natgillin/translations-raw huggingface dataset:
Inter alia, this shall cover aspects such as the socio-economic viability of connections or the interrelation between infrastructure and service provision through an increasing focus on service-related KPI. Furthermore, the Commission is promoting the use of implementing decisions for cross-border projects in order to ensure a closer monitoring of the projects. 2. 
Utvrderingen ska bl.a. omfatta sdant som anslutningars samhllsekonomiska brkraft, eller sambanden mellan infrastruktur och trafik, genom ett kat fokus p trafikrelaterade nyckelutfrandeindikatorer. Dessutom frmjar kommissionen anvndningen av genomfrandebeslut fr grnsverskridande projekt fr att skerstlla att projekten vervakas noggrannare. 2.
While it agrees in principle, the Commission cannot implement this action with immediate effect. 
Visserligen hller kommissionen med i princip, men den kan inte vidta denna tgrd omedelbart.
It will initiate the action as soon as possible and pursue it while preparing the new legislative proposal for TEN-T. 
Den kommer att inleda arbetet s snart som mjligt och driva detta nr det nya lagfrslaget fr TEN-T utarbetas.
In the context of the CEF for 2021-2027, the Commission proposes to strengthen the connection between the core network corridor work plans of the European Coordinators and the implementation of the CEF. 
Nr det gller FSE fr 2021Đ2027 freslr kommissionen att kopplingen mellan de europeiska samordnarnas arbetsplaner fr stomntskorridorerna och genomfrandet av FSE ska frstrkas.
In addition, there is enhanced synergy and complementarity between these Funds and the Connecting Europe Facility which will focus in particular on the "core network" while the ERDF and the Cohesion Fund will also provide support for the "comprehensive networkÓ. 
Dessutom finns det en frbttrad synergi och komplementaritet mellan dessa fonder och fonden fr ett sammanlnkat Europa som srskilt kommer att inriktas p ÓstomntetÓ, medan Eruf och Sammanhllningsfonden ocks kommer att ge std till det Óvergripande ntetÓ. 7
Recommendation 2 Đ EU co-funding support for high-speed rail infrastructure investments 1. The Commission accepts this recommendation. 
Rekommendation 2 Đ EU:s medfinansieringsstd till investeringar i infrastruktur fr hghastighetstg 1. Kommissionen godtar denna rekommendation.
It is however without prejudice to the outcome of the revision of the TEN-T Regulation. 
Det pverkar dock inte resultatet av versynen av TEN-T-frordningen.
The Commission partially accepts this recommendation, as outlined below. 
Kommissionen godtar delvis denna rekommendation enligt vad som frklaras nedan.
For Cohesion Funds and ERDF support in the post-2020 period, the Commission partially accepts the recommendation. 
Nr det gller stdet frn Sammanhllningsfonden och Eruf under perioden efter 2020 godtar kommissionen delvis denna rekommendation.
The existence of comprehensive transport planning at the appropriate level is proposed as an enabling condition. 
Att det finns en heltckande transportplanering p lmplig niv fresls som ett ndvndigt villkor.
The Commission has proposed that the transport plans take into account the anticipated impact of rail liberalisation. 7 
Kommissionen har freslagit att transportplanerna ska ta hnsyn till de frvntade effekterna av en liberalisering av jrnvgstrafiken.
As regards CEF, the Commission does not accept the recommendation as the fourth railway package imposes obligations on Member States while the CEF funding applies to all types of beneficiaries. 
Nr det gller FSE godtar kommissionen inte rekommendationen eftersom det fjrde jrnvgspaketet medfr skyldigheter fr medlemsstaterna, medan FSE-finansieringen gller fr alla typer av stdmottagare.
Therefore, it would not be effective to apply conditionality as CEF beneficiaries are not accountable for the introduction of competition on the supported infrastructure projects. 
Drfr vore det inte ndamlsenligt att tillmpa frhandsvillkor, eftersom FSE-stdmottagarna inte r ansvariga nr det gller att infra konkurrens i de infrastrukturprojekt som fr std.
As the results of such interventions are not immediate after the completion of the project but a certain time span is needed, it would make it difficult to retain the "performance bonus" for an eventual disbursement. 
Eftersom resultatet av sdana ingripanden inte uppstr omedelbart efter projektets slutfrande, utan det krvs en viss tid, skulle det vara svrt att hlla inne en ÓresultatbonusÓ fr en slutlig utbetalning.
Furthermore, the Commission also highlights that performance is dependent on factors outside of the control of the beneficiaries. 
Dessutom ppekar kommissionen att resultatet r beroende av faktorer som ligger utanfr stdmottagarnas kontroll.
Without linking EU funding to the delivery of results by the beneficiaries, the Commission nevertheless envisages to develop in the context of the CEF 2021-27 proposal a new set of key performance indicators which also cover results and impacts. 
Utan att koppla EU-finansieringen till stdmottagarnas uppndda resultat har kommissionen emellertid fr avsikt att utveckla en ny uppsttning nyckelutfrandeindikatorer som ven omfattar resultat och effekter i samband med frslaget till FSE 2021Đ2027.
It is then the responsibility of Member States, when selecting and implementing the eligible projects, to ensure that the latter effectively enable to achieve the consolidated objectives of the programmes. 
Sedan r det medlemsstaternas ansvar att se till att stdberttigade projekt som de vljer ut och genomfr verkligen gr det mjligt att uppn de samlade mlen fr programmen och fr att ge kommissionen en tillfredsstllande rapportering.
Rail projects are tendered and the procured contracts usually entail provisions regarding timely delivery and, outputs and results, with corresponding sanction mechanisms. 
Jrnvgsprojekt upphandlas och kontrakten brukar innehlla bestmmelser om leverans i tid och resultat, med motsvarande mekanismer fr pfljder.
These contracts are managed under the responsibility of the concerned contracting authorities / beneficiaries. 
Det r de berrda upphandlande myndigheterna/mottagarna som ansvarar fr att frvalta kontrakten.
The Commission accepts the recommendation and will implement it by ensuring stronger links between CEF funding, corridor work plans and implementing decisions. 
Kommissionen godtar denna rekommendation och kommer att genomfra den genom att skerstlla starkare kopplingar mellan FSE-finansiering, arbetsplaner fr korridorer och genomfrandebeslut.
Recommendation 3 - Simplifying cross-border constructions 1. The Commission accepts the recommendation. 
Rekommendation 3 - Frenkling av grnsverskridande byggprojekt 1. Kommissionen godtar denna rekommendation.
The proposal for a regulation on streamlining measures for advancing the realisation of the TEN-T, adopted as part of the 3rd Mobility Package, puts forward the requirement to apply only one public procurement framework for the cross-border projects which are developed by a single entity. 
I frslaget om rationaliseringstgrder fr att pskynda frverkligandet av TEN-T, som antogs som en del av det tredje mobilitetspaketet, ingr kravet p att endast en offentlig upphandlingsram ska tillmpas p grnsverskridande projekt som utvecklas av en enda enhet.
A legal instrument allowing the application of a legislation across the border would significantly simplify cross-border operations. 
Ett rttsligt instrument som gr det mjligt att tillmpa lagstiftning ven p andra sidan en grns skulle frenkla grnsverskridande verksamhet avsevrt.
Cross-border projects could be carried out using a single set of rules. 
Grnsverskridande projekt skulle kunna 8 genomfras med hjlp av en enda uppsttning regler.
Such a mechanism is part of the post 2020 cohesion package proposal adopted on 29 May 2018. 
En sdan mekanism ingr i det frslag till sammanhllningspolitiskt paket efter 2020 som antogs den 29 maj2018.
The Commission accepts the recommendation. The Commission accepts a facilitating role for this recommendation as the creation of one-stop shops falls within the responsibility of Member States. 
Kommissionen tar p sig att underltta genomfrandet av denna rekommendation, eftersom det r medlemsstaternas ansvar att inrtta en gemensam kontaktpunkt.
The proposal on the Smart TEN-T, adopted as part of the 3rd Mobility Package, will introduce a requirement for the Member States to establish single competent authority to control the integrated permit granting procedures applicable to the core TEN-T projects. 
Frslaget till Smart TEN-T, som antogs som en del av det tredje mobilitetspaketet, kommer att innebra ett krav p att medlemsstaterna ska inrtta en enda behrig myndighet fr att kontrollera de integrerade tillstndsfrfaranden som ska tillmpas p stomntet fr TEN-T.
The Border Focal Point could make good practices available and provide expert advice where possible. 
Kontaktpunkten fr grnserna skulle kunna informera om goda lsningar och erbjuda expertrdgivning nr s r mjligt.
The Border Focal Point was set up within the Commission services and consists of Commission experts in cross border issues, who offer advice to national and regional authorities, by gathering and sharing good practices through the creation of a new EU-wide online network. 
Kontaktpunkten fr grnserna inrttades inom kommissionens avdelningar och bestr av kommissionens experter p grnsverskridande frgor, som ger nationella och regionala myndigheter rd genom att samla in och dela god praxis och skapa ett nytt EU-omfattande webbaserat ntverk.
This platform is meant for border stakeholders to have a place to share experiences, and to discuss solutions and ideas for overcoming border obstacles. 
Plattformen r avsedd att ge berrda parter vid grnserna en plats dr de kan dela erfarenheter och diskutera lsningar och ider fr att hantera grnshinder.
This initiative is part of a wider Communication adopted, 20.9.2017 on "Boosting growth and cohesion in EU border regions", with a set of new actions and a list of ongoing initiatives, to help EU border regions grow faster and ever closer. 
Initiativet ingr i ett mer omfattande meddelande som antogs den 20 september 2017, om att strka tillvxt och sammanhllning i EU:s grnsomrden. Det bestr av en rad nya tgrder och en lista ver pgende initiativ som ska f EU:s grnsregioner att vxa snabbare och nrma sig varandra.
It is also mentioned in the regulation on a mechanism to resolve legislative and administrative obstacles in a cross border context adopted by the Commission on 29 May 2018. 
I frordningen nmns ocks en mekanism fr lsning av rttsliga och administrativa problem i ett grnsverskridande sammanhang, som kommissionen antog den 29 maj 2018.
The ERTMS European deployment plan and the 4th railway package provide a clear framework for ensuring interoperability. 
Den europeiska genomfrandeplanen fr ERTMS och det fjrde jrnvgspaketet skapar en tydlig ram fr att skerstlla driftskompatibilitet.
Recommendation 4 Đ Actions to improve high-speed rail operations for passengers 1. 
Rekommendation 4 Đ tgrder fr att frbttra hghastighetstrafiken fr passagerarna 1.
Technological enablers for single e-ticketing solutions are being developed through TAP TSIĐwhile further enhancement are being developed within Shift2Rail Innovation Programme 4 (e.g. towards multimodal e-wallets). 
Teknik fr gemensamma e-biljettlsningar hller p att utvecklas genom TAP TSI, samtidigt som ytterligare frbttringar utvecklas inom ramen fr Shift2Rail-innovationsprogram 4 (t.ex. multimodala elektroniska plnbcker).
The legislation (Directive EU 2016/2370) requires that by 31 December 2022, the Commission is obliged to present a report to the European Parliament and the Council on the availability of common information and through-ticketing systems, to be accompanied, if appropriate, by legislative proposals. 
Enligt lagstiftningen (direktiv EU 2016/2370) ska kommissionen senast den 31 december 2022 lgga fram en rapport till Europaparlamentet och rdet om tillgngligheten till gemensamma informationssystem och direktbiljettsystem, som vid behov ska tfljas av lagstiftningsfrslag.
The Commission will, by the end of 2019, have completed full compliance check of MS' national transposing measures. 
Fram till utgngen av 2019 kommer kommissionen att ha genomfrt en fullstndig kontroll av att kraven r uppfyllda i medlemsstaternas nationella infrlivandetgrder.
However, it recalls that cases of bad application (as opposed to transposition) can always be brought to its attention by operators later than 2019, in which case it will be obliged to act. 
Kommissionen pminner emellertid om att operatrer kan gra kommissionen uppmrksam p fall av bristfllig tillmpning (i motsats till infrlivande) efter 2019 och att kommissionen i s fall r skyldig att agera.
The Commission is also working actively with infrastructure managers to ensure cooperation of mark-ups for cross-border operations. 
Kommissionen arbetar ocks aktivt med infrastrukturfrvaltare fr att skerstlla samarbete i frga om pslag fr grnsverskridande verksamhet.
However, cases of bad application (as opposed to transposition) can always be brought to its attention by operators later than 2019, in which case it will be obliged to act. 
9
Regarding (i), during the foreseen revision of Commission Regulation EU 2015/1100 on the reporting obligations of Member States in the framework of rail market monitoring, the Commission will propose that the Member States collect punctuality data separately for conventional long distance and high speed services. 
Nr det gller punkt i kommer kommissionen under den planerade versynen av kommissionens frordning (EU) 2015/1100 om medlemsstaternas rapporteringsskyldigheter inom ramen fr vervakning av jrnvgsmarknaden att fresl att medlemsstaterna ska samla in uppgifter om punktlighet separat fr konventionell lngdistanstrafik och hghastighetstrafik.
If Member States accept the proposal the data could become available as from 2020 and will be disseminated in the two-yearly Rail Market monitoring reports. 
Om medlemsstaterna godtar frslaget skulle uppgifterna kunna bli tillgngliga frn och med 2020 och kommer att offentliggras i vervakningsrapporterna om jrnvgsmarknaden vartannat r.
The reports of operators currently published in the ERADIS website of ERA as requested in the Passenger Rights Regulation (EC)1371/2007report on satisfaction against individual service quality standards. 
Operatrernas rapporter som i nulget offentliggrs p ERA:s Eradis-webbplats i enlighet med frordning (EG) nr 1371/2007 om rttigheter fr tgresenrer innehller uppgifter om kundnjdhet i frhllande till enskilda tjnstekvalitetsnormer.
Introducing harmonised reporting at EU level would entail an additional administrative burden., since operators would be obliged to report not only to their individual service quality standards but conform to harmonised EU requirements. 
Att infra en harmoniserad rapportering p EU-niv skulle medfra ytterligare en administrativ brda, eftersom operatrerna d inte enbart skulle behva rapportera enligt sina egna tjnstekvalitetsnormer utan ven uppfylla harmoniserade EU-krav.
In order to improve transparency and reporting quality at the level of 9 operators, the Commission has recently proposed in its Recast of the Rail Passenger Rights Regulation (EC)1371/2007 (COM(2017)548 final) a more standardised approach to reporting including more detailed minimum service quality standards for customers satisfaction surveys in its Annex III, point I (2). 
Fr att frbttra insynen och rapporternas kvalitet p operatrsniv har kommissionen nyligen i sin omarbetning av frordning (EG) nr 1371/2007 om rttigheter fr tgresenrer (COM(2017)548 final) lagt fram frslag till en mer standardiserad metod fr rapporteringen, bl.a. genom mer detaljerade miniminormer fr tjnstekvalitet som ska anvndas i kundenkter, se bilaga III.I.2.
Furthermore, given its objective of rail liberalisation, the Commission does not consider that it is for the Commission to assess competing market players against each other. 
Med tanke p kommissionens mlsttning att liberalisera jrnvgsmarknaden anser den inte heller att det r dess uppgift att bedma marknadsaktrer i frhllande till varandra.
The Commission accepts this recommendation. In 2017, the Commission launched a comprehensive study on the internalisation of external costs, with the aim of assessing the extent to which the "user pays" and "polluter pays" are implemented in the EU countries across modes. 
Kommissionen godtar denna rekommendation. r 2017 inledde kommissionen en omfattande underskning av internaliseringen av externa kostnader i syfte att bedma i vilken omfattning Óanvndaren betalarÓ och Ófrorenaren betalarÓ tillmpas i EU-lnderna inom olika transportslag.
Providing the relevant methodologies and data also serves the purpose of facilitating the future implementation of these principles by the responsible Member States. 10 
Att tillhandahlla relevanta metoder och uppgifter bidrar ocks till att underltta de ansvariga medlemsstaternas tillmpning av dessa principer framver. 10
Event Date Adoption of Audit Planning Memorandum (APM) / Start of audit 25.1.2017 Official sending of draft report to Commission (or other auditee) 4.5.2018 Adoption of the final report after the adversarial procedure 13.6.2018 CommissionŐs (or other auditeeŐs) official replies received in all languages English: 25.6.2018 Other languages: 12.7.2018 ISBN 978-92-847-0098-1 doi:10.2865/105814 QJ-AB-18-014-EN-N 
Hndelse Datum Revisionsplanen antogs/Revisionen inleddes 25.1.2017 Den preliminra rapporten skickades till kommissionen (eller andra revisionsobjekt) 4.5.2018 Den slutliga rapporten antogs efter det kontradiktoriska frfarandet 13.6.2018 Kommissionens (eller andra revisionsobjekts) officiella svar hade tagits emot p alla sprk Engelska 25.6.2018 vriga sprk: 12.7.2018 ISBN 978-92-847-0123-0 doi:10.2865/673697 QJ-AB-18-014-SV-N
Since 2000, the EU has been investing Ű23.7 billion into high speed rail infrastructure. 
Sedan r 2000 har EU investerat 23,7 miljarder euro i jrnvgsinfrastruktur fr hghastighetstrafik.
There is no realistic long term EU plan for high speed rail, but an ineffective patchwork of national lines not well linked since the European Commission has no legal tools and no powers to force Member States to build lines as agreed. 
Det finns ingen realistisk lngsiktig plan fr hghastighetstrafiken p jrnvg, utan fortfarande bara ett ondamlsenligt lapptcke av nationella banor som inte r vl sammanlnkade, eftersom Europeiska kommissionen inte har ngra rttsliga verktyg eller befogenheter att tvinga medlemsstaterna att bygga de banor man kommit verens om.
Cost-efficiency is at stake, because not everywhere very high speed lines are needed, as the cost per minute of saved travel time is very high, going up to Ű369 million, and as the average speeds only amount to 45 % of the maximum capacity, while cost overruns and construction delays are the norm rather than the exception. 
Kostnadseffektiviteten ifrgastts, eftersom banor fr mycket hga hastigheter inte behvs verallt och kostnaderna per intjnad minut i restid r mycket hga, upp till 369 miljoner euro, samtidigt som genomsnittshastigheterna bara r 45 % av maxkapaciteten och verskridandet av kostnader och frseningar i arbetet r regel snarare n undantag.
Sustainability is low, effectiveness of the investments is lacking and EU added value is at risk with three out of seven completed lines having low passenger numbers leading to a high risk of ineffective spending of Ű2.7 billion EU co-funding. 
Den ekonomiska hllbarheten r lg, ndamlsenligheten i investeringarna bristfllig och det europeiska mervrdet tveksamt, d tre av sju frdigbyggda banor har lga passagerarantal och 2,7 miljarder euro i EU-medfinansiering riskerar att ha anvnts p ett ondamlsenlig stt.
Moreover, nine out of 14 lines and stretches have insufficiently high numbers of passengers, and 11 000 national rules still exist, although the Court already asked in 2010 to lift these technical and administrative barriers. 
Dessutom r antalet potentiella passagerare fr 9 av de 14 granskade banorna eller strckorna inte tillrckligt stort, och det finns fortfarande 11 000 nationella regler, trots att revisionsrtten redan 2010 ppekade att dessa tekniska och administrativa hinder mste avlgsnas.
EN 2018 Special Report NO 20 The African Peace and Security Architecture: need to refocus EU support (pursuant to Article 287(4), second subparagraph, TFEU) 
SV 2018 Srskild rapport nr 20 Den afrikanska freds-och skerhetsstrukturen: EU:s std behver riktas om (i enlighet med artikel 287.4 andra stycket i EUF-frdraget)
This performance audit was carried out by Audit Chamber III External actions/Security and justice, headed by ECA Member Bettina Jakobsen. 
Denna effektivitetsrevision utfrdes av revisionsrttens avdelning III yttre tgrder, skerhet och rttvisa, dr ledamoten Bettina Jakobsen r ordfrande.
The audit was led by ECA Member Juhan Parts, supported by Ken-Marti Vaher, Head of Private Office and Margus Kurm, Private Office Attach; Sabine Hiernaux-Fritsch, Principal Manager; Karel Meixner, Head of Task; Alina Milasiute, Dirk Neumeister and Piotr Zych, Auditors. 
Revisionsarbetet leddes av ledamoten Juhan Parts med std av Ken-Marti Vaher (kanslichef) och Margus Kurm (attach), Sabine Hiernaux-Fritsch (frstechef), Karel Meixner (uppgiftsansvarig) samt Alina Milasiute, Dirk Neumeister och Piotr Zych (revisorer).
From left to right: Karel Meixner, Margus Kurm, Ken-Marti Vaher, Torielle Perreur-Lloyd, Juhan Parts, Dirk Neumeister, Piotr Zych, Alina Milasiute. 
Frn vnster till hger: Karel Meixner, Margus Kurm, Ken-Marti Vaher, Torielle Perreur-Lloyd, Juhan Parts, Dirk Neumeister, Piotr Zych och Alina Milasiute.
Conclusions and recommendations Annex I - Breakdown of the EU funding provided to each organisation supported Annex II - Decision-making procedures of the African Peace Facility Annex III - List of Contracts audited and APSA strategic priorities Annex IV - ECA overview of contractsŐ assessments Replies of the Commission and the EEAS 3 61 - 64 
Bilaga I Đ Frdelningen av EU-medel mellan organisationer som fr std Bilaga II Đ Beslutsfrfaranden inom den fredsbevarande resursen fr Afrika Bilaga III Đ Lista ver granskade kontrakt och Apsas strategiska prioriteringar Bilaga IV Đ Revisionsrttens versikt ver kontraktsbedmningar Kommissionens och utrikestjnstens svar 3
ACRONYMS AND ABBREVIATIONS 1 APF African Peace Facility APSA African Peace and Security Architecture AU African Union AUC African Union Commission CEWS Continental Early Warning System ECCAS Economic Community of Central African States ECOWAS Economic Community of West African States JAES Joint Africa-EU Strategy JFA Joint Financing Arrangement PSC Peace and Security Council PSD Peace and Security Department RIP Regional Indicative Programme SRO Sub-Regional Organisation 
AKRONYMER OCH F RKORTNINGAR 1 APF den fredsbevarande resursen fr Afrika Apsa den afrikanska freds-och skerhetsstrukturen AU Afrikanska unionen AUC Afrikanska unionens kommission CEWS kontinentalt system fr tidig varning Eccas Centralafrikanska staternas ekonomiska gemenskap Ecowas Vstafrikanska staters ekonomiska gemenskap JAES gemensam strategi EUĐAfrika JFA gemensamt finansieringsarrangemang PSC freds-och skerhetsrdet PSD avdelningen fr fred och skerhet RIP regionalt vgledande program SRO subregional organisation
EXECUTIVE SUMMARY I. The member states of the African Union (AU) established the African Peace and Security Architecture (APSA) in 2002 as a long-term structural response to the peace and security challenges on the African continent. 
SAMMANFATTNING I. Medlemsstaterna i Afrikanska unionen (AU) inrttade den afrikanska freds-och skerhetsstrukturen (Apsa) 2002 som ett lngsiktigt strukturellt svar p freds-och skerhetsutmaningarna p den afrikanska kontinenten.