natgillin/translations-raw huggingface dataset:
(b) kategorij M1, ali N1, izpeljanih iz M1, katerih največja masa ne presega 2500kg, ki niso skladna s tehničnimi določbami iz oddelkov 2 ali 3 Priloge I.
(b) category M 1 , or N 1 derived from M 1 , and of maximum mass not exceeding 2500kg, which do not comply with the technical provisions set out in Sections 2 or 3 of Annex I.
Rok za to kategorijo vozil je že določen v členu 9, odstavku 4.
The deadline for this category of vehicles is already defined in Article 9, paragraph 4.
Člen 9 – odstavek 7 – uvodni del
Article 9 – paragraph 7 – introductory part
Nacionalni organi z začetkom veljavnosti [DATUM sto šestnajst mesecev po začetku veljavnosti te uredbe] iz razlogov, povezanih z zaščito pešcev, štejejo certifikat o skladnosti za neveljaven za namen člena [ 26 ] Direktive […/…/ES] v primeru novih vozil in prepovejo registracijo, prodajo ali začetek uporabe vozil :
With effect from [DATE one hundred and sixteen months following entry into force of this Regulation] , national authorities shall, on grounds related to pedestrian protection, consider the certificates of conformity to be no longer valid for the purposes of Article [ 26 ] of Directive […/…/EC] , and shall prohibit the registration, sale and entry into service of either of the following new vehicles:
Nacionalni organi z začetkom veljavnosti ...* iz razlogov, povezanih z zaščito pešcev, štejejo certifikat o skladnosti za neveljaven za namen člena 26 Direktive 2007/46/ES v primeru vseh novih vozil kategorije M1, in N1, izpeljanih iz M1, katerih največja masa ne presega 2.500kg, ki niso skladna s tehničnimi določbami iz oddelka 3 Priloge I, in prepovejo registracijo, prodajo ali začetek uporabe vozil .
With effect from ...* , national authorities shall, on grounds related to pedestrian protection, consider the certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46 / EC , and shall prohibit the registration, sale and entry into service of new vehicles of all category M 1 vehicles and category N 1 vehicles derived from M 1 and of maximum mass not exceeding 2500kg, which do not comply with the technical provisions set out in Section 3 of Annex I.
* 108 mesecev po začetku veljavnosti te uredbe .
* 108 months following entry into force of this Regulation.
Člen 9 – odstavek 7 – točka (a)
Article 9 – paragraph 7 – point (a)
Časovni razpored za namestitev sistema pomoči pri zaviranju (oddelek 4 Priloge I) za nova vozila obravnava člen 9, odstavka 2 in 6.
Timetable for installation of BAS (Section 4 of Annex I) for new vehicles are dealt in Article 9, Paragraph 2 and 6.
Člen 9 – odstavek 7 – točka (b)
Article 9 – paragraph 7 – point (b)
(b) kategorij M1, ali N1, izpeljanih iz M1, katerih največja masa ne presega 2500kg, ki niso skladna s tehničnimi določbami iz oddelka 3 Priloge I.
(b) category M 1 , or N 1 derived from M 1 , and of maximum mass not exceeding 2500kg, which does not comply with the technical provisions set out in Section 3 of Annex I
Povezano s predlogom spremembe člena 9(7), uvod.
Linked to AM on Article 9, Para 7, introduction.
Člen 9 – odstavek 8
Article 9 – paragraph 8
Nacionalni organi z začetkom veljavnosti [DATUM sto osemintrideset mesecev po začetku veljavnosti te uredbe] iz razlogov, povezanih z zaščito pešcev, štejejo certifikat o skladnosti za neveljaven za namen člena [ 26 ] Direktive […/…/ES] v primeru novih vozil, ki niso skladna s tehničnimi določbami iz oddelkov 3 in 4 Priloge I, in prepovejo registracijo, prodajo ali začetek uporabe vozil.
With effect from [DATE one hundred and thirty-eight months following entry into force of this Regulation] , in the case of new vehicles which do not comply with the technical provisions set out in Sections 3 and 4 of Annex I, national authorities shall, on grounds related to pedestrian protection, consider the certificates of conformity to be no longer valid for the purposes of Article [ 26 ] of Directive […/…/EC] , and shall prohibit the registration, sale and entry into service of such vehicles.
Nacionalni organi z začetkom veljavnosti ...* iz razlogov, povezanih z zaščito pešcev, štejejo certifikat o skladnosti za neveljaven za namen člena 26 Direktive 2007/46/ES v primeru novih vozil, ki niso skladna s tehničnimi določbami iz oddelka 3 Priloge I, in prepovejo registracijo, prodajo ali začetek uporabe vozil.
With effect from ...* , in the case of new vehicles which do not comply with the technical provisions set out in Section 3 of Annex I, national authorities shall, on grounds related to pedestrian protection, consider the certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC , and shall prohibit the registration, sale and entry into service of such vehicles.
* 126 mesecev po začetku veljavnosti te uredbe.
* 126 months following entry into force of this Regulation.
Člen 11 – odstavek 1
Article 11 – paragraph 1
Vozilom, opremljenim s sistemi za preprečevanje trčenja, za podelitev ES-homologacije ali nacionalne homologacije, ali za začetek prodaje, registracije ali začetek uporabe za tip vozila v zvezi z zaščito pešcev, ni treba izpolnjevati nekaterih zahtev preskusov iz oddelkov 2 in 3 Priloge I.
Vehicles equipped with collision avoidance systems shall not have to fulfil the test requirements laid down in Sections 2 and 3 of Annex I in order to be granted an EC type-approval or a national type-approval for a type of a vehicle with regard to pedestrian protection, or to be sold, registered or to enter into service.
Na podlagi ocene Komisije vozilom, opremljenim s sistemi za preprečevanje trčenja, za podelitev ES-homologacije ali nacionalne homologacije, ali za začetek prodaje, registracije ali začetek uporabe za tip vozila v zvezi z zaščito pešcev, ni treba izpolnjevati nekaterih zahtev preskusov iz oddelkov 2 in 3 Priloge I.
Upon assessment by the Commission vehicles equipped with collision avoidance systems may not have to fulfil the test requirements laid down in Sections 2 and 3 of Annex I in order to be granted an EC type-approval or a national type-approval for a type of a vehicle with regard to pedestrian protection, or to be sold, registered or to enter into service.
Na trgu zaenkrat ni sistemov za preprečevanje trčenja, ki bi lahko učinkovito in pravočasno prepoznali pešce ali druge izpostavljene udeležence v prometu.
At the moment there are no collision avoidance systems on the market which are effectively able to identify in time pedestrians or other vulnerable road users.
Trajalo bo nekaj let, preden naj bi ta aktivni varnostni ukrep nadomestil pasivne varnostne zahteve (konstrukcija avtomobila).
It will take several years for this active safety measure to possibly replace the passive safety requirements (car design).
Ko bo Komisija podala oceno, lahko, če bo to primerno, predlaga zakonodajne spremembe te uredbe.
Once the Commission will assess this and, if considered appropriate, may propose legislative amendments to this regulation.
Člen 11 – odstavek 2 – pododstavek 1
Article 11 – paragraph 2 – subparagraph 1
Komisija lahko sprejme izvedbene ukrepe glede učinkovitosti , potrebne za uporabo odstavka 1.
The Commission may adopt implementing measures laying down performance requirements necessary for the application of paragraph 1.
Komisija predlaga Evropskemu parlamentu in Svetu izvedbene ukrepe, potrebne za uporabo odstavka 1.
The Commission shall propose to the European Parliament and the Council any implementing measures necessary for the application of paragraph 1.
Na trgu zaenkrat ni sistemov za preprečevanje trčenja, ki bi ob vseh potrebnih pogojih lahko učinkovito in pravočasno prepoznali pešce ali druge izpostavljene udeležence v prometu.
At the moment there are no collision avoidance systems on the market which are effectively able to correctly identify pedestrians or other vulnerable road users under all necessary conditions.
Lahko traja več let, preden bo ta aktivni varnostni ukrep dovolj zrel, da bo zagotavljal zahtevano raven varnosti.
It may take several years for this active safety measure to mature sufficiently that it will provide the required levels of safety.
Ko bo Komisija podala oceno glede uporabe takšnih tehnologij, lahko, če bo to primerno, predlaga zakonodajne spremembe te uredbe.
Once the Commission has assessed the use of such technologies, it may propose legislative amendments to this regulation.
Člen 11 – odstavek 2 – pododstavek 2
Article 11 – paragraph 2 – subparagraph 2
Navedeni ukrepi za spremembo nebistvenih določb te uredbe, med drugim z njeno dopolnitvijo, se sprejmejo v skladu s postopkom iz člena 40(2) Direktive […/…/ES].
Those measures, designed to amend non-essential elements of this Regulation, inter alia, by supplementing it shall be adopted in accordance with the procedure referred to in Article 40(2) of Directive […/…/EC].
Ti ukrepi ne bodo spreminjali zgolj nebistvenih elementov, temveč lahko uredbo spremenijo v njenem bistvu.
Those measures won´t amend non-essential elements, but could essentially modify the regulation.
Ko bo Komisija podala oceno glede uporabe takšnih tehnologij, bo morala zakonodajne spremembe te uredbe predlagati z uporabo postopka soodločanja, ne komitologije.
Once the Commission has assessed the use of such technologies, it will be required to propose legislative amendments to this regulation through co-decision and not via comitology.
Člen 12 – odstavek 3
Article 12 – paragraph 3
Komisija bo spremljala uporabo sistema pomoči pri zaviranju in drugih tehnologij, ki lahko zagotovijo boljšo zaščito izpostavljenih udeležencev v prometu in bo najpozneje do [datum, pet let po začetku veljavnosti te uredbe] pregledala delovanje te uredbe v zvezi z učinkovito uvedbo in uporabo tehnologije in njen nadaljnji razvoj ter predložila poročilo Evropskemu parlamentu in Svetu skupaj z ustreznimi predlogi o zadevi
The Commission will monitor the use of Brake Assist and other technologies which may provide improved protection to vulnerable road users and , by [date, five years following entry into force of this Regulation] , at the latest, will review the functioning of this Regulation regarding the effective penetration and use of the technology and its further development and submit a report to the European Parliament and Council, accompanied by proposals on the subject as appropriate.
Komisija na podlagi ustreznih podatkov, ki jih sporočijo homologacijski organi in zainteresirane strani, ter na podlagi neodvisnih študij spremlja tehnični razvoj stopnjevanih pasivnih varnostnih zahtev, sistema pomoči pri zaviranju in drugih aktivnih varnostnih tehnologij, ki lahko zagotovijo boljšo zaščito izpostavljenih udeležencev v prometu.
The Commission, acting on the basis of relevant information communicated by the approval authorities and interested parties as well as on the basis of independent studies, shall monitor the technical developments of enhanced passive safety requirements, Brake Assist and other active safety technologies which may provide improved protection to vulnerable road users.
Najpozneje do ...* Komisija preveri izvedljivost in uporabo stopnjevanih pasivnih varnostnih zahtev.
By ...* , at the latest, the Commission shall review the feasibility and use of any such enhanced passive safety requirements.
Pregleda delovanje te uredbe v zvezi z uporabo in učinkovitostjo sistema pomoči pri zaviranju in drugih aktivnih varnostnih tehnologij.
It shall review the functioning of this Regulation with regard to the use and effectiveness of Brake Assist and other active safety technologies.
Komisija predloži poročilo Evropskemu parlamentu in Svetu, skupaj z ustreznimi predlogi o zadevi.
The Commission shall submit a report to the European Parliament and the Council, accompanied by proposals on the subject as appropriate.
*Pet let po začetku veljavnosti te uredbe.
* Five years following entry into force of this Regulation.
Treba je spremljati razvoj aktivnih varnostnih tehnologij in analizirati možnosti za večje pasivne varnostne zahteve (konstrukcija avtomobila).
Not only the developments on active safety technologies should be monitored, but also the possibility for increased passive safety requirements (car design) should be analysed.
Študija o izvedljivosti je pokazala, da so v bližnji prihodnosti mogoče izboljšave za boljšo pasivno varnost.
The feasability study showed that improvements for better passive safety are possible at least in the near future.
Izboljšane aktivne tehnologije, kot sta na primer aktivni sistem za pomoč pri zaviranju ali sistem za preprečevanje trčenja, ne bi smele nadomestiti naporov avtomobilske industrije za zvišanje standardov pasivne varnosti avtomobilov.
Improved active technologies such as active brake or collision avoidance systems should not replace efforts of the car industry to increase in the passive safety standards of their cars.
Priloga I – razdelek 5.1.1.1.
Annex I – section 5.1.1.1.
Preskus se izvaja pri hitrosti trka 40 km/h.
The test is performed at an impact speed of 40 km/h.
Največji dinamični kot upogiba kolena ne sme presegati 26,0° , največji strižni premik kolena ne sme presegati 7,5 mm, pospešek, izmerjen na zgornjem koncu golenice, pa ne sme presegati 250 g .
The maximum dynamic knee bending angle shall not exceed 26,0° , the maximum dynamic knee shearing displacement shall not exceed 7,5 mm, and the acceleration measured at the upper end of the tibia shall not exceed 250 g .
Največji dinamični kot upogiba kolena ne sme presegati 24,0° , največji strižni premik kolena ne sme presegati 7,5 mm, pospešek, izmerjen na zgornjem koncu golenice, pa ne sme presegati 215 g .
The maximum dynamic knee bending angle shall not exceed 24,0° , the maximum dynamic knee shearing displacement shall not exceed 7,5 mm, and the acceleration measured at the upper end of the tibia shall not exceed 215 g .
Zahteve glede prednjih zaščitnih sistemov (FPS) bi morale biti enake tistim, ki veljajo za vozila v Prilogi I, oddelkih 2 in 3 (nova druga faza).
The requirements for Frontal protection systems (FPS) should be identical with the ones on vehicles as indicated in Annex I, section 2 and 3 (new phase II).
Ta uredba nadomesti direktivo 2005/156 o uporabi prednjih zaščitnih sistemov (glej člen 10).
Directive 2005/156 on the use of frontal protection systems is replaced by this regulation (see Article 10).
Prednje zaščitne sisteme bo mogoče uporabljati tudi v prihodnje, če bodo izpolnjevali enaka tehnična določila kot vozila brez sistema FPS.
The use of FPS will also in the future be possible, but only, if they fulfil the same technical provisions as the vehicles without FPS.
Prednji zaščitni sistemi ne bi smeli imeti dodatnih negativnih učinkov za pešce.
No further negative impact on the pedestrian should result from the FPS.
Po ocenah v petindvajsetih državah članicah vsako leto umre kar 8.000 izpostavljenih udeležencev v prometu, pešcev in kolesarjev, 300.000 pa se jih poškoduje
Every year in the twenty-five member states it is estimated that, presently, as many as 8,000 vulnerable road users, pedestrians and cyclists are killed and 300,000 injured
Podatki temeljijo na študiji iz leta 2004. .
Figures based on 2004 studies. .
Ukrepi, s katerimi bi se te številke znižale, so potrebni še zlasti glede na vedno pogostejše spodbujanje k uporabi javnih prevoznih sredstev, k hoji in h kolesarjenju kot alternativah za uporabo avtomobila.
Measures to reduce these figures are recognised as necessary when considered in parallel with the increasing encouragement to make use of public transport, walking and cycling as alternatives to use of the car.
Cilj direktive 2003/102/ES so bile strožje zahteve Skupnosti, da bi se izboljšala varnost pešcev in drugih izpostavljenih udeležencev v cestnem prometu v primeru poškodb pri trčenju z motornim vozilom.
Directive 2003/102/EC was intended to strengthen Community requirements aimed at improving the safety of pedestrians and other vulnerable road users in case of injuries resulting from a collision with a motor vehicle.
Z njo je bilo prepisano, da morajo določena vozila v dveh fazah opraviti določeno število testiranj zmogljivosti: prva faza (ki temelji na priporočilih Skupnega raziskovalnega centra) se je začela oktobra 2005, druga (ki temelji na priporočilih Evropskega odbora za večjo varnost vozil) pa se bo začela leta 2010.
Under the terms of this Directive, certain vehicles are required to pass a number of performance tests in two phases: phase I (which is based on recommendations from the Joint Research Centre) started in October 2005 and phase II (which is based on European Enhanced Vehicle-safety Committee recommendations) will start in 2010.
Pet let po začetku druge faze bodo morala vsa nova vozila s področja uporabe direktive ustrezati testnim zahtevam.
Within five years from the start of phase II, all new vehicles within the scope of the Directive will have to comply with the test requirements.
Vseeno pa so takoj predvideli možnost, da bi pri tehnični realizaciji zahtev druge faze prišlo do težav, zato je bilo s členom 5(1) direktive predvideno, da je do 1. julija 2004 treba pripraviti oceno izvedljivosti glede določb tehničnih testiranj, ki jih zahteva druga faza, in zlasti drugih ukrepov ali kombinacij ukrepov, ki bi potencialno lahko imeli enak zaščitni učinek kot tisti, sprejeti leta 2003.
But the potential for feasibility problems in the technical realisation of the Phase II requirements were recognized and therefore, Article 5(1) of the Directive foresees that a feasibility assessment had to be carried out by 1 July 2004 concerning the technical test provisions required under phase II and, in particular, other measures, or combination of measures, which potentially may have at least equal protective effects to those adopted in 2003.
Če bo na podlagi ocene izvedljivosti treba prilagoditi zahteve v zvezi z varnostjo, člen 5(2) direktive zahteva, da Komisija Evropskemu parlamentu in Svetu predloži predlog, s katerim bi se direktiva ustrezno spremenila, pod pogojem, da predlogi sprememb zagotavljajo raven varnosti, ki je vsaj enaka tisti v skladu z obstoječimi določbami.
If, as a result of the feasibility assessment, it is considered necessary to adapt the requirements as regards the safety performance, Article 5(2) of the Directive requires that the Commission shall submit a proposal to the European Parliament and the Council to amend the Directive accordingly, under the condition that the amendments afford at least the same level of protection as the existing provisions.
Rezultati študije kažejo, da zahteve druge faze, kot so zasnovane sedaj, tehnično ne bodo popolnoma izvedljive za vsa vozila in vse tipe vozil.
The results of this study indicates that the requirements of the phase II would not be completely technically feasible for all vehicles and vehicle types as presently constituted.
Poročilo kot možen dopolnilni ukrep obravnava uporabo sistemov pomoči pri zaviranju, saj direktiva izrecno dovoljuje kombinacijo aktivnih in pasivnih ukrepov.
As a possible complementary measure which could be used, in recognition that the Directive specifically allowed a combination of active and passive measures, the report considered the use of Brake Assist systems.
Na podlagi ugotovitev študije Komisija predlaga:
Based on the outcome of the study, the Commission proposes the following:
– namesto spremembe direktive novo uredbo
- New regulation
Prednost takega pristopa je, da se uredba uporablja neposredno po vsej EU, ni je treba prenesti v nacionalno zakonodajo, hkrati pa prinaša enotna pravila za podjetja in homologacijske organe. , ki bo nadomestila in združila direktivo 2003/102/ES in direktivo 2005/66/ES o prednjih zaščitnih sistemih
This approach has the advantage that the Regulation is directly applicable throughout the EU, does not require transposition into national law and provides enterprises and approval authorities with a single set of rules. , instead of the revision of the directive, replacing and merging the directive 2003/102/EC and directive 2005/66/EC on frontal protection systems
Direktiva 2005/66/ES v zvezi z uporabo prednjih zaščitnih sistemov določa nadzor teh sistemov, vgrajenih kot originalna oprema ali dodanih v poprodajnem trgu.
Directive 2005/66/EC relating to the use of frontal protection systems provides for the control of these systems either as original equipment or in the aftermarket.
Predlog združuje te zahteve z zahtevami, ki določajo zaščito peščev in tako zagotavlja skladnost določb o zaščiti peščev in drugih izpostavljenih udeležencev v cestnem prometu. ;
The proposal combines these requirements with those providing pedestrian protection and thus provides consistency in provision of protection for pedestrians and other vulnerable road users. ;
– prenos zahtev faze I in časovnega razporeda iz direktive 2003/102/ES, nižje (izvedljive) zahteve faze II ter nov časovni razpored in vpeljavo aktivnega zavornega sistema, da se zagotovi raven varnosti, ki bo vsaj enaka tisti po direktivi 2003/102/ES;
- Transfer of the Phase I requirements and timetable from directive 2003/102/EC, lower (feasible) Phase II requirements and new timetable and the introduction of the active brake system in order to meet at least the same level of protection as in the directive 2003/102/EC.
– po potrebi razširitev področja uporabe v primerjavi z direktivo 2003/102/ES in M1 ter N1 nad 2,5 t.
- Widening of the scope in comparison to directive 2003/102/EC as also M1 and N1 over 2.5 t are considered
Mnenje poročevalca o posameznih predlogih sprememb
Your rapporteur's views on his amendments
Poročevalec se strinja s Komisijo, da so potrebni ukrepi za zmanjšanje števila smrtnih žrtev in poškodb pešcev ali drugih izpostavljenih udeležencev v prometu.
Your rapporteur shares the view of the Commission that measures to reduce fatalities and injuries of pedestrian and other vulnerable road users are necessary.
Namen sprememb, ki jih predlaga, je torej poostriti uredbo, kjer je to mogoče.
The amendments he proposes therefore are aimed to strengthen the regulation where possible.
Komisija v členu 9 predlaga časovni razpored za izvajanje uredbe, ki temelji na prehodnih obdobjih, ki so običajno potrebna, da se avtomobilska industrija prilagodi novi zakonodaji.
The Commission proposes in Article 9 a timetable for the implementation of the regulation which is based on the lead-times normally necessary for the automotive industry to adapt to the new legislation .
Poročevalec predlaga bolj ambiciozen časovni razpored, ki temelji na teh razlogih:
Your rapporteur proposes a more ambitious timetable based on the following arguments:
a) Zahteve faze I (glej Prilogo I, razdelek 2 predloga)
a) The Phase I requirements (see Annex I, section 2 of the proposal)
Časovni razpored za te zahteve je že določen v direktivi 2003/102/ES.
The timetable of these requirements are already defined in the directive 2003/102/EC.
Nova uredba bi morala le vključiti že veljavni časovni razpored.
The new regulation should only incorporate the timetable already in force.
Za nov tip vozil je kot začetek predvideno leto 2005, za nova vozila pa 31. december 2012.
For new type of vehicles the timetable foresees 2005 as starting point, for new vehicles the starting point is 31 December 2012.
Vendar je po predlogu Komisije najbližji možni datum za uporabo zahtev faze I za nova vozila kategorij M1 in N1 pod 2,5 t leto 2014 (60 mesecev, z začetkom konec leta 2008).
But following the Commission proposal the soonest possible date for application of the Phase I requirements for new M1 and N1 vehicles below 2.5 t is 2014 (60 months, starting from end of 2008).
Zato poročevalec predlaga, da se kot rok določi 31. december 2012.
Therefore your rapporteur proposes to re-install 31 December 2012 as deadline.
b) Sistem pomoči pri zaviranju (glej Prilogo I, razdelek 4 predloga)
b) BAS (see Annex I, section 4 of the proposal)
Poročevalec ocenjuje, da je prehodno obdobje 33 mesecev za izvajanje sistema pomoči pri zaviranju za vozila kategorij M1 in N1 predolgo.
Your rapporteur estimates that 33 months lead-time for the implementation of BAS for M1 and N1 is too long.