natgillin/translations-raw huggingface dataset:
All the Adriatic countries indeed share one important, lasting feature: they are all coastal states here, with a multitude of important activities, international shipping by both coastal and other countries being only one among these.
Međutim, zbog istih tih obilježja, a u uvjetima sve većeg tehničkog i tehnološkog razvoja, mogući utjecaji međunarodne plovidbe u jednom dijelu Jadranskog mora lako bi se mogli odraziti i na druge dijelove, dakle potencijalno i na regiju kao cjelinu.
The Adriatic Sea is thus a region that inevitably needs to be oriented towards cooperation in approaching issues of joint concern, including marine environmental protection - yet where all the participants retain certain profoundly different features as their dominant.
U tome i jest ključno, trajno zajedničko obilježje svih jadranskih zemalja: sve su one obalne zemlje, s više važnih djelatnosti vezanih za more, među kojima je međunarodni pomorski promet između obalnih i drugih zemalja jedna od djelatnosti.
However, in relation to third parties, i.e. to non-Adriatic flag states, a joint platform with uniform requirements will be preferable.
Stoga je glavni izazov za jadranske zemlje nalaženje odgovarajuće ravnoteže između sfere nacionalne regulacije, koja uzima u obzir osobitosti i prioritete svoje zemlje, te regionalne suradnje, koja se temelji na zajedničkim obilježjima.
When seen in relation to the recently emerging context of regionalisation of the “European Seas”, which is an obvious trend and an important underlying element for the development of the newly proposed EU Marine Strategy Directive, the relevance of an Adriatic Sea PSSA is further enhanced.
U kontekstu sve jačeg trenda regionalizacije “europskih mora” kao jednoga od ključnih elemenata Strategije EU za mora, važnost tog koncepta za Jadransko more postaje još veća.
The EU Marine Strategy aims at the creation of marine regions and sub-regions as policy-relevant clusters - with the Adriatic Sea identified as one of several clearly designated sub-regions within the wider, less compact Mediterranean region.
Strategija EU za mora teži stvaranju morskih regija i podregija kao politički relevantnih cjelina, među kojima je Jadransko more identificirano kao jedna od nekoliko jasno određenih podregija unutar šire, manje kompaktne regije Sredozemnog mora.
While the Strategy is directly applicable only to the EU member states and marine waters covered by their sovereignty or jurisdiction, member states are required within each marine region or sub-region to make every effort to coordinate their actions with third countries.
Premda se Strategija EU izravno odnosi samo na države članice Unije i morske vode pod njihovom suverenošću i jurisdikcijom, od članica EU u Strategiji se traži nastojanje da se njihove akcije provode u koordinaciji s onima trećih zemalja unutar pojedine regije ili podregije.
An ability to cooperate on a PSSA may prove a key test-case for the Adriatic countries - EU members, candidates, or aspirants alike - towards a meaningful implementation of an otherwise broad EU Marine Strategy, on a specific and needed goal of Adriatic marine environment protection and sustainable development.
Sposobnost suradnje u proglašenju osobito osjetljivog morskog područja mogla bi se pokazati ključnim testom za zemlje Jadrana - članice EU, kandidatkinje i aspirantice - u smislenoj primjeni inače široke Strategije EU za mora, u ovom slučaju na točno određenom i vrlo važnom cilju zaštite morskog okoliša i održivog razvoja na Jadranu.
An Adriatic PSSA would be an important first step in that direction.
Status osobito osjetljivoga morskog područja za Jadransko bi more mogao biti važan prvi korak u tom smjeru.
Institutionalization of all-Adriatic regional cooperation, perhaps through a body such as an Adriatic commission for marine environmental protection, involving all six Adriatic states - Albania, Bosnia and Herzegovina, Croatia, Italy, Montenegro and Slovenia - could be the next step worth considering.
Institucionalizacija svejadranske regionalne suradnje, možda uz pomoć međunarodnog tijela poput Komisije za zaštitu morskog okoliša Jadrana, koja bi obuhvatila svih šest jadranskih zemalja - Albaniju, Bosnu i Hercegovinu, Crnu Goru, Hrvatsku, Italiju i Sloveniju - mogao bi biti idući korak vrijedan razmatranja.
The project was funded by the Norwegian Ministry of Foreign Affairs, within the development cooperation programme between Croatia and Norway.
Projekt je financiralo Ministarstvo vanjskih poslova Kraljevine Norveške u sklopu programa suradnje Hrvatske i Norveške.
The paper is also based on research done within the project “Marine Environmental Protection and Resource Management: The Changing Legal and Policy Framework for the Adriatic Sea”, led by the author and supported by the Research Council of Norway.
Rad se temelji i na istraživanju provedenom unutar projekta Zaštita morskog okoliša i upravljanje resursima mora: Pravni i politički okviri za Jadransko more, što ga od 2006. godine vodi autor rada uz potporu Vijeća za znanost Norveške.
i The disaster of the oil tanker Prestige began in a storm off the Spanish coast of Galicia on 13 November 2002; six days later, the tanker broke in two.
i Katastrofa tankera Prestige počela je 13. studenog 2002. u oluji pred španjolskim obalama Galicije, da bi se šest dana kasnije tanker prepolovio.
The new “Revised Guidelines for the Identification andDesignation ofParticularly Sensitive Sea Area” was adopted by the IMO Assembly Resolution A.982(24) on 1 December 2005.
Nove Smjernice, tj. Revised Guidelines for the Identification and Designation of Particularly Sensitive Sea Area, usvojene su rezolucijom Skupštine Međunarodne pomorske organizacije, A.982(24) od 1. prosinca 2005.
iii MARPOL is the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of1978 relating thereto;for the Convention with Annexes, including unified interpretations and amendments, see: MARPOL 73/78 (2002).
iii Međunarodna konvencija o zaštiti mora od onečišćenja s brodova iz 1973. izmijenjena je i dopunjena Protokolom iz 1978. godine; o Konvenciji s aneksima, uključujući i tumačenja te izmjene i dopune, vidjeti: MARPOL 73/78 (2002).
SOLAS is the International Convention for the Safety of Life at Sea, 1974; for the Convention, with its Protocol of 1988, annexes and amendments, see: SOLAS (2004).
Međunarodna konvencija o zaštiti ljudskog života na moru iz 1974. godine; o Konvenciji, s Protokolom iz 1988. godine te aneksima, izmjenama i dopunama, vidjeti: SOLAS (2004).
iv On the origins of the PSSA concept and considerations related to early proclamations, see: Gjerde and Freestone (1994).
iv O izvornom smislu koncepta osobito osjetljivog morskog područja i razmatranjima vezanima za prva proglašenja vidjeti: Gjerde i Freestone (1994).
v The major oil tanker accidents of the 1990s included those of Aegean Sea in 1992, Braer in 1993, Sea Empress in 1996, and Erika in 1999.
v Najveće tankerske nesreće u prošlom desetljeću bile su one brodova Aegean Sea, 1992; Braer, 1993; Sea Empress, 1996; te Erika, 1999. godine.
All of these resulted in huge costs for clean-up operations, and to fisheries and tourism and other losses.
Među posljedicama takvih pomorskih nesreća redovito su veliki materijalni izdaci za operacije čišćenja, kao i velike štete za djelatnosti poput ribarstva i turizma u pogođenim područjima.
vi See a review by Frank (2005).
vi O tome vidjeti: Frank (2005).
vii MARPOL defines types of tankers and types of oils in detail.
vii Međunarodna konvencija o zaštiti mora od onečišćenja s brodova podrobno definira vrste tankera i vrste ulja.
viii See: Regulation (EC) No 1726/2003 of the European Parliament and of the Council, of 22 July 2003, amending Regulation (EC) No 417/2002 on the accelerated phasing-in of double-hull or equivalent design requirements for single-hull oil tankers.
viii Vidjeti: Regulation (EC) No 1726/2003 of the European Parliament and of the Council, of 22 July 2003, amending Regulation (EC) No 417/2002 on the accelerated phasing-in of double-hull or equivalent design requirements for single-hull oil tankers.
For an interesting commentary, see Boyle (2006).
Za zanimljiv komentar vidjeti: Boyle (2006).
ix See a review by Tracey (2004).
ix Za pregled vidjeti: Tracey (2004).
x See the document: Designation of a Western European Particularly Sensitive Sea Area (2003).
x Vidjeti dokument Designation of a Western European Particularly Sensitive Sea Area (2003) što su ga zajednički podnijele Belgija, Francuska, Irska, Portugal, Španjolska i Velika Britanija.
xi Roberts [et al.], 2005.
xi Roberts (i sur.), 2005.
For yet another approach see Detjen (2006).
Za drugačiji pristup vidjeti: Detjen (2006).
xii See document: Designation of the Baltic Sea as a Particularly Sensitive Sea Area (2003).
xii Vidjeti dokument Designation of the Baltic Sea as a Particularly Sensitive Sea Area (2003) što su ga zajednički podnijele Danska, Estonija, Finska, Latvija, Litva, Njemačka, Poljska i Švedska.
Urals emerged in the international oil market in the 1970s, and is still used in the Transneft's oil pipeline network.
xv VLCC je, u izravnom prijevodu, kratica za vrlo veliki tanker za sirovu naftu (Very Large Crude Carrier).
xv Very Large Crude Carrier (VLCC) is a tanker with a capacity to carry 200,000320,000 tons of oil as cargo; and thus more commercially attractive for long, overseas journeys.
Riječ je o tankerima nosivosti od oko 200.000 do 320.000 tona, što ih čini komercijalno atraktivnijima za duga, prekomorska putovanja.
xvi See: IHO (1953:17).
xvi Vidjeti: IHO (1953:17).
As stated in the Preface to that edition: “These limits have no political significance whatsoever”.
U predgovoru tom izdanju jasno je navedeno: “Ove granice nemaju nikakvo političko značenje.”
xvii For a discussion on how to understand “region” and “regional” in the context of marine environmental protection, see Boyle (2000).
xvii Za raspravu o tome kako shvatiti pojmove “regija ” i “regionalno ” u kontekstu zaštite morskog okoliša vidjeti: Boyle (2000).
xviii See: Commission of the European Communities (2005).
xviii Vidjeti: Commission of the European Communities (2005).
xix Notes on the key naturalfeatures of the Adriatic Sea, as summarized in this section, draw on the material prepared for the project “Expert study on a Particularly Sensitive Sea Area for the Adriatic Sea” by Ivona Marasović, Adam Benović and Nedo Vrgoč of the Institute of Oceanography and Fisheries in Split and Dubrovnik, as well as by Nenad Leder of the Hydrographic Institute of the Republic of Croatia.
xix Daljnje napomene o osnovnim prirodnim obilježjima Jadranskog mora s obzirom na ekološke kriterije kako su sažeti u ovom odjeljku temelje se na materijalu što su ga u sklopu projekta Expert study on a Particularly Sensitive Sea Area for the Adriatic Sea pripremili Ivona Marasović, Adam Benović i Nedo Vrgoč iz Instituta za oceanografiju i ribarstvo u Splitu i Dubrovniku, te Nenad Leder iz Hrvatskoga hidrografskog instituta.
xxi For instance, visits of large cruiser ships to Croatian ports in 2003 increased by around 190%; from 307 in 2002 to 582 ships in 2003.
Tako je u 2003. godini posjet brodova te kategorije porastao 190%: od 307posjeta tijekom 2002. godine na 582 u 2003. godini.
Most of those, i.e. 575, were concentrated in the larger Dubrovnik area.
Glavnina posjeta tih brodova (ukupno 575) zabilježena je na širem području Dubrovnika.
In the tourist season, the area around Dubrovnik is often daily visited by up to 10 such large cruisers.
Za vrijeme turističke sezone područje Dubrovnika dnevno posjećuje i do desetak velikih kruzera.
xxii Source: Summary of findings by DNV as presented in “Designation of the Adriatic Sea as a Particularly Sensitive Sea Area - First draft prepared for the Meeting of the Joint Expert Group on PSSA, 20 April 2006”, internal document, on file with the author
xxii Izvor: sažetak nalaza Det norske Veritasa sadržan u: Designation of the Adriatic Sea as a Particularly Sensitive Sea Area - First draft prepared for the Meeting of the Joint Expert Group on PSSA, 20 April 2006 (neobjavljeni dokument, u arhivi autora rada).
xxiii See: Lloyd's Register Fairplay accident database, 1990-2004.
xxiii Vidjeti: Lloyd s Register Fairplay accident database, 1990-2004.
xxiv See: IMO/UNEP (2004).
xxiv Vidjeti: REMPEC (2004).
In REMPEC data-base, “oil” is recorded for the period August 1977 to December 2003 (List A); and “HNS” for the period January 1988 to December 2003 (List B).
Od nesreća koje se odnose na “naftu ”, u toj su bazi podataka zabilježene one od kolovoza 1977. do prosinca 2003. godine (popis A), dok su se nesreće vezane za “opasne i štetne tvari” bilježile od siječnja 1988. do prosinca 2003. godine (popis B).
xxv See, e.g. REMPEC (2004:13-18) and European Commission/Joint Research Centre (2002).
xxv Vidjeti npr.: IMO/UNEP (2004:13-18) i European Commission/Joint Research Centre (2002).
xxvi For an excellent recent study on the subject of vessel-source pollution, see KheeJin Tan (2006).
xxvi Za izvrsnu studiju o pravnoj regulaciji vezanoj za onečišćenje mora s brodova vidjeti: Khee-Jin Tan (2006).
xxvii The analysis consisted of images from satellites equipped with Synthetic Aperture Radar (SAR), as performed from 1999 on by the Sensors, Radar Technologies and Cybersecurity (SERAC) Unit of the Institute for the Protection and Security of the Citizen at the European Commission DG Joint Research Centre (JRC) at Ispra in Italy.
xxvii Riječ je o analizi snimaka dobivenih posebnom satelitskom opremom (Synthetic Aperture Radar, SAR), što ih je od 1999. do 2005. godine provodila specijalizirana istraživačka jedinica Europske komisije (Sensors, Radar Technologies and Cybersecurity (SERAC) Unit of the Institute for the Protection and Security of the Citizen at the European Commission DG Joint Research Centre, JRC), sa sjedištem u Ispri, Italija.
xxx Based on the findings in the project “Ballast WaterIssuesfor Croatia”, implemented by DNV and the Fridtjof Nansen Institute, 2004-2005.
xxx Podatci iz projekta Pitanja balastnih voda za Hrvatsku što su ga proveli Det norske Veritas i Institut Fridtjof Nansen u 2004. i 2005. godini.
xxxi See the document: Establishment...
xxxi Vidjeti dokument Establishment...
xxxii MARPOL Annex I (Regulations for the Prevention of Pollution by Oil; Regulation 10) and Annex V (Regulations for the Prevention of Pollution by Garbage; Regulation 5).
xxxii MARPOL, Dodatak I. (Regulacije o sprečavanju zagađenja mora uljem; Regulacija 10) i Dodatak V. (Regulacije o sprečavanju zagađenja mora otpadnim tvarima; Regulacija 5).
The Ballast Water Convention was adopted at the IMO on 16 February 2004.
xxxiv Vidjeti stavak 7.5.2(3) Smjernica Međunarodne pomorske organizacije.
That is further confirmed by the statement that:“This option obviously makes the legal basis very clear; the basis would have to be in an IMO-adopted instrument”; in: Identification and Protection.
Takvo je tumačenje dodatno potvrđeno izjavom: “Ta opcija očito čini pravni temelj vrlo jasnim; takav temelj mora biti sadržan u nekom pravnom instrumentu što ga je Međunarodna pomorska organizacija usvojila”; vidjeti Identification and Protection.
xxxv Article 18(1) of the Ballast Water Convention.
xxxv Članak 18(1) Konvencije o balastnim vodama.
xxxvi See: ''Summary ofConventions as at 30 April 2006”, at IMO web-site: www.imo.org.
xxxvi Vidjeti: Summary of Conventions as at 30 April 2006, na web portalu Međunarodne pomorske organizacije, www.imo.org.
Contracting states so far are: Maldives, Nigeria, Saint Kitts and Nevis, Spain, Syria and Tuvalu.
Države ugovornice do sada suMaldivi, Nigerija, Sveti Kristofor i Nevis, Španjolska, Sirija i Tuvalu.
xxxvii Ballast Water Convention, Regulation C-1 (Additional Measures), in conjunction with Article 2(3) of the Convention (More stringent measures). xxxviii See, e.g. Zec and Komadina (1996).
xxxvii Vidjeti Regulaciju C-1 (Dodatne mjere) Konvencije o balastnim vodama, u vezi s člankom 2(3) Konvencije (Strože mjere).
xxxix The Plan was adopted by the Agreement between Croatia, Italy and Slovenia, in Portorož, November 2005.
xxxix Plan je prihvaćen sporazumom između Hrvatske, Italije i Slovenije u Portorožu, u studenom 2005.
On PSSA, see especially para. 2.5.2 of the Plan.
Za spominjanje osobito osjetljivog morskog područja vidjeti točku 2.5.2. tog plana.
xl The study is contained in the document: “Designation of the Adriatic Sea as a Particularly Sensitive Sea Area - First draft prepared for the Meeting of the Joint Expert Group on PSSA, 20 April 2006”, internal document, on file with the author.
xl Riječje o studiji sadržanoj u dokumentu Designation of the Adriatic Sea as a Particularly Sensitive Sea Area - First Draft prepared for the Meeting of the Joint Expert Group on PSSA, 20 April 2006 (neobjavljeni dokument, u arhivi autora rada).
xli In accordance with the document titled: “Adriatic PSSA Joint Expert Group (JEG) - Conclusions of the First Meeting and Plan of Activities”, of 20 April 2006, internal document, on file with the author.
xli Na temelju dokumenta Adriatic PSSA Joint Expert Group (JEG) - Conclusions of the First Meeting and Plan of Activities od 20. travnja 2006. (neobjavljeni dokument, u arhivi autora rada).
xlii PSSA in the Baltic Sea has been approved by the IMO in spite of strong opposition by one of the Baltic states, Russia, whose waters were exemptedfrom the proposed area.
xlii Status osobito osjetljivoga morskog područja za Baltičko more usvojen je u Međunarodnoj pomorskoj organizaciji usprkos snažnom protivljenju jedne od obalnih zemalja Baltičkog mora, i to Rusije, čije su baltičke morske vode stoga izuzete iz predloženoga područja na Baltiku.
The Baltic Sea has indeed experienced a significant growth in the volume of Russian oil export in recent years.
U Baltičkom je moru, inače, posljednjih godina znatno porastao ruski izvoz nafte, a time i promet tankera.
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