natgillin/translations-raw huggingface dataset:
Če Komisija meni, da je proizvajalec upravičen do posebnega odstopanja na podlagi odstavka 1 in če meni, da je cilj zmanjšanja povprečnih specifičnih emisij CO2, ki ga predlaga proizvajalec, ustrezen, Komisija proizvajalcu odobri posebno odstopanje.
Where the Commission considers that the manufacturer is eligible for a derogation under paragraph 1 and is satisfied with the specific CO 2 emissions target proposed by the manufacturer, the Commission shall grant a derogation to the manufacturer.
Pri tej odločitvi Komisija upošteva merila iz odstavka 2(d).
In taking this decision the Commission shall take into account the criteria specified in paragraph 2(d).
Odstopanje začne veljati 1. januarja naslednjega leta po vloženi prošnji.
The derogation shall apply from 1 January of the year following the application .
Ta predlog spremembe je potreben zaradi skladnosti s spremembo točke (d), odstavka 2 člena 9.
This amendment is necessary for reasons of consistency with the amendment to Article 9, paragraph 2, point (d).
Člen 9 – odstavek 6
Article 9 – paragraph 6
Če Komisija meni, da proizvajalec ne izvaja programa za zmanjšanje emisij, ki ga je predložil v prošnji, lahko odstopanje razveljavi .
Where the Commission considers that the manufacturer is not giving effect to the programme of reduction set out in its application, the Commission may revoke the derogation .
Če Komisija meni, da proizvajalec ne izvaja programa za zmanjšanje emisij, ki ga je predložil v prošnji, lahko proizvajalcu naloži plačilo premije za presežne emisije, kot je določeno v členu 7 .
Where the Commission considers that the manufacturer is not giving effect to the programme of reduction set out in its application, the Commission may impose an excess emissions premium on the manufacturer, as set out in Article 7.
Če proizvajalec preseže svoje cilje emisij, določene v prošnji za odstopanje, bi bil preklic odstopanja nesorazmeren ukrep.
If a manufacturer exceeds its emissions target set out in its application for a derogation, a revocation of the derogation would be a disproportionate measure.
Namesto tega je treba za tega proizvajalca uporabiti enak sistem premij za presežne emisije, kot je predviden za masovne proizvajalce.
Instead, the same excess emissions premium system as it is foreseen for mass manufacturers should be applied to that manufacturer.
S tem se postopek za male proizvajalce približa tistemu za masovne.
This aligns the process for small manufacturers more closely to that for mass manufacturers.
Člen 9 – odstavek 7 a (novo)
Article 9 – paragraph 7 a (new)
Prošnja za odstopanje, vključno s podpornimi podatki, ter vsako obvestilo v skladu z odstavkom 4, vsak preklic v skladu z odstavkoma 5 in 6 ali ukrepi iz odstavka 7 se dajo na razpolago javnosti.
An application for a derogation including the information supporting it, as well as any notification under paragraph 4, any revocation under paragraph 5 or 6, or measures referred to in paragraph 7 shall be made available to the public.
Člen 9 – odstavek 7 b (novo)
Article 9 – paragraph 7 b (new)
Proizvajalec lahko zaprosi Komisijo, da mu odobri, da doseže alternativni cilj, ki je 25 % zmanjšanje njegovih povprečnih specifičnih emisij iz leta 2006, namesto cilja specifičnih emisij, izračunanega na podlagi Priloge I, če:
A manufacturer may apply to the Commission to be allowed to meet an alternative target that is a 25% reduction on its average specific emissions in 2006, instead of its specific emissions target calculated in accordance with Annex I , provided that:
(a) nima povezanih podjetij in je odgovoren za med 10 000 in 300 000 novih osebnih avtomobilov, registriranih v Skupnosti v vsakem koledarskem letu ali
(a) it has no connected undertakings, and is responsible for between 10 000 and 300 000 new passenger cars registered in the Community per calendar year; or
(b) ima povezana podjetja, ta pa so v celoti odgovorna za med 10 000 in 300 000 novih osebnih avtomobilov, registriranih v Skupnosti v enem koledarskem letu.
(b) it has connected undertakings, and these in total are responsible for between 10 000 and 300 000 new passenger cars registered in the Community per calendar year.
Povezana podjetja lahko zaprosijo Komisijo, da jim odobri, da izpolnijo alternativni cilj, ki je 25 % zmanjšanje njihovih skupnih povprečnih specifičnih emisij iz leta 2006, namesto povprečja njihovih ciljev specifičnih emisij, izračunanih na podlagi Priloge I, če so ta povezana podjetja, skupaj s katerimkoli povezanim podjetjem, odgovorna za med 10 000 in 300 000 novih osebnih avtomobilov, registriranih v Skupnosti vsako koledarsko leto.
Connected undertakings may apply to the Commission to be allowed to meet an alternative target that is a 25% reduction on their combined average specific emissions in 2006, instead of the average of their specific emissions targets calculated in accordance with Annex I , provided that those connected undertakings, taken together with any other connected undertakings, are responsible for between 10 000 and 300 000 new passenger cars registered in the Community per calendar year.
Predlog Komisije postavlja ozko specializiranim proizvajalcem (ki proizvajajo omejen obseg avtomobilov) nedosegljive cilje, veliko strožje od ciljev neposrednih konkurentov.
The Commission's proposal gives niche manufacturers (who make a narrow range of cars) targets that are unachievable and much tougher than their direct competitors.
Njihovim konkurentom, ki prodajajo širši obseg avtomobilov ali so del skupine, si ni treba toliko prizadevati, čeprav prodajajo avtomobile s podobnimi emisijami CO2.
Their competitors, who either sell a wider range of cars or are part of a group, are not required to make the same level of effort even though they sell cars with similar CO2 emissions.
Predlog spremembe ozko specializiranim proizvajalcem omogoča, da izberejo minimalni cilj 25 %.
The amendment allows niche manufacturers to choose a 25% minimum target.
Gre za zelo pomembno zmanjšanje emisij CO2 v primerjavi s povprečjem tega sektorja, ki je 19 %, in ima zanemarljiv vpliv na okoljski izid.
This is a very significant reduction in CO2 emissions compared to the industry average of 19%, and therefore results in a negligible impact on the environmental outcome.
Ekološke inovacije so inovativne tehnologije v avtomobilih, ki dokazljivo zmanjšujejo emisije CO2, ne glede na način vožnje, vendar niso ali so premalo upoštevane v meritvah CO2 v skladu z Uredbo (ES) št. 715/2007.
Eco-innovations are innovative technologies on the car that verifiably reduce CO 2 emissions independently of driver behaviour but are not or only insufficiently reflected in the CO 2 measurement according to Regulation (EC) No 715/2007.
Odbor iz člena 12(1) te uredbe odloča o vlogah za ekološke inovacije, ki zagotavljajo dejansko zmanjšanje emisij CO2, povezano s tehnologijo.
The Committee referred to in Article 12(1) of this Regulation shall decide upon applications for eco-innovations, including the real-world CO 2 reduction associated with a technology.
Vlogo za ekološke inovacije lahko predložijo izdelovalci ali dobavitelji te tehnologije.
An application for an eco-innovation may be presented by manufacturers or suppliers of this technology.
Vloga mora biti utemeljena s tehničnimi podatki o zmanjšanju emisij CO2, povezanem s tehnologijo.
Applications must be substantiated by technical data on the CO 2 reduction associated with a technology.
Te podatke mora potrditi tretja stran.
Such data has to be certified by a third party.
Institucije, ki so priglašene v skladu s členom 43 Direktive 2007/46/ES, lahko delujejo kot tretja stan, odgovorna za certificiranje.
Institutions notified according to Article 4 3 of Directive 2007/46/EC may act as certifying third parties.
Ekološke inovacije je treba upoštevati pri spremljanju te uredbe na podlagi kreditov za njihovo namestitev kot standardne opreme v tipe ali različice vozil.
Eco-innovations shall be considered in the monitoring of this Regulation on the basis of credits given for their installation as standard equipment in vehicle types or versions thereof.
Kredit, povezan s tehnologijo, ni višji od 75 % dejanskega zmanjšanja CO2, določenega v skladu z odstavkom 2.
The credit associated with a technology shall be no higher than 75% of the real-world CO 2 reduction decided according to paragraph 2.
Poleg tega lahko odbor iz člena 12(1) časovno omeji veljavnost kreditov ali odloči, da se ti krediti v določenem časovnem obdobju uporabljajo degresivno.
The Committee referred to in Article 12(1) may furthermore limit the validity of credits over time, or decide that these credits shall be applied degressively over a certain time period.
Končna uredba mora ponuditi pobude za povečanje učinkovitosti pomožnih/sestavnih delov, čeprav se njihov prispevek k zmanjšanju emisij CO2 ne odraža v meritvah CO2 v skladu z Uredbo 715/2007.
The final Regulation should offer incentives to increase the efficiency of auxiliaries / components even if their CO2 benefit is not reflected in the CO2 measurement according to Regulation 715/2007.
Samo tehnologije, ki nedvomno privedejo do dejanskega zmanjšanja emisij CO2, morajo biti obravnavane kot ekološke inovacije, njihov vpliv pa mora potrditi pristojna tehnična služba, kot so tiste za homologacijo v EU.
Only technologies that lead to real-world CO2 reductions beyond any doubt should be considered as eco-innovations, their impact having to be certified by a competent technical service such as those used in EU type approval.
Člen 10 – odstavek 2 a (novo)
Article 10 ‑ paragraph 2 a (new)
Komisija spremeni Prilogo I:
The Commission shall amend Annex I:
(a) do 30. junija 2016 in nadalje do 30. junija vsaka naslednja tri leta, da bi število M0 predstavljalo povprečje povprečne mase novih osebnih avtomobilov v preteklih treh koledarskih letih, za katere je bila objavljena povprečna masa v skladu s členom 8(1)(da); ter
(a) by 30 June 2016 and 30 June every three years thereafter to provide for the figure M 0 to be the average of the average mass of new passenger cars in the last three calendar years for which an average mass has been published in accordance with Article 8(1)(da); and
(b) do 30. junija 2019, da bi se število 130 nadomestilo s številom, ki ni višje od 95, in da bi vrednost "a" privedla do delitve prizadevanj med proizvajalci, kar je čim bolj v skladu s to uredbo za leto 2012.
(b) by 30 June 2019 to provide for the figure ‘130’ to be replaced by a figure no higher than ‘95’ and for the figure ‘a’ to lead to an effort sharing between manufacturers that is as consistent as possible with that implied by this Regulation for the year 2012.
Te spremembe stopijo v veljavo s 1. januarjem naslednjega leta.
The amendments shall take effect from 1 January in the following year.
Takšna sprememba, namenjena spremembi nebistvenih elementov te uredbe, se sprejme v skladu z regulativnim postopkom s pregledom iz člena 12(3).
Such amendment, designed to amend non-essential elements of this Regulation, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 12(3).
Komisija pregleda tehnološki razvoj z namenom , da se po potrebi spremenijo določbe Uredbe ES št. 715/2007 o homologaciji motornih vozil.
The Commission shall review technological developments with a view to amending, as appropriate, the provisions of Regulation EC No 715/2007 on type approval of motor vehicles.
Komisija pregleda tehnološki razvoj zato , da se po potrebi spremenijo določbe Uredbe (ES) št. 715/2007 o homologaciji motornih vozil.
The Commission shall review technological developments with a view to amending, as appropriate, the provisions of Regulation (EC) No 715/2007 on type approval of motor vehicles.
Še zlasti pregleda postopke za merjenje emisij CO2 in možnosti za vključitev poskusa emisij CO2 v postopek skladnosti vozil v prometu, ne da bi bilo pri tem ovirano hitro uvajanje novih in manj preizkušenih tehnologij (npr. baterij, gorivnih celic) za zmanjševanje emisij CO2.
In particular the Commission shall review the procedures for measuring CO 2 emissions and the possibilities for including the CO 2 emission test in the in-service conformity assessment without hindering the rapid introduction of new and less proven technologies (e.g. batteries, fuel cells) to lower CO 2 emissions.
Člen 10 - odstavek 3 – pododstavek 1 a (novo)
Article 10 - paragraph 3 – subparagraph 1 a (new)
Komisija bo do leta 2010 zlasti predložila predloge, kot je primerno, da zagotovi, da so postopki za merjenje emisij CO2 iz Uredbe (ES) št. 715/2007 in njenih izvedbenih ukrepov prilagojeni in se nato redno preverjajo v skladu s členom 14(3) navedene uredbe, da bi bolje odražali realne pogoje vožnje in dejansko vedenje emisij CO2 vozil ter vključevali vse zadevne ekološke inovacije in dodatne ukrepe.
In particular the Commission shall make proposals by 2010, as appropriate, to ensure that the procedures for measuring CO 2 emissions under Regulation (EC) No 715/2007 and its implementing measures are adapted and subsequently reviewed on a regular basis , in accordance with Article 14(3) of that Regulation, so as better to reflect real driving conditions and the real CO 2 emission behaviour of cars, and to incorporate all relevant eco-innovations and additional measures within these procedures.
Komisija zagotovi, da bo do leta 2015 ta uredba veljala za avtomobile s kakršno koli težo.
The Commission shall ensure that, by 2015, cars of all weights are covered by this Regulation.
Nekateri osebni avtomobili imajo referenčno maso, ki presega navejčjo maso 2840 kg, določeno včlenu 2(2) uredbe EURO 5/6.
Some passenger cars have a reference mass exceeding the 2 840 kg maximum mass specified in Article 2(2) of the EURO 5/6 Regulation.
Tak primer je Hummer H2 z maso praznega vozila 2902 kg.
An example for such a car is the Hummer H2 with a kerb weight of 2 902 kg.
Po sedanjem predlogu so ti avtomobili izvzeti iz zakonodaje.
Under the current proposal, these cars are exempt from the legislation.
To vrzel je treba zapolniti in tako preprečiti, da bi povečanje števila zelo težkih SUVov ogrožalo doseganje povprečnega cilja voznega parka EU.
This loophole must be closed to avoid that an increase in very heavy SUVs puts the achievement of the EU fleet average target at risk.
Člen 10 – odstavek 3 b (novo)
Article 10 ‑ paragraph 3 b (new)
Komisija do 31. decembra 2014 predstavi predlog za pravilnik o določanju povprečne omejitve emisij iz Priloge I, ki ne sme biti višja od 95 g CO2, kar naj bi nov vozni park dosegel do 1. januarja 2020.
The Commission shall by 31 December 2014 table a proposal for a regulation setting the average emissions level referred to in Annex I , which may in any event not be higher than 95 g of CO 2 , to be achieved by the new car fleet by 1 January 2020.
Pred tem predlogom se pripravi splošna ocena vpliva na industrijo in njeno avtomobilsko vejo, h kateri se priloži natančna analiza stroškov in koristi ob upoštevanju razvoja tehnoloških inovacij za zmanjšanje CO2.
That proposal shall be preceded by an overall assessment of the impact on the car industry and its allied industries, coupled with a precise cost-benefit analysis, taking into account the development of technological innovations for CO 2 reduction.
Komisija pri določanju povprečne omejitve emisij upošteva spremembe v zvezi z mednarodnimi sporazumi za obdobje po letu 2012.
When setting the average emissions level, the Commission shall take into account the developments concerning international agreements relating to the post-2012 period.
Komisija obravnava tudi možnost odprave sedanjega razlikovanja med ukrepi za posamezna ciljna zmanjšanja, zlasti pri motornih vozilih, in drugimi dopolnilnimi ukrepi.
The Commission shall also consider the possibility of dispensing with the current distinction between the various measures that contribute to achieving the specific reduction target, particularly as regards measures relating to motor vehicles and other complementary measures.
Člen 10 – odstavek 3 c (novo)
Article 10 – paragraph 3 c (new)
Po presoji vplivov Komisija do leta 2014 objavi poročilo o dostopnosti podatkov o odtisu kot kazalcu uporabnosti, da se določijo posebni cilji emisij, in po potrebi spremeni Prilogo I v skladu z regulativnim postopkom s pregledom iz člena 12(3).
The Commission shall by 2014, following an impact assessment, publish a report on the data availability of footprint, as an utility parameter for determin ing specific emissions targets and, if appropriate, amend Annex I in accordance with the regulatory procedure with scrutiny referred to in A rticle 12(3).
Od 1. januarja 2010 bodo proizvajalci zagotovili, da bodo oznake, plakati ali promocijski prospekti in gradivo iz členov 3, 5 in 6 Direktive 1999/94/ES vsebovali informacije o tem, v kolikšni meri se specifične emisije CO2 za osebni avtomobil, ki je na prodaj, razlikujejo od cilja specifičnih emisij za ta osebni avtomobil iz Priloge I .
From 1 January 2010, manufacturers shall ensure that labels, posters or promotional literature and material of the type referred to in articles 3, 5 and 6 of Directive 1999/94/EC indicate the extent to which the specific emissions of CO 2 of the passenger car offered for sale differ from the specific emissions target for that passenger car under Annex I .
Od 1. januarja 2010 bo informacije za potrošnike glede specifičnih emisij CO2 osebnih avtomobilov urejala Direktiva 1999/94/ES .
From 1 January 2010, th e informa t ion provided to consumers concerning the specific CO 2 emissions of passenger cars shall be governed by D ire c tiv e 1999/94/E C .
Direktiva 1999/94/ES je najustreznejši okvir za urejanje informacij za potrošnike.
The provision of information to consumers is best governed within the framework of Directive 1999/94/EC.
Člen 11a
Article 11 a
Informacije vozniku v avtomobilu
In-car driver information
Od 1. januarja 2012 proizvajalci, ki zaprosijo za homologacijo za vozila kategorije M1, kot je določeno v Direktivi 2007/46/ES v skladu z Uredbo (ES) št. 715/2007, v vsako vozilo namestijo zaslon za porabo goriva.
From 1 January 2012 manufacturers seeking type-approval for M 1 vehicles as defined in Directive 2007/46/EC in accordance with Regulation (EC) No 715/2007 shall equip every vehicle with a fuel consumption monitor.
Veliko preskusov je potrdilo, da obstajajo razlike med dejanskimi emisijami CO2 in emisijami, izmerjenimi pri poskusnem ciklu EU.
Many tests have confirmed that there is a discrepancy between real-life CO2 emissions and the emissions measured under the EU test-cycle.
Zaslon za porabo goriva lahko pomaga odpraviti te razlike, saj vozniku kaže, koliko goriva porabi avto med vožnjo.
A fuel consumption monitor can help to close this discrepancy as it shows the driver how much fuel the car is consuming while driving.
To lahko spodbuja ekolju prijazno vožnjo, ko se avto dejansko uporablja, kar vodi do manjše porabe goriva.
This can encourage eco-driving thereby leading to lower fuel consumption when the car is used in real life.
Drugi pozitivni stranski učinki varčnejšega načina vožnje so manj nesreč, zmanjšanje NOx in emisij delcev, manj hrupa, manjša obraba in preluknjanost pnevmatik ter manjši prenos moči.
Other positive side-effects of more economical driving styles are less accidents, reduction of NOx and particle emissions, less noise and less wear and tear of tyres and powertrain.
Priloga II – del A – odstavek 2
Annex II – part A – paragraph 2
Podrobnosti iz odstavka 1 izhajajo iz potrdila o skladnosti za zadevni osebni avtomobil.
The details referred to in paragraph 1 shall be taken from the certificate of conformity for the relevant passenger car.
Če sta v potrdilu o skladnosti navedeni tako najmanjša kot tudi največja masa osebnega vozila, države članice za namene te uredbe uporabijo le podatek o največji masi.
Where the certificate of conformity specifies both a minimum and a maximum mass for a passenger car, the Member States shall use only the maximum figure for the purpose of this Regulation.
Pri vozilih z dvogorivnim motorjem (bencin/plin), katerih certifikati skladnosti kažejo spečifične emisije CO2 za obe vrsti goriva, države članice uporabijo le vrednost, merjeno za plin.
In the case of bi-fuelled vehicles (petrol/gas) whose certificates of conformity bear specific C0 2 emission figures for both types of fuel, the Member States shall use only the figure measured for the gas.
Po uradnih podatkih naj bi vozila na dvogorivni motor skoraj izključno delovala na plin.
According to official figures, bi-fuelled vehicles are run almost exclusively on gas.
Poleg tega je treba spodbujati uporabo plinastih goriv kot alternativo bencinu, da se znižajo ogljikove emisije in zagotovi raznolikost oskrbe z energijo.
Furthermore, the use of gaseous fuels as an alternative to petrol should be promoted, with a view to cutting carbon emissions and diversifying energy supplies.
Predlog uredbe, ki določa zahteve za vrednosti emisij CO2 za nove osebne avtomobile, je del ambicioznejše strategije, po kateri EU enostransko prevzema obvezo, da bo znižala emisije toplogrednih plinov za najmanj 20 % do leta 2020.
The proposal for a regulation, which sets CO 2 emission performance requirements for new passenger cars, forms part of a more ambitious strategy, under which the EU has resolutely and unilaterally committed itself to slashing greenhouse gas emission levels by at least 20% by 2020.
Cestni prevoz je z več kot 12 % skupnih emisij ogljikovega dioksida drugi največji sektor po izpustih toplogrednih plinov v EU, vrednost emisij tega sektorja pa še naprej narašča.
The road transport sector is the second highest source of greenhouse gas emissions in the EU, being responsible for 12% of all carbon dioxide emissions and, more importantly, is a sector in which emissions are continuing to increase.
Avtomobilska tehnologija je sicer močno napredovala, a to ne zadostuje za izničenje učinka povečanja prometa in velikosti avtomobilov.
The significant progress made thanks to automotive technology has not been enough to neutralise the effect of the increase in traffic volumes and car sizes.
Februarja 2007 je Komisija predlagala, da bi se uporabil celostni pristop pri dveh prvinah: zmanjšanju emisij, do katerega je prišlo z izboljšavo tehnologije motorjev, da bi se dosegel cilj povprečja 130 g CO2/km za nov vozni park, in zmanjšanju za dodatnih 10 g CO2/km z nadaljnjimi tehnološkimi izboljšavami in povečano porabo biogorov do leta 2012.
In February 2007, the Commission proposed that an integrated approach be adopted, centring on two components: emission reductions obtained through the improvement of engine technology with a view to meeting the target of an average 130g CO 2 /km for the new car fleet, and reduction by another 10g CO 2 / km through further technological improvements and an increase in the use of biofuels by 2012.
Oktobra 2007 je Parlament v svoji resoluciji sprejel načelo celostnega pristopa, hkrati pa zagovarjal ambicioznejše dolgoročne cilje: zmanjšanje na 125 g CO2/km do leta 2015 in načrt z dolgoročnim ciljem, da se doseže 95 g CO2/km do leta 2020 in zaželenih 70 g CO2/km do leta 2025.
In October 2007, Parliament adopted a resolution welcoming the integrated approach in principle, but advocated more ambitious and longer‑term targets: a reduction to 125g CO 2 /km by 2015 and a long‑term outlook target of 95g CO 2 /km by 2020, and hopefully of 70g CO 2 /km by 2025.
Sedanji predlog uredbe je odraz prvotne različice, zlasti glede ciljev, rokov in uporabe celostnega pristopa.
The proposal for a regulation adheres to the spirit and targets of the previous Communication, especially as regards targets, timescales and the adoption of an integrated approach.
Predvideva tudi razdelitev specifičnega cilja za vsakega proizvajalca posebej na osnovi "mase".
It also provides for the splitting of the specific target for each manufacturer on the basis on the utility parameter of ‘mass’.
Če zastavljeni cilji ne bodo doseženi, predlog predvideva sistem kazni, ki bo temeljil na izračunih osnovne vsote, ki od leta 2012 dalje raste.
The proposal provides for a system of penalties, calculated on a base amount and increasing as from 2012, in the event of the set targets not being achieved.