natgillin/translations-raw huggingface dataset:
Impact of stations on travel time and speed ANNEX VII 75 HSL Origin-Destination Length in km Number of stations Average distance between stations (km) Shortest distance between stations (km) Longest distance between stations (km) Most direct trip (min) Least direct trip (min) Difference (min) "Time cost" of each intermediate station Average speed on most direct trip (km/h) Average speed on least direct trip (km/h) Difference (km/h) "Average speed cost" of each intermediate station (km/h) Madrid-Barcelona-FF Madrid - Figueres Vilafant 797 9 100 35 157 215 255 40 10 209 188 21.49 5.37 Madrid-Len Madrid - Len 345 5 86 51 114 126 153 27 9 164 135 28.99 7.2 Eje Atlantico Vigo - A Corua 165 5 41 26 61 80 80 N/A N/A 124 124 N/A N/A Torino-Salerno Torino - Salerno* 1 007 14 77 4 253 255* 292* 37* 7* 186* 162* 23.55* 4.71* Milano-Venezia Milano - Venezia 273 7 46 8 84 145 145 N/A N/A 113 113 N/A N/A LGV Est Europenne Paris - Strasbourg 441 5 110 68 137 106 119 13 7 250 222 27.27 13.64 LGV Rhin-Rhne Dijon - Mulhouse 205 4 68 46 82 62 74 12 6 198 166 32.17 16.09 Stuttgart-Mnchen Stuttgart - Mnchen 267 8 38 6 191 134 154 20 4 108 94 14.00 2.74 Berlin - Leipzig/Halle - Erfurt - Nurnberg - Mnchen Berlin - Mnchen 672 15 48 2 94 240 312 72 12 155 129 25.77 4.28 * Station impact on travel time and speed is computed on a Milano - Napoli trip. ANNEX VIII Map of the catchment area and key data for each of the audited high-speed lines, as well as for the border crossings assessed High-Speed Line Madrid Đ Barcelona Đ French border * Excludes by-passes of Zaragoza and Lleida. 
Stationers pverkan p restid och hastighet BILAGA VII 78 AvreseortĐresml Avstnd i km Antal stationer Genomsnittligt avstnd mellan stationer (km) Kortaste avstnd mellan stationer (km) Lngsta avstnd mellan stationer (km) Resa med minst antal byten (min) Resa med flest byten (min) Skillnad (min) Tidsfrlust per station Genomsnitts-hastighet p resa med minst antal byten (km/h) Genomsnitts-hastighet p resa med flest byten (km/h) Mellanskillnad (km/h) Genomsnittlig hastighets-frlust per mellanliggande station (km/h) MadridĐFigueres Vilafant 797 9 100 35 157 215 255 40 10 209 188 21,49 5,37 MadridĐLen 345 5 86 51 114 126 153 27 9 164 135 28,99 7,2 VigoĐA Corua 165 5 41 26 61 80 80 Đ Đ 124 124 Đ Đ TurinĐSalerno* 1 007 14 77 4 253 255* 292* 37* 7* 186* 162* 23,55* 4,71* MilanoĐVenedig 273 7 46 8 84 145 145 Đ Đ 113 113 Đ Đ ParisĐStrasbourg 441 5 110 68 137 106 119 13 7 250 222 27,27 13,64 DijonĐMulhouse 205 4 68 46 82 62 74 12 6 198 166 32,17 16,09 StuttgartĐMnchen 267 8 38 6 191 134 154 20 4 108 94 14,00 2,74 BerlinĐMnchen 672 15 48 2 94 240 312 72 12 155 129 25,77 4,28  restid och hastighet mtt p en resa mellan Milano och Neapel.
High-Speed Line Eje Atlantico 78 High-Speed Line Madrid Đ Galicia 79 Length Total cost EU (ex VAT) funding Line capacity saturation HSR trains (daily avg) Stations Avg dist between stations Speeds max max real average as of max design operational design km mil euro mil euro % nr nr km km/h km/h km/h % 549 5 714* 440* 36%** 22 8 78 350 200 103-110 29-31% * Total Cost & EU funding relate to Medina del Campo - Galicia stretch. ** Relate to completed high-speed stretches. 
1 400 000 1 200 000 1 000 000 800 000 600 000 400 000 200 000 61 16% 16 2 44 Hastigheter Hgsta Hgsta Genomsnitt av hgsta konstr. tilltna faktisk konstr. km mn euro Utnyttjande av Hghastig-hetstg Stationer TRUE bankapacitet (genomsnitt/dag) 44 999 mn euro % antal antal km km/h 350 km/h 300 km/h 127* % 36% 0 Upptagningsomrde Figueres Vilafant Perpignan 15mi 30mi 60mi nuter nuter nuter 75 000 307 000 1 326 000 268 000 412 000 1 078 000 Đ verlappning 768 000 768 000 Đ verlappning i % 58% 71%
REPLIES OF THE COMMISSION TO THE SPECIAL REPORT OF THE EUROPEAN COURT OF AUDITORS "A EUROPEAN HIGH-SPEED RAIL NETWORK: NOT A REALITY, BUT AN INEFFECTIVE PATCHWORK" EXECUTIVE SUMMARY III. 
KOMMISSIONENS SVAR P EUROPEISKA REVISIONSRTTENS SRSKILDA RAPPORT ÓH GHASTIGHETSTRAFIK P JRNVG I EUROPA: ETT INEFFEKTVIT LAPPTCKE TILL F LJD AV BRISTFLLIGT EU-NTÓ SAMMANFATTNING III.
The TEN-T Regulation provides for a strategic and ambitious rail network planning from an EU perspective covering whole of the EU. 
Enligt TEN-T-frordningen krvs en strategisk och ambitis planering av jrnvgsntet som utgr frn ett EU-perspektiv och omfattar hela EU.
The TEN-T regulation constitutes the main strategic and implementing tool to achieve those general objectives. 
TEN-T-frordningen r det viktigaste strategiska verktyget och genomfrandeverktyget fr att uppn dessa allmnna ml.
The TEN-T Regulation provides for a strategic planning from an EU perspective covering whole of the EU and detailing those parts of the railway network that are to be developed according to the high speed (HS) standards. 
I TEN-T-frordningen freskrivs en strategisk planering som utgr frn ett EU-perspektiv och omfattar hela EU. I planeringen ska det nrmare faststllas vilka delar av jrnvgsntet som ska utvecklas enligt standarderna fr hghastighetsjrnvg.
The Commission considers that the deadlines for the development of the TEN-T set out in the Regulation are binding and it makes every effort to ensure that the deployments of the high-speed railway infrastructure concerned are made in a concerted and synchronised way across the EU. 
Kommissionen anser att de tidsfrister fr att utveckla TEN-T som anges i frordningen r bindande och den gr sitt yttersta fr att se till att utbyggnaden av den berrda infrastrukturen fr hghastighetsjrnvg sker p ett samordnat och synkroniserat stt i hela EU.
The tool of the core network corridors has been specifically designed to maximise synergies between the efforts made by different Member States and their infrastructure managers. 
Verktyget i form av stomntskorridorerna har utformats srskilt fr att skapa strsta mjliga synergier mellan de anstrngningar som grs av olika medlemsstaterna och deras infrastrukturfrvaltare.
Eventually, by 2030, all those elements will have to be interconnected. 
Senast 2030 ska alla dessa delar vara sammanlnkade.
They can then benefit from the efforts made by the Commission in other areas to promote market opening and interoperability. 
Drefter kan de dra frdel av kommissionens anstrngningar inom andra omrden fr att ppna marknaderna och frmja driftskompatibilitet.
The Commission believes that the EU funding increases EU added value as the cross border, bottlenecks and missing links would otherwise not be adequately addressed or prioritised. 
Kommissionen anser att EU-finansieringen kar mervrdet fr EU eftersom grnsverskridande lnkar, flaskhalsar och saknade lnkar annars inte skulle hanteras ndamlsenligt eller prioriteras.
In order to ensure that longer distance journeys by high speed rail are attractive and competitive compared to aviation, very high speed services are often economically justified, with different characteristics for freight and passenger transport that are assessed on a case by case basis. 
Fr att lngre resor med hghastighetstg ska vara attraktiva och konkurrenskraftiga jmfrt med flyg r det ofta ekonomiskt motiverat med trafik med mycket hga hastigheter, med olika egenskaper fr gods-och persontrafik, som bedms frn fall till fall.
Data on average speeds is likely to change once the network is completed, since the data reflects current services with an incomplete network. 
Uppgifterna om genomsnittshastigheter kommer sannolikt att frndras nr ntet r fullt utbyggt, eftersom de nu tillgngliga uppgifterna avspeglar trafiken som den ser ut idag, med ett ofullstndigt nt.
The provisions included in the transport chapter of the CBA Guide (2014) are designed to allow for a rigorous and methodologically sound analysis of HSR investments, whose analytical framework for identification and evaluation of costs and benefits, and calculation of the socio-economic viability, does not differ from any other transport investments. 
Bestmmelserna i kapitlet om transporter i handboken om kostnads-nyttoanalys (2014) r utformade fr att det ska g att gra en noggrann och metodologiskt korrekt analys av investeringar i hghastighetsjrnvg. Denna analysram fr att kartlgga och utvrdera kostnader och nytta samt berkna den samhllsekonomiska brkraften skiljer sig inte frn andra transportinvesteringar.
The factors highlighted by the ECA should be assessed alongside broader policy objectives, such as encouraging modal shift in particular to address climate change and local air quality. The inclusion of minimum passenger volumes may pre-empt project solutions that can be relevant vis--vis their territorial development needs. 
De faktorer som revisionsrtten framhller br bedmas tillsammans med bredare politiska ml, t.ex. att uppmuntra ett byte av transportslag fr att framfr allt ta itu med klimatfrndringen och den lokala luftkvaliteten Att infra krav p lgsta antal passagerare skulle kunna lgga hinder i vgen fr projektlsningar som kan vara relevanta fr territoriella utvecklingsbehov.
Therefore, a guidance focusing on key requirements for CBA at EU level should be flexible enough to enable country-, sector-and project-specific features to be factored in the project appraisal on a case-by-case basis. 
Drfr br en vgledning som inriktas p de viktigaste kraven fr en kostnads-nyttoanalys p EU-niv vara tillrckligt flexibel fr att det ska g att ta hnsyn till lands-, sektors-och projektspecifika frhllanden i bedmningen av projekt frn fall till fall.
X. The fourth railway package, adopted in 2016, foresees the lifting of barriers to interoperability, enhancing safety and liberalising passenger rail markets. 
X. I det fjrde jrnvgspaketet, som antogs 2016, freskrivs att hinder fr driftskompatibilitet ska undanrjas, skerheten frbttras och jrnvgsmarknaderna fr persontrafik ska liberaliseras.
These will be implemented starting from 2019, with certain transitional periods. 
Detta kommer att genomfras frn och med 2019, med vissa vergngsperioder.
Due to the fact that they are new infrastructure built to modern standards and designed from the outset for international traffic, there are considerably less barriers to interoperability on high-speed routes than on the historic network. 1 
Eftersom detta r ny infrastruktur som byggs enligt moderna standarder och redan frn brjan r konstruerad fr internationell trafik finns det betydligt frre hinder fr driftskompatibilitet p hghastighetsbanorna n p det gamla ntet. 1
The Commission refers to its replies to recommendation 1. 
Kommissionen hnvisar till sina svar p rekommendation 1.
The Commission refers to its replies to recommendation 2. 
Kommissionen hnvisar till sina svar p rekommendation 2.
The Commission refers to its replies to recommendation 3. 
Kommissionen hnvisar till sina svar p rekommendation 3.
The Commission refers to its replies to recommendation 4. 
Kommissionen hnvisar till sina svar p rekommendation 4.
The TEN-T Regulation provides for a strategic and ambitious rail network planning from an EU perspective covering whole of the EU, and zooming in on those parts of the network that are to be developed according to high speed standards. 
I TEN-T-frordningen freskrivs en strategisk och ambitis planering av jrnvgsntet som utgr frn ett EU-perspektiv och omfattar hela EU. Planeringen ska inriktas p de delar av jrnvgsntet som ska utvecklas enligt standarderna fr hghastighetsjrnvg.
High-speed railways are defined in the TEN-T Regulation, vide point (a) of the art. 11.2. 
Jrnvgslinjer fr hghastighetstrafik definieras i TEN-T-frordningen, se artikel 11.2 a.
The Commission is not involved directly in the decision-making in the Member States. 
Kommissionen deltar inte direkt i medlemsstaternas beslutsfattande.
However, the TEN-T Regulation translates the strategy developed by the Commission in the White Paper 2011 into concrete objectives, specific targets and appropriate measures. 
I TEN-T-frordningen verstts dock den strategi som kommissionen utarbetade i vitboken 2011 till konkreta ml, srskilda ml och lmpliga tgrder.
This Regulation defines the EU infrastructure policy for transport and the criteria to identify the projects of EU common interest. 
I frordningen faststlls EU:s infrastrukturpolitik fr transporter och kriterierna fr att identifiera projekt av gemensamt intresse fr EU.
A set of tools defined in the TEN-T and CEF Regulations Đ notably the core network corridors Đ allow the Commission to verify that the Member States comply with their commitments under the Regulations and to take action where necessary. 
I TEN-T-frordningen och frordningen om fonden fr ett sammanlnkat Europa (FSE) faststlls en uppsttning verktyg Đ srskilt stomntskorridorerna Đ som gr det mjligt fr kommissionen att kontrollera att medlemsstaterna uppfyller sina taganden enligt frordningarna och att vidta tgrder vid behov.
European Coordinators release core network work plans, which highlight main challenges and monitor progress made. 
Europeiska samordnare ger ut arbetsplaner fr stomnten, dr de viktigaste utmaningarna anges och utvecklingen fljs upp.
These work plans are approved by the Member States concerned and are publicly available. 
Dessa arbetsplaner godknns av de berrda medlemsstaterna och r offentliga.
In addition, the TEN-T regulation foresees the possibility for the Commission to adopt implementing decisions on specific cross-border sections (for example Evora-Merida, Rail Baltica, etc.). 
I TEN-T-frordningen freskrivs dessutom att kommissionen ska kunna anta genomfrandebeslut om specifika grnsverskridande strckor (t.ex. EvoraĐMerida och Rail Baltica).
See also Commission reply to paragraph 31. 
Se ven kommissionens svar avseende punkt 31.
The Commission considers that the deadline of 2030 for the completion of the core TEN-T is binding although depending on the availability of financial resources in the Member States. 
Kommissionen anser att tidsfristen fram till 2030 fr att fullborda stomntet fr TEN-T r bindande, ven om den r beroende av tillgng till ekonomiska resurser i medlemsstaterna.
In the programming period 2014-2020 the Commission has reinforced the planning framework of Member States and regions for transport investments, including high-speed rail. 
Under programperioden 2014Đ2020 har kommissionen frstrkt medlemsstaternas och regionernas planeringsram fr transportinvesteringar, dribland hghastighetsnt fr tg.
Cohesion policy support to such investments was conditional to the existence of comprehensive transport strategy(ies) or framework(s) that ensure planning security for all stakeholders: EU, national and private. 
Std frn sammanhllningspolitiken till sdana investeringar gavs p villkor att det fanns en heltckande transportstrategi eller heltckande transportstrategier eller en ram eller ramar som skapar skerhet i planeringen fr alla berrda parter: EU-parter, nationella och privata parter.
The Commission has proposed to maintain enabling conditions for the 2021-27 period. 
Kommissionen har freslagit att ndvndiga villkor ska bibehllas under perioden 2021Đ2027.
The Commission indicates that coordination tools for cross-border sections already exist under the framework of the current programming period: 1) According to the TEN-T regulation, the Commission can adopt implementing decisions for cross-border projects. 
Kommissionen ppekar att det redan finns samordningsverktyg fr grnsverskridande strckor inom ramen fr de nuvarande programperioden. 1) Enligt TEN-T-frordningen fr kommissionen anta genomfrandebeslut fr grnsverskridande projekt.
This has been done for the first time with the implementing decision on the Evora-Merida project adopted on 25 April 2018. 
Detta gjordes fr frsta gngen i och med genomfrandebeslutet om EvoraĐMerida-projektet som antogs den 25 april 2018.
2) On technical elements and interoperability, the European Deployment Plan for ERTMS (COMMISSION IMPLEMENTING REGULATION (EU) 2017/6) mandates a cross-border agreement on ERTMS. 
2) Nr det gller tekniska delar och driftskompatibilitet freskrivs ett grnsverskridande avtal om den europeiska genomfrandeplanen fr det europeiska trafikstyrningssystemet fr tg (ERTMS) i den europeiska genomfrandeplanen fr ERMS (kommissionens genomfrandefrordning (EU) 2017/6).
Box 1 Đ Poorly connected national networks, and their impact 1. 
Ruta 1 Đ Bristflligt sammanlnkade nationella nt och deras inverkan 1.
According to available information and its own assessment, the Commission believes that the access routes should become operational gradually between 2027 and 2040. 2 
Mot bakgrund av tillgnglig information och sin egen bedmning tror kommissionen att tillfartsvgarna gradvis kommer att tas i drift mellan 2027 och 2040.
According to information received from the authorities in charge of the construction of the northern access routes it is currently foreseen to gradually complete the access routes. This has the potential to address future capacity increases. 
Enligt de uppgifter som har tagits emot frn de myndigheter som ansvarar fr uppfrandet av de norra tillfartsvgarna r planen fr nrvarande att dessa ska frdigstllas gradvis. Detta ger mjlighet att mta framtida kapacitetskningar.
By 2027, the existing double track line between Munich and Kufstein will be equipped with ECTS in compliance with the TEN-T regulation. 
Senast 2027 kommer det befintliga dubbelspret mellan Mnchen och Kufstein att vara utrustat med ECTS i enlighet med TEN-T-frordningen.
Until 2032 the 4-track upgrade of the section Schaftenau-Radfeld (AT) shall become operational and until 2038 the 4 track upgrade between Schaftenau (AT) to north of Rosenheim (DE). The remaining part Gro§karolinenfeld to Mnchen-Trudering (DE) will become operational by 2040. 
Senast 2032 ska den fyrspriga uppgraderingen av strckan SchaftenauĐRadfeld ( sterrike) tas i drift och 2038 ska den fyrspriga uppgraderingen frn Schaftenau ( sterrike) till norr om Rosenheim (Tyskland) vara klar. terstende strcka, Gro§karolinenfeldĐMnchenĐTrudering (Tyskland) kommer att tas i drift senast 2040.
34. (i) The question of the procurement framework was addressed in the context of the proposal for streamlining measures for advancing the realisation of the TEN-T (Smart TEN-T) adopted by the Commission on 17 May 2018. 
34. i) Frgan om upphandlingsramen behandlades i samband med frslaget om rationaliseringstgrder fr att pskynda frverkligandet av TEN-T (Smart TEN-T) som kommissionen antog den 17 maj 2018.
Furthermore, a proposal for a regulation on a mechanism to resolve legislative and administrative obstacles in a cross border context - applicable to all sectors - was proposed on 29 May 2018, allowing the legislation of one Member State to be applied across the border using a single set of rules. (ii) The proposal for a regulation on streamlining measures for advancing the realisation of the TEN-T includes an obligation for Member States to set up single competent authorities for coordination of the permit granting procedures for the TEN-T Core Network projects. 
Den 29 maj 2018 lades det dessutom fram ett frslag till frordning om en mekanism fr lsning av rttsliga och administrativa problem i ett grnsverskridande sammanhang, som ska vara tillmplig fr alla sektorer. Den kommer att gra det mjligt att tillmpa en medlemsstats lagstiftning p andra sidan grnsen med hjlp av en gemensam uppsttning regler. ii) I frslaget om rationaliseringstgrder fr att pskynda frverkligandet av TEN-T ingr en skyldighet fr medlemsstaterna att inrtta en enda behrig myndighet som ska samordna alla tillstndsfrfaranden fr TEN-T-stomntsprojekt.
For the next MFF, the Commission envisages to develop in the context of the CEF 2021-27 proposal for a new set of key performance indicators which also cover results and impacts. 
Infr nsta flerriga budgetram planerar kommissionen att, i samband med frslaget till FSE 2021Đ2027, utveckla en ny uppsttning nyckelutfrandeindikatorer som ven omfattar resultat och effekter .
As regards cohesion policy, overall objectives are assigned to each programme, with result indicators. 
Nr det gller sammanhllningspolitiken faststlls vergripande ml fr varje program tillsammans med resultatindikatorer.
The prerequisite conditions for implementation include enabling conditions linked to the alignment of national strategy plans with EU policy objectives in transport sector, notably on TEN-T as well as urban/local mobility. 
Bland frutsttningarna fr genomfrandet ingr ndvndiga villkor som r kopplade till anpassningen av nationella strategiska planer till EU:s politiska ml inom transportsektorn, framfr allt i frga om TEN-T och mobilitet i stder/lokalt.
It is 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, and provide adequate reporting to the Commission. 
Medlemsstaterna har ansvaret fr 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 ge kommissionen en tillfredsstllande rapportering.
Rail projects are tendered and the procured contracts usually entail provisions regarding timely delivery and outputs, 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 contracting authorities / beneficiaries concerned. 
Det r de berrda upphandlande myndigheterna/mottagarna som ansvarar fr att frvalta kontrakten.
Common Commission reply to paragraphs 37 to 44: In order to ensure that longer distance journeys by high speed rail are attractive and competitive compared to aviation, very high speed services are often required to expand the range of competitiveness versus air transport from 600 km to 8-900 km. 
Kommissionens gemensamma svar p punkterna 37Đ44: Fr att lngre resor med hghastighetstg ska vara attraktiva och konkurrenskraftiga jmfrt med flyg mste jrnvgstrafik med mycket hga hastigheter ofta utka den konkurrenskraftiga rckvidden jmfrt med flyg frn 600 till 800Đ900 km.
Data on average speeds is likely to change once the network is completed, since the data reflects current services with an incomplete network. 
Uppgifterna om genomsnittshastigheter kommer sannolikt att frndras nr ntet r fullt utbyggt, eftersom de avspeglar den nuvarande trafiken, med ett ofullstndigt nt.
The actual speed along high-speed lines (HSL) is defined by the number of stops (a parameter ideally influenced by the market rather than the planning) and by the signalling system (given the availability of HS rolling stock). 
Den verkliga hastigheten p linjer med mycket hg hastighet styrs av antalet stopp (en parameter som helst ska pverkas mer av marknaden n av planeringen och av signalsystemet (med tanke p tillgngen till rullande materiel fr trafik med mycket hg hastighet).
Nevertheless, the adoption of the EU signalling system contributes to enabling significant increases both of commercial speed and capacity. 
Infrandet av EU:s signalsystem kommer dock att bidra till mjligheten att ka svl den kommersiella hastigheten som kapaciteten avsevrt.
The gradual deployment of ERTMS Level 2 and in the near future level 3 (which can be rolled out on the existing lines) will contribute to enhancing both factors. 
inom en snar framtid ven niv 3 (som kan infras p befintliga linjer), kommer att bidra till att frbttra bda faktorerna.
The Commission believes that the provisions included in the transport chapter of the CBA Guide (2014) are designed to allow for a rigorous and methodologically sound analysis of HSR investments, whose analytical framework for identification and evaluation of costs and benefits, and 3 
Kommissionen anser att bestmmelserna i kapitlet om transporter i handboken om kostnadsnyttoanalys (2014) r utformade fr att det ska g att gra en noggrann och metodologiskt korrekt analys av investeringar i hghastighetsjrnvg.