natgillin/translations-raw huggingface dataset:
The availability of connections is important: some high-speed lines have a large number of connections (e.g. 50-60 per day in Germany), while two of the four audited lines in Spain (Madrid-Santiago and Madrid-Len) and the two audited French lines had very few connections. (iv) Some of the audited routes are not practicable by conventional rail; for example, travelling from Rome to Turin by conventional rail takes over 20 hours. 
Antalet avgngar r viktigt: vissa hghastighetsbanor har ett stort antal avgngar (t.ex. 50Đ60 per dag i Tyskland), medan tv av fyra banor som vi granskade i Spanien (MadridĐSantiago och MadridĐLen) och de tv banor som vi granskade i Frankrike hade vldigt f avgngar. iv) P vissa av de granskade strckorna r det inte srskilt praktiskt att resa med konventionell jrnvg.
High-speed rail takes half as long, and air travel one-tenth as long. 
Hghastighetstget tar hlften s lng tid, och flyget en tiondel av tiden.
The situation is similar on the Madrid-Santiago line. (v) The most successful connections in terms of business users (e.g. Madrid-Barcelona; Turin-Rome; Paris-Strasbourg) are also the most expensive. 
Samma sak gller p banan MadridĐSantiago. v) De populraste frbindelserna fr affrsresenrer (t.ex. MadridĐBarcelona, TurinĐ Rom, ParisĐStrasbourg) r ocks de dyraste.
Overall, high-speed rail in France costs most per kilometre travelled (for business and leisure). 
I genomsnitt kostar hghastighetstrafiken p jrnvg i Frankrike mest per rest kilometer (fr affrs-och privatresor).
To assess how competitive high-speed rail really is, total travel time from city centre to city centre and the prices of the available options were analysed. 
Fr att bedma hur konkurrenskraftig hghastighetstrafiken p jrnvg egentligen r analyserades den totala restiden frn stadscentrum till stadscentrum samt priserna fr de tillgngliga alternativen.
We further refined our data analysis for four lines, and calculated the relevant figures, comparing high-speed rail, conventional rail, air and road, thus including the cost of private cars and long-distance coaches33 (Table 6). 
Fr fyra banor analyserade vi uppgifterna i nnu strre detalj och berknade de relevanta siffrorna genom att jmfra hghastighetsjrnvg, konventionell 40 41 jrnvg, flyg och vgtrafik, vilket inbegrep kostnaden fr privatbilar och lngfrdsbussar33 (tabell 6).
38 33 Table 6 - Door-to-door travel analysis on selected high-speed lines 39 MADRID, Puerta del Sol - BARCELONA, Plaa de Catalunya ROME, Piazza del Campidoglio - MILAN, Piazza del Duomo BERLIN, Potsdamer Platz - MUNICH, Marienplatz PARIS, Place de la Concorde - STRASBOURG, Place du Chteau Distance 607-698 km 572-661 km 587-654 km 466-548 km Mode of transport Time Price (euro) Time Price (euro) Time Price (euro) Time Price (euro) Car 10:40-18:20 138-190 10:40-18:40 180 10:00-16:40 95-142 8:40-12:20 44-79 Air 6:30-8:00 227-253 6:30-7:00 140 6:30-8:00 146 N/A N/A Coach 16:20-18:00 36-49 15:00-21:00 40 17:00-23:00 45-79 13:00-22:40 33-55 Conventional rail 11:30-12:00 124-128 9:00-23:00 61-103 N/A N/A N/A N/A High-speed rail 6:00-8:20 159-181 6:50-9:00 23-205 8:30-10:30 66 5:10-5:30 158-165 Source: ECA. 
Tabell 6 Đ Analys av resor drr till drr p utvalda hghastighetsbanor PARIS, Place de la MADRID, Puerta del SolĐBARCELONA, Plaa de Catalunya ROM, Piazza del CampidoglioĐMILANO, Piazza del Duomo BERLIN, Potsdamer PlatzĐMNCHEN, Marienplatz ConcordeĐ STRASBOURG, Place du Chteau Avstnd 607Đ698 km 572Đ661 km 587Đ654 km 466Đ548 km Transportstt Tid 10:40Đ 18:20 Pris (euro) Tid 10:40Đ 18:40 Pris (euro) Tid 10:00Đ 16:40 Pris (euro) Tid 08:40Đ 12:20 Pris (euro) Bil 06:30Đ 08:00 138Đ190 180 06:30Đ 08:00 95Đ142 44Đ79 Konventionell jrnvgstrafik 06:30Đ 07:00 Flyg 16:20Đ 18:00 227Đ253 15:00Đ 21:00 140 17:00Đ 23:00 146 Đ 13:00Đ 22:40 Đ Buss 11:30Đ 12:00 36Đ49 09:00Đ 23:00 40 45Đ79 33Đ55 Hghastighetstrafik p jrnvg 06:00Đ 08:20 124Đ128 06:50Đ 09:00 61Đ103 Đ 08:30Đ 10:30 Đ Đ 05:10Đ 05:30 Đ 159Đ181 23Đ205 66 158Đ165 Klla: Revisionsrtten.
The Ňcity centre to city centreÓ analysis told us the following: (i) Between Madrid and Barcelona, the high-speed rail connection is the fastest travel option: even air travel takes longer from door to door, and is more expensive. 
Analysen av Óstadscentrum till stadscentrumÓ gav oss fljande resultat: i) Mellan Madrid och Barcelona r hghastighetstget det snabbaste resealternativet: till och med flyget tar lngre tid frn drr till drr, och det r dyrare.
This explains why high-speed rail has increased its market share considerably on this line in recent years. 
Det frklarar varfr hghastighetsjrnvgen har kat sin marknadsandel avsevrt p den hr strckan under de senaste ren.
In fact, since its opening in 2008, the modal split between air and rail has changed from 85:15 to 38:62 in 2016. 
Faktum r att frdelningen mellan flyg och jrnvg har ndrats frn 85:15 nr banan ppnade 2008 till 38:62 r 2016.
Such analysis can be used to assess the success of high-speed rail operations and measure the degree of sustainability of the investments made. (ii) Between Rome and Milan, air and high-speed rail also lead the field in terms of travelling time. 
Denna typ av analys kan anvndas fr att bedma hur framgngsrik hghastighetstrafiken p jrnvg r och mta hur hllbara de gjorda investeringarna r. ii) Mellan Rom och Milano r det ocks flyget och hghastighetstget som leder ligan nr det gller restid.
The number of trains increased and ticket prices reduced over time. 
Antalet tg kade med tiden och biljettpriserna minskade.
High-speed rail is therefore taking a larger market share over time, also at the expense of long-distance conventional rail. (iii) It is possible to travel by conventional rail from Berlin to Munich, but it involves many changes. 
Hghastighetstrafik p jrnvg fr med tiden drfr en strre marknadsandel, ocks p bekostnad av konventionell jrnvgstrafik p lnga distanser. iii) Det gr att resa med konventionell jrnvg frn Berlin till Mnchen, men det innebr mnga byten.
Air travel is fastest, but expensive. 
Flyget r snabbast, men det r dyrt.
High-speed rail is the second-fastest option, and it is cheaper. 
Hghastighetstg r det nst snabbaste alternativet, och det r billigare.
While coach travel is cheapest, the journey time is dissuasive. (iv) From Paris to Strasbourg, there are no air or direct conventional rail connections. 
Att ka buss r visserligen billigast, men restiden avskrcker. iv) Frn Paris till Strasbourg finns det inga flyg eller direktfrbindelser med konventionell jrnvg.
High-speed rail has the fastest total travel time, but ticket prices are much higher than travelling by car or coach. 
Hghastighetstgen har den kortaste totala restiden, men biljettpriserna r mycket hgre n priserna fr resor med bil eller buss.
Our overall conclusion is that total travel time and price level are both important factors for success. 
Vr generella slutsats r att den sammanlagda restiden och prisnivn bda r lika viktiga fr att en bana ska bli populr.
Combined with an effectively regular service (frequent trains which depart and arrive on time), these factors could contribute to strengthen future high-speed rail operations. 
I kombination med regelbunden trafik (mnga tg som avgr och ankommer i tid) kan dessa faktorer bidra till att strka hghastighetstrafiken p jrnvg i framtiden.
Further improvements needed to rail ticketing, and in monitoring passenger-services data 64. 
Ytterligare frbttringar krvs av tgbiljettsystemen och vervakningen av uppgifter om persontrafiken 64.
Published research on high-speed rail34 suggests that ticketing flexibility and punctuality enhance intermodal competitiveness and promote sustainable success. 
Enligt publicerad forskning om hghastighetstrafik p jrnvg34 kan flexibla biljettsystem och punktlighet gra att hghastighetsjrnvgen kan ka sin intermodala konkurrenskraft och vxa p ett hllbart stt.
These could be developed further. 
Detta kan utvecklas ytterligare.
For example, single e-ticketing solutions, such as those allowing booking trips involving more than one operator or crossing borders, are much easier for air travel than for rail. 
Tgbiljettsystemen str sig dligt i jmfrelse med flygbranschens system. Till exempel r e-biljettlsningar som gr det mjligt att boka resor med fler n en operatr eller ver grnser mycket enklare fr flyg n fr tgresor.
The Commission has started to collect service-related data and indicators on the developments in the use of rail networks, and on the evolution of framework conditions through its Rail Market Monitoring Scheme (RMMS) platform. 
Kommissionen har brjat samla in servicerelaterade uppgifter och indikatorer om utvecklingen av anvndningen av jrnvgsnten och om utvecklingen av ramvillkor genom Klla: Florence School of Regulation, Low-cost air and high-speed rail: an untapped potential for complementarity? (lgprisflyg och hghastighetstg: en outnyttjad potential fr komplementaritet?), mars 2014.
However, this data has been inconsistent up to now, as common standards were not comprehensively applied until the end of 2017. 
Dessa uppgifter har dock hittills inte varit konsekventa eftersom gemensamma standarder inte brjade tillmpas i stor omfattning frrn i slutet av 2017.
Moreover, only a limited set of data is currently collected in respect of high-speed rail as opposed to conventional rail; it covers the areas of infrastructure charging, capacity allocation, infrastructure investment and public-service obligations covering high-speed rail. 
Dessutom samlas fr nrvarande endast en begrnsad uppsttning uppgifter avseende hghastighetstrafik stllt mot konventionell trafik. Dessa uppgifter rr omrdena faststllande och uttag av infrastrukturavgifter, tilldelning av kapacitet, investeringar i jrnvgsinfrastruktur och allmn trafikplikt som omfattar hghastighetstrafik.
Until 2017, there were no agreed common definitions of punctuality. 
Fram till 2017 fanns inga gemensamt faststllda definitioner av punktlighet.
Punctuality data therefore varies greatly within the EU. 
Data om punktlighet varierar drfr stort inom EU.
40 34 punctuality and customer satisfaction on the ERADIS database as required by Article 28(2) of Regulation (EC) No 1371/2007 but, as there is no common methodology or standardised framework for these reports, they are hard to use and do not provide travellers with a clear overview of the situation. 
Jrnvgsoperatrer r skyldiga att publicera rapporter om punktlighet och kundnjdhet i Eradis-databasen i enlighet med artikel 28.2 i frordning (EG) nr 1371/2007, men eftersom det inte finns ngon gemensam metod eller ngot standardiserat ramverk fr dessa rapporter r de svra att anvnda och ger inte resenrerna ngon tydlig versikt ver situationen.
The Commission has commissioned Eurobarometer surveys to monitor passenger satisfaction with rail services. 
Kommissionen har bestllt Eurobarometerunderskningar fr att vervaka hur njda passagerarna r med jrnvgstrafiken.
The last survey was published in 2013, and a follow-up report is expected by the end of June 2018. 
Den senaste underskningen offentliggjordes 2013 och en uppfljande rapport vntas komma i slutet av juni 2018.
Significant progress is still needed in monitoring these issues at the EU level. 
Man behver fortfarande gra betydande framsteg i vervakningen av dessa frgor p EU-niv.
The number and location of stations are both important 68. 
Bde antalet stationer och deras placering r viktigt 68.
Having the right number of stations is vital to a lineŐs success and to its operational sustainability35. 
Att ha rtt antal stationer r avgrande fr att en bana ska bli framgngsrik och fr att driften ska bli hllbar35.
If a line has very few or no intermediate stops, the overall speed between origin and destination is high, and competitiveness with other modes of transport is optimal; however, this is detrimental to sustainability, as fewer potential passengers living along the line can use it. 
Om en bana har mycket f eller inga mellanliggande stopp blir den vergripande hastigheten mellan avreseort och resml hg och konkurrenskraften med andra transportstt optimal, men det pverkar hllbarheten negativt eftersom frre potentiella passagerare som bor lngs med banan kan anvnda sig av den.
In contrast, if there are more stops on a line, its average speed is lower, and competitiveness with other modes of transport is at stake, but more passengers can board, increasing ticket income. 
43 35 med andra transportstt stts p spel, men fler passagerare kan ka med, vilket kar biljettintkterna.
We analysed the number of stops on the audited lines and the resulting impact on travel times and the competitiveness of services on the line, as well as their accessibility, connectivity and regeneration effects. 
Vi analyserade antalet stopp p de granskade banorna och hur detta pverkade restiderna och konkurrenskraften fr trafiken p banan samt dennas tillgnglighet, anslutbarhet och tillvxteffekter.
The full information and all key data on this station analysis is in Annex VII. 
Den fullstndiga informationen och alla viktiga uppgifter om denna stationsanalys finns i bilaga VII.
The number of stations ranges from four (LGV Rhin-Rhne) to 15 (on the Berlin-Munich line) and the distances between them vary greatly (the longest distance between two stations on the same high-speed line is 253 km; the shortest is 26 km). 
Antalet stationer varierar frn 4 (LGV RhenĐRhne) till 15 (p banan BerlinĐ Mnchen) och avstnden mellan dem varierar stort (det strsta avstndet mellan tv stationer p samma hghastighetsbana r 253 km och det kortaste r 26 km).
Different types of services run on the audited lines38 (for example, on the Madrid-Barcelona line, some trains run a Ňnon-stopÓ service over 621 km, whereas other trains on the line also serve intermediate stations, with varying frequency). 
Olika typer av trafik krs p de granskade banorna38 (p banan MadridĐBarcelona kr till exempel vissa tg hela strckan p 621 km utan att stanna, medan andra tg p banan ocks stannar vid mellanliggande stationer, med olika frekvens).
The largest time difference between the most direct and least direct train services is 72 minutes (on the Berlin-Munich line). 
Den strsta tidsskillnaden mellan det mest och det minst direkta tget r 72 minuter (p banan BerlinĐMnchen).
To assess the potential number of users of a high-speed line, we also examined the catchment areas of each of the ten high-speed lines and four cross-border lines in the audit39. 
Fr att bedma det potentiella antalet anvndare av en hghastighetsbana underskte vi ocks upptagningsomrdena fr alla tio hghastighetsbanor och fyra grnsverskridande banor som ingick i revisionen39.
Some stations do not have sufficient numbers of passengers in their immediate catchment areas, and are located too close to each other. 
Vissa stationer har inte ett tillrckligt antal passagerare i sitt omedelbara upptagningsomrde och ligger fr nra varandra.
This reduces the overall effectiveness of high-speed services, because they must stop too often without reaching many new passengers, or it makes daily train management overly complicated to ensure acceptable ridership figures. 
Det hr minskar hghastighetstrafikens vergripande ndamlsenlighet eftersom tgen mste stanna alltfr ofta utan att srskilt mnga nya passagerare stiger p, eller s blir den dagliga Till exempel tar direkttget MadridĐBarcelona 150 min, medan tgen som ocks stannar i Guadalajara eller Calatayud, Zaragoza, Lleida och Camp de Tarragona tar 190 min.
Annex VIII contains overall results and key data on the stations of all the audited high-speed lines. 
Bilaga VIII innehller vergripande resultat och viktiga uppgifter om stationerna p alla granskade hghastighetsbanor.
For example, as shown in Figure 6, although the Madrid-Barcelona-French border line has a very large catchment area (which explains its success), the catchment area of some stations on the line (e.g. Guadalajara-Yebes or Calatayud) is extremely small. 
I figur 6 visas till exempel att ven om banan MadridĐ BarcelonaĐfranska grnsen har ett mycket stort upptagningsomrde (vilket frklarar dess framgng), s r upptagningsomrdet fr vissa stationer p banan (t.ex. GuadalajaraĐYebes eller Calatayud) mycket litet.
Given the very limited number of people living within the 15-minute catchment area, there is reason to doubt the cost-efficiency and effectiveness of keeping these stations as stops on the high-speed line (the 100 % 60-minute catchment area overlap for Guadalajara station is because of its proximity to Madrid). 
Med tanke p att ett rtt begrnsat antal mnniskor bor i upptagningsomrdet med 15 minuters resvg finns det anledning att betvivla kostnadseffektiviteten och ndamlsenligheten med att ha kvar dessa stationer som stopp p hghastighetsbanan (det hundraprocentiga upptagningsomrdet med 60 minuters resvg verlappar fr stationen Guadalajara eftersom den ligger s nra Madrid).
While the CommissionŐs plan is to connect all core network airports to the rail network by 2050, preferably by high-speed rail, only a few high-speed rail stations currently have a direct high-speed connection to an airport. 
Kommissionen planerar visserligen att ansluta alla flygplatser i stomntet till jrnvgsntet fram till 2050, helst med hghastighetstg, men fr nrvarande r det bara ett ftal stationer fr hghastighetstg som har en direkt hghastighetsfrbindelse till en flygplats.
High-speed rail and air can be complementary (by delivering passengers to an airport, high-speed rail can enlarge the airportŐs catchment area, and air passengers may decide to use a given airport because of a seamless and fast rail connection after landing). 
Hghastighetsjrnvg och flyg kan komplettera varandra. (Hghastighetstg som transporterar passagerare till en flygplats kan utka flygplatsens upptagningsomrde och flygpassagerare kan bestmma sig fr att anvnda en viss flygplats fr att det finns en snabb och smidig tgfrbindelse efter landning.)
However, we found that it is complicated for passengers to combine high-speed rail and air travel. 
Dock fann vi att det r komplicerat fr passagerare att kombinera resor med hghastighetstg och flyg.
For example, even though the Madrid Đ Barcelona high-speed line passes close to SpainŐs two busiest airports (Madrid-Barajas and Barcelona-El Prat, which were used by 50.4 million and 44.2 million passengers respectively in 201640), there are no plans to connect them by high-speed services to the high-speed rail network41. 
Trots att till exempel hghastighetsbanan MadridĐBarcelona passerar nra Spaniens tv mest trafikerade flygplatser (Madrid-Barajas och Barcelona-El Prat, som anvndes av 50,4 respektive 44,2 miljoner passagerare r 201640) finns det inte ngra planer p att koppla samma dem med jrnvgsntet fr hghastighetstrafik41.
To be successful and competitive, high-speed rail stations should be well located. (i) They should be easily accessible to travellers by many modes of transport, including walking and cycling, and offer suitable public transport facilities and parking spaces at affordable prices. (ii) They should offer multiple well-functioning high-speed rail connections, as well as a sufficient number of trains throughout the day. (iii) They should contribute to economic activity in the surrounding area (the ŇregenerationÓ or Ňre-urbanisationÓ effect). 
Fr att de ska bli populra och konkurrenskraftiga br stationer fr hghastighetstg placeras p lmpliga platser. i) De br vara ltta fr resenrerna att n med olika transportstt, inbegripet genom att g och cykla, och erbjuda lmplig kollektivtrafik och parkering till rimliga priser. ii) De br erbjuda flera vlfungerande hghastighetsfrbindelser samt ett tillrckligt antal tg under hela dagen. iii) De br bidra till den ekonomiska verksamheten i omgivningen (ÓtillvxteffekterÓ eller ÓinflyttningseffekterÓ).
We analysed the accessibility, connectivity and regeneration effects of 18 high-speed rail stations (two per audited line). 
Vi analyserade tillgngligheten, anslutbarheten och tillvxteffekten fr 18 stationer fr hghastighetstg (tv per granskad bana).
The full information, including the quantitative criteria used, is in Annex IX. 
Den fullstndiga informationen, inbegripet de kvantitativa kriterier som vi anvnde, finns i bilaga IX.
Our analysis indicates that access to 14 stations could be improved. 
Vr analys pekar p att tillgngligheten till 14 stationer kan frbttras.
For example, the Meuse TGV station (Picture 3) on the LGV Est-Europenne is poorly accessible: as the arrow shows, the station is in an isolated location in the countryside. 
Till exempel r det svrt att ta sig till TGV-stationen Meuse (bild 3) p LGV Est-Europenne: som pilen visar ligger stationen p en isolerad plats p landsbygden.
A few local bus lines, and a small car park for private cars, provide the only means of reaching the station. 
Ett par lokala busslinjer och en liten bilparkering fr privata bilar r de enda stten att n stationen.
Picture 3 - The Meuse TGV station Source: ECA. 
Bild 3 Đ TGV-stationen Meuse Klla: Revisionsrtten.
We also found that seven stations were not appropriately sized: four were too big, and three were too small for the number of passengers. 
Vi fann ocks att sju stationer inte hade en lmplig storlek: fyra var fr stora och tre var fr sm fr antalet passagerare.
Four stations did not provide general services to the public. 
Fyra stationer erbjd inte ngon service till allmnheten.
Five stations were not well connected, while another seven could benefit from improved connections. 
Fem stationer hade inte bra anslutningsfrbindelser, medan ytterligare sju skulle kunna dra nytta av bttre frbindelser.
By analysing changes over time (for example, in the job market, the property market, and the number of businesses attracted and jobs created), we saw no clear regeneration effects from 15 of the 18 stations on the audited high-speed lines. The opening of the Belfort-Montbliard station on the Rhin-Rhne line had encouraged shops and a hotel to open nearby, and allowed a regional hospital to be relocated. In two other cases, upgrade works in the stations Đ linked to the arrival of high-speed services Đ created easier connections between neighbourhoods which were previously separated by rail tracks. 
Nr vi analyserade frndringar ver tid (till exempel p arbetsmarknaden och fastighetsmarknaden samt antalet ditlockade fretag och skapade jobb) sg vi inte ngra tydliga tillvxteffekter fr 15 av de 18 stationerna p de granskade hghastighetsbanorna. ppningen av stationen Belfort-Montbliard p banan RhenĐRhne ledde till att affrer och ett hotell ppnades i nrheten och gjorde det mjligt att flytta ett regionsjukhus. I tv andra fall skapade ombyggnadsarbeten p stationer Đ med koppling till att trafik med hghastighetstg skulle inledas Đ bttre frbindelser mellan stadsdelar som tidigare skildes t av jrnvgsspr.
This indicates that high-speed lines may accompany and support economic improvements already started and anticipated by the region, but it will not, on its own, cause a local economic boom42. 
Detta innebr att hghastighetsbanor kan tflja och stdja ekonomiska 47 48 frbttringar som redan har inletts och som frvntas av regionen, men de skapar inte ett lokalt ekonomiskt uppsving p egen hand42.
High-speed rail sustainability: effectiveness of the EU co-funding at risk 78. 
Ekonomisk hllbarhet i jrnvgsnt fr hghastighetstrafik: ndamlsenligheten i EU:s medfinansiering hotad 78.
If a high-speed line is to be successful and the investment sustainable, it should be able to carry a high number of passengers. 
Fr att en hghastighetsbana ska anses vara en lyckad satsning och investeringen hllbar br banan kunna transportera ett stort antal passagerare.