Examples of using Lcvs in English and their translations into German
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Spare wheel lowering mechanisms for cars and LCVs.
As from 2017, all new LCVs have to meet the limit.
Similarly, LCVs, as their name implies, are used mainly for commercial purposes.
Figure 68 shows the three most frequent manoeuvres for LGVs(LCVs) excluding“going ahead, other”.
The regulation on CO2 from LCVs is not expected to have a significant impact on employment.
Further to the analysis performed by the consultant, the emissions levels from the range 125 to 160 g CO2/km havebeen identified as potential future targets for LCVs.
For differentials in trucks, buses, LCVs and cars operating under severe conditions providing extended drain potential.
VW Bank Polska and VW Leasing Polska are active in financing andinsurance procurement for passenger cars and LCVs of the Volkswagen group brands supplied to customers in Poland.
The emissions from LCVs represent around 1.5% of EU total CO2 emissions and the demand for LCVs is growing.
Each new light commercial vehicle with specific emissions of CO2 of less than 50 g CO2/km will be counted as 2.5 LCVs in 2014, 1.5 LCVs in 2015 and 1 LCV from 2016.
It is imperative that growing emissions from LCVs do not counter balance the effort made in other transport modes and sectors of the EU economy.
Even though the risk of perverse incentives of increasing themass of vehicles to receive less stringent targets in LCVs is regarded as low, the slope of 120% is more likely to provoke these adjustments than the 100% slope.
Moreover, phasing-in timeframes for LCVs are shorter than for passenger cars, and the percentage of vehicles affected at the start is higher 75% for LCVs, 65% for passenger cars.
The duties of 23% to 29.6% imposed on European LCVs are significantly hampering access to the Russian market.
In 2012 EU LCVs exports to Russia were worth more than €100 million, but exports have been decreasing since Russia imposed a so-called'recycling fee' in September 2012 on cars, trucks, buses and other motor vehicles just days after joining the WTO.
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.
Given the higher costs of reducing CO2 in LCVs compared to cars and the longer development and production cycles needed, my personal belief is that this provides a good balance between ensuring improved environmental standards, on the one hand, and giving a realistic and achievable target for the LCV manufacturing sector, on the other.
Designing a legislative proposal that efficiently implements thefleet average emissions target for new LCVs and prevents any regulatory gap which could undermine the effectiveness of the regulation on CO2 and cars;
The principal way to accomplish this in LCVs is through modification of the engines and mechanics of the vehicles- a much longer and more expensive process than simply altering the body or reducing the weight of the vehicle.
The trade restrictions are incompatible with WTO law andmean that exports of LCVs from Germany and Italy have not benefitted from the concessions made by Russia in relation to its WTO accession in 2012.
The super-credits to manufacturers producing LCVs with emissions of CO2 of less than 50g CO2/km will be limited with a threshold of 25 000 LCVs per manufacturer;
Currently, many vehicles that are homologated as passenger cars, such as SUVs,are registered as LCVs, often because this latter category is subject to reduced taxation or because of other fiscal incentives.
Utility curves with lower slopes,i.e. 0% to 40% seem less suitable for LCVs than for passenger cars where perverse incentives of increasing weight in order to gain a less stringent target are of greater importance.
I think that this 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, thereby mitigating climate change andsetting CO2 emission limits for new LCVs in the European Union.
From 2020,a long-tem target of 147g CO2/km for the average emissions of new LCVs registered in the Union, subject to confirmation of its feasibility. By 1 January 2013, after a complete review of them, a proposal will amend it, if appropriate;
The EESC does not, of course, dispute the decision to lay down CO2 emission standards for LCVs, not least to avoid the risk that the market will be tempted to officially categorise larger vehicles as LCVs in order to obtain lower vehicle tax or other potential benefits.