natgillin/translations-raw huggingface dataset:
Й. като има предвид, че всяко плавателно средство, съдържащо значителни количества вредни вещества или от което, в съответствие с формулировката на ОИСР за отпадъци, съдържаща се в точка GC 030, и в съответствие със списъка от Базелската конвенция, тези вещества не са били правилно отстранени, се счита за опасен отпадък, и следователно износът на такова плавателно средство от държава-членка на ЕС с цел разглобяването му в страна, която не е членка на ОИСР, е забранен по силата на Регламента за превоз на отпадъци, който транспонира Базелската конвенция в законодателството на Общността,
J. whereas any vessel that contains substantial quantities of hazardous substances or from which these substances have not been properly removed according to the formulation of OECD Waste Code CG 030 and according to the listing of the Basel Convention constitutes hazardous waste, and therefore the transfer of such a vessel from the EU to a non-OECD country for dismantling is banned under the Waste Shipments Regulation, that transposed the Basel Convention into Community law,
К. като има предвид, че плавателни средства, които се считат за опасни отпадъци, трябва да бъдат разглобявани за скрап по екологосъобразен начин в страна, членка на ОИСР, или след обеззаразяване (така че да не съдържат вече вредни вещества), може да бъдат изпратени в страни, които не са членки на ОИСР; като има предвид, че това изискване се пренебрегва систематично,
K. whereas ships which are regarded as hazardous waste must be dismantled under environmentally correct conditions in an OECD country or, after decontamination (so that they no longer constitute hazardous waste), may be transferred to non-OECD countries; whereas this requirement is however systematically disregarded,
Л. като има предвид, че както морското право, така и конвенциите на ММО определят правото и задължението на морските държави да прилагат всички съответни разпоредби на международното право с цел защита на околната среда; като има предвид обаче, че при разглобяването на кораби за скрап Базелската конвенция рядко се спазва, между другото поради отсъствието на политическа воля за затваряне на празнотите в закона и за справяне със структурното укриване на отговорност в корабоплавателния сектор, което се илюстрира най-добре с феномена „държави на флага”,
L. whereas both maritime law and IMO conventions lay down that coastal states have the right and the duty to enforce all relevant international legal provisions with the aim of protecting the environment; whereas, however, the Basel Convention is rarely complied with in respect of ships for scrapping, inter alia because of a lack of political will to close the loopholes and to tackle the structural hiding of responsibility in the shipping sector, best illustrated by the phenomenon of flag states,
М. като има предвид, че в рамките на Европейския съюз Регламентът за превоз на отпадъци представлява регулиращата рамка за прилагане на Базелската конвенция, включително износа на бракувани кораби; но прилагането на този регламент по отношение на кораби за разглобяване за скрап е незадоволително, тъй като кораби, притежавани от европейци или извършващи дейност в европейски води или плаващи под флага на държава от ЕС, се отправят на последно „нормално” пътешествие и се обявяват за отпадък чак след като са напуснали европейски води, без наличието на други контролни механизми или насоки за прилагане, които да предотвратяват такива нарушения на международното право и на правото на Общността,
M. whereas at EU level the Waste Shipments Regulation is the regulatory framework for implementing the Basel Convention, including the export of ships at the end of their lives; whereas enforcement of this regulation is inadequate in respect of ships for scrapping, as ships owned by Europeans, or operating in European waters or flying an EU flag go for a final 'normal' voyage, and are only declared to be waste once they have left European waters, with no further control mechanisms or enforcement guidance to stop such violations of international and Community law,
Н. като има предвид, че в преамбюла към Регламента за превоз на отпадъци се посочва: „Необходимо е да се гарантира безопасно и екологосъобразно управление на демонтирането на кораби с цел опазване на здравето на човека и околната среда”,
N. whereas the preamble to the Waste Shipments Regulation states that 'It is necessary to ensure the safe and environmentally sound management of ship dismantling in order to protect human health and the environment',
О. като има предвид, че, с оглед на затваряне на празнотите в закона, установени в режима на Базелската конвенция, ММО подготвя текста на конвенция, чиято цел е разрешаването на този проблем в световен мащаб,
O. whereas with a view to closing loopholes found in the Basel Convention regime, the IMO is drafting a convention designed to solve this problem worldwide;
П. като има предвид, че Седмата конференция на страните по Базелската конвенция, страни, включващи държавите-членки на Европейския съюз, с цел по-стриктното прилагане на мерки с оглед на предотвратяването на износа на токсични кораби, прикани МОТ да продължи да разглежда установяването в своя правилник на задължителни изисквания, включително на система за оповестяване за кораби, предназначени за демонтиране, които гарантират равнище на контрол, равностойно на установеното съгласно Базелската конвенция равнище, и да продължи дейността, насочена към създаването на задължителни изисквания, гарантиращи екологосъобразното управление на демонтирането на кораби, което би могло да включва в своя обхват и предварително обеззаразяване,
P. whereas at the Seventh Conference of the Parties to the Basel Convention, Parties including the Member States of the European Union, in order to apply more rigour with respect to preventing the export of toxic ships, have invited the IMO to continue to consider the establishment in its regulations of mandatory requirements, including a reporting system for ships destined for dismantling, that ensure a level of control equivalent to that established under the Basel Convention and to continue work aimed at establishing mandatory requirements to ensure the environmentally sound management of ship dismantling, which might include pre-decontamination within its scope,
Р. като има предвид, че проектът за конвенция на ММО относно рециклирането на кораби в настоящия си вид не предвижда равнище на контрол, равностойно на равнището от Базелската конвенция и Регламента относно превоз на отпадъци, и като има предвид, че проектът не прави опит за предотвратяване на износа на токсични отпадъци в развиващите се страни, не предвижда механизми, основани върху принципа „замърсителят плаща” и върху принципа на заместване за екологосъобразна („зелена”) конструкция на кораби, не въвежда изпитани стандарти за депата за рециклиране на кораби, наред с други въпроси, и във всеки случай може да не е в състояние да осигури ратифицирането от страна на държави, които практикуват рециклиране на кораби, и от страна на известни "държави на флага",
Q. whereas the draft IMO Convention on ship recycling in its current form has not put in place a level of control equivalent to that of the Basel Convention and the Waste Shipments Regulation, nor does the draft attempt to prevent the export of toxic wastes to developing countries, nor envisage mechanisms based on the polluter pays principle nor the substitution principle for green ship design, nor audited standards for ship recycling yards, among other concerns, and may in any case not be able to attract ratifications from current ship recycling states or prominent flag states,
С. като има предвид, че във всеки случай се очаква, че приемането на подобна конвенция на ММО би могло да отнеме много години, а след това влизането й в сила отново може да се забави с години поради дълготрайността на процеса на ратификация,
R. whereas in any case it is anticipated that it could take many years to adopt such an IMO convention, after which it could again be years before it enters into force because of a protracted ratification process,
Т. като има предвид, че капацитетът на ЕС за разглобяване за скрап по „чист“ начин на корабите си (плаващи под флага на ЕС или притежавани от собственици от ЕС) е недостатъчен и че това важи особено за търговския флот; като има предвид, че недостигът на капацитет ще се увеличи драматично през 2010 г. поради ускореното излизане от употреба на еднокорпусните танкери,
S. whereas the EU has insufficient capacity to dismantle its ships (those sailing under EU flags or owned by EU owners) cleanly and whereas this particularly applies to the merchant shipping fleet; whereas the lack of capacity will increase dramatically in 2010 because of the accelerated phasing out of single-hull tankers,
У. като има предвид, че по тази причина въвеждането на конкретно регулаторно действие на равнище ЕС е от изключителна спешност, така че тези еднокорпусни танкери да не продължават да нанасят вреди на речните и морски брегове на Южна Азия; като има предвид, че няма извинение за бездействието, особено когато тези еднокорпусни танкери могат да бъдат ясно посочени,
T. whereas concrete regulatory action at EU level is therefore of the utmost urgency if those single-hull tankers are not to damage further the beaches and river banks of Southern Asia; whereas there is no excuse for failing to act, particularly since these single-hull tankers can clearly be identified,
Ф. като има предвид, че понастоящем първичният пазар за разглобяване на кораби за скрап в повечето случаи функционира само при изключително лоши условия, които сериозно нарушават приетите от ЕС социални, екологични и здравословни принципи,
U. whereas the primary market for the dismantling of ships currently operates in most cases only under very poor conditions, which seriously violate the social, environmental and health principles accepted in the EU,
Европейска комисия, Генерална дирекция „Енергетика и транспорт“ Изследване на COWI на тема „ Oil tanker phase-out and the ship-scrapping industry“ (Изтегляне от употреба на петролни танкери и промишленост за разглобяване на кораби) от месец юни 2004 г. ; отбелязва, че този въпрос ще бъде разгледан в бъдеща конвенция на ММО, но няма вероятност тя да влезе в сила преди 2012 г.,
European Commission, DG Energy and Transport: Oil Tanker Phase Out and the Ship Scrapping Industry , COWI final report, June 2004. ; notes that a future convention of the IMO will address the issue but is not likely to enter into force before 2012;
Директива 95/21/ЕО на Съвета от 19 юни 1995 г. относно прилагането, по отношение на кораби, които използват пристанища на Общността или плават във водите под юрисдикцията на държавите-членки, на международните стандарти за безопасност на корабоплаването, предотвратяване на замърсяване и за условията на живот и работа на борда на корабите (ОВ L 157, 7.07.1995г., стр. 1). ;
Council Directive 95/21/EC of 19 June 1995 concerning the enforcement, in respect of shipping using Community ports and sailing in the waters under the jurisdiction of the Member States, of international standards for ship safety, pollution prevention and shipboard living and working conditions ( OJ L 157, 7.7.1995, p.
- гарантира равнище на контрол, което е поне равностойно на това от Базелската конвенция,
- ensures a level of control at least equivalent to that of the Basel Convention,
- спомага за висок стандарт на рециклирането на кораби по отношение на безопасността и на околната среда в световен мащаб – одитиран и сертифициран от трета страна,
- provides for a high global safety and environmental standard of ship recycling that is third party audited and certified,
- изключва извеждането на брега като метод, подходящ за разглобяване на кораби за скрап,
- disqualifies beaching from being an appropriate dismantling methodology,
- няма да допусне разглобяване за скрап от извършители, които не са страни по договора,
- will not allow ship dismantling by non-parties;
- установява принципа на заместване за премахване на настоящата употреба на опасни материали при строежа на нови кораби;
- establishes the substitution principle for eliminating the current use of hazardous materials in the construction of new ships;
- счита, че тази бъдеща конвенция трябва да съдържа изискването, всички вредни материали от бракувани кораби да бъдат отстранявани, преди изпращането им за разглобяване в страни, които не са членки на ОИСР, или да бъдат транспортирани в специално за тази цел създадени съоръжения за рециклиране в страни от ОИСР или ЕС, които отговарят на строго определени изисквания за сигурност и опазване на околната среда;
- considers that this future convention should impose a requirement either to remove all hazardous materials from end-of-life ships before sending them for dismantling to non-OECD countries or to send them to specially authorised recycling facilities in OECD or EU countries which comply with clearly defined safety and environmental standards;
32. приветства предложението за създаване на фонд за разглобяване на кораби и призовава Комисията и държавите-членки решително да преследват целта да се създаде такъв фонд едновременно на равнище ММО и на равнище ЕС ; освен това призовава Комисията да проучи наличните финансови механизми, включително задължително застраховане и ползване на пристанищни такси с цел да се осигури екологосъобразно рециклиране от момента на пускане на кораба на вода, без да забравя, че за периода на оперативното си съществуване един кораб може да има повече от един собственик;
Welcomes the proposal to establish a fund for ship dismantling and calls upon the Commission and Member States to pursue with determination the aim of establishing such a fund simultaneously at IMO and EU levels; calls on the Commission in this connection also to investigate the financial mechanism available, including a compulsory insurance requirement and the use of port fees, in order to ensure environmentally sound recycling from the moment when a ship first starts to operate, bearing in mind that a vessel may have more than one owner in the course of its useful life;
In various places on the shores of Southern Asia lie enormous seagoing ships, which are dismantled in ways which damage not only the environment but human beings as well.
In various places on the shores of Southern Asia lie enormous seagoing ships, which are dismantled in ways which damage not only the environment but human beings as well.
A whole range of polluting substances enter the soil, the sand and the sea, and burning of paint and plastic coatings pollutes the atmosphere.
A whole range of polluting substances enter the soil, the sand and the sea, and burning of paint and plastic coatings pollutes the atmosphere.
Many children are used in this work because it is easy for them to get into small spaces.
Many children are used in this work because it is easy for them to get into small spaces.
They are expected to remove toxic substances without any protection for themselves.
They are expected to remove toxic substances without any protection for themselves.
Deadly explosions are commonplace, many accidents occur and safety measures are considered totally inadequate.
Deadly explosions are commonplace, many accidents occur and safety measures are considered totally inadequate.
Workers contract incurable chronic diseases - 16% of the workers in the Indian shipyard Alang who come into contact with asbestos are suffering from asbestosis.
Workers contract incurable chronic diseases - 16% of the workers in the Indian shipyard Alang who come into contact with asbestos are suffering from asbestosis.
In Bangladesh, more than 400 workers have died in accidents in the past 20 years, and more than 6000 have been seriously injured over the same period.
In Bangladesh, more than 400 workers have died in accidents in the past 20 years, and more than 6000 have been seriously injured over the same period.
Report by YPSA (Young Power in Social Action) on workers and ship dismantling yards, 2005.
Report by YPSA (Young Power in Social Action) on workers and ship dismantling yards, 2005.
This, in brief, is the problem that we must solve, as we intend to do, since we do not consider it ethically acceptable to allow these practices to continue any longer.
This, in brief, is the problem that we must solve, as we intend to do, since we do not consider it ethically acceptable to allow these practices to continue any longer.
Regrettably, many ships from Europe also end up on the shores of India, Pakistan and Bangladesh, for example, in this way.
Regrettably, many ships from Europe also end up on the shores of India, Pakistan and Bangladesh, for example, in this way.
Low labour costs (very low wages and totally inadequate safety regulations) and the complete absence of environmental measures are financially attractive.
Low labour costs (very low wages and totally inadequate safety regulations) and the complete absence of environmental measures are financially attractive.
They make it possible to offer high prices for steel on the second-hand market.
They make it possible to offer high prices for steel on the second-hand market.
The consequence is that ship owners can sell ships which they wish to scrap there, obtaining the highest price for the steel they contain.
The consequence is that ship owners can sell ships which they wish to scrap there, obtaining the highest price for the steel they contain.
On 22 May 2007, the Commission published a Green Paper on better ship dismantling.
On 22 May 2007, the Commission published a Green Paper on better ship dismantling.
It contains a clear account of the problem, covering all aspects.
It contains a clear account of the problem, covering all aspects.
However, it is a problem with a longer history.
However, it is a problem with a longer history.
Shipping plays an important role in the world.
Shipping plays an important role in the world.
The world merchant shipping fleet comprises some 50 000 seagoing ships and is an indispensable factor in international trade.
The world merchant shipping fleet comprises some 50 000 seagoing ships and is an indispensable factor in international trade.
Seagoing ships have to comply with stringent requirements, but as they age, the cost of continuing to comply with them also rises.
Seagoing ships have to comply with stringent requirements, but as they age, the cost of continuing to comply with them also rises.
After 25 years, on average, most ships are ready for dismantling.
After 25 years, on average, most ships are ready for dismantling.
In the 1970s, most ships were dismantled in Europe, where dismantling was highly mechanised and carried out in docks.
In the 1970s, most ships were dismantled in Europe, where dismantling was highly mechanised and carried out in docks.
Because of rising costs and environmental, health and safety requirements, the ship dismantling industry moved to the poorer Asian countries.
Because of rising costs and environmental, health and safety requirements, the ship dismantling industry moved to the poorer Asian countries.
Each year, between 200 and 600 large ships are dismantled in order to be able to reuse the steel and other materials they contain.
Each year, between 200 and 600 large ships are dismantled in order to be able to reuse the steel and other materials they contain.
Following the disasters involving, inter alia, the Exxon Valdez (Canada, 1989), the Erika (France, 1999) and the Prestige (Spain, 2002), the United States and the European Union adopted strict rules on oil tankers.
Following the disasters involving, inter alia, the Exxon Valdez (Canada, 1989), the Erika (France, 1999) and the Prestige (Spain, 2002), the United States and the European Union adopted strict rules on oil tankers.
Ultimately, in 2003, both the EU and IMO banned single hull oil tankers as a result.
Ultimately, in 2003, both the EU and IMO banned single hull oil tankers as a result.
In response to these developments, the European Parliament urged the Council and Commission in 2005, at the time of the second reading of the proposal for a regulation on waste shipments, to adopt clear provisions on the subject and improve enforcement.
In response to these developments, the European Parliament urged the Council and Commission in 2005, at the time of the second reading of the proposal for a regulation on waste shipments, to adopt clear provisions on the subject and improve enforcement.
Regrettably, the Council and Commission did not accept these proposals, claiming that a solution to this problem would soon come from IMO.
Regrettably, the Council and Commission did not accept these proposals, claiming that a solution to this problem would soon come from IMO.
Substance of the Green Paper
Substance of the Green Paper
Fortunately, the Commission has now taken a first step with a view, pending a possible IMO convention, to making a start on solving the problem.
Fortunately, the Commission has now taken a first step with a view, pending a possible IMO convention, to making a start on solving the problem.
The principal aim is to protect the environment and human health.
The principal aim is to protect the environment and human health.
There is no intention of artificially bringing ship recycling operations back to the EU, thereby depriving the countries of Southern Asia of a major source of revenue and necessary materials.
There is no intention of artificially bringing ship recycling operations back to the EU, thereby depriving the countries of Southern Asia of a major source of revenue and necessary materials.
The ultimate aim is to arrive at sustainable global solutions.
The ultimate aim is to arrive at sustainable global solutions.
In addition to the aforementioned social, economic, ecological and safety aspects, the following aspects are also considered in the Green Paper:
In addition to the aforementioned social, economic, ecological and safety aspects, the following aspects are also considered in the Green Paper:
3.1 Legal situation
3.1 Legal situation
The Basel Convention of 1989 provides a framework for the regulation of international transport of hazardous wastes.
The Basel Convention of 1989 provides a framework for the regulation of international transport of hazardous wastes.
An absolute ban (the 'Basel ban') on exports of hazardous waste from OECD countries to non-OECD countries became part of European law in 1997 and is binding on Member States.
An absolute ban (the 'Basel ban') on exports of hazardous waste from OECD countries to non-OECD countries became part of European law in 1997 and is binding on Member States.
However it is difficult to police the export ban once a ship has left European waters.
However it is difficult to police the export ban once a ship has left European waters.
3.2 International context
3.2 International context
Since 2005 IMO has been cooperating with the ILO and UNEP (the United Nations Environment Program) to draw up binding international rules on the clean dismantling of ships.
Since 2005 IMO has been cooperating with the ILO and UNEP (the United Nations Environment Program) to draw up binding international rules on the clean dismantling of ships.
Negotiations are now proceeding on a draft convention, which, if all goes to plan, would be adopted by 2009 but would then only enter into force a few years later.
Negotiations are now proceeding on a draft convention, which, if all goes to plan, would be adopted by 2009 but would then only enter into force a few years later.
According to the current draft, the convention would not apply to warships or other ships which are the property of the State.
According to the current draft, the convention would not apply to warships or other ships which are the property of the State.
No agreement has yet been reached on standards outside the framework of IMO, basic standards for ship-recycling businesses, reporting obligations (including inter-state notification) and enforcement instruments.
No agreement has yet been reached on standards outside the framework of IMO, basic standards for ship-recycling businesses, reporting obligations (including inter-state notification) and enforcement instruments.
3.3 Better enforcement of EU rules on the transfer of waste
3.3 Better enforcement of EU rules on the transfer of waste