natgillin/translations-raw huggingface dataset:
The Commission shall adopt detailed rules on the implementation of Article 14 of the Interim Agreement, and thereafter Article 29 of the SAA, concerning the tariff quotas for fish and fishery products, by means of implementing acts.
Komisija z izvedbenimi akti sprejme podrobna pravila za izvajanje člena 14 Začasnega sporazuma ter pozneje člena 29 SPS glede tarifnih kvot za ribe in ribiške proizvode.
However, Articles 2, 3 and 4 shall apply from 1 February 2010.
Členi 2, 3 in 4 pa se uporabljajo od 1. februarja 2010.
Regulation (EU) No 333/2014 of the European Parliament and of the Council
Uredba (EU) št. 333/2014 Evropskega parlamenta in Sveta
amending Regulation (EC) No 443/2009 to define the modalities for reaching the 2020 target to reduce CO2 emissions from new passenger cars
o spremembi Uredbe (ES) št. 443/2009 zaradi opredelitve načinov za doseganje cilja za leto 2020 glede zmanjšanja emisij CO2 iz novih osebnih avtomobilov
Pursuant to Article 13(5) of Regulation (EC) No 443/2009 of the European Parliament and of the Council [3] the Commission is to review the modalities of achieving the 95 g CO2/km target by 2020 in a cost-effective manner, including the formulae set out in Annex I to that Regulation and the derogations provided for in Article 11 thereof.
V skladu s členom 13(5) Uredbe (ES) št. 443/2009 Evropskega parlamenta in Sveta [3] mora Komisija pregledati načine za dosego cilja 95 g CO2/km do leta 2020, ki bodo stroškovno učinkoviti, vključno s formulami iz Priloge I k navedeni uredbi in odstopanji iz člena 11 navedene uredbe.
It is appropriate that this Regulation be as neutral as possible from the point of view of competition, socially equitable and sustainable.
Primerno je, da je ta uredba biti čim bolj nevtralna z vidika konkurence, socialno pravična in trajnostna.
The further development of the worldwide market for advanced technologies aimed at improving the efficiency of passenger cars is in line with the Commission’s Communication of 21 January 2011 entitled: ‘A resource-efficient Europe — Flagship initiative under the Europe 2020 strategy’, which supports the shift to a resource-efficient, low-carbon economy for achieving sustainable growth.
Nadaljnji razvoj svetovnega trga naprednih tehnologij za izboljšanje učinkovitosti osebnih vozil je skladen s Sporočilom Komisije z dne 21. januarja 2011 z naslovom: „Evropa, gospodarna z viri – vodilna pobuda iz strategije Evropa 2020“, ki podpira premik v smeri nizkoogljičnega gospodarstva, gospodarnega z viri, za doseganje trajnostne rasti.
It is appropriate to clarify that, for the purpose of verifying compliance with the target of 95 g CO2/km, CO2 emissions should continue to be measured in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council [4] and its implementing measures and innovative technologies.
Primerno je pojasniti, da bi bilo treba pri preverjanju, ali je izpolnjen cilj 95 g CO2/km, emisije CO2 še naprej meriti v skladu z Uredbo (ES) št. 715/2007 Evropskega parlamenta in Sveta [4] ter njenimi izvedbenimi ukrepi in inovativnimi tehnologijami.
High fossil fuel prices have a negative impact on economic recovery and on energy security and affordability in the Union.
Visoke cene fosilnih goriv negativno vplivajo na oživitev gospodarstva ter energetsko varnost in cenovno dostopnost energije v Uniji.
Increasing, therefore, the efficiency and sustainability of new passenger cars and light commercial vehicles, thus reducing the dependency on oil, is a priority.
Zato je večanje učinkovitosti in trajnosti novih osebnih vozil ter lahkih gospodarskih vozil prednostna naloga, s katero bomo zmanjšali svojo odvisnost od nafte.
In recognition of the high research and development and unit production costs of early generations of ultra-low emission vehicles, it is appropriate to accelerate and facilitate, on an interim basis and to a limited extent, the process of their introduction into the Union market at their initial stages of commercialisation.
Glede na visoke stroške raziskav in razvoja ter stroške na enoto proizvoda prvih generacij vozil z izjemno nizkimi emisijami je v prvih fazah njihovega trženja ustrezno začasno in v omejem obsegu pospešiti in olajšati postopek njihovega uvajanja na trg Unije.
Actors at different levels should give appropriate attention to identifying and disseminating best practices for stimulating demand for ultra-low emission vehicles.
Akterji na različnih ravneh bi morali ustrezno pozornost nameniti opredelitvi in širjenju najboljših praks, s katerimi bi pospešili povpraševanje po vozilih z izjemno nizkimi emisijami.
The lack of alternative fuel infrastructure and of common technical specifications for the vehicle-infrastructure interface could be an obstacle to the market uptake of ultra-low emission vehicles.
Pomanjkanje alternativne infrastrukture za goriva in splošnih tehničnih specifikacij za vmesnike med vozili in infrastrukturo bi lahko oviralo prodor vozil z izjemno nizkimi emisijami na trg.
Ensuring the building-up of such infrastructure in the Union could facilitate the work of market forces and contribute to economic growth in Europe.
Z zagotavljanjem izgradnje take infrastrukture v Uniji bi lahko olajšali delo tržnim silam in prispevali h gospodarski rasti v Evropi.
In recognition of the disproportionate impact on the smallest manufacturers resulting from compliance with specific emissions targets defined on the basis of the utility of the vehicle, the high administrative burden of the derogation procedure, and the marginal resulting benefit in terms of CO2 emissions reduction from the vehicles sold by those manufacturers, manufacturers responsible for fewer than 1000 new passenger cars registered in the Union annually should be excluded from the scope of the specific emissions target and the excess emissions premium.
Glede na nesorazmeren vpliv izpolnjevanja ciljev specifičnih emisij, opredeljenih na podlagi uporabnosti vozila, na najmanjše proizvajalce, veliko upravno obremenitev v zvezi s postopkom za odobritev odstopanja in le neznatne koristi v smislu zmanjšanja emisij CO2 iz vozil, ki jih prodajo ti proizvajalci, bi morali biti proizvajalci, ki so odgovorni za manj kot 1000 novih osebnih avtomobilov, letno registriranih v Uniji, izključeni iz področja uporabe cilja specifičnih emisij in premije za presežne emisije.
In order to ensure from the earliest point legal certainty for those manufacturers, it is essential that this derogation apply from 1 January 2012.
Da bi od vsega začetka zagotovili pravno varnost za te proizvajalce, je bistveno, da se to odstopanje uporablja od 1. januarja 2012 dalje.
The procedure for granting a derogation to small-volume manufacturers should be simplified to allow for more flexibility in terms of when an application for a derogation is to be submitted by such manufacturers and when the Commission is to grant such a derogation.
Postopek za odobritev odstopanja malim proizvajalcem bi bilo treba poenostaviti, da se omogoči večja prilagodljivost glede tega, kdaj morajo taki proizvajalci vložiti prošnjo za odstopanje in kdaj mora Komisija odobritvi takšno odstopanje.
The Commission should, by 2015, review such aspects and submit a report to the European Parliament and to the Council on its findings.
Komisija bi morala do leta 2015 te vidike pregledati ter o svojih ugotovitvah poročati Evropskemu parlamentu in Svetu.
Under Regulation (EC) No 443/2009, the Commission is required to carry out an impact assessment in order to review the test procedures with a view to reflecting adequately the real CO2 emissions behaviour of cars.
V skladu z Uredbo (ES) št. 443/2009 mora Komisija izvesti oceno učinka za pregled preskusnih postopkov, da bodo ustrezno odražali dejansko vedenje vozil v zvezi z emisijami CO2.
There is a need to amend the currently used ‘New European Driving Cycle’ (NEDC), to ensure its representativeness regarding real driving conditions and to avoid the underestimation of real CO2 emissions and fuel consumption.
Treba je spremeniti „nov evropski vozni cikel“ (NEDC), ki se sedaj uporablja, in s tem zagotoviti, da bo odražal dejanske pogoje vožnje, ter preprečili podcenjevanje realnih vrednosti emisij CO2 in porabe goriva.
Work in this direction is proceeding through the development of a Worldwide harmonized Light vehicles Test Procedure (WLTP) in the framework of the United Nations Economic Commission for Europe but has not yet been completed.
Delo v tej smeri poteka prek razvoja globalno usklajenega preskusnega postopka za lahka vozila (WLTP) znotraj Ekonomske komisije Združenih narodov za Evropo, vendar še ni končano.
In order to ensure that specific CO2 emissions quoted for new passenger cars are brought more closely into line with the emissions actually generated during normal conditions of use, the WLTP should be applied at the earliest opportunity.
Da bi zagotovili, da bodo specifične emisije CO2, navedene pri novih osebnih vozilih, v večji meri usklajene z emisijami, ki dejansko nastanejo pri normalnih pogojih uporabe, bi se moral WLTP čim prej začeti uporabljati.
In view of that context, Annex I to Regulation (EC) No 443/2009 establishes emission limits for 2020 as measured in accordance with Regulation (EC) No 715/2007 and Annex XII to Commission Regulation (EC) No 692/2008 [5].
Glede na to so v Prilogi I k Uredbi (ES) št. 443/2009 določene mejne vrednosti emisij za leto 2020, izmerjene v skladu z Uredbo (ES) št. 715/2007 in Prilogo XII k Uredbi Komisije (ES) št. 692/2008 [5].
When the test procedures are amended, the limits set in Annex I to Regulation (EC) No 443/2009 should be adjusted to ensure comparable stringency for manufacturers and classes of vehicles.
Ko bodo preskusni postopki spremenjeni, bi bilo treba mejne vrednosti iz Priloge I Uredbe (ES) št. 443/2009 prilagoditi, da se zagotovi primerljiva strogost za proizvajalce in razrede vozil.
Accordingly, the Commission should carry out a robust correlation study between the NEDC and the new WLTP test cycles to ensure its representativeness regarding real driving conditions.
Zato bi morala Komisija izvesti obširno raziskavo o korelacijah med preskusnima cikloma NEDC in WLTP, da bi zagotovili, da slednji odraža dejanske pogoje vožnje.
With a view to ensuring that real world emissions are adequately reflected, and measured CO2 values are strictly comparable, the Commission should ensure that those elements in the testing procedure that have a significant influence on measured CO2 emissions are strictly defined in order to prevent the utilisation of test cycle flexibilities by manufacturers.
Za zagotovitev ustrezen prikaz dejanskih emisij po svetu in natančno primerljivosti izmerjenih vrednosti CO2 bi morala Komisija zagotoviti, da se tisti elementi preskusnega postopka, ki bistveno vplivajo na izmerjene emisije CO2, strogo določijo, s čimer bi proizvajalcem preprečili prilagajanje v preskusnem ciklu.
The deviations between type-approval CO2 emission values and emissions derived from vehicles offered for sale should be addressed, including by considering an in-service conformity test procedure that should ensure independent testing of a representative sample of vehicles for sale, as well as ways of addressing cases of demonstrated substantial divergence between survey and initial type-approval CO2 emissions.
Obravnavati bi morali razhajanja med vrednostmi emisij CO2 homologiranih vozil in emisijami vozil, ki so naprodaj, in pri tem preučiti tudi možnost uvedbe postopka za preskus skladnosti v uporabi, ki bi zagotavljal neodvisno preskušanje reprezentativnega vzorca vozil, ki so naprodaj, kakor tudi načine obravnave primerov dokazanega bistvenega razhajanja med vrednostnima emisij CO2 iz preskusa in prvotno homologiranega vozila.
The wording of Article 3(2) of Regulation (EC) No 443/2009 should be adjusted to ensure that the concept of connected undertakings is in line with Council Regulation (EC) No 139/2004 [6] as well as with Article 3(2) of Regulation (EU) No 510/2011 of the European Parliament and of the Council [7].
Besedilo člena 3(2) Uredbe (ES) št. 443/2009 bi bilo treba prilagoditi, da se zagotovi usklajenost pojma povezanih podjetij z Uredbo Sveta (ES) št. 139/2004 [6] ter členom 3(2) Uredbe (EU) št. 510/2011 Evropskega parlamenta in Sveta [7].
Regulation (EC) No 443/2009 confers powers on the Commission to implement some of its provisions in accordance with the procedures laid down in Council Decision 1999/468/EC [8].
Z Uredbo (ES) št. 443/2009 se na Komisijo prenese pooblastilo za izvajanje nekaterih določb v skladu s postopki iz Sklepa Sveta 1999/468/ES [8].
As a consequence of the entry into force of the Treaty of Lisbon, those powers need to be aligned to Articles 290 and 291 of the Treaty on the Functioning of the European Union (TFEU).
Zaradi začetka veljavnosti Lizbonske pogodbe je treba navedena pooblastila uskladiti s členoma 290 in 291 Pogodbe o delovanju Evropske unije (PDEU).
In order to ensure uniform conditions for the implementation of Regulation (EC) No 443/2009, implementing powers should be conferred on the Commission.
Za zagotovitev enotnih pogojev izvajanja Uredbe (ES) št. 443/2009 bi bilo treba na Komisiji prenesti izvedbena pooblastila.
The power to adopt acts in accordance with Article 290 of the TFEU should be delegated to the Commission in order to amend Annex II to Regulation (EC) No 443/2009 as regards data requirements and data parameters; supplement the rules on the interpretation of the eligibility criteria for derogations from the specific emissions targets, on the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO2; adjust the figure of M0, referred to in Annex I to Regulation (EC) No 443/2009, to the average mass of new passenger cars in the previous three calendar years; and adapt the formulae in Annex I to Regulation (EC) No 443/2009.
Na Komisijo bi bilo treba prenesti pooblastilo, da v skladu s členom 290 PDEU sprejme akte zaradi sprememb Priloge II k Uredbi (ES) št. 443/2009 v zvezi z zahtevami glede podatkov in podatkovnimi kazalci; dopolnitve pravil o razlagi meril za upravičenost do odstopanj od ciljev specifičnih emisij, o vsebini prošenj za odstopanje ter o vsebini in oceni programov za zmanjšanje specifičnih emisij CO2; prilagoditev vrednosti M0 iz Priloge I k Uredbi (ES) št. 443/2009 povprečni masi novih osebnih avtomobilov iz preteklih treh koledarskih let; ter sprememb formul iz Priloge I k Uredbi (ES) št. 443/2009.
It is appropriate to retain the approach of setting the target based on a linear relationship between the utility of the car and its target CO2 emissions as expressed by the formulae set out in Annex I to Regulation (EC) No 443/2009, since this allows the diversity of the passenger car market and the ability of manufacturers to address different consumer needs to be maintained, thus avoiding any unjustified distortion of competition.
Ohraniti bi bilo treba pristop, v skladu s katerim se cilj določi na podlagi linearnega razmerja med uporabnostjo avtomobila in njegovimi ciljnimi emisijami CO2 po formulah iz Priloge I k Uredbi (ES) št. 443/2009, ker se lahko tako ohranita raznolikost na trgu osebnih avtomobilov in zmožnost proizvajalcev, da izpolnijo različne potrebe potrošnikov, ter prepreči kakršno koli neupravičeno izkrivljanje konkurence.
In its impact assessment, the Commission assessed the availability of footprint data and the use of footprint as the utility parameter in the formulae set out in Annex I to Regulation (EC) No 443/2009.
Komisija je v svoji oceni učinka ocenila razpoložljivost podatkov o odtisih in možnost, da bi se odtis uporabljal kot kazalci uporabnosti v formulah iz Priloge I k Uredbi (ES) št. 443/2009.
On the basis of that assessment, the Commission has concluded that the utility parameter used in the formula for 2020 should be mass.
Na podlagi te ocene je Komisija ugotovila, da bi bilo treba kot kazalec uporabnosti v formuli za leto 2020 uporabiti maso.
Nevertheless, the lower cost and merits of a change to footprint as the utility parameter should be considered in the future review.
Vendar bi bilo treba pri prihodnjem pregledu preučiti nižje stroške in prednosti, ki bi nastali, če bi se kot kazalec uporabnosti začel uporabljati odtis.
Policy action should therefore be taken to guide manufacturers towards optimal solutions taking account of, in particular, greenhouse gas emissions associated with the generation of energy supplied to vehicles such as electricity and alternative fuels, and to ensure that those upstream emissions do not erode the benefits related to the improved operational energy use of vehicles aimed for under Regulation (EC) No 443/2009.
Zato bi bilo treba sprejeti ukrepe politike, ki bodo proizvajalce usmerjali v iskanje optimalnih rešitev, pri čemer se bodo upoštevale zlasti emisije toplogrednih plinov, povezane s proizvodnjo energije, ki se dobavlja za vozila, na primer električne energije in alternativnih goriv, obenem pa zagotavljali, da te emisije v predhodnih fazah proizvodne verige ne bodo nevtralizirale koristi, povezane z boljšo porabo energije med vožnjo vozil, ki je cilj Uredbe (ES) št. 443/2009.
Since the objective of this Regulation, namely to define the modalities for reaching the 2020 target to reduce CO2 emissions from new passenger cars, cannot be sufficiently achieved by the Member States but can rather, by reason of its scale and effects, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union.
Ker cilja te uredbe, in sicer opredelitve načinov za doseganje cilja za leto 2020 glede zmanjšanja emisij CO2 iz novih osebnih avtomobilov, države članice ne morejo zadovoljivo doseči, temveč se zaradi obseg in učinkov lažje doseže na ravni Unije, lahko Unija sprejme ukrepe v skladu z načelom subsidiarnosti iz člena 5 Pogodbe o Evropski uniji.
Regulation (EC) No 443/2009 should therefore be amended accordingly,
Uredbo (ES) št. 443/2009 bi bilo zato treba ustrezno spremeniti –
Regulation (EC) No 443/2009 is amended as follows:
Uredba (ES) št. 443/2009 se spremeni:
in Article 1, the second paragraph is replaced by the following:
v členu 1 se drugi odstavek nadomesti z naslednjim:
‘From 2020 onwards, this Regulation sets a target of 95 g CO2/km for the average emissions of the new car fleet as measured in accordance with Regulation (EC) No 715/2007 and Annex XII to Regulation (EC) No 692/2008 and its implementing measures and innovative technologies.’;
„S to uredbo se od leta 2020 za nov vozni park določa cilj 95 g CO2/km za povprečne emisije, izmerjene v skladu z Uredbo (ES) št. 715/2007 ter Prilogo XII k Uredbi (ES) št. 692/2008 in njenimi izvedbenimi ukrepi ter inovativnimi tehnologijami.“;
With effect from 1 January 2012, Article 4, Article 8(4)(b) and (c), Article 9 and Article 10(1)(a) and (c) shall not apply to a manufacturer which, together with all of its connected undertakings, is responsible for fewer than 1000 new passenger cars registered in the Union in the previous calendar year.’;
Z učinkom od 1. januarja 2012 se člen 4, člen 8(4)(b) in (c), člen 9 ter člen 10(1)(a) in (c) ne uporabljajo za proizvajalca, ki je skupaj z vsemi svojimi povezanimi podjetji odgovoren za manj kot 1000 novih osebnih avtomobilov, registriranih v Uniji v prejšnjem koledarskem letu.“;
in point (a) of Article 3(2), the first indent is replaced by the following:
v točki (a) člena 3(2) se prva alinea nadomesti z naslednjim:
the power to exercise more than half the voting rights, or’;
pooblastilo za uveljavljanje več kakor polovice glasovalnih pravic, ali“;
in Article 4, the second paragraph is replaced by the following:
v členu 4 se drugi odstavek nadomesti z naslednjim:
‘For the purposes of determining each manufacturer’s average specific emissions of CO2, the following percentages of each manufacturer’s new passenger cars registered in the relevant year shall be taken into account:
„Za namene določanja povprečnih specifičnih emisij CO2 vsakega proizvajalca se upoštevajo naslednji odstotki novih osebnih avtomobilov vsakega proizvajalca, registriranih v ustreznem letu:
100 % from 2015 to 2019,
100 % od leta 2015 do leta 2019,
100 % by the end of 2020 onwards.’;
100 % po koncu leta 2020.“;
Super-credits for 95 g CO2/km target
Olajšave za cilj 95 g CO2/km
2 passenger cars in 2020,
2 osebna avtomobila v letu 2020,
1,67 passenger cars in 2021,
1,67 osebnega avtomobila v letu 2021,
1,33 passenger cars in 2022,
1,33 osebnega avtomobila v letu 2022,
1 passenger car from 2023,
1 osebni avtomobil od leta 2023 dalje,
for the year in which it is registered in the period from 2020 to 2022, subject to a cap of 7,5 g CO2/km over that period for each manufacturer.’;
za leto, v katerem je registriran v obdobju med letoma 2020 in 2022, pri čemer velja zgornja meja 7,5 g CO2/km za celotno obdobje za posameznega proizvajalca.“;
in Article 8, paragraph 9 is replaced by the following:
v členu 8 se odstavek 9 nadomesti z naslednjim:
The Commission shall adopt detailed rules on the procedures for monitoring and reporting of data under this Article and on the application of Annex II by means of implementing acts.
Komisija z izvedbenimi akti sprejme podrobna pravila o postopkih za spremljanje in poročanje o podatkih iz tega člena ter o uporabi Priloge II.
Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 14(2).
Navedeni izvedbeni akti se sprejmejo v skladu s postopkom pregleda iz člena 14(2).
The Commission shall be empowered to adopt delegated acts in accordance with Article 14a in order to amend the data requirements and data parameters set out in Annex II.’;
Na Komisijo se prenese pooblastilo za sprejemanje delegiranih aktov v skladu s členom 14a zaradi spremembe zahtev glede podatkov in podatkovnih parametrov iz Priloge II.“;
The Commission shall determine the means for collecting excess emissions premiums under paragraph 1 by means of implementing acts.
Komisija z izvedbenimi akti določi načine zbiranja premij za presežne emisije iz odstavka 1.
Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 14(2).’;
Navedeni izvedbeni akti se sprejmejo v skladu s postopkom pregleda iz člena 14(2).“;
in paragraph 3, the last sentence is deleted;
zadnji stavek odstavka 3 se črta;
in paragraph 4, point (b) of the second subparagraph is replaced by the following:
v odstavku 4 se točka (b) drugega pododstavka nadomesti z naslednjim:
if the application is in relation to points (a) and (b) of point 1 of Annex I, a target which is a 25 % reduction on the average specific emissions of CO2 in 2007 or, where a single application is made in respect of a number of connected undertakings, a 25 % reduction on the average of those undertakings’ average specific emissions of CO2 in 2007.’;
kadar je prošnja povezana s točkama (a) in (b) točke 1 Priloge I, cilj, ki je zmanjšanje za 25 % glede na povprečne specifične emisije CO2 leta 2007, ali kadar več povezanih podjetij vloži eno prošnjo, za 25 % glede na njihove povprečne specifične emisije CO2 leta 2007.“;
in paragraph 4, second subparagraph, the following point is added:
v drugem pododstavku odstavka 4 se doda naslednja točka:
if the application is in relation to point (c) of point 1 of Annex I, a target which is a 45 % reduction on the average specific emissions of CO2 in 2007 or, where a single application is made in respect of a number of connected undertakings, a 45 % reduction on the average of those undertakings’ average specific emissions of CO2 in 2007.’;
kadar je prošnja povezana s točko (c) točke 1 Priloge I, cilj, ki je zmanjšanje za 45 % glede na povprečne specifične emisije CO2leta 2007, ali kadar več povezanih podjetij vloži eno prošnjo, za 45 % glede na njihove povprečne specifične emisije CO2 leta 2007.“;