natgillin/translations-raw huggingface dataset:
"Държавите-членки, в съответствие със своето национално законодателство, възпрепятстват предоставянето или използването на данните от системата за автоматично опознаване (AIS) и от системата за автоматично разпознаване и проследяване на морския трафик (LRIT), предавани от корабите за цели, различни от тези на безопосността, сигурността и опазването на околната среда.
"Member States shall, in accordance with their national legislation, prevent AIS and LRIT data transmitted by ships from being made available or used for purposes other than safety, security and the protection of the environment.
This directive, and in particular its provisions concerning AIS and SafeSeaNet, give rise to a considerable number of confidentiality issues for those involved, who fear that the information transmitted via networks is not sufficiently protected against commercial abuse and espionage.
This directive, and in particular its provisions concerning AIS and SafeSeaNet, give rise to a considerable number of confidentiality issues for those involved, who fear that the information transmitted via networks is not sufficiently protected against commercial abuse and espionage.
It is important that the Member States take the necessary measures to tackle abuses.
It is important that the Member States take the necessary measures to tackle abuses.
ТОЧКА 13 Б (нова)
POINT 13 B (new)
Член 24, параграф 1 б (нов) (Директива 2002/59/EО)
Article 24, paragraph 1 b (new) (Directive 2002/59/EC)
“В сътрудничество с Европейската агенция за сигурност на мрежите и информацията, Комисията проучва как да да се справи с проблемите при сигурността на мрежите и информацията, произтичащи от прилагането на настоящата директива, и по-специално членове 6, 6 a , 14 и 22 a от нея.
“In cooperation with the European Network and Information Security Agency, the Commission shall investigate how to tackle the network and information security problems which may be associated with the measures provided for under this Directive, and in particular Articles 6, 6a, 14 and 22a thereof.
Не по-късно от една година след влизането в сила на настоящата директива, Комисията взема необходимите мерки за борба срещу неправомерната употреба или търговската злоупотреба с данни, обменяни, съгласно настоящата директива.”
No later than one year after the entry into force of this Directive, the Commission shall take the necessary measures to combat the unauthorised use or commercial abuse of data exchanged pursuant to this Directive.”
This directive, and in particular its provisions concerning AIS and SafeSeaNet, give rise to a considerable number of confidentiality issues for those involved, who fear that the information transmitted via these networks is not sufficiently protected against commercial abuse and espionage.
This directive, and in particular its provisions concerning AIS and SafeSeaNet, give rise to a considerable number of confidentiality issues for those involved, who fear that the information transmitted via these networks is not sufficiently protected against commercial abuse and espionage.
ЧЛЕН 1, ТОЧКА 15
ARTICLE 1, POINT 15
Приложение II, раздел I, точка 3, тире-1 (ново) (Директива 2002/59/EО)
Annex II, section I, point 3, indent -1 (new) (Directive 2002/59/EC)
- нови риболовни плавателни съдове с обща дължина 24 метра и повече: от момента на влизане в сила на настоящата директива;
- new fishing vessel of overall length 24 metres and upwards: on the date of entry into force of this Directive;
The Commission’s proposed timetable covers the installation of AIS on existing fishing vessels.
The Commission’s proposed timetable covers the installation of AIS on existing fishing vessels.
For new vessels, however, your rapporteur regards it as reasonable to require rapid entry into force for this requirement.
For new vessels, however, your rapporteur regards it as reasonable to require rapid entry into force for this requirement.
Приложение II, раздел I, точка 3, въвеждаща част (Директива 2002/59/EО)
Annex II, section I, point 3, introductory wording (Directive 2002/59/EC)
Всеки риболовен кораб с обща дължина над 15 метра е предмет на изискването за превоз, установено в член 6а, в съответствие със следния график:
Any fishing vessel with a length of more than 15 metres overall is subject to the carrying requirement laid down in Article 6a according to the following timetable:
Всеки риболовен кораб с обща дължина над 24 метра е предмет на изискването за превоз, установено в член 6а, в съответствие със следния график:
Any fishing vessel with a length of more than 24 metres overall is subject to the carrying requirement laid down in Article 6a according to the following timetable:
As in Article 6 bis the overall length is amended from 15 to 24 metres; this should be done in Annex II, Section 1, point 3, first paragraph as well to be consistent.
As in Article 6 bis the overall length is amended from 15 to 24 metres; this should be done in Annex II, Section 1, point 3, first paragraph as well to be consistent.
ТОЧКА 15
ARTICLE 1, POINT 15
Приложение II, раздел I, точка 3,тире 1 (Директива 2002/59/EО)
Annex II, section I, point 3, indent 1 (Directive 2002/59/EC)
- риболовен кораб с обща дължина над 24 метра и повече, но по-малко от 45 метра: не по-късно от 1 януари 2008 г.;
- fishing vessel of overall length of 24 metres and upwards but less than 45 metres: not later than 1 January 2008 ;
- риболовен кораб с обща дължина над 24 метра и повече, но по-малко от 45 метра: не по-късно от две години след влизането в сила на настоящата директива;
- fishing vessel of overall length of 24 metres and upwards but less than 45 metres: not later than two years after the entry into force of this Directive ;
The proposed timescale for the safety equipment's installation is unrealistic given the time that the legislative process alone is likely to take.
The proposed timescale for the safety equipment's installation is unrealistic given the time that the legislative process alone is likely to take.
It would be sensible to establish timeframes linked to the entry into force of the Directive, in order to ensure the smooth and correct installation of this equipment.
It would be sensible to establish timeframes linked to the entry into force of the Directive, in order to ensure the smooth and correct installation of this equipment.
Приложение II, раздел I, точка 3, тире 2 (Директива 2002/59/EО)
Annex II, section I, point 3, indent 2 (Directive 2002/59/EC)
риболовен кораб с обща дължина над18 метра и повече, но по-малко от 24 метра: не по-късно от януари 2009 г.;
fishing vessel of overall length 18 metres and upwards but less than 24 metres: not later than 1 January 2009;
As in Article 6 bis the overall length is amended from 15 to 24 metres, this indent is not needed anymore.
As in Article 6 bis the overall length is amended from 15 to 24 metres, this indent is not needed anymore.
ЧЛЕН 1, ТОЧКА15
ARTICLE 1, POINT 15
Приложение II, раздел I, точка 3, тире 3 (Директива 2002/59/EО)
Annex II, section I, point 3, indent 3 (Directive 2002/59/EC)
риболовен кораб с обща дължина над15 метра, но по-малко от 18 метра: не по-късно от януари 2010 г.;
fishing vessel of overall length exceeding 15 metres but less than 18 metres: not later than 1 January 2010.
Since the end of 1999 European policy on safety at sea has been a high priority on the European political agenda.
Since the end of 1999 European policy on safety at sea has been a high priority on the European political agenda.
The successive disasters of the Erika (1999) and the Prestige (2002) painfully highlighted the inadequacy of European policy, and the Member States approach, in the event of a disaster at sea.
The successive disasters of the Erika (1999) and the Prestige (2002) painfully highlighted the inadequacy of European policy, and the Member States approach, in the event of a disaster at sea.
Consequently the Commission, the Council and the European Parliament have worked hard over the past few years to strengthen policy on safety at sea.
Consequently the Commission, the Council and the European Parliament have worked hard over the past few years to strengthen policy on safety at sea.
In less than three years, two packages of measures have been adopted.
In less than three years, two packages of measures have been adopted.
On 23 November 2005 the Commission approved a third package of seven measures.
On 23 November 2005 the Commission approved a third package of seven measures.
The review of the monitoring directive is one of the seven parts of that package.
The review of the monitoring directive is one of the seven parts of that package.
Before going into detail on the substance of this proposal, here is a brief summary of what preceded the current proposal for the amendment of the 2002 monitoring directive.
Before going into detail on the substance of this proposal, here is a brief summary of what preceded the current proposal for the amendment of the 2002 monitoring directive.
The first monitoring directive arose as a consequence of the wreck of the oil tanker Erika in December 1999 off the French coast.
The first monitoring directive arose as a consequence of the wreck of the oil tanker Erika in December 1999 off the French coast.
Given that the Erika had encountered problems with being accommodated in a port of refuge, the Commission decided that a European policy on ports of refuge needed to be developed.
Given that the Erika had encountered problems with being accommodated in a port of refuge, the Commission decided that a European policy on ports of refuge needed to be developed.
At the same time the Commission wanted to develop a system to improve the monitoring of ships travelling along our coasts.
At the same time the Commission wanted to develop a system to improve the monitoring of ships travelling along our coasts.
This is important in particular for ships which are in transit and are not heading for a European port.
This is important in particular for ships which are in transit and are not heading for a European port.
In the debate on the monitoring directive, your rapporteur argued firstly for compulsory insurance for ships, secondly for a compensation system for the reimbursement of costs and any damage caused to a port accommodating a ship in distress.
In the debate on the monitoring directive, your rapporteur argued firstly for compulsory insurance for ships, secondly for a compensation system for the reimbursement of costs and any damage caused to a port accommodating a ship in distress.
At that time it seemed premature to propose legislative measures on this topic.
At that time it seemed premature to propose legislative measures on this topic.
It was decided, however, to consider both proposals.
It was decided, however, to consider both proposals.
On 27 June 2002, under the Spanish Presidency, the directive was finally adopted.
On 27 June 2002, under the Spanish Presidency, the directive was finally adopted.
It represented in principle a major step forward in policy on the accommodation of ships in distress.
It represented in principle a major step forward in policy on the accommodation of ships in distress.
The Member States were required to transpose the measures by February 2004.
The Member States were required to transpose the measures by February 2004.
In November 2002, hardly six months after the Council had given its approval to this legal framework for the accommodation of ships in distress, the Prestige disaster occurred.
In November 2002, hardly six months after the Council had given its approval to this legal framework for the accommodation of ships in distress, the Prestige disaster occurred.
In spite of the legal framework which had just been approved, the Spanish authorities ordered the ship out to sea: 77 000 tonnes of crude oil escaped to pollute mainly Spanish coasts.
In spite of the legal framework which had just been approved, the Spanish authorities ordered the ship out to sea: 77 000 tonnes of crude oil escaped to pollute mainly Spanish coasts.
As a result of this environmental disaster, the Member States decided to bring forward the submission dates for plans for the accommodation of ships in distress.
As a result of this environmental disaster, the Member States decided to bring forward the submission dates for plans for the accommodation of ships in distress.
The European Parliament adopted two successive resolutions and decided to set up a Temporary Committee on Improving Safety at Sea (MARE).
The European Parliament adopted two successive resolutions and decided to set up a Temporary Committee on Improving Safety at Sea (MARE).
Your rapporteur was appointed to draw up the report of this temporary committee.
Your rapporteur was appointed to draw up the report of this temporary committee.
In the resolution of 21 April 2004, which was the result of the work of the MARE temporary committee, the European Parliament called inter alia for:
In the resolution of 21 April 2004, which was the result of the work of the MARE temporary committee, the European Parliament called inter alia for:
- the existing rules governing the accommodation of ships in distress to be fully implemented by the Member States;
- the existing rules governing the accommodation of ships in distress to be fully implemented by the Member States;
- every Member State to establish a clear decision-making and command structure for dealing with maritime emergencies and an independent authority having the powers and expertise to take the necessary decisions, in particular as regards the selection and mandatory assignment of an emergency mooring or port;
- every Member State to establish a clear decision-making and command structure for dealing with maritime emergencies and an independent authority having the powers and expertise to take the necessary decisions, in particular as regards the selection and mandatory assignment of an emergency mooring or port;
- the Commission to submit proposals as soon as possible for financial compensation for places of refuge;
- the Commission to submit proposals as soon as possible for financial compensation for places of refuge;
- the Commission to investigate the scope for introducing mandatory insurance for vessels in European waters.
- the Commission to investigate the scope for introducing mandatory insurance for vessels in European waters.
The Commission proposal amending Directive 2002/59/EC takes account of the calls made by the European Parliament, the Council, the Commission and the various interested parties on several points:
The Commission proposal amending Directive 2002/59/EC takes account of the calls made by the European Parliament, the Council, the Commission and the various interested parties on several points:
- tightening policy on the accommodation of ships in distress;
- tightening policy on the accommodation of ships in distress;
- designation by the Member States of an independent competent authority for the accommodation of ships in distress;
- designation by the Member States of an independent competent authority for the accommodation of ships in distress;
- measures to be taken in the presence of ice;
- measures to be taken in the presence of ice;
- treatment of uninsured ships;
- treatment of uninsured ships;
- development of SafeSeaNet, a European system for the exchange of maritime information.
- development of SafeSeaNet, a European system for the exchange of maritime information.
The Commission also made a number of new proposals:
The Commission also made a number of new proposals:
- use of AIS to be made compulsory for fishing vessels longer than 15 metres;
- use of AIS to be made compulsory for fishing vessels longer than 15 metres;
- tightening of the shipper’s obligation to provide information.
- tightening of the shipper’s obligation to provide information.
Proposals by your rapporteur
Proposals by your rapporteur
Introduction of automatic identification systems for fishing vessels
Introduction of automatic identification systems for fishing vessels
The Commission wishes fishing vessels to be required to be equipped with AIS: this would apply to the largest vessel category from 2008, and to the smallest (from 15 metres) from 2010.
The Commission wishes fishing vessels to be required to be equipped with AIS: this would apply to the largest vessel category from 2008, and to the smallest (from 15 metres) from 2010.
In this way the Commission seeks to reduce the number of collisions between large merchant vessels and fishing vessels.
In this way the Commission seeks to reduce the number of collisions between large merchant vessels and fishing vessels.
Your rapporteur considers it a good idea for fishing vessels to be more easily seen by large merchant vessels: a collision can have tragic consequences for their crew.
Your rapporteur considers it a good idea for fishing vessels to be more easily seen by large merchant vessels: a collision can have tragic consequences for their crew.
However, he doubts whether this measure can be achieved within the time frame proposed.
However, he doubts whether this measure can be achieved within the time frame proposed.
Installing AIS costs about EUR 2000 per ship.
Installing AIS costs about EUR 2000 per ship.
Fishermen are currently undergoing a major economic crisis, and do not have sufficient means to maintain their ships properly.
Fishermen are currently undergoing a major economic crisis, and do not have sufficient means to maintain their ships properly.
Asking them to make yet another investment whose economic benefits they do not immediately see will not be easy.
Asking them to make yet another investment whose economic benefits they do not immediately see will not be easy.
They also fear that AIS will lead to commercial espionage.
They also fear that AIS will lead to commercial espionage.
Your rapporteur therefore proposes a less stringent timetable, together with measures to prevent the misuse of AIS.
Your rapporteur therefore proposes a less stringent timetable, together with measures to prevent the misuse of AIS.
He does, however, propose that account be taken in this draft directive of progress which has been made in the context of the IMO regarding long-range identification systems (LRIT).
He does, however, propose that account be taken in this draft directive of progress which has been made in the context of the IMO regarding long-range identification systems (LRIT).
Obligation for the shipper to provide information
Obligation for the shipper to provide information
The Commission wants the shipper to provide the master or operator of a vessel with a data sheet setting out the physico-chemical properties and the viscosity of the mineral oils they are carrying.
The Commission wants the shipper to provide the master or operator of a vessel with a data sheet setting out the physico-chemical properties and the viscosity of the mineral oils they are carrying.
Consultations with the fishing industry show that this information is of high relevance to rescuers.
Consultations with the fishing industry show that this information is of high relevance to rescuers.
Your rapporteur therefore proposes that ships which are heading for a European port from outside the EU should also have access to this information.
Your rapporteur therefore proposes that ships which are heading for a European port from outside the EU should also have access to this information.
It also needs to be made clear that under no circumstances can the master be held liable for the shipper providing him with incorrect or misleading information.
It also needs to be made clear that under no circumstances can the master be held liable for the shipper providing him with incorrect or misleading information.
Designation of an independent competent authority
Designation of an independent competent authority
In making this proposal the Commission is responding to an important call by the European Parliament in its resolution of 21 April 2004.
In making this proposal the Commission is responding to an important call by the European Parliament in its resolution of 21 April 2004.
In order for a rescue operation to succeed, time is of the essence.
In order for a rescue operation to succeed, time is of the essence.
The successive disasters and near-disasters show us that much time was often wasted because it was not clear who was responsible for what, or because those competent to take a decision had to call on the expertise of a team which often had to be set up on an ad hoc basis.
The successive disasters and near-disasters show us that much time was often wasted because it was not clear who was responsible for what, or because those competent to take a decision had to call on the expertise of a team which often had to be set up on an ad hoc basis.
There therefore needs to be an authority or person taking sole responsibility for assistance when such disasters occur, and with the capacity to take completely independent decisions in full knowledge of the facts.
There therefore needs to be an authority or person taking sole responsibility for assistance when such disasters occur, and with the capacity to take completely independent decisions in full knowledge of the facts.
The role and competence of the British Secretary of State Representative (SOSREP) come closest to this system.
The role and competence of the British Secretary of State Representative (SOSREP) come closest to this system.
However, the task of the independent competent authority goes further than merely deciding on the accommodation of a ship in distress in a place of refuge.
However, the task of the independent competent authority goes further than merely deciding on the accommodation of a ship in distress in a place of refuge.
It also has to be able to ascertain as quickly as possible the actual state of the vessel, and to call upon the necessary assistance as soon as possible.
It also has to be able to ascertain as quickly as possible the actual state of the vessel, and to call upon the necessary assistance as soon as possible.
Fair treatment of masters and crew in the event of an accident
Fair treatment of masters and crew in the event of an accident
The trend towards treating ships’ crews as criminals is not conducive to safety at sea.
The trend towards treating ships’ crews as criminals is not conducive to safety at sea.
For fear of arrest, masters often postpone calling for help.
For fear of arrest, masters often postpone calling for help.
Sometimes they try to press on in order to reach a coastal state which is more ‘lenient’ in that respect, thus wasting valuable time.
Sometimes they try to press on in order to reach a coastal state which is more ‘lenient’ in that respect, thus wasting valuable time.
The guidelines recently adopted within the IMO are a step in the right direction.
The guidelines recently adopted within the IMO are a step in the right direction.
Consequences of absence of an insurance certificate or financial guarantee
Consequences of absence of an insurance certificate or financial guarantee
First of all, vessels which have not given any notification of financial security, or do not possess an insurance certificate or financial guarantee, are regarded as a potential danger to shipping under Article 16 and are consequently to be closely monitored.
First of all, vessels which have not given any notification of financial security, or do not possess an insurance certificate or financial guarantee, are regarded as a potential danger to shipping under Article 16 and are consequently to be closely monitored.
Secondly, the absence of evidence of financial security is to be a factor in the assessment and decision on accommodating a ship in distress.
Secondly, the absence of evidence of financial security is to be a factor in the assessment and decision on accommodating a ship in distress.
Your rapporteur supports the first of these proposals.
Your rapporteur supports the first of these proposals.
Ships without insurance should be regarded as suspect.
Ships without insurance should be regarded as suspect.
They should be subjected to stricter checks when putting into a port and should be strongly urged to take out insurance.
They should be subjected to stricter checks when putting into a port and should be strongly urged to take out insurance.