natgillin/translations-raw huggingface dataset:
Eno od meril, s katerimi bi morali pristojni organi presojati o izdaji garantnih potrdil, bi morala biti tudi poslovna prisotnost garantov v EU, kot agentov ali kot podružnice.
The business presence of guarantors in the EU, whether in the form of an agent or a branch office, should be one of the criteria on which competent authorities should base their assessments when granting guarantee certificates.
To bi preprečilo blokade neposrednih ukrepov zaradi pravnih razlogov, kar bi se zgodilo, če bi bile žrtve recimo primorane začeti sodne postopke v državi, ki ni izpolnila minimalnih zahtev pravne države.
This would prevent direct action being hamstrung for legal reasons, as would be the case if, for example, victims were obliged to start court proceedings in a country that did not meet the minimum requirements of the rule of law.
Potrdilo se hrani na krovu ladje, kopija pa se deponira pri organu, ki hrani evidenco o registraciji ladje ali, če ladja ni registrirana v državi članici, pri organu, ki je izdal ali potrdil potrdilo.
The certificate shall be carried on board the ship and a copy shall be deposited with the authority which keeps the record of the ship's registry or, if the ship is not registered in a Member State, with the authority of the State which issued or certified the certificate.
Zadevni organ posreduje kopijo potrdila uradu Skupnosti iz člena 10b, ki ga ta shrani v svoji evidenci.
The authority concerned shall forward a copy of the certification file to the Community Office provided for in Article 10b so that the latter may include it in the register.
Treba je predvideti kazni in tako spodbuditi izvajalce, da spoštujejo obveznosti, opredeljene v besedilu.
Provision must be made for penalties so as to encourage operators to comply with the obligations laid down in the Directive.
Solidarnostni sklad za kritje škode, ki so jo povzročile ladje brez finančnega jamstva
Solidarity fund to cover damage caused by ships without a financial guarantee
Ustanovi se solidarnostni sklad za povračilo škode tretjim stranem, bodisi fizičnim bodisi pravnim osebam, ki so jo povzročile ladje, katere so, navkljub obveznostim iz te direktive, plule v ozemeljskih vodah EU, ne da bi imele kritje s potrdilom o finančnem jamstvu.
A solidarity fund shall be set up to compensate third parties, whether natural or legal persons, that have suffered damage caused by ships which, notwithstanding the obligations laid down in this Directive, have sailed in EU territorial waters without being covered by a financial guarantee certificate.
Znesek, ki se dodeli temu skladu, in pravila delovanja tega sklada se določijo v skladu s postopkom iz člena 12.
The amount to be allotted to this fund, and the fund’s operating rules, shall be determined in accordance with the procedure referred to in Article 12.
Preden se zakonodajni predlogi Komisije končno sprejmejo in prenesejo v zakonodajo držav članic in preden države članice IMO ratificirajo konvencije IMO o varnosti na morju, je povsem mogoče, da se v katerem od pribežališč zgodi nesreča, ki jo povzroči ladja brez kakršnega koli finančnega jamstva.
Before the Commission’s legislative proposals have been finally adopted and transposed by the Member States, and the IMO maritime safety conventions ratified by the countries belonging to that organisation, accidents are quite likely to be caused in places of refuge by ships without financial guarantees of any kind.
Zatorej je bistveno, da se vzpostavi solidarnostni sklad za takšne primere.
It is therefore essential to set up a solidarity fund to cover such eventualities.
Če ladja brez finančnega jamstva povzroči škodo in izgubo, država članica, v kateri je prišlo do nesreče, ne bi smela biti v nobenem primeru obvezana, da krije stroške za potrebno nadomestilo: to bi moral kriti sektor pomorskih prevozov.
When a ship without financial guarantees has caused damage and losses, the Member State where the accident occurred should not, under any circumstances, have to meet the cost of the necessary compensation: this should be charged to the shipping industry.
Lastniki ladij se torej ne bodo mogli izogniti svoji odgovornosti in žrtev (država članica, v kateri je prišlo do nesreče) ne bo prisiljena nositi posledic škode, ki je bila povzročena na njenem ozemlju.
Shipowners will thus be unable to shirk their responsibility, and the victim (the Member State in which the accident occurred) will not be obliged to bear the consequences of the damage inflicted on its territory.
Urad Skupnosti
Community Office
Ustanovi se urad Skupnosti, ki je pristojen za natančno vodenje evidence izdanih potrdil, njihovo preverjanje in zagotavljanje veljavnosti ter preverjanje stvarnosti finančnih jamstev, ki jih registrirajo tretje države.
A Community Office is established which is responsible for keeping a full register of certificates issued, monitoring and updating their validity, and checking the existence of financial guarantees registered by third countries.
Urad Skupnosti lahko pomembno pomaga državam članicam pri preverjanju vsebine potrdil o finančnem jamstvu ter usklajevanju sistema izdajanja potrdil in uradnega obveščanja o njih.
The Community Office can play an important role in helping the Member States to verify the content of financial guarantee certificates and ensuring the consistency of the system for issuing and notifying certificates.
Pet let po začetku veljavnosti te direktive države članice poročajo Komisiji o izkušnjah v zvezi z uporabo Direktive.
Five years after this Directive enters into force the Member States shall report to the Commission on the experience gained in applying the Directive.
Na tej podlagi Komisija predloži Evropskemu parlamentu in Svetu poročilo, ki povzema tiste predloge za spremembe sedanje direktive, za katere meni, da so potrebne.
On this basis, the Commission shall present a report to the European Parliament and the Council including those proposals for amendments to this Directive which it considers relevant.
Ta poročila zlasti ocenijo postopke za izdajo potrdil s strani držav članic in primernost, da za vse postopke ali del njih pooblastijo urad Skupnosti.
These reports shall assess in particular the procedures for certification and issuing of certificates by Member States and the need to consider whether this task should be delegated wholly or partly to the Community Office.
Ni izključeno, da bodo države članice imele težave pri izdajanju in pregledovanju potrdil o jamstvu.
It is quite possible that the Member States may encounter difficulties in performing the task of issuing and monitoring guarantee certificates.
Morali bi pustiti možnost, da bi to nalogo kasneje prevzel urad Skupnosti.
The possibility of subsequently assigning this task to the Community Office should be kept open.
Priloga I, alineji 2 in 3
Annex I, indent 2 and 3
- Mednarodna konvencija iz leta 1996 o odgovornosti in nadomestilu škode v zvezi s prevozom nevarnih in zdravju škodljivih snovi po morju (Konvencija HNS);
-.The International Convention of 1996 on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (HNS Convention).
- Mednarodna konvencija iz leta 2001 o civilni odgovornosti za škodo, nastalo zaradi onesnaženja z gorivom iz ladijskih rezervoarjev (Konvencija o „gorivih“).
- The International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 ("Bunker Oil" Convention).
Cilj predloga je izvajanje minimalnega števila pravil, ki so skupna vsem državam članicam na področju civilne odgovornosti in zavarovanja lastnikov ladij, kakor tudi vsem osebam, odgovornim za upravljanje ladij, to je registriranim lastnikom, upravljavcem in zakupnikom, ter določitev pravil, ki istočasno omogočajo preprečitev nesreč in nadomestilo škode.
The aim of the proposal is to put in place a core of rules common to all Member States governing civil liability and insurance for shipowners, but also for any person responsible for the operation of a ship, including the registered owner, manager, or bare boat agent, and to draw up rules designed both to prevent accidents and compensate for damage.
Za dosego tega cilja predlog direktive predvideva naslednje:
With this is view, the proposal for a directive seeks essentially to:
a) poziva vse države članice, naj postanejo pogodbenice Konvencije LLMC Mednarodne pomorske organizacije (IMO) iz leta 1996
(a) invite all Member States to become contracting parties to the 1996 LLMC Convention of the International Maritime Organisation (IMO)
Konvencija o omejevanju odgovornosti za pomorske zahtevke ("Limitation of Liability for Maritime Claims").
Convention on the Limitation of Liability for Marine Claims.
10 držav članic je Konvencijo LLMC 96 že ratificiralo: DE, DK, EE, FI, CY, LU, MT, ES, SE, UK. .
Ten Member States have already ratified the 1996 convention (DE, DK, EE, FI, CY, LU, MT, ES, SE, UK). .
b) vključitev konvencije v pravo Skupnosti, da jo bo na ravni EU mogoče enotno razlagati (s posredovanjem Sodišča Evropskih skupnosti);
(b) incorporate this Convention into Community law so that it can be interpreted in a uniform manner at EU level (with the intervention of the Court of Justice of the European Communities).
c) dopolnitev sistema LLMC za zagotavljanje večjega jamstva za nadomestilo žrtvam in ladijskemu osebju (obvezno potrdilo o jamstvu, neposreden ukrep žrtve).
(c) supplement the LLMC regime, so as to introduce improved guarantees as regards compensation of victims and crew (compulsory guarantee certificate, direct action by victims).
Obstajajo pa številne mednarodne konvencije o civilni odgovornosti in zavarovanju, sklenjene v okviru IMO.
There are, however, a number of international conventions on civil liability and insurance which have been negotiated within the IMO.
Izvaja se samo ena od njih, in sicer Konvencija CLC iz leta 1992 o civilni odgovornosti za izlitje nafte.
Only one of these conventions has been implemented, namely the 1992 International Convention Civil on Civil Liability for Oil Pollution Damage.
Druge konvencije o civilni odgovornosti in zavarovanju se nanašajo na druge vrste škode, na primer:
The other conventions on civil liability and insurance concern other types of damage:
- Konvencija HNS iz leta 1996
- the HNS Convention of 1996
Konvencija o nevarnih in zdravju škodljivih snoveh ("Hazardous and Noxious Substances"). o onesnaženju in eksplozijah, ki jih povzročijo kemikalije;
Convention on Hazardous and Noxious Substances. concerning pollution and explosions caused by chemical products;
- Konvencija iz leta 2001 o onesnaženju z gorivom iz ladijskih rezervoarjev (Konvencija o gorivih)
- the Bunker Oil Convention of 2001 on pollution caused by fuels
Na seznam lahko dodamo osnutek konvencije o odstranitvi odsluženih ladij, o kateri potekajo pogajanja v okviru IMO že 10 let in ki bi morala biti sprejeta leta 2007. .
In addition to these, a draft convention on wreck removal has been under negotiation within the IMO for 10 years and should be able to be adopted in 2007. ;
Zadnji dve konvenciji se še ne izvajata.
The latter two conventions are not yet in force.
Vendar so se države članice EU obvezale, da ju bodo začele izvajati, Svet pa je sprejel sklepe, ki državam članicam omogočajo ratifikacijo Konvencije HNS in Konvencije o gorivih, " če je mogoče, do konca junija 2006 ".
However, the EU Member States have undertaken to implement them and the Council has adopted decisions providing for the Member States to ratify the HNS and Bunker Oil Conventions 'if possible by the end of June 2006' .
Civilna odgovornost
Civil liability
3.1 Omejitev
3.1 Ceilings
Konvencija LLMC je konvencija na horizontalni ravni, ki usklajuje sisteme civilne odgovornosti lastnikov ladij, kadar se ne uporabljajo sektorske konvencije.
The LLMC is a convention of horizontal scope which harmonises civil liability regimes of ship owners in cases where none of the sectoral conventions apply.
Uporablja se za vse vrste škode, ki jo povzročijo ladje.
It applies to all types of damage caused by ships.
Konvencija LLMC določa, da lahko lastniki ladij omejijo svojo odgovornost do določene meje, razen če niso storili krivdnega dejanja
The LLMC stipulates that a shipowner may limit his liability to certain levels, unless he is guilty of wilful misconduct
Krivdno dejanje je opredeljeno v pomorskih konvencijah (člen 4 Konvencije LLMC), kot sledi: "odgovorna oseba ni upravičena do omejitve svoje odgovornosti, če je dokazano, da je škoda nastala zaradi osebnega dejanja ali opustitve dejanja lastnika, ki se zagreši (...) zaradi nepremišljenosti in ob poznavanju dejstva, da bo zato po vsej verjetnosti nastala taka škoda".
The concept of 'wilful misconduct' is described in the maritime conventions (Article 4 LLMC), which state that a person responsible is not entitled to limit his liability 'if it is proved that he himself caused the damage by an act or omission (...) committed recklessly and in the knowledge that such damage would probably result'.
V ameriškem pravu malomarnost ali kršitev pravil o varnosti konstrukcije ali plovbe zadostuje za polno odgovornost odgovorne osebe (Oil Pollution Act, 1990). , za kar omejitev odgovornosti ne velja več.
Under American law, negligence or the simple breach of a building or shipping safety rule is sufficient to make the persons responsible legally liable (Oil Pollution Act 1990. , in which case liability cannot be limited.
Omejitev odgovornosti je pomemben "institut" v pomorskem pravu.
Limitation of liability is something of an institution in maritime law.
Navedena načela je treba ponovno preučiti iz dveh razlogov.
These principles need to be re-examined for two reasons.
Po eni strani se je civilna odgovornost pri drugih oblikah prometa ob koncu 20. stoletja zelo spremenila.
On the one hand, civil liability in other modes of transport has changed considerably towards the end of the 20th century.
Po drugi strani je omejitev, če razumemo gospodarske izzive, vpričo katerih je upravičena omejitev odgovornosti za škodo, ki jo utrpijo vkrcevalci in lastniki blaga z neposrednimi koristmi od verige pomorskega prometa, manj sprejemljiva za tretje osebe, ki niso del prometa in utrpijo škodo zaradi pomorske dejavnosti, od katere neposredno nimajo koristi.
Furthermore, while it is possible to understand the economic considerations justifying limitations in relation to damage suffered by shippers and owners of goods who benefit directly from the maritime transport chain, such limitations are less acceptable when they relate to third parties not involved in the shipment and who suffer damages in connection with a maritime activity from which they do not directly benefit.
Konvencija LLMC, posodobljena leta 1996, za katero Komisija v svojem predlogu državam članicam predlaga, da jo ratificirajo v vnaprej določenem roku, ima v zvezi s tem prednosti in slabosti.
The updated 1996 version of the LLMC, which the Commission proposal calls on all Member States to ratify within a set period, has advantages and drawbacks in this connection.
Njena prednost je, da določa zadosti visoke meje odgovornosti, da lahko v večini primerov žrtve prejmejo ustrezna nadomestila (blago, ki ni zajeto v konvencijo HNS, zabojniki...).
Its advantage is that it sets liability ceilings at levels high enough to ensure that in most cases victims can be properly compensated (cargo not covered by the HNS Convention, containers, etc.).
Njena slabost je, da je načelo omejitve odgovornosti skoraj absolutno – meje, nad katero lastnik ni več upravičen do omejitve svoje odgovornosti, skorajda ni mogoče prekoračiti.
Its drawback lies in the fact that the principle of limiting liability is almost absolute - the threshold above which the owner relinquishes his right to limit his liability being to all intents and purposes unbreakable.
To je v korist lastnikov ladij in v škodo žrtev, kadar je povzročena škoda višja od določenih mej.
An unbreakable threshold is tantamount to favourable treatment for shipowners, to the detriment to victims, when the damages suffered exceed the ceilings.
To je tudi v korist slabih lastnikov ladij in v škodo dobrih, ko mora lastnik ladje, ki ne skrbi za njeno kakovost, nujno prekoračiti mejo zelo težko dokazljivega krivdnega dejanja, da postane resnično odgovoren.
This also represents favourable treatment for bad shipowners, to the detriment of good ones, since a shipowner who fails to pay attention to the quality of his ships must be shown to have been guilty of wilful misconduct, which is very difficult to prove, in order to be held truly liable.
Obvezno jamstvo za civilno odgovornost
Compulsory civil liability guarantee
Konvencija LLMC ne vsebuje sistema obveznega zavarovanja, ki obstaja zlasti v Konvenciji CLC.
The LLMC does not include the compulsory insurance system that is to be found in particular in the CLC Convention.
V skladu s priporočili IMO
In line with the IMO recommendations
Resolucija A 898 (21) z dne 25. novembra 1999. predlog uvede sistem obveznega jamstva po vzorcu potrdil o zavarovanju, opredeljenem v sektorskih konvencijah.
Resolution A 898 (21) of 25 November 1999. , the proposal introduces a compulsory guarantee system based on the insurance certificates model introduced by the sectoral conventions.
Edina razlika med predlogom in resolucijo IMO o škodi, ki jo pokriva Konvencija LLMC, je ta, da resolucija v enem primeru pojasnjuje, da se zavarovanje nanaša na znesek, ki ustreza zgornjim mejam LLMC, in da v drugem primeru predlog zahteva minimalni znesek, ki ustreza dvakratniku zgornjih meja.
The only difference between the proposal and the IMO resolution with regard to damage covered by the LLMC is that the resolution stipulates that insurance should cover an amount corresponding to the LLMC ceilings, while the proposal calls for a minimum amount corresponding to double the level of the ceilings.
Lastniki bodo morali zaprositi pristojne organe določene države članice, da jim izdajo potrdilo, ki potrjuje stvarnost jamstva za vsakršno škodo, povzročeno tretjim osebam, in za primere razpustitve pomorščakov.
It will be the responsibility of owners to ask the Member State authorities for a certificate proving the existence of a guarantee for all damage to third parties and for cases where seafarers are abandoned.
Na podlagi "javnega" potrdila, ki ga bodo izdale države članice, bo mogoče preveriti stvarnost in trdnost zavarovalnega kritja ter še naprej izvajati pritisk na zavarovatelje, da bodo zavarovali samo ladje neoporečne kakovosti.
This 'public' certification issued by the Member States will make it possible to verify the existence and soundness of insurance cover and keep pressure on insurers to insure only ships of the highest standard.
Ta zahteva, ki je v skladu s Konvencijo Združenih narodov o pomorskem pravu (UNCLOS), omogoča pokritje tranzitnih ladij, ki ne bodo pristale v naših pristaniščih.
This requirement, which is in line with the United Nations Convention on the Law of the Sea (UNCLOS), makes it possible to cover ships in transit not stopping in EU ports.
Neposreden ukrep – Obvezno jamstvo je dopolnjeno z možnostjo neposrednega ukrepa žrtve proti zavarovatelju po vzorcu, opredeljenem v sektorskih konvencijah.
Direct action – The compulsory guarantee is accompanied by the possibility of direct action on the part of the victim against the insurer, in line with the model introduced in the sectoral conventions.
Neposreden ukrep žrtve je potreben dodatek, ki zagotavlja, da žrtev v najkrajšem možnem času prejme ustrezno nadomestilo.
The possibility of direct action by the victim is a necessary addition, ensuring swift and proper compensation for all victims.
Obravnavanje razpustitve pomorščakov
Abandonment of seafarers
V predlogu je prav tako treba pozdraviti uvedbo mehanizma jamstva v primeru razpustitve pomorščakov.
The fact that the proposal introduces a guarantee mechanism in the event of the abandonment of seafarers is also to be welcomed.
Sklicevanje na smernice IMO bo poleg kritja stroškov za vrnitev v domovino omogočilo kritje plač, ki pomorščakom niso bile izplačane.
The reference to the IMO guidelines will make it possible henceforth to cover the payment of unpaid wages to seafarers, as well as repatriation.
Takšna rešitev ni zagotovljena v novih konvencijah ILO o delu na morju, ki ostaja nejasno na področju finančnega jamstva in plačila zaostalih plač.
This solution is not guaranteed by the new IMO conventions on maritime labour, which remain vague on the level of financial guarantee and the payment of salary arrears.
Predlogi poročevalca
Rapporteur's proposals
Poročevalec je prepričan, da predlog Komisije teži k izboljšanju pogojev za nadomestilo škode žrtvam pomorskih nezgod ali nesreč in boljšemu obravnavanju pomorščakov.
Your rapporteur firmly believes that the Commission proposal will help improve the conditions for compensating the damage suffered by victims of incidents or maritime accidents and will lead to better treatment of seafarers.
Kljub temu je tudi prepričan, da najhujša škoda, povzročena tretjim osebam, ne bo v zadostni meri pokrita z zgornjimi mejami odgovornosti iz Konvencije LLMC in da najhujše kršitve ter najbolj malomarno ravnanje odgovornih oseb v pomorskem prometu niso zadostno obravnavani v predlogu, ne glede na to, da večina teh akterjev opravlja svoje delo resno in strokovno ter skrbi za preprečevanje tveganj, ki so povezana z njihovimi dejavnostmi.
Nevertheless, he remains convinced that the most serious damage suffered by third parties will not be adequately covered by the liability ceilings under the LLMC Convention and that the proposal fails to adequately address the most serious and most negligent behaviour on the part of maritime transport operators, even if most are serious professionals concerned to prevent the risks related to their activities.
Omejitev področja uporabe direktive na primere odgovornosti do tretjih oseb v pomorskem prometu
Restricting the scope of the directive to cases of liability vis-à-vis third parties not involved in the transport operation
Če bo Konvencija LLMC, ki jo bodo ratificirale države članice, zagotovila kritje vseh pomorskih zahtevkov v zvezi s škodo, povzročeno pri upravljanju ladij, se bodo morale dopolnilne določbe Skupnosti, ki zaostrujejo omejitev odgovornosti, uporabljati samo za škodo, povzročeno osebam in premoženju, ki niso neposredno vključeni v pomorski promet.
Although ratification by the Member States of the LLMC Convention would mean that all maritime claims deriving from damage suffered as a consequence of the operation of a ship were covered, it is important that the supplementary Community provisions strengthening the limited liability regime apply only to damage suffered by persons and goods not directly involved in the maritime transport.
Dva razloga govorita v prid takšne omejitve področja uporabe besedila.
There are two arguments in favour of restricting the scope of the directive in this way.
Prvič, omejitev odgovornosti, ki je opredeljena v Konvenciji LLMC, je treba obdržati za pogodbene stranke prevozne pogodbe ali neposredne uporabnike prevoza (vkrcevalce, lastnike blaga...) v skladu z načelom, povezanim s pomorskim tveganjem.
Firstly, the limitation of liability, as provided for in the LLMC, must be maintained for parties to the transport contract or direct beneficiaries of the transport (shippers, owners of goods, etc.) with due regard for the principles related to maritime risk.
Vključitev Konvencije HNS v pravo Skupnosti
Incorporating the HNS Convention into Community law
Konvencija LLMC določa veliko nižje meje odgovornosti kot Konvencija HNS o kemikalijah (za ladjo z nosilnostjo 100 tisoč ton: 35 milijonov evrov za LLMC in 120 milijonov evrov za HNS).
The LLMC Convention lays down much lower liability ceilings than the HNS Convention on chemical substances (for a ship of 100 000 tonnes, the LLMC stipulates 35 million euros and the HNS 120 million euros).
Zadnja konvencija po desetih letih, ko jo je IMO pripravila, še vedno ni v veljavi.
However, ten years after being drawn up by the IMO, this latter convention is still not in force.