natgillin/translations-raw huggingface dataset:
Komisiji pomaga odbor, ustanovljen s členom 9 Odločbe št. 280/2004/ES Evropskega parlamenta in Sveta z dne 11. februarja 2004 o mehanizmu za spremljanje emisij toplogrednih plinov v Skupnosti in o izvajanju Kjotskega protokola 1 .
The Commission shall be assisted by the committee instituted by Article 9 of Decision No 280/2004/EC of the European Parliament and of the Council of 11 February 2004 concerning a mechanism for monitoring Community greenhouse gas emissions and for implementing the Kyoto Protocol 1 .
Tehnična sprememba, saj člen 9 Odločbe 280/2004/ES v sedanjem besedilu nadomešča člen 8 Odločbe 93/389/EGS in ga je treba navesti kot referenco, podobno kot v uredbi o zmanjšanju emisij CO2 pri osebnih vozilih (ES) št. 443/2009.
Technical amendment, as Article 9 of Decision 280/2004/EC in its current form replaces Article 8 of Decision 93/389/EEC and, by analogy with the Regulation on the reduction of CO 2 emissions from passenger cars (EC) No 443/2009, should appear as a reference.
Da bi upoštevali tehnični napredek, lahko Komisija z delegiranimi akti v skladu s členom 13b in pod pogoji, določenimi v členih 13c in 13d, sprejme spremembe priloge II na podlagi izkušenj, ki izhajajo iz izvajanja te uredbe, kot je določeno v drugem pododstavku člena 7(9) in lahko vzpostavi metode za zbiranje premij za presežne emisije, kot je določeno v členu 8(3), in lahko sprejme določbe glede razlage meril upravičenosti do odstopanja in o vsebini in oceni programov za zmanjšanje specifičnih emisij CO 2 , kot je določeno v členu 10(7), ter lahko sprejme ukrepe za prilagoditev formul iz Priloge I, zato da bi bile vidne vse spremembe v regulativnem preskusnem postopku za merjenje specifičnih emisij CO 2, kot je določeno v členu 12(6).
In order to take account of technical progress, the Commission may adopt, by means of delegated acts in accordance with Article 13b and subject to the conditions of Articles 13c and 13d, amendments to Annex II based on the experience of the application of this Regulation as laid down in the second subparagraph of Art icle 7(9), may establish methods for the collection of excess emissions premiums as laid down in Art icle 8(3), may adopt provisions regarding the interpretation of the eligibility criteria for derogations regarding the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO2 as laid down in Art icle 10(7), and may take measures to adapt the formulae of Annex I in order to reflect changes in the regulatory test procedure for the measurement of specific CO2 -emissions as laid down in Art icle 12(6) .
Člen 13 b (novo)
Article 13 b (new)
Komisiji se podeli pooblastilo za sprejemanje delegiranih aktov iz drugega pododstavka člena 7(9), člena 8(3), člena 10(7), člena 12(6) in člena 13a za obdobje petih let po začetku veljavnosti te direktive.
The power to adopt delegated acts referred to in the second subparagraph of Article 7(9) , Article 8(3), Article10(7), Article 12 (6) and Article 13a shall be conferred on the Commission for a period of five years following the entry into force of this Regulation.
Komisija najkasneje šest mesecev pred koncem obdobja petih let pripravi poročilo v skladu s prenesenimi pooblastili.
The Commission shall draw up a report in respect of the delegated powers at the latest six months before the end of the five- year period.
Veljavnost prenesenega pooblastila se samodejno podaljša za enako obdobje, razen če Evropski parlament ali Svet pooblastila ne prekliče v skladu s členom 13c.
The delegation of power shall be automatically extended for periods of an identical duration, unless the European Parliament or the Council revokes it in accordance with Article 13c.
Pooblastilo za sprejemanje delegiranih aktov se Komisiji podeli pod pogoji iz členov 13c in 13d.
The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in Articles 13c and 13d.
Člen 13 c (novo)
Article 13 c (new)
Prenos pooblastil iz drugega pododstavka člena 7(9), člena 8(3), člena 10(7), člena 12(6) in člena 13a lahko Evropski parlament ali Svet kadarkoli prekliče.
The delegation of power referred to in the second subparagraph of Article 7(9) , Article 8(3), Article10(7), Article 12 (6) and Article 13a may be revoked at any time by the European Parliament or by the Council.
Z odločitvijo o preklicu pooblastila preneha veljati pooblastilo, navedeno v tej odločitvi.
The decision of revocation shall put an end to the delegation of the power specified in that decision.
Člen 13 d (novo)
Article 13 d (new)
Na pobudo Evropskega parlamenta ali Sveta se navedeni rok podaljša za dva meseca.
At the initiative of the European Parliament or the Council th at period shall be extended by two months.
Če do izteka roka iz odstavka 1 niti Evropski parlament niti Svet ne nasprotuje delegiranemu aktu, se akt objavi v Uradnem listu Evropske unije in začne veljati na dan, ki je v njem določen.
If, on expiry of th e period referred to in paragraph 1 , neither the European Parliament nor the Council has objected to the delegated act, it shall be published in the Official Journal of the European Union and shall enter into force on the date stated therein.
Če Evropski parlament ali Svet nasprotuje delegiranemu aktu v roku iz odstavka 1, ta ne začne veljati.
If either the European Parliament or the Council objects to the delegated act within the period referred to in paragraph 1 , it shall not enter into force.
Priloga I – točka 1 – uvodni del
Annex I - point 1 - introductory part
Za vsako novo lahko gospodarsko vozilo se okvirna količina specifičnih emisij CO2, merjena v gramih na kilometer, določi po naslednjih formulah:
The indicative specific emissions of CO2 for each light commercial vehicle, measured in grams per kilometre, shall be determined in accordance with the following formulae:
Za vsako novo lahko gospodarsko vozilo se količina specifičnih emisij CO2, merjena v gramih na kilometer, določi po naslednjih formulah:
The specific emissions of CO2 for each light commercial vehicle, measured in grams per kilometre, shall be determined in accordance with the following formulae:
Priloga 2 – naslov A – točka 1 – uvodni del
Annex 2 – title A – point 1 – introductory part
Vsaka država članica v letu, ki se začne 1. januarja 2011 , in vsakem naslednjem letu za vsako novo lahko gospodarsko vozilo, ki ga registrira na svojem ozemlju, evidentira naslednje podatke:
For the year beginning 1 January 2011 and each subsequent year, Member States shall record the following details for each new light commercial vehicle registered in its territory:
Vsaka država članica v letu, ki se začne 1. januarja 2013 , in vsakem naslednjem letu za vsako novo lahko gospodarsko vozilo, ki ga registrira na svojem ozemlju, evidentira naslednje podatke:
For the year beginning 1 January 2013 and each subsequent year, Member States shall record the following details for each new light commercial vehicle registered in its territory:
Zaradi usklajenosti.
Consistency reasons.
Spremljanje mora biti v skladu z izvajanjem uredbe, da bi preprečili izkrivljanje trga in diskriminacijo proizvajalcev.
Monitoring should go in line with the implementation of the regulation in order to avoid market distortion and discrimination of manufacturers.
Priloga 2 – naslov A – točka 3 – uvodni del
Annex 2 – title A – point 3 – introductory part
Vsaka država članica v koledarskem letu, ki se začne 1. januarja 2011 , in vsakem naslednjem koledarskem letu v skladu s postopki iz dela B za vsakega proizvajalca določi:
For the calendar year commencing 1 January 2011 and each subsequent calendar year, each Member State shall determine, in accordance with the methods set out in Part B, for each manufacturer:
Vsaka država članica v koledarskem letu, ki se začne 1. januarja 2013 , in vsakem naslednjem koledarskem letu v skladu s postopki iz dela B za vsakega proizvajalca določi:
For the calendar year commencing 1 January 2013 and each subsequent calendar year, each Member State shall determine, in accordance with the methods set out in Part B, for each manufacturer:
Priloga 2 – naslov A – točka 3 – podtočka d – podtočka ii
Annex 2 – title A – point 3 – subpoint d – subpoint ii
(ii) specifične emisije CO 2 ;
(ii) the specific emissions of CO2 ;
(ii) specifične emisije CO 2 in delež zmanjšanja emisij kot rezultat inovativnih tehnologij v skladu s členom 11;
(ii) the specific emissions of CO2 and the share of emissions reduction as a result of innovative technologies in accordance with Article 11 ;
Priloga II – naslov B – točka 7
Annex II - title B - point 7
Specifične emisije iz dodelanih vozil
Specific emissions of completed vehicles
Specifične emisije iz dodelanih vozil se določijo v skladu z Direktivo 2004/3/ES.
The specific emissions of completed vehicles shall be determined in accordance with Directive 2004/3/EC.
Če navedena vrednost ni na voljo, so specifične emisije iz dodelanih vozil enake največji vrednosti specifičnih emisij iz vseh dodelanih vozil, ki so istega tipa kot nedodelano vozilo, ki je podlaga za dodelano vozilo, in ki so registrirana v EU v istem letu spremljanja, pri čemer se „tip vozila“ opredeli v skladu s členom 3 Direktive 2007/46/ES.
Where that value is not available, the specific emissions of a completed vehicle shall be set equal to the highest value of the specific emissions of all complete vehicles that are of the same type of vehicle as the incomplete vehicle on which the completed vehicle is based, and that have been registered in the EU in the same monitoring year, where 'type of vehicle' is defined in accordance with Article 3 of Directive 2007/46/EC.
Če obstajajo več kot tri različne vrednosti specifičnih emisij iz vseh dodelanih vozil, se uporabi druga največja vrednost specifičnih emisij.
If there are more than three different values of specific emissions of all complete vehicles, the second-highest specific emissions shall be used.
Pri vozilih, ki se izdelujejo v več fazah, je proizvajalec dodelanega vozila odgovoren za celotno vozilo.
In the case of multi-stage vehicles the manufacturer of the completed vehicle is responsible for the whole vehicle.
Vendar za zbiranje najpomembnejših parametrov CO 2 in referenčne mase vozila v skladu s to uredbo proizvajalec nedodelanega vozila prevzame odgovornost za doseganje ciljev CO 2 po tej uredbi.
However, in order to record the key parameters of CO2 and vehicle reference mass in accordance with this Regulation, the manufacturer of the incomplete vehicle takes responsibility for meeting the CO2 target value under this Regulation.
Pri tem se proizvajalcu nedodelanega vozila ne sme naložiti nerazumnega bremena.
No excessive burden may be placed on the manufacturer of the incomplete vehicle in this regard.
Proizvajalec dodelanega vozila ustreznim nadzornim organom za namene spremljanja posreduje „referenčno maso spremljanja“ dodelanega vozila in odgovarjajočo vrednost CO 2 , ki temelji na informacijah proizvajalca nedodelanega vozila, ki bodisi zagotovi tabelo z vrednostmi CO 2 , ki ustrezajo različnim končnim inercijsko-masnim razredom bodisi ponudi samo eno vrednost CO 2 , izpeljano iz nedodelanega vozila, ter privzeto dodano maso (300 kg za vozila razreda III, 200 kg za vozila razreda II oziroma 100 kg za razred I).
The manufacturer of the completed vehicle shall forward for monitoring purposes to the corresponding monitoring bodies a ‘monitoring reference mass’ of the completed vehicle and the corresponding CO2 value based on information from the manufacturer of the incomplete vehicle who either provides a table of CO2 values corresponding to different final inertia weight classes or offers only one CO2 value derived from the incomplete vehicle plus a default added mass ( 300 kg for class III vehicles, 200 kg for class II vehicles, respectively 100 kg for class I).
Ta masa se uporabi tudi za del C.
This mass shall be also taken for Part C.
Komisija do 31. decembra 2011 prilagodi Direktivo 2007/46/ES, kot je potrebno za ta postopek.
The Commission shall make the adaptations to Directive 2007/46/EC that are necessary for this process by 31 December 2011.
Da bi zagotovili veljavnost predstavljenega postopka, Komisija v prvem koledarskem letu po začetku veljavnosti te direktive postopek preveri in ga po potrebi prilagodi.
In order to ensure the validity of this process, the Commission shall validate and where necessary adapt the process in the first calendar year following the entry into force of this Regulation.
Šele po začetku veljavnosti te prilagoditve je vozila, ki se izdelujejo v več fazah, mogoče v celoti vračunati pri doseganju ciljnih vrednosti.
Multi-stage vehicles can be fully integrated with a view to meeting the target values only after this adaptation has come into force.
Predlagana zakonodaja o emisijah iz lahkih gospodarskih vozil se pričakuje že od sprejetja podobne zakonodaje za osebna vozila.
Proposed legislation on CO2 emissions from light commercial vehicles has been expected ever since similar legislation was passed concerning passenger cars.
Lahka gospodarska vozila uporabljajo predvsem podjetja, vključno z malimi in srednjimi podjetji, in zdaj obsegajo približno 12 % voznega parka.
Light commercial vehicles are mainly used by businesses, including small and medium enterprises and currently light commercial vehicles make up around 12% of the fleet.
Priznati moramo tudi, da ta vozila kupci voznih parkov pogosto kupujejo v velikih količinah, tako da so že pod natančnim drobnogledom glede učinkovitosti in tekočih stroškov.
We must also recognise that these vehicles are often bought by fleet buyers in large quantities, and therefore are already closely judged on their efficiency and running costs.
Pa vendar so se emisije CO 2 v obdobju 2002–2007 za lahka gospodarska vozila povprečno zmanjšale za 0,4–0,5 % na leto, te izboljšave glede učinkovitosti porabe pa so se izravnale s povečanjem povpraševanja po prevozu in večjih vozilih.
Still, the average reduction of CO2 emissions over 2002-2007 for light commercial vehicles amounted to 0.4-0.5% per year, and these improvements in fuel efficiency have been offset by the increase in demand for transport and vehicle size.
Nujno je torej treba sprejeti cilje Skupnosti za nova lahka gospodarska vozila, da se prepreči drobljenje notranjega trga, ki bi ga povzročilo sprejemanje različnih ukrepov na ravni držav članic.
Therefore adopting Community-wide targets for new light commercial vehicles is necessary to prevent fragmentation in the internal market resulting from the adoption of different measures at Member State level.
Poleg tega je določitev standardov za emisije CO 2 za nova lahka gospodarska vozila nujna za preprečitev nevarnosti regulativne vrzeli, ki bi se pojavila zaradi določenega prekrivanja registracij za osebne avtomobile in lahka gospodarska vozila.
Furthermore, setting CO2 emission standards for new light commercial vehicles is necessary to prevent a risk of regulatory gap resulting from certain overlap between the registrations for passenger cars and light commercial vehicles.
Poleg tega je Svet 28. junija 2007 Komisijo pozval, naj predstavi predlog za izboljšanje učinkovitosti porabe goriv pri lahkih gospodarskih vozilih.
Furthermore, on 28 June 2007 the Council invited the Commission to come forward with a proposal on the improvement of fuel efficiency from light commercial vehicles.
Navsezadnje je pomembno spodbujati avtomobilski sektor k vlaganju v novo tehnologijo.
Lastly, it is important to encourage the automotive sector to invest in new technologies.
Poročevalec odobrava vodilno misel tega predloga, zlasti pa pozdravlja razumno odločitev, da se jo nasloni na zakonodajo, ki je bila sprejeta na zadnjem parlamentarnem zasedanju o emisijah CO 2 iz lahkih tovornih vozil.
Your rapporteur can express his approval of the main thrust of the proposal, and in particular welcomes the common sense approach to base it largely upon the legislation passed in the last parliamentary session concerning CO2 emissions from light duty vehicles.
Ker sektor osebnih vozil napreduje proti zmanjševanju emisij, bi moral v to smer iti tudi sektor lahkih gospodarskih vozil.
Just as the passenger car sector is making strides towards reduced emissions, so should the light commercial vehicle sector.
Pomembno je opozoriti, da ta sektorja ne delujeta povsem enako.
However, it is important to note that the two sectors do not function in entirely similar ways.
Razvojni in proizvodni cikel je v sektorju lahkih gospodarskih vozil daljši kot pri osebnih vozilih.
The light commercial vehicle sector has longer development and production cycles than passenger cars.
Kot že ime pove, se lahka gospodarska vozila uporabljajo predvsem za poslovne namene in pri njih ni toliko manevrskega prostora za spreminjanje oblike ali teže, da bi zmanjšali emisije, kot pri osebnih vozilih.
Similarly, light commercial vehicles, as their name implies are used largely for commercial purposes, and unlike passenger cars there is less scope to modify their shape or weight in a bid to reduce emissions.
Glavni način za to je prilagajanje motorjev in mehanike vozil – kar je daljši in dražji proces kot zgolj spreminjati šasijo.
The principal way to do this for light commercial vehicles is through modifications to the engines and mechanics of the vehicles - a much longer and more expensive process than simply altering the body of the vehicle.
Zavedati se je treba tudi, da se v tem sektorju v precej večji meri uporablja dizelsko gorivo kot pri osebni avtomobilih.
It should also be noted that there is already a much greater use of diesel fuel in the LCV sector than in the car sector.
Kljub temu poročevalec ne želi, da bi roke za izpolnitev ciljev, ki so navedeni v predlogu, prestavljali.
However, your rapporteur does not wish to see the target dates included in the proposal pushed back any further.
Če bo rok krajši, bo osredinjenost na problem večja, tako da bodo vidni tudi rezultati.
A nearer target date will focus minds and see results.
Dvomi pa o tem, ali se lahko v danem časovnem okviru resnično doseže dolgoročni cilj 135 g CO 2 /km.
Nevertheless, your rapporteur has doubts over whether the proposed long term target of 135 g CO2/km can be realistically achieved within the given timeframe.
Glede na višje stroške zmanjševanja CO 2 iz lahkih gospodarskih vozil v primerjavi z osebnimi avtomobili ter zaradi daljšega razvojnega in proizvodnega cikla je cilj 150g CO 2 /km v predlaganem časovnem okviru sicer ambiciozno zastavljen, a uresničljiv.
Given the higher costs of reducing C02 in light commercial vehicles compared to cars, and the longer development and production cycles needed, a target of 150g CO2/km is an ambitious, but achievable target.
Predlagana zakonodaja omogoča, da proizvajalci združijo vozne parke, da dosežejo cilje glede emisij, in takšna prožnost je pohvalna.
The proposed legislation contains the possibility for manufacturers to form "pools" between themselves in a bid to achieve the emissions targets.
Z vidika okolja in politike je vseeno, če se zmanjšajo emisije CO 2 iz osebnih ali lahkih gospodarskih vozil.
From an environmental and policy point of view it makes no difference whether CO2 is reduced for passenger cars or LCVs.
Ta dodatna prožna možnost za proizvajalce je koristna tako za okolje kot za poslovno prakso.
Allowing manufacturers this additionally flexibility is both environmentally beneficial and good business practice.
Poročevalec pozdravlja, da je Komisija predlagala odstopanje za proizvajalce, ki izdelajo manj kot 22.000 vozil na leto, in meni, da je to razumno referenčno merilo.
Your rapporteur is pleased that the Commission has proposed derogations for manufacturers producing fewer than 22,000 vehicles a year, and believes the proposal sets a sensible benchmark.
V uredbi pa mora biti jasno, da mora proizvajalec, ki se mu odobri odstopanje, doseči enakovredno zmanjšanje kot njegovi konkurenti, in ne sme omogočati Komisiji, da bi predlagala nestvarna zmanjšanja, tako da je poročevalec predlagal ustrezne spremembe.
However, the regulation should make clear that manufacturers granted a derogation must achieve reductions on a par with their competitors and not permit the Commission to propose unrealistic reductions, and your rapporteur has proposed an amendment accordingly.
Preseneča ga, da naj bi se predlagane kazni za proizvajalce, ki ne zmanjšajo emisij CO 2 iz lahkih gospodarskih vozil, izračunale po višjih stopnjah kot za tiste, ki ne zmanjšajo emisij iz osebnih avtomobilov.
Your rapporteur finds it surprising that the proposed penalties for manufacturers who fail to reduce their CO2 emissions for light commercial vehicles should be calculated at a higher rate than those who fail to reduce their emissions for cars.
Kazni v obeh sektorjih bi morale biti usklajene, kajti predlog Komisije ne vsebuje razloga, zakaj bi morale biti kazni za vozila kategorije N1 višje.
Penalties for both sectors should be in line with each other, and the Commission proposal does not contain any justifications for higher penalties for N1 vehicles.
Zato poročevalec predlaga spremembo besedila, da ga uskladimo z zakonodajo o osebnih avtomobilih.
Therefore your rapporteur proposes amending the text to bring it into line with the cars legislation.
Namen predlagane zakonodaje je zmanjšati emisije CO 2 iz lahkih gospodarskih vozil.
The whole purpose of this proposed legislation is to reduce the CO2 emissions from light commercial vehicles.
Kot je bilo predstavljeno, je to težje kot pri osebnih avtomobilih, saj se šasije lahkih gospodarskih vozil ne da tako pripravno in hitro preoblikovati, da bi bila učinkovitejša.
As discussed, this is harder to do than with cars, because the bodies of LCVs cannot be so readily or cheaply altered to make them more efficient.
Spreminjati je treba torej motorje ali mehaniko.
All changes must be made to the engines of mechanics instead.
Drug način za rešitev tega vprašanja bi bili tudi obvezni omejevalniki hitrosti za lahka gospodarska vozila – tehnologija že obstaja ter je poceni in učinkovit način za takojšnje zmanjšanje emisij, tako da številni poslovni subjekti svoja vozila naknadno opremijo z njimi.
However, one other way to tackle the problem would be to have mandatory speed limiters for light commercial vehicles - the technology is available to do this, it is a cheap and effective way of immediately lowering emissions and many commercial organisations retro-fit them to their vehicles.
Predlog poročevalca se nanaša samo na lahka gospodarska vozila – uporabljajo se izključno za poslovne namene in ni potrebe, da bi bili hitrejša od 120 km/h, tako da tega ne bi smeli razumeti kot precedens za uvedbo omejevalnikov hitrosti v osebne avtomobile.
Your rapporteur's proposal applies to Light Commercial Vehicles only - these vehicles are almost exclusively used for commercial purposes and do not need to exceed 120km/hour - and should not be seen as a precedent for introducing speed limiters on cars.
Komisija je navsezadnje (v neuradnem sporočilu) priznala, da prvotni predlogi za večstopenjska vozila (torej vozila, ki jih sestavljajo različni proizvajalci v več fazah) niso izvedljivi.
Finally, the Commission - in a non-paper - have conceded that their original proposals for multi-stage vehicles (i.e. vehicles built in stages by several different manufacturers) are unworkable.
Očitno ne bi bilo pravično kaznovati proizvajalce osnovnih vozil, saj niso odgovorni za to, kar se z njimi zgodi v kasnejši fazi proizvodnje.
Obviously it is unfair to penalise the manufacturers of the base vehicle when they are not responsible for what happens to the vehicle at a later stage of its production.
(*) Postopek s pridruženimi odbori – Člen 50 poslovnika
(*) Associated committee – Rule 50 of the Rules of Procedure
Skupnost ima že od leta 1995 strategijo za zmanjšanje emisij CO2 iz osebnih vozil in lahkih gospodarskih vozil.
There has been a Community strategy to reduce CO 2 emissions from light-duty vehicles since 1995.
Svet za okolje je že v sklepih z dne 10. oktobra 2000 pozval Komisijo, naj preuči ukrepe za zmanjšanje emisij CO2 iz lahkih gospodarskih vozil.
The Environment Council, in its conclusions of 10 October 2000, requested the Commission to study measures to reduce CO 2 emissions from light commercial vehicles.