natgillin/translations-raw huggingface dataset:
Признава, че характеристиките и пазарът на лекотоварните автомобили се различават от тези на пътническите леки автомобили; отбелязва липсата на данни за средните емисии от този сектор и разходите за постигане на тяхното намаление, но счита, че доколкото е възможно стандартите и изискванията за тези автомобили следва да съответстват на тези за пътническите леки автомобили;
Recognises that light-commercial vehicles have different characteristics and a different market compared to passenger cars; notes the lack of data on average emissions from this sector and the costs of bringing about reductions but believes that so far as possible the standards and requirements should match those required of passenger cars;
Припомня, че Европейският парламент е приканил неколкократно Комисията да разгледа мерки за ограничаване на емисиите на CO 2 за всички категории пътни превозни средства и поради това настоятелно призовава Комисията да представи подходящи предложения за регулиране на тежкотоварните и двуколесните превозни средства не по-късно от 1 януари 2009 г.;
Recalls that the European Parliament has invited the Commission on several occasions to consider CO 2 - limiting measures for all road vehicle categories and therefore urges the Commission to put forward appropriate regulatory proposals for heavy duty vehicles and two wheelers by 1 January 20 09 at the latest;
Допълнителни мерки
Complementary measures
Счита, че мерките, които биха могли да способстват за намаляване на емисиите на CO 2 от превозните средства, но които не могат да бъдат оценени количествено, трябва да се разглеждат като допълнителни и да не се включват в настоящото законодателно предложение;
Believes that measures that may help reduce vehicle CO 2 emissions, but for which an absolute value cannot be attached, should be regarded as entirely supplementary and should not be included within the legislation currently proposed;
Счита, че съпътстващи мерки, които предвиждат насърчаване на по-ефективно управление на пътните превозни средства, използване на биогорива и особено подобряване на системите за управление на движението, също могат да допринесат за свеждане на емисиите на CO 2 до минимум;
Believes that flanking measures involving encouragement of more efficient driving, biofuels and, in particular, improvement of traffic management systems can make a contribution towards minimising CO 2 emissions;
Насърчава държавите-членки да ограничат обема на превозваните с тежкотоварни автомобили стоки в полза на железопътния и водния транспорт, което би довело до спад на емисии на замърсители и би намалило търсенето на петрол;
Encourages Member States to reduce the volume of goods carried by heavy goods vehicles in favour of rail and waterway transport, which would have an impact in terms of lower pollutant emissions and would also reduce demand for oil;
Изразява безпокойство във връзка с това, че увеличеното използване на биогорива може да предизвика нарастване на цените на храните за населението и животните, като по този начин се засяга тежко населението с най-ниски доходи и се ускорява унищожаването на тропическите гори, и призовава Комисията да предложи строги правила за издаване на свидетелства за вносните биогорива, с цел да се избегнат отрицателните последици за обществото и околната среда;
Fears that the increased use of biofuels risks increasing the price of food and feed, seriously affecting people on very low incomes and accelerating the destruction of tropical rainforests, and calls on the Commission to propose strict certification rules for imported biofuels so as to avoid any negative social and ecological impact;
Счита във всеки случай, че ползите от биогоривата по отношение на намаляването на емисиите на СО 2 следва да се разглеждат в контекста на преразглеждането на Директива 98/70/ЕО;
Believes in any case that the benefits of biofuels in reducing CO 2 emissions should be considered within the context of revisions to Directive 98/70/EC;
Настоява за разработването на система за издаване на свидетелства на устойчиво произведени биогорива; призовава Комисията да предвиди в законодателно предложение, че единствено биогоривата със свидетелства за това, че са произведени при устойчиви условия, могат да участват в постигането на целите, свързани с ограничаване на емисиите; подчертава, че биогоривата от второ поколение, които се добиват от растения или растителни съставки, не са в пряка конкуренция с използването на последните като хранителни продукти и осигуряват повишена ефективност, следва да бъдат допълнително развивани и насърчавани;
Insists that certification be developed for sustainably produced biofuels; calls on the Commission, in a legislative proposal, to allow only sustainable-status-certified biofuels to count towards meeting emission limit targets; stresses that second-generation biofuels derived from plants or plant fractions which are not in direct competition with food uses and provide greater efficiency must be expanded and given even more support;
Препоръчва определянето на допълнителни цели, свързани с коефициента на използване на горивото, отвъд 2012 г., с оглед на допълнителното намаляване на емисиите от превозните средства, като същевременно се гарантира по-голяма сигурност за всички заинтересовани страни;
Recommends that further fuel efficiency targets be set beyond 2012 to continue reducing vehicle emissions whilst providing greater certainty to all stakeholders;
Призовава Комисията да проучи ролята и потенциала на газообразните алтернативни горива като втечнения петролен газ и природния газ, които могат да спомогнат за незабавно намаляване на емисиите на CO 2 и за разнообразяване на енергийните доставки;
Calls on the Commission to consider the role and potential of gaseous alternative fuels, such as liquefied petroleum gas and natural gas, which can contribute to the immediate reduction of CO 2 emissions and to the diversification of the energy supply;
Призовава Комисията и държавите-членки да имат предвид необходимостта от задълбочени познания в областта на новите технологии за моторни превозни средства и, по-специално, да осигурят обучения за конкретни групи (например семинари за инженери или технически услуги);
Calls on the Commission and the Member States to bear in mind the need for in-depth knowledge of the new technologies for motor vehicles and, in particular, to provide training courses for specific groups (such as engineering workshops and technical services);
Призовава Комисията незабавно да започне да подготвя кампания за съобразено с околната среда управление на пътните превозни средства в целия ЕС като част от стратегията за намаляване на емисиите на CO 2 от автомобилите;
Calls on the Commission to immediately start preparing an EU-wide eco-driving campaign as part of the strategy to reduce CO 2 from cars;
Призовава Комисията да докладва на Европейския парламент относно начините за наблюдение на ползите от съобразеното с околната среда управление на пътни превозни средства по отношение на CO 2 и в случай че Комисията не е убедена в това, да обясни защо финансира проекта ECODRIVEN, който има за цел постигане на измеримо намаление на емисиите на CO 2 чрез съобразено с околната среда управление на пътни превозни средства;
Calls on the Commission to report to the European Parliament on how the CO 2 benefits from eco-driving can be made monitorable and, if the Commission believes that this is not the case, explain why the Commission is financing the ECODRIVEN project that aims at quantified CO 2 reductions through eco-driving;
Подкрепя принципа, че завършването на курс по съобразено с околната среда управление на пътни превозни средства следва да стане задължително изискване за притежанието на шофьорска книжка;
Supports the principle that undergoing a course in eco-driving should become a mandatory requirement for possession of a driving licence;
Възлага на своя председател да предаде настоящата резолюция на Съвета и на Комисията, както и на правителствата и парламентите на държавите-членки.
Instructs its President to forward this resolution to the Council and the Commission, and the governments and parliaments of the Member States.
Some 19% of all carbon dioxide emissions in the European Union stem from passenger cars and light-commercial vehicles, and absolute volumes continue to grow despite the fact that average reductions of 12.4% per new car were achieved in the decade to 2004.
Some 19% of all carbon dioxide emissions in the European Union stem from passenger cars and light-commercial vehicles, and absolute volumes continue to grow despite the fact that average reductions of 12.4% per new car were achieved in the decade to 2004.
The cause of this growth lies principally with the increasing number of cars and the congestion they generate, (registrations in the EU25 having risen by 36% between 1990-2003 from 156 to 212 million), and with the power of new cars which grew by an average of 28% over the decade to 2004, greatly exceeding the 15% increase in their weight although no government has raised road speed limits,
The cause of this growth lies principally with the increasing number of cars and the congestion they generate, (registrations in the EU25 having risen by 36% between 1990-2003 from 156 to 212 million), and with the power of new cars which grew by an average of 28% over the decade to 2004, greatly exceeding the 15% increase in their weight although no government has raised road speed limits,
Clearly this does not assist the EU in meeting its target of reducing CO2 emissions by at least 20% by 2020 compared to 1990 levels, let alone the target of a 30% reduction if an international agreement is secured.
Clearly this does not assist the EU in meeting its target of reducing CO2 emissions by at least 20% by 2020 compared to 1990 levels, let alone the target of a 30% reduction if an international agreement is secured.
The issues of CO2 emissions and fuel economy are inextricably linked.
The issues of CO2 emissions and fuel economy are inextricably linked.
Road transport accounts for 60% of all the oil used in the EU, and the inefficient use of fuel in cars not only results in unnecessarily high emissions but increases the threat to Europe's energy security and depletes world oil reserves, as well as forcing drivers to pay high running costs.
Road transport accounts for 60% of all the oil used in the EU, and the inefficient use of fuel in cars not only results in unnecessarily high emissions but increases the threat to Europe's energy security and depletes world oil reserves, as well as forcing drivers to pay high running costs.
In 1998 the motor industry made a voluntary commitment to reduce average emissions from new cars manufactured in Europe to a maximum of 140g CO2/km by 2008.
In 1998 the motor industry made a voluntary commitment to reduce average emissions from new cars manufactured in Europe to a maximum of 140g CO2/km by 2008.
Although 25% of manufacturers are set to meet this target the overall situation is less impressive.
Although 25% of manufacturers are set to meet this target the overall situation is less impressive.
Average emissions from all new cars sold within the EU 25 market amounted to 162g CO2/km in 2004 and are unlikely to be less than 150g CO2/km by the end of 2008,
Average emissions from all new cars sold within the EU 25 market amounted to 162g CO2/km in 2004 and are unlikely to be less than 150g CO2/km by the end of 2008,
It was not until January 2007 that the Commission agreed in principle to introduce binding legislation, proposing that manufacturers should be required by technical means to reduce emissions to 130g CO2/km by 2012, with various complementary measures being introduced to ensure that overall emissions did not exceed 120g CO2/km by this date.
It was not until January 2007 that the Commission agreed in principle to introduce binding legislation, proposing that manufacturers should be required by technical means to reduce emissions to 130g CO2/km by 2012, with various complementary measures being introduced to ensure that overall emissions did not exceed 120g CO2/km by this date.
The 2012 target date is something of a chimera.
The 2012 target date is something of a chimera.
It reflects various political decisions, most recently adopted unanimously by the Council in June last year, that have paid little heed to the actual situation.
It reflects various political decisions, most recently adopted unanimously by the Council in June last year, that have paid little heed to the actual situation.
The Commission has tried to bridge the gap between desire and reality by proposing that the 120g CO2/km target should be achieved with the assistance of a range of 'complementary measures,' such as the use of biofuels, that could be taken into account in addition to technological improvements, even though these are likely to be affected by such variables as driver behaviour and the availability of alternative fuels.
The Commission has tried to bridge the gap between desire and reality by proposing that the 120g CO2/km target should be achieved with the assistance of a range of 'complementary measures,' such as the use of biofuels, that could be taken into account in addition to technological improvements, even though these are likely to be affected by such variables as driver behaviour and the availability of alternative fuels.
The rapporteur believes that car makers should be given absolute certainty about the technical standards they are required to meet, and while the potential exists for introducing and incorporating some values for the CO2 reductions that can be achieved through use of improved tyres, lubricants or air conditioning, other measures outside the direct control of the manufacturers should be regarded as supplementary and should not be included within this legislation.
The rapporteur believes that car makers should be given absolute certainty about the technical standards they are required to meet, and while the potential exists for introducing and incorporating some values for the CO2 reductions that can be achieved through use of improved tyres, lubricants or air conditioning, other measures outside the direct control of the manufacturers should be regarded as supplementary and should not be included within this legislation.
The rapporteur proposes that the most cost-effective means of achieving the same goal is to set a more ambitious emissions reduction target, but to allow the car industry a longer period in which to comply with the mandatory requirements.
The rapporteur proposes that the most cost-effective means of achieving the same goal is to set a more ambitious emissions reduction target, but to allow the car industry a longer period in which to comply with the mandatory requirements.
Fortunately major reductions in emissions can now be achieved through technical and design improvements.
Fortunately major reductions in emissions can now be achieved through technical and design improvements.
Already more than one million cars sold annually within the EU emit less than 120g CO2/km, and some top-of-the-range hybrid vehicles on the market produce 25% less emissions (60g CO2/km) than commercial rivals selling at comparable prices.
Already more than one million cars sold annually within the EU emit less than 120g CO2/km, and some top-of-the-range hybrid vehicles on the market produce 25% less emissions (60g CO2/km) than commercial rivals selling at comparable prices.
According to the Chairman of ACEA, the European car manufacturers' association, the industry has introduced some fifty CO2 reducing technologies in the past decade, although their application is not yet as extensive as could be wished.
According to the Chairman of ACEA, the European car manufacturers' association, the industry has introduced some fifty CO2 reducing technologies in the past decade, although their application is not yet as extensive as could be wished.
The reductions can be secured by using alternative fuels and propulsion systems but also through greater use of hybrid engines, improved petrol engines, greater use of diesel engines and by downsizing of engines supplemented by turbo-chargers, as well as through further development of powertrains, reductions in vehicle weights through greater use of aluminium, installation of stop-start mechanisms, enhanced gearing, improved aerodynamic design, use of reduced friction lubricants and ball bearings, installation of more efficient air conditioning systems and use of low roll resistance tyres.
The reductions can be secured by using alternative fuels and propulsion systems but also through greater use of hybrid engines, improved petrol engines, greater use of diesel engines and by downsizing of engines supplemented by turbo-chargers, as well as through further development of powertrains, reductions in vehicle weights through greater use of aluminium, installation of stop-start mechanisms, enhanced gearing, improved aerodynamic design, use of reduced friction lubricants and ball bearings, installation of more efficient air conditioning systems and use of low roll resistance tyres.
There is no escaping the necessity for manufacturers or importers of vehicle fleets that far exceed the average emissions requirements to face some kind of financial disincentive.
There is no escaping the necessity for manufacturers or importers of vehicle fleets that far exceed the average emissions requirements to face some kind of financial disincentive.
Similarly it would be beneficial if producers of low emission cars, often with very tight profit margins, were to be compensated in some way.
Similarly it would be beneficial if producers of low emission cars, often with very tight profit margins, were to be compensated in some way.
The rapporteur proposes the creation of a new market mechanism, the Carbon Allowance Reduction System (CARS) that will take account of different segments in the car market but will require the payment by manufacturers or importers of financial penalties for overall exceedance of mandatory targets, while awarding credit payments to those whose fleets fall below the required limits.
The rapporteur proposes the creation of a new market mechanism, the Carbon Allowance Reduction System (CARS) that will take account of different segments in the car market but will require the payment by manufacturers or importers of financial penalties for overall exceedance of mandatory targets, while awarding credit payments to those whose fleets fall below the required limits.
The rapporteur proposes the creation of a new regulatory body to administer the system.
The rapporteur proposes the creation of a new regulatory body to administer the system.
Although the market mechanism is intended to be cost neutral to the industry as a whole, achieving the emissions reductions will initially increase manufacturers' costs.
Although the market mechanism is intended to be cost neutral to the industry as a whole, achieving the emissions reductions will initially increase manufacturers' costs.
Innovation and improvements come at a price, variously estimated at increasing the cost of vehicles by between €100 and €150 per gram CO2/km reduction.
Innovation and improvements come at a price, variously estimated at increasing the cost of vehicles by between €100 and €150 per gram CO2/km reduction.
The expense will be less if manufacturers are given long enough to plan, make design changes, and achieve the efficiency savings to be derived from economies of scale when new technology goes into mass production.
The expense will be less if manufacturers are given long enough to plan, make design changes, and achieve the efficiency savings to be derived from economies of scale when new technology goes into mass production.
Fortunately car manufacturers have succeeded in reducing the average price of new vehicles sold within the European Union by 9% since 1996, despite the imposition of increased safety and environmental requirements.
Fortunately car manufacturers have succeeded in reducing the average price of new vehicles sold within the European Union by 9% since 1996, despite the imposition of increased safety and environmental requirements.
Given the immediate savings to be derived from greater fuel economy the vast majority of vehicle purchasers are likely to be quickly compensated for the greater initial expense.
Given the immediate savings to be derived from greater fuel economy the vast majority of vehicle purchasers are likely to be quickly compensated for the greater initial expense.
European manufacturers sometimes argue that adapting these measures would place them at a competitive disadvantage.
European manufacturers sometimes argue that adapting these measures would place them at a competitive disadvantage.
It is a difficult argument to sustain.
It is a difficult argument to sustain.
More new cars are bought annually in the European Union than in any other world trading bloc, and the EU Single Market requires both domestic producers and importers to meet the same standards.
More new cars are bought annually in the European Union than in any other world trading bloc, and the EU Single Market requires both domestic producers and importers to meet the same standards.
Far from creating a competitive weakness the EU provides not only a level playing field but a degree of protection for domestic producers while they develop low emission cars that should help them win new business overseas.
Far from creating a competitive weakness the EU provides not only a level playing field but a degree of protection for domestic producers while they develop low emission cars that should help them win new business overseas.
The manufacturers also claim that the production of ever more powerful new cars is simply a response to consumer demand.
The manufacturers also claim that the production of ever more powerful new cars is simply a response to consumer demand.
There is some truth in this, but it is also the case that the manufacturers shape demand.
There is some truth in this, but it is also the case that the manufacturers shape demand.
Studies by European consumers' associations have identified that there is a bias in the advertising of new cars towards high performance, low fuel economy, high CO2 emission vehicles, which represent the most profitable sector within the industry, with little emphasis given to the promotion of fuel economy or emissions performance aspects of new vehicles.
Studies by European consumers' associations have identified that there is a bias in the advertising of new cars towards high performance, low fuel economy, high CO2 emission vehicles, which represent the most profitable sector within the industry, with little emphasis given to the promotion of fuel economy or emissions performance aspects of new vehicles.
New advertising and labelling requirements are needed to change the emphasis attached to these matters, and demand for low emission vehicles could also be greatly stimulated if Member States introduce financial incentives and impose greater purchase or circulation taxes on higher emission vehicles.
New advertising and labelling requirements are needed to change the emphasis attached to these matters, and demand for low emission vehicles could also be greatly stimulated if Member States introduce financial incentives and impose greater purchase or circulation taxes on higher emission vehicles.
The rapporteur makes one final point.
The rapporteur makes one final point.
The European Union not only seeks to reduce CO2 emissions from vehicles but also wants to safeguard its energy security.
The European Union not only seeks to reduce CO2 emissions from vehicles but also wants to safeguard its energy security.
It does not permit vehicles that fail to meet safety standards onto the market so why does it allow the sale of vehicles that use excessive amounts of fuel and have been designed to be able to break legal road speed limits introduced on the grounds of road safety?
It does not permit vehicles that fail to meet safety standards onto the market so why does it allow the sale of vehicles that use excessive amounts of fuel and have been designed to be able to break legal road speed limits introduced on the grounds of road safety?