natgillin/translations-raw huggingface dataset:
Passenger data analysis: three of the seven completed high-speed rail lines carry fewer passengers than the benchmark of nine million per year 79. 
Analys av passagerarsiffror: p tre av de sju slutfrda banorna fr hghastighetstrafik transporteras frre passagerare n referensvrdet nio miljoner per r 79.
Judging by a benchmark arising from academic and institutional sources, a high-speed line should ideally have nine million passengers, or at least six million in the opening year to The research study Ç Retour sur les effets conomiques du TGV. 
Utifrn ett referensvrde som omnmns inom forsknings-och institutionsvrlden br en hghastighetsbana helst ha nio miljoner passagerare, eller minst sex miljoner frsta ret, fr att den ska kunna anses vara en lyckad satsning43.
Les effets structurants sont un mytheÓ came to similar conclusions. 
Les effets structurants sont un mythe drogs liknande slutsatser.
Source: Prof. Y. Crozet: https://halshs.archives-ouvertes.fr/halshs-01094554/document 42 45 
Klla: Professor Y. Crozet: https://halshs.archives-ouvertes.fr/halshs-01094554/document.
46 43 44 The figure of 9 million passengers appears in: (i) ŇIn what circumstances is investment in HSR worthwhile?Ó, De Rus, Gines, and Nash, C.A., Munich Personal RePEc Archive (MPRA), December 2007 as well as in (ii) the European CommissionŐs ŇGuide to Cost Benefit Analysis of Investment ProjectsÓ, 2008, p. 
Siffran nio miljoner passagerare omnmns i i) In what circumstances is investment in HSR worthwhile?, De Rus, Gines och Nash, C.A., Munich Personal RePEc Archive (MPRA), december 2007, liksom i ii) Europeiska kommissionens Guide to Cost Benefit Analysis of Investment Projects 2008, s.
84 (this CommissionŐs CBA benchmark disappeared from its newest 2014 edition). 
84 (detta referensvrde fr lnsamhetsanalys finns inte lngre med i den nyare versionen frn 2014).
The high-speed line Berlin-Munich, as it was open only in December 2017, was not considered in the analysis. 
Hghastighetsbanan mellan Berlin och Mnchen ingick inte i analysen eftersom den invigdes frst i december 2017. 42 43 44
Figure 7 - Catchment area analysis of the Madrid-Barcelona-French border high-speed line Source: ECA and Eurostat. 
Figur 7: Analys av upptagningsomrdet p hghastighetsbanan MadridĐBarcelonaĐfranska grnsen Klla: Revisionsrtten och Eurostat. 49
Nine of the 14 audited high-speed lines and cross-border connections did not have a sufficiently high number of passengers in their fifteen-and thirty-minute catchment areas along the line to make high-speed rail successful. 
Vid nio av de fjorton granskade hghastighetsbanorna och grnsverskridande frbindelserna fanns det inte tillrckligt mnga passagerare p femton till trettio minuters avstnd i upptagningsomrdet fr att hghastighetsbanan skulle kunna bli en lyckad satsning.
These were the Madrid-Len, Eje Atlntico, Madrid-Galicia, Milano-Venezia, Rhin-Rhne, Stuttgart-Munich, Munich-Verona, Figueres-Perpignan and Basque Y lines. It is useful to note that the three lines which did not meet the passenger benchmark (see above) are also included in this criteria. 
Det var banorna MadridĐLen, Eje Atlntico, MadridĐGalicien, MilanoĐVenedig, RhenĐRhne, StuttgartĐMnchen, MnchenĐVerona, FigueresĐPerpignan och Basque Y. Det kan vara vrt att notera att de tre banor som inte uppndde referensvrdet fr potentiella passagerare (se ovan) ocks ingr i denna grupp.
We also analysed success of high-speed rail in a global context, to understand the reasons for success (Box 2). 
Vi har ven analyserat hur vl satsningar p hghastighetsbanor slagit ut internationellt fr att frst vad det r som gr att hghastighetsbanor fungerar vl (ruta 2).
48 Box 2 - The operations of the Shinkansen The Shinkansen train (Picture 4) and high-speed rail operations in Japan, allow us to make a wider comparison of high-speed rail operations on a global scale. 
50 Ruta 2: Shinkansen Med hjlp av Shinkansentgen (bild 4) och hghastighetsbanorna i Japan kan vi gra vidare jmfrelser i internationell skala.
The 550 km high-speed line from Tokyo to Osaka is very successful, carrying 163 million passengers per year. 
Denna hghastighetsbana som r 550 kilometer lng och gr frn Tokyo till Osaka fungerar vldigt vl med sina 163 miljoner passagerare varje r.
There are many reasons for this success: the line connects megacities with populations of several million; trains run on dedicated tracks at a very high frequency (up to 433 trains per day); service reliability and punctuality are outstanding (in 2016, the average delay was less than 24 seconds throughout the year); and there are state-of-the-art safety and security measures in the stations and along the line, as well as sufficient support to travellers in stations. 
Det finns mnga anledningar till att denna satsning slagit s vl ut: Banan gr mellan storstder med en befolkning p tskilliga miljoner, tgen gr p egna banor med hg turtthet (upp till 433 tg per dag), tillfrlitligheten och punktligheten r imponerande (2016 var den genomsnittliga frseningen 24 sekunder under hela ret), och det finns moderna skydds-och skerhetsanordningar p stationerna och lngs med banan, liksom bra service till resenrerna p stationerna.
Picture 4 - A Shinkansen train in Tokyo Central Station Source: ECA. 
51 Bild 4 Đ Ett Shinkasentg p Tokyos centralstation Klla: Revisionsrtten.
The competitiveness of high-speed rail compared to other modes of transport: there is no Ňpolluter-paysÓ principle yet 83. 
Hghastighetsjrnvgens konkurrenskraft jmfrt med andra transportstt: nnu ingen princip om att frorenaren betalar 83.
Whereas the Japanese Shinkansen remains competitive even over travel distances of more than 900 km, high-speed rail in Europe is generally competitive over travel distances of between 200 and 500 km, with journeys lasting up to four hours. 
Till skillnad frn japanska Shinkansen som har en konkurrensfrdel fr resor p ver 900 kilometer r resor med hghastighetstg i Europa i allmnhet endast konkurrenskraftiga p strckor p mellan 200 och 500 kilometer och dr resan inte varar lngre n fyra timmar.
The car is the dominant transport mode on journeys of less than 200 km because of its flexibility in the final mile, while air transport is most competitive for longer journeys. 
Bilen r det mest fredragna transportsttet fr resor kortare n 200 kilometer p grund av flexibiliteten de sista kilometrarna, medan flyg fredras fr lngre resor.
A carbon-based taxation system is a tool to consider the impact on the environment of the different transport modes. 
Ett stt att ta hnsyn till olika transportstts pverkan p miljn r att tillmpa ett koldioxidbaserat skattesystem.
Currently, there is no operational arrangement within any EU Member State comparable to SwitzerlandŐs dedicated Railway Infrastructure Fund, which is part-financed from taxes imposed on lorries transiting the country. 
Inte in ngon av EU:s medlemsstater finns det nnu ngot system som liknar det som finns i Schweiz, dr man har en srskild fond fr jrnvgsinfrastruktur som delvis finansieras genom skatter som betalas av lastbilar som passerar genom landet.
SwitzerlandŐs approach reduces the financial burden on taxpayers for building and maintaining the railway network, since it directly channels tax income levied on one transport mode to investment support for another. 
Genom systemet i Schweiz lttas skattebetalarnas finansieringsbrda fr byggande och underhll av jrnvgen, eftersom skatteinkomster som betalas av ett transportstt gr direkt till investeringsstd fr ett annat.
There is currently no charging system in the EU that looks at both user-pays and polluter-pays principles across the various transport modes, so as to enhance the competitiveness of rail. 
Det finns i dag inget avgiftssystem i EU dr flera transportstt ingr och som fungerar enligt de bda principerna att anvndaren betalar och frorenaren betalar, vilket skulle kunna innebra kad konkurrenskraft fr jrnvgen.
There have been attempts in the past to change intermodal conditions by internalising external costs from various modes of transport, but these were largely unsuccessful. 
Man har tidigare frskt ndra frutsttningarna fr olika transportstt genom att internalisera externa kostnader frn olika transportstt, men det har i de flesta fall inte fungerat srskilt vl.
The topic of taxation as a function of greenhouse-gas emissions nevertheless remains on the agenda of many governments. 
Beskattning som ett medel fr att minska utslppen av vxthusgaser finns dock nd fortfarande med p mnga politiska dagordningar.
For example, the introduction of a cross-funding scheme is currently debated (again45) in France while, in 2018, Italy will fund the Brenner Base Tunnel construction and its southern access lines with proceeds from a dedicated fund, created in 1997, from highway toll revenues46. 
Man diskuterar till exempel (igen45) att infra ett system i Frankrike dr ett transportsystem fr finansiera ett annat, medan Italien under 2018 ska finansiera byggandet av Brennerbastunneln och dess anslutningsbanor sderifrn genom medel frn en srskild fond med inkomster frn vgavgifter som inrttades 199746.
The principle of an Ňeco-taxe poids lourdsÓ was already once voted in 2008 as part of the ŇGrenelle de lŐEnvironnementÓ in France but, in 2014, it was decided not to implement these provisions in practice. 
I dagslget r det mycket f fall dr det rder ndamlsenlig konkurrens p hghastighetsbanorna (konkurrens p banorna finns i 52 45 46 Principen om en s kallad eco-taxe poids lourds har redan rstats igenom en gng 2008 som en del av Grenelle de lŐEnvironnement i Frankrike, men 2014 beslutade man att inte infra bestmmelserna.
Article 55 paragraph 13 of Law No 449/1997 of 27 December 1997, published in Supplement to OJ 302 of 30.12.1997, p. 
Artikel 55.13 i lag nr 449/1997 av den 27 december 1997, offentliggjord i ett tillgg till Italiens officiella tidning GU nr 302, 30.12.1997, s.
The introduction of competition on the Italian Turin-Salerno high-speed line brought better services for travellers. 
Nr det blev konkurrens p den italienska hghastighetsbanan mellan Turin och Salerno frbttrades servicen till resenrerna.
There are more trains to choose from (the new entrant operates 34 daily connections in each direction in the 2017-2018 timetable), and ticket prices have fallen by at least 24 %48. 
Det finns nu fler tg att vlja mellan (den nya operatren kr 34 turer i vardera riktningen varje dag i 2017Đ2018 rs tidtabell), och biljettpriserna har minskat med minst 24 %48.
ERA staff we interviewed reported a similar positive effect for Austria: competition between the incumbent rail firm and a new entrant had brought more customers, also for the incumbent rail operator. 
Anstllda p Europeiska jrnvgsbyrn som vi har intervjuat vittnar om en liknande positiv effekt i sterrike: Konkurrensen mellan den befintliga jrnvgsoperatren och den nya gav upphov till fler kunder, ven fr den befintliga operatren.
However, in France and Spain, the market for high-speed rail services was still not open, and there was no on-track competition on high-speed lines. 
I Frankrike och Spanien var marknaden fr hghastighetstrafik dremot nnu inte ppen, och det fanns ingen konkurrens p hghastighetsbanorna.
These Member States wish to wait until after 2020 to assess whether the incumbent rail operator is ready for competition on long-distance passenger services. 
I dessa medlemsstater vill man vnta till efter 2020 och sedan utvrdera om den befintliga jrnvgsoperatren r redo fr konkurrens nr det gller fjrrpersontrafiken.
Even after that point, if the lines are deemed to operate as public-service obligations, these Member States will be able to grant a 10-year postponement under certain conditions, meaning that truly open competition may be deferred as far as 2035. 
Om banorna efter det anses vara freml fr allmn trafikplikt kan dessa medlemsstater under vissa omstndigheter besluta om ett tiorigt uppskjutande, vilket innebr att verkligt ppen konkurrens kanske inte blir verklighet frrn 2035.
Alongside the phased opening of the market set out in the Fourth Railway Package, a number of practices persist within the rail industry which prevent a truly seamless EU high-speed rail network from becoming a reality, and potentially preventing new foreign entrants In Austria, even though the market is basically open, there are no competitive tenders for high-speed loss-making passenger railway services. 
Samtidigt som marknaden fasvis hller p att ppnas enligt planen i fjrde jrnvgspaketet finns det fortfarande ett antal arbetsstt i jrnvgsbranschen som frhindrar att ett sammanhngande jrnvgsnt med hghastighetsbanor blir verklighet i EU och som potentiellt stoppar nya konkurrenter frn att komma in p marknaden fr hghastighetsbanor.
In Germany, the market is open but the incumbent railway undertaking has no main competitors on high-speed rail lines. 
I Tyskland r marknaden ppen, men det befintliga jrnvgsfretaget har inga strre konkurrenter p hghastighetsbanorna.
Next to this, there is competition on the high-speed line Stockholm-Gteborg, and there are operators on international routes not being in competition with each other. 
Drutver finns det konkurrens p hghastighetsbanan mellan Stockholm och Gteborg, och det finns operatrer p internationella strckor som inte konkurrerar med varandra.
These are not newcomers but usually commercial partnerships between incumbent RUs (e.g. Eurostar, Thalys, Thello). 
Det rr sig inte om ngra nya fretag utan det r oftast kommersiella partnerskap mellan befintliga jrnvgsfretag (till exempel Eurostar, Thalys och Thello).
50 47 48 G. Adinolfi, ŇLa guerra dei prezziÓ, La Repubblica, 15 October 2017. 
G. Adinolfi, La guerra dei prezzi, La Repubblica, 15 oktober 2017. 53 47 48
51 Box 3 Đ The impact for travellers when there is no seamless travel of trains crossing borders 1. 
54 Ruta 3: Konsekvenserna fr resenrerna nr tgen inte smidigt kan passera grnser 1.
ThemissinginteroperabilityontheMunich-Veronastretchcausesastopanddelaysatthe Brenner station There are over 11 000 national rules in rail, which the ERA is currently categorising with a view to Ňcleaning them upÓ at a later stage. 
AvsaknadenavdriftskompatibilitetpstrckanmellanMnchenochVeronaorsakarstoppoch frseningar vid Brennerstationen Det finns ver 11 000 nationella regler p jrnvgsomrdet, som ERA fr nrvarande kategoriserar i avsikt att Óstda upp bland demÓ i ett senare skede.
There are no common rules for cross-border rail transport. 
Det finns inga gemensamma regler fr jrnvgstransporter ver grnserna.
Germany and Austria have a harmonised approach, but Italy continues to apply a different set of rules49. 
Tyskland och sterrike har harmoniserat reglerna, men Italien fortstter att tillmpa egna regler49.
Passenger trains must stop for at least 14 minutes (Picture 5), while goods trains are delayed for 45 minutes. 
Persontg mste stanna i minst 14 minuter (bild 5), medan godstg frsenas med 45 minuter.
Such delays are very significant, considering that the multi-billion infrastructure investment on the Munich-Verona high-speed line has an overall time-gain target of 114 minutes. 
Frseningar av det hr slaget har stor betydelse med tanke p att infrastrukturinvesteringen i mngmiljardklassen som genomfrts p hghastighetsbanan mellan Mnchen och Verona innebr en tidsbesparing p sammanlagt 114 minuter.
52 Picture 5 - Passengers waiting at Brenner station to continue their journey Source: ECA. 
Bild 5: Passagerare vid Brennerstation som vntar p att f fortstta sin resa Klla: Revisionsrtten.
This problem was already highlighted in the CourtŐs Special Report No 8/201050. Eight years later, our recommendations have not led to any changes in practice. 
55 Detta problem togs upp redan i revisionsrttens srskilda rapport nr 8/201050. tta r senare har vra rekommendationer inte lett till ngra frndringar i praktiken.
The national authorities in the visited Member States told us that cross-border problems caused by varying national rules on employment or working languages could best be solved by the introduction of harmonised rules across the EU. 
De nationella myndigheter som vi beskt i medlemsstaterna uppgav att grnspassageproblem som beror p att reglerna fr arbetsvillkor och arbetssprk skiljer sig t mellan olika lnder skulle kunna lsas bst genom harmoniserade regler p EU-niv.
Air transport, for example, uses only one working language (English); this helps to reduce barriers between continents, and could resolve similar issues between Member States. 2. 
Inom flygtrafiken anvnds till exempel endast ett arbetssprk (engelska), vilket minskar hindren fr resor mellan kontinenter och skulle kunna vara en lsning p liknande problem mellan medlemsstaterna. 2.
ThemissinginfrastructurelinksbetweenFranceandSpain(Atlanticcross-borderroute)oblige passengers to change trains and platforms Because most of the section between Bordeaux and the Spanish border is not a priority for France, infrastructure at the border remains antiquated, incompatible and poorly suited to a modern high-speed rail network. 
AvsaknadenavinfrastrukturfrbindelsemellanFrankrikeochSpanien(atlantiska grnsverskridande strckan) innebr att passagerare mste stiga av och byta tg och plattform Eftersom den strsta delen av strckan mellan Bordeaux och den spanska grnsen inte r en prioritet fr Frankrike finns det ingen driftskompatibilitet i infrastrukturen vid grnsen, utan infrastrukturen r fortfarande lderdomlig och dligt anpassad till ett modernt jrnvgsnt med hghastighetsbanor.
France is not ready to invest in this infrastructure (therefore does not ask for EU funding), and this will negatively effect on Spain and PortugalŐs connections to the EU network along the Atlantic corridor. 
Frankrike vill fr tillfllet inte investera i denna infrastruktur (och ansker drfr inte om EU-finansiering), vilket har en negativ inverkan p Spaniens och Portugals anslutningar till EU-ntet lngs Atlantkorridoren.
On the Spanish side of the border, works to connect the Basque high-speed rail network to the rest of the Spanish network are ongoing (with 318 million euros of EU co-funding). 
P den spanska sidan grnsen pgr arbeten med att frbinda det baskiska jrnvgsntet med hghastighetsbanor med resten av jrnvgsntet i Spanien (med 318 miljoner euro i medfinansiering frn EU).
The result is that all passengers currently must change platforms and trains to cross the border (Picture 6). 
Fljden r att alla passagerare i dag mste byta plattform och tg nr de reser ver grnsen (bild 6).
50 Special Report No 8/2010 ŇImproving transport performance on trans-European rail axes: Have EU rail infrastructure investments been effective?Ó 
50 Srskild rapport nr 8/2010, Att frbttra transportarbetet p transeuropeiska jrnvgsleder: Har EU:s investeringar i jrnvgsinfrastruktur varit ndamlsenliga?
Platform for arrivals from France Track access charges: overly complicated, and a potential hindrance to competition 89. 
Banavgifter: ondigt komplicerade och ett potentiellt hinder fr konkurrens 89.
Under the EU legal framework for rail operations, an infrastructure manager (a separate entity from the rail operator) must allow any operator to use the rail tracks if they contribute to the costs of maintaining them. 
Enligt EU:s regelverk fr jrnvgstrafik mste infrastrukturfrvaltare (en enhet fristende frn jrnvgsoperatren) tillta alla operatrer att anvnda jrnvgen om de bidrar till kostnaderna fr underhll av den.
Depending on the level they are set at, they can help to recover a share of the infrastructure investment costs, and if they are set low enough, they may also encourage on-track competition by allowing new market entrants to participate. 
Beroende p hur hga avgifterna r kan de bidra till att tervinna en del av kostnaderna fr de infrastrukturinvesteringar som gjorts, och om de r tillrckligt lga kan de ven uppmuntra till konkurrens p banorna eftersom nya aktrer d kan komma in p marknaden.
Directive (EU) No 2012/34/EU51 requires track access charges to be set primarily on the basis of the costs directly incurred as a result of operating the train service. 
Enligt direktiv 2012/34/EU51 ska banavgifter frmst faststllas till den kostnad som uppstr som en direkt fljd av den tgtrafik som bedrivs.
But the principles used to determine pricing across Member States differ significantly52, mainly because the legislation allows many parameters to be used. In all visited Member States, Ňmark-upsÓ had been applied to take into account specific cost categories, such as the time of day of the requested slot or the presence, or absence, of a bottleneck. 
faststlls varierar dock stort52 mellan medlemsstaterna, frmst p grund av att det enligt lag r tilltet att vga in mnga olika parametrar. I alla beskta medlemsstater anvndes s kallade upprkningar beroende srskilda kostnadskategorier, som vilken tid p dagen som operatren efterfrgar och p frekomsten eller avsaknaden av flaskhalsar.
They regularly change, and are subject to no less than 56 variables, leading to very different outcomes. 
De ndras ofta, och beror p s mnga som 56 olika variabler, vilket leder till vldigt olika resultat.
This is confirmed by Figure 8, which shows the exact level of track access charges on selected EU origin-destination pairs connected by high-speed rail, demonstrating that charging levels are indeed very different. 
Detta bekrftas av figur 8, som visar de exakta banavgifterna fr strckorna mellan de utvalda avreseorterna och resmlen som har frbindelse med hghastighetsbanor i EU, och hr framgr att avgiftsniverna mycket riktigt r ytterst varierande.
For example, track access charges are very high in France, and much lower in Italy. 
Banavgifterna r till exempel vldigt hga i Frankrike och mycket lgre i Italien.
32). For example: in Italy, access charges do not only include the direct costs but also other costs of the IM that the authority considers Ňefficient and reasonableÓ, while in Germany the TAC policy aims to recover a high proportion of infrastructure costs from train operating companies. 
57 52 Exempel: I Italien faststlls banavgifterna inte endast utifrn de direkta kostnaderna utan ven andra av infrastrukturfrvaltarens kostnader som myndigheten tycker r Óndamlsenliga och rimligaÓ rknas in, medan syftet med banavgifterna i Tyskland r att frska f in s stor andel av infrastrukturkostnaderna som mjligt frn jrnvgsoperatrerna.
In Austria, the TACs are based on operating costs; in France, TACs are built around two criteria: an operation pillar, using econometric models to assess the marginal costs determined by the exploitation of the line (around 30 % of the total value) and an economic-value pillar which is set to extract Ňas high an access charge as train operators can affordÓ (around 70 % of the total value). 
I sterrike stts banavgifterna utifrn driftskostnader, och i Frankrike r banavgifterna uppbyggda runt tv kriterier: en driftsdel, dr man genom ekonometriska modeller berknar marginalkostnaderna som operatrens utnyttjande av banan fr med sig (cirka 30 % av totalsumman) och en del som utgr frn ekonomiskt vrde, dr syftet r att f ut en s hg banavgift som jrnvgsoperatren kan betala (cirka 70 % av totalsumman).
In Spain, they are intended to cover direct costs. 
I Spanien r det meningen att banavgifterna ska tcka driftskostnaderna.
Figure 8 - Track access charge levels for selected origin-destination pairs in the EU 55 80 70 60 50 40 30 20 10 0 Source: UIC. 
Figur 8: Banavgifter fr utvalda strckor i EU 58 80 70 60 50 40 30 20 10 0 Klla: Internationella jrnvgsunionen.