natgillin/translations-raw huggingface dataset:
High-speed passenger services are generally conceived as serving the market between important urban areas capable of competing with road and short-haul air transport; offering point-to-point journeys that are reliable, comfortable and above all fast is therfore of prime importance. for freight transport, the rationale is different; the longer the journey the more potential there is for rail to be competitive vis-à-vis other modes of transport, especially roads. travelling across more than one national network is necessary for longer distance trans-european routes. 33 special report no 8/2010 – Improving transport performance on trans-european rail axes: Have eu rail infrastructure investments been effective? 
PrevOzna zmOGljIvOst na OdsekIh, v IzGradnjO katerIh je v OkvIrU PrednOstnIh PrOjektOv vlaGala eU 49. potniške storitve visokih hitrosti so običajno namenjene trgu med pomembnimi urbanimi območji, kjer lahko konkurirajo cestnemu prometu in kratkim poletom, zato je najpomembneje, da so potovanja med posameznimi točkami zanesljiva, udobna, predvsem pa hitra. za tovorni promet so načela jasna: daljša kot je pot, laže železnica konkurira drugim vrstam prometa, še posebej cestnemu prometu. pri daljših vseevropskih poteh se potovanju čez več kot eno nacionalno omrežje ni mogoče izogniti. 33 posebno poročilo št. 8/2010 – Izboljševanje prevozne zmogljivosti na vseevropskih železniških oseh: ali so bile investicije eU v železniško infrastrukturo uspešne?
50. when it is completed and in service, the extent to which rail infrastructure is fully used depends on rail services operating as anticipated. the court examined: ο whether transport performance is in line with expectations, on the one hand on sections dedicated to high-speed passenger services, and on the other, on conventional sections for freight or mixed use; and ο the extent to which system constraints limit the performance on the axes on which the eu co-financed sections are located and the progress made to alleviate them. 
50. ko je železniška infrastruktura dokončana in obratuje, je popolna izkoriščenost odvisna od tega, ali železniške storitve potekajo, kot je bilo predvideno. sodišče je preverilo: ο ali je prevozna zmogljivost na odsekih, namenjenih potniškim storitvam visokih hitrosti, in na konvencionalnih odsekih za tovorni ali mešani promet v skladu s pričakovanji; ο v kolikšni meri sistemske ovire omejujejo zmogljivost na oseh z odseki, ki jih je sofinancirala eU, in kakšen je napredek pri odpravljanju teh omejitev.
51. Annex VI shows the status of use of the eu co-financed sections reviewed for the audit. 
51. v Prilogi VI je prikazano stanje glede uporabe odsekov, pregledanih pri reviziji, ki jih je sofinancirala eU.
Photo 4 – AVE High-speed passenger train at Chamartin station before departure on the Madrid-Segovia-Valladolid line passing through the 28 km Guadarrama tunnel © european court of auditors, march 2009. 
Fotografija 4 – Potniški vlak visokih hitrosti AVE na postaji Chamartin pred odhodom na progo Madrid–Segovia–Valladolid, ki vodi skozi 28-kilometrski predor Guadarrama © evropsko računsko sodišče, marec 2009.
34 special report no 8/2010 – Improving transport performance on trans-european rail axes: Have eu rail infrastructure investments been effective? 
34 posebno poročilo št. 8/2010 – Izboljševanje prevozne zmogljivosti na vseevropskih železniških oseh: ali so bile investicije eU v železniško infrastrukturo uspešne?
35 PErforMaNCE oN sECTIoNs DEDICaTED To hIGh-sPEED PassENGEr sErVICEs Is IN lINE WITh EXPECTaTIoNs 52. eight of the 21 sections reviewed for the audit contributed to the construction of new high-speed passenger lines, of which, at the time of the audit, seven are in service (Photo 4). rail services are running as expected on six of these lines, and the problems delaying the commencement of full rail services on the other line have recently been resolved (Hsl Zuid). project promoters typically predicted that the projects would have significant impacts in the target markets, and data available shows that actual performance achieved has been in line with these expectations (see Box 9). the fact that this infrastructure is dedicated to well defined and homogenous services means that its use, while highly technical, is not complicated by the need to accommodate a mixed use. 
35 zmOGljIvOst na OdsekIh, kI sO namenjenI POtnIškIm stOrItvam vIsOkIh hItrOstI, je v skladU s PrIčakOvanjI 52. osem od 21 odsekov, pregledanih pri reviziji, je prispevalo k izgradnji novih potniških prog za visoke hitrosti, od katerih jih je v času revizije obratovalo sedem (fotografija 4). železniške storitve na šestih od teh prog potekajo v skladu s pričakovanji, težave, ki so povzročale zamudo pri začetku polnega obratovanja na sedmi progi, pa so bile nedavno odpravljene (HSL Zuid). pobudniki projektov so predvideli, da bodo imeli projekti pomemben učinek na ciljnih trgih, in dostopni podatki kažejo, da je dejanski doseženi učinek v skladu s temi pričakovanji (glej okvir 9).
36 for sECTIoNs sUPPorTING CoNVENTIoNal frEIGhT or MIXED TraffIC, TraNsPorT PErforMaNCE has NoT yET MET EXPECTaTIoNs 53. of the sections reviewed for the audit, 13 related to infrastructure for mixed use or for freight, of which only five had entered service. these sections generally had as their objectives the alleviation of bottlenecks, increasing capacity and shortening journey times (see also Box 10 regarding the alpine tunnels). 
36 na OdsekIh za kOnvencIOnalnI tOvOrnI alI mešanI PrOmet PrevOzna zmOGljIvOst še nI IzPOlnIla PrIčakOvanj 53. od revidiranih odsekov se jih 13 nanaša na infrastrukturo za mešani ali tovorni promet, od teh pa jih obratuje le pet. namen teh odsekov je bil večinoma lajšanje ozkih grl, večanje zmogljivosti in krajšanje potovalnih časov (glej tudi okvir 10 v zvezi z alpskima predoroma).
54. the achievement of performance objectives on the five sections that are in service has been problematic to the extent that none are yet being used as planned. the main factors influencing the achievement of performance objectives are those relating, on the one hand, to the demand for services that could potentially operate on the infrastructure and, on the other, to interoperability and other constraints in the rail system that cause trans-european rail services to be interrupted. this confirms that overall progress on trans-european rail transport depends on achieving synergies between the effects of legislative measures in respect of markets and interoperability and co-financing policy measures, a view also emphasised by the co-ordinators28. 
54. Doseganje ciljev v zvezi z zmogljivostjo je bilo na petih odsekih, ki že obratujejo, problematično, saj se še nobeden ne izkorišča, kot je bilo predvideno. glavni dejavniki, ki vplivajo na doseganje ciljev v zvezi z zmogljivostjo, so po eni strani povezani s povpraševanjem po storitvah, ki so mogoče na tej infrastrukturi, po drugi strani pa z interoperabilnostjo in drugimi ovirami v železniškem sistemu, ki povzročajo prekinitve vseevropskih železniških storitev. to potrjuje, da je splošni napredek vseevropskega železniškega prometa odvisen od doseganja sinergij med učinkom zakonodajnih ukrepov v zvezi s trgi in interoperabilnostjo ter ukrepi politike sofinanciranja, kar so poudarili tudi koordinatorji28.
28 position paper of the european transport coordinators: mr. karel van miert, mr. etienne davignon, mr. carlo secchi, mr. laurens jan brinkhorst, mr. péter balàzs, ms. karla peijs, mr. luìs valente de oliveira, mr. pavel telička, mr. karel vinck on the future of ten-t policy, brussels, 6 october 2009. special report no 8/2010 – Improving transport performance on trans-european rail axes: Have eu rail infrastructure investments been effective? 
28 miert, karel van, Davignon, etienne, secchi, carlo, brinkhorst, laurens jan, balàzs, péter, peijs, karla, oliveira, luìs valente De, telička, pavel, vinck, karel: Position paper of the European Transport Coordinators on the Future of TEN-T Policy (stališče evropskih koordinatorjev za promet v zvezi s prihodnostjo politike ten-t), bruselj, 6. oktober 2009. posebno poročilo št. 8/2010 – Izboljševanje prevozne zmogljivosti na vseevropskih železniških oseh: ali so bile investicije eU v železniško infrastrukturo uspešne?
BoX 10 37 sPECIal sECTIoNs: ThE alPINE TUNNEls aT BrENNEr aND MoNT-CENIs these are particularly large scale sections creating tunnels between austria and Italy (brenner) and france and Italy (mont-cenis) to facilitate more efficient freight and passenger transport by avoiding the need to traverse over the alps via the existing restricted routes, which is undesirable from both a transport and an environmental perspective. while anticipating mixed use, the tunnels have freight transport as their primary focus; project promoters expect to have a transformational market impact on the target routes by facilitating significantly higher freight volumes than is currently possible, gaining significant overall market share compared to other transport modes. the projects are long term endeavours spanning 10-15 years which are currently in their planning and exploratory phases. 
OkvIr 10 37 POsebna Odseka: alPska PredOra brenner In mOnt cenIs odseka predorov med avstrijo in Italijo (brenner) ter francijo in Italijo (mont cenis) sta še posebej velika in namenjena omogočanju učinkovitejšega tovornega in potniškega prometa, saj se z njima lahko izognemo prečkanju alp po obstoječih omejenih progah, kar je prednost z vidika prometa in okolja. Čeprav se pričakuje mešani promet, sta predora namenjena predvsem tovornemu prometu. pobudniki projektov pričakujejo, da bodo na teh progah z omogočanjem prevoza veliko večjih količin tovora, kot so mogoče zdaj, dosegli preoblikovanje trga in da bodo pridobili pomemben tržni delež v primerjavi z drugimi vrstami prometa. projekta sta dolgoročna, trajala bosta 10–15 let, zdaj pa sta v fazi načrtovanja in raziskav.
38 systeM constraints have a negative effect which can be siMilar in scale to the perforMance gains resulting froM costly infrastructure investMents 55. the use which is made of rail infrastructure depends on a variety of factors, including general economic conditions29, related developments at ports, tunnels etc (see Box 11) and also investment elsewhere in the rail system (see Box 12). 
38 sisTemske ovire imajo negaTiven učinek, ki je po razsežnosTi primerljiv z izboljšanjem zmogljivosTi zaradi dragih vlaganj v inFrasTrukTuro 55. Izkoristek železniške infrastrukture je odvisen od različnih dejavnikov, vključno s splošnimi gospodarskimi pogoji29, povezanim razvojem infrastrukture v pristaniščih, razvojem predorov itn. (glej okvir 11), pa tudi z vlaganji v železniški sistem drugje (glej okvir 12).
56. system constraints are also of considerable importance. for trans-european high-speed passenger services such as those operated between paris, brussels and london, specific arrangements are made to ensure that trains do not have to stop at borders. for example, locomotives are equipped to be interoperable with multiple traction energy and train control (signalling) systems, and there is agreement about operational rules governing these specific lines etc. whilst complicated, this is made possible because the service is dedicated to this single purpose, and there is a clear willingness of the part of the main stakeholders to address potential problems. 
56. sistemske ovire so prav tako precej pomembne. za vseevropske potniške storitve visokih hitrosti, na primer med parizom, brusljem in londonom, je zagotovljeno, da se vlakom ni treba ustavljati na mejah. na primer, lokomotive so opremljene tako, da so interoperabilne z več odjemnimi sistemi pogonske energije in sistemi za nadzor vlakov (signalizacijo), obstajajo dogovori o operativnih predpisih za te proge itn. Čeprav je to zapleteno, je izvedljivo, ker so proge namenjene samo eni vrsti storitev in ker so zainteresirane strani pripravljene reševati morebitne težave.
Photo 6 – Stock of wagon axles at the TRANSFESA gauge changing facility at Cerbère on the France / Spain border © european court of auditors, february 2009. 
Fotografija 6 – Zaloga vagonskih osi pri napravi za menjavo tirne širine TRANSFESA v Cerbèreu na francosko-španski meji © evropsko računsko sodišče, marec 2009.
29 report from the commission to the council and the european parliament, second report on monitoring development of the rail market, com(2009) 676 final, brussels, 18.12.2009. special report no 8/2010 – Improving transport performance on trans-european rail axes: Have eu rail infrastructure investments been effective? 
29 poročilo komisije svetu in evropskemu parlamentu, Drugo poročilo o spremljanju razvoja trga storitev v železniškem prometu, com(2009) 676 konč., bruselj, 18.12.2009. posebno poročilo št. 8/2010 – Izboljševanje prevozne zmogljivosti na vseevropskih železniških oseh: ali so bile investicije eU v železniško infrastrukturo uspešne?
39 BoX 11 sECTIoNs of INfrasTrUCTUrE WhosE EXPloITaTIoN CaN BE rEalIsED oNly WhEN oThEr DEVEloPMENTs TaKE PlaCE the betuweroute runs in an east-west direction between the port of rotterdam and the border between the netherlands and germany; it is dedicated solely to freight traffic. whilst the line infrastructure became fully available for rail services in june 2007, with a realistic maximum capacity of 380 trains a day on average, 20 trains a day are currently running which is expected to increase to 150 per day by 2013: the phasing-in of locomotives compatible with the ertms level 2 signalling system has been a limiting factor to date. 
39 OkvIr 11 OdsekI InfrastrUktUre, katerIh IzkOrIščanje se lahkO začne, šele kO bOdO razvIte drUGe InfrastrUktUre proga betuweroute poteka med pristaniščem v rotterdamu in mejo med nizozemsko in nemčijo v smeri vzhod–zahod, namenjena pa je samo tovornemu prometu. Infrastruktura proge je od junija 2007 popolnoma na voljo za železniške storitve. njena največja realna zmogljivost je v povprečju 380 vlakov na dan, zdaj pa jo na dan prevozi 20 vlakov. po pričakovanjih naj bi se to število do leta 2013 povečalo na 150. postopno uvajanje lokomotiv, ki so združljive s signalnim sistemom druge stopnje evropskega sistema za vodenje železniškega prometa, je še vedno omejevalni dejavnik. pričakuje se, da bo promet narasel na 380 vlakov na dan, ko bo zaključen načrtovani razvoj pristaniškega objekta maasvlakte 2.
It is anticipated that traffic will increase to 380 per day after planned developments of the second maasvlakte at the port have been realised. the utilisation of the eu co-financed section being constructed at kufstein-Innsbruck, on the brenner corridor between münchen and verona, will be constrained by the volume of traffic that can cross the mountain pass at the brennersee station. this situation will be significantly improved only in 2022, when the rail lines through the brenner base tunnel currently under construction come into operation on the corridor. the exploitation of the perpignan-figueras international section depends in part on the flows of freight traffic between spain and france, and developments that take place at ports (such as barcelona) will have an important influence. 
Uporaba odseka, ki ga sofinancira eU in ki se gradi na relaciji kufstein–Innsbruck v brennerskem koridorju med münchnom in verono, bo omejena s količino prometa, ki lahko prečka gorski prelaz pri postaji brennersee. stanje se bo bistveno izboljšalo šele leta 2022, ko bodo v koridorju začele obratovati železniške proge skozi predor brenner, ki so trenutno v gradnji. Izkoriščanje mednarodnega odseka perpignan–figueras je deloma odvisno od pretoka tovornega prometa med španijo in francijo. razvoj infrastrukture, ki poteka v pristaniščih (na primer v barceloni), bo imel na to pomemben vpliv.
57. However, the situation for conventional lines which support mixed freight and passenger use is more problematic. crossing borders between some national rail systems remains complicated to the extent that many trans-european rail services are interrupted by the necessity to stop at border locations. the court observed various complications, including differences in gauge, traction energy, train control (signalling) systems, train length and operational rules. additional reasons why trains have to stop are non acceptance of rolling stock authorised for use in other member states, train crew training and certification, technical and commercial controls, real-time traffic management (see Annex VII for a review of these problems together with examples from the sections sampled for the audit and the trans-european axes on which they are located). whilst these complications at the borders do not necessarily individually entail significant delays, their cumulative effect can be significant, in particular they can lead to traffic management problems, running the risk of traffic jams and consequent delay (see Box 13). 
8/2010 – Izboljševanje prevozne zmogljivosti na vseevropskih železniških oseh: ali so bile investicije eU v železniško infrastrukturo uspešne? 57. pri konvencionalnih progah za tovorni in potniški promet pa je stanje bolj problematično. prečkanje meja med nekaterimi nacionalnimi železniškimi sistemi ostaja zapleteno, ker je veliko vseevropskih železniških storitev prekinjenih zaradi nujnega ustavljanja na mejah. sodišče je opazilo različne ovire, vključno z razlikami v tirni širini, pogonski energiji, sistemih za nadzor vlakov (signalizacijo), dolžinah vlakov in operativnih predpisih. med dodatne razloge, zaradi katerih se morajo vlaki ustavlja-ti, sodijo: zavračanje tirnih vozil, ki so dovoljena za uporabo v drugih državah članicah, nepriznavanje usposobljenosti in spričeval vlakovnega osebja, tehnične in komercialne kontrole, upravljanje prometa v realnem času (glej Prilogo VII, v kateri je naveden pregled teh težav s primeri, ki so se zgodili na odsekih iz revizijskega vzorca ter vseevropske osi, na katerih so ti odseki).
Photo 7 – Traffic control facility at Brennersee station © european court of auditors, february 2009. 
Fotografija 7 – Objekt za nadzor prometa na postaji Brennersee © evropsko računsko sodišče, februar 2009.
40 special report no 8/2010 – Improving transport performance on trans-european rail axes: Have eu rail infrastructure investments been effective? 
40 posebno poročilo št. 8/2010 – Izboljševanje prevozne zmogljivosti na vseevropskih železniških oseh: ali so bile investicije eU v železniško infrastrukturo uspešne?
18), checking that the train is properly constituted and that the braking system is fully operational. the train, which is equipped with two locomotives, is driven by a single german-speaking driver. entering the austrian rail network at kufstein, no changes are necessary to the train because the operational rules in germany and austria are harmonised, the respective rail authorities formally accept each other’s standards regarding certain small differences. a third locomotive is added to assist in the ascent to brennersee (see Photo 8). on reaching the mountain-top brennersee station (austria-Italy border), shunting is carried out to remove the two locomotives no longer required. other tasks made necessary by differences between the Italian and austrian operational rules are carried out, namely: ο change of driver: Italian operational rules require two Italian–speaking drivers (licensed to drive in Italy), who replace the single german speaking driver (licensed to drive in germany and austria); ο change of tail markers: in germany and austria, reflective boards are required at the back of the train)30, whereas it is not acceptable to carry reflective boards in Italy where illuminated tail lights are required (see Photo 9, p. 
OkvIr 13 41 POt tOvOrneGa vlaka Iz mÜnchna na POstajO brennersee tehnična in komercialna kontrola se opravita pred odhodom iz münchna (glej fotografijo 2), pri čemer se preveri, ali so lokomotiva in vagoni pravilno speti, ali zavorni sistemi delujejo ter ali so zadnje luči pravilno nameščene. vlak, ki ima dve lokomotivi, vozi ensam nemško govoreči strojevodja. ob vstopu v avstrijsko železniško omrežje pri kufsteinu spremembe niso potrebne, ker so operativni predpisi v nemčiji in avstriji usklajeni, železniški organi obeh držav pa pri manjših razlikah formalno sprejemajo standarde druge države. za pomoč pri vzponu na brennersee se doda še tretja lokomotiva (glej fotografijo 8). ob prihodu na postajo brennersee na vrhu gore (avstrijsko-italijanska meja) se izvede ranžiranje, da se odklopi lokomotivi, ki nista več potrebni. Izvedejo se še druge zamenjave, ki so potrebne zaradi razlik med italijanskimi in avstrijskimi operativnimi predpisi, in sicer: ο zamenjava strojevodje: po italijanskih obratovalnih pravilih morata vlak voziti dva italijansko go-voreča strojevodja (z dovoljenjem za vožnjo v Italiji), ki zamenjata nemško govorečega strojevodjo (z dovoljenjem za vožnjo v nemčiji in avstriji); ο zamenjava zadnjih svetlobnih oznak: v nemčiji in avstriji so obvezni svetlobni odbojniki na zadnji strani vlaka)30, v Italiji pa svetlobni odbojniki niso dovoljeni, saj so tam obvezne zadnje luči (glej fotografijo 9 str.
47). although a technical control was carried out before leaving münchen and the journey to verona is only 448 km (namely less than the maximum 700 km required by Italian regulations), a further control is carried out at brennersee station which takes about 25 minutes. this additional control is carried out because the Italian ru does not accept the technical control done by the german railway undertaking in münchen. no such additional control is carried out on the journey in the opposite direction because the german railway undertaking accepts the control done earlier by its Italian counterpart. 
47). Čeprav je bila tehnična kontrola izvedena pred odhodom iz münchna in čeprav je pot do verone dolga le 448 km (največ 700 km, kot dovoljujejo italijanski predpisi), se na postaji brennersee izvede dodatna kontrola, ki traja približno 25 minut. ta kontrola se izvede, ker italijanski prevoznik v železniškem prometu ne priznava kontrole, ki jo je opravil nemški prevoznik v münchnu. na poti v nasprotno smer se dodatna kontrola ne izvaja, saj nemški prevoznik v železniškem prometu priznava kontrolo, ki jo je prej opravil italijanski prevoznik.
58. making progress on alleviating such constraints has the potential to facilitate improvements in trans-european transport that are of comparable scale to performance gains that result from significant investments in infrastructure (Table 4 shows a comparison from priority project 1). such progress would entail more in terms of co-operation between member states authorities than financial investment in infrastructure. 
58. napredek pri odpravljanju teh omejitev lahko privede do izboljšav v vseevropskem prometu, ki so primerljive z izboljšavami zaradi velikih vlaganj v infrastrukturo (v tabeli 4 je primerjava za prednostni projekt 1). tak napredek bi pomenil več za sodelovanje med organi držav članic kot finančno vlaganje v infrastrukturo.
42 TaBlE 4 The journey time saved by constructing a new high speed line between Nürnberg and Ingol-stadt in Germany at an overall cost of 2 336 million euro (with EU co-financing of 134 million euro from TEN-T) The additional time needed for a technical control for trains entering Italy at the Brennersee station at the Austrian-Italian border, because the Italian railway undertaking does not accept the technical control already carried out at the point of departure in München by its German counterpart 25 MINUTEs saVED aND 25 MINUTEs DElay oN PrIorITy ProjECT 1 25 minutes special report no 8/2010 – Improving transport performance on trans-european rail axes: Have eu rail infrastructure investments been effective? 
42 tabela 4 Čas, ki se na poti med Nürnbergom in Ingol-stadtom v Nemčiji prihrani zaradi izgradnje nove proge za visoke hitrosti s skupnimi stroški 2 336 milijonov EUR (s sofinanciranjem EU v višini 134 milijonov EUR iz TEN-T). Dodatni čas, ki je potreben za tehnično kontrolo vlakov, ki vstopajo v Italijo na postaji Brennersee na avstrijsko-italijanski meji, ker italijanski prevoznik v železniškem prometu ne priznava tehničnih kontrol, ki jih je pred odhodom iz Münchna izvedel nemški prevoznik. 25 PrIhranjenIh mInUt In 25 mInUt zamUde PrI PrednOstnem PrOjektU 1 25 minut posebno poročilo št.