natgillin/translations-raw huggingface dataset:
For eksempel er der de sidste tiår i EF blevet forbedret og indført et antal hurtige transit-systemer.
For example, there have been a number of rapid transit systems improved and introduced within the EEC in recent decades.
I Glasgow, United Kingdom, blev en jernbanestrækning, som var blevet nedlagt i 1964, genåbnet i 1979.
In Glasgow, United Kingdom in 1979 a railway line which had been closed in 1964 was reopened.
Den går under midten af byen og forbinder en del af det eksisterende elektriske forstadsjernbanenet nord og syd for Clyde floden.
It passes under the city centre and links part of the existing electric suburban rail network North and South of the River Clyde.
I 1980 blev metro-systemet genåbnet, efter at det var blevet lukket i 1977 for større moderniseringsarbejder.
In 1980, the metro system which was closed in 1977 for major remodernisation was reopened.
Man fandt, at de største forøgelser i brugen af de nye ruter var uden for myldretiderne og i rejser med selskabelige og rekreative formål; der var kun lille ændring i pendlingsmønstre.
It was found that the largest increases in the use of the new services were during off peak periods and in journeys made for social and recreational purposes; there was little change to commuting patterns.
15 pet. af de nye jernbanerejser var pendlingsrejser. Af disse var 72 pet. tidligere blevet foretaget per bus, og kun 20 pet. havde tidligere pendlet per bil (Wicks og andre, 1982).
Fifteen per cent of new rail journeys were commuting journeys; of these, 72 per cent had previously been made by bus and only 20 per cent had previously been by car (Wicks et al, 1982).
I de seneste tiår har planlæggere i medlemslande taget initiativ til at modvirke brugen af privatbiler i kraft af foranstaltninger til faktisk begrænsning.
In recent decades planners in member countries have made initiatives to discourage the use of private vehicles through measures of positive restraint.
Sådanne foranstaltninger har sædvanligvis været kombineret med sideløbende forbedringer af kollektiv transport.
Such measures have usually been combined with parallel improvements to public transport operations.
Mens de trafikbegrænsende foranstaltninger er blevet indført for alle bilister, har de især beskæftiget sig med trafik tæthed i myldretiden og dermed med pendlingstrafik.
While traffic restraint policies have been implemented for all motorists, they have shown particular concern with car congestion at peak hours and thus with commuting traffic.
.15.7 findes i OECD, 1981).
The results of these experiments have had mixed results (detailed comparison of policies implemented are given in OECD, 1981).
Trafikbegrænsninger som et landsomfattende politisk mål har koncentreret sig om skattepolitiske indgreb over for bilisterne, som det i kapitel 7 er anført for
Traffic restraint as a national policy objective has concentrated on the use of fiscal policies directed at motoring costs, such as those discussed for Denmark in Chapter 7.
Det er på landsomfattende plan, at overvejelser om energien er kommet ind i billedet, mens trafikbegrænsningerne på lokalt plan skyldes for stor trafiktæthed og miljøgener.
154 restraint measures are prompted by reasons of congestion or environmental nuisance.
Siden oliekrisen i 1973 har adskillige lande indført nødforanstaltninger for at begrænse bilismen, enten ved at rationere benzinforsyningen eller ved at begrænse de tider i løbet af ugen, hvor man kunne køre bil.
Since the 1973 oil crisis, several countries implemented national contingency meaasures to restrict motoring, either through rationing the supply of fuel or limiting the times during the week when cars may be driven; such measures had a temporary impact on commuters' mode choice.
I Grækenland for eksempel havde biler med ulige eller lige nummerplader lov til at køre på forskellige dage i ugens løb.
In Greece, for example, cars with odd or even number plates were entitled to drive on different days of the week.
Den mere almindelige form for ændringer, som blev indført for at begrænse trafikken, er indførelsen af forrang for busser såsom bus-kørebaner og systemer med parkering og viderebefordring med kollektiv transport, parkerings restriktioner og fodgængerområder midt i byerne.
The more usual form of change implemented to restrain traffic is the introduction of bus priority measures such as bus lanes and park and ride services, with parking restrictions and pedestriansation in the town or city centre.
I mange europæiske byer er lange strækninger af kørebaner og gader blevet reserveret for busser og andre godkendte køretøjer.
Extensive stretches of traffic lanes and streets have been reserved for buses and other approved vehicles in several European cities.
For eksempel er der nu i United Kingdom 600 reserverede kørebaner i byer, og i Paris er der mere end 100 km reserverede kørebaner.
For example, there are now 600 reserved lanes in towns and cities in the United Kingdom and more than 100 kms of reserved lanes in the city of Paris.
Dublin i Eire er der et fortsat program for indførelse af bus-kørebaner i myldretiden på større radialveje; disse har til dato haft betydeligt held med at ændre den tendens som i løbet af 1970'erne havde halveret bussernes hastighed i byen.
In Dublin, Ireland, there is an ongoing programme of implementing bus lanes at peak hours on major radial routes; these have had considerable success to date in reversing the trend which had halved bus speeds in the city during the 1970s.
I USA og Australien har hovedlandeveje kørebaner, der er reserveret for busser, taxaer og samkørselsvogne (OECD, forestående).
In the USA and Australia highways have reserved lanes for buses, taxis and car pools (OECD, forthcoming).
Pendlernes modtagelse af sådanne systemer har været blandet.
In park and ride schemes, commuters drive to or use feeder buses to travel to suburban transport termini where car parking is provided, and then continue their journey by train or express bus; such schemes have been implemented in a number of towns and cities in member countries.
Et eksperiment med parkeringspladser og hurtigbusser i Nottingham, United Kingdom, viste, at parkeringskapaciteten var under-udnyttet, og at det gennemsnitlige passagerantal i busserne kun var 5, og at der ikke var nogen praktisk reduktion i trafiktætheden (Vincent og Layfield,
The responses of commuters to such schemes has been mixed; an experiment using car parks and express buses in Nottingham, United Kingdom, found that the parking capacity was under-used and the average number of passengers carried by the buses was only 5, with no practical reductions arising in traffic congestion (Vincent and Layfield, 1977).
(McQueen og andre, 1975) og New York (NATO/CCMS, 1976) haft mere succes.
In contrast similar schemes using express buses in the USA in Philadelphia (McQueen et al, 1975) and New York (NATO/CCMS, 1976) have had more success; this suggests that in larger cities, schemes may be more popular with car commuters.
Philadelphia ankom en tredjedel af alle buspassagererne til endestationen per bil.
In Philadephia a third of all the bus users arrived at the termini by car.
Man konkluderede, at kort rejsetid ved arbejdspladsens ende af systemet var en vigtig faktor ved beslutningen om at bruge systemet.
155 the park and ride facility was an important factor in the decision to use the service.
Så snart denne afstand blev forøget, faldt brugen af systemet markant.
As scon as this distance increased the use of the service dropped markedly.
På den anden side var den afstand, der var tale om ved hjemmets ende af systemet, af mindre betydning, måske fordi der ofte brugtes biler, hvor pendlerne boede så langt væk, at de havde mere end en kort spadseretur til stationerne.
On the other hand the distance involved at the home end of the journey from park and ride termini was of less significance, possibly because, where commuters lived beyond short walking distance of stations, cars were ofted used.
En stor del af forsinkelserne i byområders trafik skyldes, at strømmene af køretøjer og fodgængere løber sammen ved gadekryds.
A large proportion of traffic delay in urban areas is due to conflicting vehicle and pedestrian streams at intersections.
Der bruges i vid udstrækning trafiklys for at regulere disse strømme, så forsinkelserne fordeles på alle trafikanter.
Traffic signals are widely used to regulate these flows so that delays are shared by all users.
Mange byer har imidlertid indført systemer med trafiklys, som holder færdselen tilbage og giver forrang til kollektiv transport.
Several cities have however introduced signalling schemes which restrain traffic and afford priority to public transport users.
I Southampton, United Kingdom, indførte Bitterne-systemet, som blev omtalt i kapitel 6, en række trafikforanstaltninger, herunder forrang for busser ved gadekryds med trafiklys, som medførte, at 80 pet. af den samlede tidsbesparelse kom kollektiv transports passagerer til gode.
In Southampton, United Kingdom, the Bitterne scheme discussed in Chapter 6 introduced a package of traffic measures including signal priority for buses at junctions which resulted in public transport users receiving 80 per cent of the total time savings.
I Düsseldorf har man indført systemer, som overvåger og regulerer trafikmængden i byens sektorer; herunder justering af trafiklysenes røde fase, når trafikken kommer op på et vist niveau.
In Dussaldorf, schemes to monitor and control the amount of traffic in city sectors have been introduced which involve adjustments to the red phasing on lights once traffic approaches a certain level.
I Nottingham, United Kingdom, indførtes i 1975 trafikbegrænsende systemer herunder brug af trafiklys for at regulere trafikken ind til og ud af et "ringområde" omkring den indre by. Undersøgelser har her konkluderet, at der skal betydelige forsinkelser ved trafiklys til for at animere pendlere til at bruge kollektiv transport.
In Nottingham, United Kingdom, a study of schemes of traffic restraint introduced in 1975 which included the use of traffic signals to control traffic into and out of a 'collar' area around the city centre concluded that a substantial signal delay would be required to induce commuters onto public transport.
Ydermere skal bestemmelserne håndhæves strengt.
Furthermore, strict enforcement of regulations would be required.
I forskning i forrang ved trafiklys er man enige om at antyde, at foranstaltningerne kun har lille virkning i sig selv, medmindre der samtidig indføres streng kontrol med parkeringen (Vincent og Layfield, 1977).
The consensus of research on signal priority would suggest that measures would have little effect on their own unless accompanied with rigid parking controls (Vincent and Layfield, 1977).
Problemerne med parkeringsbestemmelser, der er vendt mod pendlere, vanskeliggøres imidlertid af, at der skal tages hensyn til byens beboere, og af væksten af private parkeringspladser ved arbejdspladser i mange bycentrer.
Problems of parking controls against commuters however are hampered by considerations of parking provision for city residents and the growth of private car parks at work sites in many city centres.
I Oxford, United Kingdom, indførtes i løbet af 1970'erne en række trafikbegrænsende foranstaltninger omfattende regulerede parkeringszoner i myldre tiden, parkeringshuse, busgader og fodgængerområder i den indre by samt på de større radialruter bus-kørebaner og muligheder for parkering og viderebefordring
In Oxford, United Kingdom, during the 1970s a package of traffic restraint measures was introduced involving controlled parking zones at peak hours, multi-storey car parks, busonly streets and pedestrian precincts in the city centre, and busonly lanes and park and ride facilities on the major radial routes.
I modsætning hertil er kvaliteten af buspendling blevet forbedret, omend der ikke er blevet tiltrukket nye pendlere.
In contrast the quality of bus commuting had improved, although no new commuters had been attracted.
Hovedformålet, som var at forbedre miljøet i den indre by ved at indføre fodgængerområder, er i stor udstrækning nået.
The main aim of the scheme, which was to improve the city centre environment through the introduction of pedestrian precincts, had been largely achieved.
Resultaterne af Oxford-undersøgelsen afspejler resultaterne fra Besancon, som blev omtalt i afsnit 9.2, hvor forbedrede busforbindelser blev sammankoblet med indførelsen af gågader og begrænsede parkeringsmuligheder i den indre by.
The results of the Oxford study mirror those found in Besancon discussed in Section 9.2 where bus service improvements were coupled with the introduction of pedestrian precincts and a limitation on city centre parking.
Indvirkningen på rejsevaner var ubetydelig i forhold til investeringen, men bycentrets miljø blev forbedret (Institut de Recherche des Transports, 1982).
The effect on travel habits was negligable, given the size of the investment, although the city centre environment was improved (Institut de Recherche des Transports, 1982).
I mange europæiske byer såsom München og København er områder i den indre by blevet opdelt i en række celler med begrænsede indkørselssteder, hvortil trafikken er begrænset, og hvor der er indført store fodgængerområder.
In many European cities such as Munich and Copenhagen central areas have been divided into a number of cells with limited entry points into which traffic is restricted and large pedestrian only areas introduced.
Foranstaltninger med zoneinddeling er en billig og forholdsvis effektiv måde, hvorpå færdsel kan begrænses.
Zoning policies provide a low cost and relatively effective way of restraining traffic movements.
I Athen har man i en nyere plan med det formål at reducere luftforureningen i den indre by indført en række områder med begrænset trafik, som omfatter det meste af den indre by.
In Athens a recent scheme to reduce central city air pollution has introduced a series of restricted traffic areas covering most of the city centre.
Områderne med begrænset trafik vises på fig. 9.1.
The restricted traffic areas are shown in Figure 9.1.
I denne plan er privatbiler bandlyst fra disse områder, men busser og fælles-taxaer kan bruge dem.
In the scheme private cars are banned from the areas, although buses and shared taxis can use them.
Som det fremgår af fig. 9.1 er indkørselsstederne for alle køretøjer til den indre by også blevet begrænset.
As Figure 9.1 shows, entry points for all vehicles into the city centre have also been limited.
Hvis forsøget falder heldigt ud, har man planer om på længere sigt at indføre et jernbanenet i byen med undergrundssektioner i den indre by som i Bruxelles.
If the trial scheme is successful it is planned in the longer term to introduce a train network in the city with underground sections in the central area as in Brussels.
Man håber endvidere at modvirke ture til den indre by ved at decentralisere arbejdspladser til udvalgte bysektorer (Stathopoulous, 1981).
It is further hoped to discourage trips to the central city, through decentralising workplaces to selected sectors of the city (Stathopoulous, 1981).
Planens første følgevirkning har været at tvinge pendlere fra biler til kollektiv transport, især fælles-taxaer som på kort sigt ikke kan klare det forøgede behov (The Economist, 1982).
The initial impact of the scheme has been to force commuters from cars onto public transport, particularly the shared taxis which in the short term cannot cope with the increase in demand (The Economist, 1982).
Det er tydeligt, at de fleste trafikbegrænsende planer kun har haft en beskeden virkning i retning af at animere pendlere til at bruge kollektiv transport i stedet for biler.
It is clear that a majority of traffic restraint schemes have had little additional effect on encouraging commuters to use public transport instead of cars.
I mange større byer har trafiktætheden i sig selv virket som den største hæmsko, og kollektiv transport er mere konkurrencedygtig.
In many larger cities the build up of traffic congestion itself has acted as the major disincentive and public transport services are more competitive.
Mens store offentlige investeringer har forbedret kvaliteten af den kollektive transport, der tilbydes, har man ikke haft held til at tiltrække et tilstrækkeligt antal bilpendlere.
While large scale public investments have improved the quality of public transport services offerred such services have not been successful in attracting significant numbers of car commuters.
De eneste former for ændringer, som har en reel indvirkning på pendlingsmønstre, er tvangsrestriktioner såsom
The only forms of change which have a positive impact of commuting patterns are those of forced restraint such as the implementation of pedestrian areas such as in Copenhagen city centre or traffic free zones such as the recent experiment in Athens.
Gennemgående hovedfærdselsåre
Main through road
Indre ringvej Indkørselss tede
•n^ Inner ring road +■ Entry points
Samkørsel ved arbejdsrejsen
9.5 Pooling for the journeys to work
Med undtagelse af den traditionelle fabriksbus er samkørsel ved arbejdsrejsen et relativt nyt fænomen.
With the exception of the traditional works bus, pooling for the journey to work is a relatively new phenomenon.
Udtrykket opstod oprindeligt i USA og brugtes om forskellige former for fællestransport, som blev organiseret for, og ofte af, specifikke grupper af pendlere med ensartet rejsebehov.
The term was originally invented in the United States to apply to various means of collective travel organised for, and often by, specific groups of commuters with similar travel requirements.
De forskellige former omfatter bus-pulje (fabriksbusser eller pendlerbusser som økonomisk hviler i sig selv), minibus-pulje og bil-pulje (samkørsel).
Its different forms include bus pooling (financially self-supporting works buses or commuter coach services), minibus pooling (van pooling in the US terminology) and car pooling.
Senere fik statslige institutioner pålæg om at udpege en transport-koordinator, som skulle fremme pulje-arrangementer blandt de ansatte, og som skulle etablere en ekspertgruppe, der fik til opgave at overtale arbejdsgivere til at gå ind for tilsvarende ordninger.
Subsequently Federal establishments were required to appoint a transport co-ordination officer to promote pooling amongst their workers and set up a task force to persuade employers to adapt similar schemes.
Et af resultaterne af det amerikanske initiativ var en væsentlig mængde skriftlige arbejder om pulje-ordninger. De påberåbte sig ofte særdeles vellykkede initiativer og dermed ressource-besparelser, som var umagen værd.
One of the results of the US initiative was a substantial volume of pooling literature, often claiming highly successful initiatives and hence worthwhile resource savings.
Næsten alle disse ruter stilles af arbejdsgivere til rådighed for deres arbejdere, og de kontraheres hos private busselskaber.
Nearly all these services are provided by employers for their employees and are contracted in from private bus and coach companies.
En undersøgelse i Lyon byområdet i Frankrig har vurderet de firmaer, som højst og mindst sandsynligt vil gøre brug af fabriksbusser (Poulenat Abellea, 1978). Alt efter den procentvis andel arbejdere, der transporteres, er firmaerne med fabriksbusser i omvendt rækkefølge:
A study in the Lyon conurbation, France has assessed the firms who are the most and least likely to utilise works bus services (Poulenat Aballea, 1978), in descending order of the percentage of workers carried, firms running works buses are:
Firmaer med mere end 1.000 arbejdere for hvem bytransporten er utilstrækkelig.
Firms with more than 1000 workers for whom urban transport services are inadequate.
Herunder firmaer med stort gennemtræk i arbejdsstyrken eller firmaer, som ikke i nærheden har egnede arbejdskraftreserver trods tilstrækkelig kollektiv transport.
This includes those with a high turnover of manpower or those which have no nearby reserves of suitable labour despite adequate public transport services.
Firmaer som flytter, men ønsker at beholde den eksisterende arbejdsstyrke.
Firms which change location but wish to retain existing manpower.
Firmaer som ønsker at rekruttere arbejdskraft, hvorpå der er knaphed, eller specielle kategorier af arbejdskraft.
Firms wishing to recruit scarce or special categories of manpower.
Firmaer for hvilke fabriksbusser er en del af personalepolitikken og betragtes som en erhvervet ret sammen med rejsetillæg, boligtilskud, kantiner osv.
Firms in which works buses, as a feature of personnel policy, are regarded as an acquired right combined with travel allowances, housing assistance, canteens and so on.
Firmaer, som ikke stiller fabriksbusser til rådighed, omfatter:
Firms not providing works buses include
Firmaer med lille fortjenstmargin og stort gennemtræk i arbejdsstyrken som følge af dårlige løn- og arbejdsforhold.
Those with small profit margins and high staff turnover because of poor wages and working conditions.
Fabriksbusser er ikke noget incitament ved rekrutteringen.
Works buses offer no incentive to recruitment.
Små eller mellemstore firmaer (under 1.000 ansatte) hvor den kollektive transport er tilstrækkelig.
Small or medium sized firms (under 1000 employees) where public transport services are adequate.
42 pet. af firmaerne, fordi deres ansatte bor i nærheden. Også firmaer hvor en stor andel af arbejderne har bil.
Forty two per cent of the firms because their employees live nearby; also firms where a high proportion of workers owning cars.
Adskillige undersøgelser har anført, hvor populære fabriksbusser er.
Several studies have indicated the popularity of works bus services.
En undersøgelse af Gwent County Council i Wales (1980) fandt, at året igennem befordrede fabriksbusser, hvad der svarer til 15 pet. af arbejdsrejser per konventionelle ruter.
A study by Gwent County Council, Wales (1980) found that over the year, works buses carried the equivalent of 15 per cent of the work journeys carried by conventional stage services.
Denne andel svarer til, hvad man fandt frem til ved en undersøgelse af fabriksbusser i Northampton, England (Tunbridge, 1981).
This proportion is similar to that found in a study of works bus operations undertaken in Northampton, England (Tunbridge, 1981).
Det forholder sig sådan, at firmaer i højere grad tilbyder fabriksbus i tyndere befolkede områder end i bebyggede områder.
It is true that firms are more likely to offer works bus services in sparser residential densities than in built-up areas.
Mens i Frankrig 90 pet. af firmaerne i byerne Lyon og Villeurbanne ikke stillede transport til rådighed, havde hvert tredje firma i periferien en transportservice, og i de ydre forstæder var det hvert andet firma.
In France, whereas 90 per cent of firms in the towns of Lyon and Villeurbanne provided no transport services, one in three firms in the immediate outskirts ran such a service and one in two did so in the outer suburbs.
7 pet. af alle arbejdsrejser i Lyon var i 1974 per fabriksbus (eksklusive arbejdsrejser til fods). Dette svarede til 20 pet. af rejserne per kollektiv transport.
In Lyon, 7 per cent of all work journeys in 1974 were made by works bus (excluding walk journeys); this was equivalent to 20 per cent of public transport journeys.
I provinsen Nord pendler 6.000 arbejdere, som bor i kulmineområder (væsentligst kvinder) dagligt med fabriks busser til tekstilbyer, hvor de udgør 12 pet. af arbejdsstyrken. I Dunkirk
In Nord province 6000 workers living in coal mining areas (mostly women) commute daily in works buses to textile towns, where they comprise 12 per cent of the workforce.
Endelig viste en prøve af 31 firmaer i Grenoble, at de befordrede 25 pet. af arbejdsstyrken med fabriksbusser; dette udgjorde 5 pet. af alle pendlingsrejser i byen.
Lastly, in Grenoble, a sample of 31 firms carried 25 per cent of the workforce by works bus; these comprised 5 per cent of all commuting journeys in the city.