natgillin/translations-raw huggingface dataset:
The following situations, for example to increase speed or capacity, may be considered as the construction of an upgraded line rather than a new line:
Naslednji primeri, na primer povečanje hitrosti ali zmogljivosti proge, se prej štejejo za nadgradnjo proge kot gradnjo nove proge:
the realignment of part of an existing route,
rekonstrukcija odseka obstoječe proge,
the creation of a bypass,
gradnja obvoza,
the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
gradnja enega ali več tirov na obstoječi progi, ne glede na razdaljo med obstoječimi tiri in dograjenimi tiri.
Four possible cases of application of this TSI are relevant.
Ustrezni so štirje možni primeri uporabe te TSI.
In accordance with Directive 2008/57/EC, Article 2(m), ‘upgrading’ means any major modification work on a subsystem or part of a subsystem which improves the overall performance of the subsystem.
V skladu s členom 2(m) Direktive 2008/57/ES pomeni „nadgradnja“ vsako večjo spremembo na podsistemu ali delu podsistema, ki izboljša celotno tehnično stanje podsistema.
The infrastructure subsystem of a line is considered to be upgraded when at least the performance parameters axle load and gauge as defined in Section 4.2.2 are met.
Infrastrukturni podsistem proge se šteje za nadgrajenega, kadar sta izboljšana i vsaj parametra tehničnega stanja osna obremenitev in svetli profil proge, kot je opredeljeno v oddelku 4.2.2.
In these cases , the Member State shall check that the file referred to in Article 20.1 of Directive 2008/57/EC meets the following requests:
V teh primerih mora država članica preveriti, ali dokumentacija iz člena 20.1 Direktive 2008/57/ES izpolnjuje naslednje zahteve:
For other TSI parameters, according to Article 20(1) of the Directive 2008/57/EC, the Member State decide to what extent the TSI need to be applied to the project.
Za druge parametre TSI država članica v skladu s členom 20(1) Direktive 2008/57/ES odloči, do kakšne mere je treba TSI uporabiti za projekt.
Where Article 20(2) of the Directive 2008/57/EC applies because the upgrading is subject of an authorisation of placing into service, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy referred to in Section 7.1.
Kadar se uporablja člen 20(2) Direktive 2008/57/ES, ker nadgradnja zahteva odobritev začetka obratovanja, država članica odloči, katere zahteve TSI se morajo uporabiti, ob upoštevanju strategije migracije iz oddelka 7.1.
Where Article 20(2) of the Directive 2008/57/EC does not apply because the upgrading is not subject of an authorisation of placing into service, the conformity with this TSI is recommended.
Kadar se člen 20(2) Direktive 2008/57/ES ne uporablja, ker nadgradnja ne zahteva odobritve začetka obratovanja, se priporoča skladnost s TSI.
Where it is not possible to achieve conformity, the contracting entity informs the Member State of the reasons thereof.
Kadar skladnosti ni mogoče doseči, naročnik obvesti državo članico o razlogih za to.
In accordance with Directive 2008/57/EC, Article 2(n), ‘renewal’ means any major substitution work on a subsystem or part subsystem which does not change the overall performance of the subsystem.
V skladu s členom 2(n) Direktive 2008/57/ES pomeni „obnova“ vsako večjo zamenjavo na podsistemu ali delu podsistema, ki ne spremeni celotnega delovanja podsistema.
For this purpose major substitution should be interpreted as a project undertaken to systematically replace elements of a line or a section of a line in consistency with the national migration plan.
Za ta namen je treba večjo zamenjavo razlagati kot projekt, ki se izvede kot sistematična zamenjava elementov na progi ali na odseku proge v skladu z nacionalnim načrtom migracije.
Renewal differs from a substitution in the framework of maintenance, referred to in Section 7.3.3 below, in that it gives the opportunity to achieve a TSI compliant route.
Obnova se razlikuje od zamenjave v okviru vzdrževanja, navedenega v oddelku 7.3.3 spodaj, ker daje možnost da se doseže stanje proge, skladno s TSI.
A renewal is effectively the same case as upgrading, but without a change in performance parameters.
Z vidika učinka je obnova isto kot nadgradnja, vendar brez spremembe parametrov tehničnega stanja.
Where Article 20(2) of the Directive 2008/57/EC applies because the renewal is subject of an authorisation of placing into service, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy referred to in Section 7.1.
Kadar se uporablja člen 20(2) Direktive 2008/57/ES, ker obnova zahteva odobritev začetkaobratovanja, država članica odloči, katere zahteve TSI se morajo uporabiti, ob upoštevanju strategije migracije iz oddelka 7.1.
Where Article 20(2) of the Directive 2008/57/EC does not apply because the renewal is not subject of an authorisation of placing into service, the conformity with this TSI is recommended.
Kadar se člen 20(2) Direktive 2008/57/ES ne uporablja, ker obnova ne zahteva odobritve začetka obratovanja, se priporoča skladnost s TSI.
Where the parts of a subsystem on a line are maintained, the formal verification and authorisation for placing into service is not required in accordance with this TSI.
Kadar se vzdržujejo deli podsistema na progi, v skladu s to TSI uradna verifikacija in odobritev začetka obratovanja nista potrebni.
However, maintenance replacements should be, as far as is reasonably practicable, undertaken in accordance with the requirements of this TSI.
Seveda pa morajo biti zamenjave v okviru vzdrževanja opravljene v skladu z zahtevami te TSI, kolikor je to upravičeno in izvedljivo.
The objective should be that maintenance replacements progressively contribute the development of an interoperable line.
Cilj bi moral biti, da zamenjave v okviru vzdrževanja postopoma prispevajo k razvoju interoperabilne proge.
In order to get a valuable part of the infrastructure subsystem for a progressive process towards interoperability, a group of basic parameters should always be adapted together.
Za zagotovitev vključitve dela infrastrukturnega podsistema v postopen razvoj v smeri interoperabilnosti je treba skupino osnovnih parametrov vedno usposobiti skupaj.
These groups are the following:
Te skupine so:
Platforms.
peroni.
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, that is 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, torej kadar se vsi elementi uskladijo s TSI.
An existing subsystem may allow the circulation of TSI-conform vehicles whist meeting the essential requirements of Directive 2008/57/EC.
Obstoječi podsistem lahko omogoča obratovanje vozil, ki so skladni TSI, saj izpolnjujejo temeljne zahteve Direktive 2008/57/ES.
The infrastructure manager should be able in this case, on a voluntary basis, to complete the Register of Infrastructure set out in Article 35 of Directive 2008/57/EC in accordance with Annex D of this TSI.
V tem primeru mora biti upravljavec infrastrukture sposoben prostovoljno dopolniti register železniške infrastrukture iz člena 35 Direktive 2008/57/ES v skladu s Prilogo D te TSI.
The procedure to be used for the demonstration of the level of compliance with the basic parameters of the TSI shall be defined in the specification of Register of Infrastructure to be adopted by the Commission in accordance with that Article.
Postopek, ki se uporabi za prikaz ravni skladnosti z osnovnimi parametri te TSI, se določi v specifikaciji registra železniške infrastrukture, ki ga bo Komisija sprejela v skladu z navedenim členom.
It is permissible to bring a line into service as an interoperable line at a lower speed than its intended ultimate line speed.
Proga lahko začne obratovati kot interoperabilna proga pri hitrosti, ki je nižja od najvišje predvidene progovne hitrosti.
However, when it is the case the line should not be constructed in a way that inhibits future adoption of the intended ultimate line speed.
Vendar v takem primeru proga ne sme biti zgrajena tako, da ovira prilagoditev na najvišjo predvideno progovno hitrost v prihodnosti.
For example the distance between track centres shall be suitable for the intended ultimate line speed but the cant will need to be appropriate to the speed at the time the line is brought into service.
Na primer, medtirna razdalja ustreza predvideni najvišji progovni hitrostui, vendar pa bo moralo nadvišanje ustrezati hitrosti v času začetka obratovanja 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.
Rolling stock conforming to the rolling stock TSIs is not automatically compatible with all lines complying with this Infrastructure TSI.
Vozni park, ki je skladen s TSI za železniški vozni park, ni samodejno združljiv z vsemi progami, ki so skladne s to TSI za infrastrukturo.
For example, a GC gauge vehicle is not compatible with a GB gauge tunnel.
Na primer, vozilo s profilom GC ni združljivo s predorom s profilom GB.
The design of the TSI categories of line as defined in Chapter 4 is generally compatible with the operation of vehicles categorised in accordance with EN 15528:2008 at up to the maximum speed as shown in Annex E. However there may be a risk of excessive dynamic effects including resonance in certain bridges which may further impact the compatibility of vehicles and infrastructure.
Načrt TSI kategorizacije prog, kakor je opredeljen v poglavju 4, je na splošno združljiv z obratovanjem vozil, kategoriziranih v skladu z EN 15528:2008, do najvišje hitrosti, kakor prikazuje Priloga E. Vendar pa obstaja tveganje glede prekomernih dinamičnih učinkov vključno z resonanco na nekaterih mostovih, kar lahko dodatno vpliva na združljivost vozil in infrastrukture.
Checks, based on specific operational scenarios agreed between the infrastructure manager and the railway undertaking, may be undertaken to demonstrate the compatibility of vehicles operating above the maximum speed shown in Annex E.
Za dokazovanje združljivosti vozil, ki obratujejo s hitrostjo, ki presega najvišjo hitrost iz Priloge E, se lahko opravijo pregledi na podlagi posebnih scenarijev obratovanja, dogovorjenih med upravljavcem infrastrukture in prevoznikom v železniškem prometu.
As stated in Section 4.2.2 of this TSI, it is permissible to design new and upgraded lines such that they will also accommodate larger gauges, higher axle loads, greater speeds and longer trains than those specified.
Kakor je navedeno v oddelku 4.2.2 te TSI, je dovoljeno projektiranje novih in nadgrajenih prog tako, da bodo omogočale tudi večje profile, večje osne obremenitve, višje hitrosti in daljše vlake od navedenih.
The following specific cases may be applied on particular networks.
Naslednji posebni primeri se lahko uporabljajo na posameznih omrežjih.
permanent cases,
stalni primeri;
temporary cases, where it is recommended that the target system is reached by 2020 (an objective set in Decision No 1692/96/EC, as amended by Decision No 884/2004/EC [2]).The specific cases set out in Sections 7.6.1 to 7.6.13 should be read in conjunction with the relevant sections of Chapter 4.
začasni primeri, kjer se priporoča, da se ciljni sistem doseže do leta 2020 (ta cilj je določen v Odločbi št. 1692/96/ES, kakor je bila spremenjena z Odločbo št. 884/2004/ES [2]).Posebne primere, navedene v oddelkih 7.6.1 do 7.6.13, je treba brati v povezavi z ustreznimi oddelki poglavja 4.
Unless otherwise indicated (for example, in the case of an additional requirement), the specific cases replace the corresponding requirements given in Chapter 4.
Če ni navedeno drugače (na primer, pri dodatni zahtevi), posebni primeri nadomestijo ustrezne zahteve, navedene v poglavju 4.
Where the requirements of the relevant section in Chapter 4 are not subject to a specific case, those requirements have not been duplicated in Sections 7.6.1 to 7.6.13, and continue to apply unmodified.
Kadar zahteve iz ustreznega oddelka v poglavju 4 niso zajete v posebnem primeru, se te zahteve ne podvajajo v oddelkih 7.6.1 do 7.6.13 in še naprej veljajo v nespremenjeni obliki.
The specific cases for 1520/1524 mm track gauge system are an open point.
Posebni primeri za sistem tirne širine 1520/1524 mm so odprta točka.
Structure gauge (4.2.4.1)
Svetli profil proge (4.2.4.1)
All TSI categories of line — clauses (1) and (2)
Vse kategorije proge TSI – določbi (1) in (2)
The Structure gauge shall be set on the basis of the gauge FIN 1.
Svetli profil proge se določi na podlagi profila FIN 1.
Calculations of the structure gauge shall be done using the static or kinematic method in accordance with the requirements of EN 15273-3:2009 Annex D Section D.4.4.
Izračuni svetlega profila proge se izdelajo z uporabo statične ali kinematične metode v skladu z zahtevami EN 15273-3:2009, Priloga D, oddelek D.4.4.
Minimum radius of horizontal curve (4.2.4.4)
Najmanjši polmer horizontalnega krožnega loka (4.2.4.4)
All TSI categories of line — clause (4)
Vse kategorije proge TSI – določba (4)
Reverse curves with radii in the range from 150 m to 300 m shall be designed according to national rules notified for this purpose to prevent buffer locking.
Obratni zavoji s polmeri v razponu od 150 m do 300 m se projektirajo v skladu z nacionalnimi predpisi, priglašenimi za ta namen, za preprečevanje blokade odbojnikov.
Nominal track gauge (4.2.5.1)
Normalna tirna širina (4.2.5.1)
All TSI categories of line — clause (1)
Vse kategorije proge TSI – določba (1)
The nominal track gauge shall be 1524 mm.
Normalna tirna širina je 1524 mm.
Design values for equivalent conicity (4.2.5.5.1)
Projektne vrednosti za ekvivalentno koničnost (4.2.5.5.1)
All TSI categories of line — clause (2)
Vse kategorije proge TSI – določba (2)
For the nominal track gauge of 1524 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
Za normalno tirno širino 1524 mm se na preskusu pri projektiranih tirnih pogojih (simuliranih z izračunom v skladu z EN 15302:2008) modelirajo naslednje kolesne dvojice:
S 1002 as defined in EN 13715:2006 Annex C with SR = 1505 mm,
S 1002, kot je določeno v EN 13715:2006, Prilogi C, s SR = 1505 mm,
S 1002 as defined in EN 13715:2006 Annex C with SR = 1511 mm,
S 1002, kot je določeno v EN 13715:2006, Prilogi C, s SR = 1511 mm,
GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1505 mm,
GV 1/40, kot je določeno v EN 13715:2006, Prilogi B, s SR = 1505 mm,
GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1511 mm,
GV 1/40, kot je določeno v EN 13715:2006, Prilogi B, s SR = 1511 mm,
EPS as defined in EN 13715:2006 Annex D with SR = 1505 mm.
EPS, kot je določen v EN 13715:2006, Prilogi D, s SR = 1505 mm.
Requirements for controlling equivalent conicity in service (4.2.5.5.2)
Zahteve pri nadzoru ekvivalentne koničnosti med obratovanjem (4.2.5.5.2)
All TSI categories of line — Table 5
Vse kategorije proge TSI – preglednica 5
In-service geometry of switches and crossings (4.2.6.2)
Geometrija kretnic in križišč v obratovanju (4.2.6.2)
The technical characteristics of switches and crossings for the nominal track gauge of 1524 mm shall comply with the following in-service values:
Tehnične značilnosti kretnic in križišč za normalno tirno širino 1524 mm ustrezajo naslednjim obratovalnim vrednostim:
Maximum value of free wheel passage in switches: 1469 mm.
največje število prehodov prostih koles na kretnicah: 1469 mm;
Minimum value of fixed nose protection for common crossings: 1478 mm.
najnižja vrednost fiksne zaščite srca za običajna križišča: 1478 mm;
Maximum value of free wheel passage at crossing nose: 1440 mm.
najvišja vrednost prehoda prostih koles na prehodu kretnice: 1440 mm;
Maximum value of free wheel passage at check rail/wing rail entry: 1469 mm.
najvišja vrednost prehoda prostih koles na začetku vodilne/krilne tirnice: 1469 mm.
Maximum excess height of the check rail is 55 mm.
Najvišja presežna višina vodilne tirnice je 55 mm.
Additional requirements in (a) and (b) remain unchanged.
Dodatne zahteve v točkah (a) in (b) ostanejo nespremenjene.
Performance parameters (4.2.2)
Parametri tehničnega stanja prog (4.2.2)
All TSI categories of line — clauses (2), (6) and (7)
Vse kategorije proge TSI – določbe (2), (6) in (7)
New and upgraded 1000 mm lines (of Peloponnese) on the trans-European conventional rail system shall be designed to a gauge according to national rules notified for this purpose and have an axle load of 14 t.
Nove in nadgrajene proge 1000 mm (peloponeške) na vseevropskem železniškem sistemu za konvencionalne hitrosti se projektirajo za profil v skladu z nacionalnimi predpisi za ta namen in imajo osno obremenitev 14 t.
The actual performance parameters for each section of track for the 1000 mm lines (on Peloponnese) shall be published in the Register of Infrastructure.
Dejanski parametri tehničnega stanja prog za vsak odsek tirnic za proge 1000 mm (peloponeške) se objavijo v registru železniške infrastrukture.
The published information relating to axle load shall be published in combination with the permitted speed.
Objavljene informacije v zvezi z osno obremenitvijo se objavijo v kombinaciji z dovoljeno hitrostjo.
The structure gauge for the 1000 mm lines (of Peloponnese) shall be set according to national rules notified for this purpose.
Svetli profil proge za proge 1000 mm (peloponeške) se določi v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
Distance between track centres (4.2.4.2)
Medtirna razdalja (4.2.4.2)
All TSI categories of line — clause (1) and (2)
Vse kategorije proge TSI – določbi (1) in (2)
The distance between track centres for the 1000 mm lines (of Peloponnese) shall be set on the basis of the gauge according to national rules notified for this purpose.
Medtirna razdalja za proge 1000 mm (peloponeške) se določi na podlagi profila v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
Maximum gradients (4.2.4.3)
Največji nagibi nivelete (4.2.4.3)
TSI categories of line IV-F, IV-M, VI-F and VI-M — clauses (3) and (4)
Kategorije proge TSI IV-F, IV-M, VI-F in VI-M – določbi (3) in (4)
Maximum gradients as steep as 20 mm/m are permitted for main tracks at the design phase.
V fazi projektiranja se za glavne tire dovoli nagibe nivelete 20 mm/m
For stabling tracks or sidings the minimum horizontal design curve radius for the 1000 mm lines (of Peloponnese) shall not be less than 110 m.
Najmanjši projektni polmer horizontalnega krožnega loka za stranske ali ranžirne tire za proge 1000 mm (peloponeške) ne sme biti krajši od 110 m.
Minimum radius of vertical curve (4.2.4.5)
Najmanjši polmer vertikalne zaokrožitve (4.2.4.5)
Vertical alignment of stabling and service tracks for the 1000 mm lines (of Peloponnese) shall not include curves of radii less than 500 m on a crest or in a hollow.
Vertikalna poravnava stranskih in vzdrževalnih tirov za proge 1000 mm (peloponeške) ne vključuje zavojev s polmeri, manjšimi od 500 m na vzponu ali padcu.
The nominal track gauge shall be either 1435 mm or 1000 mm.
Normalna tirna širina je 1435 mm ali 1000 mm.
The technical characteristics of switches and crossings for the nominal track gauge of 1000 mm (of Peloponnese) shall comply with the following in-service values:
Tehnične značilnosti kretnic in križišč za normalno tirno širino 1000 mm (peloponeško) ustrezajo naslednjim obratovalnim vrednostim:
Maximum value of free wheel passage in switches: 946 mm.
največje število prehodov prostih koles na kretnicah: 946 mm;
Minimum value of fixed nose protection for common crossings: 961 mm.
najnižja vrednost fiksne zaščite srca za običajna križišča: 961 mm;
Maximum value of free wheel passage at crossing nose: not applicable.
najvišja vrednost prehoda prostih koles na prehodu kretnice: se ne uporablja;
Maximum value of free wheel passage at check rail/wing rail entry: 943 mm.
najvišja vrednost prehoda prostih koles na začetku vodilne/krilne tirnice: 943 mm.
Track resistance to vertical loads (4.2.7.1)
Noslinost tira zaradi navpične obremenitve (4.2.7.1)
All TSI categories of line — clause (a)
Vse kategorije proge TSI – določba (a)
The track for the 1000 mm lines (of Peloponnese), including switches and crossings, shall be designed to withstand at least the maximum static axle load of 14 t.
Tir za proge 1000 mm (peloponeške), vključno s kretnicami in križišči, se projektira tako, da vzdrži vsaj največjo statično osno obremenitev 14 t.
Resistance of new bridges to traffic loads (4.2.8.1) — vertical loads (4.2.8.1.1)
Nosilnost novih mostov zaradi prometne obremenitve (4.2.8.1) – navpične obremenitve (4.2.8.1.1)
All TSI categories of line — only for new structures on new or existing lines — clause (3)
Vse kategorije proge TSI – samo za nove konstrukcije na novih ali obstoječih progah – določba (3)
The value of alpha (a) for 1000 mm lines (of Peloponnese) shall be equal to or greater than 0,75.
Vrednost alfa (α) za proge 1000 mm (peloponeške) je enaka ali večja od 0,75.
Performance parameters (4.2.2) — clause (2) — Table 3, column ‘train length’
Parametri tehničnega stanja prog (4.2.2) – določba (2) – preglednica 3, stolpec „dolžina vlakov“
New and upgraded lines on the trans-European conventional rail system shall be designed to length of passenger trains at least 215 m and to length of freight trains at least 350 m, according to national rules notified for this purpose.
Nove in nadgrajene proge na vseevropskem železniškem sistemu za konvencionalne hitrosti se projektirajo za dolžino potniških vlakov vsaj 215 m in za dolžino tovornih vlakov vsaj 350 m v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
TSI categories of line IV-P, IV-F, IV-M, VI-P, VI-F and VI-M — clauses (1) and (2)
Kategorije proge TSI IV-P, IV-F, IV-M, VI-P, VI-F in VI-M – določbi (1) in (2)
The structure gauge shall be set on the basis of the IRL 1 uniform gauge according to national rules notified for this purpose.
Svetli profil proge se določi na podlagi enotnega profila IRL 1 v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clauses (1) and (2)
Kategorije proge TSI V-P, V-F, V-M, VII-P, VII-F in VII-M – določbi (1) in (2)
The structure gauge shall be set on the basis of the IRL 2 uniform gauge according to national rules notified for this purpose.
Svetli profil proge se določi na podlagi enotnega profila IRL 2 v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
TSI categories of line IV-P, IV-F, IV-M, VI-P, VI-F and VI-M — clause (1) and (2)
Kategorije proge TSI IV-P, IV-F, IV-M, VI-P, VI-F in VI-M – določbi (1) in (2)
The minimum distance between track centres shall be set on the basis of the gauge IRL 1 according to national rules notified for this purpose.
Najmanjša medtirna razdalja se določi na podlagi profila IRL 1 v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clause (1) and (2)
Kategorije proge TSI V-P, V-F, V-M, VII-P, VII-F in VII-M – določbi (1) in (2)
The minimum distance between track centres shall be set on the basis of the gauge IRL 2 according to national rules notified for this purpose.
Najmanjša medtirna razdalja se določi na podlagi profila IRL 2 v skladu z nacionalnimi predpisi, priglašenimi za ta namen.
The nominal track gauge shall be 1600 mm.
Normalna tirna širina je 1600 mm.
For the nominal track gauge of 1600 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
Za normalno tirno širino 1600 mm se na preskusu pri projektiranih tirnih pogojih (simuliranih z izračunom v skladu z EN 15302:2008) modelirajo naslednje kolesne dvojice:
S 1002 as defined in EN 13715:2006 Annex C with SR = 1585 mm,
S 1002, kot je določeno v EN 13715:2006, Prilogi C, s SR = 1585 mm;