natgillin/translations-raw huggingface dataset:
On 7 February 2007, the Commission adopted two parallel Communications: a Communication setting out the results of the review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial vehicles and a Communication on a Competitive Automotive Regulatory Framework for the 21st Century (CARS21).
Komisija je 7. februarja 2007 sprejela dve vzporedni sporočili: sporočilo o rezultatih pregleda strategije Skupnosti za zmanjšanje emisij CO2 iz osebnih vozil in lahkih tovornih vozil ter sporočilo o konkurenčnem ureditvenem okviru za avtomobilsko industrijo v 21. stoletju (CARS 21).
The Communications underlined that progress had been made towards the target of 140 g CO2/km by 2008/2009, but that the Community objective of 120 g CO2/km would not be met by 2012 in the absence of additional measures.
V sporočilih je poudarjeno, da cilj Skupnosti 120 g CO2/km do leta 2012 brez dodatnih ukrepov ne bo dosežen, kljub napredku v smeri zastavljenega cilja 140 g CO2/km za leto 2008/2009.
The Communications proposed an integrated approach with a view to reaching the Community target of 120 g CO2/km by 2012 and announced that the Commission would propose a legislative framework to achieve the Community objective by focusing on mandatory reductions of emissions of CO2 to reach an objective of 130 g CO2/km for the average new car fleet by means of improvements in vehicle motor technology.
Komisija je v sporočilih predlagala celostni pristop, da bi se dosegel cilj Skupnosti 120 g CO2/km do leta 2012, in napovedala, da bo predlagala zakonski okvir za dosego cilja Skupnosti, osredotočen na obvezno zmanjšanje emisij CO2, da bi se dosegel cilj 130 g CO2/km za povprečni novi vozni park prek izboljšav v tehnologiji motorjev vozil.
Consistent with the approach under the voluntary commitments adopted by manufacturers, this covers those elements that are taken into account in the measurement of the CO2 emissions of passenger cars in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information [8].
Skladno s pristopom na osnovi prostovoljnih zavez proizvajalcev ti predlogi zajemajo tiste elemente, ki jih upošteva merjenje emisij CO2 iz osebnih avtomobilov v skladu z Uredbo (ES) št. 715/2007 Evropskega parlamenta in Sveta z dne 20. junija 2007 o homologaciji motornih vozil glede na emisije iz lahkih potniških in gospodarskih vozil (Euro 5 in Euro 6) in o dostopu do informacij o popravilu in vzdrževanju vozil [8].
A further reduction of 10 g CO2/km, or equivalent if technically necessary, will be delivered by other technological improvements and by an increased use of sustainable biofuels.
Nadaljnje zmanjšanje za 10 g CO2/km ali podobno, če bo to tehnično potrebno, se bo doseglo z drugimi tehnološkimi izboljšavami in s povečano uporabo trajnostnih biogoriv.
The legislative framework for implementing the average new car fleet target should ensure competitively neutral, socially equitable and sustainable reduction targets which take account of the diversity of European automobile manufacturers and avoid any unjustified distortion of competition between them.
Pravni okvir za doseganje cilja povprečnega novega voznega parka bi moral zagotoviti konkurenčno nevtralne, socialno pravične in trajnostne cilje zmanjšanja, ki upoštevajo raznolikosti evropskih proizvajalcev avtomobilov, ter preprečiti neupravičeno izkrivljanje konkurence med njimi.
The legislative framework should be compatible with the overall objective of reaching the Community's Kyoto targets and should be complemented by other more use-related instruments such as differentiated car and energy taxes.
Pravni okvir bi moral biti skladen s splošnim ciljem doseganja kjotskega cilja Skupnosti in dopolnjen z drugimi, bolj praktičnimi inštrumenti, kot so razlikovalni davki na avtomobile in energijo.
Appropriate funding should be ensured in the general budget of the European Union to promote the development of technologies intended to reduce radically CO2 emissions from road vehicles.
V splošnem proračunu Evropske unije bi bilo treba zagotoviti ustrezno financiranje za spodbujanje razvoja tehnologij namenjenih bistvenemu zmanjšanju emisij CO2 iz cestnih vozil.
In order to maintain the diversity of the car market and its ability to cater for different consumer needs, CO2 targets for passenger cars should be defined according to the utility of the cars on a linear basis.
Da bi ohranili raznolikost avtomobilskega trga in njegovo zmožnost zadovoljitve različnih potreb potrošnikov, bi morali biti cilji CO2 za osebne avtomobile določeni linearno v povezavi z uporabnostjo avtomobilov.
To describe this utility, mass is an appropriate parameter which provides a correlation with present emissions and therefore results in more realistic and competitively neutral targets.
To uporabnost bi lahko opisali z maso, ki omogoča ujemanje s sedanjimi vrednostmi emisij in s tem oblikovanje realnih in konkurenčno nevtralnih ciljev.
Moreover, data on mass is readily available.
Poleg tega pa so podatki o masi že na voljo.
Data on alternative utility parameters such as footprint (track width times wheelbase) should be collected in order to facilitate longer-term evaluations of the utility-based approach.
Treba bi bilo zbirati podatke o nadomestnih kazalcih uporabnosti, kot je odtis (kolotek, pomnožen z medosno razdaljo), da bi se omogočile lažje dolgoročne ocene pristopa, ki temeljijo na uporabnosti.
The Commission should, by 2014, review the availability of data and, if appropriate, submit a proposal to the European Parliament and to the Council to adapt the utility parameter.
Komisija bi morala do leta 2014 pregledati dostopnost podatkov in po potrebi posredovati predlog Evropskemu parlamentu in Svetu za prilagoditev kazalca uporabnosti.
The aim of this Regulation is to create incentives for the car industry to invest in new technologies.
Cilj te uredbe je ustvariti pobude za naložbe avtomobilske industrije v nove tehnologije.
This Regulation actively promotes eco-innovation and takes into account future technological developments.
Ta uredba aktivno spodbuja ekološke inovacije in upošteva tehnološki razvoj v prihodnosti.
The development of innovative propulsion technologies should particularly be promoted, as they result in significantly lower emissions than traditional passenger cars.
Zlasti bi bilo treba spodbujati razvoj inovativnih pogonskih tehnologij, saj povzročajo bistveno manj emisij od običajnih osebnih avtomobilov.
In this way, the long-term competitiveness of the European industry is promoted and more high-quality jobs are created.
Na ta način se bosta povečala dolgoročna konkurenčnost evropske industrije in število visokokakovostnih delovnih mest.
The Commission should consider the possibility of including eco-innovation measures in the review of test procedures pursuant to Article 14(3) of Regulation (EC) No 715/2007, taking into consideration the technical and economic impacts of such inclusion.
Komisija bi morala pretehtati možnost vključitve ukrepov ekoloških inovacij v revizijo preizkusnih postopkov v skladu s členom 14(3) Uredbe(ES) št. 715/2007, ob upoštevanju tehničnega in gospodarskega učinka te vključitve.
In recognition of the very high research and development and unit production costs of early generations of very low carbon vehicle technologies to be introduced into the marketplace following its entry into force, this Regulation seeks to accelerate and facilitate, on an interim basis, the process of introducing into the Community market ultra low carbon vehicles at their initial stages of commercialisation.
Ta uredba skuša pospešiti in olajšati začasno uvedbo vozil z izjemno nizkimi emisijami ogljika na trgu Skupnosti v začetnih fazah trženja in s tem priznava zelo visoke stroške raziskav, razvoja in proizvodnje na enoto pri zgodnjih generacijah tehnologij vozil z nizkimi emisijami ogljika, ki naj bi bila dana na trg potem, ko bo uredba začela veljati.
The use of certain alternative fuels can offer significant CO2 reductions in well-to-wheel terms.
Raba nekaterih alternativnih goriv lahko zagotovi znatno zmanjšanje CO2 v vsem ciklu, od vira do porabnika.
This Regulation therefore incorporates specific provisions aimed at promoting further deployment of certain alternative-fuel vehicles in the Community market.
Ta uredba zato vključuje posebne določbe za spodbujanje nadaljnjega razvoja nekaterih vozil na alternativna goriva na trgu Skupnosti.
To provide consistency with the approach adopted under the Commission's CO2 and cars strategy, in particular in relation to the voluntary commitments undertaken by the manufacturers associations, the target should be applied to new passenger cars which are registered in the Community for the first time and which, except for a limited period to avoid abuses, have not previously been registered outside the Community.
Da se zagotovi skladnost s pristopom v okviru strategije Komisije za emisije CO2 in avtomobile, zlasti v zvezi s prostovoljnimi zavezami združenj proizvajalcev, bi morali cilji veljati za nove osebne avtomobile, ki so prvič registrirani v Skupnosti in ki prej niso bili registrirani zunaj nje, razen za omejeno obdobje, da se preprečijo zlorabe.
Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles [9] establishes a harmonised framework containing the administrative provisions and general technical requirements for approval of all new vehicles within its scope.
Direktiva 2007/46/ES Evropskega Parlamenta in Sveta z dne 5. septembra 2007 o vzpostavitvi okvira za odobritev motornih in priklopnih vozil ter sistemov, sestavnih delov in samostojnih tehničnih enot, namenjenih za taka vozila [9], vzpostavlja usklajen okvir z administrativnimi določbami in splošnimi tehničnimi zahtevami za odobritev vseh novih vozil, ki jih zajema.
The entity responsible for complying with this Regulation should be the same as that responsible for all aspects of the type-approval process in accordance with that Directive and for ensuring conformity of production.
Organ, ki je odgovoren za izpolnjevanje obveznosti iz te uredbe, bi moral biti isti kot organ, ki je odgovoren za vse vidike procesa homologacije v skladu z navedeno direktivo in za zagotavljanje skladnosti proizvodnje.
For the purposes of type-approval, specific requirements apply for special-purpose vehicles, as defined in Annex II of Directive 2007/46/EC, and they should therefore be excluded from the scope of this Regulation.
Za namene homologacije veljajo za vozila za posebne namene, kakor so opredeljena v Prilogi II Direktive 2007/46/ES, posebne zahteve in bi jih zato bilo treba izključiti iz področja uporabe te uredbe.
Vehicles which are classified as category M1 before the entry into force of this Regulation, which are built specifically for commercial purposes to accommodate wheelchair use inside the vehicle and which meet the definition of special-purpose vehicle in Annex II of Directive 2007/46/EC should also be excluded from the scope of this Regulation in line with Community policy to help people with disabilities.
Vozila, ki so klasificirana kot kategorija M1 pred začetkom veljavnosti te uredbe, ki so namensko izdelana za komercialne namene s takšno zasnovo, ki v vozilu omogoča uporabo invalidskega vozička, in ki ustrezajo opredelitvi vozila za posebne namene iz Priloge II Direktive 2007/46/ES, bi prav tako morala biti izključena iz področja uporabe te uredbe v skladu s politiko Skupnosti za pomoč invalidnim osebam.
Manufacturers should have flexibility to decide how to meet their targets under this Regulation and should be allowed to average emissions over their new car fleet rather than having to respect CO2 targets for each individual car.
Proizvajalci bi morali imeti pravico izbire načina dosege ciljev iz te uredbe ter možnost, da omejitev povprečnih vrednosti emisij CO2 uporabljajo za celoten novi vozni park in ne za vsak posamezen avtomobil.
Manufacturers should therefore be required to ensure that the average specific emission for all the new cars registered in the Community for which they are responsible does not exceed the average of the emissions targets for those cars.
Proizvajalci bi morali torej zagotoviti, da povprečje specifičnih emisij vseh novih avtomobilov, registriranih v Skupnosti in za katere so odgovorni ti proizvajalci, ne presega povprečja emisijskih ciljev za omenjene avtomobile.
This requirement should be phased in between 2012 and 2015 in order to facilitate the transition.
To zahtevo bi bilo treba uvesti postopno med letoma 2012 in 2015, da se olajša prehod.
It is not appropriate to use the same method to determine the emissions reduction targets for large-volume manufacturers as for small-volume manufacturers considered as independent on the basis of the criteria set out in this Regulation.
Ni primerno, da se uporabi ista metoda za določitev ciljev za zniževanje emisij za velike proizvajalce in za male proizvajalce, ki so na podlagi meril iz te uredbe obravnavani kot neodvisni.
Such small-volume manufacturers should have alternative emissions reduction targets relating to the technological potential of a given manufacturer's vehicles to reduce their specific emissions of CO2 and consistent with the characteristics of the market segments concerned.
Ti mali proizvajalci bi morali imeti alternativne cilje za zniževanje emisij, ki bi bili vezani na tehnološke možnosti vozil posamičnega proizvajalca, da zmanjšajo svoje emisije CO2, ter skladni z značilnostmi zadevnega tržnega segmenta.
This derogation should be covered by the review of the specific emissions targets in Annex I, to be completed by the beginning of 2013 at the latest.
To odstopanje bi moralo biti vključeno v revizijo specifičnih ciljev emisij iz Priloge I, ki naj se konča najpozneje do začetka leta 2013.
In determining the average specific emissions of CO2 for all the new cars registered in the Community for which manufacturers are responsible, all cars should be taken into account irrespective of their mass or other characteristics.
Pri določanju povprečnih specifičnih emisij CO2 za vse nove avtomobile, registrirane v Skupnosti, za katere so odgovorni proizvajalci, bi bilo treba upoštevati vse avtomobile, ne glede na maso in druge značilnosti.
Although Regulation (EC) No 715/2007 does not cover passenger cars with a reference mass exceeding 2610 kg and to which type approval is not extended in accordance with Article 2(2) of Regulation (EC) No 715/2007, the emissions for these cars should be measured in accordance with the same measurement procedure as specified for passenger cars in Regulation (EC) No 692/2008 [10].
Čeprav Uredba (ES) št. 715/2007 ne vključuje osebnih avtomobilov z referenčno maso, ki presega 2610 kg, in vozila, za katera se ne uporablja homologacija v skladu s členom 2(2) Uredbe (ES) št. 715/2007, bi bilo treba emisije za te avtomobile meriti v skladu z istim postopkom, kakor je določeno za osebna vozila v Uredbi (ES) št. 692/2008 [10].
The resulting CO2 emission values should be entered in the certificate of conformity of the vehicle in order to enable their inclusion in the monitoring scheme.
Tako dobljene vrednosti emisij CO2 bi bilo treba vpisati v certifikat o skladnosti vozil, da se omogoči njihova vključitev v shemo za spremljanje.
In order to provide for flexibility for the purposes of meeting their targets under this Regulation, manufacturers may agree to form a pool on an open, transparent and non-discriminatory basis.
Da bi bili proizvajalci bolj prilagodljivi, se za dosego ciljev iz tega predloga lahko združujejo na odprti, transparentni in nediskriminatorni osnovi za namene skupnega doseganja ciljev iz te uredbe.
An agreement to form a pool should not exceed five years but may be renewed.
Sporazum o združevanju sme trajati največ pet let, vendar se lahko obnovi.
Where manufacturers form a pool, they should be deemed to have met their targets under this Regulation provided that the average emissions of the pool as a whole do not exceed the target emissions for the pool.
Kjer se proizvajalci združijo, se šteje, da so dosegli zastavljene cilje iz te uredbe, če povprečna vrednost emisij vozil združenih proizvajalcev ne presega zastavljene vrednosti emisij za to združitev.
A robust compliance mechanism is necessary in order to ensure that the targets under this Regulation are met.
Potreben je trden mehanizem skladnosti, da se zagotovi doseganje ciljev iz te uredbe.
The specific emissions of CO2 from new passenger cars are measured on a harmonised basis in the Community according to the methodology laid down in Regulation (EC) No 715/2007.
Specifične emisije CO2 iz novih osebnih avtomobilov se merijo na usklajeni osnovi Skupnosti v skladu z metodologijo, določeno z Uredbo (ES) št. 715/2007.
To minimise the administrative burden of this Regulation, compliance should be measured by reference to data on registrations of new cars in the Community collected by Member States and reported to the Commission.
Da se zmanjša upravno breme te uredbe, bi bilo treba skladnost ugotavljati s podatki o registraciji novih avtomobilov v Skupnosti, ki jih zbirajo države članice in jih posredujejo Komisiji.
To ensure the consistency of the data used to assess compliance, the rules for the collection and reporting of this data should be harmonised as far as possible.
Da se zagotovi usklajenost podatkov za oceno skladnosti, bi morala biti pravila za zbiranje in posredovanje teh podatkov čim bolj usklajena.
Directive 2007/46/EC provides that manufacturers are to issue a certificate of conformity which must accompany each new passenger car and that Member States are to permit the registration and entry into service of a new passenger car only if it is accompanied by a valid certificate of conformity.
Direktiva 2007/46/ES določa, da morajo proizvajalci izdati certifikat o skladnosti, ki mora biti priložen vsakemu novemu osebnemu avtomobilu, in da smejo države članice dovoliti registracijo in začetek uporabe novega osebnega avtomobila le, če mu je priložen veljaven certifikat o skladnosti.
Data collected by Member States should be consistent with the certificate of conformity issued by the manufacturer for the passenger car and should be based on this reference only.
Podatki, ki jih zbirajo države članice, bi morali biti skladni s certifikatom o skladnosti, ki ga izda proizvajalec osebnega avtomobila, in bi jih bilo treba zbirati zgolj na podlagi navedenega potrdila.
Should Member States, for justified reasons, not use the certificate of conformity to complete the process of registration and entry into service of a new passenger car, they should put the necessary measures in place to ensure adequate accuracy in the monitoring procedure.
Če države članice iz utemeljenih razlogov ne bi uporabljale certifikata o skladnosti ob zaključku postopka registracije in začetku uporabe novega osebnega avtomobila, bi morale sprejeti potrebne ukrepe za zagotavljanje ustreznega postopka spremljanja.
There should be a Community standard database for certificate of conformity data.
Treba bi bilo vzpostaviti bazo podatkov Skupnosti o standardih za podatke iz certifikata o skladnosti.
It should be used as a single reference to enable Member States to more easily maintain their registration data when vehicles are newly registered.
Uporabljati bi se morala kot edina referenca, s čimer bi se državam članicam omogočilo, da bi lažje upravljale s svojimi podatki o registraciji pri novo registriranih vozilih.
Manufacturers' compliance with the targets under this Regulation should be assessed at Community level.
Skladnost proizvajalcev s cilji iz te uredbe bi bilo treba oceniti na ravni Skupnosti.
It should increase over time.
S časom bi jo bilo treba postopoma zviševati.
In order to provide a sufficient incentive to take measures to reduce specific emissions of CO2 from passenger cars, the premium should reflect technological costs.
Da bi premija pomenila zadostno spodbudo za sprejetje ukrepov za zmanjševanje specifičnih emisij CO2 iz osebnih avtomobilov, bi morala odražati tehnološke stroške.
The amounts of the excess emissions premium should be considered as revenue for the general budget of the European Union.
Zneske premije za presežne emisije je treba šteti za prihodek v splošnem proračunu Evropske unije.
Any national measure that Member States may maintain or introduce in accordance with Article 176 of the Treaty should not, in consideration of the purpose of and procedures established by this Regulation, impose additional or more stringent penalties on manufacturers who fail to meet their targets under this Regulation.
Kateri koli nacionalni ukrep, ki ga države članice ohranijo ali uvedejo v skladu s členom 176 Pogodbe, ne bi smel, ob upoštevanju namena in postopkov, ki jih uvaja ta uredba, nalagati dodatnih ali strožjih kazni proizvajalcem, ki ne dosegajo ciljev, ki so jih dolžni dosegati po tej uredbi.
This Regulation should be without prejudice to the full application of Community competition rules.
Ta uredba ne bi smela posegati v popolno uporabo pravil Skupnosti o konkurenci.
The Commission should consider new modalities for reaching the long-term target, in particular the slope of the curve, the utility parameter and the excess emissions premium scheme.
Komisija bi morala preučiti nove načine za doseganje dolgoročnega cilja, zlasti naklon krivulje, kazalec uporabnosti in shemo premij za presežne emisije.
In particular, the Commission should be empowered to amend the monitoring and reporting requirements in the light of the experience of the application of this Regulation, to establish methods for the collection of excess emissions premiums, to adopt detailed provisions concerning the derogation for certain manufacturers, and to adapt Annex I to take account of the evolution of the mass of new passenger cars registered in the Community and to reflect any change in the regulatory test procedure for the measurement of specific emissions of CO2.
Zlasti bi bilo treba Komisiji podeliti pooblastila za spreminjanje zahtev za spremljanje in nadzorovanje ter poročanje glede na izkušnje, ki izhajajo iz izvajanja te uredbe, za vzpostavitev metod za zbiranje premij za presežne emisije, za sprejetje podrobnih določb glede odstopanja za določene proizvajalce ter za prilagoditev Priloge I, da se upoštevajo spremembe mase novih vozil, registriranih v Skupnosti, in da bi bile vidne vse spremembe v regulativnem preskusnem postopku za merjenje specifičnih emisij CO2.
Decision No 1753/2000/EC should be repealed for reasons of simplification and legal clarity.
Odločbo št. 1753/2000/ES bi bilo treba razveljaviti zaradi poenostavitve in pravne jasnosti.
Since the objective of this Regulation, namely establishing CO2 emissions performance requirements for new passenger cars in order to ensure the proper functioning of the internal market and to achieve the Union's overall objective of reducing emissions of greenhouse gases, cannot be sufficiently achieved by the Member States and can therefore, by reason of the scale and effects of the proposed action, be better achieved at Community level, the Community may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty.
Ker cilja te uredbe, in sicer določitve zahtev za vrednosti emisij CO2 za nove osebne avtomobile z namenom zagotavljanja ustreznega delovanja notranjega trga in doseganja skupnega cilja Unije o zmanjšanju emisij toplogrednih plinov, države članice same ne morejo zadovoljivo doseči in ga je zaradi obsega in učinkov predlaganega ukrepa lažje doseči na ravni Skupnosti, lahko Skupnost sprejme ukrepe v skladu z načelom subsidiarnosti iz člena 5 Pogodbe.