natgillin/translations-raw huggingface dataset:
As far as the environmental and labour information is concerned, further information on recycling and workers' health and protection practices as well as a breakdown of costs associated with Kyoto Protocol compliance are welcome.
As far as the environmental and labour information is concerned, further information on recycling and workers' health and protection practices as well as a breakdown of costs associated with Kyoto Protocol compliance are welcome.
Pilot studies are also welcome; the harmonization of labour market indicators, namely of working hours requires further work as the concept of "full time equivalent" labour varies widely among Member States.
Pilot studies are also welcome; the harmonization of labour market indicators, namely of working hours requires further work as the concept of "full time equivalent" labour varies widely among Member States.
The concept of working hours provides a common basis, and pilot studies should help to refine these measures.
The concept of working hours provides a common basis, and pilot studies should help to refine these measures.
Zsolt László Becsey, Pervenche Berès, Sharon Bowles, Udo Bullmann, Manuel António dos Santos, Jonathan Evans, Elisa Ferreira, Jean-Paul Gauzès, Robert Goebbels, Donata Gottardi, Gunnar Hökmark, Karsten Friedrich Hoppenstedt, Sophia in ‘t Veld, Piia-Noora Kauppi, Wolf Klinz, Christoph Konrad, Kurt Joachim Lauk, Andrea Losco, Astrid Lulling, Cristobal Montoro Romero, John Purvis, Alexander Radwan, Dariusz Rosati, Heide Rühle, Antolín Sánchez Presedo, Peter Skinner, Cristian Stănescu, Margarita Starkevičiūtė, Ieke van den Burg, Sahra Wagenknecht
Zsolt László Becsey, Pervenche Berès, Sharon Bowles, Udo Bullmann, Manuel António dos Santos, Jonathan Evans, Elisa Ferreira, Jean-Paul Gauzès, Robert Goebbels, Donata Gottardi, Gunnar Hökmark, Karsten Friedrich Hoppenstedt, Sophia in ‘t Veld, Piia-Noora Kauppi, Wolf Klinz, Christoph Konrad, Kurt Joachim Lauk, Andrea Losco, Astrid Lulling, Cristobal Montoro Romero, John Purvis, Alexander Radwan, Dariusz Rosati, Heide Rühle, Antolín Sánchez Presedo, Peter Skinner, Cristian Stănescu, Margarita Starkevičiūtė, Ieke van den Burg, Sahra Wagenknecht
Valdis Dombrovskis, Salvador Garriga Polledo, Werner Langen, Maria Petre, Gianni Pittella, Andreas Schwab, Lars Wohlin
Valdis Dombrovskis, Salvador Garriga Polledo, Werner Langen, Maria Petre, Gianni Pittella, Andreas Schwab, Lars Wohlin
PE 378.569v02-00
PE 378.569v02-00
ПРОЕКТ НА ЗАКОНОДАТЕЛНА РЕЗОЛЮЦИЯ НА ЕВРОПЕЙСКИЯ ПАРЛАМЕНТ....5
DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION.....................................5
EXPLANATORY STATEMENT..............................................................................................14
EXPLANATORY STATEMENT..............................................................................................13
OPINION of the Committee on Legal Affairs ......................................................20
OPINION of the Committee on Legal Affairs ......................................................19
ПРОЕКТ НА ЗАКОНОДАТЕЛНА РЕЗОЛЮЦИЯ НА ЕВРОПЕЙСКИЯ ПАРЛАМЕНТ
DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION
– като взе предвид предложението на Комисията към Европейския парламент и към Съвета ( COM(2005)0592 )
– having regard to the Commission proposal to the European Parliament and the Council ( COM(2005)0592 )
– като взе предвид член 251, параграф 2 и член 80, параграф 2 от Договора за ЕО, съгласно които предложението му е представено от Комисията ( C6‑0057/2006 ),
– having regard to Article 251(2) and Article 80(2) of the EC Treaty, pursuant to which the Commission submitted the proposal to Parliament ( C6‑0057/2006 ),
– като взе предвид доклада на комисия по транспорт и туризъм и становището на Комисията по правни въпроси (А6-0063/2007)
– having regard to the report of the Committee on Transport and Tourism and the opinion of the Committee on Legal Affairs ( A6‑0063/2007 ),
Съображение 3 a (ново)
Recital 3 a (new)
(3а) Застрахователните спогодби, изискуеми по Атинската конвенция от 2002 г.трябва да съответстват на капацитета на корабособствениците и застрахователните компании.
(3a) The insurance arrangements required under the Athens Convention 2002 must be appropriate to the capacities of shipowners and insurance companies.
Корабособствениците трябва да бъдат в състояние да управляват своите застрахователни спогодби по икономически приемлив начин и по-специално в случая на малки корабособственици, извършващи национални транспортни услуги,трябва да се отчете сезонния характер на техните операции.
Shipowners must be in a position to manage their insurance arrangements in an economically acceptable way and, particularly in the case of small shipowners operating national transport services, account must be taken of the seasonal nature of their operations.
Преходният период, предвиден за прилагането на настоящия регламент трябва да бъде достатъчно дълъг, за да позволи задължителната застраховка, предвидена от настоящия регламент да бъде приложена, без да се засегнат съществуващите застрахователни схеми
The transitional period which is provided for for the application of this Regulation must be sufficiently long to enable the compulsory insurance provided for by this Regulation to be implemented without affecting existing insurance schemes.
If the system of compensation is to function realistically and effectively, insurance companies must be able to fulfil the provisions of the Convention, and there must also be a way to ensure the viability and competitiveness of shipping companies, particularly those of small and medium size.
If the system of compensation is to function realistically and effectively, insurance companies must be able to fulfil the provisions of the Convention, and there must also be a way to ensure the viability and competitiveness of shipping companies, particularly those of small and medium size.
(4) Целесъобразно е превозвачът да бъде задължен да изплаща аванси в случай на смърт или телесна повреда на пътник.
(4) It is appropriate to oblige the carrier to make advance payment in the event of the death of, or personal injury to, a passenger.
(4) Целесъобразно е превозвачът да бъде задължен да изплаща аванси в случай на смърт или телесна повреда на пътник , при която авансът не представлява признаване на вината.
(4) It is appropriate to oblige the carrier to make advance payment in the event of the death of, or personal injury to, a passenger , whereby advance payment does not constitute recognition of fault .
It should be clarified that any advance payments to a passenger made while the process of establishing fault and/or liability is ongoing should not constitute recognition of liability in legal terms.
It should be clarified that any advance payments to a passenger made while the process of establishing fault and/or liability is ongoing should not constitute recognition of liability in legal terms.
(5) Пътниците следва да бъдат подходящо информирани преди пътуването за новите права, които им се предоставят.
(5) Appropriate information on the new rights being conferred on passengers should be provided to those passengers prior to the journey.
(5) Пътниците следва да бъдат подходящо, пълно и разбираемо информирани преди пътуването за новите права, които им се предоставят.
(5) Appropriate , full and comprehensible information on the new rights being conferred on passengers should be provided to those passengers prior to the journey.
To guarantee a high standard of information for passengers on their new rights.
To guarantee a high standard of information for passengers on their new rights.
Съображение 7 a (ново)
Recital 7 a (new)
(7a) Поради необходимостта от по-засилени консултации между държавите-членки относно въпросите на морската безопасност, е жизненоважно да се направи повторна оценка на правомощията на Европейската агенция за морска безопасност (EMSA ) и по възможност да се помисли за разширяване на нейните правомощия.
(7a) Owing to the need for greater consultation among the Member States on matters of maritime safety, it is vital to reassess the EMSA’s competences and possibly consider extending its powers.
As with the European Aviation Safety Agency, it appears vital to consider whether the EMSA’s powers might need to be extended and, if its powers are indeed increased, whether this would boost the EU’s capacity to respond to maritime accidents.
As with the European Aviation Safety Agency, it appears vital to consider whether the EMSA’s powers might need to be extended and, if its powers are indeed increased, whether this would boost the EU’s capacity to respond to maritime accidents.
Съображение 7 б (ново)
Recital 7 b (new)
(7б) Националните власти, по-специално пристанищните власти, играят основна и жизненоважна роля при определянето и управляването на различните рискове, застрашаващи морската безопасност.
(7b) The national authorities, particularly the port authorities, play a fundamental and vital role in identifying and managing the various risks for maritime safety.
Reference should be made to the fundamental role played by national authorities and particularly the port authorities in the timely identification and management of the various risks to maritime safety.
Reference should be made to the fundamental role played by national authorities and particularly the port authorities in the timely identification and management of the various risks to maritime safety.
Отговорността на превозвача и на фактическия превозвач по отношение на пътниците и личния им багаж се урежда от всички относими към тази отговорност разпоредби на Атинската конвенция от 2002 г.
The liability of a carrier and of a performing carrier in respect of passengers and their luggage shall be governed by all provisions of the Athens Convention 2002 relevant to such liability.
The special scheme for liability concerning terrorist risk that has been set up by IMO legal Committee should be upheld in order to reach a financially sustainable coverage of those risks through the insurance market.
The special scheme for liability concerning terrorist risk that has been set up by IMO legal Committee should be upheld in order to reach a financially sustainable coverage of those risks through the insurance market.
Разпоредбите на член 7, параграф 2 от Атинската конвенция от 2002 г. не се прилагат за превоза на пътници, попадащ в приложното поле на настоящия регламент, освен ако всички държави-членки се договорят тези разпоредби да се прилагат по повод изменението на настоящия регламент.
Article 7(2) of the Athens Convention 2002 is not applicable to the carriage of passengers falling within the scope of this Regulation, except if all Member States agree on such an application when amending this Regulation.
Разпоредбите на член 7, параграф 2 от Атинската конвенция от 2002 г. не се прилагат за превоза на пътници, попадащ в приложното поле на настоящия регламент, освен ако Европейският парламент и Съветът не изменят настоящия регламент за тази цел, като действат в съответствие с процедурата по член 251 от Договора.
Article 7(2) of the Athens Convention 2002 is not applicable to the carriage of passengers falling within the scope of this Regulation unless the European Parliament and the Council, acting in accordance with the procedure referred to in Article 251 of the Treaty, amend this Regulation to this effect.
As article 7(2) of the Athens Convention concerns the limit of liability for death and personal injury, it is safer to specify that the application of this provision can be amended only through co-decision procedure.
As article 7(2) of the Athens Convention concerns the limit of liability for death and personal injury, it is safer to specify that the application of this provision can be amended only through co-decision procedure.
This technical amendment corrects an unlawful drafting from the Commission and JURI as it is possible neither to require unanimity for the adoption or the amendment of a Regulation taken in codecision (Commission and JURI) nor to ignore the competence of the Parliament in the codecision process (JURI).
This technical amendment corrects an unlawful drafting from the Commission and JURI as it is possible neither to require unanimity for the adoption or the amendment of a Regulation taken in codecision (Commission and JURI) nor to ignore the competence of the Parliament in the codecision process (JURI).
Член 4, параграф 1 a (нов)
Article 4, paragraph 1 a (new)
Член 19 от Атинската конвенция от 2002 г. не се прилага за превоза на пътници, който попада в приложното поле на настоящия регламент.
Article 19 of the Athens Convention 2002 is not applicable to the carriage of passengers falling within the scope of this Regulation.
Article 19 of the Athens Convention 2002 states that: "This Convention shall not modify the rights or duties of the carrier, the performing carrier, and their servants or agents provided for in international conventions relating to the limitation of liability of owners of seagoing ships."
Article 19 of the Athens Convention 2002 states that: "This Convention shall not modify the rights or duties of the carrier, the performing carrier, and their servants or agents provided for in international conventions relating to the limitation of liability of owners of seagoing ships."
As it stands, Article 19 would authorise a carrier liable for death or injury to passengers on the basis of the Athens Convention 2002 to limit his liability by referring to global liability ceilings imposed by other international Conventions
As it stands, Article 19 would authorise a carrier liable for death or injury to passengers on the basis of the Athens Convention 2002 to limit his liability by referring to global liability ceilings imposed by other international Conventions
For claims relating to death or injury to passengers, the LLMC (Convention on limitation of liability for maritime claims - Article 7) has a global liability ceiling of 175 000 SDR multiplied by number of passengers and the CLNI (Convention on limitation of liability for inland navigation (Rhine and Moselle) - Article 7) has a global liability ceiling of 60 000 SDR multiplied by the number of passengers. .
For claims relating to death or injury to passengers, the LLMC (Convention on limitation of liability for maritime claims - Article 7) has a global liability ceiling of 175 000 SDR multiplied by number of passengers and the CLNI (Convention on limitation of liability for inland navigation (Rhine and Moselle) - Article 7) has a global liability ceiling of 60 000 SDR multiplied by the number of passengers. .
In some case, these global liability ceilings might prevent passengers from recovering a substantial part of their claims under the Athens Convention which entitles passengers to recover 250 000 SDR minimum without any global ceiling (a global ceiling fixes a total amount for all claims for any given incident/accident).
In some case, these global liability ceilings might prevent passengers from recovering a substantial part of their claims under the Athens Convention which entitles passengers to recover 250 000 SDR minimum without any global ceiling (a global ceiling fixes a total amount for all claims for any given incident/accident).
The consequence of this amendment will be that no other international Convention could be opposed to victims to limit their claims for death or injury on the basis of Article 3.1 and 7 of the Athens Convention.
The consequence of this amendment will be that no other international Convention could be opposed to victims to limit their claims for death or injury on the basis of Article 3.1 and 7 of the Athens Convention.
При смърт или телесна повреда на пътник превозвачът изплаща в 15-дневен срок от установяване на самоличността на лицето, което има право на обезщетение за вреди, аванс в размер, достатъчен за покриване на непосредствени финансови нужди.
In the event of the death of, or personal injury to, a passenger the carrier shall make an advance payment sufficient to cover immediate economic needs, within 15 days from the identification of the person entitled to damages.
При смърт 75% .
In the event of death this payment shall not be less than EUR 21 000.
При смърт или телесна повреда на пътник, вследствие на инцидент по време на превоза или превозвачът или фактическият превозвач , изплаща в 15-дневен срок от установяване на самоличността на лицето, което има право на обезщетение за вреди, аванс в размер, достатъчен за покриване на непосредствени финансови нужди.
In the event of the death of, or personal injury to, a passenger resulting from a shipping incident or accident the carrier or the performing carrier shall make an advance payment sufficient to cover immediate economic needs, within 15 days from the identification of the person entitled to damages.
При смърт или в случай на абсолютна и постоянна инвалидност на пътника, или щети, засягащи 75% или повече от 75% от тялото на пътника, които клинически са доказани за много сериозни 75% .
In the event of death or the absolute and permanent invalidity of a passenger, or injuries to 75% or more of the passenger’s body considered clinically very serious, this payment shall not be less than EUR 21 000.
For evident reasons of justice, it is important to ensure that passengers have access to advance payment in the cases referred to, in order to cover economic needs.
For evident reasons of justice, it is important to ensure that passengers have access to advance payment in the cases referred to, in order to cover economic needs.
For reasons of justice, carriers should be able to recover the advance payment if they were in fact cleared of fault.
For reasons of justice, carriers should be able to recover the advance payment if they were in fact cleared of fault.
It is necessary to limit the possibility of an advance payment to claims resulting from shipping incidents because in this case only a strict (automatic) liability is engaged (up to 300 000 euros per passenger's claim) and no fault would have to be assigned to the carrier beforehand in order to benefit from the advance payment.
It is necessary to limit the possibility of an advance payment to claims resulting from shipping incidents because in this case only a strict (automatic) liability is engaged (up to 300 000 euros per passenger's claim) and no fault would have to be assigned to the carrier beforehand in order to benefit from the advance payment.
The advance payment will thus be swifter because it will not lead to disputations on the existence of a fault.
The advance payment will thus be swifter because it will not lead to disputations on the existence of a fault.
Finally it is also fair not to allow any advance payment when the passenger has been injured following an incident which does not involved the whole ship (for example a passengers falls on the deck following abuse of alcohol).
Finally it is also fair not to allow any advance payment when the passenger has been injured following an incident which does not involved the whole ship (for example a passengers falls on the deck following abuse of alcohol).
It is also necessary to include the performing carrier whose strict liability may also be engaged following Athens Convention 2002 (Art.1.1 and 3).
It is also necessary to include the performing carrier whose strict liability may also be engaged following Athens Convention 2002 (Art.1.1 and 3).
Член 5, параграфи 1 a и б (нови)
Article 5, paragraphs 1 a and b (new)
A similar provision is included in Regulation (EC) 889/2002 of 13 May 2002 amending Council Regulation (EC) 2027/97 on air carrier liability in the event of accidents.
A similar provision is included in Regulation (EC) 889/2002 of 13 May 2002 amending Council Regulation (EC) 2027/97 on air carrier liability in the event of accidents.
Превозвачът, фактическият превозвач и/или туроператорът предоставят на пътниците, преди отпътуването им, информация относно правата им съгласно настоящия регламент, по-специално информация относно пределите на обезщетението при смърт, телесна повреда или погиване и повреждане на багаж, относно правото им да предявят пряк иск срещу застрахователя или лицето, предоставящо финансово обезпечение, както и относно правото им да получат аванс.
The carrier, the performing carrier and/or the tour operator shall provide passengers, prior to their departure, with information regarding their rights under this Regulation, in particular with information on the limits of compensation for death, personal injury or loss and damage of luggage, on their right of direct action against the insurer or the person providing financial security and on their entitlement to an advance payment.
Превозвачът, фактическият превозвач и/или туроператорът предоставят на пътниците, преди отпътуването им, подходяща, пълна и разбираема информация относно правата им съгласно настоящия регламент, по-специално информация относно пределите на обезщетението при смърт, телесна повреда или погиване и повреждане на багаж, относно правото им да предявят пряк иск срещу застрахователя или лицето, предоставящо финансово обезпечение, както и относно правото им да получат аванс.
The carrier, the performing carrier and/or the tour operator shall provide passengers, prior to their departure, with appropriate, full and comprehensible information regarding their rights under this Regulation, in particular with information on the limits of compensation for death, personal injury or loss and damage of luggage, on their right of direct action against the insurer or the person providing financial security and on their entitlement to an advance payment.
Legal clarification to increase the legal certainty of the regulation and passengers’ access to information.
Legal clarification to increase the legal certainty of the regulation and passengers’ access to information.
Тази информация се предоставя във възможно най- подходяща форма.
This information shall be provided in the most appropriate format.
Във връзка с вътрешните превози от редовни фериботни линии, той се прилага две години след [датата на влизането му в сила или датата на влизане в сила за Общността на Атинската конвенция, която от двете дати е по-късна].
In relation to domestic carriage by regular ferry lines, it shall apply from two years after [the date of its entry into force or from the date of the entry into force of the Athens Convention 2002 for the Community, whichever is the later].
A different implementation deadline for domestic ferry lines should be offered to carriers as to ensure efficient and financially sustainable civil liability coverage.
A different implementation deadline for domestic ferry lines should be offered to carriers as to ensure efficient and financially sustainable civil liability coverage.
Член 8, параграф 2 б (нов)
Article 8, paragraph 2 b (new)
Във връзка с превоза по вътрешни водни пътища, той се прилага четири години [датата на влизането му в сила или датата на влизане в сила за Общността на Атинската конвенция, която от двете дати е по-късна].
In relation to carriage by inland waterways, it shall apply from four years after [the date of its entry into force or from the date of the entry into force of the Athens Convention 2002 for the Community, whichever is the later].
See justification to amendment 1.
See justification to amendment 1.
A longer deadline for inland waterway transport is necessary because carriers are not covered by P&I clubs .
A longer deadline for inland waterway transport is necessary because carriers are not covered by P&I clubs .
Член 8, параграф 2 в (нов)
Article 8, paragraph 2 c (new)
Във връзка с вътрешните превози от редовни фериботни линии в региони, попадащи в обхвата на член 299, параграф 2 от Договора, той се прилага четири години след [датата на влизането му в сила или датата на влизане в сила за Общността на Атинската конвенция, която от двете дати е по-късна].
In relation to domestic carriage by regular ferry lines in the regions covered by Article 299(2) of the Treaty, it shall apply from four years after [the date of its entry into force or from the date of the entry into force of the Athens Convention 2002 for the Community, whichever is the later].