natgillin/translations-raw huggingface dataset:
amending Regulation (EU) No 510/2011 to define the modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles
o spremembi Uredbe (EU) št. 510/2011 zaradi opredelitve načinov za doseganje cilja za leto 2020 glede zmanjšanja emisij CO2 iz novih lahkih gospodarskih vozil
Pursuant to Article 13(1) of Regulation (EU) No 510/2011 of the European Parliament and of the Council [3] the Commission is, subject to confirmation of its feasibility, to review the modalities of achieving the 147 g CO2/km target by 2020, including the formulae set out in Annex I to that Regulation and the derogations provided for in Article 11 thereof.
Na podlagi člena 13(1) Uredbe (EU) št. 510/2011 Evropskega parlamenta in Sveta [3] Komisija po potrditvi izvedljivosti pregleda načine za dosego cilja 147 g CO2 /km do leta 2020, vključno s formulami iz Priloge I k navedeni uredbi in odstopanji iz njenega člena 11.
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 čim bolj nevtralna z vidika konkurence, socialno pravična in trajnostna.
In view of the link between CO2 emissions and fuel consumption, defining modalities for reducing CO2 emissions from light commercial vehicles could also contribute to reducing fuel consumption and related costs for owners of such vehicles in a cost-effective manner.
Zaradi povezave med emisijami CO2 in porabo goriva bi lahko opredelitev načinov za zmanjšanje emisij CO2 iz lahkih gospodarskih vozil prispevala tudi k stroškovno učinkovitemu zmanjšanju porabe in stroškov goriva za lastnike takih vozil.
It is appropriate to clarify that, for the purpose of verifying compliance with the target of 147 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.
Pojasniti je treba, da bi bilo treba pri preverjanju, ali je izpolnjen cilj 147 g CO2/km, emisije CO2 še naprej meriti v skladu z Uredbo (ES) št. 715/2007 Evropskega parlamenta in Sveta [4] ter izvedbenimi ukrepi in inovativnimi tehnologijami.
According to the technical analysis carried out for the impact assessment, the technologies needed to meet the target of 147 g CO2/km are available and the required reductions can be achieved at a lower cost than estimated in the previous technical analysis carried out prior to the adoption of Regulation (EU) No 510/2011.
Glede na tehnično analizo, ki je bila opravljena v okviru ocene učinka, so na voljo tehnologije, potrebne za doseganje cilja 147 g CO2/km, pri čemer je mogoče zahtevana znižanja doseči z nižjimi stroški, kot so bili ocenjeni v predhodni tehnični analizi, opravljeni pred sprejetjem Uredbe (EU) št. 510/2011.
In addition, the distance between the current average specific emissions of CO2 from new light commercial vehicles and the target of 147 g CO2/km has also decreased.
Poleg tega se je zmanjšala tudi razlika med sedanjimi povprečnimi specifičnimi emisijami CO2 iz novih lahkih gospodarskih vozil in zastavljenim ciljem 147 g CO2/km.
Therefore, the feasibility of reaching that target by 2020 has been confirmed.
Zato je izvedljivost doseganja tega cilja do leta 2020 potrjena.
In recognition of the disproportionate impact on the smallest manufacturers resulting from compliance with the 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 light commercial vehicles 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 neznatne koristi, ki pri tem nastanejo, zaradi zmanjšanja emisij CO2 iz vozil, ki jih prodajo ti proizvajalci, bi morali biti proizvajalci, ki so na leto odgovorni za manj kot 1000 novih lahkih gospodarskih vozil, registriranih v Uniji, izključeni iz cilja specifičnih emisij in premije za presežne emisije.
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 bi omogočili več prožnosti v zvezi s časovnim okvirom pri vložitvi prošnje za odstopanje, ki jo vložijo taki proizvajalci, in v zvezi z odločitvijo Komisije o odobritvi takega odstopanja.
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 take vidike pregledati ter o svojih ugotovitvah poročati Evropskemu parlamentu in Svetu.
That report should include, where appropriate, proposals for amending Regulation (EU) No 510/2011 in relation to establishing CO2 emission targets for new light commercial vehicles beyond 2020, including the possible setting of a realistic and achievable target for 2025, based on a comprehensive impact assessment that would consider the continued competitiveness of the industry and its dependent industries, while pursuing a clear emissions reduction trajectory in line with the Union’s long-term climate goals.
V tem poročilu bi morali biti po potrebi tudi predlogi za spremembo Uredbe (EU) št. 510/2011 v zvezi z določitvijo ciljev emisij CO2 za nova lahka gospodarska vozila za obdobje po letu 2020, vključno z morebitnim realnim in uresničljivim ciljem za leto 2025, ki bodo temeljili na celoviti oceni učinka, v kateri bo upoštevana nadaljnja konkurenčnost industrije in od nje odvisnih industrijskih vej, pri čemer se upošteva jasen načrt za zmanjšanje emisij v skladu z dolgoročnimi podnebnimi cilji Unije.
When developing such proposals, the Commission should ensure they are as neutral as possible from the point of view of competition and are socially equitable and sustainable.
Komisija bi morala pri pripravi takšnih predlogov zagotoviti, da bodo čim bolj nevtralen z vidika konkurence ter socialno pravični in trajnostni.
Greenhouse gas emissions related to energy supply and vehicle manufacturing and disposal are significant components of the current overall road transport carbon footprint and are likely to significantly increase in importance in the future.
Emisije toplogrednih plinov, povezane z oskrbo z energijo ter proizvodnjo in odlaganjem vozil, so bistvene sestavine sedanjega ogljičnega odtisa cestnega prometa v celoti in bodo v prihodnosti verjetno še mnogo bolj pomembne.
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 (EU) No 510/2011.
Zato bi bilo treba sprejeti ukrepe politike, ki bodo proizvajalce usmerjali v iskanje optimalnih rešitev, pri čemer bodo upoštevane 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, povezanih z boljšo porabo energije med vožnjo vozil, ki je cilj Uredbe (EU) št. 510/2011.
Pursuant to Article 13(3) of Regulation (EU) No 510/2011, the Commission is required to publish a report on the availability of data on footprint and payload and their use as utility parameters for determining specific CO2 emissions targets as expressed by the formulae set out in Annex I to Regulation (EU) No 510/2011.
Na podlagi člena 13(3) Uredbe (EU) št. 510/2011 Komisija objavi poročilo o razpoložljivosti podatkov o odtisih in koristnem tovoru ter njihovi uporabi kot kazalnikih uporabnosti za določitev ciljev specifičnih emisij CO2, kot so izražene v formulah iz Priloge I k Uredbi (EU) št. 510/2011.
Although those data are available and their potential use has been assessed in the impact assessment, it has been concluded that it is more cost-effective to retain mass in running order as the utility parameter for the 2020 target for light commercial vehicles.
Čeprav so ti podatki na voljo in je bila možnost njihove uporabe obravnavana v oceni učinka, je bilo ugotovljeno, da je stroškovno učinkoviteje, če se kot kazalnik uporabnosti za cilj za leto 2020 za lahka gospodarska vozila ohrani masa vozila, pripravljenega za vožnjo.
It is appropriate to retain the approach of setting the target based on a linear relationship between the utility of the light commercial vehicle and its target CO2 emissions as expressed by the formulae set out in Annex I to Regulation (EU) No 510/2011, since this allows the diversity of the light commercial vehicle 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 lahkega gospodarskega vozila in njegovimi ciljnimi emisijami CO2 po formulah iz Priloge I k Uredbi (EU) št. 510/2011, ker se lahko tako ohranita raznolikost na trgu lahkih gospodarskih vozil in zmožnost proizvajalcev, da izpolnijo različne potrebe potrošnikov, ter s tem prepreči kakršno koli neupravičeno izkrivljanje konkurence.
It is however appropriate to update that approach to reflect the latest available data on registrations of new light commercial vehicles.
Vendar bi bilo treba ta pristop posodobiti, da se upoštevajo najnovejši razpoložljivi podatki o registracijah novih lahkih gospodarskih vozil.
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 (EU) No 510/2011.
Komisija je v svoji oceni učinka ocenila razpoložljivost podatkov o odtisih in možnost, da odtis uporabi kot kazalnik uporabnosti v formulah iz Priloge I k Uredbi (EU) št. 510/2011.
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 navedene ocene je Komisija ugotovila, da bi bilo treba kot kazalnik uporabnosti v formuli za leto 2020 uporabiti maso.
Under Regulation (EC) No 443/2009 of the European Parliament and of the Council [5] 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 Evropskega parlamenta in Sveta [5] mora Komisija izvesti oceno učinka za pregled preskusnih postopkov, da bodo odražali dejansko vedenje vozil v zvezi z emisijami CO2.
Regulation (EU) No 510/2011 extends the review of the test procedures to include light commercial vehicles.
Z Uredbo (EU) št. 510/2011 se širi pregled preskusnih postopkov, tako da vključujejo lahka gospodarska vozila.
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 „novi evropski vozni cikel“ (NEDC), ki se zaenkrat uporablja, in s tem zagotoviti, da bo odražal dejanske pogoje vožnje, ter preprečiti podcenjevanje realnih vrednosti emisij CO2 in porabe goriva.
A new, more realistic and reliable test procedure should be agreed as soon as feasible.
Čim prej bi se bilo treba dogovoriti o novem, bolj realističnem in zanesljivem preskusnem postopku.
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 v okviru razvoja globalnega 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 and new light commercial vehicles 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 in lahkih gospodarskih vozilih, v večji meri usklajene z emisijami, ki dejansko nastanejo pri normalnih pogojih uporabe, bi morali začeti čim prej uporabljati WLTP.
In view of that context, Annex I to Regulation (EU) No 510/2011 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 [6].
Ob upoštevanju tega so v Prilogi I k Uredbi (EU) št. 510/2011 določene mejne vrednosti emisij za leto 2020, merjene v skladu z Uredbo (ES) št. 715/2007 in Prilogo XII k Uredbi Komisije (ES) št. 692/2008 [6].
When the test procedures are amended, the limits set in Annex I to Regulation (EU) No 510/2011 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 k Uredbi (EU) št. 510/2011 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 novim 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.
Da bi zagotovili ustrezen prikaz dejanskih emisij po svetu in natančno primerljivost izmerjenih vrednosti CO2 bi morala Komisija zagotoviti, da bodo strogo določeni tisti elementi preskusnega postopka, ki bistveno vplivajo na izmerjene emisije CO2, kar bi proizvajalcem preprečevalo 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, pa tudi načine obravnave primerov dokazanega bistvenega razhajanja med vrednostma emisij CO2 iz preskusa in prvotno homologiranega vozila.
Since the objective of this Regulation, namely to define the modalities for reaching the 2020 target to reduce CO2 emissions from new light commercial vehicles, 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 lahkih gospodarskih vozil, države članice ne morejo zadovoljivo doseči, temveč se zaradi obsega in učinkov lažje doseže na ravni Unije, lahko Unija sprejme ukrepe v skladu z načelom subsidiarnosti iz člena 5 Pogodbe o Evropski uniji.
Regulation (EU) No 510/2011 should therefore be amended accordingly,
Uredbo (EU) št. 510/2011 bi bilo zato treba ustrezno spremeniti –
Regulation (EU) No 510/2011 is amended as follows:
Uredba (EU) št. 510/2011 se spremeni:
in Article 1, paragraph 2 is replaced by the following:
v členu 1 se odstavek 2 nadomesti z naslednjim:
From 2020, this Regulation sets a target of 147 g CO2/km for the average emissions of new light commercial vehicles registered in the Union, as measured in accordance with Regulation (EC) No 715/2007 and its implementing measures, and innovative technologies.’;
Ta uredba od leta 2020 za nova lahka gospodarska vozila, registrirana v Uniji, določa cilj 147 g CO2/km za povprečne emisije CO2, izmerjene v skladu z Uredbo (ES) št. 715/2007 in njenimi izvedbenimi ukrepi, ter inovativnimi tehnologijami.“;
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 light commercial vehicles registered in the Union in the previous calendar year.’;
Člen 4, člen 8(4)(b) in (c), člen 9 in člen 10(1)(a) in (c) se ne uporabljajo za proizvajalca, ki je skupaj z vsemi svojimi povezanimi podjetji odgovoren za manj kot 1000 novih lahkih gospodarskih vozil, registriranih v Uniji v prejšnjem koledarskem letu.“;
in Article 11(3), the last sentence is deleted;
v členu 11(3) se črta zadnji stavek;
Upon application by a supplier or a manufacturer, CO2 savings achieved through the use of innovative technologies or a combination of innovative technologies (“innovative technology packages”) shall be considered.
Na prošnjo dobavitelja ali proizvajalca se upoštevajo prihranki CO2, doseženi z uporabo inovativnih tehnologij ali kombinacijo inovativnih tehnologij (inovativni tehnološki svežnji).
The total contribution of those technologies to reducing the specific emissions target of a manufacturer may be up to 7 g CO2/km.’;
Skupni prispevek teh tehnologij k zmanjšanju cilja specifičnih emisij posameznega proizvajalca je lahko največ 7 g CO2/km.“;
in paragraph 2, the introductory part is replaced by the following:
v odstavku 2 se uvodni del nadomesti z naslednjim:
The Commission shall adopt by means of implementing acts detailed provisions for a procedure to approve the innovative technologies or innovative technology packages referred to in paragraph 1, by 31 December 2012.
Komisija do 31. decembra 2012 z izvedbenimi akti sprejme podrobne določbe o postopku potrjevanja inovativnih tehnologij ali svežnjev inovativnih tehnologij iz odstavka 1.
Those detailed provisions shall be in accordance with the provisions established under Article 12(2) of Regulation (EC) No 443/2009, and be based on the following criteria for innovative technologies:’;
Navedene podrobne določbe so v skladu z določbami, vzpostavljenimi na podlagi člena 12(2) Uredbe (ES) št. 443/2009, in temeljijo na naslednjih merilih za inovativne tehnologije:“;
The Commission shall submit a report to the European Parliament and to the Council with the result of that review.
Komisija Evropskemu parlamentu in Svetu predloži poročilo o rezultatih tega pregleda.
That report shall include any appropriate proposals for amending this Regulation, including the possible setting of a realistic and achievable target, based on a comprehensive impact assessment that will consider the continued competitiveness of the light commercial vehicle industry and its dependent industries.
V tem poročilu so tudi morebitni ustrezni predlogi za spremembe te uredbe, vključno z morebitnim realnim in uresničljivim ciljem, ki temeljijo na celoviti oceni učinka, v kateri bo upoštevana nadaljnja konkurenčnost industrije lahkih gospodarskih vozil in od nje odvisnih industrijskih vej.
When developing such proposals, the Commission shall ensure they are as neutral as possible from the point of view of competition and are socially equitable and sustainable.’;
Komisija pri pripravi takšnih predlogov zagotovi, da so čim bolj nevtralni z vidika konkurence ter socialno pravični in trajnostni.“;
the fourth subparagraph is replaced by the following two subparagraphs:
četrti pododstavek se nadomesti z naslednjima dvema pododstavkoma:
‘The Commission shall, by means of implementing acts, determine the correlation parameters necessary in order to reflect any change in the regulatory test procedure for the measurement of specific CO2 emissions referred to in Regulation (EC) No 715/2007 and Commission Regulation (EC) No 692/2008.
„Komisija z izvedbenimi akti določi korelacijske parametre, ki so potrebni za prilagoditev na morebitne spremembe regulativnega preskusnega postopka za merjenje specifičnih emisij CO2 iz Uredbe (ES) št. 715/2007 in Uredbe Komisije (ES) št. 692/2008.
The Commission shall be empowered to adopt delegated acts in accordance with Article 15 and subject to the conditions laid down in Articles 16 and 17 in order to adapt the formulae set out in Annex I, using the methodology adopted pursuant to the first subparagraph, while ensuring that reduction requirements of comparable stringency for manufacturers and vehicles of different utility are required under the old and new test procedures.
Na Komisijo se prenese pooblastilo za sprejemanje delegiranih aktov v skladu s členom 15 in ob upoštevanju pogojev iz členov 16 in 17 za sprejetje delegiranih aktov, s katerimi se prilagodijo formule iz Priloge I, pri čemer uporablja metodologijo, sprejeto v skladu s prvim pododstavkom, hkrati pa zagotovi, da so v starih in novih preskusnih postopkih določene primerljivo stroge zahteve glede zmanjšanja za proizvajalce in vozila z različno uporabnostjo.
in Article 14, the following paragraph is added:
v členu 14 se doda naslednji odstavek:
Where the Committee referred to in paragraph 1 delivers no opinion, the Commission shall not adopt the draft implementing act and the third subparagraph of Article 5(4) of Regulation (EU) No 182/2011 shall apply.’;
Kadar odbor iz odstavka 1 ne poda mnenja, Komisija osnutka izvedbenega akta ne sprejme in se uporabi tretji pododstavek člena 5(4) Uredbe (EU) št. 182/2011.“;
in point 1 of Annex I, the following point is added:
v točki 1 Priloge I se doda naslednja točka:
from 2020:
od leta 2020:
Indicative specific emissions of CO2
okvirne specifične emisije CO2
OJ C 44, 15.2.2013, p. 109.
UL C 44, 15.2.2013, str. 109.
Position of the European Parliament of 14 January 2014 (not yet published in the Official Journal) and decision of the Council of 11 February 2014.
Stališče Evropskega parlamenta z dne 14. januarja 2014 (še ni objavljeno v Uradnem listu) in odločitev Sveta z dne 11. februarja 2014.
Regulation (EU) No 510/2011 of the European Parliament and of the Council of 11 May 2011 setting emission performance standards for new light commercial vehicles as part of the Union’s integrated approach to reduce CO2 emissions from light-duty vehicles (OJ L 145, 31.5.2011, p. 1).
Uredba (EU) št. 510/2011 Evropskega parlamenta in Sveta z dne 11. maja 2011 o določitvi standardov emisijskih vrednosti za nova lahka gospodarska vozila kot del celostnega pristopa Unije za zmanjšanje emisij CO2 iz lahkih tovornih vozil (UL L 145, 31.5.2011, str. 1).
Regulation (EC) No 443/2009 of the European Parliament and of the Council of 23 April 2009 setting emission performance standards for new passenger cars as part of the Community’s integrated approach to reduce CO2 emissions from light-duty vehicles (OJ L 140, 5.6.2009, p. 1).
Uredba (ES) št. 443/2009 Evropskega parlamenta in Sveta z dne 23. aprila 2009 o določitvi standardov emisijskih vrednosti za nove osebne avtomobile kot del celostnega pristopa Skupnosti za zmanjšanje emisij CO2 iz lahkih tovornih vozil (UL L 140, 5.6.2009, str. 1).