natgillin/translations-raw huggingface dataset:
Euroopa Ühenduses kasutatavate laevakütuste maksimaalne väävlisisaldus (teine etapp)
Maximum sulphur content of marine fuels used in the European Community (second phase)
Liikmesriigid võtavad kõik vajalikud meetmed tagamaks, et alates 1. jaanuarist 2010 ei kasutata nende territoriaalvetes, majandusvööndites ega saastekontrollialadel, mis on madala SOx-heitmete tasemega eripiirkonnas, laevakütuseid, mille väävlisisaldus ületab 0,5 massiprotsenti.
Member States shall take all necessary measures to ensure that from 1 January 2010 marine fuels are not used in the areas of their territorial seas, exclusive economic zones and pollution control zones falling within SOx Emission Control Areas if the sulphur content of those fuels exceeds 0,5% by mass.
Liikmesriigid võtavad kõik vajalikud meetmed tagamaks, et alates lõikes 1 sätestatud kuupäevast ei kasuta ühenduse sadamatesse või sadamatest sõitvad regulaarvedudega tegelevad reisilaevad nende territoriaalvetes, majandusvööndis ega saastekontrollialadel laevakütuseid, mille väävlisisaldus ületab 0,5 massiprotsenti.
Member States shall take all necessary measures to ensure that, from the date referred to in paragraph 1, marine fuels are not used in their territorial seas, exclusive economic zones and pollution control zones by passenger ships operating on regular services to or from any Community port if the sulphur content of those fuels exceeds 0,5% by mass.
Liikmesriigid peavad täitma seda nõuet vähemalt nende oma lippude all sõitvate ja nende sadamas olevate kõikide lippude all sõitvate aluste osas.
Member States shall be responsible for the enforcement of this requirement at least in respect of vessels flying their flags and vessels of all flags while in their ports.
Liikmesriigid võtavad kõik vajalikud meetmed tagamaks, et alates 1. jaanuarist 2014 ei kasutata nende territoriaalvetes ega majandusvööndis väljaspool madala SOx-heitmete tasemega eripiirkonda laevakütuseid, mille väävlisisaldus ületab 0,5 massiprotsenti.
Member States shall take all necessary measures to ensure that from 1 January 2014, marine fuels are not used in the areas of their territorial seas and exclusive economic zones outside SOx Emission Control Areas if the sulphur content of those fuels exceeds 0,5% by mass.
Liikmesriigid võtavad kõik vajalikud meetmed tagamaks, et alates lõikes 1 sätestatud kuupäevast oleks saadaval kõiki ühenduse sadamaid rahuldav kogus laevakütuseid, mille väävlisisaldus ei ületa 1,5 massiprotsenti.
Member States shall take all necessary measures to ensure that from the date referred to in paragraph 1, marine fuels with a sulphur content not exceeding 0,5% by mass are made available in sufficient quantities to meet demand in all Community ports.
As emissions from shipping will still contribute significantly to health and environmental problems also after the introduction of the ‘first step’ 1.5% sulphur limit, it is necessary to introduce a second step, with a further lowering down to 0.5%.
As emissions from shipping will still contribute significantly to health and environmental problems also after the introduction of the ‘first step’ 1.5% sulphur limit, it is necessary to introduce a second step, with a further lowering down to 0.5%.
Such reductions are needed for attaining the agreed health and environmental objectives of the EU’s fifth and sixth environmental action programmes.
Such reductions are needed for attaining the agreed health and environmental objectives of the EU’s fifth and sixth environmental action programmes.
(EP first reading Amendment 42).
(EP first reading Amendment 42).
Artikli 4 b lõike 2 punkt c a (uus) (direktiiv 1999/32/EÜ)
Article 4 b, paragraph 2, point ca (new) (Directive 1999/32/EC)
c a) laevadele, mis kasutavad sadamates ankrus olles kaldalt edastatavat elektrit;
(ca) to ships which connect to shoreside electricity while at berth in ports.
The use of low-sulphur marine gas oils in ports is a matter of high priority, and derogations/exemptions should be avoided to the largest extent possible.
The use of low-sulphur marine gas oils in ports is a matter of high priority, and derogations/exemptions should be avoided to the largest extent possible.
The use of shoreside electricity significantly reduces air and noise emissions in ports and should therefore be promoted.
The use of shoreside electricity significantly reduces air and noise emissions in ports and should therefore be promoted.
Artikli 4 c lõige 4 (direktiiv 1999/32/EÜ)
Article 4 c, paragraph 4 (Directive 1999/32/EC)
Artiklite 4 a ja 4 b nõuetele vastavate madala väävlisisaldusega laevakütuste kasutamise alternatiivina võivad liikmesriigid lubada laevadel kasutada heakskiidetud heitkoguste vähendamise tehnoloogiat eeldusel, et need laevad:
As an alternative to using low sulphur marine fuels meeting the requirements of Articles 4a and 4b, Member States may allow ships to use an approved emission abatement technology, provided that these ships:
Artiklite 4 a , 4 a a ja 4 b nõuetele vastavate laevakütuste kasutamise alternatiivina või sellele lisaks võivad liikmesriigid lubada laevadel kasutada heakskiidetud vähendamise tehnoloogiat eeldusel, et need laevad:
As an alternative or complement to using marine fuels meeting the requirements of Articles 4a , 4aa and 4b, Member States may allow ships to use an approved abatement technology, provided that these ships:
– saavutavad heitmete vähendamise vähemalt samas ulatuses, mis saadaks väävlisisalduse piiramisega kütustes käesoleva direktiivi alusel; ning
– achieve emission reductions which are at least equivalent to those which would be achieved through the limits on sulphur in fuel specified in this Directive; and
– vähendavad väävlioksiidide heitmete kogust, sh nii lisa- kui ka peakäiturites, 2,0 grammini või väiksema SO 2 koguseni kWh kohta vääveldioksiidi heitmete kogumassi alusel arvutatuna;
– reduce the total emission of sulphur oxides, including both auxiliary and main propulsion engines, to 2,0g SO 2 /kWh or less calculated as the total weight of sulphur dioxide emission;
- omavad heitmete pideva jälgimise seadmeid ning
- are fitted with continuous emission monitoring equipment; and
– dokumenteerivad sadamariikide võimude poolt IMO-le saadetud kriteeriumide alusel hoolikalt, et ükski jäätmevoog suletud sadamatesse ja suudmelahtedesse ei mõjutaks ökosüsteemi.
– document thoroughly that any waste streams discharged into enclosed ports, harbours and estuaries have no impact on ecosystems, based on criteria communicated by the authorities of port States to the IMO.
– dokumenteerivad sadamariikide võimude poolt IMO-le saadetud kriteeriumide alusel hoolikalt, et ükski jäätmevoog suletud sadamatesse ja suudmelahtedesse ei mõjutaks ökosüsteemi.
– document thoroughly that any waste streams discharged into enclosed ports, harbours and estuaries have no impact on ecosystems, based on criteria communicated by authorities of port States to the IMO.
The use of abatement technologies should be allowed not only as an alternative, but also as a complement to using low-sulphur fuels, as this could result in additional emission reductions.
The use of abatement technologies should be allowed not only as an alternative, but also as a complement to using low-sulphur fuels, as this could result in additional emission reductions.
In order to ensure the functioning of the technical equipment, ships using abatement technologies should be required to use continuous emissions monitoring equipment.
In order to ensure the functioning of the technical equipment, ships using abatement technologies should be required to use continuous emissions monitoring equipment.
(EP first reading Amendment 43)
(EP first reading Amendment 43)
ARTIKLI 1 PUNKTI 6 PUNKT -A (uus)
ARTICLE 1, POINT 6, POINT (-A) (new)
Artikli 6 pealkiri (direktiiv 1999/32/EÜ)
Article 6, title (Directive 1999/32/EC)
-a) pealkiri asendatakse järgnevaga:
(-a) the title shall be replaced by the following:
“Järelevalve ja sanktsioonid”
“Monitoring and penalties”
ARTIKLI 1 PUNKT 6 PUNKT A
ARTICLE 1, POINT 6 (A)
Artikli 6 lõike 1 a esimene lõik (direktiiv 1999/32/EÜ)
Article 6, paragraph 1 a, subparagraph 1 (Directive 1999/32/EC)
Liikmesriigid võtavad vajalikud meetmed tagamaks, et laevakütuste väävlisisaldus vastaks artiklite 4 a ja 4 b sätetele.
Member States shall take the necessary measures to ensure that the sulphur content of marine fuels complies with the relevant provisions of Articles 4a and 4b.
Liikmesriigid võtavad vajalikud meetmed tagamaks, et laevakütuste väävlisisaldus vastaks artiklite 4 a , 4 a a ja 4 b sätetele.
Member States shall take the necessary measures to ensure that the sulphur content of marine fuels complies with the relevant provisions of Articles 4a , 4aa and 4b.
(EP first reading Amendment 26 in part).
(EP first reading Amendment 26 in part).
Artikli 6 lõike 1 a neljas lõik (direktiiv 1999/32/EÜ)
Article 6, paragraph 1 a, subparagraph 4 (Directive 1999/32/EC)
Liikmesriigid võtavad õigustatud ja kohased meetmed ka nende laevakütuste väävlisisalduse järelevalve osas, mille kohta artiklid 4 a ja 4 b ei kehti.
Member States shall also take reasonable measures , as appropriate, to monitor the sulphur content of marine fuels other than those to which Articles 4a and 4b apply
Liikmesriigid võtavad meetmed ka nende laevakütuste väävlisisalduse järelevalve osas, mille kohta artiklid 4 a , 4 a a ja 4 b ei kehti.
Member States shall also take measures to monitor the sulphur content of marine fuels other than those to which Articles 4a , 4aa and 4b apply.
Liikmesriigid kehtestavad reeglid nende sanktsioonide kohaldamise kohta, mida rakendatakse järelevalve ja näidiste esitamise sätete mittetäitmise puhul, ja võtavad kõik vajalikud meetmed, et tagada nende proportsionaalsus ja hoiatav rakendamine.
Member States shall lay down the rules on effective penalties applicable to infringements of the monitoring and sampling provisions and shall take all necessary measures to ensure that they are proportionate and implemented in a dissuasive manner.
Penalties need to be sufficiently high not to give incentives for fraudulent samples.
Penalties need to be sufficiently high not to give incentives for fraudulent samples.
(EP first reading Amendments 26 and 29 in part).
(EP first reading Amendments 26 and 29 in part).
ARTIKLI 1 PUNKT 7
ARTICLE 1, POINT 7
Artikli 7 lõige 2 (direktiiv 1999/32/EÜ)
Article 7, paragraph 2 (Directive 1999/32/CE)
Võttes muu hulgas aluseks:
On the basis, inter alia, of:
a) artikli 1 kohaselt esitatud aastaaruanded;
(a) annual reports submitted in accordance with paragraph 1;
b) täheldatud trende õhukvaliteedi, hapestumise, kütusele tehtud kulutuste ja teistele transpordikandjatele ümbersuunamise osas ning
(b) observed trends in air quality, acidification, fuel costs and modal shift; and
c)edusamme, mis on tehtud laevade vääveloksiidide heitmete vähendamisel ühenduse sellekohastele algatustele järgnenud IMO mehhanismide kaudu;
(c) progress in reducing emissions of sulphur oxides from ships through IMO mechanisms following Community initiatives in this regard;
d) artikli 4 a lõikes 4 sisalduvate meetmete uus kulude ja tulude analüüs, mis sisaldab otsest ja kaudset tulu keskkonnale,
(d) a new cost-benefit analysis, including direct and indirect environmental benefits, of measures contained in Article 4a(4),
esitab komisjon Euroopa Parlamendile ja nõukogule 2008. aastaks aruande .
the Commission shall, by 2008, submit a report to the European Parliament and to the Council .
Komisjon võib koos aruandega esitada ettepanekuid käesoleva direktiivi muutmiseks, eriti selles osas, mis käsitleb üksikute kütuseliikide väävlisisalduse piirmäärade teist astet, ja IMO tööd arvesse võttes nende merepiirkondade osas, kus tuleb kasutada madala väävlisisaldusega laevakütuseid.
The Commission may submit with its report proposals for amending this Directive, in particular as regards a second stage of sulphur limit values laid down for each fuel category and, taking account of work within the IMO , the sea areas where low sulphur marine fuels are to be used.
esitab komisjon Euroopa Parlamendile ja nõukogule 2008. aastaks aruande ning ettepanekud käesoleva direktiivi muutmiseks, eriti selles osas, mis käsitleb üksikute kütuseliikide väävlisisalduse piirmäärasid, nende merepiirkondade osas, kus tuleb kasutada madala väävlisisaldusega laevakütuseid, ja ettepanekuid merelaevade õhusaaste muude vähendamisviiside kohta, k.a laevakütuste täielik spetsifikaat vastavalt Euroopa Parlamendi ja nõukogu 13. oktoobri 1998. aasta direktiivile 98/70/EÜ, mis puudutab bensiini ja diiselkütuse kvaliteeti ja muudab nõukogu direktiivi 93/12/EMÜ.
the Commission shall, by 2008, submit to the European Parliament and to the Council a report and proposals for amending this Directive, in particular as regards the limit values laid down for each fuel category, the sea areas where low sulphur marine fuels are to be used , and proposals to reduce other forms of air pollution from seagoing ships, including full specifications for marine fuel along the lines of Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the quality of petrol and diesel fuels and amending Council Directive 93/12/EEC.
Komisjon esitab Euroopa Parlamendile ja nõukogule aruande meetmete kohta, mida on rakendatud käesoleva direktiivi sätete kaasamiseks MARPOLi konventsiooni.
The Commission shall submit to the European Parliament and the Council a report on the measures taken to anchor the provisions of this Directive in the MARPOL Convention.
(EP first reading Amendment 32 in part).
(EP first reading Amendment 32 in part).
Implementation of Article 4 c on "Trials and use of new abatement technologies" should be taken into account in reports and review proposals by the Commission required in Article 7.
Implementation of Article 4 c on "Trials and use of new abatement technologies" should be taken into account in reports and review proposals by the Commission required in Article 7.
Moreover, given the multiple effects of, and interrelations between, different fuel quality parameters, the Commission should have as a priority to investigate and make a proposal for an EU directive setting full quality standards for marine fuels along the lines of Directive 98/70/EC.
Moreover, given the multiple effects of, and interrelations between, different fuel quality parameters, the Commission should have as a priority to investigate and make a proposal for an EU directive setting full quality standards for marine fuels along the lines of Directive 98/70/EC.
Artikli 7 lõige 3 a (uus) (direktiiv 1999/32/EÜ)
Article 7, paragraph 3 a (new) (Directive 1999/32/EC)
Mis puudutab võimalikke ettepanekuid, millega lubataks laevade kasutajatel või nende gruppidel, kes kasutavad heitmete vähendamise tehnoloogiaid, muutmata laevade SO 2 heitmeid muudetud laevade arvel maha arvestada, siis selliseid skeeme võib lubada vaid siis, kui on selgelt tõestatud, et see on nii tervisele kui ka keskkonnale madala väävlisisaldusega laevakütuste kasutamise asemel kasulikum.
As regards possible proposals whereby ship operators or groups of ship operators using abatement technologies would be allowed to offset SO 2 emissions from modified ships against non-modified ships, such schemes shall only be permitted provided that environmental and health benefit compared to the use of low sulphur marine fuels can be clearly demonstrated.
EP first reading amendment 44 rephrased.
EP first reading amendment 44 rephrased.
The emissions resulting from the use of fuels containing sulphur adversely affect both human health and the environment.
The emissions resulting from the use of fuels containing sulphur adversely affect both human health and the environment.
Sulphur and nitrogen oxides (SO 2 (i.e. sulphur dioxide) and NO x ) cause acidification, which as well as damaging the natural environment, also disintegrates buildings and cultural monuments.
Sulphur and nitrogen oxides (SO 2 (i.e. sulphur dioxide) and NO x ) cause acidification, which as well as damaging the natural environment, also disintegrates buildings and cultural monuments.
These oxides form secondary particulate matter (PM) in the air.
These oxides form secondary particulate matter (PM) in the air.
When people are exposed to these emissions, the result is an increase in mortality and illnesses such as asthma, bronchitis, and heart diseases.
When people are exposed to these emissions, the result is an increase in mortality and illnesses such as asthma, bronchitis, and heart diseases.
The WHO estimates that exposure to particulate matter in outdoor air causes approximately 100 000 deaths a year in Europe and 725 000 life years are lost for the same reason.
The WHO estimates that exposure to particulate matter in outdoor air causes approximately 100 000 deaths a year in Europe and 725 000 life years are lost for the same reason.
In addition, nitrogen oxides lead to the formation of ozone and eutrophication in the lower atmosphere.
In addition, nitrogen oxides lead to the formation of ozone and eutrophication in the lower atmosphere.
Emissions from shipping account for a significant proportion of air impurities in most EU coastal areas.
Emissions from shipping account for a significant proportion of air impurities in most EU coastal areas.
Sulphur dioxide emissions from land sources fell in the EU 15 by about 60% from 1990 to 2000 and will presumably drop further, by between 75% and 80%, by 2010.
Sulphur dioxide emissions from land sources fell in the EU 15 by about 60% from 1990 to 2000 and will presumably drop further, by between 75% and 80%, by 2010.
By contrast, SO 2 emissions from vessels sailing in European sea areas have been rising and by 2010 their volume will probably exceed 75% of emissions from land sources as a whole, including transport and energy generation.
By contrast, SO 2 emissions from vessels sailing in European sea areas have been rising and by 2010 their volume will probably exceed 75% of emissions from land sources as a whole, including transport and energy generation.
In view of the fact that the new purity requirements for diesel oil for use in road transport entered into force on 1 January 2005, sulphur emissions from ships, per tonne and kilometre, are now 150 to 300 times those produced by lorries.
In view of the fact that the new purity requirements for diesel oil for use in road transport entered into force on 1 January 2005, sulphur emissions from ships, per tonne and kilometre, are now 150 to 300 times those produced by lorries.
Acidification beyond a sustainable level for the natural environment is a problem above all in northern Europe.
Acidification beyond a sustainable level for the natural environment is a problem above all in northern Europe.
However, the decay of buildings and cultural monuments is a serious problem also extending to more southern parts of Europe.
However, the decay of buildings and cultural monuments is a serious problem also extending to more southern parts of Europe.
The harmful health effects of shipping emissions are likewise spread over the whole of Europe.
The harmful health effects of shipping emissions are likewise spread over the whole of Europe.
The ozone formation in the lower atmosphere caused by nitrogen oxides poses a considerable health problem in the Mediterranean region.
The ozone formation in the lower atmosphere caused by nitrogen oxides poses a considerable health problem in the Mediterranean region.
Emissions from ships consequently need to be reduced substantially throughout the EU, in order to attain the goal charted in the Commission’s transport policy White Paper (namely to make shipping a more sustainable mode of transport) and achieve the long-term aim laid down in the fifth and sixth environmental action programmes (whereby critical load levels and concentrations should not be exceeded and everyone should be protected effectively from the harmful health effects of air impurities).
Emissions from ships consequently need to be reduced substantially throughout the EU, in order to attain the goal charted in the Commission’s transport policy White Paper (namely to make shipping a more sustainable mode of transport) and achieve the long-term aim laid down in the fifth and sixth environmental action programmes (whereby critical load levels and concentrations should not be exceeded and everyone should be protected effectively from the harmful health effects of air impurities).
The main points of the Commission proposal are:
The main points of the Commission proposal are:
– a 1.5% marine fuel sulphur limit is laid down for the for the SO x emission control areas, that is to say, the North Sea, the English Channel, and the Baltic Sea, as provided for in Annex VI to the MARPOL Convention;
– a 1.5% marine fuel sulphur limit is laid down for the for the SO x emission control areas, that is to say, the North Sea, the English Channel, and the Baltic Sea, as provided for in Annex VI to the MARPOL Convention;
– a 1.5% fuel sulphur limit is laid down for passenger vessels on regular services to or from Community ports;
– a 1.5% fuel sulphur limit is laid down for passenger vessels on regular services to or from Community ports;
– a 0.2% fuel sulphur limit is introduced for ships at berth in EU ports.
– a 0.2% fuel sulphur limit is introduced for ships at berth in EU ports.
The benefits of lower emissions cannot be fully expressed in money terms.
The benefits of lower emissions cannot be fully expressed in money terms.
In the Commission’s research, which does not allow for the gain stemming from a reduction in acidification, the annual benefits are estimated at €2.7 bn and the costs, at €1.1.
In the Commission’s research, which does not allow for the gain stemming from a reduction in acidification, the annual benefits are estimated at €2.7 bn and the costs, at €1.1.
Parliament’s first reading
Parliament’s first reading
In its first reading
In its first reading
On 4 June 2003.
On 4 June 2003.
Parliament took the view that the action proposed by the Commission was insufficient to protect human health and meet EU air quality targets.
Parliament took the view that the action proposed by the Commission was insufficient to protect human health and meet EU air quality targets.
Parliament extended the 1.5% sulphur limit to cover all EU sea areas.
Parliament extended the 1.5% sulphur limit to cover all EU sea areas.
In addition, it incorporated a second stage in the directive, whereby the sulphur limit would be tightened up to 0.5% for SO x emission control areas (SECAs) and passenger vessels on regular services from 2011 and for all EU sea areas from 2013.
In addition, it incorporated a second stage in the directive, whereby the sulphur limit would be tightened up to 0.5% for SO x emission control areas (SECAs) and passenger vessels on regular services from 2011 and for all EU sea areas from 2013.
(The main changes to the Commission proposal resulting from the acceptance of Parliament’s first reading amendments are summarised in the schedule at the end of this explanatory statement.)
(The main changes to the Commission proposal resulting from the acceptance of Parliament’s first reading amendments are summarised in the schedule at the end of this explanatory statement.)
Council position
Council position
From the point of view of human health and environmental protection, the Council common position is decidedly weaker than the position adopted by Parliament at first reading.
From the point of view of human health and environmental protection, the Council common position is decidedly weaker than the position adopted by Parliament at first reading.
Essentially, the common position would merely enable Annex VI to the MARPOL Convention to be put into effect.
Essentially, the common position would merely enable Annex VI to the MARPOL Convention to be put into effect.
The Council has disregarded Parliament’s view that, proceeding as outlined above, it is necessary to go further than the MARPOL Annex VI and implement a second stage of reform.
The Council has disregarded Parliament’s view that, proceeding as outlined above, it is necessary to go further than the MARPOL Annex VI and implement a second stage of reform.
The rapporteur’s proposal for Parliament’s position at second reading
The rapporteur’s proposal for Parliament’s position at second reading