text:
to paragraph 2 above, Annex III may be amended in the manner provided for in
 Article 8, taking account of the need to give Members sufficient time to make any necessary
 revisions to their processes and procedures.
 4. Each Member shall carry out an independent evaluation of the administration of its system
 for issuing seafarers' identity documents, including quality-control procedures, at least every
 five years. Reports on such evaluations, subject to the removal of any confidential material,
 shall be provided to the Director-General of the International Labour Office with a copy to the
 representative organizations of shipowners and seafarers in the Member concerned. This
 reporting requirement shall be without prejudice to the obligations of Members under article
 22 of the Constitution of the International Labour Organisation.
 CS 12 CS
 ---pagebreak--- 5. The International Labour Office shall make these evaluation reports available to Members.
 Any disclosure, other than those authorized by this Convention, shall require the consent of
 the reporting Member.
 6. The Governing Body of the International Labour Office, acting on the basis of all relevant
 information in accordance with arrangements made by it, shall approve a list of Members
 which fully meet the minimum requirements referred to in paragraph 1 above.
 7. The list must be available to Members of the Organization at all times and be updated as
 appropriate information is received. In particular, Members shall be promptly notified where
 the inclusion of any Member on the list is contested on solid grounds in the framework of the
 procedures referred to in paragraph 8.
 8. In accordance with procedures established by the Governing Body, provision shall be made
 for Members which have been or may be excluded from the list, as well as interested
 governments of ratifying Members and representative shipowners' and seafarers'
 organizations, to make their views known to the Governing Body, in accordance with the
 arrangements referred to above and to have any disagreements fairly and impartially settled in
 a timely manner.
 9. The recognition of seafarers' identity documents issued by a Member is subject to its
 compliance with the minimum requirements referred to in paragraph 1 above.
 Article 6
 FACILITATION OF SHORE LEAVE AND TRANSIT AND TRANSFER OF SEAFARERS
 1. Any seafarer who holds a valid seafarers' identity document issued in accordance with the
 provisions of this Convention by a Member for which the Convention is in force shall be
 recognized as a seafarer within the meaning of the Convention unless clear grounds exist for
 doubting the authenticity of the seafarers' identity document.
 2. The verification and any related inquiries and formalities needed to ensure that the seafarer
 for whom entry is requested pursuant to paragraphs 3 to 6 or 7 to 9 below is the holder of a
 seafarers' identity document issued in accordance with the requirements of this Convention
 shall be at no cost to the seafarers or shipowners.
 Shore leave
 3. Verification and any related inquiries and formalities referred to in paragraph 2 above shall
 be carried out in the shortest possible


text:
time provided that reasonable advance notice of the
 holder's arrival was received by the competent authorities. The notice of the holder's arrival
 shall include the details specified in section 1 of Annex II.
 4. Each Member for which this Convention is in force shall, in the shortest possible time, and
 unless clear grounds exist for doubting the authenticity of the seafarers' identity document,
 permit the entry into its territory of a seafarer holding a valid seafarer's identity document,
 when entry is requested for temporary shore leave while the ship is in port.
 5. Such entry shall be allowed provided that the formalities on arrival of the ship have been
 fulfilled and the competent authorities have no reason to refuse permission to come ashore on
 grounds of public health, public safety, public order or national security.
 CS 13 CS
 ---pagebreak--- 6. For the purpose of shore leave seafarers shall not be required to hold a visa. Any Member
 which is not in a position to fully implement this requirement shall ensure that its laws and
 regulations or practice provide arrangements that are substantially equivalent.
 Transit and transfer
 7. Each Member for which this Convention is in force shall, in the shortest possible time, also
 permit the entry into its territory of seafarers holding a valid seafarers' identity document
 supplemented by a passport, when entry is requested for the purpose of:
 (a) joining their ship or transferring to another ship;
 (b) passing in transit to join their ship in another country or for repatriation; or any other
 purpose approved by the authorities of the Member concerned.
 8. Such entry shall be allowed unless clear grounds exist for doubting the authenticity of the
 seafarers' identity document, provided that the competent authorities have no reason to refuse
 entry on grounds of public health, public safety, public order or national security.
 9. Any Member may, before permitting entry into its territory for one of the purposes
 specified in paragraph 7 above, require satisfactory evidence, including documentary
 evidence of a seafarer's intention and ability to carry out that intention. The Member may also
 limit the seafarer's stay to a period considered reasonable for the purpose in question.
 Article 7
 CONTINUOUS POSSESSION AND WITHDRAWAL
 1. The seafarers' identity document shall remain in the seafarer's possession at all times,
 except when it is held for safekeeping by the master of the ship concerned, with the seafarer's
 written consent.
 2. The seafarers' identity document shall be promptly withdrawn by the issuing State if it is
 ascertained that the seafarer no longer meets the conditions for its issue under this
 Convention. Procedures for suspending or withdrawing seafarers' identity documents shall be
 drawn up in consultation with the representative shipowners' and seafarers' organizations and
 shall include procedures for administrative appeal.
 Article 8
 AMENDMENT OF THE ANNEXES
 1. Subject to the relevant provisions of this Convention, amendments to the Annexes may be
 made by the International Labour Conference, acting on the advice of a duly constituted
 tripartite maritime body of the International

type: legislation

jurisdiction: EU


text:
Labour Organization. The decision shall require a
 majority of two-thirds of the votes cast by the delegates present at the Conference, including
 at least half the Members that have ratified this Convention.
 2. Any Member that has ratified this Convention may give written notice to the Director-
 General within six months of the date of the adoption of such an amendment that it shall not
 enter into force for that Member, or shall only enter into force at a later date upon subsequent
 written notification.
 Article 9
 CS 14 CS
 ---pagebreak--- TRANSITIONAL PROVISION
 Any Member which is a party to the Seafarers' Identity Documents Convention, 1958, and
 which is taking measures, in accordance with article 19 of the Constitution of the
 International Labour Organisation, with a view to ratification of this Convention may notify
 the Director-General of its intention to apply the present Convention provisionally. A
 seafarers' identity document issued by such a Member shall be treated for the purposes of this
 Convention as a seafarers' identity document issued under it provided that the requirements of
 Articles 2 to 5 of this Convention are fulfilled and that the Member concerned accepts
 seafarers' identity documents issued under this Convention.
 FINAL PROVISIONS
 Article 10
 This Convention revises the Seafarers' Identity Documents Convention, 1958.
 Article 11
 The formal ratifications of this Convention shall be communicated to the Director-General of
 the International Labour Office for registration.
 Article 12
 1. This Convention shall be binding only upon those Members of the International Labour
 Organization whose ratifications have been registered with the Director-General.
 2. It shall come into force six months after the date on which the ratifications of two Members
 have been registered with the Director-General.
 3. Thereafter, this Convention shall come into force for any Member six months after the date
 on which its ratification has been registered.
 Article 13
 1. A Member which has ratified this Convention may denounce it after the expiration of ten
 years from the date on which the Convention first comes into force, by an act communicated
 to the Director-General for registration. Such denunciation shall take effect twelve months
 after the date on which it is registered.
 2. Each Member which has ratified this Convention and which does not, within the year
 following the expiration of the period of ten years mentioned in the preceding paragraph,
 exercise the right of denunciation provided for in this Article, shall be bound for another
 period of ten years and, thereafter, may denounce this Convention at the expiration of each
 period of ten years under the terms provided for in this Article.
 Article 14
 1. The Director-General shall notify all Members of the registration of all ratifications,
 declarations and acts of denunciation communicated by the Members.
 2. When notifying the Members of the registration of the second ratification of this
 Convention, the Director-General shall draw the attention of the Members to the date upon
 which the Convention shall come into force.
 CS 15 CS
 ---pagebreak--- 3. The Director-General shall notify all Members of


text:
the registration of any amendments made
 to the Annexes in accordance with Article 8, as well as of notifications relating thereto.
 Article 15
 The Director-General of the International Labour Office shall communicate to the Secretary-
 General of the United Nations, for registration in accordance with article 102 of the Charter of
 the United Nations, full particulars of all ratifications, declarations and acts of denunciation
 registered by the Director-General in accordance with the provisions of the preceding
 Articles.
 Article 16
 At such times as it may consider necessary, the Governing Body of the International Labour
 Office shall present to the General Conference a report on the working of this Convention and
 shall examine the desirability of placing on the agenda of the Conference the question of its
 revision in whole or in part, taking account also of the provisions of Article 8.
 Article 17
 1. Should the Conference adopt a new Convention revising this Convention in whole or in
 part, then, unless the new Convention otherwise provides:
 (a) the ratification by a Member of the new revising Convention shall ipso jure involve the
 immediate denunciation of this Convention, notwithstanding the provisions of Article 13, if
 and when the new revising Convention shall have come into force;
 (b) as from the date when the new revising Convention comes into force, this Convention
 shall cease to be open to ratification by the Members.
 2. This Convention shall in any case remain in force in its actual form and content for those
 Members which have ratified it but have not ratified the revising Convention.
 Article 18
 The English and French versions of the text of this Convention are equally authoritative.
 ANNEX
 Annex I
 Model for seafarers' identity document
 The seafarers' identity document, whose form and content are set out below, shall consist of
 good-quality materials which, as far as practicable, having regard to considerations such as
 cost, are not easily accessible to the general public. The document shall have no more space
 than is necessary to contain the information provided for by the Convention.
 It shall contain the name of the issuing State and the following statement:
 "This document is a seafarers' identity document for the purpose of the Seafarers' Identity
 Documents Convention (Revised), 2003, of the International Labour Organization. This
 document is a stand-alone document and not a passport."
 CS 16 CS
 ---pagebreak--- The data page(s) of the document indicated in bold below shall be protected by a laminate or
 overlay, or by applying an imaging technology and substrate material that provide an
 equivalent resistance to substitution of the portrait and other biographical data.
 The materials used, dimensions and placement of data shall conform to the International Civil
 Aviation Organization (ICAO) specifications as contained in Document 9303 Part 3 (2nd
 edition, 2002) or Document 9303 Part 1 (5th edition, 2003).
 Other security features shall include at least one of the following features:
 Watermarks, ultraviolet security features, use of special inks, special colour designs,
 perforated images, holograms, laser engraving, micro-printing, and heat-sealed lamination.
 Data


text:
to be entered on the data page(s) of the seafarers' identity document shall be restricted to:
 I. Issuing authority:
 II. Telephone number(s), email and web site of the authority:
 III. Date and place of issue:
 ------ Digital or original photograph of seafarer ---------
 (a) Full name of seafarer:
 (b) Sex:
 (c) Date and place of birth:
 (d) Nationality:
 (e) Any special physical characteristics of seafarer that may assist identification:
 (f) Signature:
 (g) Date of expiry:
 (h) Type or designation of document:
 (i) Unique document number:
 (j) Personal identification number (optional):
 (k) Biometric template based on a fingerprint printed as numbers in a bar code conforming to
 a standard to be developed:
 (l) A machine-readable zone conforming to ICAO specifications in Document 9303 specified
 above.
 IV. Official seal or stamp of the issuing authority.
 Explanation of data
 The captions on fields on the data page(s) above may be translated into the language(s) of the
 issuing State. If the national language is other than English, French or Spanish, the captions
 shall also be entered in one of these languages.
 CS 17 CS
 ---pagebreak--- The Roman alphabet should be used for all entries in this document.
 The information listed above shall have the following characteristics:
 I. Issuing authority: ISO code for the issuing State and the name and full address of the office
 issuing the seafarers' identity document as well as the name and position of the person
 authorizing the issue.
 II. The telephone number, email and web site shall correspond to the links to the focal point
 referred to in the Convention.
 III. Date and place of issue: the date shall be written in two-digit Arabic numerals in the form
 day/month/year - e.g. 31/12/03; the place shall be written in the same way as on the national
 passport.
 -------- Size of the portrait photograph: as in ICAO Document 9303 specified above -------
 (a) Full name of seafarer: where applicable, family name shall be written first, followed by the
 seafarer's other names;
 (b) Sex: specify "M" for male or "F" for female;
 (c) Date and place of birth: the date shall be written in two-digit Arabic numerals in the form
 day/month/year; the place shall be written in the same way as on the national passport;
 (d) Statement of nationality: specify nationality;
 (e) Special physical characteristics: any evident characteristics assisting identification;
 (f) Signature of seafarer;
 (g) Date of expiry: in two-digit Arabic numerals in the form day/month/year;
 (h) Type or designation of document: character code for document type, written in capitals in
 the Roman alphabet (S);
 (i) Unique document number: country code (see I above) followed by an alphanumeric book
 inventory number of no more than nine characters;
 (j) Personal identification number: optional personal identification number of the seafarer;
 identification number of no more than 14 alphanumeric characters;
 (k) Biometric template: precise specification to be developed;
 (l) Machine-readable zone: according to ICAO Document 9303 specified above. <
 Annex II
 Electronic database
 The details to be provided for each record in the electronic database to


text:
be maintained by each
 Member in accordance with Article 4, paragraphs 1, 2, 6 and 7 of this Convention shall be
 restricted to:
 Section 1
 CS 18 CS
 ---pagebreak--- 1. Issuing authority named on the identity document.
 2. Full name of seafarer as written on the identity document.
 3. Unique document number of the identity document.
 4. Date of expiry or suspension or withdrawal of the identity document.
 Section 2
 5. Biometric template appearing on the identity document.
 6. Photograph.
 7. Details of all inquiries made concerning the seafarers' identity document.
 Annex III
 Requirements and recommended procedures and practices concerning the issuance of
 seafarers' identity documents
 This Annex sets out minimum requirements relating to procedures to be adopted by each
 Member in accordance with Article 5 of this Convention, with respect to the issuance of
 seafarers' identity documents (referred to below as "SIDs"), including quality-control
 procedures.
 Part A lists the mandatory results that must be achieved, as a minimum, by each Member, in
 implementing a system of issuance of SIDs.
 Part B recommends procedures and practices for achieving those results. Part B is to be given
 full consideration by Members, but is not mandatory.
 Part A.Mandatory results
 1. Production and delivery of blank SIDs
 Processes and procedures are in place to ensure the necessary security for the production and
 delivery of blank SIDs, including the following:
 (a) all blank SIDs are of uniform quality and meet the specifications in content and form as
 contained in Annex I;
 (b) the materials used for production are protected and controlled;
 (c) blank SIDs are protected, controlled, identified and tracked during the production and
 delivery processes;
 (d) producers have the means of properly meeting their obligations in relation to the
 production and delivery of blank SIDs;
 (e) the transport of the blank SIDs from the producer to the issuing authority is secure.
 2. Custody, handling and accountability for blank and completed SIDs
 Processes and procedures are in place to ensure the necessary security for the custody,
 handling and accountability for blank and completed SIDs, including the following:
 CS 19 CS
 ---pagebreak--- (a) the custody and handling of blank and completed SIDs is controlled by the issuing
 authority;
 (b) blank, completed and voided SIDs, including those used as specimens, are protected,
 controlled, identified and tracked;
 (c) personnel involved with the process meet standards of reliability, trustworthiness and
 loyalty required by their positions and have appropriate training;
 (d) the division of responsibilities among authorized officials is designed to prevent the
 issuance of unauthorized SIDs.
 3. Processing of applications; suspension or withdrawal of SIDs; appeal procedures
 Processes and procedures are in place to ensure the necessary security for the processing of
 applications, the completion of the blank SIDs into personalized SIDs by the authority and
 unit responsible for issuing them, and the delivery of the SIDs, including:
 (a) processes for verification and approval ensuring that SIDs, when first applied for and
 when renewed, are issued only on the basis of:
 (i) applications completed with all information required


text:
by Annex I,
 (ii) proof of identity of the applicant in accordance with the law and practice of the issuing
 State,
 (iii) proof of nationality or permanent residence,
 (iv) proof that the applicant is a seafarer within the meaning of Article 1,
 (v) assurance that applicants, especially those with more than one nationality or having the
 status of permanent residents, are not issued with more than one SID,
 (vi) verification that the applicant does not constitute a risk to security, with proper respect for
 the fundamental rights and freedoms set out in international instruments.
 (b) the processes ensure that:
 (i) the particulars of each item contained in Annex II are entered in the database
 simultaneously with issuance of the SID,
 (ii) the data, photograph, signature and biometric gathered from the applicant correspond to
 the applicant, and
 (iii) the data, photograph, signature and biometric gathered from the applicant are linked to
 the application throughout the processing, issuance and delivery of the SID.
 (c) prompt action is taken to update the database when an issued SID is suspended or
 withdrawn;
 (d) an extension and/or renewal system has been established to provide for circumstances
 where a seafarer is in need of extension or renewal of his or her SID and in circumstances
 where the SID is lost;
 CS 20 CS
 ---pagebreak--- (e) the circumstances in which SIDs may be suspended or withdrawn are established in
 consultation with shipowners' and seafarers' organizations;
 (f) effective and transparent appeal procedures are in place.
 4. Operation, security and maintenance of the database
 Processes and procedures are in place to ensure the necessary security for the operation and
 maintenance of the database, including the following:
 (a) the database is secure from tampering and from unauthorized access;
 (b) data are current, protected against loss of information and available for query at all times
 through the focal point;
 (c) databases are not appended, copied, linked or written to other databases; information from
 the database is not used for purposes other than authenticating the seafarers' identity;
 (d) the individual's rights are respected, including:
 (i) the right to privacy in the collection, storage, handling and communication of personal
 data; and
 (ii) the right of access to data concerning him or her and to have any inaccuracies corrected in
 a timely manner.
 5. Quality control of procedures and periodic evaluations
 (a) Processes and procedures are in place to ensure the necessary security through the quality
 control of procedures and periodic evaluations, including the monitoring of processes, to
 ensure that required performance standards are met, for:
 (i) production and delivery of blank SIDs,
 (ii) custody, handling and accountability for blank, voided and personalized SIDs,
 (iii) processing of applications, completion of blank SIDs into personalized SIDs by the
 authority and unit responsible for issuance and delivery,
 (iv) operation, security and maintenance of the database.
 (b) Periodic reviews are carried out to ensure the reliability of the issuance system and of the
 procedures and their conformity with the requirements of this Convention.
 (c) Procedures are in


text:
place to protect the confidentiality of information contained in reports on
 periodic evaluations provided by other ratifying Members.
 Part B. Recommended procedures and practices
 1. Production and delivery of blank SIDs
 1.1. In the interest of security and uniformity of SIDs, the competent authority should select
 an effective source for the production of blank SIDs to be issued by the Member.
 1.2. If the blanks are to be produced on the premises of the authority responsible for the
 issuance of SIDs ("the issuing authority"), section 2.2 below applies.
 CS 21 CS
 ---pagebreak--- 1.3. If an outside enterprise is selected, the competent authority should:
 1.3.1. check that the enterprise is of undisputed integrity, financial stability and reliability;
 1.3.2. require the enterprise to designate all the employees who will be engaged in the
 production of blank SIDs;
 1.3.3. require the enterprise to furnish the authority with proof that demonstrates that there are
 adequate systems in place to ensure the reliability, trustworthiness and loyalty of designated
 employees and to satisfy the authority that it provides each such employee with adequate
 means of subsistence and adequate job security;
 1.3.4. conclude a written agreement with the enterprise which, without prejudice to the
 authority's own responsibility for SIDs, should, in particular, establish the specifications and
 directions referred to under section 1.5 below and require the enterprise:
 1.3.4.1. to ensure that only the designated employees, who must have assumed strict
 obligations of confidentiality, are engaged in the production of the blank SIDs;
 1.3.4.2. to take all necessary security measures for the transport of the blank SIDs from its
 premises to the premises of the issuing authority. Issuing agents cannot be absolved from the
 liability on the grounds that they are not negligent in this regard;
 1.3.4.3. to accompany each consignment with a precise statement of its contents; this
 statement should, in particular, specify the reference numbers of the SIDs in each package.
 1.3.5. ensure that the agreement includes a provision to allow for completion if the original
 contractor is unable to continue;
 1.3.6. satisfy itself, before signing the agreement, that the enterprise has the means of properly
 performing all the above obligations.
 1.4. If the blank SIDs are to be supplied by an authority or enterprise outside the Member's
 territory, the competent authority of the Member may mandate an appropriate authority in the
 foreign country to ensure that the requirements recommended in this section are met.
 1.5. The competent authority should inter alia:
 1.5.1. establish detailed specifications for all materials to be used in the production of the
 blank SIDs; these materials should conform to the general specifications set out in Annex I to
 this Convention;
 1.5.2. establish precise specifications relating to the form and content of the blank SIDs as set
 out in Annex I;
 1.5.3. ensure that the specifications enable uniformity in the printing of blank SIDs if different
 printers are subsequently used;
 1.5.4. provide clear directions for the generation of a unique document number to be printed
 on each blank SID in a sequential


text:
manner in accordance with Annex I; and
 1.5.5. establish precise specifications governing the custody of all materials during the
 production process.
 2. Custody, handling and accountability for blank and completed SIDs
 CS 22 CS
 ---pagebreak--- 2.1. All operations relating to the issuance process (including the custody of blank, voided
 and completed SIDs, the implements and materials for completing them, the processing of
 applications, the issuance of SIDs, the maintenance and the security of databases) should be
 carried out under the direct control of the issuing authority.
 2.2. The issuing authority should prepare an appraisal of all officials involved in the issuance
 process establishing, in the case of each of them, a record of reliability, trustworthiness and
 loyalty.
 2.3. The issuing authority should ensure that no officials involved in the issuance process are
 members of the same immediate family.
 2.4. The individual responsibilities of the officials involved in the issuance process should be
 adequately defined by the issuing authority.
 2.5. No single official should be responsible for carrying out all the operations required in the
 processing of an application for a SID and the preparation of the corresponding SID. The
 official who assigns applications to an official responsible for issuing SIDs should not be
 involved in the issuance process. There should be a rotation in the officials assigned to the
 different duties related to the processing of applications and the issuance of SIDs.
 2.6. The issuing authority should draw up internal rules ensuring:
 2.6.1. that the blank SIDs are kept secured and released only to the extent necessary to meet
 expected day-to-day operations and only to the officials responsible for completing them into
 personalized SIDs or to any specially authorized official, and that surplus blank SIDs are
 returned at the end of each day; measures to secure SIDs should be understood as including
 the use of devices for the prevention of unauthorized access and detection of intruders;
 2.6.2. that any blank SIDs used as specimens are defaced and marked as such;
 2.6.3. that each day a record, to be stored in a safe place, is maintained of the whereabouts of
 each blank SID and of each personalized SID that has not yet been issued, also identifying
 those that are secured and those that are in the possession of a specified official or officials;
 the record should be maintained by an official who is not involved in the handling of the
 blank SIDs or SIDs that have not yet been issued;
 2.6.4. that no person should have access to the blank SIDs and to the implements and
 materials for completing them other than the officials responsible for completing the blank
 SIDs or any specially authorized official;
 2.6.5. that each personalized SID is kept secured and released only to the official responsible
 for issuing the SID or to any specially authorized official;
 2.6.5.1. the specially authorized officials should be limited to:
 (a) persons acting under the written authorization of the executive head of the authority or of
 any person officially representing the executive


text:
head, and
 (b) the controller referred to in section 5 below and persons appointed to carry out an audit or
 other control;
 2.6.6. that officials are strictly prohibited from any involvement in the issuance process for a
 SID applied for by a member of their family or a close friend;
 CS 23 CS
 ---pagebreak--- 2.6.7. that any theft or attempted theft of SIDs or of implements or materials for personalizing
 them should be promptly reported to the police authorities for investigation.
 2.7. Errors in the issuance process should invalidate the SID concerned, which may not be
 corrected and issued.
 3. Processing of applications; suspension or withdrawal of SIDs; appeal procedures
 3.1. The issuing authority should ensure that all officials with responsibility concerning the
 review of applications for SIDs have received relevant training in fraud detection and in the
 use of computer technology.
 3.2. The issuing authority should draw up rules ensuring that SIDs are issued only on the basis
 of: an application completed and signed by the seafarer concerned; proof of identity; proof of
 nationality or permanent residence; and proof that the applicant is a seafarer.
 3.3. The application should contain all the information specified as mandatory in Annex I to
 this Convention. The application form should require applicants to note that they will be
 liable to prosecution and penal sanctions if they make any statement that they know to be
 false.
 3.4. When a SID is first applied for, and whenever subsequently considered necessary on the
 occasion of a renewal:
 3.4.1. the application, completed except for the signature, should be presented by the
 applicant in person, to an official designated by the issuing authority;
 3.4.2. a digital or original photograph and the biometric of the applicant should be taken under
 the control of the designated official;
 3.4.3. the application should be signed in the presence of the designated official;
 3.4.4. the application should then be transmitted by the designated official directly to the
 issuing authority for processing.
 3.5. Adequate measures should be adopted by the issuing authority to ensure the security and
 the confidentiality of the digital or original photograph and the biometric.
 3.6. The proof of identity provided by the applicant should be in accordance with the laws and
 practice of the issuing State. It may consist of a recent photograph of the applicant, certified
 as being a true likeness of him or her by the shipowner or shipmaster or other employer of the
 applicant or the director of the applicant's training establishment.
 3.7. The proof of nationality or permanent residence will normally consist of the applicant's
 passport or certificate of admission as a permanent resident.
 3.8. Applicants should be asked to declare all other nationalities that they may possess and
 affirm that they have not been issued with and have not applied for a SID from any other
 Member.
 3.9. The applicant should not be issued with a SID for so long as he or she possesses another
 SID.
 CS 24 CS
 ---pagebreak--- 3.9.1. An early renewal


text:
system should apply in circumstances where a seafarer is aware in
 advance that the period of service is such that he or she will be unable to make his or her
 application at the date of expiry or renewal;
 3.9.2. An extension system should apply in circumstances where an extension of a SID is
 required due to an unforeseen extension of the period of service;
 3.9.3. A replacement system should apply in circumstances where a SID is lost. A suitable
 temporary document can be issued.
 3.10. The proof that the applicant is a seafarer, within the meaning of Article 1 of this
 Convention should at least consist of:
 3.10.1. a previous SID, or a seafarers' discharge book; or
 3.10.2. a certificate of competency, qualification or other relevant training; or
 3.10.3. equally cogent evidence.
 3.11. Supplementary proof should be sought where deemed appropriate.
 3.12. All applications should be subject to at least the following verifications by a competent
 official of the issuing authority of SIDs:
 3.12.1. verification that the application is complete and shows no inconsistency raising doubts
 as to the truth of the statements made;
 3.12.2. verification that the details given and the signature correspond to those on the
 applicant's passport or other reliable document;
 3.12.3. verification, with the passport authority or other competent authority, of the
 genuineness of the passport or other document produced; where there is reason to doubt the
 genuineness of the passport, the original should be sent to the authority concerned; otherwise,
 a copy of the relevant pages may be sent;
 3.12.4. comparison of the photograph provided, where appropriate, with the digital
 photograph referred to in section 3.4.2 above;
 3.12.5. verification of the apparent genuineness of the certification referred to in section 3.6
 above;
 3.12.6. verification that the proof referred to in section 3.10 substantiates that the applicant is
 indeed a seafarer;
 3.12.7. verification, in the database referred to in Article 4 of the Convention, to ensure that a
 person corresponding to the applicant has not already been issued with a SID; if the applicant
 has or may have more than one nationality or any permanent residence outside the country of
 nationality, the necessary inquiries should also be made with the competent authorities of the
 other country or countries concerned;
 3.12.8. verification, in any relevant national or international database that may be accessible
 to the issuing authority, to ensure that a person corresponding to the applicant does not
 constitute a possible security risk.
 CS 25 CS
 ---pagebreak--- 3.13. The official referred to in section 3.12 above should prepare brief notes for the record
 indicating the results of each of the above verifications, and drawing attention to the facts that
 justify the conclusion that the applicant is a seafarer.
 3.14. Once fully checked, the application, accompanied by the supporting documents and the
 notes for the record, should be forwarded to the official responsible for completion of the SID
 to be issued to the applicant.
 3.15. The completed SID, accompanied by the related file in the issuing authority,


text:
should then
 be forwarded to a senior official of that authority for approval.
 3.16. The senior official should give such approval only if satisfied, after review of at least the
 notes for the record, that the procedures have been properly followed and that the issuance of
 the SID to the applicant is justified.
 3.17. This approval should be given in writing and be accompanied by explanations
 concerning any features of the application that need special consideration.
 3.18. The SID (together with the passport or similar document provided) should be handed to
 the applicant directly against receipt, or sent to the applicant or, if the latter has so requested,
 to his or her shipmaster or employer in both cases by reliable postal communication requiring
 advice of receipt.
 3.19. When the SID is issued to the applicant, the particulars specified in Annex II to the
 Convention should be entered in the database referred to in Article 4 of the Convention.
 3.20. The rules of the issuing authority should specify a maximum period for receipt after
 dispatch. If advice of receipt is not received within that period and after due notification of the
 seafarer, an appropriate annotation should be made in the database and the SID should be
 officially reported as lost and the seafarer informed.
 3.21. All annotations to be made, such as, in particular, the brief notes for the record (see
 section 3.13 above) and the explanations referred to in section 3.17, should be kept in a safe
 place during the period of validity of the SID and for three years afterwards. Those
 annotations and explanations required by section 3.17 should be recorded in a separate
 internal database, and rendered accessible: (a) to persons responsible for monitoring
 operations; (b) to officials involved in the review of applications for SIDs; and (c) for training
 purposes.
 3.22. When information is received suggesting that a SID was wrongly issued or that the
 conditions for its issue are no longer applicable, the matter should be promptly notified to the
 issuing authority with a view to its rapid withdrawal.
 3.23. When a SID is suspended or withdrawn the issuing authority should immediately update
 its database to indicate that this SID is not currently recognized.
 3.24. If an application for a SID is refused or a decision is taken to suspend or withdraw a
 SID, the applicant should be officially informed of his or her right of appeal and fully
 informed of the reasons for the decision.
 3.25. The procedures for appeal should be as rapid as possible and consistent with the need
 for fair and complete consideration.
 4. Operation, security and maintenance of the database
 CS 26 CS
 ---pagebreak--- 4.1. The issuing authority should make the necessary arrangements and rules to implement
 Article 4 of this Convention, ensuring in particular:
 4.1.1. the availability of a focal point or electronic access over 24 hours a day, seven days a
 week, as required under paragraphs 4, 5 and 6 of Article 4 of the Convention;
 4.1.2. the security


text:
of the database;
 4.1.3. the respect for individual rights in the storage, handling and communication of data;
 4.1.4. the respect for the seafarer's right to verify the accuracy of data relating to him or her
 and to have corrected, in a timely manner, any inaccuracies found.
 4.2. The issuing authority should draw up adequate procedures for protecting the database,
 including:
 4.2.1. a requirement for the regular creation of back-up copies of the database, to be stored on
 media held in a safe location away from the premises of the issuing authority;
 4.2.2. the restriction to specially authorized officials of permission to access or make changes
 to an entry in the database once the entry has been confirmed by the official making it.
 5. Quality control of procedures and periodic evaluations
 5.1. The issuing authority should appoint a senior official of recognized integrity, loyalty and
 reliability, who is not involved in the custody or handling of SIDs, to act as controller:
 5.1.1. to monitor on a continuous basis the implementation of these minimum requirements;
 5.1.2. to draw immediate attention to any shortcomings in the implementation;
 5.1.3. to provide the executive head and the concerned officials with advice on improvements
 to the procedures for the issuance of SIDs; and
 5.1.4. to submit a quality-control report to management on the above. The controller should, if
 possible, be familiar with all the operations to be monitored.
 5.2. The controller should report directly to the executive head of the issuing authority.
 5.3. All officials of the issuing authority, including the executive head, should be placed under
 a duty to provide the controller with all documentation or information that the controller
 considers relevant to the performance of his or her tasks.
 5.4. The issuing authority should make appropriate arrangements to ensure that officials can
 speak freely to the controller without fear of victimization.
 5.5. The terms of reference of the controller should require that particular attention be given to
 the following tasks:
 5.5.1. verifying that the resources, premises, equipment and staff are sufficient for the
 efficient performance of the functions of the issuing authority;
 5.5.2. ensuring that the arrangements for the safe custody of the blank and completed SIDs are
 adequate;
 CS 27 CS
 ---pagebreak--- 5.5.3. ensuring that adequate rules, arrangements or procedures are in place in accordance
 with sections 2.6, 3.2, 4 and 5.4 above.
 5.5.4. ensuring that those rules and procedures, as well as arrangements, are well known and
 understood by the officials concerned;
 5.5.5. detailed monitoring on a random basis of each action carried out, including the related
 annotations and other records, in processing particular cases, from the receipt of the
 application for a SID to the end of the procedure for its issuance;
 5.5.6. verification of the efficacy of the security measures used for the custody of blank SIDs,
 implements and materials;
 5.5.7. verification, if necessary with the aid of a trusted expert, of the security and veracity of
 the information stored electronically and that the requirement for 24 hours a day,


text:
seven days a
 week access is maintained;
 5.5.8. investigating any reliable report of a possible wrongful issuance of a SID or of a
 possible falsification or fraudulent obtention of a SID, in order to identify any internal
 malpractice or weakness in systems that could have resulted in or assisted the wrongful
 issuance or falsification or fraud;
 5.5.9. investigating complaints alleging inadequate access to the details in the database given
 the requirements of paragraphs 2, 3 and 5 of Article 4 of the Convention, or inaccuracies in
 those details;
 5.5.10. ensuring that reports identifying improvements to the issuance procedures and areas of
 weakness have been acted upon in a timely and effective manner by the executive head of the
 issuing authority;
 5.5.11. maintaining records of quality-control checks that have been carried out;
 5.5.12. ensuring that management reviews of quality-control checks have been performed and
 that records of such reviews are maintained.
 5.6. The executive head of the issuing authority should ensure a periodic evaluation of the
 reliability of the issuance system and procedures, and of their conformity with the
 requirements of this Convention. Such evaluation should take into account the following:
 5.6.1. findings of any audits of the issuance system and procedures;
 5.6.2. reports and findings of investigations and of other indications relevant to the
 effectiveness of corrective action taken as a result of reported weaknesses or breaches of
 security;
 5.6.3. records of SIDs issued, lost, voided or spoiled;
 5.6.4. records relating to the functioning of quality control;
 5.6.5. records of problems with respect to the reliability or security of the electronic database,
 including inquiries made to the database;
 5.6.6. effects of changes to the issuance system and procedures resulting from technological
 improvements or innovations in the SID issuance procedures;
 CS 28 CS
 ---pagebreak--- 5.6.7. conclusions of management reviews;
 5.6.8. audit of procedures to ensure that they are applied in a manner consistent with respect
 for fundamental principles and rights at work embodied in relevant ILO instruments.
 5.7. Procedures and processes should be put in place to prevent unauthorized disclosure of
 reports provided by other Members.
 5.8. All audit procedures and processes should ensure that the production techniques and
 security practices, including the stock control procedures, are sufficient to meet the
 requirements of this Annex.
 CS 29 CS


text:
 Důležité právní upozornění
 |
 52006PC0722
 Návrh nařízení Evropského Parlamentu a Rady o uplatňování pravidel hospodářské soutěže v dopravě po železnici, silnici a vnitrozemských vodních cestách (Kodifikované znění) /* KOM/2006/0722 konecném znení - COD 2006/0024 */
 [pic] | KOMISE EVROPSKÝCH SPOLEČENSTVÍ |V Bruselu dne 27.11.2006KOM(2006)722 v konečném znění2006/0241(COD)NávrhNAŘÍZENÍ EVROPSKÉHO PARLAMENTU A RADYo uplatňování pravidel hospodářské soutěže v dopravě po železnici, silnici a vnitrozemských vodních cestách (Kodifikované znění)(předložený Komisí)DŮVODOVÁ ZPRÁVA1. V souvislosti s konceptem „Evropa občanů“ přikládá Komise značnou důležitost zjednodušení a přehlednějšímu uspořádání práva Společenství, aby se stalo srozumitelnějším a přístupnějším pro řadového občana, který pak může lépe uplatňovat jednotlivá práva, které mu přiznává.Tohoto cíle nelze dosáhnout, dokud zůstanou jednotlivá ustanovení, která byla často několikrát podstatným způsobem změněna, roztroušena jak v původním předpisu, tak v pozdějších novelách. Je nutno proto vynaložit notné úsilí při vyhledávání a porovnávání jednotlivých předpisů, aby bylo lze nalézt právě platná ustanovení.Z tohoto důvodu je rovněž kodifikace často měněné právní úpravy nutná pro zachování její srozumitelnosti a průhlednosti.2. Komise proto svým rozhodnutím ze dne 1. dubna 1987[1] uložila svým útvarům, aby přistoupily ke kodifikaci jakéhokoli právního aktu nejpozději po jeho desáté změně, přičemž zdůraznila, že se jedná o minimální pravidlo a jednotlivé útvary by se měly v zájmu srozumitelnosti a přehlednosti předpisů Společenství snažit kodifikovat akty, za něž nesou odpovědnost, i v kratších intervalech.3. Závěry předsednictví Evropské rady z Edinburku (prosinec 1992) toto potvrdily[2] a zdůraznily význam kodifikace , neboť skýtá právní jistotu ohledně otázky, která právní norma se v určitém okamžiku použije na daný právní vztah.Kodifikace musí proběhnout v plném souladu s obvyklým legislativním postupem Společenství.S ohledem na skutečnost, že v aktech podrobených kodifikaci nemohou být prováděny žádné podstatné změny, se Evropský parlament, Rada a Komise dohodly prostřednictvím interinstitucionální dohody ze dne 20. prosince 1994 na zkráceném postupu pro rychlé přijímání kodifikovaných aktů.4. Účelem tohoto návrhu je provedení kodifikace nařízení Rady (EHS) č. 1017/68 ze dne 19. července 1968 o uplatňování pravidel hospodářské soutěže v dopravě po železnici, silnici a vnitrozemských vodních cestách][3]. Nařízení nahradí různé akty, které jsou do něj začleněny[4]; zcela zachovává jejich obsah, a omezuje se tak pouze na jejich spojení a zapracování pouze takových formálních změn , které vyžaduje samotná kodifikace.5. Tento kodifikační návrh byl vypracován na základě předchozího konsolidovaného znění nařízení (EHS) č. 1017/68 a jeho následných změn vyhotoveného ve všech úředních jazycích Úřadem pro úřední tisky Evropských společenství pomocí systému na zpracování dat . V případech, že bylo změněno číslování článků, je vztah mezi dřívějším a novým číslováním představen ve srovnávací tabulce uvedené v příloze II kodifikovaného nařízení. 1017/68 (přizpůsobený)2006/0241(COD)NávrhNAŘÍZENÍ EVROPSKÉHO PARLAMENTU A RADYo uplatňování pravidel hospodářské soutěže v dopravě po železnici, silnici a vnitrozemských vodních cestách(Text s významem pro EHP)EVROPSKÝ PARLAMENT A RADA EVROPSKÉ UNIE,s ohledem na Smlouvu o založení Evropského společenství, a zejména na článek 71 a 83 této smlouvy,s ohledem na návrh Komise,s ohledem na stanovisko Evropského hospodářského a sociálního výboru[5],s ohledem na stanovisko Výboru regionů[6]v souladu s postupem stanoveným v článku 251 Smlouvy[7],vzhledem k těmto důvodům:(1) Nařízení Rady (EHS) č. 1017/68 ze dne 19. července


text: 1968 o uplatňování pravidel hospodářské soutěže v dopravě po železnici, silnici a vnitrozemských vodních cestách[8] bylo několikrát podstatně změněno[9]. Z důvodu srozumitelnosti a přehlednosti by mělo být uvedené nařízení kodifikováno. 1017/68 bod odůvodnění 3(2) Pravidla hospodářské soutěže pro přepravu po železnici, silnici a vnitrozemských vodních cestách jsou součástí společné dopravní politiky a obecné hospodářské politiky. 1017/68 bod odůvodnění 4(3) Pravidla hospodářské soutěže pro tato odvětví by měla brát v úvahu zvláštní rysy dopravy. 1017/68 bod odůvodnění 5(4) Pravidla hospodářské soutěže se v dopravě odchylují od obecných pravidel hospodářské soutěže, a proto musí být podnikům umožněno, aby věděly, která právní úprava se na každý jednotlivý případ vztahuje. 1017/68 bod odůvodnění 6(5) Do právní úpravy hospodářské soutěže v dopravě by mělo být zahrnuto společné financování nebo pořizování dopravního zařízení pro společné používání určitými seskupeními podniků, jakož i některé činnosti poskytovatelů pomocných dopravních služeb spojené s dopravou po železnici, silnici a vnitrozemských vodních cestách. 1017/68 bod odůvodnění 7(6) Nemá-li být dotčen obchod mezi členskými státy ani narušována soutěž v rámci vnitřního trhu, je pro tři výše uvedené druhy dopravy žádoucí v zásadě zakázat dohody mezi podniky, rozhodnutí sdružení podniků a jednání podniků ve vzájemné shodě a všechny případy zneužití dominantního postavení na vnitřním trhu, které by mohly mít takový účinek. 1017/68 bod odůvodnění 8(7) Ze zákazu restriktivních dohod lze v dopravě vyjmout určité typy dohod, rozhodnutí a jednání ve vzájemné shodě, jejichž účelem a účinkem je výlučně dosazení technických zlepšení nebo technická spolupráce, pokud přispívají ke zvýšení produktivity. Na základě zkušeností vyplývajících z uplatňování tohoto nařízení může Rada na návrh Komise doplnit seznam dohod tohoto typu. 1017/68 bod odůvodnění 9(8) Za účelem zlepšení někdy příliš rozptýlené struktury oborů silniční a vnitrozemské vodní dopravy by měly být ze zákazu restriktivních dohod vyňaty rovněž dohody, rozhodnutí a jednání ve vzájemné shodě zaměřené na vytvoření nebo fungování seskupení podniků v těchto dvou oborech dopravy, jejichž cílem je provádění dopravních činností, včetně společného financování nebo pořizování dopravních zařízení pro společné používání; že takovou obecnou výjimku lze stanovit jen za podmínky, že celková přepravní kapacita seskupení nepřekročí stanovené maximum. Jednotlivé kapacity podniků, jež patří do seskupení, nepřesáhnou určitý limit stanovený tak, aby žádný podnik nemohl získat dominantní postavení v rámci seskupení. Komise však musí mít možnost zasáhnout, jestliže by v určitém případě mohly mít tyto dohody účinky neslučitelné s podmínkami, za nichž se restriktivní opatření považují a přípustná, a byly by zneužitím výjimky. Nicméně skutečnost, že přepravní kapacita seskupení je celkově větší než stanovené maximum nebo že pro seskupení kvůli kapacitě jednotlivých zapojených dopravců nepřichází obecná výjimka v úvahu, nevylučuje. V jejich případě se může jednat o přípustnou dohodu, přípustné rozhodnutí či přípustné jednání ve vzájemné shodě, pokud splňuje příslušné podmínky vymezené tímto nařízením. 1017/68 bod odůvodnění 14(9) Především podniku přísluší posoudit, zda v případě jeho dohod, rozhodnutí nebo jednání ve vzájemné shodě převažují účinky omezující hospodářskou soutěž nebo ekonomický prospěch, jímž lze tato omezení odůvodnit, a tak na vlastní odpovědnost stanovit, zda jsou tyto dohody, rozhodnutí a jednání ve vzájemné shodě přípustné či nikoli. 1017/68 bod odůvodnění


text: 15(10) Proto by podnikům mělo být povoleno uzavírat nebo plnit dohody, aniž by je musely oznamovat. Tím však vzniká riziko jejich neplatnosti se zpětnou platností v případě, že by byly přezkoumány na základě stížnosti nebo z podnětu Komise, aniž je však dotčena možnost je při takovém následném přezkoumání prohlásit se zpětnou platností za platné, 1017/68PŘIJALY TOTO NAŘÍZENÍ:Článek 1Rozsah působnostiToto nařízení se v dopravě po železnici, silnici a vnitrozemských vodních cestách vztahuje na dohody, rozhodnutí a jednání ve vzájemné shodě, jejichž cílem je stanovení přepravních sazeb a podmínek, omezení nebo kontrola nabídky dopravy, rozdělení dopravního trhu, uplatnění technických zlepšení nebo technické spolupráce, společné financování nebo pořizování dopravních zařízení či příslušenství, které jsou bezprostředně svázány s provozováním dopravy, pokud jsou nezbytné pro společné poskytování služeb seskupením provozovatelů silniční nebo vnitrozemské vodní dopravy ve smyslu článku 3, a vztahuje se rovněž na dominantní postavení na dopravním trhu. Tato ustanovení se vztahují rovněž na činnost pomocných dopravců, která má tyto cíle nebo účinky. 1017/68 čl. 3 1/2003 čl. 36 bod 2Článek 2Povolená výjimka u technických dohod1. Zákaz stanovený v čl. 81 odst. 1 Smlouvy se nevztahuje na dohody, rozhodnutí nebo jednání ve vzájemné shodě, jejichž cílem a účinkem je výlučně dosažení technických zlepšení nebo technická spolupráce prostřednictvíma) jednotného používání norem nebo typů pro materiál, provozní prostředky v dopravě, dopravní prostředky a zabudovaná zařízení;b) výměny nebo společného využití zaměstnanců, materiálu, dopravních prostředků nebo zabudovaných zařízení;c) zavedení a provozování návazné, doplňkové, náhradní nebo kombinované dopravy a stanovení nebo uplatňování celkových sazeb a podmínek pro tyto operace, včetně zvláštních konkurenčních sazeb;d) použití jediného druhu dopravy na trasách, které jsou z provozního hlediska nejvýhodnější;e) koordinace jízdních řádů návazných tras;f) sdružování jednotlivých zásilek;g) vytvoření jednotných pravidel pro strukturu přepravních sazeb a podmínek pro jejich uplatňování, pokud tato pravidla nestanoví přepravní sazby a podmínky.2. V případě potřeby předloží Komise Radě návrh na rozšíření nebo zúžení seznamu uvedeného v odstavci 1. 1017/68 čl. 4 1/2003 čl. 36 bod 3 písm. a)Článek 3Povolená výjimka pro skupiny malých a středních podniků1. Dohody, rozhodnutí a jednání ve vzájemné shodě uvedené v čl. 81 odst. 1 Smlouvy jsou vyňaty ze zákazu podle uvedeného článku, pokud se týkajía) vytvoření a činnosti seskupení podniků silniční a vnitrozemské vodní dopravy pro společné provozování dopravy;b) společného financování nebo pořizování dopravního zařízení nebo příslušenství, které jsou bezprostředně spojeny s provozováním dopravy, pokud jsou nezbytné pro společné využívání uvedenými seskupeními;a pokud celková přepravní kapacita seskupení nepřesahujei) 10 000 tun v případě silniční dopravy;ii) 500 000 tun v případě dopravy po vnitrozemských vodních cestách.Kapacita jednotlivých podniků zapojených do seskupení nesmí přesahovat 1 000 tun v případě dopravy po silnici nebo 50 000 tun v případě dopravy po vnitrozemských vodních cestách. 1/2003 čl. 36 bod 3 písm. b)2. Jestliže by provádění jakékoli dohody, rozhodnutí nebo jednání ve vzájemné shodě podle odstavce 1 mělo v daném případě účinky neslučitelné s podmínkami uvedenými v čl. 81 odst. 3 Smlouvy, může být od podniků nebo sdružení podniků vyžadováno odstranění těchto účinků.Článek 4ZrušeníNařízení (EHS) č. 1017/68 se zrušuje s výjimkou čl. 13 odst. 3, který zůstává v


text: platnosti pro rozhodnutí přijatá podle článku 5 nařízení (EHS) č. 1017/68 před 1. květnem 2004 až do konce platnosti uvedených rozhodnutí.Odkazy na zrušené nařízení se považují za odkazy na toto nařízení v souladu se srovnávací tabulkou obsaženou v příloze II. 1017/68 čl. 30Článek 5Vstup v platnost a stávající dohody1. Toto nařízení vstupuje v platnost dvacátým dnem po vyhlášení v Úředním věstníku Evropské unie . Akt o přistoupení z roku 2003 s. 3442. Zákaz uvedený v čl. 81 odst. 1 Smlouvy se nevztahuje na dohody, rozhodnutí a jednání ve vzájemné shodě, které existovaly ke dni přistoupení Rakouska, Finska a Švédska nebo ke dni přistoupení České republiky, Estonska, Kypru, Lotyšska, Litvy, Maďarska, Malty, Polska, Slovinska a Slovenska a které, z důvodu přistoupení, spadají do oblasti působnosti čl. 81 odst. 1, pokud budou během šesti měsíců ode dne přistoupení změněny tak, aby splňovaly podmínky stanovené v článku 3 tohoto nařízení. Tento odstavec se však nevztahuje na dohody, rozhodnutí a jednání ve vzájemné shodě, které již ke dni přistoupení spadají do oblasti působnosti čl. 53 odst. 1 Dohody o EHP. 1017/68Toto nařízení je závazné v celém rozsahu a přímo použitelné ve všech členských státech.V Bruselu dneZa Evropský parlament Za Radupředseda / předsedkyně předseda / předsedkyněPŘÍLOHA IČást AZrušené nařízení a jeho následná změnaNařízení Rady (EHS) č. 1017/68 (Úř. věst. L 175, 23.7.1968, s. 1) |Nařízení Rady (ES) č. 1/2003 (Úř. věst. L 1, 4.1.2003, s. 1) | Pouze článek 36 |Část BNezrušené pozměňovací aktyAkt o přistoupení z roku 1972 |Akt o přistoupení z roku 1979 |Akt o přistoupení z roku 1994 |Akt o přistoupení z roku 2003 |_____________PŘÍLOHA IISROVNÁVACÍ TABULKANařízení (EHS) č. 1017/68 | Toto nařízení |Článek 1 | Článek 1 |Článek 3 | Článek 2 |Článek 4, odstavec 1, první pododstavec, první úvodní věta, první odrážka | Článek 3, odstavec 1, první pododstavec, první úvodní věta, písmeno a) |Článek 4, odstavec 1, první pododstavec, první úvodní věta, druhá odrážka | Článek 3, odstavec 1, první pododstavec, první úvodní věta, písmeno b) |Článek 4, odstavec 1, první pododstavec, druhá úvodní věta, první odrážka | Článek 3, odstavec 1, první pododstavec, druhá úvodní věta, bod i) |Článek 4, odstavec 1, první pododstavec, druhá úvodní věta, druhá odrážka | Článek 3, odstavec 1, první pododstavec, druhá úvodní věta, bod ii) |Článek 4, odstavec 1, druhý pododstavec | Článek 3, odstavec 1, druhý pododstavec |Článek 4, odstavec 2 | Článek 3, odstavec 2 |- | Článek 4 |Článek 30, odstavec 1 | Článek 5, odstavec 1 |Článek 30, odstavec 3, druhý pododstavec | Článek 5, odstavec 2 |Článek 31 | - |- | Příloha I |- | Příloha II |____________________[1] KOM(87) 868 PV.[2] Viz část A přílohu 3 uvedených závěrů.[3] Prováděno v souladu se sdělením Komise Evropskému parlamentu a Radě – Kodifikace acquis communautaire , KOM(2001) 645 v konečném znění.[4] Viz příloha I tohoto návrhu.[5] Úř. věst. C [...], [...], s. [...].[6] Úř. věst. C [...], [...], s. [...].[7] Úř. věst. C [...], [...], s. [...].[8] Úř. věst. L 175, 23.7.1968, s. 1. Nařízení naposledy pozměněné Aktem o


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 Důležité právní upozornění
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 52005PC0592
 Návrh nařízení Evropského Parlamentu a Rady o odpovědnosti dopravců k cestujícím po moři a na vnitrozemských vodních cestách v případě nehod {SEK(2005) 1516} /* KOM/2005/0592 konecném znení - COD 2005/0241 */
 V Bruselu dne 23.11.2005KOM(2005) 592 v konečném znění2005/0241 (COD)NávrhNAŘÍZENÍ EVROPSKÉHO PARLAMENTU A RADYo odpovědnosti dopravců k cestujícím po moři a na vnitrozemských vodních cestách v případě nehod(předložený Komisí){SEK(2005) 1516}DŮVODOVÁ ZPRÁVASOUVISLOSTI NÁVRHU |110 | Odůvodnění a cíle návrhu Po Bílé knize o dopravní politice z roku 2001 (KOM(2001) 370) Komise následně v roce 2002 předložila „Sdělení o zvýšené bezpečnosti cestovních lodí ve Společenství“ (KOM(2002) 158), kde vysvětluje svá stanoviska k určitým klíčovým prvkům, které by měly tvořit část funkčního režimu odpovědnosti k cestujícím po moři, jenž by měl být zaveden v Evropské unii v blízké budoucnosti. Tyto klíčové prvky byly: Objektivní odpovědnost s dostatečně vysokým limitem plnění a zvýšená odpovědnost v případě zavinění nebo opomenutí. Objektivní odpovědnost je volena s cílem zlepšit postavení reklamanta, neboť tato odpovědnost nezávisí na zavinění nebo na nedbalosti přepravce. Povinné pojištění. Má-li být režim odpovědnosti účinný, musí být spojen s přísnými požadavky na pojištění. Právo přímé žaloby. V oblasti přepravy je klíčově důležité, aby měl reklamant možnost domáhat se svých nároků přímo u pojistitele, neboť může být časem obtížné přepravce vystopovat a/nebo může být přepravce neschopen splnit své finanční závazky. Vnitrostátní přeprava. Režim odpovědnosti ES by se měl vztahovat na veškerou dopravu ve Společenství, včetně přepravy uvnitř jednotlivých členských států. Uvedené sdělení z roku 2002 se krylo s revizí mezinárodních předpisů o odpovědnosti přepravců osob cestujících po moři na mezinárodní úrovni: Athénské úmluvy o přepravě cestujících a jejich zavazadel po moři z roku 1974, činěné pod záštitou Mezinárodní námořní organizace (IMO). Komise ve svém sdělení vysvětlila, že tři výše uvedené prvky nebyly Athénskou úmluvou dostatečně regulovány. Uvedla však také, že pokud revidovaný mezinárodní režim tyto klíčové prvky uspokojivým způsobem zahrne, mělo by se upřednostnit zavedení režimu odpovědnosti ES v dotyčném mezinárodním kontextu. Protokol z roku 2002 k Athénské úmluvě o přepravě cestujících a jejich zavazadel po moři z roku 1974 byl přijat dne 1. listopadu 2002. Komise má za to, že uvedený protokol splňuje první tři výše uvedené požadavky stanovené sdělením z roku 2002. Články 10 a 11 tohoto protokolu stanovují pravidla o příslušnosti a uznání a výkonu rozhodnutí uvedených v soulad s tímto protokolem. V těchto věcech má Společenství výlučné pravomoci v důsledku přijetí nařízení (ES) č. 44/2001 o příslušnosti a uznávání a výkonu soudních rozhodnutí v občanských a obchodních věcech ze dne 22. prosince 2000. Toto nařízení je závazné pro všechny členské státy EU s výjimkou Dánska. Články 10 a 11 protokolu se dotýkají ustanovení nařízení (ES) č. 44/2001. Členské státy proto vzhledem k těmto článkům nemohou mimo rámec institucí Společenství přebírat povinnosti vůči třetím stranám. Komise proto dne 24. června 2003 předložila návrh rozhodnutí Rady o uzavření protokolu z roku 2002 k Athénské úmluvě o přepravě cestujících a jejich zavazadel po moři z roku 1974 Evropským společenstvím (KOM(2003) 375). V důsledku toho Komise navrhla, aby se


text: Společenství stalo smluvní stranou uvedeného protokolu co nejdříve a aby do konce roku 2005 podobně učinily i členské státy. Komise lituje, že od prosince 2003 nebylo ve věci tohoto návrhu dosaženo žádného pokroku. Současně s přijetím dotyčného protokolu Společenstvím je nutné pro zajištění jednotného a uspokojivého režimu odpovědnosti k cestujícím tento protokol doplnit nařízením, které začlení ustanovení protokolu do práva Společenství. Dále Komise potvrzuje svůj záměr předložit tento návrh ve svém sdělení „Posílení práv cestujících v Evropské unii“ (KOM(2005) 46). |120 | Obecné souvislosti Historické pozadí Athénské úmluvy z roku 1974 a jejích následných protokolů je uvedeno ve sdělení Komise z roku 2002 o zvýšené bezpečnosti cestovních lodí ve Společenství. Pro účely tohoto návrhu bude „protokol z roku 2002 k Athénské úmluvě o přepravě cestujících a jejich zavazadel po moři z roku 1974“ uváděn dále jen jako „Athénská úmluva z roku 2002“. Hlavní prvky Athénské úmluvy z roku 2002 jsou: Rozsah působnosti: Athénská úmluva z roku 2002 se vztahuje na všechna námořní plavidla s výjimkou vznášedel. Dále se tato úmluva vztahuje na „veškerou mezinárodní přepravu, jestliže: a) je loď registrována ve státě, který je stranou této úmluvy, nebo pluje pod jeho vlajkou, b) smlouva o přepravě byla uzavřena ve státě, který je stranou této úmluvy, nebo c) místo odjezdu nebo místo určení uvedené ve smlouvě o přepravě leží ve státě, který je stranou této úmluvy.“ Podle dotyčné úmluvy se však požadavek na osvědčení o pojištění vztahuje pouze na lodi schválené pro přepravu více než 12 cestujících. Objektivní odpovědnost Athénská úmluva z roku 1974 zavedla režim odpovědnosti založený na zavinění, ve kterém byl limit odpovědnosti přepravce až 53 665 EUR (46 666 ZPČ) na osobu v případě smrti nebo újmy na zdraví. Athénská úmluva z roku 2002 rozlišuje dva druhy nároků. Škody způsobené provozem lodi a případy, kdy jsou možnosti cestujících ovlivňovat události velmi omezeny (lodní nehody), podléhají režimu objektivní odpovědnosti, zatímco jiné typy škod z újmy na zdraví vzniklé na palubě podléhají režimu odpovědnosti z nedbalosti. Dostatečné omezení odpovědnosti Athénská úmluva z roku 2002 stanovuje dvě omezení: 287 500 EUR (250 000 ZPČ) pro plnou odpovědnost a 460 000 EUR (400 000 ZPČ) pro odpovědnost ze zavinění. To představuje významné zvýšení v porovnání s předchozími omezeními 53 665 EUR (46 666 ZPČ) Athénské úmluvy z roku 1974 a omezení 201 250 EUR (175 000 ZPČ) stanovenému v další revidované verzi Athénské úmluvy (protokol k Athénské úmluvě z roku 1990) a v protokolu z roku 1996 k Úmluvě o omezení odpovědnosti pro námořní nároky (LLMC). Zvýšená odpovědnost v případech zavinění nebo nedbalosti Athénská úmluva z roku 1974 zavedla režim odpovědnosti ze zavinění se stropem omezení 53 665 EUR (46 666 ZPČ). Právo dopravců omezit jejich odpovědnost by mohlo být odejmuto v případech hrubého porušení povinností. Právo dopravců na omezení odpovědnosti zaniká jak podle Athénské úmluvy z roku 1974, tak podle režimu úmluvy LLMC pouze v případech, kdy dopravce jednal „s úmyslem způsobit takovou škodu, nebo z nedbalosti a s vědomím, že k takové škodě by mohlo pravděpodobně dojít“. Je jasné, že


text: jen velmi málo případů týkajících se osobních lodí by tato kritéria mohlo splnit a pro praktické účely lze právo na omezení odpovědnosti v současnosti pokládat za neprolomitelné. Athénská úmluva z roku 2002 stanovuje dva režimy: Pro lodní nehody je vytvořen dvojí systém. V první části, na kterou se vztahuje objektivní odpovědnost, je stropem 287 500 EUR (250 000 ZPČ), a vyšší limit činí až 460 000 EUR (400 000 ZPČ), „pokud dopravce neprokáže, že k nehodě, při které byla škoda způsobena, došlo bez zavinění nebo opomenutí dopravce“. V případech jiných než jsou lodní nehody, je dopravce odpovědný až do výše 460 000 EUR (400 000 ZPČ), „jestliže k nehodě, při které byla škoda způsobena, došlo v důsledku zavinění nebo opomenutí dopravce. Břemeno důkazu zavinění nebo opomenutí nese reklamant.“ Článek 13 Athénské úmluvy z roku 2002 dodává: „Dopravce nesmí být oprávněn využít [uvedené] omezení odpovědnosti, jestliže je prokázáno, že k dotyčné škodě došlo v důsledku jednání nebo opomenutí dopravce s úmyslem způsobit takovou škodu, nebo z nedbalosti a s vědomím, že k takové škodě by mohlo pravděpodobně dojít“. Režim vztahující se na ztrátu nebo poškození zavazadel Athénská úmluva z roku 2002 stanovuje dvojí režim: „Za škodu vzniklou v důsledku ztráty nebo poškození příručních zavazadel musí být dopravce odpovědný, pokud k nehodě, při které škoda vznikla, došlo v důsledku zavinění nebo nedbalosti dopravce. V případě škody způsobené lodní nehodou se zavinění nebo nedbalost dopravce předpokládá.“ „Za škodu vzniklou v důsledku ztráty nebo poškození zavazadel jiných než příručních, která si cestující veze v kabině, odpovídá dopravce, pokud neprokáže, že k nehodě, v jejímž důsledku škoda vznikla, došlo bez zavinění nebo nedbalosti dopravce.“ Úmluva stanoví řadu částek, např. za ztrátu nebo poškození příručního zavazadla nesmí odpovědnost v žádném případě přesáhnout 2 587 EUR (2 250 ZPČ) na osobu na přepravu. Povinné pojištění Athénská úmluva z roku 2002 zavádí nový požadavek na dostatečné pojištění dopravce. Absence požadavku na pojištění dopravce cestujících skutečně byla neúměrná rizikům spojeným s přepravou stovek až tisíců cestujících na palubě lodi. I když je pravda, že většina osobních lodí je finančně zajištěna zpravidla vstupem do jednoho z klubů vzájemné ochrany a pojištění (dále jen „P&I Clubs“), absence formálních požadavků na normy pojištění nebyla zdůvodněna. Přímá žaloba (pro memoria) Procesní právo Athénská úmluva z roku 2002 stanovuje pravidla pro občanskoprávní řízení, jako např. dvouletou lhůtu pro podání žalob. Obsahuje rovněž pravidla ohledně příslušnosti soudů a ohledně uznávání a výkonu soudních rozhodnutí. Mělo by být uvedeno, že tato pravidla jsou již stanovena nařízením (ES) č. 44/2001 o příslušnosti a uznávání a výkonu soudních rozhodnutí v občanských a obchodních věcech ze dne 22. prosince 2000. Jednání o Athénské úmluvě umožnila pokračující uplatňování tohoto nařízení mezi členskými státy EU (čl. 17a odst. 3 úmluvy), avšak pouze vzhledem k uznávání a výkonu soudních rozhodnutí. Z tohoto důvodu mají předpisy o příslušnosti soudů v úmluvě přednost před odpovídajícími pravidly v citovaném nařízení Společenství. |139 | Platné předpisy vztahující se na oblast návrhu Na oblast upravovanou návrhem se nevztahují žádné platné předpisy. |141 | Soulad s ostatními politikami


text: a cíli Unie Tento návrh je prvkem politiky EU, která se zaměřuje na rizika, s nimiž se občané střetávají v každodenním životě. Zavedení jednotných předpisů o zodpovědnosti v celé EU bude navíc přispívat k harmonizovanému prostředí vstřícnému dopravcům cestujících. Výše uvedená hlediska patří mezi strategické cíle zdůrazněné Komisí ve sdělení ze dne 26. ledna 2005 „Strategické cíle 2005–2009, Evropa 2010: Partnerství pro evropskou obnovu, prosperitu, solidaritu a bezpečnost“ (KOM(2005) 12). |KONZULTACE ZAINTERESOVANÝCH STRAN A POSOUZENÍ DOPADů |Konzultace zainteresovaných stran |211 | Metody konzultace, hlavní cílová odvětví a obecný profil respondentů Komise konzultovala s členskými státy a s dotčenými stranami ve dvou kolech v květnu roku 2004 a v únoru roku 2005 o hlavních rysech nadcházejícího návrhu, v rámci konzultačního procesu pro celý třetí blok legislativy námořní bezpečnosti. |212 | Souhrn odpovědí a jak byly odezvy vzaty v úvahu Všichni respondenti uvítali iniciativu Komise zahrnout Athénskou úmluvu do práva Společenství. Zástupci vlastníků lodí však vyjádřili obavu z rozšíření rozsahu působnosti i na vnitrostátní dopravu a vnitrozemní plavbu po vodních cestách. Komise tyto námitky při posuzování dopadů návrhu plně vzala v úvahu. Komise však došla k závěru, že toto rozšíření je odůvodněno rozdíly ve stávajících příslušných režimech odpovědnosti vztahujících se na cestující, jak je ukázáno v této studii o posuzování dopadů. Rozšíření je rovněž odůvodněno tím, že se systém pojištění stanovený Athénskou úmluvou nevztahuje na malé lodě, které nejsou schválené k přepravě více než dvanácti cestujících. Pro tyto lodě nadále platí vnitrostátní právní předpisy. Zástupci odvětví (vlastníci lodí a sdružení P&I klubů) vyjádřili další obavy vzhledem k provádění Athénské úmluvy z roku 2002 a zejména čl. 3 odst. 1 o odpovědnosti za nehody v důsledku teroristických útoků. Komise vzala v úvahu, že tyto obavy jsou již řešeny na celosvětové úrovni v rámci Mezinárodní námořní organizace (IMO) a neměly by být v této fázi řešeny zvlášť na úrovni regionální. Uvádí se, že se k určitému řešení dojde na jaře 2006 na příštím zasedání právního výboru IMO, a to prostřednictvím závazků států přijmout určitou výhradní doložku při přistupování k úmluvě. |Sběr a využití výsledků odborných konzultací |229 | Nebylo třeba využít externích odborných konzultací. |230 | Posouzení dopadů Volitelná možnost 1: provedení pouze Athénské úmluvy. Toho bude dosaženo tím, že Rada přijme návrh Komise z června 2003 o přistoupení Společenství a členských států k Athénské úmluvě. Dotyčný systém se bude vztahovat pouze na mezinárodní přepravu. Volitelná možnost 2: začlenění úmluvy bez úprav. Hlavní výhodou tohoto procesu je zajištění jednotného výkladu úmluvy Soudním dvorem. Dopady budou podobné jako v případě možnosti 1. Volitelná možnost 3: začlenění úmluvy s úpravami, jako je např. rozšíření rozsahu působnosti na vnitrostátní přepravu a vnitrozemské vodní cesty. Tato možnost znamená, že z tohoto nového systému úmluvy budou těžit všichni cestující a že všichni dopravci budou podléhat stejnému režimu odpovědnosti v celé Evropě. |231 | Komise zpracovala posouzení dopadů uvedené v pracovním programu, příslušná zpráva je dostupná jako dokument SEK(2005) 1516. |PRÁVNÍ STRÁNKA NÁVRHU |305 | Shrnutí navrhovaných opatření Návrh je zaměřen na začlenění Athénské úmluvy do práva ES, ale přináší


text: následující úpravy: rozšíření rozsahu působnosti na vnitrostátní přepravu; rozšíření rozsahu působnosti na vnitrozemní vodní cesty; vypuštění možnosti členských států stanovit si vyšší omezení odpovědnosti, než je stanoveno v úmluvě, což Athénská úmluva z roku 2002 smluvním státům povoluje; pro případy poškození nebo ztráty vybavení umožňujícího pohyb / lékařské pomůcky náležející cestujícím osobám se sníženou pohyblivostí je náhrada stanovena na maximální úrovni v hodnotě umožňující nahradit dotyčné vybavení; platby předem, jak je stanoveno v leteckém a železničním odvětví dopravy; informace povinně poskytnuté před odjezdem. |310 | Právní základ Čl. 71 odst. 2 a čl. 80 odst. 2 Smlouvy o ES. |320 | Zásada subsidiarity Zásada subsidiarity platí, pokud návrh nespadá do výlučné pravomoci Společenství. |Cílů návrhu nelze uspokojivě dosáhnout jen členskými státy z následujících důvodů. |321 | Z hlediska jak dotyčného odvětví, tak cestujících lze obtížně rozlišit mezi vnitrostátní přepravou a mezinárodní přepravou uvnitř Společenství. V zájmu všech dotčených stran je existence jednotného a jasného režimu vztahujícího se na přepravu cestujících ve Společenství. |323 | Existuje riziko, že by rozdílné vnitrostátní normy mohly vést k nerovné soutěži mezi vnitrostátními dopravci a k nevyváženému zacházení s cestujícími v různých členských státech při jejich přepravě ve Společenství. |Cílů předkládaného návrhu bude lépe dosaženo opatřením Společenství z následujících důvodů. |324 | Opatření Společenství v této oblasti zaručí jednotný soubor pravidel upravujících odpovědnost pro všechny cesty bez ohledu na to, zda k nim dochází na trasách mezinárodních, uvnitř Společenství nebo vnitrostátních. |325 | Dále tato iniciativa EU zaručí jednotnost provádění a výkladu Athénské úmluvy ve všech členských státech. |327 | Jedním z cílů dopravní politiky Společenství je ochrana cestujících. Otázky týkající se odpovědnosti dopravců a práv cestujících po nehodách jsou lépe řešeny na úrovni EU z důvodů uvedených výše. |Návrh je proto v souladu se zásadou subsidiarity. |Zásada proporcionality Návrh je v souladu se zásadou proporcionality z tohoto důvodu/těchto důvodů. |331 | Úpravy úmluvy činěné navrženým nařízením, jako např. informace poskytnuté před odjezdem, jsou přirozenými doplňky systému úmluvy. |332 | Hlavní finanční a správní zátěž ponesou vlády jednotlivých zemí, které budou muset vydávat osvědčení o pojištění nejen pro dopravce působící v oblasti mezinárodní přepravy (v důsledku Athénské úmluvy), ale také pro dopravce působící v oblasti vnitrostátní přepravy a na vnitrozemských vodních cestách. |Volba nástrojů |341 | Navrhované nástroje: nařízení. |342 | Jiné prostředky by nebyly přiměřené z tohoto důvodu/těchto důvodů. Komise zde sleduje stejný proces, jaký byl použit pro začlenění použitelných mezinárodních úmluv o odpovědnosti leteckých dopravců a železničních podniků. |ROZPOčTOVÉ DůSLEDKY |409 | Návrh nemá žádné důsledky pro rozpočet Společenství. |DALšÍ INFORMACE |Ustanovení o přezkumu, revidování, zrušení |531 | Návrh zahrnuje doložku o přezkumu. |532 | Návrh zahrnuje doložku o revizi. |560 | Evropský hospodářský prostor Navrhovaný akt se týká záležitostí Evropského hospodářského prostoru, a proto by se měl na Evropský hospodářský prostor vztahovat. |570 | Podrobné vysvětlení návrhu Článek 1 Komise tímto navrhuje nový právní akt Společenství pro zajištění úplného, jednotného a současného použití ustanovení Athénské úmluvy z roku 2002 pro všechny cestující na palubách lodí, bez ohledu na to, zda plavba probíhá


text: na trasách mezinárodních, uvnitř Společenství nebo na trasách vnitrostátních, po moři nebo na vnitrozemských vodních cestách. Článek 2 Rozsah použití navrhovaného nařízení je širší než rozsah působnosti Athénské úmluvy z roku 2002. Zahrnuje rozsah působnosti Athénské úmluvy (aby byla celá úmluva v EU plně vynutitelná), a ten je rozšířen o a) přepravu v jednotlivých členských státech; b) přepravu na vnitrozemských vodních cestách. Tři podmínky stanovené v tomto článku 2, které přebírají podmínky stanovené v Athénské úmluvě, zajišťují dalekosáhlé použití nařízení tak, že se vztahuje na většinu občanů EU, a to i na zámořských plavbách. Článek 3 Navržené nařízení bylo napsáno tak, že odkazuje na příslušná ustanovení Athénské úmluvy z roku 2002, aby se zajistila přesná harmonizace s úmluvou. Tento způsob byl zvolen také pro začlenění Montrealské úmluvy do práva Společenství (nařízení ES č. 889/2002) Článek 4 Navržené nařízení je zaměřeno na úplnou jednotnost v EU, neboť vylučuje možnost stanovenou v Athénské úmluvě z roku 2002, aby členské státy stanovily vyšší omezení odpovědnosti, než jaké je stanoveno v úmluvě. Opatření v odstavci 2 je přímo inspirováno pozměňovacím návrhem Evropského parlamentu k návrhu Komise na nařízení o právech a povinnostech cestujících na železnici. Článek 5 Bylo pokládáno za vhodné zavést do režimu v ES dodatečné opatření, které není zahrnuto v Athénské úmluvě z roku 2002: platby předem, jak jsou stanoveny v odvětví letecké a železniční dopravy. Článek 6 Toto ustanovení o informacích pro cestující také představuje úpravu úmluvy. Článek 7 Komise podá zprávu o použití nařízení s cílem vyhodnotit jeho účinnost a posoudit nutnost jeho změn. Zapojení Výboru pro námořní bezpečnost a zabránění znečištění z lodí (COSS), zřízeného nařízením č. 2099/2002 ze dne 5. listopadu 2002, usnadní mj. aktualizaci nařízení v případě jakýchkoli změn Athénské úmluvy z roku 2002 na mezinárodní úrovni. Článek 8 Ohledně vstupu v platnost tohoto nařízení by Komise jistě upřednostnila co nejbližší termín slučitelný s legislativním procesem Společenství a s nezbytným přizpůsobením se dotyčného odvětví. Protože se Společenství a členské státy mají stát smluvními stranami Athénské úmluvy z roku 2002, Komise má za to, že je vhodné předjímat současný vstup v platnost jak Athénské úmluvy z roku 2002, tak dotyčného nařízení ES. Příloha Kopie Athénské úmluvy z roku 2002 je k tomuto návrhu připojena jen z důvodů odkazů. Jak uvádí článek 1, Athénská úmluva by v budoucnu mohla být pozměněna; jakákoli její změna bude automaticky začleněna do legislativy ES, pokud se Komise, jíž je nápomocen Výbor pro námořní bezpečnost a zabránění znečištění z lodí (COSS) podle článku 7, nerozhodne vyloučit ji z rozsahu působnosti nařízení. |E-12163 |1. 2005/0241 (COD)NávrhNAŘÍZENÍ EVROPSKÉHO PARLAMENTU A RADYo odpovědnosti dopravců k cestujícím po moři a na vnitrozemských vodních cestách v případě nehod(Text s významem pro EHP)EVROPSKÝ PARLAMENT A RADA EVROPSKÉ UNIE,s ohledem na Smlouvu o založení Evropského společenství, a zejména na čl. 71 odst. 1 a čl. 80 odst. 2 této smlouvy,s ohledem na návrh Komise[1],s ohledem na stanovisko Hospodářského a sociálního výboru[2],s ohledem na stanovisko Výboru regionů[3],v souladu s postupem stanoveným v článku 251 Smlouvy[4],vzhledem k těmto důvodům:2. V rámci společné dopravní


text: politiky musí být k posílení bezpečnosti v dopravě námořní a na vnitrozemských vodních cestách přijata další opatření. Tato opatření zahrnují předpisy o odpovědnosti za škody způsobené cestujícím, protože je důležité zajistit vhodnou úroveň náhrady škod cestujícím postiženým nehodami v dopravě námořní a na vnitrozemských vodních cestách.3. Protokol z roku 2002 k Athénské úmluvě o přepravě cestujících a jejich zavazadel po moři z roku 1974 byl přijat dne 1. listopadu 2002 pod záštitou Mezinárodní námořní organizace. [Společenství k tomuto protokolu přistoupilo[5].]4. Athénská úmluva o přepravě cestujících a jejich zavazadel po moři z roku 1974 ve znění protokolu z roku 2002 (dále jen „Athénská úmluva z roku 2002“) se vztahuje pouze na mezinárodní dopravu. Na vnitřním námořním trhu byl zrušen rozdíl mezi vnitrostátní a mezinárodní dopravou, a proto je ve Společenství vhodné zavést stejnou úroveň a povahu odpovědnosti ve vnitrostátní i mezinárodní dopravě. Režim Athénské úmluvy z roku 2002 by měl být rozšířen i na vnitrozemské vodní cesty.5. Je vhodné zavázat dopravce k platbám předem v případech smrti cestujících nebo jejich újmy na zdraví.6. Vhodné informace o nových právech přiznaných cestujícím by jim měly být poskytnuty před uskutečněním cesty.7. Veškeré změny Athénské úmluvy budou přejaty do právních předpisů Společenství, pokud tyto změny nebudou vyloučeny postupem podle čl. 5 odst. 2 nařízení Evropského parlamentu a Rady (ES) č. 2099/2002, kterým se zřizuje Výbor pro bezpečnost moří a prevenci před znečištěním z lodí (COSS) a kterým se mění nařízení o námořní bezpečnosti a prevenci před znečištěním z lodí[6].8. Evropská agentura pro námořní bezpečnost (EMSA) zřízená podle nařízení Evropského parlamentu a Rady (ES) č. 1406/2002[7] by měla Komisi napomáhat při přípravě a vypracování zprávy o pokroku při uplatňování nových pravidel a při návrhu změn Athénské úmluvy z roku 2000.9. Jelikož cílů zamýšleného kroku, konkrétně vytvoření jediného souboru předpisů upravujících práva dopravců a jejich cestujících v případě nehod, nemůže být dosaženo uspokojivě na úrovni členských států, a proto, z důvodů nutnosti zajistit stejná omezení odpovědnosti ve všech členských státech, jich může být lépe dosaženo na úrovni Společenství, může Společenství přijmout opatření v souladu se zásadou subsidiarity stanovenou v článku 5 Smlouvy. V souladu se zásadou proporcionality stanovenou v uvedeném článku nepřekračuje toto nařízení rámec toho, co je nezbytné pro dosažení těchto cílů,PŘIJALA TOTO NAŘÍZENÍ:Článek 1Předmět úpravyToto nařízení stanovuje režim jednotné odpovědnosti ve Společenství ze přepravu cestujících po moři a vnitrozemských vodních cestách.Za uvedeným účelem toto nařízení začleňuje příslušná ustanovení Athénské úmluvy o přepravě cestujících a jejich zavazadel po moři z roku 1974 ve znění protokolu z roku 2002 (dále jen „Athénská úmluva z roku 2000“) a rozšiřuje použití těchto ustanovení na přepravu po moři v rámci jednoho členského státu na mezinárodní a vnitrostátní přepravu po vnitrozemských vodních cestách.Článek 2Rozsah působnostiToto nařízení se vztahuje na veškerou mezinárodní nebo vnitrostátní přepravu po moři nebo na vnitrozemských vodních cestách, jestliže:a) loď pluje pod vlajkou členského státu,b) smlouva o přepravě byla uzavřena v členském státu, neboc) místo odjezdu nebo místo určení uvedené ve smlouvě o přepravě leží v členském státu.Článek 3Odpovědnost dopravceOdpovědnost dopravce a provádějícího dopravce vzhledem k cestujícím a


text: jejich zavazadlům se musí řídit všemi ustanoveními Athénské úmluvy z roku 2002 upravujícími tuto odpovědnost.Pojmy „dopravce“ a „provádějící dopravce“ jsou chápány v souladu s definicemi stanovenými v článku 2 Athénské úmluvy z roku 2002.Článek 4Omezení odpovědnostiČl. 7 odst. 2 Athénské úmluvy z roku 2002 není použitelný na přepravu cestujících spadající do rozsahu působnosti tohoto nařízení, s výjimkou případu, kdy se všechny členské státy dohodnou na použití tohoto ustanovení při změně tohoto nařízení.V případě zničení nebo ztráty nebo poškození vybavení umožňujícího pohyb nebo lékařské pomůcky náležející cestujícím osobám se sníženou pohyblivostí se může náhrada rovnat hodnotě umožňující nahradit dotyčné vybavení, ale nemůže ji překročit.Článek 5Platby předemV případě smrti nebo újmy na zdraví cestujícího musí dopravce provést předem platbu dostatečnou ke krytí okamžitých ekonomických potřeb, do 15 dnů ode dne identifikace osoby oprávněné k náhradě škody. V případě smrti tato platba nesmí být nižší než EUR 21 000.Článek 6Informace cestujícímDopravce, provádějící dopravce a/nebo provozovatel plavby musí cestujícím poskytnout před odjezdem informace o jejich právech podle tohoto nařízení, zejména o omezení náhrady za smrt, újmu na zdraví nebo ztrátu a poškození jeho zavazadel, o jejich právu na přímou žalobu proti pojistiteli nebo osobě zajišťující finanční bezpečnost a o jejich nároku na platbu předem.Tato informace musí být poskytována nejvhodnější možnou formou.Článek 7Zpráva a změny Athénské úmluvy z roku 2002Nejpozději do tří let od vstupu tohoto nařízení v platnost vypracuje Komise zprávu o jeho používání, která mj. musí vzít v úvahu hospodářský rozvoj a vývoj na mezinárodních fórech.Uvedená zpráva může být provázena návrhem na změnu tohoto nařízení nebo návrhem, který by měl být Evropským společenstvím přednesen na příslušných mezinárodních fórech.Při této činnosti bude Komisi nápomocen Výbor pro námořní bezpečnost a zabránění znečištění z lodí (COSS), zřízený podle článku 3 nařízení (ES) č. 2099/2002.Změny Athénské úmluvy z roku 2002 mohou být z rozsahu působnosti tohoto nařízení vyloučeny podle čl. 5 odst. 2 nařízení (ES) č. 2099/2002.Článek 8Vstup v platnostToto nařízení vstupuje v platnost [dnem následujícím po dni] jeho vyhlášení v Úředním věstníku Evropské Unie.Je použitelné ode [dne jeho vstupu v platnost nebo ode dne vstupu v platnost Athénské úmluvy, rozhodné je pozdější datum]Toto nařízení je závazné v celém rozsahu a přímo použitelné ve všech členských státech.V Bruselu dne [...].Za Evropský parlament Za Radupředseda / předsedkyně předseda / předsedkyně[...] [...]DODATEKATHÉNSKÁ ÚMLUVA Z ROKU 2002 O PŘEPRAVĚ CESTUJÍCÍCH A JEJICH ZAVAZADEL PO MOŘI(Úplné znění Athénské úmluvy o přepravě cestujících a jejich zavazadel po moři z roku 1974 ve znění protokolu k této úmluvě z roku 2002)Článek 1 DefinicePro účely této úmluvy se rozumí, že následující pojmy mají zde uvedený význam:1 a) „dopravce“ znamená osobu, která uzavřela - nebo jejímž jménem je uzavřena - smlouva o přepravě, bez ohledu na to, zda je přeprava provedena touto osobou nebo provádějícím dopravcem;b) „provádějící dopravce“ znamená osobu jinou než dopravce, která je vlastníkem, nájemcem nebo provozovatelem lodi a která skutečně provádí celou přepravu nebo její část;c) „dopravce, který skutečně provádí celou přepravu nebo její část“ znamená provádějícího dopravce, nebo, pokud dopravce skutečně provádí přepravu, dopravce;2 „smlouva o přepravě“ znamená smlouvu uzavřenou dopravcem


text: nebo jeho jménem o přepravě cestujícího, případně cestujícího a jeho zavazadel;3 „loď“ znamená pouze námořní plavidlo, s výjimkou vznášedel;4 „cestující“ znamená jakoukoli osobu přepravovanou na lodia) podle smlouvy o přepravě, nebob) osobu, která se souhlasem dopravce doprovází vozidlo nebo živá zvířata, na které se vztahuje smlouva o přepravě zboží, na které se tato úmluva nevztahuje;5 „zavazadlo“ znamená jakýkoli předmět nebo vozidlo přepravované dopravcem podle smlouvy o přepravě, s vyloučením:a) předmětů a vozidel přepravovaných podle smlouvy o nájmu lodi, konosamentu nebo jiné smlouvy primárně zaměřené na přepravu zboží, ab) živých zvířat;6 „příruční zavazadla“ znamenají zavazadla, která má cestující ve své kajutě nebo jsou jinak v jeho vlastnictví, opatrování nebo pod jeho dohledem. S výjimkou použití odstavce 8 tohoto článku a článku 8 zahrnuji příruční zavazadla ta zavazadla, která má cestující ve svém vozidle nebo na něm;7 „ztráta nebo poškození zavazadel“ zahrnuje finanční ztrátu v důsledku nedodání zavazadel cestujícímu v přiměřené době po příjezdu lodi, na níž byla zavazadla přepravena nebo měla být přepravena, ale nezahrnuje odklady způsobené pracovními spory;8 „přeprava“ zahrnuje následující období:a) vzhledem k cestujícímu a jeho příručním zavazadlům: dobu, během níž je cestující a/nebo jeho příruční zavazadla na palubě lodi, nebo v průběhu jeho nalodění nebo vylodění, a dobu, během níž je cestující a jeho příruční zavazadla přepravován po vodě z pevniny na loď a naopak, pokud jsou náklady na tuto přepravu zahrnuty do jízdného nebo pokud bylo plavidlo použité k tomuto účelu pomocné přepravy poskytnuto cestujícímu dopravcem. Vzhledem k cestujícímu však přeprava nezahrnuje dobu, během které se cestující nachází v přístavním terminálu nebo v přístavní stanici, na molu nebo v jakémkoli jiném přístavním zařízení;b) vzhledem k příručním zavazadlům: také dobu, během které se cestující nachází v přístavním terminálu, v přístavní stanici, na molu nebo v jakémkoli jiném přístavním zařízení, jestliže tato zavazadla byla převzata dopravcem nebo jeho pracovníkem nebo zástupcem a nebyla předána zpět cestujícímu;c) vzhledem k zavazadlům jiným než příručním: dobu od okamžiku jejich převzetí dopravcem nebo jeho pracovníkem nebo zástupcem na pobřeží nebo na palubě do okamžiku jejich zpětného předání dopravcem nebo jeho pracovníkem nebo zástupcem;9 „mezinárodní přeprava“ znamená jakoukoli přepravu, v jejímž případě podle smlouvy o přepravě leží místo odjezdu a místo určení ve dvou různých státech, nebo ve stejném státě, pokud podle smlouvy o přepravě nebo plánované cestovní trasy je mezipřistání v přístavu ležícím v jiném státě;10 „organizace“ znamená Mezinárodní námořní organizace;11 „generální tajemník“ znamená generální tajemník organizace.Článek 1a PřílohaPříloha této úmluvy je její nedílnou součástí.Článek 2 Použití1 Tato úmluva se vztahuje na jakoukoli mezinárodní přepravu, jestliže:a) loď pluje pod vlajkou státu, který je smluvní stranou této úmluvy nebo je v takovém státě registrována, nebob) smlouva o přepravě byla uzavřena ve státě, který je smluvní stranou této úmluvy, neboc) místo odjezdu nebo místo určení uvedené ve smlouvě o přepravě leží ve státě, který je smluvní stranou této úmluvy.2 Nehledě na odstavec 1 tohoto článku se tato úmluva nepoužije, pokud přeprava podléhá, podle jiných mezinárodních úmluv o přepravě cestujících nebo zavazadel jinými způsoby přepravy, režimu občanské odpovědnosti podle ustanovení dotyčné úmluvy, pokud se příslušná ustanovení


text: povinně použijí na přepravu po moři.Článek 3 Odpovědnost dopravce1 Za ztrátu, k níž došlo v důsledku smrti nebo újmy na zdraví cestujícího způsobené dopravní nehodou, musí být dopravce odpovědný v míře, aby škoda vzhledem k dotyčnému cestujícímu v každém jednotlivém případě nepřesáhla 250 000 zúčtovacích jednotek, pokud dopravce neprokáže, že dotyčná nehoda:a) je důsledkem válečného činu, nepřátelského činu, občanské války, povstání nebo přírodního jevu výjimečné, nevyhnutelné a neodvratitelné povahy, nebob) byla zcela způsobena jednáním třetí strany nebo jejím opomenutím konat s úmyslem způsobit nehodu.Pokud škoda přesahuje výše uvedené omezení a v míře, ve které ho přesahuje, je dopravce dále odpovědný, pokud neprokáže, že k nehodě, při které škoda vznikla, došlo bez zavinění nebo z nedbalosti dopravce.2 Za škodu vzniklou v důsledku smrti nebo újmy na zdraví cestujícího, která nebyla způsobena námořní nehodou, je dopravce odpovědný, jestliže škoda vznikla zaviněním nebo opomenutím dopravce. Břemeno důkazu zavinění nebo opomenutí nese reklamant.3 Za škodu vzniklou v důsledku ztráty nebo poškození příručních zavazadel je odpovědný dopravce, pokud k události, která způsobila ztrátu nebo poškození, došlo zaviněním nebo nedbalostí dopravce. Zavinění nebo nedbalost dopravce se předpokládá v případě námořních nehod.4 Za škodu vzniklou v důsledku ztráty nebo poškození zavazadel jiných než příručních je odpovědný dopravce, pokud dopravce neprokáže, že k události, která způsobila tuto ztrátu nebo poškození došlo bez zavinění nebo nedbalosti dopravce.5 Pro účely tohoto článku se pojmem:a) „námořní nehoda“ rozumí ztroskotání, potopení, srážka lodi nebo její najetí na břeh, výbuch nebo požár na lodi nebo porucha lodi;b) „zavinění nebo nedbalost dopravce“ rozumí také zavinění nebo nedbalost pracovníků dopravce, jednajících v rozsahu svých povinností;c) „porucha lodi“ rozumí jakékoli selhání, nefunkčnost nebo neplnění příslušných bezpečnostních předpisů vzhledem k jakékoli části lodi nebo jejího vybavení, pokud je použita k úniku, evakuaci, nalodění nebo vylodění cestujících, nebo pokud je použita k pohonu, řízení, bezpečné plavbě, uvazování, kotvení, příjezdu nebo odjezdu od nábřeží nebo z kotviště, nebo ke kontrole škod po zaplavení; nebo při spouštění záchranných prostředků; ad) „škoda“ rozumí škoda, která nezahrnuje peněžní nebo exemplární škody.6 Odpovědnost dopravce podle tohoto článku se vztahuje pouze na škody v důsledku nehod, k nimž došlo v průběhu přepravy. Břemeno důkazu, že k nehodě, při které vznikla škoda, došlo v průběhu přepravy, a břemeno důkazu rozsahu škody nese reklamant.7 Nic v této úmluvě se nedotýká práva dopravce na postih třetí strany nebo na obranu proti spoluzavinění z nedbalosti podle článku 6 této úmluvy. Nic v tomto článku se nedotýká práva na omezení podle článků 7 nebo 8 této úmluvy.8 Předpoklad zavinění nebo nedbalosti určité strany nebo uvalení důkazního břemene na určitou stranu nebrání tomu, aby důkaz ve prospěch této strany byl brán v úvahu.Článek 4 Provádějící dopravce1 Jestliže byl výkon přepravy nebo její části svěřen provádějícímu dopravci podle ustanovení této úmluvy, zůstává za celou přepravu nicméně odpovědný dopravce. Kromě toho se na část přepravy uskutečněnou provádějícím dopravcem na provádějícího dopravce vztahují ustanovení této úmluvy.2 Vzhledem k přepravě uskutečněné provádějícím dopravcem musí být dopravce odpovědný za činy a opomenutí provádějícího dopravce a jeho pracovníků a zástupců jednajících v rámci svých povinností.3 Jakékoli