natgillin/translations-raw huggingface dataset:
Once completed, these projects will mean 947 km of newly built roads and around 50 km of reconstructed roads (compared to the total core network of 3 750 km). 
Nr dessa projekt har slutfrts kommer de att ha resulterat i 947 km nybyggda vgar och cirka 50 km ombyggda vgar (att jmfra med det sammanlagda stomntet p 3 750 km).
In Bulgaria, road projects in the core network carried out with 85 % of EU co-financing, should result in 67 km of newly built roads on the most technically challenging part of the motorway linking Sofia with Greece (compared to the total core network of 1 512 km). 
I Bulgarien ska vgprojekt inom stomntet som medfinansieras av EU till 85 % resultera i 67 km nybyggda vgar p den tekniskt mest utmanande delen av motorvgen som kopplar samman Sofia med Grekland (att jmfra med det sammanlagda stomntet p 1 512 km).
In Bulgaria, an important progress was achieved in the 2007-2013 programming period, in which 264 km of core network roads were constructed. 
I Bulgarien gjordes betydande framsteg under programperioden 2007Đ2013 d 264 km stomntsvgar byggdes.
In the Czech Republic, there are currently 13 road projects affecting the core network and receiving 85 % of EU co-financing. 
I Tjeckien pgr fr nrvarande 13 vgprojekt som rr stomntet och medfinansieras av EU till 85 %.
Two will deliver new motorway sections (total length 21.5 km), while 11 are projects to reconstruct 61.7 km of roads (compared to the total core network of 1 022 km). 
Tv kommer att ge upphov till nya motorvgsstrckor (total lngd 21,5 km), medan 11 r projekt fr att bygga om 61,7 km vgar (jmfra med det sammanlagda stomntet p 1 022 km).
11 ESIF open data platform: https://cohesiondata.ec.europa.eu/themes/7. 
11 ESI-fondernas plattform fr ppna data: https://cohesiondata.ec.europa.eu/themes/7.
12 ESIF open data platform: https://cohesiondata.ec.europa.eu/themes/7. 
12 ESI-fondernas plattform fr ppna data: https://cohesiondata.ec.europa.eu/themes/7.
23 In addition to the ESIF funding, the CEF instrument, which is open for all Member States and directly managed by the Commission, has also contributed to the development of the TEN-T core network. 
23 Utver finansieringen frn ESI-fonderna har FSE-instrumentet, som r ppet fr alla medlemsstater och frvaltas direkt av kommissionen, ocks bidragit till utvecklingen av TEN-T-stomntet.
Grants for road projects account for approximately 10 % of the CEF Transport envelope, or around Ű2.1 billion. 
Bidrag till vgprojekt utgr cirka 10 % av FSE:s transportanslag, eller cirka 2,1 miljarder euro.
Out of the total amount, some Ű864 million is tied to specific road infrastructure investments, Ű599 million to alternative fuels infrastructure and approximately Ű31 million to safe and secure parking areas. 
Av det totala beloppet r cirka 864 miljoner euro knutna till specifika investeringar i vginfrastruktur, 599 miljoner euro till infrastruktur fr alternativa brnslen och cirka 31 miljoner euro till trygga och skra parkeringsomrden.
The rest is being spent mainly on intelligent transport systems and other telematics applications. 
Resten anvnds frmst till intelligenta transportsystem och andra telematikapplikationer.
24 Out of Ű864 million allocated to road infrastructure investments, around 97 % go to the core network and around almost 80 % (approximately Ű662 million) focus on sections of road that either cross or lead to a border. 
24 Av de 864 miljoner euro som avsatts fr investeringar i vginfrastruktur gr omkring 97 % till stomntet och omkring 80 % (cirka 662 miljoner euro) till vgstrckor som antingen korsar eller leder till en grns.
We found examples of this focus in the four Member States we visited, where the CEF is co-financing five such projects (see Box 2). 
Vi fann exempel p detta fokus i de fyra medlemsstater vi beskte, dr FSE medfinansierar fem sdana projekt (se ruta 2).
18 Box 2 Examples of CEF road projects focusing on cross-border sections in the Member States we visited In Bulgaria, the CEF is co-funding modernisation of the I-8 trunk route from Kalotina to the Sofia ring road, which is part of the core network. 
18 Ruta 2 Exempel p FSE-vgprojekt med inriktning p grnsverskridande strckor i de medlemsstater vi beskte I Bulgarien medfinansierar FSE moderniseringen av huvudvgen I-8 frn Kalotina till ringleden runt Sofia, som ingr i stomntet.
It covers upgrading of 14.5 km of road along the cross-border section leading to Serbia. 
Moderniseringen innebr uppgradering av 14,5 km vg lngs den grnsverskridande strckan som leder till Serbien.
The total eligible costs are Ű83 million, including a maximum EU contribution of Ű20.6 million. 
De totala stdberttigande kostnaderna uppgr till 83 miljoner euro, dr det hgsta EU-bidraget r 20,6 miljoner euro.
In Spain, the CEF is co-financing construction of a cross-border road link along the Atlantic corridor between Fuentes de Ooro and Vilar Formoso (Portugal). 
I Spanien medfinansierar FSE anlggandet av en grnsverskridande vgfrbindelse lngs Atlantkorridoren mellan Fuentes de Ooro och Vilar Formoso (Portugal).
The estimated total cost is approximately Ű28.1 million. 
Den uppskattade totala kostnaden uppgr till omkring 28,1 miljoner euro.
EU support has been set at 10 %, or a total of around Ű2.8 million. 
EU:s std har faststllts till 10 %, eller sammanlagt cirka 2,8 miljoner euro.
The Commission has played an important role at strategy level 25 The adoption by the EU of the TEN-T Regulation in 2013, based on the CommissionŐs proposal, was a key strategic development in promoting the accessibility and connectivity of all EU regions, in particular by introducing the concepts of comprehensive and core networks with different implementation deadlines. 
Kommissionen har spelat en viktig roll p strategisk niv 25 EU:s antagande av TEN-T-frordningen 2013, p grundval av kommissionens frslag, var ett viktigt strategiskt steg fr att frmja tillgnglighet och anslutbarhet fr alla EU-regioner, i synnerhet genom att begreppen vergripande nt och stomnt infrdes och fick olika tidsfrister fr genomfrandet.
This approach has been contributing to prioritise completion of the most important traffic routes as the core network, including nine core corridors, has to be finished by 2030. 
Denna strategi har bidragit till att slutfrandet av de viktigaste trafiklederna har prioriterats, eftersom stomntet, inbegripet nio stomkorridorer, ska vara klart senast 2030.
26 In order to facilitate coordinated implementation of the corridors, nine European Coordinators (each of whom oversees implementation of one corridor) appointed by the Commission published corridor work plans13 and monitored their implementation. 
26 Fr att underltta ett samordnat genomfrande av korridorerna offentliggjorde nio av kommissionen utsedda europeiska samordnare (som var och en vervakar genomfrandet av en korridor) arbetsplaner fr korridorerna13 och vervakade genomfrandet av dessa.
The work plans were regularly updated and accompanied by an indicative list of planned projects showing estimated cost, planned completion date and transport mode. Although not legally binding, work plans were agreed by all Member States along the relevant corridor. 
Arbetsplanerna uppdaterades regelbundet och tfljdes av en vgledande frteckning ver planerade projekt som visar uppskattad kostnad, planerat slutfrandedatum och transportstt. ven om arbetsplanerna inte r rttsligt bindande har alla medlemsstater lngs den relevanta korridoren enats om dem.
27 In addition to the framework set by the TEN-T Regulation, the Commission is involved at strategic level in Member States benefitting from the ESIF funds (21 out of 28 Member States) (see paragraph 07). 
27 Utver den ram som faststlls i TEN-T-frordningen r kommissionen involverad p strategisk niv i de medlemsstater som fr finansiering frn ESI-fonderna (21 av 28 medlemsstater) (se punkt 07).
In the four Member States we visited, in the process of negotiating and approving partnership agreements and operational programmes for 2014-2020 programming period, the Commission made substantial comments to make Member States prioritise the TEN-T in their planning. 
I de fyra medlemsstater som vi beskte lmnade kommissionen viktiga synpunkter under frhandlingarna om och godknnandet av partnerskapsverenskommelser och operativa program fr programperioden 2014Đ 2020 s att medlemsstaterna prioriterade TEN-T i sin planering.
For example: (a) In Bulgaria, the Commission noted that the analysis of the draft partnership agreement did not demonstrate sufficient concentration and prioritisation of the EU transport investments for the next programming period and that the partnership agreement had to further indicate that the key priority investment was the completion of the motorway between Sofia and the Greek border on the core network. 
Till exempel: a) I Bulgarien noterade kommissionen att analysen av utkastet till partnerskapsverenskommelse visade att EU:s transportinvesteringar fr nsta programperiod inte var tillrckligt koncentrerade och prioriterade och att det i partnerskapsverenskommelsen ocks skulle anges att den viktigaste prioriterade investeringen var slutfrandet av motorvgen mellan Sofia och den grekiska grnsen i stomntet.
The completion of this motorway was then set as a key priority in both the partnership agreement approved in October 2015 and the relevant 2014-2020 transport OP. (b) In Poland, when negotiating the partnership agreement with the national authorities, the Commission pointed out that the draft partnership agreement allowed all types of roads for secondary connectivity without any prioritisation, including connectivity in rural areas, which was not in line with the Commission's position. 
Slutfrandet av denna motorvg faststlldes sedan som en viktig prioritering i bde den partnerskapsverenskommelse som godkndes i oktober 2015 och i det relevanta operativa programmet fr transporter 2014Đ 2020. b) Vid frhandlingarna om partnerskapsverenskommelsen med de nationella myndigheterna i Polen ppekade kommissionen att utkastet till partnerskapverenskommelse mjliggjorde finansiering av alla typer av vgar fr sekundr anslutbarhet, inbegripet anslutbarhet fr landsbygdsomrden, utan ngon form av prioritering, vilket inte var i linje med kommissionens stndpunkt.
Therefore, the Commission concluded that local roads can normally only be financed from ERDF if they Ňassure direct connectivity with the TEN-TÓ or Ňlink directly to the core and comprehensive networkÓ. (c) The Commission asked the Czech Republic to strengthen the link between the national transport strategy and the partnership agreement by including explicit reference to completion of the core network corridors. 
Kommissionen drog drfr slutsatsen att lokala vgar normalt endast kan finansieras genom Eruf om de skerstller direkt anslutbarhet med TEN-T eller r direkt kopplade till stomntet och det vergripande ntet. c) Kommissionen bad Tjeckien att strka kopplingen mellan den nationella transportstrategin och partnerskapsverenskommelsen genom att uttryckligt hnvisa till slutfrandet av stomntskorridorerna.
19 13 Article 47 of the TEN-T Regulation. 
19 13 Artikel 47 i TEN-T-frordningen.
Reduced travel times and more kilometres on motorway 28 The data we obtained during the audit at the Commission and in the four Member States visited showed that there had been some general improvements in travel times between 2012 and 2019. 
Kortare restider och lngre strcka p motorvg 28 De uppgifter som vi erhll vid revisionen hos kommissionen och i de fyra beskta medlemsstaterna visade i ngra fall att restiden generellt hade frbttrats mellan 2012 och 2019.
We analysed four routes: MadridĐWarsaw, TallinnĐVienna, BucharestĐParis and BurgasĐBerlin. 
Vi analyserade fyra rutter: MadridĐWarszawa, TallinnĐWien, BukarestĐParis och BurgasĐBerlin.
These routes cross all four Member States we visited and cover large parts of the core network on the south-north and west-east axis (see Picture 3). 
Dessa rutter korsar alla fyra medlemsstater som vi beskte och tcker stora delar av stomntet p den syd-nordliga och den vst-stliga axeln (se bild 3).
20 Picture 3 Đ Four routes analysed (2019) 21 Source: Eurostat. 
Bild 3 Đ Analys av fyra rutter (2019) 20 BukarestĐParis BurgasĐBerlin MadridĐWarszawa TallinnĐWien Alla andra korridorer Klla: Eurostat.
29 We noted increases in the number of kilometres driven on motorways, which leads to time savings and contributes to enhance safety and quality of travelling. 
29 Vi noterade en kning av antalet kilometer som krs p motorvg, vilket leder till tidsbesparingar och bidrar till att ka resornas skerhet och kvalitet.
greatest increases was on the TallinnĐVienna route, where the number of kilometres of motorway increased by 190 %, from 200 km in 2012 to 580 km in 2019 with time savings of 8 % (see Table 4). 
De strsta kningarna skedde p rutten TallinnĐWien, dr antalet kilometer motorvg kade med 190 %, frn 200 km 2012 till 580 km 2019, med tidsbesparingar p 8 % (se tabell 4).
Table 4 Đ Increased kms of motorway and reductions in travel times between 2012 and 2019 22 Total journey 2019 (km) Change in length of motorway (km) Change in length of motorway Total time 2019 (minutes) Time saved (minutes) Time saved BucharestĐParis 2 322 312 17.0 % 1 291 33 2.5 % BurgasĐBerlin 2 039 339 30.0 % 1 232 33 2.6 % MadridĐ Warsaw* 2 920 400 17.0 % 1 485 104 6.5 % TallinnĐVienna 1 706 380 189.0 % 1 070 93 8.0 % * Since the main criterion was the fastest route, in this case the itinerary was different in 2012 and 2019. Source: ECA, based on Eurostat calculation. 
Tabell 4 Đ kat antal kilometer motorvg och kortare restider mellan 2012 och 2019 21 Total resvg 2019 (km) ndring av motorvgslngd (km) ndring av motorvgslngd Total tid 2019 (minuter) Sparad tid (minuter) Sparad tid BukarestĐParis 2 322 312 17,0 % 1 291 33 2,5 % BurgasĐBerlin 2 039 339 30,0 % 1 232 33 2,6 % MadridĐ Warszawa* 2 920 400 17,0 % 1 485 104 6,5 % TallinnĐWien 1 706 380 189,0 % 1 070 93 8,0 % * Eftersom huvudkriteriet var den snabbaste rutten skilde sig i detta fall resvgen t mellan 2012 och 2019.
30 The information we collected on our visits to the four Member States also indicates that the completion of sections belonging to the core road network has helped to reduce travel times. 
30 Den information vi samlade in under vra besk i de fyra medlemsstaterna visar ocks att slutfrandet av strckor som tillhr stomvgntet har bidragit till att minska restiderna.
For example: (a) In Bulgaria, the total motorway network has nearly doubled from 418 km in 2007 to 757 in 2018, largely thanks to EU support. 
Till exempel: a) I Bulgarien har det sammanlagda motorvgsntet nstan frdubblats frn 418 km 2007 till 757 km 2018, till stor del tack vare EU:s std.
For the period 2007-2013, the EU co-funded with a rate of 85 % the completion of 264 km of motorways on the core network, including the completion of two motorways: one linking Sofia to Burgas and another one reaching the border with Turkey. 
Under perioden 2007Đ2013 medfinansierade EU slutfrandet av 264 km motorvg i stomntet till 85 %, inbegripet slutfrandet av tv motorvgar: en som kopplar samman Sofia och Burgas och en annan som gr fram till grnsen mot Turkiet.
According to the Bulgarian authorities, the completion of the first motorway shortened the travel time between Sofia and Burgas by approximately 90 minutes because the average speed went up from 68 to 105 km/h. 
Enligt de bulgariska myndigheterna frkortade slutfrandet av den frsta motorvgen restiden mellan Sofia och Burgas med cirka 90 minuter, eftersom medelhastigheten steg frn 68 till 105 km/tim.
With the completion of the other motorway, the journey from Sofia to the Turkish border was likewise shortened by around 90 minutes. (b) In Spain, following completion of the five missing stretches of the core road network, the authorities reported improvements in the level of service (increased capacity), average speed (reduced travel times) and road safety in these sections The time savings reached in these sections between 2004 and 2017 ranged from 15 % to 38 %. 
I och med slutfrandet av den andra motorvgen frkortades ocks resan frn Sofia till den turkiska grnsen med omkring 90 minuter. b) Efter slutfrandet av de fem vgstrckor som saknades i stomvgntet rapporterade myndigheterna i Spanien frbttringar av servicenivn (kad kapacitet), medelhastigheten (kortare restider) och trafikskerheten p dessa strckor. De tidsbesparingar som uppnddes p strckorna mellan 2004 och 2017 varierade frn 15 % till 38 %.
(c) In Poland, the indicators show that connectivity is generally improving: the average travel time between 18 major cities decreased from 4.3 hours in 2013 to 4.1 hours in 2018. 
c) I Polen visar indikatorerna att anslutbarheten generellt frbttras: den genomsnittliga restiden mellan 18 strre stder minskade frn 4,3 timmar 2013 till 4,1 timmar 2018.
However, certain key factors hamper full functionality of the TEN-T core road network 31 We reviewed whether there are key factors that hamper full functionality of the TEN-T core road network. 
Vissa nyckelfaktorer gr dock att TEN-T-stomvgntet inte r helt funktionsdugligt 31 Vi granskade huruvida det finns nyckelfaktorer som gr att TEN-T-stomvgntet inte r helt funktionsdugligt.
To be fully functional, the EU core network must be complete in terms of road-class and technical requirements and well maintained. 
Fr att vara helt funktionsdugligt mste EU:s stomnt vara komplett i frga om vgklasskrav och tekniska krav samt underhllas vl.
Its funding should be a priority and the Commission should play a key role in coordination to avoid potential obstacles and in monitoring progress towards completion of the network. 
Dess finansiering br prioriteras och kommissionen br spela en nyckelroll i samordningen fr att undvika eventuella hinder och vervaka framstegen mot att slutfra ntet.
To that end, we assessed whether parts of the infrastructure were missing and whether EU funding for 2014-2020 was allocated in line with TEN-T policy objectives, in particular, in view of completing the core network. 
Vi bedmde drfr huruvida delar av infrastrukturen saknades och huruvida EU-finansiering fr 2014Đ2020 tilldelades i enlighet med de politiska mlen fr TEN-T, i synnerhet nr det gller slutfrandet av stomntet.
We also reviewed whether the CommissionŐs monitoring allowed it to follow the progress and make reliable forecast as to its likely completion by the 2030 deadline and take corrective action if necessary. 
Vi granskade ven om kommissionens vervakning gjorde det mjligt fr kommissionen att flja framstegen och gra tillfrlitliga prognoser om mjligheten till slutfrande senast 2030 samt vid behov vidta korrigerande tgrder.
We also reviewed whether Member States' maintenance budgets allowed ensuring the long-term functioning of the core road network. 
Vi granskade ven om medlemsstaternas budgetar fr underhll mjliggjorde ett lngsiktigt fungerande stomvgnt.
Most ESIF funding for 2014-2020 was allocated outside the TEN-T core road network 32 In 2013, the TEN-T Regulation introduced the concept of a core network within the TEN-T network, to prioritise the completion of the most important routes in terms of traffic. 
Den strsta delen av finansieringen frn ESI-fonderna fr 2014Đ2020 anslogs utanfr TEN-T-stomvgntet 32 Genom TEN-T-frordningen infrdes 2013 begreppet stomnt inom TEN-T-ntet i syfte att prioritera slutfrandet av de viktigaste vgarna i trafikhnseende.
We found that in the 2014-2020 period, while the limited CEF allocation for roads almost exclusively targeted the core network (see paragraph 23), most of the ESIF funding available for road projects has been allocated outside the TEN-T core road network, namely 65.7 % (see Table 5). 
Vi konstaterade att de begrnsade anslagen till vgar frn FSE under perioden 2014Đ2020 nstan uteslutande var inriktade p stomntet (se punkt 23), men att merparten av den finansiering frn ESI-fonderna som finns tillgnglig fr vgprojekt har anslagits utanfr TEN-T-stomvgntet, nmligen 65,7 % (se tabell 5).
However, at the time of negotiating allocations for 2014-2020, the completion rate of the core road network in most of central/eastern Member States did not exceed 55 %. 
Vid tidpunkten fr frhandlingarna om anslagen fr 2014Đ2020 versteg dock inte slutfrandegraden fr stomvgntet i de flesta central-/steuropeiska medlemsstaterna 55 %.
Annex III shows the share of ESIF road funding allocated to the core and comprehensive networks in each Member State for the 2014-2020 period and their status of completion in 2013. 23 
Bilaga III visar hur stor andel av ESI-fondernas vgfinansiering som tilldelats stomnten och de vergripande nten i varje medlemsstat under perioden 2014Đ2020 och deras slutfrandestatus 2013. 22
Table 5 Đ ESIF allocations to road projects, 2014-2020 Source: ECA, based on Commission data. 
Tabell 5 Đ Anslag frn ESI-fonderna till vgprojekt, 2014Đ2020 Klla: Revisionsrtten, p grundval av uppgifter frn kommissionen.
33 This was noticeable in the Czech Republic, which allocated only 15 % to the core network while most of its ESIF support went outside the TEN-T. 
33 Detta var mrkbart i Tjeckien, som endast anslog 15 % till stomntet, medan merparten av dess std frn ESI-fonderna anslogs utanfr TEN-T.
We also noted positive examples of Croatia and Bulgaria which allocated 83 % and 78 % respectively of their support on investment in the core network (see Table 6). 
Vi noterade ven positiva exempel i Kroatien och Bulgarien, som anslog 83 % respektive 78 % av sitt std till investeringar i stomntet (se tabell 6).
For the full picture see Annex III. 
Se bilaga III fr att f en fullstndig bild.
Table 6 Đ ESIF allocations to roads (2014-2020) and completion status of the core road network in 2013 24 Road networks Allocations (as share of total allocations to roads) Allocations (in billion Ű) Core network 34 % 10.1 Comprehensive network 27 % 7.7 Outside the TEN-T network 39 % 11.5 Member State Allocations to the core network Allocations to the comprehensive network Allocations outside the TEN-T Completion of the core road network in 2013 Bulgaria 78 % 0% 22 % 45 % Croatia 83 % 0% 17 % 60 % Czech Republic 15 % 22 % 63 % 55 % Poland 32 % 32 % 36 % 33 % Source: ECA, based on Commission data. 
Tabell 6 Đ Anslag frn ESI-fonderna till vgar (2014Đ2020) och slutfrandestatus fr stomvgntet 2013 23 Vgnt Anslag (som en andel av de totala anslagen till vgar) Anslag (i miljarder euro) Stomnt 34 % 10,1 vergripande nt 27 % 7,7 Utanfr TEN-T-ntet 39 % 11,5 Medlemsstat Anslag till stomntet Anslag till det vergripande ntet Anslag utanfr TEN-T Slutfrande av stomvgntet 2013 Bulgarien 78 % 0% 22 % 45 % Kroatien 83 % 0% 17 % 60 % Tjeckien 15 % 22 % 63 % 55 % Polen 32 % 32 % 36 % 33 % Klla: Revisionsrtten, p grundval av uppgifter frn kommissionen.
34 There is also a clear difference between ERDF and the Cohesion Fund in the way they are used to finance road projects (see paragraph 06). 
34 Det finns ocks en tydlig skillnad mellan Eruf och Sammanhllningsfonden nr det gller hur de anvnds fr att finansiera vgprojekt (se punkt 06).
While Cohesion Fund allocations to roads exclusively targeted the TEN-T (57 % the core and 43 % the comprehensive network), ERDF mostly supported road projects outside the TEN-T. 
Medan Sammanhllningsfondens anslag till vgar uteslutande inriktades p TEN-T (57 % till stomntet och 43 % till det vergripande ntet) stdde Eruf frmst vgprojekt utanfr TEN-T.
In particular, ERDF allocations to projects within the core road network were 11 % of total allocations to roads (see Table 7). 
I synnerhet utgjorde Eruf-anslagen till projekt inom stomvgntet 11 % av de totala anslagen till vgar (se tabell 7).
Table 7 Đ ERDF and Cohesion Fund allocations to road projects, 2014-2020 Source: ECA, based on Commission data. 
Tabell 7 Đ Anslag frn Eruf och Sammanhllningsfonden till vgprojekt, 2014Đ2020 Klla: Revisionsrtten, p grundval av uppgifter frn kommissionen.