natgillin/translations-raw huggingface dataset:
Komisija priznava, da industrija potrebuje prehodno obdobje, da se prilagodi naloženim zahtevam.
The Commission recognises the need of lead time for the industry to adapt to the requirements imposed.
Da bi bilo odobreno prehodno obdobje smiselno, pripravljavec mnenja predlaga, da se datumi uveljavitve (vključno s prehodnim obdobjem) določijo glede na datum sprejetja izvedbenih ukrepov, ki postavljajo konkretne zahteve, in ne glede na datum sprejetja trenutnega predloga.
Yet for the lead time granted to be meaningful, your draftsman suggests that the implementation dates (including lead time) be formulated in terms of the date of adoption of the implementing measures setting the concrete requirements rather than in term of the date of adoption of the present proposal.
Predlagana uredba vsebuje zahteve za obvezno vgradnjo naprednih varnostnih elementov, zlasti sistemov elektronskega nadzora stabilnosti (ESCS) v vsa vozila ter naprednih zavornih sistemov v sili (AEBS) in sistemov opozarjanja pred zapustitvijo voznega pasu (LDWS) v težka tovorna vozila.
The proposed regulation establishes mandatory fitting requirements of advanced safety features, in particular Electronic Stability Control Systems (ESCS) on all vehicles; Automatic Emergency Braking Systems (AEBS) and Lane Departure Warning Systems (LDWS) on heavy-duty vehicles.
Mogoča je prostovoljna vgradnja sistemov AEBS in LDWS v vozila drugih kategorij, vendar pod pogojem, da vgrajeni sistemi izpolnjujejo zahteve iz predloga uredbe.
Voluntary fitting of AEBS and LDWS on other vehicle categories is possible provided that the systems fitted fulfil the requirements laid down in the proposal.
Pripravljavec mnenja pozdravlja ukrepe za izboljšanje varnosti vozil, a hkrati poudarja, da gre pri sistemu ESCS za že uveljavljeno tehnologijo, pri sistemih AEBS in LDWS pa za pretežno novi in izjemno zapleteni tehnologiji.
Your draftsman welcomes measures to increase safety on vehicles but underlines that while ESCS are rather established technologies, AEBS and LDWS are fairly new and highly complex technologies.
Njuna obvezna uvedba utegne zato zahtevati daljše prehodno obdobje, kot ga predvideva predlog Komisije.
Their mandatory implementation might therefore require a longer lead time than foreseen by the Commission's proposal.
Lahka in težka tovorna ter gospodarska vozila se med seboj prav tako bistveno razlikujejo v značilnostih in načinu uporabe.
Moreover light-, heavy- and commercial vehicles differ significantly in their characteristics and usage.
Zato bi bilo morda treba tehnične zahteve za uvedbo sistemov AEBS in LDWS obravnavati za vsak tip vozila posebej.
Technical requirements for AEBS and LDWS might therefore have to be considered separately for different vehicle types.
Ukrepi v zvezi z zahtevami za pnevmatike so namenjeni izboljšanju varnosti in zmanjšanju negativnega vpliva osebnih vozil na okolje.
The measures for tyre requirements aim at increasing safety and reducing the negative environmental impact of cars.
Uvajajo obvezno vgradnjo sistemov za nadzor tlaka v pnevmatikah (TPMS) v vsa vozila, strožje mejne vrednosti emisij hrupa ter nove zahteve glede oprijema na mokri podlagi in kotalnega upora.
They introduce the mandatory fitting of Tyre Pressure Monitoring Systems (TPMS) on all vehicles; more stringent noise emission limit values and new requirements on wet grip and rolling resistance.
Pnevmatike so edini del vozila, ki so v stiku s cestiščem, zato je izjemnega pomena, da varnostne lastnosti prevladajo nad vsemi drugimi cilji (na primer znižanjem emisij CO2).
The tyre is the single connecting element between the vehicle and the road and it is therefore paramount that safety characteristics take priority over any other objectives (such as CO2 emission reduction).
A vendar zahteve Komisije morda ne zagotavljajo tega prednostnega cilja.
Yet the Commission's requirements might not guarantee this priority.
Ko gre za hrup, Komisija sicer postavlja stroge omejitve, vendar neodvisna študija, ki jo je v imenu industrije pnevmatik izvedla organizacija TÜV Automotive, kaže na povezavo med hrupom in oprijemom s cestiščem, tj. manj hrupa pomeni slabši oprijem pnevmatik.
It sets stringent noise limits, yet an independent study carried out by TÜV Automotive for the tyre industry shows a significant positive correlation between noise and adherence, i.e. the less noise the less adherence to the road.
Tudi presoja vplivov Komisije, ki je zajemala učinkovitost izbranih metod, razmerje med stroški in koristmi ipd., je bila mestoma označena za sporno.
Moreover the Commission's impact assessment covering efficiency of the chosen methods, cost/benefits balance, etc. has been deemed controversial in places.
Zato pripravljavec mnenja odločno pozdravlja pobudo Odbora za notranji trg in varstvo potrošnikov, da naroči študijo, ki bo dopolnila presojo vplivov Komisije.
That is why your draftsman strongly welcomes the Internal Market and Consumer Protection Committee's initiative to request a study to complement the Commission's impact assessment.
Na podlagi rezultatov študije bo mogoče postaviti zahteve, ki bodo imele pozitiven vpliv na okolje in ne bodo ogrožale varnosti.
In light of the study's results, it should be possible to set requirements with a positive environmental impact without jeopardising safety.
Dotlej pa mora biti prednostni cilj varnost.
Meanwhile, the latter should be the priority.
(6a) Komisija mora v 12 mesecih po začetku veljavnosti te uredbe tudi preučiti možnost razvrščanja cest EU po hrupnosti in ob tem opredeliti najvišjo vrednost hrupnosti in ustrezna merila za vozišče.
(6a) The Commission should also, within 12 months after the entry into force of this Regulation, examine the possibility of classifying EU roads according to noise generation, with a view to setting maximum noise generation limits and fixing appropriate pavement specifications.
Cesta je glavni razlog za obrabo gum, ki je močno odvisna od makro in mikro stanja ceste in/ali neravnin na njeni površini.
The road is the main source of excitation for a tyre which is greatly affected by the macro and micro roughness of the road and/or the non continuities of the road surface.
Cesta vpliva na vibracije tekalne plasti pnevmatike, ojačevalni učinek hrupa med pnevmatiko in cestiščem ali t.i. horn effect ter hrup, ki nastane ob prehodu blokov tekalne plasti čez cestišče.
The road does influence the tyre envelope vibration, the horn effect and the noise generated when the tread elements enter and leave the contact patch.
Delež hrupa, ki ga pripisujemo cesti, se ocenjuje na do 8 dB(A) razlike za običajna cestišča v primerjavi z obstoječimi tihimi cestišči.
The road contribution has been estimated at up to 8 dB(A) for common road surfaces compared to current silent pavements.
Trenutno ne obstaja sistem obstoječih cest, ki bi jih razvrstil glede na njihov vpliv na proizvajanje hrupa.
Today, there is no system of classification of existing or new roads in terms of their impact on noise generation.
(7) Tehnični napredek na področju naprednih varnostnih sistemov vozil nudi nove možnosti za zmanjšanje števila smrtnih žrtev.
(7) Technical progress in the area of advanced vehicle safety systems offers new possibilities for casualty reduction.
Za čim večje zmanjšanje števila smrtnih žrtev je treba predvideti uvedbo nekaterih od teh tehnologij.
In order to maximise the number of casualties saved it is necessary to foresee the introduction of some of these technologies.
Za čim večje zmanjšanje števila smrtnih žrtev je treba predvideti trajno prostovoljno uvedbo nekaterih od teh tehnologij v skladu s tipi vozil in trgom.
In order to maximise the number of casualties saved it is necessary to foresee the progressive voluntary introduction of some of these technologies according to the vehicle range and the market .
Nekatere tehnologije morda niso enako učinkovite na vseh trgih, saj so predvidene za različne razmere na cestah in v prometu.
Some technologies might not demonstrate the same efficiency in all the markets presenting different road or traffic conditions.
(8) Za poenostavitev zakonodaje o homologaciji v skladu s priporočili poročila CARS 21: Konkurenčen ureditveni okvir za avtomobilsko industrijo v 21. stoletju je ustrezno razveljaviti več direktiv, ne da bi se znižala raven varovanja udeležencev v cestnem prometu.
(8) In order to simplify the type-approval legislation in line with the recommendations of the Report CARS 21: A Competitive Automotive Regulatory System for the 21st century, it is appropriate to repeal several Directives without reducing the level of protection of road users.
Zahteve iz navedenih direktiv je treba prenesti na to uredbo in jih po potrebi nadomestiti s sklicevanji na ustrezne pravilnike Gospodarske komisije Združenih narodov za Evropo (UN/ECE), kot so bili vključeni v zakonodajo Skupnosti v skladu s členom 4 Sklepa Sveta 97/836/ES z dne 27. novembra 1997 v pričakovanju pristopa Evropske skupnosti k Sporazumu Gospodarske komisije Združenih narodov za Evropo o sprejetju enotnih tehničnih predpisov za cestna vozila, opremo in dele, ki se lahko vgradijo v cestna vozila in/ali uporabijo na njih, in o pogojih za vzajemno priznanje homologacij, dodeljenih na podlagi teh predpisov.
The requirements set out in those Directives should be carried over to this Regulation and should be replaced, where appropriate, with references to the corresponding regulations of the United Nations Economic Commission for Europe (UNECE), as incorporated into Community law in accordance with Article 4 of Council Decision 97/836/EC of 27 November 1997 with a view to accession by the European Community to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles, equipment and parts which can be fitted to and/or used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions.
Zahteve iz navedenih direktiv je treba po potrebi nadomestiti s sklicevanji na ustrezne pravilnike Gospodarske komisije Združenih narodov za Evropo (UN/ECE), kot so bili vključeni v zakonodajo Skupnosti v skladu s členom 4 Sklepa Sveta 97/836/ES z dne 27. novembra 1997 v pričakovanju pristopa Evropske skupnosti k Sporazumu Gospodarske komisije Združenih narodov za Evropo o sprejetju enotnih tehničnih predpisov za cestna vozila, opremo in dele, ki se lahko vgradijo v cestna vozila in/ali uporabijo na njih, in o pogojih za vzajemno priznanje homologacij, dodeljenih na podlagi teh predpisov.
The requirements set out in those Directives should be replaced, where appropriate, with references to the corresponding regulations of the United Nations Economic Commission for Europe (UNECE), as incorporated into Community law in accordance with Article 4 of Council Decision 97/836/EC of 27 November 1997 with a view to accession by the European Community to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles, equipment and parts which can be fitted to and/or used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions.
Direktive, ki so jih zamenjali ustrezni pravilniki UN/ECE, ni treba vključiti v novo uredbo o splošni varnosti.
There is no need to transfer the Directives, which are replaced by the appropriate UN ECE Regulation into a new General Safety Regulation.
Zamenjava direktiv se lahko neposredno opravi z prilogo VI okvirne direktive.
The replacement of the Directives can be done straight forward in the Annex IV of the framework Directive.
(10) Časovni okvir uvedbe posebnih novih zahtev za homologacijo vozil mora upoštevati tehnično izvedljivost navedenih zahtev.
(10) The timetable for the introduction of specific new requirements for the type-approval of vehicles should take into account the technical feasibility of those requirements.
Na splošno se morajo zahteve prvotno uporabljati samo za nove tipe vozil.
In general, the requirements should initially apply only to new types of vehicle.
Za obstoječe tipe vozil mora veljati dodatno časovno obdobje za izpolnitev zahtev.
Existing types of vehicle should be allowed an additional time period to comply with the requirements.
Nadalje se mora obvezna vgradnja sistemov za nadzor tlaka pnevmatik prvotno uporabljati samo za osebna vozila.
Furthermore, mandatory installation of Tyre Pressure Monitoring Systems should initially apply only to passenger cars.
Obvezna vgradnja drugih naprednih varnostnih elementov se mora prvotno uporabljati samo za težka tovorna vozila.
Mandatory installation of other advanced safety features should initially apply only to heavy goods vehicles.
V vsakem primeru je treba tem industrijam zagotoviti dovolj dolgo prehodno obdobje.
In any case, appropriate lead time should be granted to the industries concerned.
Prehodno obdobje je treba izračunati od dneva sprejetja izvedbenih ukrepov, ki postavljajo konkretne zahteve.
Lead time should be calculated from the date of adoption of the implementing measures setting the concrete requirements.
Komisija mora oceniti tehnično in stroškovno izvršljivost razširitve obvezne vgradnje sistemov za nadzor tlaka pnevmatik na druge kategorije vozil in po potrebi predlagati spremembo te uredbe do 29. oktobra 2010.
The Commission should assess the technical and economic feasibility of extending mandatory installation of Tyre Pressure Monitoring Systems to other categories of vehicles, and propose an amendment of this Regulation, if appropriate, by 29 October 2010.
Obvezna vgradnja sistemov za nadzor tlaka pnevmatik na druge kategorije vozil (lahka in težka gospodarska vozila) je tehnično izvedljiva in ustrezna, če upoštevamo varnost na cesti, učinkovitost pri porabi goriva in emisije CO2.
Installation of TPMS for other vehicle categories (light and heavy duty commercial vehicles) is technically feasible and appropriate with regard to road safety, fuel efficiency and CO2 emissions.
Oceniti je treba stroškovno izvedljivost in učinke ter ustreznost sprejetih ukrepov.
The economic feasibility and impacts should be assessed and measures undertaken as appropriate.
(12) Ustrezno je izvajati ukrepe iz Sporočila Komisije Svetu in Evropskemu parlamentu „Rezultati pregleda strategije Skupnosti za zmanjšanje emisij CO2 iz osebnih vozil in lahkih tovornih vozil“, ki so namenjeni zmanjšanju emisij CO2 iz pnevmatik.
(12) It is appropriate to implement the measures announced in the Communication from the Commission to the Council and the European Parliament “Results of the review of the Community Strategy to reduce CO2 emissions from passenger cars and light commercial vehicles” aimed at reducing CO2 emissions from tyres.
Zlasti zaradi težavnosti izpolnjevanja zahtev glede kotalnega hrupa in ob upoštevanju časa, ki ga industrija potrebuje za zamenjavo obstoječih oblik pnevmatik, je ustrezno zagotoviti daljše obdobje za izvedbo zahtev o kotalnem hrupu glede novih pnevmatik obstoječih tipov .
In particular, due to the challenge in meeting the requirements on rolling noise and taking into account the time needed by industry for replacing existing lines of tyres, it is appropriate to provide for a longer period for implementation of rolling noise requirements with regard to new tyres of existing types.
S tem povezan časovni okvir izvajanja bi moral odražati stopnjo težavnosti pri izpolnjevanju vseh navedenih zahtev, priznavati potrebo po ohranitvi učinkovitosti proizvodne in dobavne verige ter zagotoviti uspešno izvajanje .
The related implementation timetable should reflect the degree of challenge in meeting all of those requirements , recognise the need to preserve production and supply chain efficiencies, and ensure effective enforcement .
Zlasti je treba ustrezno poenotiti vpeljavo primernih tehničnih zahtev, s čimer se preprečijo večje motnje v proizvodni in dobavni verigi .
In particular, it is appropriate to consolidate the introduction of the respective technical requirements so as to avoid major disruption to production and the supply chain.
Ta uredba nima namena, da bi pnevmatikam, proizvedenim pred datumom začetka veljavnosti novih tehničnih zahtev, preprečila uvrstitev na trg.
It is not the purpose of this Regulation to restrict the placing on the market of tyres from stocks produced before the dates of entry into effect of the respective new technical requirements and which can be sold after those dates.
Datum proizvodnje pnevmatike je mogoče zlahka ugotoviti iz obstoječega obveznega označevanja „datum proizvodnje“ na pnevmatiki, kot to določa Direktiva Sveta 92/23/EGS z dne 31. marca 1992 o pnevmatikah za motorna vozila in priklopnike ter njihovi vgradnji 1 .
The date of manufacture of tyres can easily be recognised by the existing mandatory marking of the ‘date of manufacture’ on the tyre as stipulated in Council Directive 92/23/EEC of 31 March 1992 relating to tyres for motor vehicles and their trailers and to their fitting 1 .
UL L 129, 14.5.1992, str.
OJ L 129, 14.5.1992, p.
Pnevmatike starejšega datuma, ki so še vedno na zalogi, se lahko še vedno prodajajo.
Tyres belonging to stocks prior to the dates of new requirements can still be sold.
Datum proizvodnje pnevmatik je mogoče enostavno prepoznati iz obstoječe obvezne oznake datuma proizvodnje na vseh pnevmatikah na trgu.
The date of manufacture of tyres can easily be recognized due to existing mandatory marking of the manufacture date on all tyres placed on the market.
Zato mora Komisija v skladu s pravilniki UN/ECE določiti zahteve za takšne sisteme.
Therefore requirements for such systems should be established by the Commission in line with UNECE regulations .
ESCS, AEBS in LDWS so zapletene tehnologije, ki zahtevajo usklajene tehnične zahteve..
ESCS, AEBS and LDWS are complex technologies that require harmonised technical requirements.
Da bi omejili podvojevanje pravil in birokratsko obremenitev industrije, je treba te zahteve določiti znotraj pravilnikov UN/ECE.
In order to limit double regulations and the bureaucratic burden on the industry, these requirements should be established within the framework of UN/ECE regulations.
(16a) Priporočljivo bi bilo, da države članice čim prej začnejo z izvajanjem uredbe (pred njenim začetkom veljavnosti) ter da v njenem duhu ponudijo spodbude proizvajalcem in potrošnikom.
(16a) It would be advisable for Member States to make an 'early start' on implementing this Regulation (in advance of its coming into force) by providing, in the spirit of this Regulation, incentives for manufacturers and consumers.
Ta uredba določa tudi zahteve za homologacijo pnevmatik glede njihovih emisij CO2 in hrupa .
This Regulation also establishes requirements for the type-approval of tyres, with regard to their CO 2 and noise emissions.
Ta uredba določa tudi zahteve za homologacijo pnevmatik glede njihove varnosti in ugodnih vplivov na okolje .
This Regulation also establishes requirements for the type-approval of tyres, with regard to their safety and environmental performance.
To ne velja za obnovljene pnevmatike.
It shall not apply to retreaded tyres.
Jasnejša navedba namena predložene uredbe.
To clearly specify the scope of the proposed regulation.
Člen 3 – odstavek 2 – točka 6
Article 3 – paragraph 2 – point 6
(6) „ profesionalna terenska pnevmatika “ pomeni pnevmatiko, namenjeno za uporabo na cesti in izven ceste ali za drugo posebno dejavnost;
(6) "Off-road professional tyre" means a tyre intended for mixed use both on- and off-road or for other special duty;
(6) „ pnevmatika za posebno uporabo “ pomeni pnevmatiko, namenjeno za uporabo na cesti in izven ceste ali za drugo posebno dejavnost;
(6) “ Special use tyre” means a tyre intended for mixed use both on- and off-road or for other special duty;
Za vključitev te kategorije pnevmatik v uredbo.
Include this category of tyres in the Regulation.
Člen 3 – odstavek 2 – točka 10 a (novo)
Article 3 – paragraph 2 – point 10 a (new)
(10a) „profesionalna terenska pnevmatika“ pomeni podkategorijo pnevmatik za posebno uporabo, zlasti za izredno težke razmere izven ceste;
(10a) “Off-road professional tyre” means a sub-category of special use tyre primarily used in severe off-road conditions;
Ta kategorija pnevmatik je zasnovana za delovanje v skrajnih terenskih razmerah, na primer na gasilskih vozilih in na vozilih za vzdrževanje električnih vodov.
This category of tyres is designed to operate under very extreme off road servicing conditions, such as fire brigade and electrical line maintenance vehicles.
Število pnevmatik razredov C1 in C2 je manj kot 0,06 % vseh prodanih pnevmatik.
The number of tyres concerned for C1 and C2 is less than 0.06% of all tyres sold.
Razred C3 šteje manj kot 1 %.
For C3, it would be less than 1%.
Običajno ta vozila vozijo po neasfaltiranih cestah, kjer hrup ob kotaljenju pnevmatik ni pomemben problem.
Normally these vehicles and tyres operate on unpaved roads, where tyre-road noise is not a major problem.
Člen 3 – odstavek 2 – točka 10 b (novo)
Article 3 – paragraph 2 – point 10 b (new)
(10b) „ojačano“ ali „dodatna obremenitev“ pomeni strukturo, ki je takšna kot pri pnevmatikah razreda C1, ogrodje pa je zasnovano za nošenje težjega tovora kot pri podobnih standardnih pnevmatikah.
(10b) "Reinforced" or "Extra Load" means a C1 pneumatic-tyre structure in which the tyre carcass is designed to carry a heavier load than a corresponding standard tyre.
Odstopanja iz predhodne direktive 2001/43 je treba obdržati.
The allowance provided in previous directive 2001/43 should be maintained.
Zaradi težjega tovora proizvajajo več hrupa.
The higher load causes them to generate more noise.
Veljavna odstopanja temeljijo na osnovnih fizičnih načelih proizvajanja hrupa: ob povečanju obremenitve pnevmatike tlak narašča.
The allowance currently in place is based on sound physical principles of noise generation: sound pressure level increases as the load on the tyre increases.
Člen 5 – odstavek 2 – točka c)
Article 5 – paragraph 2 – point c)
(c) sistemov za zagotavljanje voznikove vidljivosti ter informacij o stanju vozila in okolice, vključno z zasteklitvijo , ogledali in sistemi informiranja voznika ;
(c) systems to provide the driver with visibility and information on the state of the vehicle and the surrounding area, including glazing , mirrors and driver information systems ;
Zahteve tega odstavka naj bi odražale že obstoječe zahteve v Direktivi 2007/46/EC.
The requirements of this paragraph 2 are intended to reflect the existing requirements in Directive 2007/46/EC.
V primeru priprave nove uredbe bi to bilo treba jasno opredeliti in preučiti.
If the intention is to establish new regulation this should be clearly stated and discussed.
Člen 5 – odstavek 2 – točka f)
Article 5 – paragraph 2 – point f)
(f) zunanjosti vozila in dodatkov ;
(f) vehicle exterior and accessories ;
(f) zunanjosti vozila;
(f) vehicle exterior;
Ni jasno, kaj naj bi pomenila omemba dodatkov.
It is not clears what the reference to accessories is meant to imply.
Vozila kategorij N2 in N3 so izdelana tako, da je v primeru čelnega trka z drugim vozilom tveganje poškodbe osebe v vozilu zaradi podleta čim manjše .
Vehicles in categories N 2 and N 3 shall be constructed to ensure that, in the event of a front collision with another vehicle, the risk of injury to a vehicle occupant due to underrun is minimised .
Vozila kategorij N2, N3, O3 in O4 so zasnovana tako, da zagotovijo zaščito proti podletu od zadaj za vozila kategorije M1 in N1 .
Vehicles in categories N 2 , N 3 , O 3 and O 4 shall be designed to provide protection against underrun from the rear by vehicles of categories M1 and N1 .
Sedanje besedilo je dvoumno in izraža varnost pešcev za tovornjake.
The current wording is ambiguous and suggests “pedestrian safety” on trucks.