natgillin/translations-raw huggingface dataset:
Nicméně, pokud NAFO rozhodne, že tyto úrovně TAC nezajistí udržitelné využívání rybolovných zdrojů z této populace (nebo pokud se naopak zjistí, že došlo k obnově zdrojů) , Rada kvalifikovanou většinou na základě návrhu Komise upraví TAC stanovené v prvním pododstavci v souladu s rozhodnutím NAFO.
However, where it is decided by NAFO that those TAC levels will not ensure a sustainable fishery of that stock (or where, on the other hand, recovery of the stock is detected) , the Council, acting by a qualified majority on a proposal from the Commission, shall adjust the TAC provided for in the first subparagraph in conformity with the decision by NAFO.
Any alteration to the TAC should take into account the possibility that stocks have recovered - this being precisely the purpose of the plan.
Any alteration to the TAC should take into account the possibility that stocks have recovered - this being precisely the purpose of the plan.
Každý členský stát rozdělí svojí kvótu pro platýse černého mezi svá plavidla, která jsou uvedena na seznamu uvedeném v odstavci 1.
Each Member State shall allocate its quota for Greenland halibut among its vessels included in the list referred to in paragraph 1.
Členské státy informují Komisi o rozdělení kvóty nejpozději do 15. prosince každého roku.
Member States shall inform the Commission of the allocation of quotas not later than 15 December each year.
Každý členský stát podnikne nezbytné kroky k rozdělení svojí kvóty pro platýse černého mezi svá plavidla, která jsou uvedena na seznamu uvedeném v odstavci 1.
Each Member State shall take the necessary action to allocate its quota for Greenland halibut among its vessels included in the list referred to in paragraph 1.
Členské státy informují Komisi o rozdělení kvóty nejpozději do 15. ledna každého roku.
Member States shall inform the Commission of the allocation of quotas not later than 15 January each year.
This rewording of the text brings it into line with what was agreed for 2005 and results in a deadline for notifying quota allocations which corresponds more closely to actual practice.
This rewording of the text brings it into line with what was agreed for 2005 and results in a deadline for notifying quota allocations which corresponds more closely to actual practice.
In order to ensure that catches are satisfactorily monitored without the need for excessive obligations to be imposed, it seems reasonable that reports on Greenland halibut caught in the area should be submitted every third day rather than on a daily basis
In order to ensure that catches are satisfactorily monitored without the need for excessive obligations to be imposed, it seems reasonable that reports on Greenland halibut caught in the area should be submitted every third day rather than on a daily basis
Denní množství platýze černého uchovávaná na palubě během pobytu plavidla v podoblasti 2 a v divizích 3KLMNO budou na palubě uskladněna odděleně od ostatních úlovků a jasně označena.
The daily quantities of Greenland halibut retained on board during the vessel’s stay in NAFO Sub-area 2 and Divisions 3KLMNO shall be stored on board separately from the other catches and clearly labelled.
S ohledem na bezpečnost posádky a navigaci plavidla, za které odpovídá a o nichž rozhoduje kapitán lodi, denní množství platýze černého uchovávaná na palubě během pobytu plavidla v podoblasti 2 a v divizích 3KLMNO budou na palubě uskladněna odděleně od ostatních úlovků a jasně označena.
Taking into account the safety of the crew and the movements of the vessel, both of which fall under the powers and responsibilities of the captain, the daily quantities of Greenland halibut retained on board during the vessel’s stay in NAFO Sub-area 2 and Divisions 3KLMNO shall be stored on board separately from the other catches and clearly labelled.
The NAFO rules make explicit reference to this point, which is most important in terms of safety.
The NAFO rules make explicit reference to this point, which is most important in terms of safety.
Povolená odchylka v odhadu množství ohlášených v deníku
Margin of tolerance in the estimation of quantities reported in the logbook
L 276, 10.10.1983, s. 1. a čl.
OJ L 276, 10.10.1983, p.
A unilateral limit on margins of tolerance cannot be accepted, given that NAFO has not stipulated anything in this area.
A unilateral limit on margins of tolerance cannot be accepted, given that NAFO has not stipulated anything in this area.
Opatření stanovená v tomto článku se použijí výlučně na plavidla nesoucí zvláštní povolení k rybolovu stanovené v článku 4.
The measures laid down in this Article shall apply exclusively to the vessels with a special fishing permit which are referred to in Article 4.
This paragraph is included for the purpose of identifying the vessels to which the specific rules will apply.
This paragraph is included for the purpose of identifying the vessels to which the specific rules will apply.
This paragraph is included for the purpose of identifying the vessels to which the specific rules will apply.
This paragraph is included for the purpose of identifying the vessels to which the specific rules will apply .
At its 25th Annual meeting of 15 - 19 September 2003, the Northwest Atlantic Fisheries organisation (NAFO) adopted a rebuilding plan for Greenland halibut in the NAFO Sub-area 2 and divisions 3KLMNO.
At its 25th Annual meeting of 15 - 19 September 2003, the Northwest Atlantic Fisheries organisation (NAFO) adopted a rebuilding plan for Greenland halibut in the NAFO Sub-area 2 and divisions 3KLMNO.
The plan foresees a reduction of the TAC level until 2007 as well as additional control measures to ensure its application.
The plan foresees a reduction of the TAC level until 2007 as well as additional control measures to ensure its application.
The Rebuilding Plan objective is to attain a level of exploitable biomass of five years and older of 140.000 tonnes on average thus assuring the stock over the long term.
The Rebuilding Plan objective is to attain a level of exploitable biomass of five years and older of 140.000 tonnes on average thus assuring the stock over the long term.
The rebuilding plan was implemented on a provisional basis in Council Regulation 2287/2003 of 19 December 2003 which fixed the fishing opportunities and associated conditions for certain fish stocks and groups of fish stocks for 2004, and Council Regulation No 27/2005 of 22 December 2004 establishing the TACs for 2005 applicable in Community waters and, for Community vessels, in waters where catch limitations are required.
The rebuilding plan was implemented on a provisional basis in Council Regulation 2287/2003 of 19 December 2003 which fixed the fishing opportunities and associated conditions for certain fish stocks and groups of fish stocks for 2004, and Council Regulation No 27/2005 of 22 December 2004 establishing the TACs for 2005 applicable in Community waters and, for Community vessels, in waters where catch limitations are required.
The Commission proposed to the Council and the Parliament a Council Regulation ( COM(2004)0640 ) to implement the NAFO's recovery plan according to the rules provided for in Article 5 of Council Regulation (EC) No 2371/2002 of 20 December 2002 on the conservation and sustainable exploitation of fisheries resources under the Common Fisheries Policy, which is similar to other recovery plans such as hake, cod and sole resources.
The Commission proposed to the Council and the Parliament a Council Regulation ( COM(2004)0640 ) to implement the NAFO's recovery plan according to the rules provided for in Article 5 of Council Regulation (EC) No 2371/2002 of 20 December 2002 on the conservation and sustainable exploitation of fisheries resources under the Common Fisheries Policy, which is similar to other recovery plans such as hake, cod and sole resources.
The Council proposal is coherent with the basis set in the new fisheries policy.
The Council proposal is coherent with the basis set in the new fisheries policy.
It is in line with other recovery plans and includes control measures which are already applied by the community fleet operating in the NAFO area.
It is in line with other recovery plans and includes control measures which are already applied by the community fleet operating in the NAFO area.
Návrh nařízení Rady, kterým se stanoví plán obnovy pro platýse černého v rámci Organizace pro rybolov v severozápadním Atlantiku
Proposal for a Council regulation establishing a rebuilding plan for Greenland halibut in the framework of the Northwest Atlantic Fisheries Organisation
Zpochybnění právního základu
Financial endowment amended Date of BUDG opinion
Datum, kdy Výbor JURI zaujal stanovisko
European Economic and Social Committee consulted Date of decision in plenary
Změna finanční dotace Datum, kdy Výbor BUDG zaujal stanovisko
Committee of the Regions consulted Date of decision in plenary
Elspeth Attwooll, Niels Busk, Luis Manuel Capoulas Santos, David Casa, Zdzisław Kazimierz Chmielewski, Carmen Fraga Estévez, Ioannis Gklavakis, Alfred Gomolka, Heinz Kindermann, Henrik Dam Kristensen, Albert Jan Maat, Rosa Miguélez Ramos, Philippe Morillon, Neil Parish, Dirk Sterckx, Catherine Stihler
Elspeth Attwooll, Niels Busk, Luis Manuel Capoulas Santos, David Casa, Zdzisław Kazimierz Chmielewski, Carmen Fraga Estévez, Ioannis Gklavakis, Alfred Gomolka, Heinz Kindermann, Henrik Dam Kristensen, Albert Jan Maat, Rosa Miguélez Ramos, Philippe Morillon, Neil Parish, Dirk Sterckx, Catherine Stihler
Duarte Freitas, James Nicholson, Carl Schlyter
Duarte Freitas, James Nicholson, Carl Schlyter
ke společnému postoji Rady k přijetí směrnice Evropského parlamentu a Rady, kterou se mění směrnice Rady 76/115/EHS o sbližování právních předpisů členských států týkajících se kotevních úchytů bezpečnostních pásů motorových vozidel
on the Council common position for adopting a directive of the European Parliament and of the Council amending Council Directive 76/115/EEC on the approximation of the laws of the Member States relating to anchorages for motor-vehicle safety belts
PE 355.405v02-00
PE 355.405v02-00
– s ohledem na doporučení pro druhé čtení dané Výborem pro dopravu a cestovní ruch ( A6‑0117/2005 ),
– having regard to the recommendation for second reading of the Committee on Transport and Tourism ( A6‑0117/2005 ),
BOD ODŮVODNĚNÍ 9 A (nový)
RECITAL 9 A (new)
9a) Výjimky udělené příslušnými orgány členských států pro vozidla navržena jako konferenční autobusy a vyráběna v malých sériích nebo jako individuální vozidla, by měly, pokud jde o registraci, prodej nebo uvedení těchto vozidel do provozu, být automaticky uznávány v ostatních členských státech.
(9a) Exemptions granted by the competent authorities of Member States for vehicles designed as conference buses and produced in small series or as individual vehicles should be automatically recognised in the other Member States as far as the use, sale and registration of those vehicles is concerned.
Exemptions granted on a national basis which can, but do not have to be accepted by other national authorities can create a distortion of the market for the producers of the vehicles concerned, create much red tape for national administration and cause uncertainty for the users of these vehicles.
Exemptions granted on a national basis which can, but do not have to be accepted by other national authorities can create a distortion of the market for the producers of the vehicles concerned, create much red tape for national administration and cause uncertainty for the users of these vehicles.
Automatic recognition of these exemptions would not only eliminate these inconveniences but also provide an incentive for national authorities to proceed very carefully when granting exemptions.
Automatic recognition of these exemptions would not only eliminate these inconveniences but also provide an incentive for national authorities to proceed very carefully when granting exemptions.
Článek 5 a (nový) (směrnice 76/115/EHS)
Article 5 a (new) (Directive 76/115/EEC)
1a) Vkládá se tento článek:
1a) The following Article shall be inserted:
„Článek 5a
"Article 5a
Příloha I bod 4.3.2 (směrnice 76/115/EHS)
Annex I, point 4.3.2 (Directive 76/115/EEC)
ba) Bod 4.3.2 se nahrazuje tímto:
ba) Point 4.3.2 shall be amended as follows:
Follows on necessarily from the amendment to Directive 74/408/EEC relating to motor vehicles with regard to the seats, their anchorages and head restraints.
Follows on necessarily from the amendment to Directive 74/408/EEC relating to motor vehicles with regard to the seats, their anchorages and head restraints.
Příloha I bod 5.4.6 nadpis (směrnice 76/115/EHS)
Annex I, point 5.4.6 (Directive 76/115/EEC)
ca) Nadpis bodu 5.4.6 se nahrazuje tímto:
ca) The title of point 5.4.6 shall be amended as follows:
This is a necessary consequence of the amendment to Directive 74/408/EEC relating to motor vehicles with regard to the seats, their anchorages and head restraints.
This is a necessary consequence of the amendment to Directive 74/408/EEC relating to motor vehicles with regard to the seats, their anchorages and head restraints.
Příloha I dodatek 1 tabulka (směrnice 76/115/EHS)
Annex I, Appendix 1, table (Directive 76/115/EEC)
Kategorie vozidla
Vehicle category
Sedadla směrující dopředu
Forward facing seating positions
Sedadla směrující dozadu
Rear facing
Sedadla směrující do strany
Side facing
3 nebo 2 Æ
3 or 2 Æ
3 nebo 2 *
3 or 2 *
M 2 < 3,5 t
M 2 < 3,5 t
M 2 > 3,5 t
M 2 > 3,5 t
3 nebo 2 z
3 or 2 z
M 3
M 3
N 1 , N 2 & N 3
N 1 , N 2 & N 3
2 nebo 0 #
2 or 0 #
This is a necessary consequence of the amendment to Directive 74/408/EEC relating to motor vehicles with regard to the seats, their anchorages and head restraints systems.
This is a necessary consequence of the amendment to Directive 74/408/EEC relating to motor vehicles with regard to the seats, their anchorages and head restraints systems.
General framework
General framework
· The measures proposed by the Commission form part of a package of three proposals, which should be kept together and treated in parallel because modifications in one proposal (for the sake of coherence) have automatic repercussions on the two others.
· The measures proposed by the Commission form part of a package of three proposals, which should be kept together and treated in parallel because modifications in one proposal (for the sake of coherence) have automatic repercussions on the two others.
This proposal concerns basically the approximation of the laws of the Member States relating to the anchorages for safety belts in other motor vehicles than passenger cars.
This proposal concerns basically the approximation of the laws of the Member States relating to the anchorages for safety belts in other motor vehicles than passenger cars.
Currently Community law requires the installation of safety belts and the safe anchorages of these belts only in passenger cars (M 1 category).
Currently Community law requires the installation of safety belts and the safe anchorages of these belts only in passenger cars (M 1 category).
The Commission proposes here to include also the categories M 2 (mini-buses with maximum 8 passengers + driver), M 3 (bigger buses and coaches, except city buses) and the N category covering N 1 (light commercial vehicles of up to 3.5 tonnes), N 2 (medium commercial vehicles of between 3.5 and 16 tonnes) and N 3 (heavy commercial vehicles over 16 tonnes).
The Commission proposes here to include also the categories M 2 (mini-buses with maximum 8 passengers + driver), M 3 (bigger buses and coaches, except city buses) and the N category covering N 1 (light commercial vehicles of up to 3.5 tonnes), N 2 (medium commercial vehicles of between 3.5 and 16 tonnes) and N 3 (heavy commercial vehicles over 16 tonnes).
· This proposal fits into the broader action programme launched by the Commission and approved by the EP, aimed at bringing down the number of road fatalities as it has been outlined in the White-book for the European Transport policy for 2010 (COM(2001)370).
· This proposal fits into the broader action programme launched by the Commission and approved by the EP, aimed at bringing down the number of road fatalities as it has been outlined in the White-book for the European Transport policy for 2010 (COM(2001)370).
· More specifically, following several serious accidents with buses on the 8 th May 2003 in Hungary (33 victims), on 18 th May 2003 in Lyon (28 victims), the chairman of the EP's Committee on Regional Policy, Transport and Tourism, Mr Caveri, tabled a resolution ( B5-0338/2003 ) on behalf of this Committee, asking in its paragraph 6 the Commission to make legislative proposals to modify directives 77/541/EEC, 74/408/EEC and 75/115/EEC in the sense to render mandatory the installation of safety belts in coaches and in paragraph 7 the mandatory use of safety belts in tourist coaches.
· More specifically, following several serious accidents with buses on the 8 th May 2003 in Hungary (33 victims), on 18 th May 2003 in Lyon (28 victims), the chairman of the EP's Committee on Regional Policy, Transport and Tourism, Mr Caveri, tabled a resolution ( B5-0338/2003 ) on behalf of this Committee, asking in its paragraph 6 the Commission to make legislative proposals to modify directives 77/541/EEC, 74/408/EEC and 75/115/EEC in the sense to render mandatory the installation of safety belts in coaches and in paragraph 7 the mandatory use of safety belts in tourist coaches.
· With this last request the EP stimulated a legislative process which was already under way, i.e. the modification of Directive 91/671/EEC for which Mrs Hedkvist Petersen was the RETT committee's rapporteur.
· With this last request the EP stimulated a legislative process which was already under way, i.e. the modification of Directive 91/671/EEC for which Mrs Hedkvist Petersen was the RETT committee's rapporteur.
By adopting this report in second reading, the EP agreed with the Council as a matter of principle on the mandatory use of safety belts wherever they are installed.
By adopting this report in second reading, the EP agreed with the Council as a matter of principle on the mandatory use of safety belts wherever they are installed.
· The next step is now to extend the number of vehicle categories where safety belts have to be installed and thus will have to be used.
· The next step is now to extend the number of vehicle categories where safety belts have to be installed and thus will have to be used.
Moreover, their fixations (anchorages) have to comply with stricter requirements because, unlike safety belts in passenger cars which are fixed on the chassis of the car, safety belts in buses are fixed to the seats which in their turn have to withstand considerable kinetic forces in case of an accident and have to be reinforced accordingly.
Moreover, their fixations (anchorages) have to comply with stricter requirements because, unlike safety belts in passenger cars which are fixed on the chassis of the car, safety belts in buses are fixed to the seats which in their turn have to withstand considerable kinetic forces in case of an accident and have to be reinforced accordingly.
This is what this coherent package of three proposals is aiming at.
This is what this coherent package of three proposals is aiming at.
· It is important to mention that the provisions contained in this proposal in many Member States are already in force but purely on the basis of national legislation.
· It is important to mention that the provisions contained in this proposal in many Member States are already in force but purely on the basis of national legislation.
Consequently, this proposal (see Appendix attached to the Commission text) can be considered as a regularisation on an EU level of an existing situation.
Consequently, this proposal (see Appendix attached to the Commission text) can be considered as a regularisation on an EU level of an existing situation.
· It is equally important to notice that for the M 3 category (class III and B-buses) Member States can grant exemptions for small series of vehicles.
· It is equally important to notice that for the M 3 category (class III and B-buses) Member States can grant exemptions for small series of vehicles.
This possibility remains unaffected even after the entry into force of these three directives, and provides already the flexibility the EP had been asking for in first reading.
This possibility remains unaffected even after the entry into force of these three directives, and provides already the flexibility the EP had been asking for in first reading.
The Common position
The Common position
· In the Common Position which was adopted unanimously, the Council:
· In the Common Position which was adopted unanimously, the Council:
- has modified Article 1, in order to allow Member States to exempt anchorages for safety belts and for restrain systems intended for disabled people from compliance with the provisions of the Directive;
- has modified Article 1, in order to allow Member States to exempt anchorages for safety belts and for restrain systems intended for disabled people from compliance with the provisions of the Directive;
- has added a new article to invite the Commission to examine specific procedures to harmonize the requirements for disabled people;
- has added a new article to invite the Commission to examine specific procedures to harmonize the requirements for disabled people;
- has postponed the various dates of entry into force in Article 3;
- has postponed the various dates of entry into force in Article 3;
- has rejected the four EP amendments, aiming in Article 1 at fitting anchorages for a two-point belt on side-facing seats in tourist coaches, since the Council shares the Commission's view regarding the danger of side-facing seats in all kinds of vehicles.
- has rejected the four EP amendments, aiming in Article 1 at fitting anchorages for a two-point belt on side-facing seats in tourist coaches, since the Council shares the Commission's view regarding the danger of side-facing seats in all kinds of vehicles.
· The rapporteur takes the view that safety should be the overriding consideration .
· The rapporteur takes the view that safety should be the overriding consideration .
Until now no satisfactory restraint system for side-facing seats offering the same level of protection as for front or rear-facing seats is on the market.
Until now no satisfactory restraint system for side-facing seats offering the same level of protection as for front or rear-facing seats is on the market.
This view is completely in line with the requests made in resolution B5-0338/2003 , para 6 and 7.
This view is completely in line with the requests made in resolution B5-0338/2003 , para 6 and 7.
To allow explicitly side-facing seats would be not an appropriate political signal.
To allow explicitly side-facing seats would be not an appropriate political signal.
· However, it is important to recognise that there are specific needs in the market which require exemptions.
· However, it is important to recognise that there are specific needs in the market which require exemptions.
Until now these exemptions (in this case side-facing seats) were granted by the national authorities for small series of vehicles or even individual vehicles, pursuant to article 1 and 8 of directive 70/156/EEC, modified by directive 92/53/EEC.
Until now these exemptions (in this case side-facing seats) were granted by the national authorities for small series of vehicles or even individual vehicles, pursuant to article 1 and 8 of directive 70/156/EEC, modified by directive 92/53/EEC.
Even after the adoption of this proposal for a directive, directive 70/156/EEC remains in force and the possibility to grant exemptions will continue to exist (see point 1, last paragraph).
Even after the adoption of this proposal for a directive, directive 70/156/EEC remains in force and the possibility to grant exemptions will continue to exist (see point 1, last paragraph).