natgillin/translations-raw huggingface dataset:
Omfanget af pendling per cykel veksler med, om vejret er dårligt eller godt. I
24 does vary between poor and good weather conditions.
Danmark er der f.eks. i perioder med dårligt vejr en betydelig andel cyklister, som går over til at pendle per kollektiv transport eller i mindre grad biler for at mindske risikoen for ulykker.
For example, during bad weather periods in Denmark a substantial proportion of cyclists switch to commuting by public transport or to a lesser extent cars to reduce accident risks.
UK, hvor pendling per bus var mest populær af alle medlemslande (25 pet.) og dog forholdsvis dyrere end bus transport i andre medlemslande.
In these countries, bus services receive considerable public subsidy in contrast to the United Kingdom, for example, where commuting by bus was most popular of all Member Countries (25%) yet comparatively more expensive compared with bus costs in other Member Countries.
Dette skyldes måske, at kortere busrejser i UK ikke har nogen konkurrence fra cyklen, som medvirker til at nedbringe procent delen af buspendlere i Danmark og Holland.
This is perhaps a result of the lack of competition on snorter distance bus commuting in the United Kingdom from the bicycle which tends to lower the proportions of bus commuters in Denmark and the Netherlands.
I medlemslande, hvor andelen af arbejdere, der pendler lange afstande til arbejde, er større end gennemsnittet, er pendling per tog en betydningsfuld rejsemåde. I Belgien var der så mange som
In Member Countries with an above average proportion of workers commuting long distances to work, train commuting is a significant mode.
8 pet. af arbejderne, der pendlede per tog, to en halv gange gennemsnittet i EF.
In Belgium as many as 8 per cent of workers commuted by train, two and a half times the EEC proportion.
Til sammenligning var der i Holland, Italien, Frankrig og Tyskland 2 pet., der pendlede per tog, 3 pet. i UK og kun 1 pet. i Eire og Danmark, hvilket afspejler et mere begrænset jernbanenet.
In comparison, in the Netherlands, Italy, France and Germany, 2 per cent commuted by train, 3 per cent in the United Kingdom and only 1 per cent in Ireland and Denmark which reflected a more limited rail network.
Der er nogle andre pendlemåder, som bør nævnes, og de analyseres mere detaljeret i kapitel 9.
There are a number of other commuting modes worthy of mention which will be analysed in greater detail in Chapter 9.
Der er for det første fabriksbusser, som stilles til rådighed af arbejdsgiveren, og de omfatter stort set 2 pet. af arbejdsrejser i alle EF- lande, enten til isolerede arbejdspladser, til områder med knaphed på egnet arbejdskraft eller blandt arbejdere i industrier hvor arbejdspladserne veksler.
The first is works bus services provided by employers which comprise broadly two per cent of workers commuting journeys in all EEC Member Countries either to isolated work sites, to areas where there is a shortage of suitable labour or among workers in those industries whose working locations vary.
I Frankrig er mønstret for transport, der stilles til rådighed af arbejds giveren, mest udviklet (se Gérardin, 1981).
In France, the pattern of employer provided transport has been more fully developed (see Geradin, 1981).
Tabel 2.5 er en analyse af fabriks- busser i forskellige former for fabriksindustri og i forskellige regioner af
Table 2.5 shows a breakdown of the use of works buses in different areas of manufacturing industry and between different regions of France.
Det er også blevet bemærket, at brugen af fabriksbusser varierer med årstiden, så bilister tiltrækkes i dårligt vintervejr, på samme måde som danske cykel-pendlere skifter til busser.
It has also been noted that works bus patronage varies between different seasons of the year, attracting car users in poor winter weather much in the way that in Denmark bicycle commuters transfer to using buses.
Ruterne stilles hovedsagelig til rådighed over lange afstande; i Frankrig er 70 pet. af ruterne af en længde på mellem 10 og 70 km.
Services are mainly provided over longer distances, in France 70 per cent of circuits are between 10 and 70 kms distance.
Fabriksbusser er en fast etableret praksis i landdistrikter.
Works buses are a firmly established practice in the rural areas.
Mens fabriksbusser i Frankrig i bebyggede områder dækker afstande på 89 km med en gennemsnitlig køretid på 30-40 minutter, varierer afstandene i landdistrikter mellem 30 og 65 km med en rejsetid på
While in built up areas of France, works buses cover
26 mellem 45 og 90 minutter.
25 distances of 8 to 9 kms with a median journey time of 30 to 40 minutes, in rural areas the distances covered vary between 30 and 65 kms, journeys lasting between 45 and 90 minutes.
Kvindelige arbejdere
Women employees
Alle arbejdere
Sector of industrial activity
Fabrik; første for ædling af metal
Manufacturing: initial processing of metals
Kilde: Gérardin, 1981
Source: Geradin, 1981
Andel i bil og bil-puljer behandles mere detaljeret i kapital 9.
Car sharing and pooling is developed in greater depth in Chapter 9.
Der er tegn på en lille andel af bil-puljer i de fleste medlemslande.
A small amount of car pooling is in evidence in most Member Countries.
Det er værd at bemærke, at for nogle grupper af arbejdere, først og fremmest kvinder, er det at pendle per bil som passager halvt så almindeligt som pendling per bus.
It is worthwhile noting that for some groups of workers, notably women, the use of commuting by car as a passenger is half as common as commuting by bus.
I Grækenland, især i Athen og de større byer, er det ret almindeligt at være fælles om taxaer for pendling til og fra arbejde.
In Greece, particularly in Athens and the larger towns there is the common use of shared taxis for commuting to and from work.
Selvom der ikke findes officiel statistik for den andel arbejdere, som pendler på denne måde, er der blevet påvist i nabolandet Tyrkiet, hvor Dolmus-systemet med "proppede taxaer" har fungeret siden 1930'eme, at op til 43 pet. af alle passagerer, der transporteres i Ankara, transporteres af Dolmus (Orer og andre, 1979) (se kapitel 9).
Although no official statistics exist for the proportion of workers commuting this way it has been shown in nearby Turkey where the Dolmus system of 'stuffed taxis' has been operating since the 1930's that up to 43 per cent of all passengers carried in Ankara are carried by Dolmus (Orer et al, 1979) (see Chapter 9).
Nye undersøgelser af Coombe og Thompson i Jordan (1982) viser, at rute-taxaer på faste ruter transporterer 53 pet. af alle daglige passager rejser i kollektiv transport sammenlignet med 22 pet. per "tilkaldte" taxaer, 19 pet. per offentlige busser og 6 pet. per private busruter.
Recent research by Coombe and Thompson in Jordan (1982) show that service taxis on fixed routes carry 53 per cent of all daily public transport passenger journeys compared with 22 per cent by 'call' taxis, 19 per cent by public bus services and 6 per cent private bus services.
2.8 Rejsemåders indvirkning på pendlingstid og -afstande
2.8 The effect of travel modes on commuting times and distances
En simplificeret opsummering af forholdet mellem rejsemåde og pendlingsafstande og -tider er vist i tabellerne 2.6 og 2.7 på basis af data fra fire lande. Med
A simplified summary of the relationships between travel modes and commuting distances and times are shown in Tables 2.6 and 2.7 using data from four countries.
27 undtagelse af pendling per tog er middelafstandene for hver pendlemåde ensartede for de enkelte medlemslande.
26 each commuting mode are comparable between Member Countries.
Bilen er den mest almindelig rejsemåde for alle afstandsbælter over en kilometer, bortset fra de medlemslande hvor cykler i vid udstrækning bruges til rejser på op til 4­5 km.
The car is the most common commuting mode for all distance bands above one kilometre except in those Member Countries where bicycles are widely used for journeys up to 4 or 5 kms.
En pendling­undersøgelse i Tyskland i 1976 (Sozialforschung Brog, 1982) viste, at for hvert afstandsbælte over 2 km tegnede biler sig for mellem 63 og 73 pet. af arbejdsrejser.
A commuting survey in Germany in 1976 (Sozialforschung Brog, 1982) found that for every distance band above 2 kms, cars accounted for between 63 and 73 per cent of work journeys.
For mere end 4 km tegnede kollektiv transport sig for mellem 22 og 25 pet.
Above 4 kms public transport accounted for between 22 and 25 per cent.
For under en kilometer blev halvdelen af arbejdsrejser gennemført til fods.
Under one kilometre one in two journeys to work were made on foot.
Kollektiv transport synes at være mest brugt til pendling over mellemafstande, 5­8 km, hvor det tilbyder et alternativ til bilen.
Public transport would appear to be most used on commuting journeys of an intermediate distance, 58 kms, where it offers an alternative to motoring.
Forskellen mellem middelafstande blandt tog­pendlere i forskellige medlemslande afspejlede størrelsen af det byopland, som blev betjent. For eksempel var middelafstandene for Dublin og Cork betydeligt mindre end for London eller Paris.
The variation of median distances among train commuters in different Member Countries was a reflection of the size of the conurbation hinterlands served, for example, those of Dublin and Cork were considerably smaller than London or Paris.
I de medlemslande, hvor fabriksbusser stilles til rådighed af arbejdsgiveren (se kapitel 9), bruges de på længere rejser. I Frankrig blev f.eks.
In those Member Countries where works buses were provided by the employer (see Chapter 9) they are used on longer journeys.
Pendlingsafstande og rejsemåder ­ middelværdier for tre medlemslande (i km)
Commuting distances and travel modes -median values for three Member Countries (kms)
■f Incl. knallerter og motorcykler ­ Data foreligger ikke
* Including mopeds and motorcycles - no data available
I tabel 2.7 sammenlignes den gennemsnitlige rejsetid for arbejdsrejser for forskellige rejsemåder ved hjælp af data fra tre medlemslande.
Table 2.7 compares the median trip durations of work journeys made by different travel modes using data from three Member Countries.
Enkeltrejsemåder medførte de korteste rejser med langt de fleste på under 45 minutter.
Single commuting modes gave rise to the shortest journeys, the great majority of them occurring within 45 minutes.
De, der brugte kollektiv transport rejste gennemsnitligt længere end bilister (den gennemsnitlige pendlingsafstand med kollektiv transport var i Frankrig og UK 30­45 minutter).
Public transport commuters did undertake longer journeys than car on average (the median public transport commuting distance category in France and the United Kingdom was 30-45 minutes).
I Danmark, hvor andelen af arbejdere, der pendler per bus, kan sammenlignes med andelen i Frankrig, var busrejser af en anelse kortere
In Denmark, where the proportion of workers commuting by bus was comparable with that of
28 varighed, måske som følge af mindre byer og hyppigere forbindelser.
France, bus journeys were of marginally shorter durations perhaps as a result of less sizeable towns and more frequent services.
Pendling per tog er den almindelige pendlingsmåde for lange arbejdsrejser på en time eller mere.
Train commuting is a common commuting mode for long work journeys of one hour or more.
I Frankrig var hver femte togrejse på mere end 90 minutter; de kortere togrejsetider i Danmark afspejler det mere begrænsede pendleropland omkring København.
In France, one in five train journeys lasted longer than 90 minutes, the shorter journey durations by train in Denmark reflect the more limited commuting hinterland around Copenhagen.
Pendlingstider og rejsemåder ­ medianer for rejsemåder i tre medlemslande (minutter)
Commuting times and travel modes ­median values for modes in three Member Countries (minutes)
Rejsemåde:
Travel Mode
■{■ Incl. undergrundsbane ■f­J­ Incl. knallerter og motorcykler / Excl. metro og RER­rejser ■}■/ Incl. S­tog
♦Including 'tube' journeys ♦♦Including mopeds and motorcycles /Not including metro and RER journeys ♦/Including journeys by S­tog
2.9 Variationer i pendlingsmåder for forskellige områdetyper
2.9 Variations in travel modes in different types of settlement
Om dette aspekt af pendlingmønstre er der data til rådighed fra Danmark, Frankrig, Italien og United Kingdom.
Data were available on this aspect of commuting patterns from Denmark, France, Italy and the United Kingdom.
Tabellerne 2.8 og 2.9 viser variationen i pendlingsmåder i forskellige bytyper fra den danske rejseundersøgelse af 1981 og den britiske af 1978/79.
Tables 2.8 and 2.9 show the variation in commuting modes in different settlement types from the 1981 Danish NTS and the 1978/79 British NTS.
Med undtagelse af storbyområder viste pendling per bil mindre variation mellem byer af forskellig befolkningsstørrelse end andre rejsemåder.
With the exception of large conurbation areas, car driver commuting was subject to less variation between towns of different population sizes than were other travel modes.
I den britiske undersøgelse af 1978/79 varierede andelen af arbejdsrejser per bil kun mellem 31 og 39 pet. i alle kategorier af byer og storbyer på mellem 3.000 og en million indbyggere.
In the 1978/79 British NTS the proportion of work journeys made by workers driving cars varied between only 31 and 39 per cent among all the categories of towns and cities of between 3000 and one million population.
I de større byområder faldt brugen af bil i forhold til forøgelsen i brug af kollektiv transport.
In the larger conurbations, car use declined in importance relative to increases in the use of public transport.
Pendling per bil var imidlertid mere almindelig end kollektiv transport i storbyområders forstæder.
Car commuting was however more common than public transport in the suburban areas of large conurbations.
I den britiske undersøgelse af 1978/79 var 17 pet. af arbejdsrejser til og fra Central­London per bil sammenlignet med 37 pet. i Londons ydre forstæder.
In the 1978/79 British NTS, 17 per cent of work journeys to and from Central London were made by commuters driving cars, in comparison to
29 selvom forskellen var mindre markant, fordi byen er mindre.
A similar pattern is shown for the Copenhagen area in Table 2.8 though, being a smaller city than London, the differences were less marked.
Pendling per bil var mest almindelig i mellemstore og små byer og landsbyer; i United Kingdom og Danmark var arbejdere, der kørte i bil til og fra arbejde, mest almindelige i landdistrikter (dvs. områder med mindre end 3.000 indbyggere).
Commuting as a car driver was most common in the medium and small sized towns and villages; in the United Kingdom and Denmark workers driving cars to and from work were most common in the rural areas (ie areas under 3000 population).
Hvor der var proportionelt mange landarbejdere i mere spredte landdistrikter såsom i Eire, i de danske landdistrikter eller i det centrale Grækenland, faldt pendling per bil i forhold til forøgelsen i antallet af arbejdere, som arbejder nær hjemmet.
Where there was a high proportion of farm workers in more scattered rural areas such as in Ireland, the Danish Landdistrikter or central Greece car commuting declined relative to increases in the proportion of workers working close to home.
Pendlingsmåder i forskellige områdetyper i Danmark (procent)
TABLE 2.8 Commuting modes in different types of area in Denmark (per cent)
Byer over 10.000
Towns 10 000+
Byer 2-10.000
Towns 210 000
Kilde: Dansk rejseundersøgelse 1981 (NTS)
Source: Danish 1981 NTS
Det gælder for landdistrikterne, at hvor det var nødvendigt at pendle ud over det lokale område, var bilen den mest almindelige pendlingsmåde, da kollektiv transport (med mindre den stilles til rådighed af arbejdsgivere) var meget dårlig i afsides landdistrikter som for eksempel i det vestlige Eire, i Grækenland og i Italien.
It was true of the rural areas that where commuting beyond the local settlement was necessary the car was the most common commuting mode, as public transport services (unless provided by employers) in outlying rural districts were very poor as for example in Western Ireland, Greece and Italy.
En pendling-undersøgelse i Taranto, Apulia i Syd italien viste, at 90 pet. af de arbejdere, som ikke gik til arbejde, brugte private biler til pendling (Caprioli, 1974).
A commuting study in Taranto, Apulia, Southern Italy found that 90 per cent of those workers who did not walk to work used private vehicles to commute there (Caprioli, 1974).
TABEL 2.9 Rejsefrekvensen for forskellige former for arbejdsrejser i byområder af forskellig størrelse (procent)
The frequency of travel by different modes on work journeys in urban areas of difcerent copulation size in Great Britain (per cent)
Lastbil cykel
Bicycle
Storbyområder London (indre by)
METROPOLITAN AREAS LONDON (ILEA)
Kilde: Britisk rejseundersøgelse (NTS), 1978/79
Source: 1978/79 British NTS
I data fra Danmark og UK viser pendling som passager i en bil kun ringe variation mellem de forskellige områder med den bemærkelsesværdige undtagelse af de store byområder, hvor pendling per bil ligger under gennemsnittet.
In the data from Denmark and the United Kingdom, commuting as a car passenger shows little variation between different areas with the notable exception of the large conurbations where car commuting is below average.
I Frankrig har man imidlertid fundet, at pendling som passager i en bil er mere almindeligt i isolerede byer og i de landdistrikter, hvor kollektive trafik midler og transport stillet til rådighed af arbejdsgivere er dårlig.
In France however car passenger commuting has been found more common in isolated towns and in the rural areas where pjblic transport and employer provided transport was poor.
Den irske folketælling af 1971 viste, at mens pendling per bil var mere almindeligt blandt mænd end kvinder, både totalt og i alle kategorier af bystørrelse, var der i landdistrikterne proportionelt flere kvinder end mænd, som pendlede per bil, sandsynligvis fordi mændene arbejder lokalt ved landbrug, mens kvinderne skal bruge en bil til arbejde i nærliggende byer.
In the 1971 Census of Ireland it was found that while car commuting was more common among men than women, both overall and in all categories of town size, a higher proportion of women than men commuted by car in the rural areas presumably as a result of males working locally in agricultural work and females requiring a car to seek work in nearby settlements.
Pendling per bus var mest almindeligt i alle de større byområder, hvor denne rejsemåde var i direkte konkurrence med bilen.
Commuting by bus was most common in all the larger conurbations where it competed directly with cars.
For eksempel pendlede 30 pet. i det indre London, 32 pet. i Milano, 23 pet. i København og 32 pet. i Dublin per bus.
For example, 30 per cent of commuters in Inner London, 32 per cent in Milan, 23 per cent in Copenhagen, 32 per cent in Dublin were bus commuters.
I den britiske rejseundersøgelse (NTS) af 1978/79 tegnede busser sig for mellem cirka en fjerdedel og en tredjedel af arbejdsrejser i alle byområder og byer med mere end 250.000 indbyggere.
In the 1978/79 British NTS, buses comprised between roughly one quarter and a third of journeys to work in all the conurbation areas and cities over 250,000 population.
I medlemslande, hvorfra data er til rådighed, tegnede pendling per bus sig for mindre end 11 pet. af arbejdsrejser i alle byer og landsbyer med indbyggerantal under 25.000 og var bemærkelsesværdig lav i landdistrikter.
In those Member Countries for which data were available commuting by bus comprised under 11 per cent of workers' journeys in all town and village sizes under 25,000 population and was notably low in the rural areas.
I de byområder, der har hurtigt transitsystem, er pendling per tog i direkte konkurrence med bilen for længere radiale arbejds rejser fra oplandsområder.
In those conurbation areas served with a rapid transit system, rail commuting directly competes with the car for longer distance radial work journeys from hinterland areas.
For eksempel var 10 pet. af arbejdsrejser i London med tog og andre 10 pet. med Londons undergrundsbane.
For example, 10 per cent of work journeys in London were made by train and a further 10 per cent were made on the London metro.
I Milano brugte 7 pet. af pendlerne tog, i København 6 pet. og så videre.
In Milan 7 per cent of commuters used trains, 6 per cent in Copenhagen and so on.
I disse områder bruges jern banen også, hvor det er muligt, i forstæderne, som tabellerne 2.8 og 2.9 viser.
In these areas, rail is also used where possible in the suburbs as Tables 2.8 and 2.9 demonstrate.
Variationer i andelen af arbejdere, der går til arbejde i forskellige område typer, var mere udpræget medlemslandene imellem, alt efter hvor populære andre kortrejsemåder, såsom cykler og knallerter, er.
Variations between the proportion of workers walking to work in different types of area was more variable between Member Countries depending on the popularity of other short distance modes such as bicycles or mopeds.
I Danmark var den del af arbejderne, som gik til arbejde, i alle områdetyper lille, selvom større byer havde flere pendlere til fods.
In Denmark, small proportions of workers commuted on foot in all types of area although of those that did so, larger towns generated more walk journeys.
Data fra Frankrig antyder imidlertid, at det at gå til arbejde er mere almindeligt i isolerede byer inden for byområder end i forstæder eller landsbyer.
However data from France suggests that walking to work is more common in isolated towns within conurbation areas than in suburbia or village settlements.
Dette mønster gælder også for UK, hvor ture til fods er en anelse hyppigere i byer end i landsbyer eller forstæder, skønt der, som tabel 2.9 viser, var markante afvigelser mellem forskellige britiske byområder.
This pattern was also true for the United Kingdom, walk trips being made marginally more frequently in the towns rather than village or
Pendling per cykel er almindeligt i Danmark og Holland og i mindre grad i Italien.
Bicycles are a common commuting mode in Denmark, the Netherlands and to a lesser extent Italy.
Som tabel 2.8 viser, bruges cykler oftere i store byer og byer, mens deres brug aftager i landsbyer og landdistrikter.
As Table 2.8 shows bicycles are more often used in the cities and larger towns though their use declines in the villages and rural areas.
Mens hver tredje arbejder i København pendlede per cykel, var der kun 5 pet., som gjorde det i land distrikterne.
While one in three workers in Copenhagen city commuted by bicycle only 5 per cent did so in the Landdistriker.
Variationer i pendlingsmønstre efter indkomstgrupper samt sociale og økonomiske grupper af arbejdere
2.10 Variations in commuting patterns with the income levels and social and economic group of workers
Inden for EF er der en begrænset mængde data om forholdet mellem socio økonomiske grupper og indkomstgrupper og deres pendlingsafstande.
There are a limited amount of data within the EEC on the relationships between the socioeconomic and income groups of workers and their commuting distances.
Generelt er det sådan, at de højere indkomstgrupper pendler de længste afstande.
It is the general case that the higher the income group of a worker the longer the distance commuted.
EF statistikker giver en grov tværnational opdeling af pendlingsafstande blandt arbejdere inden for landbrug, industri og servicefag.
EEC statistics provide a crude crossnational dissagregation of commuting distances by agricultural, industrial and service workers.
Som det kan forventes, hælder den generelle fordeling af pendlingsafstande blandt arbejdere ved land brug mere mod kortere rejser, end det er tilfældet for arbejdere i industri eller servicefag. Mens 82 pet. af arbejdere ved landbrug boede inden for 10 km fra arbejdspladsen, var denne andel for arbejdere i industri og servicefag henholdsvis 69 og 71 pet.
As one would expect the overall distribution of commuting distances among agricultural workers are more skewed towards shorter trips than those of industrial or service workers, while 82 per cent of agricultural workers resided within 10 kms of work, 69 and 71 per cent of industrial and service workers did so.