natgillin/translations-raw huggingface dataset:
Sprejmejo se ukrepi za potrebno prilagoditev formulam iz Priloge I, da bi bile vidne vse spremembe v regulativnem preskusnem postopku za merjenje specifičnih emisij CO2.
Measures shall be adopted to provide for the necessary adaptation to the formulae of Annex I in order to reflect any change in the regulatory test procedure for the measurement of specific CO2 emissions.
Komisija do leta 2015 pregleda metodo določanja specifičnih emisij CO2 iz dodelanih vozil v odstavku 7 dela B Priloge II in po potrebi predlog predloži Evropskemu parlamentu in Svetu za spremembo Priloge II .
The Commission shall by 2015 review the method of determining the specific emissions of CO 2 of completed vehicles in paragraph 7 of Part B of Annex II and, if appropriate, submit a proposal to the European Parliament and to the Council to amend Annex II .
Komisija Evropskemu parlamentu in Svetu do leta 2011 predloži predlog o postopku za določanje specifičnih emisij CO2 iz dodelanih vozil.
The Commission shall by 2011 submit a proposal for a procedure for determining the specific emissions of CO 2 of completed vehicles to the European Parliament and to the Council.
Komisiji pomaga odbor, ustanovljen s členom 9 Odločbe 280/2004/ES .
The Commission shall be assisted by the committee instituted by Article 9 of Decision 280/2004/EC .
(a) od leta 2014 do leta 2017 :
(a) From 2014 to 2017 :
(a) od leta 2015 do leta 2018 :
(a) From 2015 to 2018 :
okvirne specifične emisije CO2 = 175 + a × (M – M0),
Indicative specific emission of CO2 = 175 + a × (M – M0)
(b) od leta 2018 :
(b) From 2018 :
specifične emisije CO2 = 175 + a × (M – M0)
Specific emission of CO2 = 175 + a × (M – M0)
M0 = vrednost, sprejeta v skladu s členom 12(1)
M0 = the value adopted pursuant to Article 12(1)
Priloga II – del A – točka 1 – uvodni del
Annex II – part A – point 1 – introductory part
Priloga II – del A – točka 3 – uvodni del
Annex II – part A – point 3 – introductory part
Priloga II – del B – točka 7
Annex II – part B – number 7
(7) Specifične emisije iz dodelanih vozil
(7) Specific emissions of completed vehicles
Matthias Groote, Andrzej Grzyb, Jolanta Emilia Hibner, Yannick Jadot, Werner Langen, Marian-Jean Marinescu, Vladko Todorov Panajotov (Vladko Todorov Panayotov), Markus Pieper, Mario Pirillo, Vladimír Remek, Frédérique Ries, Hermann Winkler
Matthias Groote, Andrzej Grzyb, Jolanta Emilia Hibner, Yannick Jadot, Werner Langen, Marian-Jean Marinescu, Vladko Todorov Panayotov, Markus Pieper, Mario Pirillo, Vladimír Remek, Frédérique Ries, Hermann Winkler
o predlogu uredbe Evropskega parlamenta in Sveta o določitvi standardov emisijskih vrednosti za nova lahka gospodarska vozila kot del celostnega pristopa Skupnosti za zmanjšanje emisij CO 2 iz lahkih tovornih vozil
on the proposal for a regulation of the European Parliament and of the Council setting emission performance standards for new light commercial vehicles as part of the Community's integrated approach to reduce CO 2 emissions from light-duty vehicles
Osnutek uredbe temelji na načelu, da bo zmanjšanje porabe goriva lahkih gospodarskih vozil zmanjšalo skupne emisije CO 2 zaradi prometa in tako ublažilo podnebne spremembe.
The draft Regulation is based upon the premise that lowering the fuel consumption of light-commercial vehicles (LCVs) will reduce the overall level of CO2 emissions from transport thus mitigating "climate change";
Predlog določa omejitve za emisije CO 2 za nova lahka gospodarska vozila v EU.
The proposal sets CO2 emission limits for new LCVs in the EU.
Vsak proizvajalec ali uvoznik, ki ne bo izpolnil zahtev v določenem časovnem obdobju, se bo soočil z denarnimi kaznimi.
Each manufacturer or importer that does meet the requirements within the specified timescale will face fines;
Vseeno pa se pojavlja vprašanje, ali bo predlog dosegel svoj cilj:
Nevertheless, it is questionable whether this proposal will accomplish this aim:
i) povezava med dogodki, opisanimi kot podnebne spremembe, in človekovimi dejavnostmi (vključno s prometom) je široko sprejeta, vendar še ni bila prepričljivo dokazana;
i) The relation between the trends described as "climate change" and human activities (transport included) is widely accepted but has not yet been proven conclusively,
ii) količina emisij CO 2 je v veliki meri odvisna od porabe goriva vozila in torej ni povezana samo s tehnologijo motorjev, ampak tudi z drugimi elementi (pnevmatike, kakovost goriva) in razmerami, v katerih vozilo deluje (kakovost infrastrukture, hitrost, zastoji, teža tovora itd.);
ii) The quantity of CO2 emissions depends to a large extent on vehicle fuel consumption and is therefore not just related to engine technology but also to other characteristics (tyres, fuel quality) and the conditions in which the vehicle is operated (infrastructure quality, speed, congestion, load weight, etc.),
iii) zato z osredotočenjem na samo tehnologijo ne bomo nujno dosegli želenih rezultatov;
iii) Therefore focusing on technology alone will not necessarily achieve the desired results,
iv) predlog, ki je pripravljen po vzoru uredbe o osebnih avtomobilih (Uredba (ES) št. 443/2009), ne upošteva v zadostni meri temeljnih razlik med osebnimi vozili in lahkimi gospodarskimi vozili ter je dejansko še bolj ambiciozen: časovno obdobje je krajše, kazni pa so višje (120 EUR proti 95 EUR);
iv) The proposal, which is modelled on the Regulation on passenger cars (Regulation (EC) No 443/2009), fails to take sufficient account of the basic differences between passenger cars and LCVs and is, in fact, even more ambitious: the timescale is shorter and the penalties are higher (120 EUR vs. 95 EUR);
v) predlagani ukrepi se osredotočajo na stran ponudnika v gospodarski verigi, vendar ne vsebujejo zahteve po izboljšanih lahkih gospodarskih vozilih (spodbude za nosilce dejavnosti/kupce) in ne obravnavajo drugih pomembnih vidikov porabe goriva;
v) The measures proposed are focused on the offer-side of the economic chain but do not induce the demand for improved light-commercial vehicles (incentives for the operators/buyers) and do not tackle other important fuel consumption aspects;
vi) da bi dosegli cilja 175 (2016) in 135 (2020)g CO 2 /km bodo potrebne večje investicije avtomobilske industrije v razvoj novih tehnologij;
vi) Achieving the targets of 175 (2016) and 135 (2020)g CO2/km will require greater investment by the automotive industry in the development of new technologies,
vii) ne samo, da bodo te investicije vplivale na ceno vozil (do 10 % višje cene), zaradi česar bodo cenovno manj dostopna, kar bo nosilce dejavnosti odvrnilo od nakupa (to jih bo prisililo, da bodo uporabljali svoj sedanji vozni park, ki je manj uspešen glede porabe goriva in emisij CO 2 , v nekaterih državah pa bi se lahko odražalo celo v večjem uvozu rabljenih avtomobilov);
vii) Not only will these investments impact on the price of the vehicles (up to 10% price increase), lowering their affordability and hence discouraging operators from their purchase, (this will force them to use their current fleet with lower performance in terms of fuel consumption and CO2 emissions and in some countries it may result even in an increased second-hand-cars import),
viii) ampak se tudi avtomobilska industrija sooča s problemi, saj je povpraševanje po novih avtomobilih zaradi gospodarske krize naglo upadlo; zato je težko uresničiti potencialno obvezne naložbe v nove tehnologije, kar bo zmanjšalo donosnost industrije (zlasti glede na cilj 135 g CO 2 /km leta 2020);
viii) but the automotive industry is also facing problems as demand for new cars has rapidly decreased due to the economic crisis; potential obligatory investments into new technologies are therefore difficult to achieve and will worsen the profitability of the industry (especially with regard to the 135 g CO2/km target in 2020),
ix) poleg tega mora avtomobilska industrija že tako velik del svojih sredstev za raziskave in razvoj nameniti za doseganje ciljev Euro 5 in Euro 6.
ix) Furthermore, the automotive industry is already obliged to devote a large share of R&D spending to meet the Euro 5 and Euro 6 targets,
Precej pomislekov je glede tega, ali bodo ukrepi dosegli prvotni cilj preprečevanja podnebnih sprememb in ali so predlagani cilji in časovni razpored realistični in izvedljivi.
There are significant concerns as to whether the measures will meet the original goal of preventing "climate-change" and whether the targets and time-table proposed are realistic and feasible;
Ob upoštevanju:
Taking into account:
ii) relativno nizkega deleža, ki ga ima sektor pri skupnih emisijah CO 2 ;
ii) This sector's relatively low share of overall CO2 emissions;
iii) potrebe po izboljšanju učinkovitosti porabe goriva in s tem vrednosti emisij CO 2 v prometnem sektorju, da bi se izboljšala kakovost zraka;
iii) The need to improve fuel consumption effectiveness and hence CO2 emission performance in the transport sector to increase air quality;
iv) prostovoljnih zavez industrije (na primer resolucije Mednarodne zveze za cestni promet o prostovoljnih zavezah za zmanjšanje emisij CO 2 za 30 % do leta 2030);
iv) Industry's existing voluntary commitments (e.g. the International Road Transport Union's Resolution on a voluntary commitment to reduce CO2 emissions by 30% by 2030);
v) splošnih trendov izboljševanja učinkovitosti porabe goriva, ki izhajajo iz zahtev nosilcev dejavnosti v tej visoko konkurenčni industriji;
v) Overall trends of improving fuel consumption efficiency resulting from demand from operators in this highly competitive industry;
vi) obstoječe optimizacije porabe goriva lahkih gospodarskih vozil in s tem manjšega potenciala za nadaljnje izboljšave;
vi) The existing optimisation of LCVs' fuel consumption and hence a reduced potential for further improvement;
vii) posebnega proizvodnega ciklusa lahkih gospodarskih vozil (približno deset let), ki je daljši kot pri osebnih avtomobilih;
vii) The specific production cycle of LCVs (approximately ten years): longer than that of passenger cars;
viii) tveganja, da bi izginili razredi lahkih gospodarskih vozil, ki ne morejo doseči ciljev, saj uporabniki raje kupijo več vozil z nizkimi emisijami namesto večjega vozila, ki je bilo umaknjeno, ker ni moglo doseči ciljev;
viii) The risk of LCV classes which cannot meet the targets disappearing as users purchase several lower emitting vehicles rather than a larger vehicle type that has been withdrawn because it could not meet the targets;
ix) da posebne vrste lahkih gospodarskih vozil, ki jih na primer uporabljajo policija in reševalne enote ali se uporabljajo za drug poseben namen v javnem interesu, morda ne bodo mogle doseči ciljev;
ix) That specific kinds of LCV used e.g. by police, rescue forces or for other special purposes of general interest may not be able to meet the targets;
x) gospodarske recesije in njenih hudih posledic za proizvajalce avtomobilov in uporabnike;
x) The economic downturn and its severe impact on car manufacturers and users;
xi) da je treba podpreti industrijo (proizvajalce), ne pa poslabšati njenega položaja z obremenjujočimi ukrepi (ali celo s kaznimi);
xi) The need to support industry (manufacturers) rather than disadvantaging it with onerous measures (or even fines);
xii) da je treba podpreti podjetja (uporabnike), ne pa uvesti dodatnih stroškov z vprašljivimi političnimi ukrepi;
xii) The need to support business (users) rather then inducing additional costs via questionable political measures;
xiii) da so potrebne nadaljnje pobude za spodbujanje povpraševanja po vozilih in uporabo vozil z izboljšano učinkovitostjo goriva;
xiii) The need for further incentives to support the demand for and use of vehicles with improved fuel efficiency;
xiv) nevarnosti nalaganja praktičnih bremen na industrijo in s tem povezane sektorje z inovativnimi, a nepraktičnimi politikami;
xiv) The danger of imposing practical burdens on industry and related sectors via innovative but impractical policies;
xv) vloge odbora TRAN pri spodbujanju mobilnosti v EU.
xv) TRAN's role as a promoter of the mobility in EU.
Glavne točke pripravljavca mnenja so torej:
The main points of the Rapporteur's proposal are therefore:
· naj se odloži začetek veljavnosti uredbe (za 3 leta za cilj 175 g CO 2 /km);
· to postpone the entry into force of the Regulation (by 3 years for the 175 g CO2/km target);
· naj se cilj za leto 2020 zniža s 135 na 162 g CO 2 /km;
· to lower the 2020 target from 135 to 162g CO2/km;
· naj se prihodki od premij za presežne emisije namenijo za zmanjšanje učinka, ki ga ima promet na okolje;
· to use the revenues from the Excess Emissions Premium to finance projects aimed at lowering the impact of transport on the environment;
· in naj se poleg drugih predlogov sprememb izboljšajo ukrepi glede olajšav ter uskladijo kazni za lahka gospodarska vozila in osebna vozila.
· and to improve super-credits measures, harmonise the LCV and passenger car penalties in addition to other amendments.
(15) Strategija Skupnosti za zmanjšanje emisij CO 2 iz osebnih vozil in lahkih tovornih vozil določa celosten pristop za dosego cilja Skupnosti 120 g CO 2 /km do leta 2012, hkrati pa vsebuje tudi dolgoročnejšo vizijo za nadaljnje zmanjšanje emisij.
(15) The Community Strategy to reduce CO2 emissions from passenger cars and light commercial vehicles established an integrated approach with a view to reaching the Community target of 120 g CO2/km by 2012, while also presenting a longer-term vision of further emission reductions.
V Uredbi (ES) št. 443/2009 se ta dolgoročnejši vidik podkrepljuje z določitvijo cilja omejitve povprečnih emisij na 95 g CO 2 /km za nov vozni park.
Regulation (EC) No 443/2009 substantiates this longer-term view by setting a target of 95 g CO2/km as average emissions for the new car fleet.
Da se zagotovi skladnost z navedenim pristopom in omogoči zanesljivo načrtovanje za industrijo, je treba določiti dolgoročni cilj specifičnih emisij CO 2 iz lahkih gospodarskih vozil za leto 2020 .
In order to ensure consistency with that approach and to provide planning certainty for the industry, a long-term target for the specific emissions of CO2 of light commercial vehicles in 2020 should be set.
Da se zagotovi skladnost z navedenim pristopom in omogoči zanesljivo načrtovanje za industrijo, je treba določiti tudi dolgoročni cilj specifičnih emisij CO 2 iz lahkih gospodarskih vozil za leto 2022 .
In order to ensure consistency with that approach and to provide planning certainty for the industry, a long-term target for the specific emissions of CO2 of light commercial vehicles in 2022 should also be set.
Do leta 2022 je treba doseči cilj povprečnih emisij 135 g CO 2 /km.
The target of 135 g CO 2 /km as average emissions must be met by 2022.
(20) Skladnost proizvajalcev s cilji te uredbe je treba oceniti na ravni Skupnosti.
(20) Manufacturers’ compliance with the targets under this Regulation should be assessed at the Community level.
Proizvajalci, pri katerih povprečne specifične emisije CO 2 presežejo vrednosti, dovoljene s to uredbo, morajo plačati premijo za presežne emisije za vsako koledarsko leto od 1. januarja 2014.
Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year from 1 January 2014.
Proizvajalci, pri katerih povprečne specifične emisije CO 2 presežejo vrednosti, dovoljene s to uredbo, morajo plačati kazen za presežne emisije za vsako koledarsko leto od 1. januarja 2014.
Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions penalty with respect to each calendar year from 1 January 2014.
To kazen je treba prilagoditi glede na obseg neizpolnjevanja ciljev proizvajalcev.
The penalty should be modulated as a function of the extent to which manufacturers fail to comply with their target.
Za zagotovitev skladnosti mora biti mehanizem kazni podoben tistemu, določenemu v Uredbi (ES) št. 443/2009.
In order to ensure consistency, the penalty mechanism should be similar to the one set in Regulation (EC) No 443/2009.
Zneske kazni za presežne emisije je treba šteti za prihodek v splošnem proračunu Evropske unije.
The amounts of the excess emissions penalty should be considered as revenue in the General Budget of the European Union.
Uvodna izjava 21 a (novo)
Recital 21 a new
(21a) Da bi zagotovili, da bodo vrednosti emisij CO 2 in učinkovitosti porabe goriv dodelanih vozil reprezentativne, mora Komisija preučiti, ali naj se po potrebi pregleda zakonodaja o homologaciji.
(21a) In order to ensure that the values of CO 2 emissions and fuel efficiency of completed vehicles are representative, the Commission should consider, where appropriate, reviewing the type approval legislation .
(23a) Koristni učinki naprav za omejevanje hitrosti v zvezi z varstvom okolja, porabe energije, zdržljivostjo in trajnostjo motorjev in pnevmatik ter varnostjo na cestah bodo pomagali doseči cilje te uredbe.
(23a) The beneficial effects of speed limitation devices with regard to the protection of the environment, energy consumption, the wear and tear of the motor and tyres and road safety will help in attaining the objectives of this Regulation.
Zato je primerno razširiti področje uporabe Direktive Sveta 92/6/EGS o vgradnji in uporabi naprav za omejevanje hitrosti za določene kategorije motornih vozil v Skupnosti tudi na lahka gospodarska vozila, obravnavana v tej uredbi.
It is therefore appropriate to extend the scope of Council Directive 92/6/EEC on the installation and use of speed limitation devices for certain categories of motor vehicles in the Community, with the aim of including light commercial vehicles covered in this Regulation.
Pri lahkih gospodarskih vozilih zaenkrat hitrost ni omejena, kakor je to pri težkih tovornih vozilih.
Unlike heavy duty vehicles, light commercial vehicles are not currently equipped with speed limitation devices.
Omejevalniki hitrosti so stroškovno zelo učinkovit način za zmanjšanje porabe goriva in emisij CO 2 ter prispevajo k varnosti na cesti.
Speed limiters are a very cost-effective way to reduce fuel consumption, CO2 emissions and contribute to road safety.
Področje uporabe Direktive 92/6/ES, kot je bila spremenjena z Direktivo 2002/85/ES, je treba razširiti, da bodo v določbe te direktive zajeta tudi lahka tovorna vozila.
The scope of Directive 92/6/EEC, as amended by Directive 2002/85/EC, needs to be extended in order to include light duty vehicles within the provisions set by this Directive.
Ta uredba od leta 2020 določa cilj omejitve povprečnih emisij na 135 g CO 2 /km za nova lahka gospodarska vozila, registrirana v Skupnosti.
From 2020 , this Regulation sets a target of 135 g CO 2 /km for the average emissions of new light commercial vehicles registered in the Community.
Ta uredba od leta 2022 določa cilj omejitve povprečnih emisij na 135 g CO 2 /km za nova lahka gospodarska vozila, registrirana v Skupnosti.
From 2022 , this Regulation sets a target of 135 g CO 2 /km for the average emissions of new light commercial vehicles registered in the Community.
(f) „specifične emisije CO 2 “ pomenijo emisije iz lahkega gospodarskega vozila, merjene v skladu z Uredbo (ES) št. 715/2007 in opredeljene kot masa emisije CO 2 (skupna) v certifikatu o skladnosti;
(f) 'specific emissions of CO 2 ' means the emissions of a light commercial vehicle measured in accordance with Regulation (EC) No 715/2007 and specified as the CO 2 mass emission (combined) in the certificate of conformity;
(f) „specifične emisije CO 2 “ pomenijo emisije iz lahkega gospodarskega vozila, merjene v skladu z Uredbo (ES) št. 715/2007 in opredeljene kot masa emisije CO 2 (skupna) v certifikatu o skladnosti dokončanega ali dodelanega vozila ;
(f) 'specific emissions of CO 2 ' means the emissions of a light commercial vehicle measured in accordance with Regulation (EC) No 715/2007 and specified as the CO 2 mass emission (combined) in the certificate of conformity of the complete or completed vehicle ;
Da bi upoštevali posebne razmere pri „večstopenjskih vozilih“, je Evropska komisija predložila priporočene spremembe za prvotni predlog.
In order to account for the specific conditions of "multi-stage vehicles", the European Commission has put forward recommended amendments to the original proposal.
(ga) „dokončano vozilo“ pomeni vsako vozilo, ki ga ni treba dodelati, da bi izpolnjevalo ustrezne tehnične zahteve Direktive 2007/46/ES.
(ga) ‘complete vehicle’ means any vehicle which need not be completed in order to meet the relevant technical requirements of Directive 2007/46/EC.
(gb) "odtis" pomeni kolotek, pomnožen z medosno razdaljo, kakor je navedeno v potrdilu o skladnosti ter opredeljeno v oddelkih 2.1 in 2.3 Priloge I k Direktivi 2007/46/ES.
(gb) ‘footprint’ means the track width multiplied by the wheelbase as stated in the certificate of conformity and defined in sections 2.1 and 2.3 of Annex I to Directive 2007/46/EC.
Za doslednost s Prilogo II, del B, odstavek 5.
Consistency reasons with Annex II, Part B, Paragraph 5
Člen 4 – pododstavek 1 a (novo)
Article 4 – subparagraph 1 a (new)
Kadar specifične emisije dodelanega vozila niso na voljo, proizvajalec osnovnega vozila za določitev povprečnih specifičnih emisij CO 2 uporabi specifične emisije osnovnega vozila.
Where the specific emissions of the completed vehicle are not available, the manufacturer of the base vehicle shall use the specific emissions of the base vehicle for determining its average specific emissions of CO 2.
Člen 4 – pododstavek 2 – alinee 1, 2 in 3
Article 4 – subparagraph 2 – indents 1, 2 and 3
– 75 % v letu 2014,
- 75% in 2014,
– 50 % v letu 2014,
- 50% in 2014,
– 80 % v letu 2015,
- 80% in 2015,
– 75 % v letu 2015,
- 75% in 2015,
– 100 % od leta 2016 dalje.
-100% from 2016 onwards.
– 100 % od leta 2016 dalje.
-100% from 2016 onwards
Olajšave in finančne spodbude
Super-credits and financial incentives
Razširiti je treba področje uporabe uredbe, da bi spodbudili obnavljanje voznega parka lahkih gospodarskih vozil.
The need to extend the scope of the regulation in order to encourage the renewal of the light commercial vehicle fleet
Člen 5 – odstavek 1 a (novo)
Article 5 – paragraph - 1 a (new)
Države članice lahko določijo finančne spodbude, ki se uporabljajo za vozila iz serijske proizvodnje, ki so skladna s to uredbo in njenimi izvedbenimi ukrepi.
Member States may make provision for financial incentives that apply to vehicles in series production which comply with this Regulation and its implementing measures.
Takšne spodbude veljajo za vsa nova vozila, ki se dajo na trg v državi članici in so skladna najmanj s cilji specifičnih emisij iz Priloge I še pred obdobjema iz te priloge, ter prenehajo z njunim začetkom.
Those incentives shall be valid for all new vehicles offered for sale on the market of a Member State which comply at least with the specific emission targets in Annex I in advance of the dates set out in Annex I and they shall cease on the dates set out therein.
Da bi dosegli zastavljene cilje, je treba spodbujati obnovo voznega parka.
In order to achieve targets we need to encourage the renewal of the fleet.
Člen 5 – odstavek 1 b (novo)
Article 5 – paragraph - 1 b (new)
Države članice lahko odobrijo finančne spodbude za naknadno opremljanje vozil v uporabi in razgradnjo vozil, ki ne ustrezajo tej uredbi.
Member States may grant financial incentives for the retrofitting of in-use vehicles and for scrapping vehicles which do not comply with this Regulation.
Da bi dosegli zastavljene cilje, je treba spodbujati obnovo voznega parka.
In order to achieve targets we need to encourage the renewal of the fleet .
Člen 5 – odstavek 1 c (novo)
Article 5 – paragraph - 1 c (new)
Finančne spodbude za vsako vrsto vozila iz odstavkov -1a in -1b ne presegajo dodatnih stroškov tehničnih naprav, ki so uvedene za zagotovitev skladnosti s cilji specifičnih emisij iz Priloge I, vključno s stroški vgradnje v vozilo.
For each type of vehicle, the financial incentives referred to in paragraphs -1a and -1b shall not exceed the additional cost of the technical devices introduced to ensure compliance with the specific emission targets in Annex I, including the cost of installation in the vehicle.