natgillin/translations-raw huggingface dataset:
The Commission adopted the first progress report in June 201723, and expects to publish next by mid-2020; (b) the interactive geographical technical information system for the Trans-European transport network, known as TENtec, to which Member States should annually transmit data24, and which serves as a basis for the progress report and other policy documents; (c) and, for each of the nine core corridors25, corridor work plans submitted by each European Coordinator together with an indicative list of planned projects indicating the estimated cost and the planned end date. 
Kommissionen antog den frsta lgesrapporten i juni 201723 och planerar att offentliggra nsta i mitten av 2020. b) Det interaktiva geografiska och tekniska informationssystemet fr det transeuropeiska transportntet, knt som TENtec, till vilket medlemsstaterna rligen ska verfra uppgifter24 som ligger till grund fr lgesrapporten och andra policydokument. c) Arbetsplaner fr var och en av de nio stomkorridorerna25, som verlmnas av respektive europeisk samordnare tillsammans med en vgledande frteckning ver planerade projekt dr den berknade kostnaden och det planerade slutdatumet anges.
48 We noted, however, that these tools are not fully effective. 
48 Vi noterade dock att dessa verktyg inte r helt ndamlsenliga.
Not all of them report on the entire core network: corridor work plans, while quite detailed in terms of implementation, cover around 68 % of it. 
Alla rapporterar inte om hela stomntet: arbetsplanerna fr korridorerna r visserligen ganska detaljerade nr det gller genomfrandet, men omfattar omkring 68 % av stomntet.
Furthermore, the data are not timely; their reliability is affected by the lack of a uniform approach and there are no result indicators. 
Dessutom lmnas uppgifterna inte i tid, deras tillfrlitlighet pverkas av bristen p en enhetlig strategi och det finns inga resultatindikatorer.
49 The information recorded in the Commission system is not up-to-date. 
49 De uppgifter som registrerats i kommissionens system r inte aktuella.
23 Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions, Progress report on implementation of the TEN-T network in 2014-2015, 19.06.2017, COM(2017) 327 final. 
23 Rapport frn kommissionen till Europaparlamentet, rdet, Europeiska ekonomiska och sociala kommittn samt Regionkommittn, Lgesrapport om genomfrandet av TEN-T-ntet 2014 och 2015, 19.6.2017, COM(2017) 327 final.
24 Article 49 (1) of the TEN-T Regulation. 
24 Artikel 49.1 i TEN-T-frordningen.
25 Article 47 of the TEN-T Regulation. 
25 Artikel 47 i TEN-T-frordningen.
no deadline is fixed for Member States to send data covering a defined time period, nor for the Commission to process the data and make it available in the system. 
30 tidsperiod, och inte heller fr nr kommissionen ska behandla uppgifterna och gra dem tillgngliga i systemet.
50 Furthermore, we noted that lack of uniform approach affects reliability of the data which the Commission publishes and uses to underpin its progress reports and other policy documents26: (a) there is no uniform methodology for defining road sections as ŇcompletedÓ and Ňto be upgradedÓ. 
50 Dessutom noterade vi att bristen p en enhetlig strategi pverkar tillfrlitligheten hos de uppgifter som kommissionen offentliggr och anvnder fr sina lgesrapporter och andra policydokument26: a) Det finns ingen enhetlig metod fr att definiera vgstrckor som ÓslutfrdaÓ och Óska uppgraderasÓ.
Member States do not use the terms in the same way, which undermines data reliability and comparability concerning the completion rate. 
Medlemsstaterna anvnder inte termerna p samma stt, vilket undergrver uppgifternas tillfrlitlighet och jmfrbarhet nr det gller slutfrandegraden.
Some sections which are already complete in terms of road class may be considered by a Member State as needing an upgrade in the future while another Member State may report 100 % compliance (see Box 4); (b) the content of corridor work plans is not sufficiently standardised to ensure data comparability, in particular in relation to the availability of alternative fuels and safe and secure parking areas as some report compliance in percentage while others give a concrete figure or do not report on it at all. 
Vissa strckor som redan har slutfrts i frga om vgklass kan av en medlemsstat anses behva uppgraderas i framtiden, medan en annan medlemsstat kan rapportera att kraven till 100 % r uppfyllda (se ruta 4). b) Innehllet i arbetsplanerna fr korridorerna r inte tillrckligt standardiserat fr att skerstlla uppgifternas jmfrbarhet, srskilt nr det gller tillgngen till alternativa brnslen samt trygga och skra parkeringsomrden, eftersom vissa rapporterar efterlevnaden i procent medan andra ger en konkret siffra eller inte rapporterar alls.
51 The shortcomings listed above do not allow the Commission to adequately monitor the actual progress towards the completion of the core road network. 
51 De brister som anges ovan innebr att kommissionen inte p ett lmpligt stt kan vervaka de faktiska framstegen mot slutfrandet av stomvgntet.
In consequence, it is difficult for the Commission to make reliable forecasts regarding the likelihood of its completion by 2030 and taking timely corrective actions, based on the TEN-T Regulation, if necessary (see paragraph 44). 
Det r drfr svrt fr kommissionen att gra tillfrlitliga prognoser om sannolikheten fr att det ska ha slutfrts senast 2030 och vid behov vidta korrigerande tgrder i tid, p grundval av TEN-T-frordningen (se punkt 44).
52 In addition, for the Member States allocating ESIF funding to roads, the Commission is regularly informed about the progress of their transport-related OPs through annual implementation reports, monitoring committee meetings or on-the-spot visits. 
52 Fr de medlemsstater som anslr medel frn ESI-fonderna till vgar informeras kommissionen dessutom regelbundet om hur deras transportrelaterade operativa program fortskrider genom rliga genomfranderapporter, vervakningskommittmten eller besk p plats.
OPs also include a number of output and result indicators in relation to co-financed road sections. 
Operativa program har ocks ett antal outputoch resultatindikatorer som gller medfinansierade vgstrckor.
53 As regards indicators, we noted that the CommissionŐs monitoring tools focus on output indicators while not providing any information on the results achieved in the sections of the network already completed. 
53 Nr det gller indikatorer noterade vi att kommissionens vervakningsverktyg fokuserar p outputindikatorer men inte tillhandahller information om de resultat som uppntts p de strckor i ntverket som redan har slutfrts.
For example, no information such as time savings or higher average speed, is included in the progress report, nor in any of the nine corridor work plans, even though some data are already available at the Commission level (see paragraph 28). 
Exempelvis innehller lgesrapporten ingen information om tidsbesparingar eller hgre medelhastighet, och sdan information ges inte heller i ngon av de nio arbetsplanerna fr korridorerna, trots att vissa uppgifter redan finns tillgngliga p kommissionens niv (se punkt 28).
33 Box 4 Examples of unreliable data due to non-uniform methodology (a) Bulgaria: According to the latest Commission data (Commission Delegated Regulation (EU) 2017/849), the 2016 completion rate of the core network was 50 % while at the time of the audit visit (May 2019), the Bulgarian authorities reported a completion rate of 46 %. (b) Latvia: According to the latest Commission data (Commission Delegated Regulation (EU) 2017/849), the 2016 completion rate of the core network was 100 % while according to the 2014 data in the Third Work Plan for the North SeaĐBaltic corridor, it was 8 % for the Latvian section. 
32 Ruta 4 Exempel p otillfrlitliga uppgifter p grund av icke-enhetlig metod a) Bulgarien: Enligt de senaste uppgifterna frn kommissionen (kommissionens delegerade frordning (EU) 2017/849) var slutfrandegraden fr stomntet 50 % r 2016, medan de bulgariska myndigheterna vid tidpunkten fr revisionsbesket (maj 2019) rapporterade en slutfrandegrad p 46 %. b) Lettland: Enligt de senaste uppgifterna frn kommissionen (kommissionens delegerade frordning (EU) 2017/849) var slutfrandegraden fr stomntet 100 % r 2016, medan den enligt 2014 rs uppgifter i den tredje arbetsplanen fr korridoren NordsjnĐ stersjn var 8 % fr den lettiska strckan.
The 2017 corridor study update gave a rate of 36 %. 
Uppdateringen av korridorstudien r 2017 angav en procentsats p 36 %.
The national road authority website shows work still ongoing on the core road network27 which shows that the core network is not yet complete. (c) Germany: Although the completion rate for Germany for 2016 is given as 59 %, relevant corridor work plans indicate that German road sections are complete. 
Den nationella vgmyndighetens webbplats visar det arbete som fortfarande pgr i stomvgntet27, vilket tyder p att stomntet nnu inte r slutfrt. c) Tyskland: ven om Tysklands slutfrandegrad fr 2016 uppges vara 59 % tyder relevanta arbetsplaner fr korridorerna p att de tyska vgstrckorna r slutfrda.
54 No common result indicators for roads were set as regards EU funding either. 
54 Inga gemensamma resultatindikatorer fr vgar faststlldes heller nr det gller EU-finansiering.
Member States established their own result indicators specific to road projects, such as road saturation in Bulgaria, equivalent straight-line speed in the Czech Republic and the synthetic road transport accessibility indicator in Poland. 
Medlemsstaterna faststllde egna resultatindikatorer specifikt fr vgprojekt, ssom trafikstockningar i Bulgarien, motsvarande rak linjehastighet i Tjeckien och tillgngligheten fr vgtransporter i Polen.
However, they are not comparable and cannot be aggregated neither for the EU as a whole nor at corridor level. 
De r dock inte jmfrbara och kan inte sammanstllas varken fr EU som helhet eller p korridorniv.
55 The Commission has proposed a set of common output and result indicators for ESIF support for the 2021-2027 programming period, including specifically roads (such as Ňusers of newly built, reconstructed or upgraded roadsÓ and Ňtime savings due to improved road infrastructureÓ), which is a step forward to enhance the CommissionŐs monitoring of results at EU level. 
55 Kommissionen har freslagit en uppsttning gemensamma outputoch resultatindikatorer fr stdet frn ESI-fonderna fr programperioden 2021Đ2027, bland annat specifikt fr vgar (ssom Óanvndare av nybyggda, ombyggda eller uppgraderade vgarÓ och Ótidsbesparingar tack vare frbttrad vginfrastrukturÓ), vilket r ett steg framt mot att frbttra kommissionens vervakning av resultat p EU-niv.
However, they refer to roads in general, and not specifically to TEN-T roads. 
De avser dock vgar i allmnhet och inte just TEN-T-vgar.
Insufficient maintenance by Member States puts the state of the core road network at risk in the medium to long term Although maintenance is mainly in the remit of Member States, it is also tackled in EU legislation 56 The goal of maintenance is to preserve rather than upgrade an asset29. 
Medlemsstaternas bristflliga underhll utgr ett hot mot stomvgntets skick p medellng till lng sikt ven om underhll huvudsakligen faller inom medlemsstaternas ansvarsomrde behandlas det ven i EU-lagstiftningen 56 Syftet med underhll r att bevara i stllet fr att uppgradera en tillgng29.
Financing and managing of road maintenance, including the core network, is the responsibility of Member States. Although EU funding cannot be used for maintenance (only to reconstruct or upgrade roads), this issue is also covered in EU legislation, as explained below. 
Det r medlemsstaternas ansvar att finansiera och frvalta vgunderhll, inbegripet stomntet. ven om EU-finansiering inte kan anvndas fr underhll (endast fr att bygga om eller uppgradera vgar) tas denna frga ocks upp i EU-lagstiftningen, vilket frklaras nedan.
57 The TEN-T Regulation covers maintenance as follows: "The trans-European transport network shall be planned, developed and operated in a resource-efficient way through development, improvement and maintenance of existing transport infrastructure [...]Ó and Ňroads shall be adequately maintained [...]Ó30. 
57 I TEN-T-frordningen behandlas underhll enligt fljande: ÓPlaneringen, utbyggnaden och driften av det transeuropeiska transportntet ska ske p ett resurseffektivt stt genom [...] utbyggnad, frbttring och underhll av befintlig transportinfrastruktur [...]Ó och Óvgar ska underhllas p lmpligt stt [...]Ó30.
28 Proposal for a Regulation of the European Parliament and of the Council on the European Regional Development Fund and on the Cohesion Fund, COM/2018/372 final. 
28 Frslag till Europaparlamentets och rdets frordning om Europeiska regionala utvecklingsfonden och Sammanhllningsfonden, COM/2018/372 final.
29 The Directorate-General for Regional and Urban Policy: Maintenance of road transport infrastructure. 
29 Generaldirektoratet fr regional-och stadspolitik: Maintenance of road transport infrastructure, diskussionsunderlag, 24.4.2013.
30 Article 5(1)(a) and article 17(2). 
30 Artiklarna 5.1 a och 17.2.
See also article 10(1)(e): ŇIn the development of the comprehensive network general priority shall be given to measures that are necessary for 34 
Se ven artikel 10.1 e: ÓVid utvecklingen av det vergripande ntet ska allmn prioritet ges sdana tgrder som krvs fr att [...] ka eller upprtthlla infrastrukturstandarden i frga om skerhet, effektivitet, motstndskraft mot klimatfrndringar [...].Ó 33
58 The ex ante conditionality of the ESIF funding procedure requires the Commission to assess the issue of maintenance with the Member States benefiting from ESIF. 
58 Enligt frhandsvillkoret fr ESI-fondernas finansieringsfrfarande ska kommissionen bedma frgan om underhll med de medlemsstater som kan utnyttja ESI-fonderna.
Under relevant ex ante conditionality, comprehensive transport plans or frameworks which have to be provided to the Commission must include the necessary measures for, among other things, improving or maintaining the quality of infrastructure in terms of safety, security, efficiency and climate/disaster resilience, as well as the quality of services and continuity of traffic flows. 
Enligt relevanta frhandsvillkor mste de vergripande transportplaner eller ramverk som ska verlmnas till kommissionen innehlla ndvndiga tgrder fr att bland annat frbttra eller bibehlla infrastrukturens kvalitet i frga om trygghet, skerhet, effektivitet och motstndskraft mot klimatfrndringar/katastrofer samt tjnsternas kvalitet och kontinuiteten i trafikfldena.
The Commission intervened in this context in the four Member States we visited, for example asking Poland to provide more focus on maintenance (which resulted in a reference in the Polish transport plan to the specific legislation on financing land transport infrastructure) and insisting that the partnership agreement in Bulgaria refer to the need for effective road infrastructure maintenance and the generation of financial resources through a charging system. 
Kommissionen ingrep i detta sammanhang i de fyra medlemsstater som vi beskte, till exempel genom att anmoda Polen att lgga strre fokus p underhll (vilket ledde till en hnvisning i den polska transportplanen till den srskilda lagstiftningen om finansiering av infrastruktur fr landtransporter) och insistera p att partnerskapsverenskommelsen i Bulgarien hnvisar till behovet av ndamlsenligt underhll av vginfrastrukturen och generering av finansiella resurser genom ett avgiftssystem.
59 The above procedure only covers Member States benefitting from ESIF funding for roads while the Commission does not have a tool to address the maintenance issue in other Member States. 
59 Ovanstende frfarande omfattar endast medlemsstater som fr finansiering frn ESI-fonderna fr vgar, medan kommissionen inte har ngot verktyg fr att ta itu med underhllsproblemet i andra medlemsstater.
On the other hand, while the new motorways are being constructed in the Cohesion Member States including Poland, the Czech Republic or Bulgaria covered by this audit, the road network constructed in other Member States in previous decades Đ also using EU funding Đ already requires or may soon require important structural maintenance. 
Men medan nya motorvgar byggs i de medlemsstater som omfattas av sammanhllningspolitiken, bland annat Polen, Tjeckien eller Bulgarien i den hr revisionen, krver  andra sidan det vgnt som byggts i andra medlemsstater under de senaste rtiondena Đ ocks med EU-finansiering Đ redan nu betydande strukturellt underhll eller s kommer det snart att krvas.
The issue concerns not only roads but also other structural elements, such as bridges and tunnels. 
Problemet rr inte bara vgar utan ven andra strukturer, ssom broar och tunnlar.
60 Maintenance is also tackled as part of the revised road infrastructure safety management directive which enters into force at the end of 201931. 
60 Underhll behandlas ocks som en del av det ndrade direktivet om frvaltning av vgars skerhet som trder i kraft i slutet av 201931.
The directive refers to the trans-European road network as defined in the TEN-T Regulation. 
I direktivet hnvisas till det transeuropeiska vgntet enligt definitionen i TEN-T-frordningen.
It requires Member States to carry out Ňnetwork-wide road assessmentsÓ and lay down some indicative elements for these assessments, among others referring to operational characteristics and maintenance. 
Enligt direktivet ska medlemsstaterna genomfra ntverksvergripande vgskerhetsbedmningar och faststlla ngra vgledande element fr dessa bedmningar, bland annat om operativa egenskaper och underhll.
31 Directive (EU) 2019/1936 of the European Parliament and of the Council of 23 October 2019 amending Directive 2008/96/EC on road infrastructure safety management (OJ L 305, 26.11.2019, p. 
31 Europaparlamentets och rdets direktiv (EU) 2019/1936 av den 23 oktober 2019 om ndring av direktiv 2008/96/EG om frvaltning av vgars skerhet (EUT L 305, 26.11.2019. s.
61 For the 2021-2027 programming period, an enabling condition referring to ŇComprehensive transport planning at the appropriate levelÓ would require Member States benefitting from ESIF funding for roads to provide information about the availability of budgetary and financial resources to fund planned investments and cover the operating and maintenance costs of existing and planned infrastructure. 
34 61 Fr programperioden 2021Đ2027 skulle ett ndvndigt villkor som avser Óvergripande transportplanering p lmplig nivÓ innebra att medlemsstater som fr finansiering frn ESI-fonderna fr vgar ska lmna information om tillgngliga budgetmedel och ekonomiska resurser fr att finansiera planerade investeringar och tcka drifts-och underhllskostnaderna fr befintlig och planerad infrastruktur.
If this condition is adopted and properly implemented, it is a step forward as these Member States would have to apply it throughout the programming period; otherwise, expenditure relating to the specific objective concerned could not be included in their payment applications. 
Om detta villkor antas och genomfrs korrekt r det ett steg framt, eftersom dessa medlemsstater skulle behva tillmpa det under hela programperioden. I annat fall skulle utgifter fr det srskilda mlet inte kunna inkluderas i deras betalningsanskningar.
National maintenance budgets have been steadily decreasing rather than evolving in line with the increasing length of infrastructure and the ageing of crucial links 62 According to the Commission, maintenance must be planned appropriately, on the basis of asset management principles, to ensure cost-effectiveness and to optimise infrastructure life expectancy32. 
Nationella underhllsbudgetar har minskat stadigt i stllet fr att utvecklas i takt med att infrastrukturen blivit lngre och viktiga lnkar ldre 62 Enligt kommissionen mste underhll planeras p ett lmpligt stt, p grundval av principerna om resursfrvaltning, fr att skerstlla kostnadseffektivitet och optimera infrastrukturens frvntade livslngd32.
63 Within the EU, Member State spending on road maintenance in absolute terms has been declining. 
63 Inom EU har medlemsstaternas utgifter fr vgunderhll minskat i absoluta tal.
According to the OECD, the EU average dropped almost by half between 2007 and 2017. 
Enligt OECD halverades nstan EU-genomsnittet mellan 2007 och 2017.
The Commission acknowledged the issue in a recent report on current trends and issues for transport in the EU: Ňroad infrastructure across the EU has been degrading because of too little road maintenance. 
Kommissionen bekrftade problemet i en ny rapport om aktuella tendenser och problem fr transporter i EU och angav att vginfrastrukturen i hela EU har frsmrats p grund av fr lite vgunderhll.
Maintenance budgets have often experienced severe cuts and have not evolved in line with the increasing length of infrastructure and the ageing of crucial links. 
Underhllsbudgetar har ofta skurits ned kraftigt och inte utvecklats i takt med att infrastrukturen blivit lngre och viktiga lnkar ldre.
This has led to a worsening of the state of roads in many EU countries and has generated higher risks of accidents, congestion, increased noise and a reduced service to societyÓ33. 64 In three of the four Member States we visited we noted a significant decrease in funding for maintenance between 2007 and 2017 (see Table 9). 
Detta har lett till en frsmring av vgarnas skick i mnga EU-lnder och skapat strre risker fr olyckor, trafikstockningar, kat buller och en minskad samhllsservice.33 64 I tre av de fyra medlemsstater vi beskte noterade vi en betydande minskning av finansieringen fr underhll mellan 2007 och 2017 (se tabell 9).
In Poland, the budget dropped by two thirds, and in Bulgaria by more than a half. 
I Polen minskade budgeten med tv tredjedelar och i Bulgarien med mer n hlften.
In Spain, it dropped by 50 % between 2008 and 2017, taking into account that around 300 million euro from the maintenance budget has been taken in recent years to pay the concessionaires of motorways not subject to a direct toll by users. 
I Spanien minskade den med 50 % mellan 2008 och 2017, eftersom omkring 300 miljoner euro frn underhllsbudgeten under de senaste ren har anvnts fr att betala koncessionshavarna fr motorvgar vars anvndare inte betalar en direkt vgtull.
Only in the Czech Republic the budget 32 Directorate General Internal Market, Industry, Entrepreneurship and SMEs, Discussion paper on infrastructure maintenance, Brussels, 19/03/2019. 
32 Generaldirektoratet fr den inre marknaden, industri, entreprenrskap samt sm och medelstora fretag, diskussionsunderlag om underhll av infrastruktur, Bryssel, 19.3.2019.
33 European Commission, Transport in the European Union Current Trends and Issues, March 2019, p. 
33 Europeiska kommissionen, Transport in the European Union Current Trends and Issues, mars 2019, s.
Table 9 Đ National road maintenance budgets, 2007-2017 (in million euro) Note: *The Spanish figures relate exclusively to the maintenance budget for the State Roads Network. 
Tabell 9 Đ Nationella budgetar fr vgunderhll, 2007Đ2017 (i miljoner euro) Anm.: *Siffrorna fr Spanien avser enbart underhllsbudgeten fr det statliga vgntet.
Source: ECA, based on OECD data (for Bulgaria, Czech Republic and Poland) and national data for Spain. 
Klla: Revisionsrtten, p grundval av uppgifter frn OECD (fr Bulgarien, Tjeckien och Polen) och nationella uppgifter fr Spanien.
65 This is reflected in the quality of the infrastructure. 
65 Detta terspeglas i infrastrukturens kvalitet.