natgillin/translations-raw huggingface dataset:
35 Finally, the TEN-T Regulation requires the core road network to be constituted of either motorways or express roads, leaving the choice to the Member States. 
35 Slutligen krvs det i TEN-T-frordningen att stomvgntet ska best av antingen motorvgar eller motortrafikleder, vilket ger medlemsstaterna mjlighet att vlja.
In this framework it is important to reiterate what the Court expressed in the previous special reports14. 
I detta sammanhang r det viktigt att upprepa vad revisionsrtten har sagt i tidigare srskilda rapporter14.
As the cost of motorway construction is significantly higher than for express road (express roads could be an average of 43 % cheaper than motorways), the decision related to the road class must be based on a sound cost-benefit analysis, taken individually for each project rather than a systematic decision taken for all road network in the Member State. 
Eftersom motorvgar r betydligt dyrare att bygga n motortrafikleder (motortrafikleder kan i genomsnitt vara 43 % billigare n motorvgar) mste beslutet om vgklassen baseras p en sund kostnads-nyttoanalys och fattas individuellt fr varje projekt snarare n att ett systematiskt beslut fattas fr alla vgnt i medlemsstaten.
We noted different approaches to this issue in the Member States we visited: whereas the Czech Republic and Spain decided to build exclusively motorways, Poland and Bulgaria use both types of road (see Table 8). 
Vi noterade olika strategier fr denna frga i de medlemsstater som vi beskte: Tjeckien och Spanien beslutade att bygga enbart motorvgar, medan Polen och Bulgarien anvnder bda vgtyperna (se tabell 8).
Table 8 Đ Core road network by road class (completed and planned) in four Member States visited as of 2019 25 Core network Comprehensive network Outside TEN-T Cohesion Fund 57 % (Ű8.4 billion) 43 % (Ű6.3 billion) 0% ERDF 11 % (Ű1.7 billion) 10 % (Ű1.4 billion) 79 % (Ű11.4 billion) Member State Motorway Express road Core road network total length Bulgaria 1 120 km (74 %) 392 km (26 %)* 1 512 km Czech Republic 1 000 km (98 %) 23 km (2 %) 1 023 km Poland 1 910 km (51 %) 1 840 km (49 %) 3 750 km Spain 5 914 km (99.5 %) 26 km (0.5 %) 5 940 km *Note: an indicative value as there was no final decisions for some core network sections at the time of the audit. 
Tabell 8 Đ Stomvgnt per vgklass (slutfrt och planerat) r 2019 i de fyra medlemsstater som besktes 24 Stomnt vergripande nt Utanfr TEN-T Sammanhllningsfonden 57 % (8,4 miljarder euro) 43 % (6,3 miljarder euro) 0% Eruf 11 % (1,7 miljarder euro) 10 % (1,4 miljarder euro) 79 % (11,4 miljarder euro) Medlemsstat Motorvg Motortrafikled Stomvgntets totala lngd Bulgarien 1 120 km (74 %) 392 km (26 %)* 1 512 km Tjeckien 1 000 km (98 %) 23 km (2 %) 1 023 km Polen 1 910 km (51 %) 1 840 km (49 %) 3 750 km Spanien 5 914 km (99,5 %) 26 km (0,5 %) 5 940 km *Anm.: Ett vgledande vrde eftersom det inte fanns ngra slutgiltiga beslut om vissa stomntsstrckor nr revisionen gjordes.
Source: ECA, based on data provided by the national authorities. 
Klla: Revisionsrtten, p grundval av uppgifter frn de nationella myndigheterna.
14 Special report 5/2013: ŇAre EU Cohesion Policy funds well spent on roads? 
14 Srskild rapport nr 5/2013: Anvnds EU:s sammanhllningsmedel vl p vgar?
Special report 9/2018: ŇPublic-Private Partnerships: widespread shortcomings and limited benefits. 
Srskild rapport nr 9/2018: Offentlig-privata partnerskap i EU: omfattande brister och begrnsade frdelar.
Barriers for seamless travel on the core road network Some cross-border sections are incomplete 36 The TEN-T Regulation15 defines Ňcross-border sectionÓ as "the section which ensures the continuity of a project of common interest between the nearest urban nodes on both sides of the border of two Member States or between a Member State and a neighbouring country". 
Hinder fr smidiga resor i stomvgntet Vissa grnsverskridande strckor r ofullstndiga 36 I TEN-T-frordningen15 definieras Ógrnsverskridande strckaÓ som Óstrcka som skerstller kontinuiteten hos ett projekt av gemensamt intresse mellan de mest nrliggande knutpunkterna p vardera sidan grnsen av tv medlemsstater, eller mellan en medlemsstat och ett grannlandÓ.
In line with this definition, a cross-border section may describe a longer stretch of the network, rather than a few kilometres on either side of the border. 
I linje med denna definition kan en grnsverskridande strcka avse en del i ntet som r lngre n ngra kilometer p vardera sidan om grnsen.
37 Cross-border sections need to be given particular attention as gaps in the cross-border infrastructure lessen the intended impact of the EU-wide network. 
37 Grnsverskridande strckor br srskilt uppmrksammas eftersom luckor i den grnsverskridande infrastrukturen minskar det EU-omfattande ntets avsedda effekt.
Relevant corridor work plans identified several incomplete cross-border sections, both between Member States (for example between Poland and Slovakia in Baltic-Adriatic corridor) and concerning sections leading to a border with a non-EU country (for example extension of the Hungarian M3 motorway to Ukrainian border in the Mediterranean corridor). 
I relevanta arbetsplaner fr korridorerna identifierades flera ofullstndiga grnsverskridande strckor, bde mellan medlemsstaterna (till exempel mellan Polen och Slovakien i korridoren stersjnĐAdriatiska havet) och nr det gller strckor till ett land utanfr EU (till exempel frlngningen av den ungerska motorvgen M3 till den ukrainska grnsen i Medelhavskorridoren).
38 In addition, we noticed that in the four Member States we visited several cross-border sections are missing and in some cases there is a particular risk that they will not be complete by 2030: (a) In the Czech Republic, four out of seven cross-border sections are already complete but the other three (with Poland, Slovakia and Austria) are missing and at risk of non-completion by 2030. 
38 I de fyra medlemsstater som vi beskte noterade vi dessutom att flera grnsverskridande strckor saknas och att det i vissa fall finns en srskild risk fr att de inte kommer att vara klara senast 2030: a) I Tjeckien r fyra av sju grnsverskridande strckor redan slutfrda, men de andra tre (med Polen, Slovakien och sterrike) saknas och riskerar att inte bli klara senast 2030.
These stretches cover altogether 154 km (out of total core network of 1 022 km). 
Dessa strckor omfattar totalt 154 km (av det totala stomntet p 1 022 km).
Two projects are not scheduled to start until 2027. 
Tv projekt planeras inte starta frrn 2027.
Taking into account that the average time needed only for preparation of motorway construction project (including all necessary permits) is 13 years16, these projects are very unlikely to be completed by 2030. (b) In Bulgaria, only one out of six cross-border sections on the core network is currently complete (with Turkey), and two others are in construction (with Serbia and Greece). 
Med tanke p att den genomsnittliga tid som krvs bara fr att frbereda motorvgsbyggprojekt (inbegripet alla ndvndiga tillstnd) r 13 r16 r det mycket osannolikt att dessa projekt slutfrs senast 2030. b) I Bulgarien r endast en av sex grnsverskridande strckor i stomntet slutfrd (med Turkiet) och tv andra hller p att byggas (med Serbien och Grekland).
Of the remaining three, one is shared with a non-EU country (North Macedonia) and two with Romania (see Box 3). 
Av de terstende tre delas en med ett land utanfr EU (Nordmakedonien) och tv med Rumnien (se ruta 3).
In the latter case the projects are under preparation but at the time of the audit there was no approved timeline and secured funding for their completion. 
I det senare fallet hller projekten p att utarbetas, men nr revisionen gjordes fanns det ingen godknd tidsplan eller skrad finansiering fr att slutfra projekten.
The cross-border section with North 15 Article 3(m) of the TEN-T Regulation. 
Den grnsverskridande strckan med 15 Artikel 3 m i TEN-T-frordningen.
16 Audit Conclusion 17/05 Construction, Modernization and Overhaul of motorways, https://www.nku.cz/assets/kon-zavery/K17005_en.pdf. 
16 Audit Conclusion 17/05 Construction, Modernization and Overhaul of motorways https://www.nku.cz/assets/kon-zavery/K17005_en.pdf.
Macedonia is not prioritised in key transport strategic documents. 
Nordmakedonien prioriteras inte i viktiga transportstrategiska dokument.
Therefore, there is a risk they will not be finished by 2030. 
Det finns drfr en risk fr att de inte kommer att bli klara senast 2030.
27 Box 3 The Danube bridge The bridge over the river Danube between Bulgaria and Romania on the OrientĐ East Mediterranean corridor (VidinĐCalafat) was built with the support of EU funding. While it has been operational since 2013, it is still not accessible using TEN-T compliant roads on either side of the border. 
26 Ruta 3 Bron ver Donau Bron ver floden Donau mellan Bulgarien och Rumnien i korridoren OrientenĐ stra Medelhavet (VidinĐCalafat) byggdes med std av EU-finansiering. ven om den har varit i drift sedan 2013 r den fortfarande inte tillgnglig med vgar som uppfyller TEN-T-kraven p ngon sida av grnsen.
It is currently longer for a passenger car to travel from Sofia to Bratislava via a route on the corridor than through another country (Serbia), even allowing for time spent at external border control. 
Det tar fr nrvarande lngre tid att med personbil resa frn Sofia till Bratislava via en vg i korridoren n genom ett annat land (Serbien), ven nr man rknar med tidstgngen vid en yttre grnskontroll.
According to Eurostat, the latter takes 25 % (171 minutes) less time on approximately the same distance of around 1 000 km in case of both routes. (c) In Poland, the situation is more advanced as out of ten cross-border sections with the neighbouring countries, six are already completed and three more are planned to be finished by 2023 (with Lithuania, Slovakia and the Czech Republic). 
Enligt Eurostat tar den sistnmnda rutten 25 % (171 minuter) kortare tid p ungefr samma strcka p omkring 1 000 km fr bda rutterna. c) I Polen har man kommit lngre, eftersom sex av tio grnsverskridande strckor med grannlnderna redan har slutfrts och ytterligare tre planeras vara klara senast 2023 (med Litauen, Slovakien och Tjeckien).
Only for a section to the Belarus border, the date of completion is not confirmed; (d) Also in Spain, out of five cross-border sections, four are already complete and the remaining one with Portugal on the Atlantic corridor is under constructions and is expected to be completed in 2020. 
Det r bara fr en strcka till Vitryssland som datum fr slutfrandet inte har bekrftats. d) ven i Spanien har fyra av fem grnsverskridande strckor redan slutfrts och den terstende med Portugal i Atlantkorridoren hller p att byggas och frvntas slutfras 2020.
Insufficiently coordinated approach to secure parking areas and alternative fuels infrastructure hamper seamless travel 39 The TEN-T Regulation17 requires Ňthe development of rest areas on motorways approximately every 100 km [...] to provide appropriate parking space for commercial road users with an appropriate level of safety and securityÓ. 
Ingen tillrckligt samordnad strategi fr skra parkeringsomrden och infrastruktur fr alternativa brnslen hindrar smidiga resor 39 I TEN-T-frordningen17 krvs Óutveckling av rastplatser med intervall p ungefr 100 km p motorvgar [...] fr att tillhandahlla lmpligt utrymme fr parkering fr yrkestrafikanter med en lmplig skydds-och skerhetsnivÓ.
However, the regulation does not explain what constitutes safe and secure parking or provide a framework which would allow the determination of sufficient parking availability. 
I frordningen frklaras dock inte vad som utgr trygg och sker parkering eller anges en ram som gr det mjligt att definiera vad som r tillrckligt utrymme fr parkering.
As a result, so far Member States have applied their own criteria to classify parking areas as safe and secure. 
Till fljd av detta har medlemsstaterna hittills tillmpat sina egna kriterier fr att klassificera parkeringsomrden som trygga och skra.
17 Art. 39(2)(c) of the TEN-T Regulation. 
17 Artikel 39.2 c i TEN-T-frordningen.
40 In February 2019, therefore, in cooperation with stakeholders from the road sector, the Commission published the Study on Safe and Secure Parking Places for Trucks18. 
40 I februari 2019 offentliggjorde kommissionen drfr, i samarbete med intressenter frn vgsektorn, studien om trygga och skra parkeringsplatser fr lastbilar18.
The study highlighted the lack of a comprehensive database and the existence of different classification schemes. 
I studien framhlls avsaknaden av en omfattande databas och frekomsten av olika klassificeringssystem.
To remedy this situation, the study proposed an EU standard for truck parking areas. 
Fr att komma till rtta med denna situation freslogs en EU-standard fr parkeringsomrden fr lastbilar.
The standard focuses on security (at bronze, silver, gold and platinum levels) and basic service requirements (showers, electricity, food, etc.) that must be present to obtain security certification. While the study provides useful guidelines for the sector, the standard is not legally binding and Member States can still define their own criteria for safe and secure parking. 
Standarden fokuserar p skerhet (p brons-, silver-, guld-och platinaniver) och grundlggande krav p service (duschar, elektricitet, mat osv.) som mste uppfyllas fr att en skerhetscertifiering ska erhllas. ven om studien ger anvndbara riktlinjer fr sektorn r standarden inte rttsligt bindande och medlemsstaterna kan fortfarande faststlla sina egna kriterier fr trygg och sker parkering.
41 Furthermore, the study revealed that out of 300 000 parking spaces available across the TEN-T core network only 7 000 spaces (in 57 parking areas in a handful of countries) are considered Ňsafe and secureÓ (see Picture 4). 
41 Dessutom visade studien att av de 300 000 parkeringsplatser som finns tillgngliga i TEN-T-stomntet anses endast 7 000 platser (p 57 parkeringsomrden i ett ftal lnder) vara Ótrygga och skraÓ (se bild 4).
It also pointed out a general shortage of approximately 100 000 parking spaces, even before taking account of safety and security. 
Den pekade ocks p en allmn brist p cirka 100 000 parkeringsplatser, ven innan hnsyn togs till trygghet och skerhet.
We found this is confirmed for example by the Orient-East Mediterranean corridor work plans, which reports that in some countries on the corridor there are long distances where suitable parking is not available. 
Vi fann att detta bekrftas exempelvis i arbetsplanerna fr korridoren OrientenĐ stra Medelhavet, dr det rapporteras att det i vissa lnder i korridoren finns lnga strckor dr lmplig parkering inte r tillgnglig.
European Commission, February 2019. 
Europeiska kommissionen, februari 2019.
Picture 4 Đ Certified secure parking on the TEN-T core network 29 Source: European Commission, Study on Safe and Secure Parking Places for Trucks, p. 
Bild 4 Đ Certifierad sker parkering i TEN-T-stomntet Tillgng till lastbilsparkering TEN-T-vgnt November 2018 28 P arke rin gs p lats e r Certifierat skra Korridorstrckor vrigt stomnt Klla: Europeiska kommissionen, Study on Safe and Secure Parking Places for Trucks, s.
42 The TEN-T Regulation likewise does not set clear requirements for alternative fuel infrastructure, only requiring that facilities be made available. 
42 I TEN-T-frordningen faststlls inte heller tydliga krav p infrastruktur fr alternativa brnslen, utan endast krav p att sdan ska gras tillgnglig.
More detailed minimum requirements are given in Directive 2014/94/EU19, which states that alternative fuels infrastructure must be developed and implemented through national policy frameworks by the end of 2020 or 2025, depending on the type of fuel. 
Mer detaljerade minimikrav finns i direktiv 2014/94/EU19, dr det anges att infrastrukturen fr alternativa brnslen ska utvecklas och genomfras genom nationella handlingsplaner senast till slutet av 2020 eller 2025, beroende p brnsletypen.
This should include recharging points for electric vehicles and refuelling points for natural gas (liquefied natural gas - LNG and compressed natural gas - CNG) and (optionally) hydrogen. 
Detta br inbegripa laddningsstationer fr elfordon och tankstationer fr naturgas (flytande naturgas Đ LNG och komprimerad naturgas Đ CNG) och (eventuellt) vtgas.
Since Member States plan individually their national targets for each fuel, based on the number of vehicles in circulation in their territory, at present one type of fuel infrastructure may be widely available in one country along a TEN-T core network corridor but scarce in the next, which has an impact on international seamless travelling. 
Eftersom medlemsstaterna sjlva planerar sina nationella ml fr varje brnsle, baserat p antalet fordon som r i trafik p deras territorium, kan fr nrvarande en typ av brnsleinfrastruktur vara allmnt tillgnglig i ett land lngs en TEN-T-stomntskorridor, men vara sllsynt i nsta, vilket pverkar de internationella resornas smidighet.
43 For example, even if, according to the Commission, the North SeaĐBaltic corridor is compliant in terms of alternative clean fuels infrastructure, not all types of fuel are 19 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 
43 ven om exempelvis korridoren NordsjnĐ stersjn enligt kommissionen uppfyller kraven i frga om infrastruktur fr alternativa rena brnslen, r i praktiken alla typer av brnsle inte tillgngliga lngs hela korridoren.
Of the eight Member States on the corridor, one has not set national targets and three others have not yet built any LNG infrastructure. 
i korridoren har en inte faststllt nationella ml och tre andra har nnu inte byggt ngon LNG-infrastruktur.
In addition, the fact that hydrogen infrastructure targets are non-mandatory may exacerbate the situation. 
Det faktum att mlen fr vtgasinfrastruktur inte r obligatoriska kan dessutom frvrra situationen.
Three out of eight Member States have set no targets and only four are developing hydrogen filling stations. 
Tre av tta medlemsstater har inte satt ngra ml och endast fyra hller p att utveckla vtgastankstationer.
In consequence, an LNG-or hydrogen-powered lorry has difficulty travelling from one end of the North SeaĐBaltic corridor to the other as there is no refuelling infrastructure available along the entire corridor. 
Fljaktligen har en LNG-eller vtgasdriven lastbil svrt att resa frn den ena nden av korridoren NordsjnĐ stersjn till den andra, eftersom det inte finns ngon tankningsinfrastruktur lngs hela korridoren.
Shortcomings in the CommissionŐs monitoring framework undermine its ability to take corrective action There are no intermediate milestones that would allow the Commission to monitor progress properly and take corrective action 44 The TEN-T Regulation sets clear targets and deadlines for full implementation of the TEN-T: the core network is supposed to be completed by 2030 and the comprehensive network by 2050. 
Brister i kommissionens vervakningsram undergrver kommissionens frmga att vidta korrigerande tgrder Det finns inga delml som skulle gra det mjligt fr kommissionen att vervaka framstegen ordentligt och vidta korrigerande tgrder 44 I TEN-T-frordningen faststlls tydliga ml och tidsfrister fr fullstndigt genomfrande av TEN-T: stomntet ska vara klart senast 2030 och det vergripande ntet senast 2050.
If there is significant delay in starting or completing work on the core network, the TEN-T Regulation authorises the Commission to ask the Member State concerned for an explanation20 in order to resolve the problem that caused the delay. 
Om det uppstr stora frseningar med starten eller slutfrandet av arbetet med stomntet ger TEN-T-frordningen kommissionen rtt att begra en frklaring frn den berrda medlemsstaten20 fr att lsa det problem som orsakade frseningen.
45 However, the regulation does not establish intermediate milestones, overall or by transport mode, with which the Commission might regularly monitor progress towards completion of the two networks. 
45 I frordningen faststlls dock inga delml, varken vergripande eller per transportstt, som kommissionen kan anvnda fr att regelbundet vervaka framstegen mot slutfrandet av de tv nten.
This makes it difficult in practice for the Commission to take corrective action, if needed, before the final deadline for completion of each network. 
Detta gr det i praktiken svrt fr kommissionen att vid behov vidta korrigerande tgrder fre den sista tidsfristen fr slutfrandet av varje nt.
The Commission has not yet asked any Member State for explanation, even though in some Member States progress has been relatively slow and there is a risk that they will not complete their core network on time. 
Kommissionen har nnu inte begrt en frklaring frn ngon medlemsstat, trots att framstegen i vissa medlemsstater har gtt relativt lngsamt och det finns en risk fr att de inte kommer att slutfra sitt stomnt i tid.
46 The Commission has started the review of the implementation of the core network in April 2019 with public consultations, in accordance with the TEN-T Regulation21. 
46 Kommissionen pbrjade versynen av genomfrandet av stomntet i april 2019 med offentliga samrd i enlighet med TEN-T-frordningen21.
This gives the Commission an opportunity to take action to remedy shortcomings highlighted in this report. 
Detta ger kommissionen mjlighet att vidta tgrder fr att avhjlpa de brister som framhlls i denna rapport.
20 Article 56 of the TEN-T Regulation. 
20 Artikel 56 i TEN-T-frordningen.
21 Article 54 of the TEN-T Regulation. 
21 Artikel 54 i TEN-T-frordningen.
The CommissionŐs tools to monitor progress towards completion of the core road network are not fully effective 47 The Commission has put in place some tools to monitor progress towards completion of the core road network and its compliance with the technical requirements set in the TEN-T Regulation. 
29 Kommissionens verktyg fr att vervaka framstegen mot slutfrandet av stomvgntet r inte helt ndamlsenliga 47 Kommissionen har infrt vissa verktyg fr att vervaka framstegen mot slutfrandet av stomvgntet och efterlevnaden av de tekniska kraven i TEN-T-frordningen.
These tools, which are defined in the TEN-T Regulation, are the following: (a) progress reports on the implementation of the TEN-T network, to be published by the Commission every two years and submitted to the European Parliament and the Council. 
Dessa verktyg, som faststlls i TEN-T-frordningen, r fljande: a) Lgesrapporter om genomfrandet av TEN-T-ntet, som ska offentliggras av kommissionen vartannat r och verlmnas till Europaparlamentet och rdet.
It reports the core road network's compliance with the EU-wide motorway / express road criterion, and the use of EU financial support to implement the network22. 
Rapporterna ska omfatta stomvgntets verensstmmelse med det EU-omfattande kriteriet fr motorvg/motortrafikled och anvndningen av EU:s ekonomiska std fr att genomfra ntet22.