natgillin/translations-raw huggingface dataset:
Our report should help the Commission, Member States and cities to use funds more effectively and efficiently in addressing the challenges involved, particularly in the context of the December 2019 ‘Green Deal’ Communication of the Commission, issued after our audit. 
Poročilo Sodišča naj bi pripomoglo k temu, da bodo Komisija, države članice in mesta učinkoviteje in uspešneje uporabili sredstva pri reševanju s tem povezanih izzivov, zlasti v okviru sporočila Komisije o zelenem dogovoru iz decembra 2019, ki je bilo objavljeno po reviziji Sodišča.
IV Member States and their cities are responsible for managing urban mobility in a sustainable way. 
IV Države članice in njihova mesta so odgovorni za trajnostno upravljanje mobilnosti v mestih.
The Commission’s role is limited, but in response to the importance of the issue, following its 2013 Urban Mobility package, the Commission has issued a range of policy documents and guidance, and has increased the funding it provides to projects in this area. 
Komisija ima pri tem sicer omejeno vlogo, vendar je po sprejetju svežnja o mobilnosti v mestih leta 2013 zaradi pomembnosti tega vprašanja izdala vrsto dokumentov politike in smernic ter povečala finančna sredstva, ki jih zagotavlja za projekte na tem področju.
V We examined the extent to which the EU support was effective in contributing to improving urban mobility in a sustainable way. 
V Sodišče je preučilo, v kakšnem obsegu je podpora EU uspešno prispevala k trajnostnemu izboljšanju mobilnosti v mestih.
In particular, we assessed whether: EU cities have made progress towards improving sustainable urban mobility since the 2013 Urban Mobility Package; cities followed EU guidelines and targeted EU funding to achieve more sustainable urban mobility; and the projects we examined were based on sound strategies and proved effective. 
Zlasti je ocenilo, ali so mesta v EU od sprejetja svežnja o mobilnosti v mestih leta 2013 dosegla napredek pri izboljšanju trajnostne mobilnost v mestih, upoštevala smernice EU in sredstva EU ciljno usmerjala tako, da se doseže bolj trajnostna mobilnost v mestih, ter ali so projekti, ki jih je preučilo, temeljili na dobrih strategijah in se izkazali za uspešne.
VI We recognise that significant improvements in sustainable urban mobility may require more time to materialise. 
VI Sodišče se strinja s tem, da je za uresničenje pomembnih izboljšav na področju trajnostne mobilnosti v mestih morda potrebno več časa.
However, six years after the Commission called for a step-change, there is no clear indication that cities are fundamentally changing their approaches. 
Vendar šest let po tem, ko je Komisija pozvala h koreniti spremembi, ni jasno videti, da mesta bistveno spreminjajo svoje pristope.
In particular, there is no clear trend towards more sustainable modes of transport. 
Zlasti ni očitnega trenda uporabe bolj trajnostnih načinov prevoza.
Although cities have put in place a range of initiatives to expand the quality and quantity of public transport, there has been no significant reduction in private car usage. 
Čeprav so mesta vzpostavila vrsto pobud za večjo kakovost in obseg javnega prevoza, se uporaba osebnih avtomobilov ni bistveno zmanjšala.
Some air quality indicators have slightly improved, but greenhouse gas 4 emissions due to road transport have been steadily increasing and there are still many cities exceeding EU safety thresholds. 
Nekateri kazalniki kakovosti zraka so se nekoliko izboljšali, toda emisije toplogrednih plinov se zaradi cestnega prevoza stalno povečujejo in v številnih mestih so varnostni pragovi EU še vedno preseženi.
VII In the absence of legislative compulsion, there was limited take-up of the Commission’s guidance on the part of many Member States and cities – notably in terms of preparing ‘Sustainable Urban Mobility Plans’. 
VII Ker ni zakonodajne obveznosti, je bila dejanska uporaba smernic Komisije v številnih državah članicah in mestih – zlasti pri pripravi načrtov za trajnostno mobilnost v mestih – omejena.
Neither is there a requirement for access to EU funding to be conditional on having these plans in place, although two of the Member States we visited have imposed this condition at the national level. 
Prav tako se za dostop do sredstev EU ne zahteva priprava teh načrtov, čeprav sta dve od obiskanih držav članic ta pogoj postavili na nacionalni ravni.
VIII Some Member States and cities did not complement EU funds effectively with appropriate resources to ensure the adequate operation and maintenance of their public transport network; costs can also rise because lines are not always technically interoperable. 
VIII Nekatere države članice in mesta sredstev EU niso uspešno dopolnjevali z ustreznimi viri, da bi zagotovili ustrezno delovanje in vzdrževanje svojega omrežja javnega prevoza, stroški pa so se lahko povečali tudi zato, ker proge niso bile vedno tehnično interoperabilne.
In addition, urban mobility policies at local levels were not always coherent with the aim of more sustainable urban mobility. 
Poleg tega politike mobilnosti v mestih na lokalni ravni niso bile vedno skladne s ciljem bolj trajnostne mobilnosti v mestih.
We found examples of positive initiatives towards sustainable urban mobility; these tended to require considerable political leadership and communication efforts to win acceptance from citizens. 
Sodišče je odkrilo primere pozitivnih pobud za trajnostno mobilnost v mestih. Da so jih državljani sprejeli, so bili pogosto potrebni močno politično vodstvo in znatna prizadevanja na področju komuniciranja.
IX We found that projects in receipt of EU funding we examined were not as effective as intended, because of weaknesses in project design and implementation. 
IX Sodišče je ugotovilo, da preučeni projekti, ki so prejeli sredstva EU, zaradi slabosti v zasnovi in izvajanju niso bili tako uspešni, kot je bilo predvideno.
These projects were not always based on sound urban mobility strategies, which often lacked fundamental data and appropriate analyses, relevant targets and coordination with both other plans and neighbouring municipalities. 
Ti projekti niso vedno temeljili na dobrih strategijah za mobilnost v mestih, ki pogosto niso vsebovale temeljnih podatkov in ustreznih analiz, ustreznih ciljnih vrednosti ter usklajevanja z drugimi načrti in sosednjimi občinami.
X On the basis of these conclusions, we recommend that the Commission: o build on its previous experiences, to publish better data on urban mobility and the extent to which the EU’s most important cities have sustainable urban mobility plans in place; and o link access to EU funding to sustainable urban mobility plans. 5 
X Na podlagi teh zaključkov Sodišče priporoča Komisiji, naj: o na podlagi svojih preteklih izkušenj objavi boljše podatke o mobilnosti v mestih ter o tem, v kolikšnem obsegu so najpomembnejša mesta v EU pripravila načrte za trajnostno mobilnost v mestih, o dostop do sredstev EU pogoji z načrti za trajnostno mobilnost v mestih. 5
Introduction Sustainable urban mobility and its importance 01 Urban mobility in this report refers to the ease with which people can move between destinations in urban areas with the help of the transport network and services available. 
Uvod Trajnostna mobilnost v mestih in njen pomen 01 Mobilnost v mestih se v tem poročilu nanaša na to, kako enostavno se lahko ljudje gibljejo med različnimi destinacijami v mestnih območjih s pomočjo prometnega omrežja in prevoznih storitev, ki so na voljo.
There are many factors that affect urban mobility patterns, such as demography, land-use, governance, the availability of public transport, car use, and the local economy. 
Na vzorce mobilnosti v mestih vplivajo številni dejavniki, kot so demografija, raba zemljišč, upravljanje, razpoložljivost javnega prevoza, uporaba avtomobilov in lokalno gospodarstvo.
02 Managing urban mobility is an important challenge for urban areas. 
02 Upravljanje mobilnosti v mestih je za mestna območja pomemben izziv.
Planners and policy-makers, in addition to inevitable financial constraints, are faced with many, often competing demands: maintaining a high quality of life while also creating an attractive environment for businesses; and restricting traffic in sensitive areas while not curbing the necessary movement of goods and people1. 
Načrtovalci in oblikovalci politik se poleg neizogibnih finančnih omejitev spopadajo še s številnimi, pogosto konkurenčnimi zahtevami: ohranitvijo visoke kakovosti življenja in hkrati z ustvarjanjem privlačnega okolja za podjetja ter omejitvijo prometa na občutljivih območjih, ne da bi bilo pri tem ovirano gibanje blaga in ljudi1.
03 Urban mobility faces many challenges, among which traffic congestion is one of the most difficult. 
03 Pri mobilnost v mestih se je treba spopadati s številnimi izzivi. Med najbolj perečimi so prometni zastoji.
There is considerable economic research indicating that the cost to society of congestion is high (estimated at €270 billion per year in the EU2) and that the more fluid the traffic in an urban area, the greater its likely economic growth. 
Številne gospodarske raziskave kažejo, da so stroški zastojev za družbo visoki (po ocenah v EU znašajo 270 milijard EUR letno2) in da bolj kot je promet na mestnem območju tekoč, večja je verjetnost njegove gospodarske rasti.
One study showed that moving to free-flow traffic could boost productivity of workers by as much as 30 % in highly congested regions3. 
Pri eni od študij se je pokazalo, da bi lahko prehod na prosti pretok prometa povečal produktivnost delavcev v regijah z visoko stopnjo zastojev celo za 30 %3.
As road congestion in the EU is often located in and around urban areas, this problem affects the majority of the inhabitants in the EU. 
Ker v EU do cestnih zastojev pogosto prihaja na mestnih območjih in okrog njih, ta težava vpliva na večino prebivalcev EU.
However, experience has shown that increasing road capacity in urban areas leads to more traffic and thus congestion, so the solution has to be sought through other approaches. 
Vendar pa izkušnje kažejo, da vse večja zmogljivost cest na mestnih območjih povzroča več prometa in posledično zastojev, zato je treba rešitev iskati v okviru drugih pristopov.
As European Commission (2013) Planning for People: Guidelines on developing and implementing a sustainable urban mobility plan. https://ec.europa.eu/transport/themes/sustainable-transport/internalisation-transport-external-costs_en David Hartgen and Gregory Fields (2009). 
Evropska komisija (2013), Planning for People: Guidelines on developing and implementing a sustainable urban mobility plan. https://ec.europa.eu/transport/themes/sustainable-transport/internalisation-transport-external-costs_en. David Hartgen in Gregory Fields (2009).
many as 96 % of EU citizens living in urban areas are exposed to levels of air pollutants considered by the World Health Organisation (WHO) to be damaging to health. 
Kar 96 % državljanov EU, ki živijo na mestnih območjih, je izpostavljenih stopnjam onesnaževal zraka, za katere Svetovna zdravstvena organizacija (SZO) meni, da škodijo zdravju.
In 2013, the European Commission (the Commission) estimated that the total health related costs of air pollution are several hundred billion euro per year. 
Evropska komisija (Komisija) je leta 2013 ocenila, da skupni stroški onesnaženosti zraka, povezani z zdravjem, znašajo več sto milijard evrov na leto.
Pollution also has a negative impact on biodiversity. 
Onesnaženost negativno vpliva tudi na biotsko raznovrstnost.
Recent studies also make reference to the lack of physical movement as a serious negative side effect of car travel. 
V nedavnih študijah se kot resen negativni stranski učinek potovanj z avtomobilom navaja tudi pomanjkanje telesnega gibanja.
05 Road transport is one of the main causes of air pollution5 and greenhouse gas emissions. 
05 Cestni prevoz je eden glavnih vzrokov onesnaženosti zraka5 in emisij toplogrednih plinov.
For example, it is the largest source of mono-nitrogen oxides (NO and NO2) emissions, and the second largest source of carbon monoxide and particulate matter emissions. 
Je na primer največji vir emisij monodušikovih oksidov (NO in NO2) ter drugi največji vir emisij ogljikovega monoksida in delcev.
Urban areas account for 23 % of CO2 emissions from transport. 
V mestnih območjih nastane 23 % emisij CO2 v prometu.
Besides air pollution and CO2 emissions, transport is also responsible for noise nuisance. 
Poleg onesnaženosti zraka in emisij CO2 promet povzroča tudi hrup.
06 Given the impact of urban mobility on both economic growth and the environment, the EU promotes urban mobility that is sustainable. 
06 EU glede na vpliv mobilnosti v mestih na gospodarsko rast in okolje spodbuja trajnostno mobilnost v mestih.
This is the development of strategies that stimulate a shift towards cleaner and more sustainable modes of transport, such as walking, cycling, public transport, and new patterns for car use and ownership6. 
To je razvoj strategij, ki spodbujajo prehod na čistejše in bolj trajnostne načine prevoza, kot so hoja, kolesarjenje, javni prevoz ter novi vzorci uporabe in lastništva avtomobilov6.
The role of the Commission 07 In line with the principle of subsidiarity, urban mobility is managed locally, and there are no EU regulations or directives addressing it. 
Vloga Komisije 07 V skladu z načelom subsidiarnosti se mobilnost v mestih upravlja lokalno in uredbe ali direktive EU, ki bi jo obravnavale, ne obstajajo.
Nevertheless, given the importance of the issue, the Commission has issued several policy documents and has devoted considerable funds to urban mobility, mainly in the context of its transport policy. 
Komisija je glede na pomembnost tega vprašanja kljub temu izdala več dokumentov politike in mobilnosti v mestih namenila precej sredstev, zlasti v okviru prometne politike.
Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Together towards competitive and resource-efficient urban mobility, COM(2013) 913 final. 
Sporočilo Komisije Evropskemu parlamentu, Svetu, Evropskemu ekonomsko-socialnemu odboru in Odboru regij: Skupaj h konkurenčni in z viri gospodarni mobilnosti v mestih, COM(2013) 913 final.
08 Over the past decade, the Commission has issued several policy documents, illustrated in Figure 1. 
08 V zadnjem desetletju je Komisija izdala več dokumentov politike, ki so prikazani v diagramu 1.
In 2009, the first comprehensive support package on urban mobility was the “Action plan on urban mobility”, setting out a framework for EU initiatives in the area of urban mobility. 
Leta 2009 je bil pripravljen prvi celovit sveženj podpore za mobilnost v mestih – Akcijski načrt o mobilnosti v mestih, v katerem je določen okvir za pobude EU na področju mobilnosti v mestih.
In 2013, the Commission issued the Urban Mobility Package (see Box 1), with the aim of reinforcing support to European cities for tackling urban mobility challenges. 
Komisija je leta 2013 objavila sveženj o mobilnosti v mestih (glej okvir 1), da bi okrepila podporo evropskim mestom pri spopadanju z izzivi mobilnosti v mestih.
In 2017 it issued the Communication “Europe on the move, an agenda for a socially fair transition towards clean, competitive and connected mobility for all”, comprising a set of initiatives toward modernising European mobility and transport. 
Leta 2017 je objavila sporočilo z naslovom Evropa v gibanju: Agenda za socialno pravičen prehod na čisto, konkurenčno in povezano mobilnost za vse, ki vsebuje sklop pobud za posodobitev evropske mobilnosti in prometa.
In December 2019, after our audit work had finished, the Commission issued a Communication in which it proposes a ‘European Green Deal’ with the aim of a climate neutral continent7, and including the objective of shifting towards more sustainable urban mobility. 
Decembra 2019, torej po opravljeni reviziji Sodišče, je izdala sporočilo, v katerem je predlagala evropski zeleni dogovor s ciljem podnebne nevtralnosti celine7 in določila cilj prehoda na bolj trajnostno mobilnost v mestih.
8 Box 1 The Urban Mobility Package With its Urban Mobility Package, the Commission aimed to reinforce its support to European cities for tackling urban mobility challenges. 
9 Okvir 1 Sveženj o mobilnosti v mestih Komisija je s svojim svežnjem o mobilnosti v mestih želela okrepiti podporo evropskim mestom pri spopadanju z izzivi mobilnosti v mestih.
It urged a step-change in the approach to urban mobility to ensure that Europe’s urban areas developed along a more sustainable path and encouraged Member States to take more decisive and better-coordinated action. 
Pozvala je h koreniti spremembi pristopa k mobilnosti v mestih, da se zagotovi bolj trajnosten razvoj evropskih mestnih območij, ter države članice spodbudila k odločnejšemu in bolj usklajenemu ukrepanju.
The package focused on the adoption of Sustainable Urban Mobility Plans (SUMPs) and asked Member States to consider ensuring that SUMPs were developed and implemented in their urban areas and integrated in a wider urban or territorial strategy. 
Sveženj je bil osredotočen na sprejetje načrtov za trajnostno mobilnost v mestih. Države članice so bile v njem pozvane, naj razmislijo o zagotovitvi, da se načrti za trajnostno mobilnost v mestih na njihovih mestnih območjih pripravijo in izvajajo ter da so vključeni v širšo mestno ali teritorialno strategijo.
Furthermore, the Package called for smarter Urban Access Regulations and Road User Charging, for the coordinated deployment of Urban Intelligent Transport Systems and for increased road safety. 
Poleg tega je bilo v svežnju pozvano k določitvi ustreznejših predpisov o dostopu za vozila v mestih in pristojbinah za uporabo cest, usklajenemu uvajanju inteligentnih prometnih sistemov v mestih in večji varnosti v cestnem prometu.
As at November 2019, the Urban Mobility Package was under evaluation, with a view to assessing whether it is fit for purpose and delivering as intended. 
Novembra 2019 je bil sveženj o mobilnosti v mestih v postopku ocenjevanja, da bi se ugotovilo, ali ustreza svojemu namenu in ali zagotavlja predvidene rezultate.
Figure 1 – Main policy documents adopted by the Commission 2017 EUROPE ON THE MOVE 9 Communication from the Commission to the European Parliament, the Council, the EESC and the CoR: Europe on the Move, An agenda for a socially fair transition towards clean, competitive and connected mobility for all, COM (2017) 283 final THE URBAN AGENDA 2016 Agreed at the Informal Meeting of EU Ministers Responsible for Urban Matters on 30 May 2016 in Amsterdam, The Netherlands. 
Diagram 1 – Glavni dokumenti politike, ki jih je sprejela Komisija 2016 SMERNICE O CELOSTNEM TRAJNOSTNEMURBANEM RAZVOJU 2016 dogovorjena na neformalnem srečanju ministrov EU, pristojnih za mestna vprašanja, 30. maja 2016 v Amsterdamuna Nizozemskem 10 2017 EVROPA V GIBANJU Sporočilo Komisije Evropskemuparlamentu,Svetu,Evropskemuekonomsko-socialnemu odboru inOdboru regij: Evropa v gibanju, Agenda za socialnopravičen prehod na čisto, konkurenčno in povezano mobilnost za vse, COM(2017) 283 final AGENDA ZA MESTA Smerniceza državečlanice o celostnemtrajnostnem urbanem razvoju (člen7 uredbe o ESRR).
EGESIF_15-0010-02, 20.4.2016. 
Dokument EGESIF_15-0010-02, 20.4.2016.
URBAN MOBILITY PACKAGE 2013 Communication from the Commission to the European Parliament, the Council, the EESC and the CoR: Together towards competitive and resource-efficient urban mobility, COM (2013) 913 final 2011 WHITE PAPER ON TRANSPORT White paper: Roadmap to a single European transport area – Towards a competitive and resource-efficient transport system, COM (2011) 144 final ACTION PLAN 2009 2006 Communication from the Commission to the European Parliament, the Council, the EESC and the CoR: Action Plan on Urban Mobility, COM (2009) 490 final 2007 GREEN PAPER Green Paper: Towards a new culture for urban mobility (presented by the Commission), COM (2007) 551 final THEMATIC STRATEGY Communication from the Commission to the Council and the European Parliament on Thematic Strategy on the Urban Environment, COM (2005) 718 final Source: ECA. 
SVEŽENJ ZA MOBILNOST V MESTIH 2013 Sporočilo Komisije Evropskemuparlamentu,Svetu,Evropskemuekonomsko-socialnemu odboru in Odboru regij: Skupaj h konkurenčni in z viri gospodarni mobilnosti v mestih, COM(2013) 913 final. 2011 BELA KNJIGA O PROMETU Bela knjiga: Načrt za enotni evropski prometni prostor – na poti h konkurenčnemu in z viri gospodarnemu prometnemu sistemu, COM(2011) 144 final AKCIJSKI NAČRT 2009 Sporočilo Komisije Evropskemuparlamentu,Svetu,Evropskemuekonomsko-socialnemu odboru inOdboru regij: Akcijski načrto mobilnostiv mestih, COM(2009) 490 final 2007 ZELENA KNJIGA Zelena knjiga: Za novo kulturo mobilnosti v mestih (ki jo je predstavila Komisija), COM(2007) 551 final TEMATSKA STRATEGIJA 2006 GD MOVE GD REGIO Sporočilo Komisije Svetu in Evropskemuparlamentu o Tematskistrategijiza urbano okolje, (COM(2010) 718 final Vir: Evropsko računsko sodišče
Available funds for urban mobility 09 The main source of EU funding for urban mobility is from two of the five European structural and investment (ESI) funds, the European Regional Development Fund (ERDF) and the Cohesion Fund (CF). 
Sredstva, ki so na voljo za mobilnost v mestih 09 Glavni vir financiranja, ki ga EU namenja za mobilnost v mestih, zagotavljata dva od petih evropskih strukturnih in investicijskih skladov (skladov ESI): Evropski sklad za regionalni razvoj (ESRR) in Kohezijski sklad.
Other funds available are Horizon 2020 in the field of research and innovation, and the Connecting Europe Facility (CEF) for transport. 
Druga razpoložljiva sredstva zagotavljajo program Obzorje 2020 na področju raziskav in inovacij ter Instrument za povezovanje Evrope (IPE) na področju prometa.
10 The amount available for urban mobility through the ESI funds has increased from €11.2 billion in the 2007-2013 programme period to €16.3 billion for 2014-2020). 
10 Sredstva, ki so na voljo za mobilnost v mestih v okviru skladov ESI, so se povečala z 11,2 milijarde EUR v programskem obdobju 2007–2013 na 16,3 milijarde EUR za obdobje 2014–2020.
This includes mainly funding for clean urban transport (2007-2013 €8.1 billion; 2014-2020 €12.8 billion), but also intelligent transport systems (ITS), cycle paths and multimodal transport. 
To vključuje financiranje čistega mestnega prevoza (v višini 8,1 milijarde EUR za obdobje 2007–2013 in v višini 12,8 milijarde EUR za obdobje 2014–2020), pa tudi inteligentnih prometnih sistemov, kolesarskih stez in multimodalnega prevoza.
The projects supported by the ESI funds are co funded with national resources. 
Projekti, ki jih podpirajo skladi ESI, se sofinancirajo iz nacionalnih virov.
11 Total funds for the TEN-T under the CEF are €24 billion in 2014-2020. 
11 Skupna sredstva za omrežje TEN-T v okviru IPE v obdobju 2014–2020 znašajo 24 milijard EUR.
For the current period, the CEF is being used to target ‘urban nodes’ – including the 88 cities around the EU which constitute entry points to the core TEN-T network8. 
V sedanjem obdobju je IPE ciljno usmerjen v „urbana vozlišča” – vključno z 88 mesti v vsej EU, ki predstavljajo vstopne točke v jedrno omrežje TEN-T8.
At the time of the audit, the amount of CEF funding for urban nodes corresponded to €214 million (1 % of the total). 
V času revizije je znesek financiranja IPE za urbana vozlišča znašal 214 milijonov EUR (1 % skupnega zneska).
12 Since 2014, the EIB has provided loans of €48.2 billion, including the European Fund for Strategic Investments, to finance projects in the transport sector as a whole, which includes rail, aviation, maritime and road projects as well as urban mobility. 
12 Evropska centralna banka (EIB) je od leta 2014 zagotovila posojila v višini 48,2 milijarde EUR, vključno z Evropskim skladom za strateške naložbe, za financiranje projektov v prometnem sektorju kot celoti, ki zajema železniške, letalske, pomorske in cestne projekte ter mobilnost v mestih.