natgillin/translations-raw huggingface dataset:
12 De projekter, der blev udvalgt, var dem, der med størst sandsynlighed ville føre til en mere bæredygtig bytrafik eller forbedre effektiviteten af den eksisterende infrastruktur. 
12 12 Projects were selected on the basis of those most likely to lead to more sustainable urban mobility, or to improve the efficiency of the existing infrastructure.
Bemærkninger Kvantespringet i den bæredygtige bytrafik er ikke sket 17 For at vurdere, om mobiliteten er blevet mere bæredygtig i overensstemmelse med de ønsker, der er beskrevet i bytrafikpakken, undersøgte vi andelen af forskellige transporttyper, forureningen fra transport, overbelastningsniveauerne samt omfanget af og adgangen til offentlig transport i byerne og de omkringliggende områder. 
Observations The step change in sustainable urban mobility has not materialised 17 To assess whether mobility has become more sustainable in line with the aspirations set out in the Urban Mobility Package, we examined the share of different types of transport; the pollution from transport; levels of congestion; and the coverage and accessibility of public transport in cities and their surrounding areas.
Der er ingen tegn på en klar tendens til mere bæredygtige transportformer 18 Den europæiske platform for mobilitetsstyring (EPOMM) er af den opfattelse, at "modalsplittet" - trafikkens fordeling på forskellige transportformer - er den bedste indikator for bæredygtigheden af en bys mobilitetspolitik. 
There is no evidence of a clear trend towards more sustainable modes of transport 18 The European Platform on Mobility Management (EPOMM) considers ‘modal share’ – the proportions in which different types of transport are used – to be the best indicator of the sustainability of a city’s mobility policy.
I manglen på en kilde til omfattende data om modalsplittet i EU indsamlede vi dokumentation fra EPOMM's websted og supplerede analysen heraf med nyere oplysninger fra vores spørgeundersøgelse og fra vores besøg i de otte byer. 
In the absence of a source of comprehensive data on the modal share across the EU, we gathered evidence from the EPOMM website and complemented the analysis with more recent information from our survey and from our visits to eight cities.
19 Kun 27 af de 88 byer, vi undersøgte, fremlagde data om deres modalsplit. 
19 Only 27 of the 88 cities we surveyed provided data about modal share.
En analyse af modalsplittet i 13 af disse byer med sammenlignelige data fra forskellige år (jf. figur 2) viser, at anvendelsen af privatbiler faldt betydeligt i to af disse byer - Antwerpen og Bordeaux - mens den steg med 80 % i Budapest. 
An analysis of the modal share of 13 of these cities with comparable data over different years (see Figure 2) shows that in two of these cities – Antwerp and Bordeaux – private car usage dropped considerably, while in Budapest it increased by 80 %. 13
14 52 2 3 
Figure 2 – Modal share of private vehicles in 13 cities between 2007 and 2017 14 80 % 70 % 60 % 50 % 40 % 30 % 20 % 10 % 0% 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: ECA analysis based on data provided by cities and EPOMM.
14 2 3 
20 The results of our survey also show that in the 14 cities that provided data on the topic, the modal share of private vehicles was in most cases considerably higher in the metropolitan area surrounding the city than in the city (see Figure 3).
Figur 3 - Private køretøjers transportandel i 11 byer og omgivende storbyområder 16 B y S t or by o mr å d e 0,29 0,38 0,29 0,41 0,42 0,44 0,8 0,75 0,34 0,36 0,49 0,59 0,57 0,57 0,57 0,46 0,41 0,46 0,46 0,44 0,57 0,58 Prag (2017) Valletta (2013) Bordeaux (2017) Nürnberg (2017) Bologna (2016) Torino (2017) München (2017) Lissabon (2017) Hamborg (2017) Thessaloniki (2017) Bukarest (2017) 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Kilde: Revisionsretten på grundlag af svarene på spørgeundersøgelsen om bytrafik. 
Figure 3 – Modal share of private vehicles in 11 cities and metropolitan areas surrounding cities 15 City Metropolitan area 0.29 0.38 0.29 0.34 0.36 0.41 0.8 0.75 0.41 0.42 0.44 0.46 0.49 0.46 0.46 0.44 0.59 0.57 0.57 0.57 0.57 0.58 Prague (2017) Valletta (2013) Bordeaux (2017) Nuremberg (2017) Bologna (2016) Turin (2017) Munich (2017) Lisbon (2017) Hamburg (2017) Thessaloniki (2017) Bucharest (2017) 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Source: ECA based on replies to its survey on urban mobility.
Luftkvaliteten er forbedret i byknudepunkterne, men forureningen overstiger stadig de sikre niveauer 21 Mens drivhusgasemissionerne faldt i de fleste sektorer mellem 1990 og 2017, steg emissionerne fra transport. 
Air quality has improved in urban nodes, but pollution still exceeds safe levels 21 Although greenhouse gas emissions decreased in the majority of sectors between 1990 and 2017, emissions caused by transport increased.
Inden for denne sektor var det vejtransportens emissioner, der steg mest. 
Within this sector, road transport was the category whose emissions increased most.
Mellem 2014 og 2017 steg vejtransportens CO2-emissioner med 45 millioner ton, dvs. 5 %, og den tegner sig for 25 % af alle de nationale CO2-emissioner13. 
Between 2014 and 2017, road transport CO2 emissions increased by 45 million tonnes, 5 %, and account for 25 % of all domestic CO2 emissions13.
23 % af de emissioner, der kan tilskrives transport, forekommer i byområder. 
Of the emissions attributable to transport, 23 % are in urban areas.
22 Luftforureningen i byerne er fortsat skadelig for menneskers sundhed. 
22 Air pollution within cities continues to be harmful to human health.
Generelt er der gjort fremskridt med at reducere emissioner fra nitrogendioxyd (NO2) og partikler. 
Overall there has been progress in reducing nitrogen dioxide (NO2) and particulate matter emissions.
Ifølge Det Europæiske Miljøagentur14 overtrædes de standarder, der er fastsat i luftkvalitetsdirektiverne, dog fortsat i udbredt omfang i EU's byer. 
However, according to the European Environment Agency14, breaches of the standards set in Ambient Air Quality Directives continue to be widespread in EU cities.
13 Det Europæiske Miljøagentur, Annual European Union greenhouse gas inventory 1990-2017 and inventory report 2019, 27. maj 2019. 
13 European Environment Agency, Annual European Union greenhouse gas inventory 1990-2017 and inventory report 2019, 27 May 2019.
23 De otte byer, vi besøgte, er alle omfattet af EU's traktatbrudssager15 mod de respektive medlemsstater. 
23 The eight cities we visited are all included in the EU infringement procedures15 against the respective Member States.
Pr. september 2019 overskred alle disse byer, undtagen Leipzig og Palermo, fortsat de tilladte forureningsniveauer. 
As at September 2019, all these cities apart from Leipzig and Palermo continued to exceed permitted levels of pollution.
Overbelastning forværrer bytrafikken for trafikanterne 24 I manglen på et væsentligt skift til andre transportformer er stigende trafikal overbelastning (jf. tekstboks 2) et tegn på, at bytrafikken forværres for trafikanterne. 
Urban mobility is deteriorating for road users due to congestion 24 In the absence of a significant shift to other forms of transport, rising congestion (see Box 2) is an indication that urban mobility is deteriorating for road users.
25 Ifølge data fra TomTom17 blev overbelastningen mellem 2013 og 2018 forværret i 25 af de 37 byknudepunkter, for hvilke der var data til rådighed. 
25 According to TomTom17 data, between 2013 and 2018, congestion worsened in 25 out of 37 urban nodes for which data was available.
Denne tendens blev også observeret i alle de byer, vi besøgte. 
This trend was also observed in all the cities we visited.
Kortet i billede 1 nedenfor viser, at man på en 30 minutters køretur i Barcelona tilbagelægger en kortere strækning, end det var tilfældet i 2012 Bilag II indeholder lignende kort for de andre byer, vi besøgte. 
The map in Picture 1 below illustrates how a 30 minute drive takes you less far in Barcelona than was the case in 2012. Similar maps for the other cities we visited are in Annex II.
15 Søgsmål mod en medlemsstat, som ikke gennemfører EU-retten. 
15 Legal action against a Member State that fails to implement EU law.
17 En udbyder af data vedrørende trafik. 
17 A provider of data on traffic.
Billede 1 - Rækkevidde inden for 30 minutters kørsel i myldretiden i 2012 og 2019 - Barcelona 18 Dækning med offentlig transport Barcelona 30 minutters køretid (i myldretiden) - historisk Administrative grænser: © EuroGeographics © OSM contributors Kort: Eurostat — GISCO, 10/2019 Centralstation Bygrænser (URAU 2018) 30 minutters køretid i 2012 0 10 20 kilometer Kilde: Eurostats analyse på vegne af Revisionsretten. 26 Vi bemærkede imidlertid, at det i syv af de otte byer generelt stadig er mere tidsbesparende at anvende et privat køretøj end offentlig transport. 
Picture 1 – Accessibility within 30 minutes driving time during rush hours in 2012 and in 2019 – Barcelona 17 Coverage of Public Transport 0 10 20 Kilometers Source: Eurostat analysis on behalf of ECA. Barcelona Historic 30m Drive Time (Rush Hours) Administrative boundaries: © EuroGeographics © OSM contributors Cartography: Eurostat — GISCO, 10/2019 26 We noted, however, that, while cost and convenience are also factors, in seven out of eight cities, it generally remains more time-efficient to use a private vehicle than public transport.
Billede 2 viser, at det tager længere tid at komme til den centrale togstation i Napoli med offentlig transport end i privatbil. 
Picture 2 shows that it takes longer to get to Naples’ central train station by public transport than by private car.
Kun i Madrid fandt vi visse bydele, hvorfra det var hurtigere at nå frem til Atochabanegården - en af de to hovedbanegårde - med offentlig transport, jf. billede 3. 
Only in Madrid did we find some parts of the city where access to the Atocha station – one of the two main railway stations - was quicker by public transport – see Picture 3.
Bilag II indeholder lignende kort for de andre byer, vi besøgte. 
Similar maps for the other cities we visited are in Annex II.
620 km2/3,673 millioner indbyggere 30 minutters køretid i 2019 389 km2/3,064 millioner indbyggere 
Central Station City boundaries (URAU 2018) 30 m Drive Time in 2012 620 Km2 / 3 673 MInhabitants 30 m Drive Time in 2019 389 Km2 / 3 064 MInhabitants
Billede 2 - Sammenligning af adgangen til Napolis togstation i bil og med offentlig transport 19 Dækning med offentlig transport Centralstation Bygrænser (URAU 2018) Tidsforskel (min.) 
Picture 2 – Comparative accessibility of Naples train station by car and by public transport 18 Coverage of Public Transport Central Station City boundaries (URAU 2018) Time Difference (min) 0-5 5 - 15 15 - 25 25 - 35 35 - 45 Naples Transit Time vs Drive Time (Rush Hours) Administrative boundaries: © EuroGeographics © OSM contributors Cartography : Eurostat — GISCO, 10/2019 0 1 2 Kilometers Source: Eurostat analysis on behalf of ECA.
Billede 3 - Sammenligning af adgangen til Atochabanegården i Madrid i bil og med offentlig transport (transit) Madrid Transittid vs. køretid (i myldretiden) 20 Centralstation Bygrænser (URAU 2018) Bedre adgang med transit Tidsforskel (min.) 
Picture 3 – Comparative accessibility of Madrid Atocha train station by car and by public transport (transit) 19 Madrid Transit Time vs Drive Time (Rush Hours) Administrative boundaries: © EuroGeographics © OSM contributors Cartography : Eurostat — GISCO, 10/2019 Central Station City boundaries (URAU 2018) Better served by transit Time Difference (min) 0-5 5 - 15 15 - 25 25 - 35 35 - 45 5 10 Kilometers Source: Eurostat analysis on behalf of ECA.
Omfanget af og adgangen til offentlig transport i byerne er blevet forbedret 27 God offentlig transport er afgørende for bæredygtig bytrafik, da den - sammen med "aktiv mobilitet" (transport baseret på menneskelig fysisk aktivitet, f.eks. gang og cykling) - er et alternativ til brug af privatbiler. 
The coverage and accessibility of public transport within cities has been improving 27 Good public transport is key to sustainable urban mobility, as it provides – together with ‘active mobility’ (transport based on human physical activity, such as walking and cycling) – an alternative to the use of private cars.
God offentlig transport kræver bl.a. let adgang (en stor andel af befolkningen skal have kort afstand til en offentlig transportinfrastruktur), høj hyppighed, høj hastighed og et højt niveau af netforbindelsesmuligheder. 
Good public transport requires, among other things, ease of access (having a large share of population within a short distance from a public transport infrastructure), frequency, speed and a high degree of connectivity to the network.
Byerne har kunnet anvende EU-midler til at udvide deres offentlige transportnet via investeringer i metro-og sporvognslinjer samt rullende materiel - jf. punkt 36. 
Cities have been able to use EU funds to help expand their public transport networks through investments in metro and tram lines, and in rolling stock – see paragraph 36.
28 En OECD-rapport fra 2019 viser, at den procentdel af befolkningen, der bor i nærheden af offentlige transportmidler, er meget høj i nogle byer (jf. tabel 1). 
28 A 2019 OECD report shows that the percentage of population living in the proximity of public transport facilities is, in some cities, at very high levels (see Table 1).
Niveauerne i de perifere områder er lavere - jf. eksemplet fra Palermo i billede 4, som viser, at store dele af befolkningen kun i meget begrænset omfang er dækket af offentlig transport. 
The levels in the peripheral areas are lower – see the example of Palermo in Picture 4, showing significant parts of the population with little coverage by public transport.
Billede 4 - Befolkningstæthed og dækning med offentlig transport i Palermo 21 IsoLayer 300m Stoppesteder Indbyggere pr. km2 0-6 500 6 500-16 900 16 900-28 600 28 600-45 400 45 400-80 700 80 700-156 500 R19_indicatori_2011_sezioni 0 1 2km Kilde: Revisionsrettens analyse baseret på data offentliggjort af ISTAT og Palermo Kommune. 
Picture 4 – Population density and public transport coverage in Palermo 20 IsoLayer 300m stops Inhabitants / km2 0 – 6 500 6 500 – 16 900 16 900 – 28 600 28 600 – 45 400 45 400 – 80 700 80 700 – 156 500 R19_indicatori_2011_sezioni 0 1 2km Source: ECA analysis based on data published by ISTAT and the Palermo municipality.
29 Eftersom disse byer tiltrækker pendlere fra kommuner i omegnen, afgør tilbuddet om offentlig transport i periferien og kvaliteten af forbindelserne til resten af nettet i byen imidlertid, om pendlerne vælger at nå byen i privat køretøj eller med offentlig transport, uanset kvaliteten af den offentlige transport inde i byen. 
29 However, as these cities attract commuters from the surrounding municipalities, the offer of public transport in the periphery and the ease of connections to the rest of the network in the city determines whether commuters choose to reach the city by private vehicle or by public transport, irrespective of the quality of public transport within the city.
Tabel 1 - Dækning med offentlig transport Byens navn Indre by Storbyområde Leipzig 99,9 % 70,7 % Hamborg 99,9 % 99,5 % Napoli 53,5 % 48,5 % Madrid 99,9 % 96,7 % Warszawa 100,0 % 84,8 % Gennemsnit* 95,6 % 87,9 % * Gennemsnittet gælder de 81 byer, der havde GTFS-data, ud af de 121 byer, der er omfattet af rapporten fra International Transport Forum. 
Table 1 – Public Transport Coverage Name of city Inner city Metropolitan area Leipzig 99.9 % 70.7 % Hamburg 99.9 % 99.5 % Naples 53.5 % 48.5 % Madrid 99.9 % 96.7 % Warsaw 100.0 % 84.8 % Average* 95.6 % 87.9 % * The average covers the 81 cities that had GTFS data, of the 121 cities covered by the International Transport Forum report.
Kilde: International Transport Forum, 2019. 
Source: International Transport Forum, 2019.
30 Den offentlige transports begrænsede dækning i de perifere pendlerzoner og det faktum, at de fleste linjer i periferien går til og fra centrum, mens en stigende del af rejserne foregår mellem forstæderne, bidrager til, at private køretøjer har en højere transportandel i disse områder end i byerne (jf. figur 3). 
30 The lower coverage of public transport in the peripheral commuting zones and the fact that most lines in the periphery go to and from the centre while an increasing part of the trips are from suburb to suburb contributes to the higher modal share of private vehicles there than within cities (see Figure 3).
Kommissionen intensiverede sin støtte, men en række faktorer begrænsede fremskridtene hen imod en bæredygtig bytrafik 31 Vi vurderede Kommissionens støtte til medlemsstaterne i form af politikdokumenter og retningslinjer og undersøgte, i hvilket omfang medlemsstaterne anvendte dem. 
The Commission intensified its support but a range of factors limited progress towards sustainable urban mobility 31 We assessed the support the Commission provided Member States with in terms of policy documents and guidelines, and the extent to which Member States used them.
Derudover analyserede vi den finansielle støtte, som Kommissionen ydede under ESI-fondene og CEF, for at kunne vurdere, om midlerne blev anvendt i overensstemmelse med målet om at bevæge sig hen imod en mere bæredygtig bytrafik. 
In addition, we analysed the financial support provided by the Commission under the ESIF and under the CEF, to assess whether funds were used in line with the objective of moving towards more sustainable urban mobility.
Kommissionen udviklede politikker og udstedte retningslinjer, men medlemsstaterne fulgte dem ikke altid 32 Kommissionen har udstedt en række politikdokumenter (jf. figur 1). 
The Commission developed policies and issued guidelines, although these have not always been followed by Member States 32 The Commission has issued a number of policy documents (see Figure 1).
Med henblik på at støtte sine politiske mål har den udstedt og regelmæssigt ajourført en række retningslinjer. 
To support its policy aims, it has issued, and regularly updated, a range of guidelines.
Den har suppleret dem med relevante konferencer og seminarer for at forbedre deres anvendelse og øge bevidstheden blandt EU's byer om nødvendigheden af at indføre en integreret tilgang til bæredygtig bytrafik. 
It has complemented them with relevant conferences and seminars to improve their adoption and raise awareness among EU cities on the need to set up an integrated approach to sustainable urban mobility.
33 Bytrafikpakken fra 2013 rapporterede om langsomme fremskridt hen imod gennemførelse af mere bæredygtige former for bytrafik og fastslog behovet for et kvantespring. 
33 The Urban Mobility Package of 2013 reported slow progress towards implementing more sustainable modes of urban mobility and stated the need for a step-change.
De foranstaltninger, den identificerede med henblik på at forstærke støtten til de europæiske byer, bestod hovedsagelig i at indsamle og formidle oplysninger og rådgivning samt initiativer vedrørende forskning og udveksling af erfaringer. 
The measures it identified to reinforce the support to European cities consisted mainly of collecting and disseminating information and advice, research and experience-sharing initiatives.
Disse foranstaltninger er udformet med henblik på at tackle bytrafikkens udfordringer vedrørende trafikal overbelastning, CO2-emissioner fra transport, skadelig eksponering for luftbårne forurenende stoffer og trafikdræbte. 
These measures are designed to tackle urban mobility challenges in the fields of traffic congestion, CO2 emissions from transport, harmful exposure to airborne pollutants and road fatalities.
Støtteaktiviteterne omfattede følgende: 22 - oprettelse af Eltis-platformen18, som fungerer som et "observatorium" for bytrafik - dvs. et datalager - og en one-stop-shop i forbindelse med planer for bæredygtig trafik - udarbejdelse af retningslinjer vedrørende planer for bæredygtig trafik, som var under ajourføring på revisionstidspunktet, suppleret med seks konferencer om bæredygtig bytrafik - rådgivning om finansieringsmuligheder - støtte til afprøvning og anvendelse af innovative bytrafikløsninger via initiativer såsom "Civitas"19 og "EIP Intelligente byer og samfund"20. 
The support activities included the following: — Creation of the ELTIS platform18, which serves as urban mobility ‘observatory’ – i.e. data repository – and one-stop-shop for SUMPs; 21 18 The European Local Transport Information Service: https://www.eltis.org. — Guidelines on SUMPs, which at the time of the audit were being updated, complemented by six SUMP conferences; — Advice on funding opportunities; — Support for testing and deployment of innovative urban mobility solutions through initiatives such as ‘CIVITAS19’ and ‘EIP Smart Cities and Communities20’.
34 Dataene oploades til Kommissionens Eltis-websted på frivillig basis og afspejler muligvis ikke den aktuelle situation. 
34 Data are uploaded to the Commission’s ELTIS, website on a voluntary basis and may not reflect the latest position.
Vores spørgeundersøgelse bekræftede imidlertid oplysningerne fra Eltis om, at der på revisionstidspunktet stadig var mange byknudepunkter, der ikke havde vedtaget en plan for bæredygtig bytrafik, selv om en række byer arbejder hen imod det. 
However, our survey confirmed the evidence from ELTIS that at the time of the audit, although a number of cities are working towards it, there were still many urban nodes that had not adopted a SUMP.
35 Ifølge den nuværende lovgivning er miljøet et at de mest relevante områder, hvor EU kan øve direkte indflydelse på medlemsstaterne. 
35 Under the current legislation, environment is one of the most relevant areas in which the EU can exert direct influence on Member States.
Med sin lovgivning på dette område har EU givet byerne et stærkt incitament til at træffe foranstaltninger for at undgå risikoen for overtrædelse af miljømæssige minimumsgrænser. 
With its legislation in this field, the EU has created a strong incentive for cities to take action to avoid the risk of infringing environmental thresholds.
Miljølovgivningen omfatter også strengere emissionsnormer for køretøjer til vejtransport og ambitiøse mål for offentlige indkøb af renere køretøjer. 
Environmental legislation also includes the adoption of more stringent emission standards for road transport vehicles and ambitious targets for the public procurement of clean vehicles.
Disse initiativer sigtede mod at reducere det emissionsniveau, som kan tilskrives transport, og medførte i isolerede tilfælde, at individuelle gader blev spærret for dieselbiler (Hamborg, jf. punkt 51). 
These initiatives aimed to reduce the level of emissions attributable to transport and led, in isolated cases, to temporary closures of individual streets to diesel cars (Hamburg, see paragraph 51).
Der blev afsat flere EU-midler til bæredygtig bytrafik i 2014-2020, men planer for bæredygtig bytrafik er normalt ikke en betingelse for finansiering 36 For at støtte den politiske målsætning om at gøre bytrafikken mere bæredygtig blev ESI-fondenes midler til bytrafik i 2014-2020 forøget med 46 % i forhold til den foregående periode (jf. punkt 10). 
More EU funds were allocated to sustainable urban mobility in 2014-2020, but a SUMP is not usually a condition for funding 36 To support the policy objective of making urban mobility more sustainable, ESI Funds 2014-20 for urban mobility increased, compared to the previous period by 46 % (see paragraph 10).
Dette viste en klar fokusændring, idet tildelingerne til ikke-TEN-T-veje f.eks. faldt med 25 % fra 20,8 milliarder euro til 15,5 milliarder euro. 
This indicated a clear change in focus since, for example, allocations for non-TEN-T roads decreased by 25 %, from €20.8 billion to €15.5 billion.
De 12,8 milliarder euro til "ren bytransport" i 2014-2020 er den største tildeling blandt de individuelle transportrelaterede interventionsområder (jf. bilag III). 
The €12.8 billion for ‘clean urban transport’ in 2014-2020 is the largest allocation among the individual transport-related fields of intervention (see Annex III).
Store projekter vedrørende bytrafik bestod hovedsagelig af investeringer i metro-eller sporvognslinjer og rullende materiel. 
Major projects targeting urban mobility consisted mainly of investments in metro or tram lines and in rolling stock.