natgillin/translations-raw huggingface dataset:
Glej obrazložitev predloga spremembe 1.
See justification to amendment 1.
Potreben je daljši rok za prevoz po celinskih plovnih poteh, saj prevoznike ne krijejo P&I klubi.
A longer deadline for inland waterway transport is necessary because carriers are not covered by P&I clubs .
Člen 8, odstavek 2 c (novo)
Article 8, paragraph 2 c (new)
Kar zadeva domači prevoz z rednimi trajektnimi povezavami v regijah, ki jih zajema člen 299(2) Pogodbe ES, se začne uporabljati štiri leta po [datum začetka veljavnosti uredbe ali datuma začetka veljavnosti Atenske konvencije v Skupnosti, glede na to, kateri je kasnejši].
In relation to domestic carriage by regular ferry lines in the regions covered by Article 299(2) of the Treaty, it shall apply from four years after [the date of its entry into force or from the date of the entry into force of the Athens Convention 2002 for the Community, whichever is the later].
V skladu s stališčem poročevalca bi moral biti za domače trajektne povezave predlagan drug rok za začetek uporabe, da se zagotovi učinkovito in finančno vzdržno kritje civilne odgovornosti.
In line with the rapporteur’s position, a different implementation deadline for domestic ferry lines should be offered to carriers so as to ensure efficient and financially sustainable civil liability coverage.
Določba, ki zadeva regije, opisane v členu 299(2) Pogodbe ES, omogoča, da se določi drugi rok za začetek uporabe za domače trajektne povezave v teh regijah, da se tako zagotovi učinkovito in finančno vzdržno kritje civilne odgovornosti, ki je prilagojeno omejitvam, ki so v teh regijah stalno prisotne.
The provision concerning the regions described in Article 299(2) of the EC Treaty makes it possible to set a different implementation deadline for domestic ferry lines in these regions in order to ensure efficient and financially sustainable civil liability coverage that is adapted to the permanent constraints on these regions.
Pravice potnikov v EU so od objave bele knjige Komisije leta 2001
EU passengers' rights have been firmly present on the agenda of the common transport policy since the publication of Commission's White paper in 2001
Bela knjiga "Evropska prometna politika za leto 2010: čas odločitve" - KOM(2001) 0370, 12.9.2001. stalno prisotne pri načrtovanju skupne prometne politike.
White Paper “European transport policy for 2010: time to decide”, COM(2001)0370 of 12.9.2001. .
Zaščita potnikov v EU z učinkovitim sistemom odgovornosti je bila, kot del tega načrtovanja, prenesena v različne vrste prevoza z ratifikacijo Montrealske konvencije
As an integral part of this agenda, the protection of EU passengers under an efficient system of liability has been relayed in the different transport modes through the ratification of the Montreal Convention
Sklep Sveta (2001/539/ES) z dne 5. aprila o sklenitvi Konvencije o poenotenju nekaterih pravil za mednarodni letalski prevoz (Montrealska konvencija) s strani Evropske skupnosti. in z dodatnimi pravili EU
Council Decision (2001/539/EC) of 5 April 2001 on the conclusion by the European Community of the Convention for the Unification of Certain Rules for International Carriage by Air (the Montreal Convention). and additional EC rules
Uredba (2027/1997) o odgovornosti letalskih prevoznikov v primeru nesreče, kakor je bila spremenjena z Uredbo (889/2002/ES). za letalski prevoz ter z objavo predloga Komisije za uredbo o pravicah in obveznostih potnikov v mednarodnem železniškem prometu
Regulation (2027/1997) on air carrier liability in case of accidents as modified by Regulation (889/2002/EC). for air transport and through the publication of Commission's Proposal of Regulation on International Rail Passengers’ Rights and Obligations
KOM(2004)0143 , ki jo je spremenil TRAN (Poročilo EP/ TRAN ( A6-0123/2005 )) .
COM(2004)0143 , amended by TRAN (Report EP/ TRAN ( A6-0123/2005 )) .
Kar zadeva potnike na morju, je uveljavitev sistema odgovornosti v ES bolj zapletena.
As far as passengers by sea are concerned, the implementation of a liability system in EC has been more complex.
Komisija je 24. junija 2003 predstavila predlog Sklepa Sveta o odločitvi Evropske skupnosti glede Protokola iz leta 2002 k Atenski konvenciji o pomorskem prevozu potnikov in njihove prtljage
The Commission presented on 24 June 2003 a proposal for a Council decision concerning the conclusion by the European Community of the Protocol of 2002 to the Athens Convention relating to the Carriage of Passengers and their Luggage by Sea
COM(2003)0357 . ; Komisija je predlagala, naj Skupnost čim prej postane pogodbenica protokola in naj države članice tudi to storijo pred koncem leta 2005.
COM(2003)0375 . , the Commission proposed that the Community becomes a Contracting Party to the Protocol at the earliest possible moment and that the Member States shall do likewise before the end of 2005.
Glede na to, da v Svetu ni bilo napredka v zvezi s tem predlogom, si predlog, ki se ga pregleduje, prizadeva vključiti Atensko konvencijo v pravo ES ter jo ob tem nekoliko prilagoditi, zlasti kar zadeva področje njenega izvrševanja.
As no progress has been made on this Proposal within the Council, the Proposal under examination now aims at incorporating the Athens Convention into EC law and adds some adaptations to it, in particular on its scope of implementation.
Predlog bo na ravni EU zagotavljal enake pogoje za civilno odgovornost za škodo, povzročeno z ladjo potnikom in njihovi prtljagi.
The proposal will guarantee a level playing field at EU level for civil liability concerning damages caused to passengers and to their belongings, by ship.
Treba je podpreti splošni cilj, ki ga zasleduje Komisija.
The overall objective followed by Commission has to be upheld.
Obravnavana so zelo pomembna vprašanja in predlog bi moral potnikom v pomorskem prometu nuditi celovit sistem odgovornosti, saj daje na voljo dobro, usklajeno podlago za civilno odgovornost.
Issues of primary importance are tackled and the Proposal should provide to passengers by sea a comprehensive liability scheme, offering a good harmonised basis on civil liability.
Atenska konvencija
The Athens Convention
Protokol iz leta 2002 k Atenski konvenciji o pomorskem prevozu potnikov in njihove prtljage iz leta 1974 je bil sprejet 1. novembra 2002.
The Protocol of 2002 to the Athens Convention Relating to the Carriage of Passengers and their Luggage by Sea, 1974, was adopted on 1 November 2002.
Protokol bi moral stopiti v veljavo 12 mesecev zatem, ko bi ga sprejelo 10 držav, do česar še ni prišlo.
The 2002 protocol should enter into force 12 months after being accepted by 10 States, which is not yet the case.
Države članice EU, ki so do sedaj podpisale protokol so: FI, DE, ES, SE, UK
The EU Member States which have signed the 2002 protocol are: FI, DE, ES, SE, UK
Protokol uvaja obvezno zavarovanje za kritje potnikov na ladjah in dviguje meje odgovornosti.
The Protocol introduces compulsory insurance to cover passengers on ships and raises the limits of liability.
Uvaja tudi druge mehanizme za pomoč potnikom pri odškodninskih zahtevkih, na temelju že sprejetih načel, ki so v uporabi v obstoječih sistemih odgovornosti in odškodnine pri okoljskem onesnaženju.
It also introduces other mechanisms to assist passengers in obtaining compensation, based on well-accepted principles applied in existing liability and compensation regimes dealing with environmental pollution.
Ti vključujejo nadomestilo krivdne odgovornosti z objektivno odgovornostjo za nesreče, povezane z ladijskim prevozom, kar je dodatno podprto z zahtevo, da prevoznik sklene obvezno zavarovanje, ki bo krilo tovrstne zahtevke.
These include replacing the fault-based liability system with a strict liability system for shipping related incidents, backed by the requirement that the carrier take out compulsory insurance to cover these potential claims.
Omejitve, ki jih postavlja protokol, določajo najvišjo mejo in omogočajo sodiščem (vendar jim tega ne nalagajo), da dodelijo odškodnino za smrt, osebno poškodbo ali škodo vse do teh zgornjih meja.
The limits contained in the Protocol set a maximum limit, empowering - but not obliging - national courts to compensate for death, injury or damage up to these limits.
Protokol vsebuje tudi klavzulo "opt-out", ki državam pogodbenicam omogoča, da zadržijo ali uvedejo višjo zgornjo omejitev odgovornosti (ali neomejeno odgovornost) v primeru prevoznikov, ki so pod jurisdikcijo njihovih sodišč.
The Protocol also includes an "opt-out" clause, enabling State Parties to retain or introduce higher limits of liability (or unlimited liability) in the case of carriers who are subject to the jurisdiction of their courts.
Obvezno zavarovanje
Compulsory insurance
Nov člen 4a konvencije prevoznike obvezuje, da sklenejo zavarovanje ali pridobijo drugo vrsto finančnega jamstva (npr. garancijo banke ali podobne finančne ustanove) do višine omejitve objektivne odgovornosti po konvenciji za primere smrti in telesnih poškodb potnikov.
A new Article 4bis of the Convention requires carriers to maintain insurance or other financial security, such as the guarantee of a bank or similar financial institution, to cover the limits for strict liability under the Convention in respect of the death of and personal injury to passengers.
Ladjam se izda potrdilo, da je v veljavi zavarovanje ali druga vrsta finančnega jamstva, vzorec potrdila pa je v Prilogi I priložen k protokolu.
Ships are to be issued with a certificate attesting that insurance or other financial security is in force and a model certificate is attached to the Protocol in an Annex.
Omejitev odgovornosti
Limits of liability
Protokol je znatno povišal omejitve odgovornosti, da odražajo sedanje razmere, olajšal pa je tudi mehanizem za dvigovanje omejitve v prihodnje.
The limits of liability have been raised significantly under the Protocol, to reflect present day conditions and the mechanism for raising limits in the future has been made easier.
Prevoznik je odgovoren, razen če dokaže, da je bila nezgoda posledica vojne, sovražnosti, državljanske vojne, vstaje ali izjemnega, neizogibnega ali neustavljivega naravnega pojava; ali nastala zaradi dejanja ali opustitve dejanja z namenom povzročitve nesreče s strani tretje osebe.
The carrier is liable, unless the carrier proves that the incident resulted from an act of war, hostilities, civil war, insurrection or a natural phenomenon of an exceptional, inevitable and irresistible character; or was wholly caused by an act or omission done with the intent to cause the incident by a third party.
Če izguba preseže omejitev, je prevoznik dodatno odgovoren - do zgornje meje 400.000 SDR (480.000 EUR) na potnika v vsakem posameznem primeru, razen če prevoznik dokaže, da je do nesreče, ki je povzročila škodo, prišlo brez krivde ali malomarnosti prevoznika.
If the loss exceeds the limit, the carrier is further liable - up to a limit of 400,000 SDR (480 000 euros) per passenger on each distinct occasion - unless the carrier proves that the incident which caused the loss occurred without the fault or neglect of the carrier.
Prevoznik odgovarja za izgubo, nastalo zaradi smrti ali poškodbe potnika, ki ni posledica pomorske nesreče, če je do nesreče, ki je povzročila škodo, prišlo po njegovi krivdi ali zaradi malomarnosti.
For the loss suffered as a result of the death of or personal injury to a passenger not caused by a shipping incident, the carrier is liable if the incident which caused the loss was due to the fault or neglect of the carrier.
Breme dokazovanja krivde ali malomarnosti nosi tožnik.
The burden of proving fault or neglect lies with the claimant.
Odgovornost prevoznika obsega le škodo, nastalo v nesrečah, ki so se zgodile med prevozom.
The liability of the carrier only includes loss arising from incidents that occurred in the course of the carriage.
Dokazno breme, da je do nesreče, ki je povzročila škodo, prišlo med prevozom, pa tudi glede obsega škode, nosi tožnik.
The burden of proving that the incident which caused the loss occurred in the course of the carriage, and the extent of the loss, lies with the claimant.
Izguba ali poškodovanje prtljage in vozil
Loss of or damage to luggage and vehicles:
- odgovornost prevoznika za izgubo ali poškodovanje kabinske prtljage je omejena na 2.250 SDR na potnika na prevoz.
- The liability of the carrier for the loss of or damage to cabin luggage is limited to 2,250 SDR per passenger, per carriage.
- odgovornost prevoznika za izgubo ali poškodovanje vozil, vključno z vso prtljago v ali na vozilu, je omejena na 12.700 SDR na vozilo na prevoz.
- The liability of the carrier for the loss of or damage to vehicles including all luggages carried in or on the vehicle is limited to 12,700 SDR per vehicle, per carriage.
- odgovornost prevoznika za izgubo ali poškodovanje druge prtljage je omejena na 3.375 SDR na potnika na prevoz.
- The liability of the carrier for the loss of or damage to other luggage is limited to 3,375 SDR per passenger, per carriage.
- prevoznik in potnik se lahko dogovorita, da prevoznik odgovarja z odbitno franšizo, ki ni večja od 330 SDR v primeru poškodovanja vozila in ni večja od 149 SDR na potnika v primeru izgube ali poškodovanja ostale prtljage; ta znesek se odšteje od izgube ali škode.
- The carrier and the passenger may agree that the liability of the carrier shall be subject to a deductible not exceeding 330 SDR in the case of damage to a vehicle and not exceeding 149 SDR per passenger in the case of loss of or damage to other luggage, such sum to be deducted from the loss or damage.
Protokol dovoljuje državi podpisnici, da s posebnimi določbami nacionalne zakonodaje uredi mejo odgovornosti za osebne poškodbe in smrt , pod pogojem, da nacionalna omejitev odgovornosti, če sploh obstaja, ni nižja od tiste, predpisane v protokolu.
The Protocol allows a State Party to regulate by specific provisions of national law the limit of liability for personal injury and death , provided that the national limit of liability, if any, is not lower than that prescribed in the Protocol.
Spreminjanje omejitev
Amendment of limits
Protokol iz leta 2002 uvaja nov postopek tihe privolitve za dvig zgornje meje odgovornosti.
The 2002 Protocol introduces a new tacit acceptance procedure for raising the limits of liability.
Predlog za spremembo omejitev, ki bi ga podala najmanj polovica podpisnic protokola, bi bil posredovan vsem državam članicam Mednarodne pomorske organizacije (IMO) in vsem državam podpisnicam ter bi ga nato obravnaval pravni odbor IMO.
A proposal to amend the limits, as requested by at least one-half of the Parties to the Protocol, would be circulated to all IMO Member States and al States Parties and would then be discussed in the IMO Legal Committee.
Predlogi sprememb bi bili sprejeti, če bi zanje glasovali najmanj 2/3 držav podpisnic konvencije, kakor je bila spremenjena s tem protokolom in ki bi bile prisotne pri glasovanju v pravnem odboru, začeli pa bi veljati 18 mesecev po njihovi odobritvi.
Amendments would be adopted by a two-thirds majority of the States Parties to the Convention as amended by the Protocol present and voting in the Legal Committee, and amendments would enter into force 18 months after its deemed acceptance date.
Datum odobritve bi bil 18 mesecev po njihovem sprejetju, razen v primeru, da v tem času najmanj ena četrtina držav, ki so bile države podpisnice v času sprejetja, Generalnemu sekretarju IMO sporoči, da ne želi odobriti predloga spremembe.
The deemed acceptance date would be 18 months after adoption, unless within that period not less than one fourth of the States that were States Parties at the time of the adoption of the amendment have communicated to the IMO Secretary-General that they do not accept the amendment.
Regijske organizacije za gospodarsko povezovanje
Regional Economic Integration Organizations
Prvič v zgodovini konvencij IMO lahko regijska organizacija za gospodarsko povezovanje podpiše dokument.
For the first time in an IMO Convention, a regional economic integration organization may sign up the document.
Člen v protokolu določa, da regijska organizacija za gospodarsko povezovanje, ki je sestavljena iz suverenih držav, ki so pristojnost glede določenih zadev, urejenih s tem protokolom, prenesle nanjo, lahko podpiše, ratificira, sprejme in odobri ta protokol ali k njemu pristopi.
An article in the Protocol states that a Regional Economic Integration Organization, which is constituted by sovereign States that have transferred competence over certain matters governed by this Protocol to that Organization, may sign, ratify, accept, approve or accede to the Protocol.
Regijska organizacija za gospodarsko povezovanje, ki je podpisnica tega protokola, bo imela pravice in obveznosti države podpisnice, v obsegu, v katerem ima regijska organizacija za gospodarsko povezovanje pristojnost v zadevah, ki jih ureja ta protokol.
A Regional Economic Integration Organization which is a Party to this Protocol will have the rights and obligations of a State Party, to the extent that the Regional Economic Integration Organization has competence over matters governed by this Protocol.
Katere določbe, ki urejajo odgovornost za pomorski prevoz potnikov so sedaj v veljavi v EU?
What are the current rules governing liability for transport of passengers by sea in the EU?
Dokler Atenska konvencija ne bo odobrena in/ali vključena v pravo EU, urejata vprašanje odgovornosti do potnikov na morju dva sklopa zakonodaje: notranje pravo držav članic in mednarodno pravo za tiste države članice, ki so ratificirale Konvencijo o omejitvi odgovornosti za pomorske tožbene zahtevke (LLMC)
As long as the Athens Convention is not approved and/or incorporated in EU law, liability issues for passengers by sea will be governed by two sets of law: the internal law of the Member States and the international law for those Member States that have ratified the 1976 Convention on Limitation of Liability for Maritime Claims (LLMC)
FR, LT in NL so ratificirale LLMC, vendar ne tudi Atenske konvencije. iz leta 1976 ali njen protokol
FR, LT, NL have ratified the LLMC 1976 but not the Athens Convention. or its 1996 Protocol
DK, FI, DE in MT so ratificirale protokol k LLMC iz leta 1996, vendar ne tudi Atenske konvencije. iz leta 1996.
DK, FI, DE and MT have ratified the LLMC 1996 Protocol but not the Athens Convention. .
Najvišja meja odgovornosti se v dveh različicah LLMC razlikuje, protokol iz leta 1996, ki je bolj "radodaren", ima nižjo omejitev odgovornosti od tiste, predvidene v Atenski konvenciji. (glej preglednico)
The liability ceiling foreseen in the two versions of the LLMC are different, the 1996 Protocol which is more "generous" however has a lower liability ceiling than the one foreseen in the Athens Convention. (see table)
Najvišji znesek odškodnine na potnika
Maximal amount of reparation per passenger
Atenska konvencija (1974)
Athens Convention (1974)
Atenska konvencija (kakor je bila spremenjena leta 2002)
Athens Convention (as modified in 2002)
- 250.000 SDR
- 250 000 SDR
300 000 €. (popolna odgovornost za pomorske nesreče)
300 000 €. (full liability for maritime incidents)
480 000 €. (krivdna odgovornost)
480 000 €. (liability for fault)
s splošno omejitvijo 25 milijonov SDR
with a global limitation of 25 millions SDR
30 milijonov €
30 millions €.
Protokol k LLMC iz leta 1996
LLMC 1996 Protocol
Vključitev Atenske konvencije v pravo ES bi torej nudila več zaščite potnikom na ravni EU, bi pa povzročila nekatere težave pri usklajevanju teh zakonodajnih sklopov.
The incorporation of the Athens Convention in EC law would thus give a stronger protection for passengers at EU level while generating some difficulties as regard the coordination of these sets of law.
Dodatne določbe k Atenski konvenciji iz predloga
Additional provisions to Athens Convention in the Proposal
Razširitev obsega uporabe na domači promet (obrežna plovba) in celinske plovne poti: obseg uporabe predlagane uredbe je širši od obsega Atenske konvencije iz leta 2002.
Extension of the scope of application to domestic traffic (cabotage) and inland waterways: The scope of the proposed Regulation is wider compared to the scope of the Athens Convention 2002.
Zajema obseg Atenske konvencije (z namenom zagotoviti polno izvršljivost Konvencije v okviru EU), razteza pa se tudi na prevoz v posameznih državah članicah in po celinskih plovnih poteh.
It covers the scope of the Athens Convention (in order to make the whole Convention fully enforceable within the EU), but is extended to carriage within a single Member State and traffic on inland waterway.
Odškodnina ne bo višja od nadomestne vrednosti opreme v primeru popolnega ali delnega uničenja ali izgube ali poškodovanja invalidske opreme/medicinske opreme potnika z zmanjšano gibljivostjo.
For damage or loss of mobility equipment/medical equipment belonging to a passenger with reduced mobility, the compensation will be, at the maximum, equivalent to the replacement value of the equipment.
Ta določba je v skladu s predlogom o pravicah železniških potnikov, kakršna je sedaj v postopku soodločanja.
This provision is in line with the Proposal on rail's passenger's rights as it stands now in codecision.
Določena so predplačila v skladu z načrtom, predvidenim v zračnem in železniškem sektorju.
An advance payment is provided for in line with the scheme foreseen for air and rail sectors.
Končno je predvideno obvestilo pred začetkom potovanja, zlasti z informacijami o omejitvah odškodnine za primer smrti, osebne poškodbe ali izgube in poškodbe prtljage, o pravici do neposredne tožbe zoper zavarovalnico ali osebo, ki zagotavlja finančno varnost, in o njihovi pravici do predplačila.
Finally, a pre-journey information provision is foreseen, it concerns in particular information on the limits of compensation for death, personal injury or loss and damage of luggage, the right of direct action against the insurer or the person providing financial security and on the entitlement to an advance payment.
V predlogu ni predvideno posebno sredstvo obveščanja (za razliko od zračnega prometa - glej uredbo o črnem seznamu letalskih prevoznikov in identiteti prevoznika, ki storitev opravi).
No particular mean of information is provided for in the Proposal (contrary to air transport - see Regulation on the Blacklist of air carriers and the identity of performing carrier).
Stališče poročevalca
Position of the Rapporteur
· Razširitev obsega uporabe na domači promet (obrežna plovba) in prevoz po celinskih plovnih poteh.
· Extension of the scope of application to domestic traffic (cabotage) and inland waterway transport .
Povedano je bilo, da bi izvrševanje tega predloga za obrežni prevoz in za prevoz po celinskih plovnih poteh nepotrebno obremenilo prevoznike v tem sektorju.
It has been mentioned that the implementation of this Proposal to cabotage transport and to inland waterways would create an unnecessary burden for the operators in this sector.
Vendar niso bili še predstavljeni natančni dejavniki, ki kažejo na neprimernost širitve tega načrta tudi na te trge, zlasti kar zadeva omejitve odgovornosti.
But no precise elements have been yet put on the table showing the inadequacy of the extension of the scheme for those markets, particularly concerning the liability ceiling.
Poročevalec meni, da je to širitev možno opraviti in da bo zavarovalni trg sposoben zavarovati tovrstno tveganje za sprejemljiv dodatni strošek za potnike.
The Rapporteur is of the opinion that this extension is feasible and that the insurance market will have the capacity to insure these type of risks with a reasonable extra cost for the passengers.
To določbo je treba spoštovati, vendar bi morala biti usklajena s tem, kar je bilo storjeno na področju drugih prevoznih sredstev (glede zračnega prevoza glej uredbo o identiteti prevoznikov).
· Pre-journey information : this provision has to be upheld but it would have to be in line with what has been done in other transport modes (in the air sector, see the Regulation on identity of air carriers).
Vsebino obveznosti obveščanja bi se lahko podrobneje določilo kasneje (kot priloga vozovnici (splošni pogoji poslovanja) in/ali vključeno v brošuro).
The content of obligation to inform could be made more precise later on (attached to the ticket (general sales conditions) and/or inserted in the brochures).