natgillin/translations-raw huggingface dataset:
Functions already assessed and unchanged and which are not affected by this step do not need to be checked again.
Že ocenjenih in nespremenjenih funkcij, na katere ti koraki ne vplivajo, ni treba ponovno preverjati.
A partial certificate of conformity for an interoperability constituent can be issued even if some function, interface or performance has not been implemented, provided that:
Delni certifikat skladnosti za komponento interoperabilnosti se lahko izda, tudi če določena funkcija, vmesnik ali zmogljivost ni izvedena, pod pogojem da:
The non-implemented function, interface or performance is not required for integrating the interoperability constituent into a subsystem because of specific conditions of use, for example [9]:
neizvedena funkcija, vmesnik ali zmogljivost ni zahtevana za vključitev komponente interoperabilnosti v podsistem zaradi specifičnih pogojev uporabe, na primer [9],
the on-board ERTMS/ETCS interface to STM if the interoperability constituent is intended for installation on vehicles where no external STM is needed;
vmesnik ERTMS/ETCS na vozilu za povezavo s STM, če je komponenta interoperabilnosti namenjena namestitvi na vozila, pri katerih ni potreben noben zunanji STM;
the RBC interface to other RBCs, if the RBC is intended for use in an application where no neighbouring RBCs are planned.
vmesnik RBC za povezavo z drugimi RBC, če je RBC namenjen uporabi v aplikaciji, v kateri sosednji RBC niso načrtovani,
The certificate indicates which functions, interfaces or performance are not implemented and states the corresponding restrictions on the use of the interoperability constituent.
certifikat navaja, katere funkcije, vmesniki ali zmogljivosti niso izvedeni, in navaja ustrezne omejitve uporabe komponente interoperabilnosti.
This information will make it possible to identify the conditions under which the interoperability constituent can be used and the restrictions that will apply to the interoperability of a subsystem incorporating it.
Ta informacija bo omogočila določiti pogoje, pod katerimi se lahko komponenta interoperabilnosti uporablja, in omejitve glede interoperabilnosti sistema, v katerega je vgrajena.
In any event, the conditions for issuing such certificates with restrictions shall be coordinated between the Notified Bodies and the Agency in a working group set up pursuant to Article 21a(5) of Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency (Agency Regulation) [10].When the interoperability constituent is integrated into a Control-Command and Signalling On-board or Track-side Subsystem, if the missing functions, interfaces, or performances do not allow to assess whether the subsystem fully complies with the requirements of this TSI, only an Intermediate Statement of Verification may be issued.
V vsakem primeru se pogoji za izdajanje takih certifikatov z omejitvami usklajujejo med priglašenimi organi in agencijo v delovni skupini, ustanovljeni na podlagi člena 21a(5) Uredbe (ES) št. 881/2004 Evropskega parlamenta in Sveta z dne 29. aprila 2004 o ustanovitvi Evropske železniške agencije (Uredba o Agenciji) [10].Kadar je komponenta interoperabilnosti vgrajena v podsistem vodenje-upravljanje in signalizacija na vozilu ali podsistem vodenje-upravljanje in signalizacija ob progi, je v primeru, da manjkajoče funkcije, vmesniki ali zmogljivosti ne omogočajo ocene, ali je podsistem v celoti skladen z zahtevami te TSI, možno izdati le vmesno izjavo o verifikaciji.
It shall indicate which requirements have been assessed and shall state the corresponding restrictions on the use of the subsystem and its compatibility with other subsystems.
Ta navaja, katere zahteve so bile ocenjene, in navaja ustrezne omejitve glede uporabe podsistema in njegove skladnosti z ostalimi podsistemi.
IMPLEMENTING THE TSI CONTROL-COMMAND AND SIGNALLING
IZVAJANJE TSI ZA VODENJE-UPRAVLJANJE IN SIGNALIZACIJO
This chapter outlines the strategy and the associated technical measures for implementing the TSI, and in particular the conditions for migrating to Class A systems.
To poglavje opisuje strategijo in s tem povezane tehnične ukrepe za izvajanje TSI, zlasti pogoje, ki podpirajo prehod na sisteme razreda A.
Account must be taken of the fact that the implementation of a TSI occasionally has to be coordinated with the implementation of other TSIs.
Upoštevati je treba, da je včasih treba izvajanje določene TSI uskladiti z izvajanjem drugih TSI.
Upgrading or renewing the Control-Command and Signalling Track-side Subsystem may concern any or all of the following:
Nadgraditev ali obnova podsistema vodenje-upravljanje in signalizacija ob progi se lahko nanaša na vse naslednje vidike ali pa le na nekatere od njih:
Train protection
zaščita vlakov
Radio communication
radijske komunikacije
Train detection
ugotavljanje lokacije vlaka
These different parts of the Control-Command and Signalling Track-side Subsystem may therefore be upgraded or renewed separately if interoperability is not jeopardised.
Zato so lahko ti različni deli podsistema vodenje-upravljanje in signalizacija ob progi dograjeni ali obnovljeni ločeno, če to ne ogroža interoperabilnosti.
The work involved will concern:
Delo pri tem se bo nanašalo na:
GSM-R functions and interfaces
funkcije in vmesnike GSM-R
ERTMS/ETCS functions and interfaces
funkcije in vmesnike ERTMS/ETCS
Train detection system compatibility with rolling stock
združljivost sistema za ugotavljanje lokacije vlaka s tirnimi vozili
See Chapter 4.1 (Introduction) for the definition of the basic parameters for each part.
Opredelitev osnovnih parametrov za vsak del najdete v poglavju 4.1 (Uvod).
Member States shall ensure that the functionality of the legacy systems and their interfaces remains unchanged, except where modifications are needed to mitigate safety-related flaws in these systems.
Države članice zagotovijo, da funkcionalnost in vmesniki obstoječih sistemov ostanejo nespremenjeni, razen kadar so spremembe potrebne, da se zmanjšajo varnostne pomanjkljivosti v teh sistemih.
If lines that fall within the scope of this TSI are not equipped with Class A train protection systems, the Member State shall make every effort to ensure the availability of an external Specific Transmission Module (STM) for its legacy Class B train protection system or systems.
Če proge, za katere velja ta TSI, niso opremljene s sistemi za zaščito vlakov razreda A, države članice ukrenejo vse potrebno, da za svoj obstoječi sistem ali sisteme razreda B zagotovijo zunanji specifični prenosni modul (STM).
In this context, due regard is to be given to ensuring an open market for STMs under fair commercial conditions.
S tem v zvezi je treba ustrezno zagotoviti odprti trg za STM ob poštenih komercialnih pogojih.
If, for technical or commercial reasons [11] the availability of an STM cannot be ensured, the Member State concerned shall inform the Committee of the underlying reasons for the problem and of the mitigation measures that it intends to put into place in order to allow operators — and in particular foreign operators — access to its infrastructure.
Kadar zaradi tehničnih ali komercialnih razlogov [11] ni mogoče zagotoviti razpoložljivosti STM, mora zadevna država članica obvestiti odbor o razlogih za tak problem ter o ukrepih za ublažitev tega problema, ki jih namerava uvesti za omogočanje dostopa upravljavcev – predvsem tujih upravljavcev – do svoje infrastrukture.
Rolling stock may be equipped with both Class A and Class B systems to enable operation on several lines.
Železniški vozni park je lahko hkrati opremljen s sistemi razreda A in razreda B, kar omogoča obratovanje na številnih progah.
The Member State concerned may restrict the use of an on-board Class B system on lines where the corresponding system is not installed track-side.
Zadevna država članica lahko omeji uporabo sistema razreda B na vozilu na progah, na katerih ustrezni sistem ni nameščen ob progi.
When running on a line which is equipped with both Class A and Class B systems, a train that is also equipped with both Class A and Class B systems may use the Class B systems as a fallback arrangement.
Pri vožnji na progi, opremljeni s sistemi tako razreda A kot tudi razreda B lahko vlak, ki je prav tako opremljen s sistemi tako razreda A kot tudi razreda B, uporablja sisteme razreda B kot alternativno ureditev.
This cannot be a requirement for interoperability.
To ne more biti zahteva za interoperabilnost.
The Class B train protection systems may be implemented:
Zaščitni sistemi vlakov razreda B se lahko izvedejo na naslednje načine:
using an STM operating via the standard interface (‘external STM’); or
z uporabo STM, ki deluje prek standardnega vmesnika („zunanji STM“), ali
integrated within the ERTMS/ETCS equipment or connected via a non-standard interface; or
tako, da so vgrajeni v opremo ERTMS/ETCS ali priključeni prek nestandardnega vmesnika, ali
independently from the ERTMS/ETCS equipment, for example via a system that enables switching between equipment.
neodvisno od opreme ERTMS/ETCS, na primer prek sistema, ki omogoča preklapljanje z ene opreme na drugo.
The Railway Undertaking must then ensure that the transitions between Class A and Class B train protection are carried out in conformity with the requirements of this TSI and with the national rules for the Class B system.
Prevoznik v železniškem prometu mora v tem primeru zagotoviti, da se prehodi med zaščito vlaka razreda A in zaščito vlaka razreda B izvajajo v skladu z zahtevami te TSI in nacionalnimi predpisi za sistem razreda B.
Depending on the characteristics of the Control-Command and Signalling Track-side Sub-system and its interfaces with other sub-systems, some track-side functionalities not classified as mandatory may necessarily have to be implemented in certain applications to comply with the essential requirements.
Odvisno od značilnosti podsistema vodenje-upravljanje in signalizacija ob progi in njegovih vmesnikov z drugimi podsistemi je morda treba nekatere funkcionalnosti ob progi, ki niso označene kot obvezne, v nekaterih aplikacijah obvezno izvajati, da so izpolnjene bistvene zahteve.
The track-side implementation of national or optional-functions must not prevent the use of that infrastructure by a train that complies only with the mandatory requirements of the On-board Class A system except as required for the following on-board optional functions:
Izvajanje nacionalnih ali neobveznih funkcij ob progi ne sme vlaku, ki izpolnjuje le obvezne zahteve sistema razreda A na vozilu, preprečiti uporabe te infrastrukture, razen če se to zahteva za naslednje neobvezne funkcije na vozilu:
an ETCS Level 3 Track-side application requires train integrity supervision on board,
aplikacija ETCS stopnje 3 ob progi zahteva nadzor vlakovne celovitosti na vozilu,
an ETCS Level 1 Track-side application with in-fill requires corresponding in-fill functionality on board if the release speed is set to zero for safety reasons (e.g. protection of danger points),
aplikacija ETCS stopnje 1 ob progi s funkcijo in-fill zahteva ustrezno in-fill funkcionalnost na vozilu, če je iz varnostnih razlogov sprostitvena hitrost nastavljena na nič (npr. zaščita nevarnih mest),
when ETCS requires data transmission by radio, the data transmission services of GSM-R must fulfil the ETCS data transmission requirements,
kadar sistem ETCS zahteva prenos podatkov prek radia, morajo storitve prenosa podatkov GSM-R izpolnjevati zahteve prenosa podatkov ETCS,
an on-board assembly, which incorporates a KER STM, may make it necessary to implement the K-interface.
sestav na vozilu, ki vključuje KER STM, lahko zahteva uporabo vmesnika K.
Track-side installations
Naprave ob progi:
The fitting of GSM-R is mandatory when:
Namestitev sistema GSM-R je obvezna, kadar se:
installing for the first time the radio part of a Control-Command and Signalling Track-side Subsystem;
prvič namešča radijski del podsistema vodenje-upravljanje in signalizacija ob progi;
upgrading the radio part of a Control-Command and Signalling Track-side Subsystem already in service in such a way that it changes the functions or the performance of the subsystem.
dograjuje radijski del podsistema vodenje-upravljanje in signalizacija ob progi, ki že obratuje, na tak način, da se spreminjajo funkcije ali zmogljivosti podsistema.
This does not include the modifications deemed necessary to mitigate safety-related defects in the legacy installation.
To ne vključuje tistih sprememb, ki se zdijo potrebne za ublažitev napak, povezanih z varnostjo, pri že obstoječi napravi.
On-board installations
Naprave na vozilu:
The fitting of GSM-R in rolling stock intended for use on a line including at least one section equipped with Class A interfaces (even if superimposed to a Class B system), is mandatory when:
Namestitev sistema GSM-R na železniški vozni park, namenjen uporabi na progi, ki vključuje vsaj en odsek, opremljen z vmesniki razreda A (tudi če so nadgrajeni na sistem razreda B), je obvezna, kadar se:
installing for the first time the radio part of a Control-Command and Signalling On-board Subsystem;
prvič namešča radijski del podsistema vodenje-upravljanje in signalizacija na vozilu;
upgrading the radio part of a Control-Command and Signalling On-board Subsystem already in service in such a way that it changes the functions or the performance of the subsystem.
dograjuje radijski del podsistema vodenje-upravljanje in signalizacija na vozilu, ki že obratuje, na tak način, da se spreminjajo funkcije ali zmogljivosti podsistema.
This does not apply to modifications deemed necessary to mitigate safety-related defects in the legacy installation.
To se ne nanaša na tiste spremembe, ki se zdijo potrebne za ublažitev napak, povezanih z varnostjo, pri že obstoječi napravi.
In the context of this TSI, train detection system means the equipment installed track-side, which detects the presence or absence of vehicles either on an entire line of route or on a local section of it.
Sistem za ugotavljanje lokacije vlaka v okviru te TSI je oprema, nameščena ob progi, ki zaznava prisotnost ali odsotnost vozil bodisi na celotni progi ali le na njenem lokalnem delu.
Track-side systems (e.g. interlocking or level crossing control systems) which use information from detection equipment are not considered parts of the train detection system.
Sistemi ob progi (npr. sistemi za nadzor postavljalnice ali nivojskega prehoda), ki uporabljajo informacije iz opreme sistema za ugotavljanje lokacije vlaka, se ne štejejo za dele sistema za ugotavljanje lokacije vlaka.
This TSI specifies the requirements for the interface with rolling stock only to the extent necessary to ensure compatibility between TSI-compliant rolling stock and the infrastructure.
Ta TSI specificira zahteve za vmesnik za povezavo s tirnimi vozili le toliko, kolikor je potrebno za zagotovitev združljivosti med tirnimi vozili, skladnimi s TSI, in infrastrukturo.
Implementing a train detection system that is compliant with the requirements of the Control-Command and Signalling Subsystems TSI can be done independently of the installation of ERTMS/ETCS or GSM-R, but can be dependent on the Class B signalling systems or on special requirements, e.g. for level crossing equipment.
Izvedba sistema za ugotavljanje lokacije vlaka, skladnega z zahtevami TSI v zvezi s podsistemi vodenje-upravljanje in signalizacija, je možna neodvisno od namestitve ERTMS/ETCS ali GSM-R, vendar je lahko odvisna od sistemov signalizacije razreda B ali od posebnih zahtev, npr. tistih za opremo za nivojske prehode.
The requirements of this TSI relating to train detection systems shall be respected when:
Zahteve te TSI, povezane s sistemi za ugotavljanje lokacije vlaka, se morajo upoštevati, kadar se:
upgrading the train detection system;
dograjuje sistem za ugotavljanje lokacije vlaka;
renewing the train detection system, provided that respecting the requirements of this TSI does not imply unwanted modifications or upgrades of other track-side or on-board systems;
obnavlja sistem za ugotavljanje lokacije vlaka, pod pogojem, da upoštevanje zahtev te TSI ne pomeni neželenih sprememb ali nadgradenj drugih sistemov ob progi ali na vozilu;
renewing the train detection system, where this is required by the upgrade or renewal of track-side systems that use information from the train detection system;
obnavlja sistem za ugotavljanje lokacije vlaka, kadar se to zahteva zaradi nadgradnje ali obnove sistemov ob progi, ki uporabljajo informacije iz sistema za ugotavljanje lokacije vlaka;
removing Class B train protection systems (where the train detection and train protection systems are integrated).
odstranjujejo zaščitni sistemi vlakov razreda B (kadar sta sistem za ugotavljanje lokacije vlaka in zaščitni sistem vlaka integrirana).
In the migration phase care shall be taken to ensure that installing a TSI compliant train detection system has a minimal negative impact on the existing non-TSI compliant rolling stock.
V fazi migracije je treba paziti, da se zagotovi, da ima namestitev sistema za ugotavljanje lokacije vlaka, skladnega s TSI, najmanjši možni negativni vpliv na obstoječa tirna vozila, ki niso skladna s TSI.
To achieve this, it is recommended that the Infrastructure Manager selects a TSI compliant train detection system that, at the same time, is compatible with the non-TSI compliant rolling stock already operating on that infrastructure.
Za dosego tega se priporoča, da upravljavec infrastrukture izbere sistem za ugotavljanje lokacije vlaka, skladen s TSI, ki je hkrati združljiv tudi s tirnimi vozili, ki že vozijo na navedeni infrastrukturi, vendar niso skladna s TSI.
The following special provisions are permitted in the specific cases below.
V posebnih primerih, navedenih v nadaljevanju, so dovoljene naslednje posebne določbe.
These specific cases belong to two categories: the provisions apply either permanently (case ‘P’) or temporarily (case ‘T’).
Ti posebni primeri spadajo v dve kategoriji: določbe veljajo bodisi stalno (primer „P“) bodisi začasno (primer „T“).
In this TSI, temporary case ‘T3’ is defined as temporary cases which will still exist after 2020.
V tej TSI je začasni primer „T3“ opredeljen kot začasni primeri, ki bodo še vedno obstajali po letu 2020.
The specific cases set out in Sections 7.2.9.2 to 7.2.9.7 should be read in conjunction with the relevant sections of Chapter 4 and/or specifications referenced there.
Posebne primere, opisane v oddelkih 7.2.9.2 do 7.2.9.7, bi bilo treba brati v povezavi z zadevnimi oddelki poglavja 4 in/ali tam navedenimi specifikacijami.
Index 77, Section 3.1.2.4:
točka 77, oddelek 3.1.2.4:
The distance between first and last axle L – (b1 + b2) (Figure 1) is at least 15000 mm
Razdalja med prvo in zadnjo osjo L – (b1 + b2) (Slika 1) je najmanj 15000 mm
Applicable on HS L1
Se uporablja na L1 za visoke hitrosti (HS L1)
This Specific Case is linked with the use of TVM
Ta posebni primer je povezan z uporabo TVM
Index 77, Section 3.1.8:
točka 77, oddelek 3.1.8:
The weight of an isolated vehicle or a trainset is at least 40 t.
Teža izoliranega vozila ali vlakovne kompozicije je najmanj 40 t.
If the weight of an isolated vehicle or a trainset is inferior to 90 t, the vehicle should have a system ensuring the shunting which has an electrical basis superior or equal to 16000 mm
Če je teža izoliranega vozila ali vlakovne kompozicije manjša od 90 t, bi moralo vozilo imeti sistem, ki bi zagotavljal ranžiranje, z električno podlago najmanj 16000 mm
Applicable on HS L1, L2, L3, L4
Se uporablja na HS L1, L2,L3,L4
Applicable on High-Speed L 1
Se uporablja na L1 za visoke hitrosti
Index 77, Section 3.1.4.1:
točka 77, oddelek 3.1.4.1:
In addition to the requirements in Section 3.1.4.1, sanding for traction purposes on multiple units:
Poleg zahtev iz oddelka 3.1.4.1, posipanje s peskom za vlečne namene na motornih vlakih:
is not permitted ahead of the leading axle below 40 km/h; and
ni dovoljeno pred čelno osjo pod 40 km/h, in
is only permitted where it can be demonstrated that at least a further six axles of the multiple unit are beyond the laying position.
je dovoljeno le, če je mogoče dokazati, da je najmanj šest osi motornega vlaka za položajem namestitve
Index 51:
Točka 51:
It is permissible to use an alphanumeric keyboard to enter the train running number if support for alphanumeric train running numbers is required by the technical rule notified for this purpose.
Dovoljeno je uporabiti alfanumerično tipkovnico za vnos številke vožnje vlaka, če za ta namen priglašeni tehnični predpis zahteva podporo za alfanumerične številke vožnje vlaka.
This specific case is needed as soon as the open point related to the DMI specification is closed.
Ta posebni primer je potreben, takoj ko se zapre odprta točka, povezana s specifikacijo DMI.
There is no impact on interoperability
Ni nobenega vpliva na interoperabilnost
It is permissible for the ETCS DMI to display dynamic train speed information in miles per hour (and indicate ‘mph’) when operating on parts of the GB mainline network.
Dovoljeno je, da ETCS DMI kaže dinamično informacijo o hitrosti vlaka v miljah na uro (in to enoto, „mph“, tudi prikaže) pri obratovanju na delih omrežja glavnih prog Velike Britanije.
Index 77, Section 3.1.9:
Točka 77, oddelek 3.1.9:
The electrical resistance between the running surfaces of the opposite wheels of a wheelset does not exceed 0,05 Ohm, measured by a voltage between 1,8 VDC and 2,0 VDC (open circuit).
Električna upornost med voznimi površinami nasprotnih koles kolesne dvojice ne presega 0,05 Ohm, merjeno z enosmerno električno napetostjo med 1,8 V in 2,0 V (odprti tokokrog).
In addition, the electrical reactance between the running surfaces of the opposite wheels of a wheelset does not exceed f/100 mOhm when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS.
Poleg tega električna upornost med voznimi površinami nasprotnih koles kolesne dvojice ne presega f/100 v miliohmih (mOhm), kadar je vrednost f med 500 Hz in 40 kHz, pri merilnem toku najmanj 10 Aef in napetosti odprtih sponk 2 Vef.
This specific case may be revised when the open point related to the frequency management for track circuits is closed
Ta posebni primer se lahko spremeni, ko se zapre odprta točka, povezana z upravljanjem frekvence za tirne tokokroge
If the weight of an isolated vehicle or a trainset is inferior to 90 t, the vehicle should have a system ensuring the shunting which has an electrical basis superior or equal to 16000 mm.
Če je teža izoliranega vozila ali vlakovne kompozicije manjša od 90 t, bi moralo vozilo imeti sistem, ki bi zagotavljal ranžiranje, z električno podlago najmanj 16000 mm
Index 77, Section 3.1.3.2:
točka 77, oddelek 3.1.3.2:
Dimension D (Figure 2) is not less than:
Razdalja D (Slika 2) ni krajša od:
450 mm independently of the speed
450 mm, neodvisno od hitrosti
Index 77, Section 3.1.3.4:
točka 77, oddelek 3.1.3.4:
The range of the dimension Sh (Figure 2) is not less than 26,25 mm
Razpon razdalje Sh (Slika 2) ni manj kot 26,25 mm.
This specific case is needed as long as ČME locomotives operate on Lithuania 1520 mm network
Ta poseben primer je potreben, dokler lokomotive ČME delujejo na litvanskem omrežju 1520 mm
Mobile communication functions for railways – GSM-R
Mobilne komunikacijske funkcije za železnice – GSM-R
Index 65, statement 4.2.3:
točka 65, oddelek 4.2.3:
It is permissible to put in service on-board Control-Command and Signalling Subsystems including 2 Watt GSM-R voice cab radios and ETCS data only radios.
Dovoljeno je dati v uporabo podsisteme vodenje-upravljanje in signalizacija na vozilu, ki vključujejo 2-vatne glasovne kabinske radijske aparate GSM-R in radijske aparate, namenjene le za prenos podatkov za ETCS.
The subsystems shall be able to operate in networks with - 82 dBm.
Podsistemi morajo imeti zmogljivost delovanja v omrežjih z -82 dBm.
No impact on interoperability
Ni nobenega vpliva na interoperabilnost
The output of the sanding devices fitted to the vehicle shall not exceed 0,3 l per minute per rail.
Naprave za posipanje peska, nameščene na vozilo, ne smejo oddajati več kot 0,3 l peska na minuto na tir.
The sanding in the stations identified in the infrastructure register is prohibited.
Posipanje peska na železniških postajah, navedenih v registru infrastrukture, je prepovedano.