natgillin/translations-raw huggingface dataset:
An expanded inspection shall be carried out on: any ship with a high risk profile not inspected in the last five months,
vseh potniških ladjah, tankerjih za prevoz nafte, tankerjih za prevoz kemikalij, tankerjih za prevoz plina in ladjah za prevoz razsutega tovora, starejših od 12 let, ki so običajno rizične in v zadnjih 10 mesecih niso bile inšpekcijsko pregledane, ali
Weighting points Criteria
Pregled IMO
Bulk carrier Passenger ship 2
Priznana organizacija
IMO-Audit - -
neuspešna
Recognised organisation Performance H - -
Ki jo priznava EU
Company Performance H - -
Nadpovprečna
Directive 2009/17/EC of the European Parliament and of the Council
Direktiva 2009/17/ES Evropskega parlamenta in Sveta
amending Directive 2002/59/EC establishing a Community vessel traffic monitoring and information system
o spremembi Direktive 2002/59/ES o vzpostavitvi sistema spremljanja in obveščanja za ladijski promet
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
EVROPSKI PARLAMENT IN SVET EVROPSKE UNIJE STA
With the adoption of Directive 2002/59/EC of the European Parliament and of the Council [4], the European Union reinforced its capacity for preventing situations posing a threat to the safety of human life at sea and to the protection of the marine environment.
S sprejetjem Direktive 2002/59/ES Evropskega parlamenta in Sveta [4] je Evropska unija povečala svoje zmogljivosti za preprečevanje razmer, ki ogrožajo varnost človeškega življenja na morju in varstvo morskega okolja.
Since this Directive concerns the amendment of Directive 2002/59/EC, most of the obligations it contains will not be applicable to Member States without sea shores and sea ports.
Ker se ta direktiva nanaša na spremembo Direktive 2002/59/ES, se večina obveznosti iz te direktive ne bo uporabljala v državah članicah brez morskih obal in morskih pristanišč.
Consequently, the only obligations which will be applicable to Austria, the Czech Republic, Hungary, Luxembourg or Slovakia are those obligations concerning ships flying the flag of those Member States, without prejudice to Member States' duty of cooperation to ensure continuity between maritime and other modal traffic management services, in particular river information services.
Tako se za Avstrijo, Češko, Madžarsko, Luksemburg ali Slovaško uporabljajo samo tiste obveznosti, ki veljajo za ladje, ki plujejo pod zastavo teh držav članic, brez poseganja v dolžnost sodelovanja držav članic pri zagotavljanju kontinuitete med pomorskimi in drugimi vrstami upravljanja prometa, zlasti rečnimi informacijskimi storitvami.
Under this Directive Member States that are coastal States should be able to exchange information, which they gather in the course of maritime traffic monitoring missions, which they carry out in their areas of competence.
V skladu s to direktivo bi morale biti države članice, ki so obalne države, sposobne, da izmenjujejo informacije, ki jih zberejo med spremljanjem pomorskega prometa na območjih pod njihovo pristojnostjo.
The Community maritime information exchange system ‘SafeSeaNet’, developed by the Commission in agreement with the Member States, comprises, on the one hand, a data exchange network and, on the other hand, a standardisation of the main information available on ships and their cargo (advance notice and reporting).
Sistem Skupnosti za izmenjavo pomorskih informacij „SafeSeaNet“, ki ga je razvila Komisija v dogovoru z državami članicami, vključuje na eni strani mrežo za izmenjavo podatkov in na drugi strani standardizacijo glavnih informacij o ladjah in njihovem tovoru, ki so na voljo (predhodna obvestila in poročila).
It thus makes it possible to locate at source and communicate to any authority accurate and up-to-date information on ships in European waters, their movements and their dangerous or polluting cargoes, as well as marine incidents.
Tako omogoča pridobivanje natančnih in ažurnih informacij o ladjah v evropskih vodah, njihovem gibanju ter nevarnem ali onesnaževalnem tovoru in o nesrečah na morju pri viru in njihovo posredovanje vsem organom.
Accordingly, in order to guarantee operational use of the information gathered in this way, it is essential that the infrastructure necessary for the data collection and exchange referred to in this Directive and implemented by the national administrations be integrated into the SafeSeaNet.
Za zagotovitev operativne uporabe tako zbranih informacij je zato bistveno, da se infrastrukture, potrebne za zbiranje in izmenjavo podatkov iz te direktive, ki jih upravljajo nacionalne uprave, vključijo v SafeSeaNet.
Of the information notified and exchanged pursuant to Directive 2002/59/EC, that concerning the precise characteristics of dangerous or polluting goods carried by sea is particularly important.
Med informacijami, ki se sporočajo in izmenjavajo na podlagi Direktive 2002/59/ES, so zlasti pomembne natančne informacije o lastnostih nevarnega ali onesnaževalnega blaga, ki se prevaža po morju.
Accordingly, and in the light of recent maritime accidents, coastal authorities should be allowed easier access to the characteristics of the hydrocarbons being carried by sea, an essential factor in choosing the most suitable control techniques, and, in an emergency, provided with a direct link with those operators who have the best knowledge of the goods being carried.
Zato in zaradi nedavnih nesreč v pomorskem prometu bi bilo treba obalnim organom omogočiti lažjo seznanitev z lastnostmi ogljikovodikov, ki se prevažajo po morju, saj je to bistveni element pri izbiri najprimernejšega nadzora, in jim v nujnih primerih zagotoviti neposredno povezavo z upravljavci, ki najbolje poznajo blago, ki se prevaža.
The automatic ship identification systems (AIS – Automatic Identification System) referred to in the International Convention for the Safety of Life at Sea of 1 November 1974 make it possible not only to improve the possibilities of monitoring these ships but above all to make them safer in close navigation situations.
Sistemi za samodejno prepoznavanje ladij (AIS – sistem samodejnega prepoznavanja), predvideni v Mednarodni konvenciji o varstvu človeškega življenja na morju z dne 1. novembra 1974, omogočajo ne samo izboljšanje možnosti spremljanja teh ladij, temveč zlasti izboljšanje njihove varnosti v primeru bližnje plovbe.
AIS have accordingly been integrated into the enacting terms of Directive 2002/59/EC.
Na podlagi tega je bil AIS vključen v normativni del Direktive 2002/59/ES.
Considering the large number of collisions involving fishing vessels that have clearly not been seen by merchant ships or which have not seen the merchant ships around them, extension of that measure to include fishing vessels with a length of more than 15 metres is very much to be desired.
Glede na veliko število trčenj, v katera so bila vpletena ribiška plovila, ki jih trgovska plovila očitno niso zaznala oziroma sama niso zaznala trgovskih plovil okoli sebe, je razširitev tega ukrepa na ribiška plovila, ki merijo v dolžino več kot 15 metrov, močno zaželena.
In the framework of the European Fisheries Fund, financial assistance may be provided for the fitting on board of fishing vessels of safety equipment such as AIS.
V okviru Evropskega sklada za ribištvo se lahko zagotovi finančna pomoč za opremljanje ribiških plovil z varnostno opremo, kot je AIS.
The International Maritime Organisation (IMO) has recognised that the publication for commercial purposes on the internet or elsewhere of AIS data transmitted by ships could be detrimental to the safety and security of ships and port facilities and has urged its member governments, subject to the provisions of their national laws, to discourage those who make AIS data available to others for publication on the internet or elsewhere from doing so.
Mednarodna pomorska organizacija (IMO) je priznala, da bi lahko bila objava podatkov sistema AIS za komercialne namene na spletu ali kje drugje škodljiva za varnost in zaščito ladij in pristanišč in je pozvala vlade držav članic, da tiste, ki dajejo na razpolago podatke sistema AIS za objavo na spletu ali kje drugje, od tega odvrnejo ob upoštevanju določb nacionalnih zakonov.
In addition, the confidentiality of information sent to Member States pursuant to this Directive should be ensured, and the Member States should use that information in compliance with this Directive.
Poleg tega bi bilo treba zagotoviti zaupnost informacij, ki so bile poslane državi članici v skladu s to direktivo, država članica pa bi morala te informacije uporabljati v skladu s to direktivo.
The obligation to fit AIS should be understood also to require that AIS be maintained in operation at all times except where international rules or standards provide for the protection of navigational information.
Obveznost, da so ladje opremljene z AIS, pomeni tudi, da AIS neprekinjeno deluje, razen če mednarodni predpisi ali standardi ne predvidevajo varstva informacij o plovbi.
A Member State which so requests should be entitled to seek information from another Member State regarding a ship and dangerous or polluting goods carried by it.
Država članica, ki to zahteva, bi morala imeti pravico pridobiti informacije od druge države članice o ladji in nevarnem ali onesnažujočem blagu, ki ga ta prevaža.
This information should be available through SafeSeaNet and should only be requested for reasons of maritime safety or security or the protection of the marine environment.
Te informacije bi morale biti na voljo z uporabo SafeSeaNeta in bi jih bilo mogoče zahtevati le zaradi pomorske varnosti, zaščite ali varstva morskega okolja.
It is therefore essential that the Commission investigate possible network and information security problems.
Zato je bistveno, da Komisija razišče možne težave glede varnosti omrežij in informacij.
Directive 2002/59/EC provides that Member States are to adopt special measures in respect of ships posing a potential hazard due to their behaviour or condition.
Direktiva 2002/59/ES določa, da države članice sprejmejo posebne ukrepe v zvezi z ladjami, katerih ravnanje ali stanje bi lahko predstavljalo tveganje.
It therefore seems desirable to add to the list of these ships those which do not have satisfactory insurance cover or financial guarantees or which have been reported by pilots or port authorities as having apparent anomalies which may prejudice their safe navigation or create a risk for the environment.
Na podlagi tega se zdi zaželeno, da se na seznam teh ladij dodajo tiste, ki nimajo zadovoljivega zavarovanja ali finančnih jamstev, ali tiste, v zvezi s katerimi piloti ali pristaniški organi opozorijo, da imajo očitne pomanjkljivosti, ki bi lahko ogrozile varnost plovbe ali povzročile tveganje za okolje.
In accordance with Directive 2002/59/EC, it seems necessary, in relation to the risks posed by exceptionally bad weather, to take into account the potential danger to shipping from ice formation.
V skladu z Direktivo 2002/59/ES se zdi nujno, da se glede tveganja, ki ga predstavljajo izjemno slabe vremenske razmere, upošteva nevarnost, ki bi jo za plovbo lahko imel nastanek ledu.
Therefore, where a competent authority designated by a Member State considers, on the basis of an ice forecast provided by a qualified meteorological information service, that the sailing conditions are creating a serious threat to the safety of human life or a serious threat of pollution, it should so inform the masters of the ships present in its area of competence or intending to enter or leave the port or ports in the area concerned.
Če pristojni organ, ki ga imenuje država članica, na podlagi napovedi o stanju ledu, ki jih zagotovi pristojna meteorološka služba za informiranje, meni, da zaradi pogojev plovbe obstaja resna grožnja za varnost človeškega življenja ali resna grožnja onesnaženja, bi moral o tem obvestiti poveljnike ladij, ki so prisotne v območju pod njegovo pristojnostjo ali ki želijo vpluti v pristanišče ali pristanišča v zadevnem območju ali izpluti iz njih.
The authority concerned should be able to take any appropriate steps to ensure the safety of human life at sea and to protect the environment.
Zadevni organ bi moral imeti možnost sprejeti vse ustrezne ukrepe za zagotovitev varnosti človeškega življenja na morju in za varstvo okolja.
Member States should also have the possibility of verifying that the necessary documentation on board provides evidence that the ship complies with strength and power requirements commensurate with the ice situation in the area concerned.
Države članice bi morale tudi imeti možnost preveriti, da potrebna dokumentacija na ladji dokazuje, da ta izpolnjuje zahteve glede trdnosti in moči, ustrezne stanju ledu v zadevnem območju.
Directive 2002/59/EC provides that Member States are to draw up plans to accommodate, if the situation so requires, ships in distress in their ports or in any other protected place in the best possible conditions, in order to limit the consequences of accidents at sea.
Direktiva 2002/59/ES določa, da morajo države članice izdelati načrte za sprejem ladij v stiski, če je to potrebno zaradi razmer, v svoja pristanišča ali v katero koli drugo zavarovano območje pod najboljšimi možnimi pogoji, da bi omejile posledice nesreč na morju. Vendar pa bi bilo treba Direktivo 2002/59/ES spremeniti v skladu s Smernicami o pribežališčih za ladje, ki potrebujejo pomoč, ki so bile sprejete z Resolucijo.
However, taking into account the Guidelines on Places of Refuge for Ships in Need of Assistance annexed to Resolution A.949(23) of the International Maritime Organisation of 13 December 2003 (IMO Resolution A.949(23)), which were adopted subsequently to Directive 2002/59/EC and refer to ships in need of assistance, rather than to ships in distress, that Directive should be amended accordingly.
949(23) Mednarodne pomorske organizacije dne 13. decembra 2003 („Resolucija IMO A.949(23)“), ki so bile sprejete naknadno po sprejetju Direktive 2002/59/ES, in se ne nanašajo na ladje v stiski, temveč na ladje, ki potrebujejo pomoč.
This Directive does not affect the rules applicable to rescue operations such as those laid down by the International Convention on Maritime Search and Rescue, where the safety of human life is at stake.
Ta direktiva ne vpliva na pravila, ki se uporabljajo za reševalne operacije, kot so tiste, ki jih določa Mednarodna konvencija o iskanju in reševanju na morju za primere, ko je ogrožena varnost človeškega življenja.
To make provision for ships in need of assistance as referred to in IMO Resolution A.949(23), one or more competent authorities should be designated to take decisions with a view to minimising risks to maritime safety, the safety of human life and the environment.
Z namenom, da se sprejmejo določbe za ladje, ki potrebujejo pomoč iz Resolucije IMO A.949(23), bi moral biti določen en ali več pristojnih organov za sprejetje odločitev z namenom, da se na najmanjšo možno raven zmanjša tveganje za pomorsko varnost, varnost življenja ljudi in varstvo okolja.
On the basis of IMO Resolution A.949(23) and following the work carried out jointly by the Commission, the European Maritime Safety Agency (the Agency) and the Member States, it is necessary to lay down the basic provisions that plans for accommodating ships in need of assistance should contain in order to ensure a harmonised and effective implementation of this measure and clarify the scope of obligations incumbent on the Member States.
Na podlagi Resolucije IMO A.949(23) in po delu, ki so ga skupaj opravile Komisija, Evropska agencija za pomorsko varnost („Agencija“) in države članice, bi bilo treba oblikovati osnovne določbe, ki jih morajo vsebovati načrti o sprejemu ladij, ki potrebujejo pomoč, da bi zagotovili usklajeno in učinkovito izvajanje teh načrtov in razjasnili obseg obveznosti, ki jih morajo izpolnjevati države članice.
IMO Resolution A.949(23) is to form the basis of any plans prepared by Member States in order to respond effectively to threats posed by ships in need of assistance.
Resolucija IMO A.949(23) mora biti podlaga za vse načrte držav članic za učinkovito odzivanje na tveganja, ki jih povzročajo ladje, ki potrebujejo pomoč.
However, when assessing the risks associated with such threats, Member States may, in view of their special circumstances, take into consideration other factors, such as the use of sea water for the production of potable water as well as the generation of electricity.
Vendar pa lahko pri oceni tveganja, povezanega s takšnimi grožnjami, države članice ob upoštevanju njihovih posebnih okoliščin upoštevajo druge dejavnike, kot so uporaba morske vode za pridobivanje pitne vode in proizvodnjo elektrike.
Seafarers are recognised as a special category of worker and, given the global nature of the shipping industry and the different jurisdictions that they may be brought into contact with, need special protection, especially in relation to contacts with public authorities.
Pomorščaki so priznani kot posebna kategorija delavcev in, upoštevajoč globalno naravo ladijske industrije in različnih jurisdikcij, s katerimi so lahko v stiku, potrebujejo posebno zaščito, zlasti pri stikih z javnimi organi.
In the interests of increased maritime safety, seafarers should be able to rely on fair treatment in the event of a maritime accident.
V interesu povečane pomorske varnosti bi pomorščakom moralo biti omogočeno, da se zanesejo na pravično obravnavanje v primeru pomorskih nezgod.
Their human rights and dignity should be preserved at all times and all safety investigations should be conducted in a fair and expeditious manner.
Njihove človekove pravice ter dostojanstvo bi bilo treba vedno ohranjati in vse preiskave v zvezi z varnostjo bi bilo treba voditi na pošten in hiter način.
To that end, Member States should, in accordance with their national legislation, further take into account the relevant provisions of the IMO guidelines on the fair treatment of seafarers in the event of a maritime accident.
V ta namen bi morale države članice v skladu s svojimi nacionalnimi zakonodajami upoštevati določbe Smernic IMO o pravičnem obravnavanju pomorščakov v primeru pomorskih nezgod.
When a ship is in need of assistance, a decision may have to be taken as regards the accommodation of that ship in a place of refuge.
Kadar ladja potrebuje pomoč, se morda mora sprejeti odločitev glede njenega sprejema v pribežališče.
This is particularly important in the event of a situation that could give rise to the loss of a vessel or an environmental or navigational hazard.
To je zlasti pomembno v primeru, ki bi lahko privedel do potopa ali nevarnosti za okolje ali plovbo.
In such a case, it is necessary to be able to call on an authority in a Member State, depending on the internal structure of that Member State, having the required expertise and the power to take independent decisions as regards the accommodation of a ship in a place of refuge.
V tovrstnih primerih mora biti v državi članici, odvisno od notranje strukture države članice, omogočen poziv organu, ki ima potrebna pooblastila in strokovno znanje, da sprejme neodvisno odločitev za sprejem ladje v pribežališče.
It is also important that the decision is taken after a preliminary evaluation of the situation on the basis of the information contained in the relevant plan for accommodation of ships in a place of refuge.
Pomembno je tudi, da se odločitev sprejme po predhodni oceni razmer na podlagi informacij, ki jih vsebuje ustrezni načrt o sprejemu ladij v pribežališče.
It is desirable that the competent authorities should be permanent in nature.
Zaželeno je, da bi bili pristojni organi trajne narave.
Plans for accommodating ships in need of assistance should describe precisely the decision-making chain with regard to alerting and dealing with the situation in question.
V načrtih za sprejem ladij, ki potrebujejo pomoč, bi morala biti natančno opisana veriga odločanja v zvezi z opozorilom in obravnavo zadevnih razmer.
The authorities concerned and their remits should be clearly described, as should the means of communication between the parties involved.
Jasno bi morali biti opisani zadevni organi in njihova pooblastila ter sredstva obveščanja med udeleženimi stranmi.
The applicable procedures should ensure that an appropriate decision can be taken quickly on the basis of specific maritime expertise and adequate information available to the competent authority.
Uporabljati bi se morali taki postopki, ki omogočajo hiter sprejem ustreznih odločitev na podlagi posebnega pomorskega strokovnega znanja in zadostnih informacij, ki jih ima na voljo pristojni organ.
Ports which accommodate a ship should be able to rely on prompt compensation in respect of costs and any damage arising from the operation.
Pristanišča, ki sprejmejo ladjo, bi morala imeti možnost, da se zanesejo na hitro povračilo stroškov in kritja vsake škode, ki bi nastala iz te akcije.
To that end, it is important that the relevant international conventions be applied.
Zato je pomembno, da se uporabljajo ustrezne mednarodne konvencije.
Member States should endeavour to put in place a legal framework under which they could, in exceptional circumstances and in accordance with Community law, compensate a port or other entity for costs and economic loss suffered as a result of accommodating a ship.
Države članice bi si morale prizadevati, da vzpostavijo pravni okvir, v skladu s katerim bi lahko v izjemnih primerih in v skladu s pravom Skupnosti nadomestile pristanišču ali drugemu subjektu stroške in gospodarsko izgubo, ki jih utrpi zaradi sprejema ladje.
Moreover, the Commission should examine existing mechanisms within Member States for the compensation of potential economic loss suffered by a port or a body and should, on the basis of this examination, put forward and evaluate different policy options.
Poleg tega bi morala Komisija pregledati obstoječe mehanizme v državah članicah za nadomestilo morebitne gospodarske izgube, ki jih utrpi pristanišče ali subjekt, in na podlagi tega pregleda predlagati in oceniti različne možnosti ureditve.
When drawing up the plans, Member States should gather information on potential places of refuge on the coast so as to allow the competent authority, in the event of an accident or incident at sea, to identify clearly and quickly the most suitable areas for accommodating ships in need of assistance.
Pri izdelavi načrtov bi morale države članice zbrati informacije o možnih pribežališčih na obali, da bi pristojnemu organu omogočile, da v primeru nesreče ali nezgode na morju jasno in hitro določi najprimernejša območja za sprejem ladij, ki potrebujejo pomoč.
This relevant information should contain a description of certain characteristics of the sites under consideration and the equipment and installations available to make it easier to accommodate ships in need of assistance or deal with the consequences of an accident or pollution.
Te informacije bi morale obsegati opis nekaterih lastnosti zadevnih krajev ter opreme in naprav, ki so na voljo za olajšanje sprejema ladij, ki potrebujejo pomoč, ali za odpravljanje posledic nesreče ali onesnaženja.
It is important for the list of competent authorities responsible for deciding whether to accommodate a ship in a place of refuge, and the list of authorities responsible for receiving and handling alerts, to be published appropriately.
Pomembno je da sta seznam pristojnih organov, zadolženih za odločitev za sprejem ladje v pribežališče, in seznam organov, zadolženih za sprejemanje in obdelavo opozoril, ustrezno objavljena.
It may also prove useful for the parties involved in a maritime assistance operation, including assistance and towing companies, and the authorities of neighbouring Member States likely to be affected by an emergency at sea, to have access to relevant information.
Dostop do ustreznih informacij bi lahko bil koristen tudi za strani, ki se ukvarjajo s pomočjo na morju, vključno s podjetji za pomoč ali za vleko, ter za organe sosednjih držav članic, ki bi jih izredne razmere na morju lahko prizadele.
The absence of financial insurance does not exonerate a Member State from its obligation to perform a preliminary assessment and to decide on the acceptance of the ship in a place of refuge.
Odsotnost finančnega zavarovanja države članice ne oprosti dolžnosti, da opravi predhodno oceno in odloči o sprejemu ladje v pribežališče.