natgillin/translations-raw huggingface dataset:
Getting the level of track access charges right is important to ensure both sustainability and competitiveness. (i) In France, track access charges are kept high to provide income to the infrastructure manager, and to ensure the sustainability of operations of the infrastructure manager, which has significant debts. 
Att banavgifterna stts rtt r viktigt fr att skerstlla bde hllbarhet och konkurrens. i) I Frankrike tas hga banavgifter ut fr att infrastrukturfrvaltaren, som har betydande skulder, ska f in inkomster och kunna skerstlla hllbar drift.
This reduces the need for the state to fund and maintain new high-speed rail infrastructure. 
P detta stt behver inte staten g in och finansiera och underhlla nya hghastighetsbanor.
At the same time, excessively high track access charges discourage new entrants from entering the market, thus shielding the incumbent rail operator from competition. (ii) In Italy, track access charges were previously used as a means of increasing competition between the established rail operator and the new entrant. 
Dessutom hindrar extremt hga banavgifter nya aktrer frn att komma in p marknaden, vilket skyddar den befintliga jrnvgsoperatren frn konkurrens. ii) I Italien anvndes banavgifterna frr som ett stt att ka konkurrensen mellan den etablerade jrnvgsoperatren och den nya aktren.
In addition to other measures (such as ensuring the right of access to station services), the Italian rail regulator lowered the charges to ensure fair competition. 
Frutom andra tgrder (som att garantera tillgng till stationstjnster) snkte den italienska jrnvgsmyndigheten avgifterna fr att skerstlla rttvis konkurrens.
This improved the situation for travellers (see paragraph 86). 
Detta frbttrade situationen fr resenrerna (se punkt 86).
A strong and independent regulator: necessary, but not always a reality 93. 
En stark och oberoende tillsynsmyndighet behvs men finns inte alltid 93.
This trade-off between financial sustainability and competitiveness is crucial. 
Kompromisser, som ovan nmnda, mellan ekonomisk hllbarhet och konkurrens r av avgrande betydelse.
It is therefore important that national regulators are in place in each Member State to act, and that the Commission supervises the system. 
Det r drfr viktigt att det finns nationella tillsynsmyndigheter i medlemsstaterna som kan agera och att kommissionen vervakar systemet.
These bodies should ensure that rules governing the use of mark-ups to recover the full costs of infrastructure are applied correctly, the legal objective being the best use of the available infrastructure. 
Dessa organ br skerstlla att reglerna fr anvndning av upprkningar fr att f in hela kostnaden fr infrastrukturen tillmpas korrekt, i enlighet med det lagstadgade mlet om att infrastrukturen ska utnyttjas p bsta stt.
Under EU law, national rail regulatory bodies must be given extensive independence and powers to monitor railway markets to ensure that newcomers are not discriminated against, so that fair competition can develop. 
Enligt EU-lagstiftningen mste de nationella tillsynsmyndigheterna fr jrnvgen tilldelas vittgende oberoende och befogenheter att utva tillsyn ver jrnvgsmarknaden s att nya aktrer inte diskrimineras och s att rttvis konkurrens rder.
They should be endowed with sufficient resources. 
De br tilldelas tillrckliga resurser.
The Commission follows up on these requirements, and supports national watchdogs in their activities, and facilitates dialogue and the exchange of best practices between regulatory bodies. 
Kommissionen fljer upp dessa krav, bistr de nationella kontrollmyndigheterna i deras verksamhet och underlttar dialog och utbyte av bsta praxis mellan tillsynsmyndigheter.
We observed the following two issues. (i) Spain is the only Member State that considers track access charges to constitute taxes, and sets them in law. 
Nr det gller detta kunde vi se fljande tv problem: i) Spanien r den enda medlemsstaten som anser att banavgifter r skatter och har lagstadgat om dem.
In addition, it limits the time available to revise charges, and complicates revisions and complaints. 
Det innebr ven att det tar lngre tid att se ver avgifterna och att det blir mer komplicerat med versyn och invndningar.
The regulatorŐs position is a difficult one, because it has limited staffing and because, contrary to the provisions of the Recast Directive, its decisions are not binding on the infrastructure manager. (ii) In France, in 2017, the regulator issued a binding negative opinion on a new model for calculating track access charges which was planned for 2018. 
Tillsynsmyndigheten har en svr sits eftersom bemanningen r begrnsad och eftersom dess beslut, i strid med bestmmelserna i det omarbetade direktivet, inte r bindande fr infrastrukturfrvaltaren. ii) I Frankrike avgav tillsynsmyndigheten 2017 ett bindande negativt yttrande om en ny modell fr berkning av banavgifter som skulle infras 2018.
The French government intervened by setting the level of access charges for 2018 by decree, keeping them in line with the originally applicable model. 
Den franska regeringen gick d in och faststllde banavgifterna fr 2018 genom ett dekret s att de frblev p samma niv som i den ursprungligen gllande modellen.
The Commission took action in these two cases by launching infringement proceedings. 
Kommissionen vidtog tgrder i dessa fall genom att inleda vertrdelsefrfaranden.
It closely monitors ongoing legislative initiatives to ensure that powers of the regulators are not eroded in the process. 56 
Kommissionen vervakar pgende lagstiftningsinitiativ fr att se till att tillsynsmyndigheternas befogenheter inte urholkas allteftersom frfarandet pgr. 59
CONCLUSIONS AND RECOMMENDATIONS High-speed rail operations have many advantages but there is no realistic long term EU plan, and there is no truly EU high-speed network 96. 
SLUTSATSER OCH REKOMMENDATIONER Hghastighetstrafik p jrnvg har mnga frdelar men det finns ingen realistisk lngsiktig plan p EU-niv och det gr i princip inte att tala om ngot EU-nt fr hghastighetstg 96.
High-speed rail supports the EUŐs sustainable mobility policy objectives, because its carbon footprint is lower than other forms of transport53. 
Hghastighetstrafik p jrnvg frmjar EU:s ml om en hllbar transportpolitik eftersom koldioxidavtrycket r lgre n fr andra transportstt53.
The CommissionŐs target of tripling the length of the high-speed rail network (reaching more than 30 000 km in 2030) is not supported by credible analysis. 
Kommissionens ml om att tredubbla strckningen av jrnvgsntet fr hghastighetstrafik (till ver 30 000 kilometer 2030) underbyggs inte av ngon trovrdig analys.
We consider it unlikely that this target will be reached, because it takes around 16 years for high-speed rail infrastructure to be planned, built, and to begin operations. 
Vi menar att det r osannolikt att detta ml gr att n, eftersom det tar cirka sexton r att planera, bygga och driftstta jrnvgsinfrastruktur fr hghastighetstrafik.
By the end of 2017, only 9 000 km of high-speed lines were in operation, with another 1 700 km in construction. 
I slutet av 2017 var endast 9 000 kilometer hghastighetsjrnvg i drift och ytterligare 1 700 kilometer hll p att byggas.
There is no genuine European high-speed rail network: there is only a patchwork of national high-speed lines. 
Det finns i egentlig mening inget europeiskt jrnvgsnt fr hghastighetstrafik. Det som finns r ett lapptcke av nationella hghastighetsbanor.
The Commission has no power to decide if and when high-speed lines detailed in the TEN-T Regulation should be built, as decisions to build high-speed rail lines are the sole responsibility of Member States. 
Kommissionen har ingen befogenhet att bestmma om och nr hghastighetsbanor som specificerats i TEN-T-frordningen br byggas, eftersom beslut om hghastighetsbanor helt och hller fattas av medlemsstaterna sjlva.
Completing the EUŐs transnational corridors by linking national networks is not a priority for the Member States audited. 
Att frdigstlla EU:s grnsverskridande korridor genom att koppla ihop de nationella nten r inte en prioritet i de medlemsstater som granskats.
Although an EU funding mechanism was adopted at the same time (the CEF Regulation), and although various international agreements have been signed by the Member States concerned, high-speed rail border crossing works are not being completed in a coordinated fashion. 
Trots att en mekanism fr EU-finansiering infrdes samtidigt (FSE-frordningen), och trots att olika nationella avtal har undertecknats av berrda medlemsstater, fortskrider inte arbetet med grnsvergngar fr hghastighetstrafik p jrnvg p ett samordnat stt.
Under the hypothesis of a high and intensive use of the infrastructures created, and under the assumption that the electrical power used is generated by a clean source (see footnote 17). 57 53 
Det innebr ett Enligt hypotesen att de infrastrukturer som byggs anvnds mycket och intensivt, och under frutsttning att den el som frbrukas kommer frn en ren klla (se fotnot 17). 60 53
The principles of sound financial management have not consistently been applied for the audited high-speed rail infrastructure investments 99. 
Principen om sund ekonomisk frvaltning har inte alltid fljts i de granskade investeringarna i jrnvgsinfrastruktur fr hghastighetstrafik 99.
The quality of the assessment of needs in the Member States is low. 
Kvaliteten p behovsbedmningarna i medlemsstaterna r lg.
Alternative solutions, such as upgrading existing conventional lines instead of building new high-speed lines, are only considered systematically in Italy and Germany; this is a good practice which should be followed universally. 
Alternativa lsningar, ssom att rusta upp befintliga konventionella jrnvgar i stllet fr att bygga nya hghastighetsbanor, vervgs endast i Italien och Tyskland. Det r en sund strategi som borde fljas verallt.
Decisions to build are national and political; they are rarely based on proper cost-benefit analyses. 
Byggbesluten r nationella och politiska och sllan grundade p ordentliga lnsamhetsanalyser.
High-speed rail infrastructure is expensive, and is becoming more so: the lines we audited cost, on average, 25 million euros per kilometre. 
Jrnvgsinfrastruktur fr hghastighetstrafik r dyr och blir hela tiden dyrare. P de banor vi granskade var kostnaden i genomsnitt 25 miljoner euro per kilometer.
Aggregate cost overruns are 5.7 billion euro at project level, and 25,1 billion euro at line level (44 % and 78 %, respectively). 
Sammanlagt har budgetverskridandena legat p 5,7 miljarder euro rknat p projektniv, och p 25,1 miljarder euro rknat p banniv (44 respektive 78 %). ven frseningarna har varit betydande.
Our speed-yield assessment clearly indicates that very high-speed rail services are not always needed: in most cases, only around 45 % of the design speed is achieved on average. 
Vr utvrdering av hastighetsutnyttjandet visar tydligt att jrnvgstransporter med mycket hg hastighet inte alltid behvs: i de flesta fall uppns endast i genomsnitt 45 % av den hastighet som banorna byggts fr.
Only two high-speed lines have average operating speeds above 200 km/h and none have speeds above 250 km/h. 
Endast p tv av hghastighetsbanorna r krhastigheten ver 200 km/h, och inte ngonstans verskrids 250 km/h.
Our findings indicate that four of the ten lines will cost more than 100 million euros per travel minute saved. 
Vra resultat visar att fyra av de tio banorna kommer att kosta mer n 100 miljoner euro per insparad resminut.
Paying careful attention to the elements above could save hundreds of millions of euros, and ensure that high-speed built lines are used well (paragraph 37 to 57). 
Om ordentlig hnsyn hade tagits till ovanstende hade hundratals miljoner euro kunnat sparas, och man hade kunnat skerstlla att hghastighetsbanorna hade utnyttjats p ett bra stt (punkterna 37Đ57).
Assessing the situation for the EU citizens highlights the advantages of high-speed rail, while the sustainability of the EU co-funding to high-speed lines is at risk 101. 
En utvrdering av situationen fr EU-medborgarna visar p frdelarna med hghastighetsbanor, samtidigt som hllbarheten i EU:s medfinansiering av hghastighetsbanor r hotad 101.
The assessment of travel times, prices and number of connections indicates that high-speed rail has advantages over its competitors (air transport, conventional rail and road transport). 
Utvrderingen av restider, priser och antalet avgngar visar att hghastighetstrafik p jrnvg har frdelar framfr konkurrerande alternativ (flyg, konventionell jrnvg och vgtransport).
Our overall conclusion is that total travel time and price level are equally 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 regular service (frequent trains) and reliability (punctual departures and arrivals), these factors could allow high-speed rail to increase its 58 market share. 
I kombination med regelbunden trafik (mnga avgngar) och punktlighet (att tgen avgr och ankommer i tid) kan dessa faktorer bidra till att ka marknadsandelen fr hghastighetstrafik p jrnvg.
The number of stations on a line is important, and their location vital: not all stations audited are well accessible and have good connections, and for 15 of the 18 audited high-speed rail stations we saw no clear regeneration effects in the surrounding area. 
Antalet stationer p banan r viktigt, och var de ligger har avgrande betydelse: inte alla granskade stationer r ltta att n och har bra anslutningar, och vid 15 av de 18 granskade hghastighetsstationerna sgs inga tydliga tillvxteffekter p omrdena runtomkring.
We assess that sustainability is at risk: judging by a benchmark of nine million passengers per year, three of the seven completed lines audited cannot be considered successful high-speed rail lines (Eje Atlntico, Rhin-Rhne and Madrid-Len) since the number of passengers carried was far lower. 
Vr bedmning r att den ekonomiska hllbarheten r hotad: Utifrn referensvrdet p nio miljoner passagerare per r kan tre av de sju slutfrda hghastighetsbanorna inte anses vara lyckade satsningar (Eje Atlntico, RhenĐRhne och MadridĐLen) eftersom antalet transporterade passagerare var mycket lgre.
The infrastructure cost of these lines was 10.6 billion euro, to which the EU provided around 2.7 billion euro. 
Infrastrukturkostnaden fr dessa jrnvgsbanor var 10,6 miljarder euro, varav 2,7 miljoner euro kom frn EU.
This means that there is a high risk of ineffective spending of EU co-funding on these lines, which could have been mitigated by a sound ex ante assessment of costs and benefits for the individual lines. 
Det innebr att det finns en stor risk fr att EU:s medfinansiering av dessa banor varit ondamlsenlig. Den risken kunde ha minskats med hjlp av en sund frhandsbedmning av kostnader och nytta fr de enskilda banorna.
Our assessment of the number of people living in the catchment area of the audited lines indicates that 9 of the 14 audited lines and cross-border connections did not have enough potential passengers to be successful. 
Vr utvrdering av antalet invnare som bor i upptagningsomrdena fr de granskade banorna visar att vid nio av fjorton banor och grnsverskridande frbindelser finns det inte tillrckligt med potentiella passagerare fr att satsningen ska ge tillrckliga frdelar.
In addition, high-speed rail and other transport modes do not compete equally as not all modes of transport are subject to the same charges (paragraph 58 to 85). 
Dessutom konkurrerar inte hghastighetstrafiken p jrnvg p lika villkor med andra transportstt eftersom inte samma avgifter gller fr alla transportstt (punkterna 58Đ85).
Seamless and competitive cross-border high-speed rail operations are still some way off 104. 
Fortfarande en bit kvar till smidig och konkurrenskraftig grnsverskridande hghastighetstrafik p jrnvg 104.
There are still many technical, administrative and other barriers to interoperability, even though the Court called for urgent action to lift such barriers in a special report published in 2010. 
Det finns fortfarande mnga tekniska, administrativa och andra hinder fr driftskompatibilitet, trots att revisionsrtten uppmanade till omedelbara tgrder fr att 62 avlgsna sdana hinder i sin srskilda rapport frn 2010.
The rail passenger market is not open in France and Spain, although there is on-track competition in Italy and, to a limited extent, in Austria. 
Marknaden fr passagerartrafik p jrnvg r inte ppen i Frankrike och Spanien, men det finns konkurrens p banorna i Italien och till viss del i sterrike.
In Germany, the rail passenger market is open, but there is no competition on high-speed lines. 
I Tyskland r marknaden fr passagerartrafik p jrnvg ppen, men det finns ingen konkurrens p hghastighetsbanorna.
With the current rules, competition may be delayed until as long as 2035. 
Med de nuvarande reglerna kan det drja till 2035 innan det blir konkurrens.
As competition encourages better services, more frequent trains and lower prices for travellers, it should materialise sooner. 
Eftersom konkurrens oftast leder till bttre service, hgre turtthet och lgre priser fr resenrerna vore det nskvrt att denna uppstod tidigare.
Track access charges aim to recover previous infrastructure investment and operating costs. 
Banavgifter anvnds fr att tcka tidigare infrastrukturinvesteringar och driftkostnader.
If they are set low enough to allow new entrants to participate in the market, they can incentivise on-track competition. 
Om avgifterna r spass lga att nya aktrer kan komma in p marknaden kan de fungera som incitament fr konkurrens p banorna.
However, the systems used to calculate them are overly complicated, as numerous variables can be applied. 59 
Systemen som anvnds fr att berkna avgifterna r dock alltfr komplicerade, eftersom ett stort antal variabler kan rknas in.
Each Member State must have a regulatory body, which must be qualified, adequately staffed and independent from the entity fixing the charges and from the government. This regulator must apply the rules strictly to ensure that agreed policies are respected. 
I alla medlemsstater mste det finnas en tillsynsmyndighet med rtt kompetens och tillrcklig bemanning, och den mste vara oberoende frn den enhet som faststller avgifterna och frn regeringen. Denna kontrollmyndighet mste tillmpa reglerna strikt fr att skerstlla att den verenskomna strategin fljs.
In two of the four cases we assessed, we found evidence that the regulators cannot exercise their statutory duties. 
I tv av de fyra fall som vi granskade fann vi bevis fr att tillsynsmyndigheterna inte kan utfra sitt lagstadgade uppdrag.
The Commission acted upon these two cases by launching infringement procedures (paragraph 86 to 95). 
Kommissionen agerade i dessa tv fall genom att inleda vertrdelsefrfaranden (punkterna 86Đ95).
60 Recommendation 1 Đ The planning of the EU high-speed rail network The Commission should, in its supervisory role, take the following steps: 1. 
63 Rekommendation 1 Đ Planeringen fr jrnvgsntet fr hghastighetstrafik i EU Kommissionen br i egenskap av vervakare vidta fljande tgrder: 1.
Based on the inputs and commitments of the Member States, it should adopt a realistic long-term deployment plan for building the remaining infrastructure needed to complete the core EU high-speed rail network in the context of the revision of the TEN-T Regulation. 
Inom ramen fr versynen av TEN-T-frordningen br kommissionen utifrn medlemsstaternas synpunkter och taganden anta en realistisk, lngsiktig plan fr utbyggnad av den terstende infrastruktur som behvs fr att ntet med hghastighetsbanor i EU ska bli frdigt.
This long-term planning should be based on the key enforceable strategic infrastructure projects on the core network, with particular focus on cross-border sections, which must be completed by 2030 to enhance EU added value. 
Denna lngsiktiga plan br bygga p de viktigaste tvingande strategiska infrastrukturprojekten i stomntet, med srskilt fokus p grnsverskridande delar av det, som mste vara slutfrda fre 2030 om det europeiska mervrdet ska frbttras.
Based on the enforceable strategic plan under 1, it should take the foreseen remedial actions if projects on these priority stretches do not begin according to the agreed timeline, if they are delayed, or if coordination problems along the various borders seem likely to prevent the line from entering into service as planned. 
64 Utifrn den tvingande strategiska planen i punkt 1 br kommissionen vidta freskrivna korrigerande tgrder om projekten p dessa prioriterade strckor inte inleds inom verenskommen tid, om de frsenas eller om det verkar sannolikt att samordningsproblem vid olika grnser kommer att leda till att tgtrafiken inte kommer i gng som planerat.
Target implementation date: when preparing the new legislative proposals for TEN-T. 2. 
Mldatum fr genomfrande: nr de nya lagstiftningsfrslagen fr TEN-T utarbetas. 2.
It should link EU co-funding to an assessment of the need for very high-speed lines, and to closer monitoring and supervision by providing specific conditions spelled out in implementing decisions on key priority stretches. 
Kommissionen br koppla EU:s medfinansiering till en bedmning av behovet av banor med mycket hga hastigheter och till nrmare vervakning och tillsyn genom att uttryckligen ange specifika villkor i genomfrandebeslut om strckor med hg prioritet.
Target implementation date: immediately. 
Mldatum fr genomfrande: omedelbart.
61 Recommendation 2 Đ EU co-funding support for high-speed rail infrastructure investments The Commission should : 1. 
Rekommendation 2 Đ EU:s medfinansieringsstd till investeringar i jrnvgsinfrastruktur fr hghastighetstrafik Kommissionen br gra fljande: 1.
Revise the TEN-T regulation to enable it to enforce the timely implementation of the key strategic infrastructure networks identified above. 
Se ver TEN-T-frordningen s att den leder till att de viktigaste strategiska infrastrukturprojekten som nmns ovan genomfrs i tid.
Target implementation date: initiate the work as soon as possible to ensure work is completed by 2023. 2. 
Mldatum fr genomfrande: arbetet br inledas s snart som mjligt och slutfras senast 2023. 2.
Upon revision of the TEN-T Regulation earmark the EU co-funding support for these strategic priority projects. 
I samband med versynen av TEN-T-frordningen ronmrka EU:s medfinansieringsstd till dessa strategiska prioriterade projekt.
Target implementation date: immediately after the revision of the TEN-T Regulation. 
Mldatum fr genomfrande: omedelbart efter versynen av TEN-T-frordningen.
3.During the programming of cohesion policy, together with the Member States, focus its funding for high-speed rail lines to those high-speed rail lines that form part of the core network corridors. 
65 3. I samband med programplaneringen av sammanhllningspolitiken tillsammans med medlemsstaterna se till att fokusera finansieringen av hghastighetsjrnvgar frmst till de hghastighetsbanor som ingr i stomntskorridorerna.
Target implementation date: when preparing the programmes for the post-2020 period. 
Mldatum fr genomfrande: nr de operativa programmen fr perioden efter 2020 utarbetas.
Make EU co-funding contingent on the introduction of an effective on-track competition on the supported high-speed lines soonest after completion of the works. 
Villkora EU:s finansiering med krav p infrande av ndamlsenlig konkurrens p de medfinansierade hghastighetsbanorna s snart som arbetena har slutfrts.
Target implementation date: immediately. 5. 
Mldatum fr genomfrande: omedelbart. 5.