity of a subsystem can only be stated globally, i.e. when all the elements have been brought into conformity with the TSI.
V takih primerih je treba upoštevati dejstvo, da vsak tak element sam po sebi ne more zagotoviti skladnosti celote: skladnost podsistema se lahko opredeli le v skupnem smislu, tj. kadar so vsi navedeni elementi usklajeni s TSI.
Intermediate stages may, in this case, prove necessary in order to maintain the compatibility of the superstructure with the provisions of other subsystems (control and command and signalling, energy), as well as with the movement of trains not covered by the TSI.
V tem primeru se lahko izkaže, da so potrebne vmesne stopnje za ohranitev skladnosti zgornjega ustroja z določbami drugih podsistemov (nadzor-vodenje in signalizacija, energija), in s prometom vlakov, ki ga TSI ne zajema.
They will be brought into conformity in accordance with the needs expressed by operators using the stations and maintenance facilities concerned.
Ti se uskladijo v skladu s potrebami izvajalcev, ki uporabljajo zadevne postaje in naprave za vzdrževanje.
It is permissible to bring a line into service at a lower speed than its ultimate intended speed.
Proga lahko začne delovati pri hitrosti, ki je nižja od najvišje predvidene hitrosti.
However, when it is the case the line should not be constructed in a way that inhibits eventual adoption of the ultimate intended speed.
Vendar v takih primerih proga ne sme biti zgrajena tako, da ovira prilagoditev na najvišjo predvideno hitrost.
For example the distance between track centres shall be suitable for the intended line speed but the cant will need to be appropriate to the speed at the time the line is brought into service.
Na primer razdalja med osema sosednjih tirov ustreza predvideni hitrosti proge, vendar mora biti nadvišanje tira ustrezno hitrosti ob času začetka delovanja proge.
Requirements for assessment of conformity in this circumstance are set out in section 6.3.
Zahteve za oceno skladnosti v tem primeru so navedene v oddelku 6.3.
The following specific cases are authorised on particular networks.
Naslednji posebni primeri so odobreni na posebnih omrežjih.
These specific cases are classified as:
Ti posebni primeri so razvrščeni kot:
‘P’ cases: permanent cases
primeri „P“: trajni primeri;
‘T’ cases: temporary cases, where it is recommended that the target system is reached by 2020 (an objective set in Decision No 1692/96/EC of the European Parliament and Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, as amended by Decision No 884/2004/EC)
primeri „T“: začasni primeri, kadar je je priporočljivo, da se ciljni sistem doseže do leta 2020 (ta cilj je določen v Direktivi št. 1692/96/ES Evropskega parlamenta in Sveta z dne 23. julija 1996 o smernicah Skupnosti za razvoj vseevropskega prometnega omrežja, kakor je bila spremenjena z Odločbo št. 884/2004/ES).
Maximum falling and rising gradients
Največji vzponi in padci
On the high-speed line between Cologne and Frankfurt (Rhein-Main), the maximum falling and rising gradients have been set at 40 ‰.
Na progi za visoke hitrosti med Kölnom in Frankfurtom (Ren–Main) so največji vzponi in padci 40 ‰.
T cases
Primeri T
None
Jih ni.
Minimum length of passenger platform
Najmanjša dolžina perona za potnike
The minimum length for passenger platforms is reduced to 320 m
Najmanjša dolžina perona za potnike je zmanjšana na 320 m.
Minimum length of passenger platforms and stabling tracks
Najmanjša dolžina potniških peronov in stranskih tirov
On the lines of the Danish network, the minimum length for passenger platforms and stabling tracks is reduced to 320 m.
Na progah danskega omrežja je najmanjša dolžina potniških peronov in stranskih tirov zmanjšana na 320 m.
Track gauge
Tirna širina
With the exception of the high-speed lines between Madrid and Seville, and between Madrid and Barcelona to the French border, the lines of the Spanish network are laid with a track gauge of 1668 mm.
Razen na progah za visoke hitrosti med Madridom in Sevillo ter med Madridom in Barcelono do francoske meje so proge španskega omrežja položene s tirno širino 1688 mm.
Lines of category II and III are laid with a track gauge of 1668 mm.
Proge kategorij II in III so položene s tirno širino 1668 mm.
Track centre distance
Razdalja med osema sosednjih tirov
On lines of category II and III, the distance between track centres may be reduced to a nominal value of 3808 m.
Na progah kategorije II in III je razdalja med osema sosednjih tirov lahko zmanjšana na nazivno vrednost 3,808 m.
The nominal track gauge is 1524 mm.
Nazivna tirna širina je 1524 mm.
The minimum infrastructure gauge must allow running of the trains built to loading gauge FIN 1 defined in High-Speed Rolling Stock TSI.
Najmanjši svetli profil mora dopuščati vožnjo vlakov, zgrajenih za nakladalni profil FIN 1, ki je določen v TSI za železniški vozni park za visoke hitrosti.
Minimum values of mean gauges are
Najmanjše vrednosti povprečne širine so
Speed range
Območje hitrosti
Minimum value of mean gauge over 100 m
Najmanjša vrednost srednje tirne širine na razdalji 100 m
> 160 and ≤ 200
> 160 in ≤ 200
The spacing of active faces to use in section 4.2.9.2 calculations are 1511 mm and 1505 mm.
Razmik aktivnih površin za uporabo izračunov v oddelku 4.2.9.2 je 1511 mm in 1505 mm.
Free wheel passage in switches
Prehodi prostih koles na kretnicah
Maximum value of free passage in switches is 1469 mm.
Največja vrednost prostega prehoda v kretnicah je 1469 mm.
Fixed nose protection
Fiksna zaščita srca
Minimum value of the fixed nose protection is 1478 mm.
Najmanjša vrednost fiksne zaščite srca je 1478 mm.
Free wheel passage at crossing nose
Prehod prostih koles na prehodu kretnice
Maximum value of free wheel passage at the crossing nose is 1440 mm.
Najvišja vrednost prehoda prostih koles na prehodu kretnice je 1440 mm.
Free wheel passage at check/wing rail entry
Prehod prostih koles na začetku vodilne/krilne tirnice
Maximum value of free wheel passage at the check/wing rail entry is 1469 mm.
Najvišja vrednost prehoda prostih koles na začetku vodilne/krilne tirnice je 1469 mm.
Minimum flange way width
Najmanjša širina sledilnega venca
Minimum flange way width is 41 mm.
Najmanjša širina sledilnega venca je 41 mm.
Excess height of check rail
Presežna višina vodilne tirnice
Maximum value of the height of the check rail is 55 mm.
Največja vrednost višine vodilne tirnice je 55 mm.
Platform length
Dolžina perona
The minimum length of the platform is 350 m.
Najmanjša dolžina perona je 350 m.
Distance of platform edge from the centre of the track
Razdalja roba perona od osi tira
The nominal distance of the platform edge from the centre of the track shall be 1800 mm at the platform height of 550 mm.
Nazivna razdalja roba perona od osi tira je 1800 mm na višini perona 550 mm.
Same cases apply than for category I lines.
Isti primeri veljajo za proge kategorije I.
T Cases
Primeri T
Lines of category II
Proge kategorije II
Minimum infrastructure gauge (section 4.2.3)
Najmanjši svetli profil (oddelek 4.2.3)
The UK1 (Issue 2) profiles
1 Profili UK1 (izdaja 2)
The High-Speed Rolling Stock TSI defines UK1 (Issue 2) profiles.
TSI za železniški vozni park za visoke hitrosti opredeli UK1 (izdaja 2) profile.
(Issue 2) has been defined using a number of methodologies appropriate to the British railway infrastructure, which allows maximum use of limited space.
Profil UK1 (izdaja 2) je opredeljen ob uporabi vrste metodologij, primernih za britansko železniško infrastrukturo, ki omogoča kar največjo izrabljenost omejenega prostora.
The UK1 (Issue 2) gauge consists of 3 profiles, UK1[A], UK1[B], UK1[D].
Profili UK1 (izdaja 2) obsegajo 3 profile: UK1[A], UK1[B], UK1[D].
Under this classification, [A] gauges are vehicle gauges with no reliance on infrastructure parameters, [B] gauges are vehicle gauges that contain limited (specific) vehicle suspension movement, but do not include over-throws, and [D] gauges are templates defining the maximum infrastructure space available on straight and level track.
Po tej razvrstitvi so profili [A] profili vozil, ki niso odvisni od parametrov infrastrukture, profili [B] profili vozil z omejenim (specifičnim) gibanjem vzmetenja vozila, ki pa ne obsegajo odklonov v notranjem zavoju, in profili [D] predloge, ki opredeljujejo največji prostor infrastrukture, razpoložljiv na ravnih progah brez krivin.
The infrastructure shall be compliant with UK1 profiles in accordance with the following rules:
Infrastruktura se mora skladati z UK1 profili in ustrezati naslednjim pravilom:
UK1[A] Profile
2 UK1[A] Profil
Below 1100 mm ARL, the fixed infrastructure gauge defined in Railway Group Standard GC/RT5212 (Issue 1, February 2003) shall be applied.
Za višino pod 1100 mm nad gornjim robom tirnice je treba uporabljati fiksni svetli profil, ki je opredeljen v Železniškem standardu GC/RT5212 (1. izdaja, februar 2003).
This gauge provides an optimum limiting position for platforms and equipment designed to be in close proximity to the trains and is consistent with the UK1[A] profile defined the High Speed Rolling stock TSI.
Ta profil zagotavlja optimalno mejno lego za perone in opremo v neposredni bližini vlaka in ustreza profilu UK1[A], ki je opredeljen v TSI za železniški vozni park za visoke hitrosti.
Where existing infrastructure does not comply with the lower sector structure gauge defined in GC/RT5212 (Issue 1, February 2003), reduced tolerances clearances may be permitted subject to suitable control measures being in place.
Kadar se obstoječa infrastruktura ne sklada s profilom spodnjega ustroja, opredeljenim v GC/RT5212 (1. izdaja, februar 2003), so lahko dovoljeni zmanjšani tolerančni odmiki za uveljavljene primerne kontrolne mere.
These measures are set out in GC/RT5212 (Issue 1, February 2003).
Te mere so določene v GC/RT5212 (1. izdaja, februar 2003).
UK1[B] Profile
3 UK1[B] Profil
The UK1[B] profile relates to the nominal track position.
Profil UK1[B] je povezan z nazivnim položajem tira.
It includes an allowance for low fixity lateral and vertical track tolerances, and assumes a maximum dynamic movement of the vehicle of 100 mm (lateral, vertical, roll, vehicle tolerances and vertical curvature).
Vključuje dovoljenje za stranske in navpične tolerance za tir z nizko trdnostjo ter privzema največjo dinamično gibanje vozila na razdalji 100 mm (stransko, navpično, okoli prečne osi, tolerance vozila in navpična ukrivljenost).
In applying a declared UK1[B] profile, this shall be adjusted for overthrow on horizontal curves (using the formulae described in section 5 below) using the following values:
Pri uporabi navedenega profila UK1[B] ga je treba nastaviti za odklon na vodoravnih krivinah (uporaba formul, navedenih v naslednjem oddelku 5) z uporabo vrednosti:
Bogie Centres
Središča podstavnih vozičkov
Overall Length
Skupna dolžina
24042 m of full body width
24042 m širine osrednjega dela
Clearances to the UK1[B] profile shall be provided in accordance with the requirements of GC/RT5212 (Issue 1, February 2003).
Razmiki za profil UK1[B] se zagotovijo v skladu zahtevami GC/RT5212 (1. izdaja, februar 2003).
UK1[D] Profile
4 UK1[D] Profil
The UK1[D] profile relates to the nominal track position.
Profil UK1[D] je povezan z nazivnim položajem tira.
A vehicle declared to be UK1[D] compliant will have appropriate body section dimensions, geometric arrangements and dynamic movements defined according to an approved methodology, which have been used to calculate the swept envelope.
Vozilo, ki je navedeno kot skladno z UK1[D], ima ustrezne izmere osrednjega dela, geometrijske lastnosti in dinamično gibanje v skladu z opredelitvijo po odobreni metodologiji, ki se je uporabila za izračun prečnega profila vozila.
No point on the infrastructure shall intrude into the gauge line defined by UK1[D].
Nobena točka infrastrukture ne sme posegati v profil proge, opredeljene po UK1[D].
No allowance need be made for overthrow on curves.
Za odklone v krivinah ni potrebna toleranca.
Where vehicles declared compliant with UK1[D] have been granted route acceptance, in agreement with the Infrastructure Manager, clearances to these vehicles shall be provided in accordance with the requirements of GC/RT5212 (Issue 1, February 2003).
Kadar je za vozila, ki so navedena kot skladna z UK1[D], odobreno dovoljenje za vožnjo po progi, je treba za ta vozila zagotoviti odobritev z dogovorom z upravljavcem infrastrukture in v skladu z zahtevami GC/RT5212 (1. izdaja, februar 2003).
Calculation of overthrow on curves
5 Izračun za odklone v krivinah
This section sets out the calculation for the enlargement of a vehicle swept envelope that results from travelling around a curve.
Ta oddelek določa izračun za povečanje okvira vozila v krivinah, ki izhaja iz potovanja po krivini.
It applies to the Infrastructure Manager.
Velja za upravljavca infrastrukture.
The calculations are identical to, but expressed differently from those given in the High Speed Rolling Stock TSI for the calculation of width reduction.
Izračuni so enaki, vendar izraženi drugače, kot izračuni, navedeni v TSI za železniški vozni park za visoke hitrosti za izračune zmanjšanja širine.
The overthrows at a point on a vehicle body is the difference between the radial distance from the track centreline to the point (Rdo or Rdi), and the lateral distance from the vehicle centreline to the point (Wo or Wi).
Odklon vozila na točki koša vozila je razlika med radialno razdaljo od osi tira do točke (Rdo ali Rdi) in stranska razdalja od središčnice vozila do točke (Wo ali Wi).
This is calculated with the vehicle stationary.
To se izračuna pri mirujočem vozilu.
Consider a vehicle with bogie centres L, and a bogie axle semi-spacing of ao (The actual axle spacing is 2 × ao)
Izračun za vozilo s središči podstavnih vozičkov L in polovičnim razmikom osi podstavnega vozička ao (dejanski razmik osi je 2 x ao)
The inner overthrow of a point Ui from the centre of a vehicle is:
Notranji odklon na točki Ui od središča vozila je:
The outer overthrow of a point Uo from the centre of the vehicle is:
Zunanji odklon na točki Uo od središča vozila je:
Where J =
Kjer je J =
Note that the same calculations can be used for calculating vertical overthrows.
Enaki izračuni se lahko uporabljajo tudi za izračune odklonov v navpični smeri.
Distance between track centres (section 4.2.4)
Razdalja med osema sosednjih tirov (poglavje 4.2.4)
Section 4.2.4 of this TSI requires, for a maximum permitted speed V ≤ 230 km/h, that ‘At the design stage, the minimum distance between main track centres on lines ... upgraded for high-speed is ... if < 4,00 m, determined on the basis of the reference kinematic profile (§ 4.2.3)’.
Oddelek 4.2.4 te TSI zahteva za najvišjo dovoljeno hitrost V ≤ 230 km/h, da je v fazi projektiranja minimalna razdalja med središčema prog, nadgrajenih za visoke hitrosti, kadar je < 4,00 m, določena na podlagi referenčnega kinematičnega profila (člen 4.2.3).
The reference profile to be used is the UK1 (Issue 2) profile set out in Chapter 7 of the High Speed Rolling Stock TSI and section 7.3.6 of this TSI.
Uporabi se referenčni profil UK1 (izdaja 2), ki je določen v poglavju 7 TSI za železniški park za visoke hitrosti in v poglavju 7.3.6 te TSI.
This requirement can be met by a distance between track centres of 3400 mm on straight track and curved track with a radius of 400 m or greater.
Ta zahteva se lahko doseže z razdaljo med osema sosednjih tirov 3400 mm na ravni progi in s polmerom ukrivljenosti proge 400 m ali več.
Platforms (section 4.2.20)
Peroni (poglavje 4.2.20),
For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the height at the edge of the platform shall be 915 mm (within a tolerance of + 0, - 50 mm) measured at right angles to the plane of the rails of the track adjacent to the platform.
Za perone na nadgrajenih progah v Veliki Britaniji, kjer so vlaki, ki ustrezajo TSI za železniški vozni park za visoke hitrosti, predvideni za zaustavljanje med običajnim komercialnim obratovanjem, je višina na robu perona 915 mm (s toleranco + 0, - 50 mm) izmerjeno pravokotno na ravnino tirnic tira poleg perona.
Platform horizontal distance (platform offset)
2 Vodoravna razdalja perona (zamik perona)
For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the platform edge shall be the minimum distance from the adjacent track (within a tolerance of + 15, - 0 mm) consistent with the lower sector structure gauge set out in Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003).
Za perone na nadgrajenih progah v Veliki Britaniji, kjer so vlaki, ki ustrezajo TSI za železniški vozni park za visoke hitrosti, predvideni za zaustavljanje med običajnim komercialnim obratovanjem, je najmanjša razdalja od roba perona do sosednje proge (s toleranco + 15, - 0 mm) v skladu s profilom spodnejga ustroja, kakor je določeno v Dodatku 1 Železniškega standarda GC/RT5212 (1. izdaja, februar 2003).
For most rolling stock, this requirement is met on curves with radii greater than or equal to 360 m by a platform offset of 730 mm (within a tolerance of + 15, - 0 mm).
Za večino voznega parka je tej zahtevi zadoščeno na krivinah s polmeri večjimi ali enakimi 360 m z zamikom perona za 730 mm (s toleranco + 15, - 0 mm).
Minimum platform length
Najmanjša dolžina perona
For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the usable length of the platform shall be at least 300 m.
Za perone v nadgrajenih progah v Veliki Britaniji, kjer so vlaki, ki ustrezajo TSI za železniški vozni park za visoke hitrosti, predvideni za zaustavljanje med običajnim komercialnim obratovanjem, mora znašati uporabna dolžina perona najmanj 300 m.
The length of platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation shall be indicated in the Infrastructure Register.
Dolžina peronov na nadgrajenih progah v Veliki Britaniji, kjer so vlaki, ki ustrezajo TSI za železniški vozni park za visoke hitrosti, predvideni za zaustavljanje med običajnim komercialnim obratovanjem, mora biti navedena v infrastrukturnem registru.
Lines of category III
Proge kategorije III
All specific P cases applicable to Category II lines also apply to Category III lines.
Vsi specifični primeri P, uporabni za proge kategorije II, veljajo tudi za proge kategorije III.
Lines categories II and III
Proge kategorije II in III
Structure gauge
Profil ustroja
The structure gauge of the line Athinai-Thessaloniki-Idomeni and Thessaloniki-Promahona is GB but in some sections of the lines is limited to GA
Profil ustroja na progi Athinai(Atene)–Thessaloniki(Solun)–Idomeni in Thessaloniki–Promahona je GB, vendar je v nekaterih območjih prog omejen na GA.
The structure gauge on the line Athinai-Kiato is GB.
Profil ustroja na progi Athinai(Atene)–Kiato je GB.
On the line Athinai-Thessaloniki-Idomeni and Thessaloniki-Promahona, the minimum usable length for passenger platforms and stabling tracks is 200 m.
Na progi Athinai(Atene)–Thessaloniki(Solun)–Idomeni in Thessaloniki(Solun)–Promahona je najmanjša uporabna dolžina peronov za potnike in stranskih tirov 200 m.
On Promahona station: 189 m.
Na postaji Promahona: 189 m.
On the line Athinai-Kiato the minimum usable length for passenger platforms and stabling tracks are as follows:
Na progi Athinai(Atene)–Kiato je najmanjša uporabna dolžina peronov za potnike in stranskih tirov:
On the SKA, Megara, Ag.Theodoroi and Kiato Stations: 300 m
Na postajah SKA, Megara, Ag.Theodoroi in Kiato: 300 m
On Thriasio station: 150 m
Na postaji Thriasio: 150 m
On Magula station: 200 m
Na postaji Magula: 200 m
The Athinai — Patras line is laid to a gauge of 1000 mm. A gradual upgrading to the gauge of 1435 mm is foreseen.
Proga Athinai(Atene)–Patras je položena s tirno širino 1000 mm. Predvideno je postopno nadgrajevanje širine na 1435 mm.
The minimum structure gauge to be used on the lines in Ireland and Northern Ireland is the IRL1 Irish standard structure gauge.
Minimalni profil ustroja na progah Irske in Severne Irske je IRL1, irski standardni profil ustroja.
GAUGE
GAUGE THE STANDARD STRUCTURE GAUGE