natgillin/translations-raw huggingface dataset:
Ta uredba določa zahteve za vrednosti emisij CO2 za nove osebne avtomobile z namenom zagotavljanja ustreznega delovanja notranjega trga in doseganja skupnega cilja EU, da bi emisije CO2 povprečnega novega voznega parka znižali na 120 g CO2/km.
This Regulation establishes CO2 emission performance requirements for new passenger cars in order to ensure proper functioning of the internal market and achieve the EU's overall objective that the average new car fleet should achieve CO2 emissions of 120 g CO2/km.
Uredba ob upoštevanju napredka v tehnologiji motorjev vozil določa povprečne emisije CO2 za nove osebne avtomobile na 130 g CO2/km, merjeno v skladu z Uredbo (ES) št. 715/2007 in njenimi izvedbenimi ukrepi.
The Regulation sets the average CO2 emissions for new passenger cars at 130 g CO2/km by means of improvement in vehicle motor technology as measured in accordance with Regulation (EC) No 715/2007 and its implementing measures.
Ta uredba bo dopolnjena z dodatnimi ukrepi, ki ustrezajo zmanjšanju za 10 g/km kot del celostnega pristopa Skupnosti.
This Regulation will be complemented by additional measures corresponding to 10 g/km as part of the Community's integrated approach .
Člen 2 opredeljuje področje uporabe : Ta uredba se uporablja za vozila kategorije M1 z referenčno maso, ki ne presega 2 610 kg, ki so prvič registrirana v Skupnosti in zunaj nje niso bila predhodno registrirana (novi osebni avtomobili).
Article 2 defines the scope : The Regulation is to apply to category M1 vehicles with a reference mass not exceeding 2 610 kg, registered in the Community for the first time and not having been previously registered outside the Community (new passenger cars).
Člen 3 zajema opredelitve :
Article 3 contains the definitions .
Člen 4 določa cilje specifičnih emisij : Za koledarsko leto, ki se začne 1. januarja 2012, in za vsako naslednje koledarsko leto vsak proizvajalec osebnih vozil zagotovi, da njegove povprečne specifične emisije CO2 ne presežejo cilja specifičnih emisij, ki je zanj določen v skladu s Prilogo I, ali, če se proizvajalcu odobri odstopanje v skladu s členom 9, v skladu z navedenim odstopanjem.
Article 4 sets forth specific emissions targets in the following terms: For the calendar year commencing 1 January 2012 and each subsequent calendar year, each manufacturer of passenger cars shall ensure that its average specific emissions of CO2 do not exceed its specific emissions target determined in accordance with Annex I or, where a manufacturer is granted a derogation under Article 9, in accordance with that derogation.
Člen 5 določa pogoje, pod katerimi lahko proizvajalci ustanavljajo združenja za uresničevanje cilja emisij iz člena 4.
Article 5 defines the conditions in which manufacturers may form a pool for the purposes of attaining the emissions target referred to in Article 4.
Člen 6 se nanaša na spremljanje in poročanje o povprečnih emisijah .
Article 6 deals with monitoring and reporting average emissions .
Člen 7 zajema določbe o premiji za presežne emisije :
Article 7 sets out the provisions on the excess emissions premium :
Za vsako koledarsko leto od 2012 naprej, v katerem bodo povprečne specifične emisije CO2 proizvajalca presegle cilj specifičnih emisij, ki bodo zanj veljale za navedeno leto, bo Komisija proizvajalcu ali, če gre za skupino, vodji skupine naložila plačilo premije za presežne emisije.
In respect of each calendar year from 2012 onwards for which a manufacturer's average specific emissions of CO2 exceed its specific emissions target in that year, the Commission shall impose an excess emissions premium on the manufacturer or, in the case of a pool, the pool manager.
Premija za presežne emisije iz prvega odstavka se izračunava z uporabo naslednje formule:
The excess emissions premium under paragraph 1 shall be calculated using the following formula:
presežne emisije x število osebnih avtomobilov x premija za presežne emisije, predpisana v odstavku 3.
Excess emissions x number of new passenger cars x excess emissions premium prescribed in paragraph 3.
„presežne emisije“ pomeni pozitivno število gramov na kilometer, zaokroženo na najbližja tri decimalna mesta, s katerim so proizvajalčeve povprečne specifične emisije presegle njegov cilj specifičnih emisij v koledarskem letu; in
'Excess emissions' means the positive number of grams per kilometre by which the manufacturer's average specific emissions exceeded its specific emissions target in the calendar year rounded to the nearest three decimal places; and
„število novih osebnih avtomobilov“ pomeni število proizvajalčevih novih osebnih avtomobilov, ki so bila tisto leto registrirana.
'Number of new passenger cars' means the number of new passenger cars for which it is the manufacturer and which were registered in that year.
Premija za presežne emisije znaša:
The excess emissions premium shall be:
(a) 20 EUR za presežne emisije v koledarskem letu 2012;
(a) in relation to excess emissions in the calendar year 2012, 20 euros;
(b) 35 EUR za presežne emisije v koledarskem letu 2013;
(b) in relation to excess emissions in the calendar year 2013, 35 euros;
(c) 60 EUR za presežne emisije v koledarskem letu 2014; in
(c) in relation to excess emissions in the calendar year 2014, 60 euros; and
Komisija vzpostavi metode za zbiranje premij za presežne emisije iz prvega odstavka.
The Commission shall establish methods for the collection of excess emissions premiums under paragraph 1.
Navedeni ukrepi za spremembo nebistvenih določb te uredbe z njeno dopolnitvijo se sprejmejo v skladu z regulativnim postopkom s pregledom iz člena 12(3).
Those measures designed to amend non-essential elements of this Regulation, by supplementing it, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 12(3).
Člen 8 zajema objavo učinkovitosti proizvajalcev v smislu cilja specifičnih emisij.
Article 8 deals with publication of manufacturers' performance in terms of its specific emissions target.
Člen 9 določa odstopanje za samostojne maloserijske proizvajalce (odgovorne za manj kot 10 000 novih osebnih avtomobilov, registriranih v Skupnosti v vsakem koledarskem letu).
Article 9 sets out a derogation for small volume independent manufacturers (responsible for fewer than 10 000 new passenger cars registered in the Community per calendar year).
Člen 10 je klavzula o pregledu in poročanju .
Article 10 is the review and reporting clause .
Člen 11 se nanaša na obveščanje potrošnikov .
Article 11 deals with consumer information .
Člen 12 je klavzula o komitologiji .
Article 12 is the comitology clause.
Člen 13 se nanaša na sredstva Skupnosti .
Article 13 deals with Community financing .
Člen 14 razveljavlja Odločbo št. 1753/2000/ES.
Article 14 repeals Decision No 1753/2000/EC.
Člen 15 zajema začetek veljavnosti .
Article 15 deals with entry into force .
Prilogi I in II se nanašata na cilje specifičnih emisij CO2 oziroma spremljanje in poročanje o emisijah .
Annexes I and II deal with specific C02 emissions targets and monitoring and reporting emissions , respectively.
Med razpravo odbora, kjer je bilo predstavljeno mnenje pravne službe in je o njem tekla razprava, je bil izražen dvom glede 'premije za presežne emisije' iz člena 7, in sicer ali člena 95 in 175 dajeta EU pooblastilo za nalaganje plačila take premije.
In the course of discussion in the committee, during which an opinion from the Legal Service was presented and debated, doubts were expressed as to the nature of the "excess emissions premium" provided for in Article 7 and as to whether Article 95 or Article 175 conferred competence on the EU to impose such a premium.
Podobno so člani odbora izrazili resne pomisleke o določbah, po katerih bi Komisija določila metode zbiranja premij za presežne emisije (člen 7(4)), in dejstvu, da se zneski premije za presežne emisije štejejo za prihodek v proračunu Evropske unije (člen 7(5)).
Likewise, committee members expressed the utmost misgivings about the provisions under which the Commission is to establish methods for the collection of excess emissions premiums (Article 7(4)) and "The amounts of the excess emissions premium shall be considered as revenue for the budget of the European Union" (Article 7(5)).
Odbor za pravne zadeve se je na seji 9. septembra 2008 soglasno
At its meeting of 9 September 2008 the Committee on Legal Affairs accordingly decided, unanimously
Pri končnem glasovanju so bili navzoči: Giuseppe Gargani (predsednik), Rainer Wieland (podpredsednik), Lidia Joanna Geringer de Oedenberg (podpredsednica), Francesco Enrico Speroni (podpredsednik), Sharon Bowles (za Diano Wallis (pripravljavko osnutka)), Victor Boştinaru, Ieke van den Burg, Carlo Casini, Marek Aleksander Czarnecki, Bert Doorn, Monica Frassoni, Vicente Miguel Garcés Ramón, Jean-Paul Gauzès, Othmar Karas, Piia-Noora Kauppi, Klaus-Heiner Lehne, Katalin Lévai, Antonio Masip Hidalgo, Hans-Peter Mayer, Manuel Medina Ortega, Georgios Papastamkos, Aloyzas Sakalas, Gabriele Stauner, Daniel Strož, József Szájer, Jacques Toubon, Renate Weber, Jaroslav Zvěřina, Tadeusz Zwiefka. odločil, da je člen 175 Pogodbe ES na podlagi mnenja pravne službe Sveta ustrezna pravna podlaga.
The following were present for the final vote: Giuseppe Gargani, (chairman), Rainer Wieland, (vice-chairman), Lidia Joanna Geringer de Oedenberg (vice-chairwoman), Francesco Enrico Speroni (vice-chairman), Sharon Bowles (for Diana Wallis (draftswoman)), Victor Boştinaru, Ieke van den Burg, Carlo Casini, Marek Aleksander Czarnecki, Bert Doorn, Monica Frassoni, Vicente Miguel Garcés Ramón, Jean-Paul Gauzès, Othmar Karas, Piia-Noora Kauppi, Klaus-Heiner Lehne, Katalin Lévai, Antonio Masip Hidalgo, Hans-Peter Mayer, Manuel Medina Ortega, Georgios Papastamkos, Aloyzas Sakalas, Gabriele Stauner, Daniel Strož, József Szájer, Jacques Toubon, Renate Weber, Jaroslav Zvěřina, Tadeusz Zwiefka. , in view of an opinion from the Council's Legal Service, that the proper legal basis was Article 175 of the EC Treaty.
Med letoma 1995 in 2007 je bil pri tehnologiji motorjev vozil dosežen izjemen napredek glede učinkovitosti porabe goriva.
Between 1995 and 2007 vehicle engine technology made significant progress in fuel efficiency.
Vendar je del tega izboljšanja nadomestilo povečanje povpraševanja po večjih vozilih.
Part of this improvement in fuel efficiency was, however, neutralised by the rising demand for larger vehicles.
Približno 12 % vseh emisij CO2 v Evropi izhaja iz osebnih avtomobilov.
CO 2 emissions in the passenger car sector make up 12% of overall emissions in Europe.
V Evropski uniji osebni avtomobili predstavljajo 78 % skupnih storitev potniškega prevoza.
Cars are responsible for about 78% of all passenger transport in the EU.
Cilji predloga uredbe
Objectives of the draft regulation
Evropska komisija želi s tem predlogom doseči enoten in zavezujoč cilj za emisije CO2, in sicer 130 g CO2/km od leta 2012 naprej.
With this proposed regulation the Commission seeks to achieve a single and binding target for CO2 emissions of 130 g CO 2 /km by 2012.
K temu skupnemu cilju se je zavezal tudi Evropski parlament, ki podpira splošne cilje Komisije.
Parliament endorses this common aim and supports the Commission’s general objectives.
Ob tem mora uredba, ki jo bosta sprejela Svet in Parlament, stremeti h konkurenčno nevtralnim, socialno sprejemljivim in trajnostnim ciljem za zmanjšanje emisij, ki upoštevajo raznolikost evropskih proizvajalcev avtomobilov in njihov položaj v mednarodni konkurenci.
However, the regulation that is to be adopted by the Council and Parliament must seek to achieve sustainable reduction targets that have a neutral effect on competition, are socially acceptable and take account of the wide variety of European car manufacturers and their position in international competition.
Možnosti in naklon
Options and slope
Sporna je zlasti pravična porazdelitev ciljev za zmanjšanje emisij na majhna in velika vozila.
A particularly controversial point is a fair distribution of reduction targets between small and larger vehicles.
Na področju novih tehnologij imajo vodilno vlogo velika vozila, pri katerih imajo evropski proizvajalci po svetu 80-odstotni tržni delež.
Larger vehicles, for which European manufacturers have an 80% share of the world market, play a leading role in new technologies.
Temeljnega pomena je krivulja mejnih vrednosti, ki upošteva maso vozil.
The limit value curve in line with vehicle mass is crucial.
Najboljša osnova za meritve je zastavljeni cilj za CO2 za povprečne emisije novega voznega parka nekega proizvajalca, ki temelji na povprečni masi vozila.
The CO 2 target for the average of a manufacturer’s new car fleet based on average vehicle mass is the best basis for measurement.
Znatno višji delež emisij velikih vozil v primerjavi z majhnimi se določa z naklonom krivulje mejnih vrednosti.
The significantly larger contribution by larger vehicles in comparison with smaller ones is conditioned by the slope of the limit value curve.
Podpiramo predlog Komisije o 60-odstotnem naklonu krivulje mejnih vrednosti.
This opinion supports the Commission’s proposed 60% slope for the limit value curve.
Cilji za zmanjšanje emisij za velika vozila so znatno višji od ciljev za majhna vozila.
The reduction targets for larger vehicles are considerably higher than for small cars.
60-odstotni naklon pomeni, da emisije CO2 ne naraščajo vzporedno z večjo težo, ampak le zelo pod povprečjem.
A 60% slope means that the CO 2 emissions do not rise in parallel with increased weight, but far below the average.
Teža vozila (masa) je primeren parameter za cilje za specifične emisije CO2.
Vehicle weight (mass) is the best parameter for the specific CO 2 targets.
V primerjavi z drugimi parametri, izbira teže vozila pomeni manjše izkrivljanje konkurence.
Vehicle weight will cause less distortions of competition than other parameters.
Na Japonskem in Kitajskem se teža uporablja kot osnova za zakonodajo v zvezi s CO2.
In Japan and China weight is already used as the basis for legislation on CO 2 .
Razvoj je mogoče preprosto nadzorovati, ker so podatki že znani.
It is easy to monitor developments as the data are available.
Ker proizvajalci avtomobile razvijajo na podlagi platforme, parameter „odtis“ ne bi bil primeren.
As the vehicle manufacturers are developing platform concepts, the ‘footprint’ parameter would not be a suitable scale.
Uporaba „odtisa“ bi pomenila, da bi bil vsem vozilom z enako platformo pripisan enak cilj za CO2, ne glede na njihovo opremo in skupno težo.
The use of the ‘footprint’ parameter would lead to all vehicles on the same platform being given the same CO 2 target, regardless of their specifications and overall weight.
Poleg tega bi bili emisijsko sprejemljivejši mestni avtomobili zaradi uporabe „odtisa“ v bistveno slabšem položaju.
Moreover, the ‘footprint’ parameter would place small and CO 2 -efficient city cars at a considerable disadvantage.
Dopolnilni ukrepi celostnega pristopa
Complementary measures in the integrated approach
Dodatnih 5 g/km CO2 pa bi privarčevali z biogorivi, ki so prav tako del celostnega pristopa.
In addition, the use of biofuels can save another 5 g/km CO 2.
Da bi lahko uvajali nove tehnologije in izvajali energetsko učinkovite ukrepe, je ekološke inovacije smiselno priznati kot ukrepe za zmanjšanje emisij CO2.
In order to implement new technologies and energy efficient measures, it makes sense to recognise ecological innovations as carbon reduction measures.
Ker v preskusnih metodah ni mogoče zajeti vseh ekoloških inovacij oz. ker so spremembe veljavnega in mednarodno usklajenega postopka zamudne in težavne, je bila predlagana dodatna uvedba postopka v skladu s členom 6 in prilogo IIa.
As not all ecological innovations can be covered by testing procedures, and it is awkward and time-consuming to change the existing, internationally harmonised procedure, this opinion proposes to introduce an additional procedure under Article 6 and Annex IIa.
K ekološkim inovacijam je poleg preskusnih metod mogoče šteti tudi ukrepe v zvezi z avtomobilsko tehnologijo, vzdrževanjem, usposabljanjem voznikov, navigacijsko infrastrukturo ter energetsko učinkovitimi svetili, več sončnimi sistemi in uporabo presežka toplote.
Ecological innovations may include, in addition to the testing procedure, automobile technology measures, maintenance procedures, driver training, navigational infrastructure, energy-efficient lights, more solar technology in cars and the use of waste heat.
Cilj je spodbujanje vseh ukrepov, ki omogočajo izboljšanje okoljske učinkovitosti.
The aim is to promote all measures that help improve environmental performance.
Ker razvoj novih tipov in platform traja najmanj 5 do 8 let, cilja 120 g CO2/km ni smiselno izvesti v nekem določenem roku, ampak z večletnim uvajanjem.
As the development of new models and new platforms takes at least five to eight years, it makes sense to implement the target of 120 g CO2/km not on a particular date, but over a transitional period of several years.
Zato se predlaga, da mora ciljno vrednost 120 g CO2/km, vključno z dopolnilnimi ukrepi, do leta 2012 doseči četrtina novega voznega parka nekega proizvajalca, do leta 2013 polovica, do leta 2014 tri četrtine, do leta 2015 pa celotni vozni park.
It is therefore proposed that in 2012 a quarter of a manufacturer’s new cars, in 2013 half, in 2014 three-quarters and in 2015 all of them would have to achieve the target of 120 g CO2/km, including the complementary measures.
Takšna prilagodljivost je potrebna, da bi proizvajalci imeli dovolj časa za razvoj in da bi hkrati omogočili alternativne rešitve.
This flexibility is needed to allow manufacturers the leeway that they need for development and at the same time to make alternative routes possible.
Denarne kazni med 100 in 475 evrov na tono CO2, ki jih je predlagala Komisija, so veliko višje od vseh možnih tržnih cen za certifikate CO2 v industrijskem in energetskem sektorju.
The Commission’s proposed fines of between €100 and €475 per tonne of CO2 are far higher than any conceivable trade prices for CO2 certificates in the industry and energy sectors.
Kazen ne sme slabiti inovacijske zmogljivosti industrije, ampak spodbujati izvajanje ukrepov in po možnosti tudi financiranje dodatnih ukrepov, ki zagotavljajo zastavljeno količino privarčevanega CO2.
Penalties should not have the effect of weakening industry’s ability to innovate, but should provide an incentive for implementing measures and possibly fund replacement measures that would achieve the desired aim of reducing carbon emissions.
Glede na predlagane kazni od 10 do 40 evrov na gram CO2 in na novo registrirane osebne avtomobile (to ustreza ceni do 200 evrov za tono CO2), bi to moralo biti zagotovljeno.
This opinion’s proposed penalties of €10 to €40 per gram of CO2 for newly registered cars (corresponding to a per tonne CO2 price of up to €200) should achieve this.
Predvidevamo lahko, da bo zaradi obveščanja potrošnikov in konkurence med proizvajalci pritisk na proizvajalce, da upoštevajo predpisane mejne vrednosti, še večji.
It should be assumed that consumer information and competition between manufacturers will anyway exert far greater pressure on manufacturers to keep to all the prescribed limit values.
V predlogu Evropske komisije je predvidena vrsta odstopanj, ki jih je treba posebej preveriti.
The Commission proposal provides for a number of derogations, the details of which must be examined.
Meja števila prodanih novih avtomobilov v Evropski uniji, ki jo je predlagala Evropska komisija, bo z manj kot 10.000 znižana na 5.000 vozil letno, uvedena pa bo dodatna določba, ki bo omejena na pet let, za tiste proizvajalce, ki bi ciljne vrednosti za zmanjšanje emisij le težko dosegli in na leto registrirajo največ 1 % novih avtomobilov v Evropski uniji.
This opinion reduces the Commission’s proposed limit of less than 10 000 new cars sold per year in the EU to 5000 per year and an additional arrangement, limited to five years, has been introduced for those manufacturers which will find it difficult to achieve the reduction targets and are responsible for no more than 1% per year of new registrations in the EU.
Dolgoročni cilji
Long-term aims
Leta 2014 bi morala Svet in Parlament sprejeti dolgoročne cilje na osnovi pregleda stanja in ustreznega predloga Evropske komisije.
Long-term aims should be adopted in 2014 by Parliament and the Council on the basis of a survey and a Commission proposal.
Takrat bo mogoč tudi pregled nad novimi tehnologijami, vključno z uvedbo alternativnih pogonskih modelov, kot so avtomobili na baterije.
At that time it will also be possible to gain an overview of new technologies, including the introduction of alternative engine models, such as battery-driven vehicles.
V dolgoročnih ciljih je treba upoštevati tudi to, da bodo imeli motorji in sistemi za hibridni pogon, ki jih razvijajo danes, relativno kratko življenjsko dobo, saj bo že 10 let po njihovi uvedbi na trgu morda na voljo že naslednja generacija lokalnih pogonov brez emisij CO2.
The long-term aims should also take account of the fact that the new engine models and hybrid-powered systems that are now being developed will have only a relatively short life cycle, as 10 years after their introduction onto the market, the next generation of local CO2-free propulsion systems could be available.
Politika mora zato dopuščati možnost prehoda na nove tehnologije.
Policies must therefore leave open the possibility of transition to new technologies.
Že upoštevanje vrednosti iz te uredbe (120 g CO2/km) za povprečje voznega parka pomeni, da se bo morala poraba povprečja voznega parka znižati na okoli 5 litrov na 100 kilometrov pri bencinskih avtomobilih in na okoli 4,5 litrov na 100 kilometrov za dizelske avtomobile.
Implementation of the limits laid down in this regulation of 120 g CO2/km over the average of all vehicles already means that average fuel consumption must be reduced to about 5 litres per 100 km for petrol-driven vehicles and about 4.5 litres per 100 km for diesel vehicles.
Glede na današnje stanje so to zelo zahtevne ciljne vrednosti.
In comparison with current figures, these are very ambitious targets.
Da bi se emisije znatno zmanjšale, je treba politike in ukrepe izvajati na ravni države članice in Skupnosti v vseh sektorjih gospodarstva Skupnosti, ne le v industriji in energetiki .
Policies and measures should be implemented at Member State and Community level across all sectors of the Community economy, and not only within the industry and energy sectors, in order to generate the substantial reductions needed .
Zato so potrebni predpisi o emisijah za proizvajalce in uvoznike novih avtomobilov.
This requires rules on emissions for manufacturers and importers of new cars.
Za doseg skupnega cilja držav članic in Skupnosti za zmanjšanje emisij CO2 ne zadostujejo le ukrepi v industrijskem in energetskem sektorju , ampak tudi na področju prometa in v gospodinjstvih.
If the overall aim of the Member States and the Community to reduce CO 2 is to be achieved, it is not sufficient to take action only within the industry and energy sectors, but the transport and household sectors should also be included.
Cilji Skupnosti omogočajo proizvajalcem bolj zanesljivo načrtovanje in večjo prilagodljivost pri doseganju zahtev za zmanjšanje emisij CO2 , kot bi ju omogočali posamezni nacionalni cilji .
Community targets provide manufacturers with more planning certainty and more flexibility to meet the CO2 reduction requirements than would be provided by separate national reduction targets.
Cilji Skupnosti omogočajo proizvajalcem bolj zanesljivo načrtovanje in večjo prilagodljivost pri doseganju zahtev za zmanjšanje emisij CO2 in preprečujejo, da bi med državami članicami zaradi posameznih nacionalnih ciljev prišlo do izkrivljanja konkurence .
Community targets provide manufacturers with more planning certainty and more flexibility to meet the CO2 reduction requirements and prevent distortions of competition arising between the Member States because of separate national reduction targets.
Takšno izkrivljanje konkurence bi bilo v popolnem nasprotju s ciljem vzpostavitve enotnega notranjega trga.
Such distortions of competition would run entirely counter to the aim of creating a single internal market.