natgillin/translations-raw huggingface dataset:
The SES initiative was justified because European air traffic management was hindered by national monopolies and fragmentation. 
Pobuda za enotno evropsko nebo je bila upravičena, ker so evropsko upravljanje zračnega prometa ovirali nacionalni monopoli in razdrobljenost.
The various components of the policy form a coherent set that indeed targets those shortcomings. 
Različni elementi politike tvorijo skladen sklop, ki dejansko obravnava te pomanjkljivosti.
However, changes in traffic patterns meant that the high level goals established in 2005 for the initiative became partly unachievable and partly irrelevant. 
Vendar pa so spremembe vzorcev prometa pomenile, da so cilji pobude na visoki ravni, določeni leta 2005, postali deloma nedosegljivi in deloma brezpredmetni.
The performance and charging schemes aim at mitigating the negative effects of a monopolistic service provision by establishing binding targets and establishing common rules for the charging of costs to airspace users. 
Namen načrta izvedbe in sistema pristojbin je ublažiti negativne učinke monopolnega zagotavljanja storitev z določitvijo zavezujočih ciljnih vrednosti in skupnih pravil za zaračunavanje stroškov uporabnikom zračnega prostora.
They have fostered a culture of efficiency and transparency at the level of air navigation service providers (ANSPs). 
Spodbudila sta tudi kulturo učinkovitosti in preglednosti na ravni izvajalcev navigacijskih storitev zračnega prometa (ANSP).
However, the quantitative results fell below expectations: delays have generally been above the targets set in performance plans and, despite reaching a record low in 2013, have been increasing since; unit rates paid by airspace users are heavily dependent on traffic volumes and have only decreased by 4 % between 2011 and 2016, which is below the EU-wide reduction set by the Commission. 
Vendar pa so kvantitativni rezultati pod pričakovanji: zamude so bile na splošno nad ciljnimi vrednostmi, določenimi v načrtih izvedbe, in so v letu 2013 sicer dosegle rekordno nizko stopnjo, vendar pa so se od takrat povečevale; cene na enoto, ki jih plačujejo uporabniki zračnega prostora, so močno odvisne od obsega prometa in so se med letoma 2011 in 2016 znižale le za 4 %, kar je pod vseevropskim ciljem za znižanje, ki ga je določila Komisija.
The absence of substantive defragmentation, coupled with slower traffic growth, are key contributors to the lacklustre quantitative results shown by the performance scheme. 
To, da bistvena razdrobljenost ni bila odpravljena, in počasnejša rast prometa sta ključna razloga za medle kvantitativne rezultate načrta izvedbe.
Current Functional Airspace Blocks (FABs) essentially provide a forum for cooperation between stakeholders of neighbouring States but have proved ineffective in targeting fragmentation, whether at the levels of airspace management, service provision or procurement of technical equipment. 
Sedanji funkcionalni bloki zračnega prostora (FAB) v bistvu zagotavljajo forum za sodelovanje med deležniki sosednjih držav, vendar se je pokazalo, da so neuspešni pri obravnavanju razdrobljenosti tako na ravni 8
The oversight role attributed to National Supervisory Authorities (NSAs) is hampered by the fact that they are not always fully independent from ANSPs and in some cases do not 8 have the necessary resources to fulfil it. 
Nadzorno vlogo, ki je bila zaupana nacionalnim nadzornim organom, ovira to, da ti niso vedno popolnoma neodvisni od izvajalcev navigacijskih storitev zračnega prometa in v nekaterih primerih nimajo potrebnih virov za izpolnjevanje te vloge.
We also found a limitation, particularly in the area of cost-efficiency, where regular checks on costs charged to airspace users are not being conducted. 
Sodišče je odkrilo tudi omejitve, zlasti na področju stroškovne učinkovitosti, saj se redni pregledi stroškov, ki se zaračunavajo uporabnikom zračnega prostora, ne izvajajo.
X. The process of adopting targets for the performance scheme is lengthy and complex. 
X. Proces sprejetja ciljnih vrednosti za načrt izvedbe je dolgotrajen in kompleksen.
Reaching agreements between the Commission and Member States has proved to be difficult, particularly in the areas of capacity and cost-efficiency. 
Izkazalo se je, da je težko doseči dogovor med Komisijo in državami članicami, zlasti glede zmogljivosti in stroškovne učinkovitosti.
In addition, some indicators used to measure ATM performance contain shortcomings as they do not capture relevant aspects of that performance. 
Poleg tega imajo nekateri kazalniki, ki se uporabljajo za merjenje smotrnosti upravljanja zračnega prometa, pomanjkljivosti, saj ne zajemajo zadevnih vidikov te smotrnosti.
SESAR’s definition and development phases promoted the commitment of key stakeholders to a common technological plan and its development phase transformed a previously fragmented R&D environment into a coordinated one. 
Opredelitvena in razvojna faza projekta SESAR sta spodbujali zavezanost ključnih deležnikov skupnemu tehnološkemu načrtu, njegova razvojna faza pa je uskladila prej razdrobljeno raziskovalno in razvojno okolje.
The SESAR JU has been gradually releasing technological and operational improvements, packaged under a number of “SESAR Solutions”. 
Skupno podjetje SESAR postopno objavlja tehnološke in operativne izboljšave v svežnjih, imenovanih „rešitve SESAR”.
However, the EU’s role in the project has evolved from its original inception as regards scope, timeframe and financial magnitude, all of which have been significantly extended. 
Toda kar zadeva obseg, časovni okvir in finančni obseg, se je vloga EU v projektu od samega začetka do zdaj precej povečala.
The SESAR project now pursues an open-ended, continuously evolving R&D vision which is not aligned with the regulatory framework that governs the SESAR Joint Undertaking. 
Projekt SESAR zdaj uresničuje časovno neomejeno in nenehno razvijajočo se raziskovalno in razvojno vizijo, ki ni skladna z regulativnim okvirom, ki ureja Skupno podjetje SESAR.
This misalignment impacts negatively on the accountability of the Joint Undertaking. 
Ta neusklajenost negativno vpliva na odgovornost Skupnega podjetja.
As of 2016, only a small part of the Master Plan in-place had actually been executed and SESAR performance ambitions were re-set for 2035, not 2020 as originally envisaged. 
Do leta 2016 je bil dejansko izveden le majhen del obstoječega osrednjega načrta, rok za dosego ciljev v smislu smotrnosti v okviru projekta SESAR pa je zdaj določen za leto 2035 in ne 2020, kot je bilo prvotno predvideno.
In addition, individual R&D projects were launched without the support of a specific cost benefit analysis demonstrating their added value. 
Poleg tega so se posamezni razvojni in raziskovalni projekti začeli izvajati brez podpore specifične analize stroškov in koristi, ki bi dokazala njihovo dodano vrednost.
What we recommend XII. 
Kaj Sodišče priporoča XII.
The Commission should: • review the SES high level goals; • analyse other policy options targeting defragmentation; • ensure full independence and capacity of NSAs and cover the inspection gap at the level of the charging scheme; 9 • streamline the performance scheme; • review certain key performance indicators; • review the EU’s support structure to R&D in light of its objectives; • reinforce the accountability of the SESAR JU; • prioritize EU support to R&D solutions that promote defragmentation and a competitive environment. 
• analizira druge možnosti politike, ki bodo obravnavale razdrobljenost, • zagotovi popolno neodvisnost in zmogljivost nacionalnih nadzornih organov ter pokrije vrzel na področju inšpekcijskih pregledov na ravni sistema pristojbin, • racionalizira načrt izvedbe, • pregleda nekatere ključne kazalnike smotrnosti, • pregleda strukturo podpore EU za raziskave in razvoj glede na njene cilje, • okrepi odgovornost Skupnega podjetja SESAR, • podporo EU prednostno dodeli raziskovalnim in razvojnim rešitvam, ki spodbujajo odpravo razdrobljenosti in konkurenčno okolje.
Air transport is an important component of the EU internal market and of the competitiveness of European industries and services. 
Zračni promet je pomemben element notranjega trga EU ter konkurenčnosti evropske industrije in storitev.
It enables the mobility of persons and goods across and beyond the EU, while propelling economic growth, jobs and trade. 
Omogoča mobilnost oseb in blaga znotraj in zunaj EU, obenem pa poganja gospodarsko rast, delovna mesta in trgovino.
Some 920 million passengers and 15 million tons of freight departed or arrived at EU airports in 2015. 
V letu 2015 je z letališč v EU odpotovalo ali nanja pripotovalo približno 920 milijonov potnikov in 15 milijonov ton tovora.
In that year, the European skies were used by almost 10 million flights conducted under Instrument Flight Rules 1. 2. 
V istem letu je evropski zračni prostor uporabljalo skoraj 10 milijonov letov, opravljenih v skladu s pravili instrumentnega letenja.1 2.
Air traffic management is needed to ensure safe and efficient air transport in a context of growing air traffic using a limited volume of airspace. 
Upravljanje zračnega prometa je potrebno za zagotovitev varnega in učinkovitega zračnega prometa, ki raste, z uporabo omejenega obsega zračnega prostora.
It consists of three primary activities: • ensuring separation between aircraft; • balancing supply (of air traffic control) with demand (flights), aiming at a safe, efficient and expeditious flow of air traffic; • providing aeronautical information to airspace users (e.g. navigational aids, weather information). 
Sestavljajo ga tri glavne dejavnosti: • zagotavljanje varne razdalje med zrakoplovi, • uravnavanje ponudbe (kontrole zračnega prometa) in povpraševanja (leti) za dosego varnega, učinkovitega in hitrega pretoka zračnega prometa, • zagotavljanje letalskih informacij uporabnikom zračnega prostora (npr. navigacijski pripomočki, vremenske informacije).
Air traffic management has traditionally been developed and provided at a national level by air navigation service providers. 
Upravljanje zračnega prometa so običajno razvijali in zagotavljali izvajalci navigacijskih storitev zračnega prometa na nacionalni ravni.
This has had three important consequences: (i) the European sky was fragmented into a multitude of sectors and area control centres, drawn on the basis of national borders and managed by national air navigation service providers (see Map 1); (ii) each air navigation service provider operated under its own procedures and used tailor-made support tools, effectively limiting integration, interoperability and economies of scale; and (iii) air navigation service providers enjoyed a largely monopolistic situation vis-à-vis a much more competitive aviation market. 
To je imelo tri pomembne posledice: (i) evropsko nebo je bilo razdrobljeno na številne sektorje in centre območne kontrole, ki so bili določeni glede na državne meje in so jih upravljali nacionalni izvajalci navigacijskih storitev zračnega prometa (glej zemljevid 1); (ii) vsak izvajalec navigacijskih storitev zračnega prometa je za delovanje uporabljal lastne postopke in prikrojena podporna orodja, kar je dejansko omejevalo integracijo, interoperabilnost in ekonomije obsega; (iii) izvajalci navigacijskih storitev zračnega prometa so imeli večinoma monopolni položaj v primerjavi s precej konkurenčnejšim letalskim trgom.
11 1 Source: Eurostat, “Air Transport Statistics” and Eurocontrol “Seven-Year Forecast (ESRA08)”. 
11 1 Vir: Eurostat, Air Transport Statistics in Eurocontrol, Seven-Year Forecast (ESRA08).
Map 1 – European Flight Information Regions Source: Eurocontrol2. 4. 
Zemljevid 1 – Evropska letalska informacijska področja 12 Vir: Eurocontrol2 4.
Users of European airspace are charged for the air traffic management services they receive on the basis of the type of aircraft and the distance flown within the area of responsibility of each air navigation service provider (ANSP), according to the planned trajectory. 
Uporabnikom evropskega zračnega prostora se zaračunava uporaba storitev upravljanja zračnega prometa, in sicer glede na vrsto zrakoplova in razdaljo, ki jo to preleti znotraj območja pristojnosti posameznega izvajalca navigacijskih storitev zračnega prometa skladno z načrtovano krivuljo leta.
Each year, they pay up to 9 billion euro for these services3, an average of some 900 euro per flight. 
Za te storitve vsako leto plačajo do 9 milijard EUR3, kar je povprečno približno 900 EUR na let.
2 3 12 Disclaimer by Eurocontrol: “The use of this map is at the user’s sole risk and responsibility .” 
2 3 Omejitev odgovornosti Eurocontrola: Vsa tveganja in odgovornosti za uporabo tega zemljevida nosi uporabnik.
ECA calculation based on reports by Eurocontrol’s CRCO and by the Performance Review Body, including both en-route and terminal charges. 
Izračun Sodišča temelji na poročilih osrednjega urada za pristojbine na zračnih poteh, ki deluje v okviru Eurocontrola, in organa za oceno uspešnosti ter vključuje tako pristojbine na zračnih poteh kot na terminalih.
What is the Single European Sky? 
Kaj je enotno evropsko nebo?
The Single European Sky (SES) initiative aimed at improving the overall performance of air traffic management (ATM), whilst meeting the requirements of all airspace users4. 6. 
Cilj pobude za enotno evropsko nebo je bil izboljšati splošno smotrnost upravljanja zračnega prometa in hkrati izpolnjevati zahteve vseh uporabnikov zračnega prostora.4 6.
The SES today is a regulatory framework (see paragraph 10) coupled with a technological modernization programme (the SESAR project). 
Enotno evropsko nebo je danes regulativni okvir (glej odstavek 10), povezan s programom za tehnološko posodobitev (projekt SESAR).
It comprises a set of EU-wide rules on ATM safety, on the provision of ATM services, on airspace management and on interoperability within the network, as well as financial support to SESAR. 
Sestavlja ga sklop vseevropskih pravil o varnosti upravljanja zračnega prometa, zagotavljanju storitev upravljanja zračnega prometa, upravljanju zračnega prostora in interoperabilnosti znotraj omrežja ter finančna podpora za SESAR.
The SES area includes all 28 Member States of the European Union and extends also to Switzerland and Norway. 
Področje enotnega evropskega neba vključuje vseh 28 držav članic Evropske unije, razširjeno pa je tudi na Švico in Norveško.
It involves a wide range of stakeholders, both at national and European levels. 
Vključuje širok izbor deležnikov na nacionalni in tudi na evropski ravni.
13 STAKEHOLDER Main role EUROPEAN COMMISSION Responsible for the overall implementation of the SES initiative EUROCONTROL An intergovernmental organisation composed of 41 States5, active as: network manager, in charge of the central ATFM function, as well as coordinating the use of scarce resources and contributing to the design of a European Route Network; provider of technical support to the Commission, EASA and NSAs; ANSP in the Maastricht Upper Area Control Centre; Central Route Charges Office; founding member and contributor to the SESAR JU, among others. 
EUROCONTROL Medvladna organizacija, ki jo sestavlja 41 držav5 in deluje kot: upravitelj omrežja, ki je odgovoren za osrednjo funkcijo ATFM ter za usklajevanje uporabe omejenih virov in prispevanje k oblikovanju evropskega omrežja poti; izvajalec tehnične podpore Komisiji, Evropski agenciji za varnost v letalstvu in nacionalnim nadzornim organom; izvajalec navigacijskih storitev zračnega prometa v Centru za kontrolo zgornjega zračnega prostora Maastricht; osrednji urad za pristojbine na zračnih poteh; ustanovni član, ki tudi prispeva k Skupnemu podjetju SESAR, in drugo.
1) as amended by Regulation (EC) No 1070/2009. 
4 5 Člen 1 Uredbe (ES) št.
All 28 EU Member States, Albania, Armenia, Bosnia-Hercegovina, the former Yugoslav Republic of Macedonia, Georgia, Kosovo, Moldova, Montenegro, Norway, Serbia, Switzerland, Ukraine and Turkey. 
Vseh 28 držav članic EU, Albanija, Armenija, Bosna in Hercegovina, Nekdanja jugoslovanska republika Makedonija, Gruzija, Kosovo, Moldavija, Črna gora, Norveška, Srbija, Švica, Ukrajina in Turčija.
Includes the commercial airlines, the military and the general aviation. 
Mednje spadajo tudi komercialne letalske družbe ter vojaško in splošno letalstvo.
AIRPORT OPERATORS Administer the airport facilities and coordinate and control the activities of the different actors present at the airports SESAR JOINT UNDERTAKING (SESAR JU) Responsible for the coordination and execution of R&D activities of the SESAR project as foreseen in the European ATM Master Plan SESAR DEPLOYMENT MANAGER (SDM) Responsible for the synchronised deployment of a selection of new ATM functionalities resulting from the SESAR project The history of the SES initiative 8. As far back as 1989, an estimated 4.2 billion US dollars per year6 was being lost to air-traffic control – induced delays, excessive air-traffic control costs and uneconomical flight trajectories. National governments were calling for initiatives such as a Central Flow Management Unit (to manage flows through the network) and a European Air Traffic Control Harmonisation and Integration Programme for technological harmonisation7. 
UPRAVLJAVEC UVAJANJA SESAR Odgovoren za sočasno uvedbo izbora novih funkcij upravljanja zračnega prometa, ki izhajajo iz projekta SESAR. Zgodovina pobude za enotno evropsko nebo 8. Že leta 1989 so izgube, ki so bile posledica zamud zaradi kontrol zračnega prometa, previsokih stroškov zaradi kontrol zračnega prometa in negospodarnih krivulj letov, po ocenah znašale 4,2 milijarde USD letno.6 Nacionalne vlade so pozivale k pobudam, kot sta na primer centralna enota za upravljanje pretoka zračnega prometa (za upravljanje tokov prek omrežja) in evropski program za usklajevanje in integracijo kontrole zračnega prometa (za tehnološko usklajevanje).7 6 7 Towards a Single System for Air Traffic Control in Europe, Consultant’s Final Report to the Association of European Airlines, september 1989.
The European Commission began to acknowledge the technological and institutional limitations of the air-traffic control system, such as fragmentation of airspace, a multiplicity of national air traffic control centres, a lack of effective decision making mechanisms and 6 7 “Towards a Single System for Air Traffic Control in Europe”, Consultant’s Final Report to the Association of European Airlines, September 1989. 
Evropska komisija se je vse bolj zavedala tehnoloških in institucionalnih omejitev sistema za kontrolo zračnega prometa, kot so razdrobljenost zračnega prostora, veliko število nacionalnih centrov za kontrolo zračnega prometa, pomanjkanje uspešnih mehanizmov odločanja in izvršilne pristojnosti ter drage zamude.
Citing a catastrophic level of delays the Commission presented plans for the creation of a Single European Sky initiative in 20018. 10. 
S sklicevanjem na katastrofalno stopnjo zamud je Komisija leta 2001 predstavila načrte za oblikovanje pobude za enotno evropsko nebo.8 10.
This introduced a performance scheme, a revised charging scheme and the requirements for functional airspace blocks. 
S tem so bili uvedeni načrt izvedbe, sprememba sistema pristojbin in zahteve za funkcionalne bloke zračnega prostora.
A Network Manager was created, as well as a Performance Review Body to support the development and management of the SES performance scheme. 
Ustanovljen je bil tudi upravitelj omrežja, pa tudi organ za oceno uspešnosti, ki naj bi zagotavljal podporo razvoju in upravljanju načrta izvedbe enotnega evropskega neba.
The framework also included several other Implementing Rules and Community Specifications (“technical standards”) to ensure the interoperability of systems. 
Okvir je zajemal tudi več drugih izvedbenih pravil in specifikacij Skupnosti („tehnični standardi”) za zagotovitev interoperabilnosti sistemov.
A more detailed timeline of the SES initiative is included in Annex I. EU financial support to the SESAR project 11. 
Podrobnejša časovnica pobude za enotno evropsko nebo je v Prilogi I. Finančna podpora EU projektu SESAR 11.
The EU’s financial support to the SES initiative, while originating from a variety of financial instruments, is essentially dedicated to the SESAR project. 
Finančna podpora EU pobudi za enotno evropsko nebo, ki izvira iz različnih finančnih instrumentov, je v bistvu namenjena projektu SESAR.
Support during SESAR’s definition and deployment phases was and is being awarded in the form of grants with co-financing rates of 50 % (definition phase) and ranging between 20 % and 85 % (deployment phase). 
Podpora v opredelitveni in uvajalni fazi SESAR se je in se še dodeljuje v obliki nepovratnih sredstev s stopnjo sofinanciranja v višini 50 % (opredelitvena faza) oziroma v višini med 20 % in 85 % (uvajalna faza).
8 9 Key documents supporting the Commission’s diagnosis include the Communication from the Commission on Air Traffic System Capacity Problems, COM(88) 577 final, January 1989; White Paper presented by the Commission “ATM - Freeing Europe’s Airspace”, 1996; COM(1999) 614 final/2 of 6.12.1999 “The creation of a Single European Sky”; Report of the High-Level Group (composed by senior representatives of civil and military air traffic authorities from Member States but including also contributions from airspace users, ANSPs, manufacturers and staff representatives), November 2000; and COM(2001) 123 final “An action programme on the creation of a Single European Sky”. 
Za razvojno fazo je bilo ustanovljeno javno-zasebno partnerstvo (Skupno podjetje SESAR), katerega 8 9 15 Ključni dokumenti v podporo ugotovitvam Komisije vključujejo sporočilo Komisije o problemih zmogljivosti sistema za zračni promet, COM(88) 577 final, januar 1989; belo knjigo ATM - Freeing Europe’s Airspace, ki jo je Komisija predstavila leta 1996; COM(1999) 614 final/2 z dne 6.12.1999 – The creation of a Single European Sky; poročilo skupine na visoki ravni (ki so jo sestavljali visoki predstavniki organov civilnega in vojaškega zračnega prometa iz držav članic, v njej pa so sodelovali tudi uporabniki zračnega prostora, izvajalci navigacijskih storitev zračnega prometa, proizvajalci in predstavniki zaposlenih), november 2000; ter COM(2001) 123 final – An action programme on the creation of a Single European Sky.
Regulations (EC) Nos 549/2004, 550/2004, 551/2004 and 552/2004 from the European Parliament and the Council, as subsequently amended. 
550/2004, št. 551/2004 in št. 552/2004 Evropskega parlamenta in Sveta, kakor so bile pozneje spremenjene.
Audit scope and approach 12. 
Obseg revizije in revizijski pristop 12.
In this audit the Court assessed whether the EU’s SES initiative has so far resulted in a more efficient European ATM. 
Sodišče je s to revizijo ocenilo, ali je pobuda EU za enotno evropsko nebo doslej privedla do učinkovitejšega evropskega upravljanja zračnega prometa.
To do this, we examined: - whether the SES initiative was justified; - whether the SES’s regulatory components, in particular the performance and charging schemes as well as the functional airspace blocks, have effectively contributed to a more efficient European ATM; - whether the SES’s technological component (the SESAR project) has made an effective contribution to the performance of European ATM. 
V ta namen je preučilo: - ali je bila pobuda za enotno evropsko nebo upravičena, - ali so regulativni elementi enotnega evropskega neba, zlasti načrt izvedbe in sistem pristojbin ter funkcionalni bloki zračnega prostora, uspešno prispevali k učinkovitejšemu evropskemu upravljanju zračnega prometa, - ali je tehnološki element enotnega evropskega neba (projekt SESAR) uspešno prispeval k smotrnosti evropskega upravljanja zračnega prometa.