natgillin/translations-raw huggingface dataset:
(3b) Până la 31 decembrie 2014, Comisia prezintă o propunere de regulament care să stabilească nivelul mediu de emisii menţionat în anexa I, care trebuie atins de către noul parc de autoturisme până la 1 ianuarie 2020 şi care nu poate fi în niciun caz mai mare de 95 g de CO 2 .
The Commission shall by 31 December 2014 table a proposal for a regulation setting the average emissions level referred to in Annex I , which may in any event not be higher than 95 g of CO 2 , to be achieved by the new car fleet by 1 January 2020.
Respectiva propunere este precedată de o evaluare generală a impactului asupra industriei autovehiculelor şi asupra industriilor conexe, însoţită de o analiză exactă costuri-beneficii, care să ţină seama de evoluţia inovaţiilor tehnologice pentru reducerea emisiilor de CO 2 .
That proposal shall be preceded by an overall assessment of the impact on the car industry and its allied industries, coupled with a precise cost-benefit analysis, taking into account the development of technological innovations for CO 2 reduction.
Atunci când stabileşte nivelul mediu de emisii, Comisia ia în considerare evoluţiile legate de acordurile internaţionale referitoare la perioada de după 2012.
When setting the average emissions level, the Commission shall take into account the developments concerning international agreements relating to the post-2012 period.
Comisia examinează, de asemenea, posibilitatea de a renunţa la distincţia actuală dintre diferitele măsuri care contribuie la realizarea obiectivului specific de reducere a emisiilor, în special în ceea ce priveşte măsurile referitoare la vehiculele cu motor, precum şi alte măsuri suplimentare.
The Commission shall also consider the possibility of dispensing with the current distinction between the various measures that contribute to achieving the specific reduction target, particularly as regards measures relating to motor vehicles and other complementary measures.
Articolul 10 – alineatul 3c (nou)
Article 10 – paragraph 3 c (new)
(3c) Până în 2014, Comisia publică, după efectuarea unui studiu de impact, un raport privind disponibilitatea datelor privind pata de contact în calitate de parametru de utilitate pentru determinarea obiectivelor privind emisiile specifice şi, dacă este cazul, modifică anexa I în conformitate cu procedura de reglementare cu control menţionată la articolul 12 alineatul (3).
The Commission shall by 2014, following an impact assessment, publish a report on the data availability of footprint, as an utility parameter for determin ing specific emissions targets and, if appropriate, amend Annex I in accordance with the regulatory procedure with scrutiny referred to in A rticle 12(3).
Începând cu 1 ianuarie 2010, constructorii asigură că etichetele, afişele şi textele promoţionale, precum şi materialele de tipul celor menţionate la articolele 3, 5 şi 6 din Directiva 1999/94/CE indică măsura în care emisiile specifice de CO 2 produse de autoturismul pus în vânzare diferă de obiectivul privind emisiile specifice stabilit pentru respectivul autoturism în conformitate cu anexa I .
From 1 January 2010, manufacturers shall ensure that labels, posters or promotional literature and material of the type referred to in articles 3, 5 and 6 of Directive 1999/94/EC indicate the extent to which the specific emissions of CO 2 of the passenger car offered for sale differ from the specific emissions target for that passenger car under Annex I .
Începând cu 1 ianuarie 2010, informaţiile oferite consumatorilor, referitoare la emisiile specifice de CO 2 produse de autoturisme, sunt reglementate prin Directiva 1999/94/CE .
From 1 January 2010, th e informa t ion provided to consumers concerning the specific CO 2 emissions of passenger cars shall be governed by D ire c tiv e 1999/94/E C .
The provision of information to consumers is best governed within the framework of Directive 1999/94/EC.
The provision of information to consumers is best governed within the framework of Directive 1999/94/EC.
Articolul 11a
Article 11 a
Informaţia din autoturism destinată conducătorilor
In-car driver information
Many tests have confirmed that there is a discrepancy between real-life CO 2 emissions and the emissions measured under the EU test-cycle.
Many tests have confirmed that there is a discrepancy between real-life CO2 emissions and the emissions measured under the EU test-cycle.
A fuel consumption monitor can help to close this discrepancy as it shows the driver how much fuel the car is consuming while driving.
A fuel consumption monitor can help to close this discrepancy as it shows the driver how much fuel the car is consuming while driving.
This can encourage eco-driving thereby leading to lower fuel consumption when the car is used in real life.
This can encourage eco-driving thereby leading to lower fuel consumption when the car is used in real life.
Other positive side-effects of more economical driving styles are less accidents, reduction of NOx and particle emissions, less noise and less wear and tear of tyres and powertrain.
Other positive side-effects of more economical driving styles are less accidents, reduction of NOx and particle emissions, less noise and less wear and tear of tyres and powertrain.
Anexa II – partea A – punctul 2
Annex II – part A – paragraph 2
Detaliile menţionate la alineatul (1) se preiau din certificatul de conformitate pentru autoturismul în cauză.
The details referred to in paragraph 1 shall be taken from the certificate of conformity for the relevant passenger car.
În cazul în care certificatul de conformitate indică atât o masă minimă, cât şi o masă maximă a autoturismului, statele membre utilizează numai cifra maximă în sensul prezentului regulament.
Where the certificate of conformity specifies both a minimum and a maximum mass for a passenger car, the Member States shall use only the maximum figure for the purpose of this Regulation.
În cazul vehiculelor cu dublă alimentare (benzină - gaz), ale căror certificate de conformitate raportează emisiile specifice de CO 2 pentru ambii carburanţi, statele membre folosesc doar valoarea măsurată pentru gaz.
In the case of bi-fuelled vehicles (petrol/gas) whose certificates of conformity bear specific C0 2 emission figures for both types of fuel, the Member States shall use only the figure measured for the gas.
According to official figures, bi-fuelled vehicles are run almost exclusively on gas.
According to official figures, bi-fuelled vehicles are run almost exclusively on gas.
Furthermore, the use of gaseous fuels as an alternative to petrol should be promoted, with a view to cutting carbon emissions and diversifying energy supplies.
Furthermore, the use of gaseous fuels as an alternative to petrol should be promoted, with a view to cutting carbon emissions and diversifying energy supplies.
The proposal for a regulation, which sets CO 2 emission performance requirements for new passenger cars, forms part of a more ambitious strategy, under which the EU has resolutely and unilaterally committed itself to slashing greenhouse gas emission levels by at least 20% by 2020.
The proposal for a regulation, which sets CO 2 emission performance requirements for new passenger cars, forms part of a more ambitious strategy, under which the EU has resolutely and unilaterally committed itself to slashing greenhouse gas emission levels by at least 20% by 2020.
The road transport sector is the second highest source of greenhouse gas emissions in the EU, being responsible for 12% of all carbon dioxide emissions and, more importantly, is a sector in which emissions are continuing to increase.
The road transport sector is the second highest source of greenhouse gas emissions in the EU, being responsible for 12% of all carbon dioxide emissions and, more importantly, is a sector in which emissions are continuing to increase.
The significant progress made thanks to automotive technology has not been enough to neutralise the effect of the increase in traffic volumes and car sizes.
The significant progress made thanks to automotive technology has not been enough to neutralise the effect of the increase in traffic volumes and car sizes.
The events leading up to the drafting of this regulation are well known.
The events leading up to the drafting of this regulation are well known.
Back in 1998, voluntary agreements between the Commission and the car industry helped towards a 13.5% reduction in CO 2 compared with 1995, even if they were viewed as insufficient to achieve the results that were needed.
Back in 1998, voluntary agreements between the Commission and the car industry helped towards a 13.5% reduction in CO 2 compared with 1995, even if they were viewed as insufficient to achieve the results that were needed.
In February 2007, the Commission proposed that an integrated approach be adopted, centring on two components: emission reductions obtained through the improvement of engine technology with a view to meeting the target of an average 130g CO 2 /km for the new car fleet, and reduction by another 10g CO 2 / km through further technological improvements and an increase in the use of biofuels by 2012.
In February 2007, the Commission proposed that an integrated approach be adopted, centring on two components: emission reductions obtained through the improvement of engine technology with a view to meeting the target of an average 130g CO 2 /km for the new car fleet, and reduction by another 10g CO 2 / km through further technological improvements and an increase in the use of biofuels by 2012.
In October 2007, Parliament adopted a resolution welcoming the integrated approach in principle, but advocated more ambitious and longer‑term targets: a reduction to 125g CO 2 /km by 2015 and a long‑term outlook target of 95g CO 2 /km by 2020, and hopefully of 70g CO 2 /km by 2025.
In October 2007, Parliament adopted a resolution welcoming the integrated approach in principle, but advocated more ambitious and longer‑term targets: a reduction to 125g CO 2 /km by 2015 and a long‑term outlook target of 95g CO 2 /km by 2020, and hopefully of 70g CO 2 /km by 2025.
The proposal for a regulation adheres to the spirit and targets of the previous Communication, especially as regards targets, timescales and the adoption of an integrated approach.
The proposal for a regulation adheres to the spirit and targets of the previous Communication, especially as regards targets, timescales and the adoption of an integrated approach.
It also provides for the splitting of the specific target for each manufacturer on the basis on the utility parameter of ‘mass’.
It also provides for the splitting of the specific target for each manufacturer on the basis on the utility parameter of ‘mass’.
The proposal provides for a system of penalties, calculated on a base amount and increasing as from 2012, in the event of the set targets not being achieved.
The proposal provides for a system of penalties, calculated on a base amount and increasing as from 2012, in the event of the set targets not being achieved.
An exemption mechanism is envisaged for manufacturers whose sales within the EU do not exceed 10 000 units, with their nevertheless being assigned an ‘ad hoc’ specific target that would be negotiated with the Commission.
An exemption mechanism is envisaged for manufacturers whose sales within the EU do not exceed 10 000 units, with their nevertheless being assigned an ‘ad hoc’ specific target that would be negotiated with the Commission.
Lastly, the proposal allows manufacturers the possibility of forming pools and hence of collectively meeting the targets set.
Lastly, the proposal allows manufacturers the possibility of forming pools and hence of collectively meeting the targets set.
Your rapporteur can but express his overall approval of the proposal for a regulation as a whole, and in particular supports its subject matter, targets and objectives.
Your rapporteur can but express his overall approval of the proposal for a regulation as a whole, and in particular supports its subject matter, targets and objectives.
He believes that the car industry should fit in with the overall targets for the reduction of CO 2 emissions, despite acknowledging its special characteristics (driver behaviour, car fleet renewal, infrastructure conditions).
He believes that the car industry should fit in with the overall targets for the reduction of CO 2 emissions, despite acknowledging its special characteristics (driver behaviour, car fleet renewal, infrastructure conditions).
Therefore, while approving the targets and the timescales established by the Commission, he considers it a priority to revert to the position adopted by Parliament on long‑term targets and to propose an average level of emissions of no more than 95 g CO 2 /km by 2020.
Therefore, while approving the targets and the timescales established by the Commission, he considers it a priority to revert to the position adopted by Parliament on long‑term targets and to propose an average level of emissions of no more than 95 g CO 2 /km by 2020.
The precise target – which your rapporteur hopes will become more ambitious – will be set by the Commission following a review of the Regulation that is to be conducted by 2014, and which will be preceded by an overall impact assessment coupled with an analysis of the economic, environmental and social effects on the entire production chain.
The precise target – which your rapporteur hopes will become more ambitious – will be set by the Commission following a review of the Regulation that is to be conducted by 2014, and which will be preceded by an overall impact assessment coupled with an analysis of the economic, environmental and social effects on the entire production chain.
Your rapporteur fully supports the choice of the integrated approach in the launch phase of the system; he nevertheless wonders whether it would not be more appropriate to allow the car industry to decide on the arrangements for meeting the specific targets assigned.
Your rapporteur fully supports the choice of the integrated approach in the launch phase of the system; he nevertheless wonders whether it would not be more appropriate to allow the car industry to decide on the arrangements for meeting the specific targets assigned.
Whether that industry achieves the targets it has been set by way of technical advances, complementary measures or any other means, should not enter into the legislative debate, provided that those targets are quantifiable and can be assessed using the existing test cycles and those to be implemented in the future.
Whether that industry achieves the targets it has been set by way of technical advances, complementary measures or any other means, should not enter into the legislative debate, provided that those targets are quantifiable and can be assessed using the existing test cycles and those to be implemented in the future.
Your rapporteur therefore calls on the Commission to consider the possibility of scrapping, in the long term, the current distinction between complementary measures and measures relating to motor vehicles.
Your rapporteur therefore calls on the Commission to consider the possibility of scrapping, in the long term, the current distinction between complementary measures and measures relating to motor vehicles.
Your rapporteur also supports the choice of the utility parameter: in its proposal, the Commission has opted for the mass parameter, which is, in its own words, provides ‘ a satisfactory correlation with present emissions and would therefore result in more realistic and competitively neutral targets and … data on mass is readily available’.
Your rapporteur also supports the choice of the utility parameter: in its proposal, the Commission has opted for the mass parameter, which is, in its own words, provides ‘ a satisfactory correlation with present emissions and would therefore result in more realistic and competitively neutral targets and … d ata on mass is readily available ’.
However, the Commission does not automatically exclude the possibility of using an alternative parameter, to the extent that in its proposal it considers it appropriate for ‘Data on the alternative utility parameter of footprint (track width times wheelbase)… to be collected’.
However, the Commission does not automatically exclude the possibility of using an alternative parameter, to the extent that in its proposal it considers it appropriate for ‘Data on the alternative utility parameter of footprint (track width times wheelbase)… to be collected’.
In its October resolution, Parliament rejected by a large majority the introduction of the mass parameter, advocating the footprint option.
In its October resolution, Parliament rejected by a large majority the introduction of the mass parameter, advocating the footprint option.
Your rapporteur is aware that the footprint parameter provides greater guarantees from an environmental viewpoint as it is less prone to undesirable effects (increase in mass in order to have a less stringent reduction target).
Your rapporteur is aware that the footprint parameter provides greater guarantees from an environmental viewpoint as it is less prone to undesirable effects (increase in mass in order to have a less stringent reduction target).
Your rapporteur has not at this stage proposed any amendment to the Commission proposal as regards changing the utility parameter, but reserves the right to review Parliament’s position at the subsequent stages of the legislative process.
Your rapporteur has not at this stage proposed any amendment to the Commission proposal as regards changing the utility parameter, but reserves the right to review Parliament’s position at the subsequent stages of the legislative process.
As regards excess emissions premiums, your rapporteur proposes that these be used to finance both incremental research (e.g. clean and energy efficient thermal engines, integrated safety systems) and innovative technologies (e.g. hydrogen and fuel cells, development of rechargeable hybrids, second generation biofuels).
As regards excess emissions premiums, your rapporteur proposes that these be used to finance both incremental research (e.g. clean and energy efficient thermal engines, integrated safety systems) and innovative technologies (e.g. hydrogen and fuel cells, development of rechargeable hybrids, second generation biofuels).
Your rapporteur agrees with the Commission proposal as regards the issue of the penalties applicable in the event of the set targets not being met, despite expressing willingness to consider solutions that would make the system more flexible in the first phase of its application (2012-2015) while at the same time rewarding and encouraging a better approach from manufacturers.
Your rapporteur agrees with the Commission proposal as regards the issue of the penalties applicable in the event of the set targets not being met, despite expressing willingness to consider solutions that would make the system more flexible in the first phase of its application (2012-2015) while at the same time rewarding and encouraging a better approach from manufacturers.
Your rapporteur also suggests a series of technical adjustments to the Commission proposal, and in particular withdrawal of the reference mass of 2 610, as he believes that this would exclude too many heavy vehicles from the scope of the regulation.
Your rapporteur also suggests a series of technical adjustments to the Commission proposal, and in particular withdrawal of the reference mass of 2 610, as he believes that this would exclude too many heavy vehicles from the scope of the regulation.
Finally, your rapporteur had amended the article on the information to be provided to consumers, as he feels that this area should be governed by Directive 1999/94/EC.
Finally, your rapporteur had amended the article on the information to be provided to consumers, as he feels that this area should be governed by Directive 1999/94/EC.
AVIZUL COMISIEI PENTRU AFACERI JURIDICE PRIVIND TEMEIUL JURIDIC
OPINION OF COMMITTEE ON LEGAL AFFAIRS ON THE LEGAL BASE
Ref.: Aviz privind temeiul juridic al propunerii de regulament al Parlamentului European și al Consiliului de stabilire a standardelor de performanță privind emisiile pentru autoturismele noi, ca parte a abordării integrate a Comunității de a reduce emisiile de CO 2 produse de vehiculele utilitare ușoare ( COM(2007)0856 ) ( COM(2007)0856 – C6 0022/2008 – 2007/0297(COD) )
Subject: Opinion on the legal basis of the proposal for a regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars as part of the Community's integrated approach to reduce CO2 emissions from light-duty vehicles ( COM(2007)0856 – C6‑0022/2008 – 2007/0297(COD) )
Stimate domnule președinte,
Dear Chair,
Comisia pentru afaceri juridice a decis să examineze chestiunea temeiului juridic al propunerii de regulament menționate anterior, din proprie inițiativă, în conformitate cu articolul 35 alineatul (3) din Regulamentul de procedură.
The Legal Affairs Committee decided to take up the question of the legal basis for the above-mentioned proposal for a regulation on its own initiative pursuant to Rule 35(3) of the Rules of Procedure.
Comisia a examinat chestiunea de mai sus în cursul reuniunii sale din 9 septembrie 2008.
The committee considered the above question at its meeting of 9 September 2008.
In limine , se reține că toate actele comunitare trebuie să aibă un temei juridic specificat în tratat (sau într-un alt act legislativ în vederea aplicării căruia au fost concepute).
It is noted, in limine , that all Community acts must be founded upon a legal basis laid down in the Treaty (or in another legal act which they are intended to implement).
Consiliu [1987], Culegere 1439, punctul 5. , cum ar fi obiectivul și cuprinsul măsurii în cauză
5. , such as the aim and content of the measure in question
Cauza C-300/89 Comisia c.
Case C-300/89 Commission v. Council [1991] ECR I-287, para.
Cauza C-377/98 Regatul Țărilor de Jos c.
Case C-377/98 Netherlands v. European Parliament and Council [2001] ECR I-7079, para.
Comisia propune ca articolul 95 din Tratatul CE să fie singurul temei juridic pentru propunerea de regulament.
The Commission is proposing Article 95 of the EC Treaty as the sole legal basis for the proposal for a regulation.
Consiliul, hotărând în conformitate cu procedura prevăzută la articolul 251 și după consultarea Comitetului Economic și Social, adoptă măsurile privind apropierea actelor cu putere de lege și a actelor administrative ale statelor membre care au ca obiect instituirea și funcționarea pieței comune.
Council shall, acting in accordance with the procedure referred to in Article 251 and after consulting the Economic and Social Committee, adopt the measures for the approximation of the provisions laid down by law, regulation or administrative action in Member States which have as their object the establishment and functioning of the internal market.
Propunerea intenționează să asigure funcționarea corespunzătoare a pieței interne de autoturisme, asigurându-se că media emisiilor specifice a automobilelor noi din Comunitate nu va depăși 130g CO 2 /km începând cu 2012.
The proposal aims to ensure the proper functioning of the internal market for passenger cars by ensuring that average specific emissions of new passenger cars in the Community do not exceed 130g CO2/km from 2012 onwards.
Principalele aspecte ale prezentei propuneri sunt următoarele:
The key aspects of the proposal are as follows:
· Propunerea se aplică autovehiculelor de tipul M1 (autoturisme)
· The proposal will apply to M1 vehicles (passenger cars).
· Propunerea stabilește obiective pentru emisiile specifice de CO 2 produse de autoturismele noi din Comunitate în funcție de masa acestora.
· The proposal sets targets for the specific emissions of CO2 from new passenger cars in the Community as a function of their mass.
· Propunerea stabilește obiective obligatorii pentru emisiile specifice de CO 2 produse de autoturisme, începând cu 2012.
· The proposal sets mandatory targets for the specific emissions of CO2 of passenger cars from 2012 onwards.