natgillin/translations-raw huggingface dataset:
Svet je torej omejil področje uporabe na ladje, s katerimi se opravljajo prevozi znotraj držav članic in sodijo v razred A v skladu s členom 4 Direktive 98/18/ES.
Thus the Council restricted the scope to the ships providing carriage within the Member States covered by Class A in accordance with article 4 of Directive 98/18/EC.
Svet je, kar zadeva pragove odškodnin, zavrnil predloge sprememb Parlamenta, ki jih je podprla Komisija, in sicer o vključitvi določb o uskladitvi najvišjih in najnižjih vrednosti odškodnin.
On the compensation limits, the Council rejected the amendments of the Parliament, supported by the Commission, which inserted some provisions harmonising the maximum and minimum compensation limits.
Svet se je najprej odločil v celoti uporabiti člen 7(2) (klavzulo opt-out) iz atenske konvencije, ki pogodbenicam konvencije omogoča sprejetje višjih omejitev odgovornosti od tistih, ki so določene s konvencijo.
The Council decided firstly to fully apply the Article 7(2) ("Opt-out" clause) of the Athens Convention, which allows Party to the Convention to adopt higher limits of liability than the ones provided by the Athens Convention.
Posledica tega bo, da v Evropski uniji ne bo usklajenih omejitev odgovornosti.
This will have for effect not to have a harmonised limit of liability through the European Union.
Sicer pa je Svet ohranil tudi izvajanje člena 19 konvencije, katerega je Evropski parlament zavrnil.
But on the other hand, the Council maintained also the implementation of the Article 19 of the Convention, which was rejected by the European Parliament.
Ta člen dovoljuje mehanizme globalnih pragov odgovornosti, ki so predvideni v drugih konvencijah, na primer v Mednarodni konvenciji o omejitvi odgovornosti za pomorske terjatve (LLMC) iz leta 1976 in v protokolu k tej konvenciji iz leta 1996.
This article allows mechanisms limiting the global liability provided by other conventions, like for example the 1976 Convention on Limitation of Liability for Maritime Claims (LLMC) and its 1996 Protocol.
Omejitve odškodnin bi zato utegnile biti nižje od tistih, ki so predvidene v atenski konvenciji.
Potentially, the compensation limits could be lower than the ones in the Athens Convention.
Poročevalec je ponovno uvedel naslednje vsebine iz prve obravnave v Evropskem parlamentu:
The Rapporteur reintroduced the following elements of the first reading of the European Parliament:
· Razširitev področja uporabe na domači pomorski promet : poročevalec meni, da je to razširitev mogoče izvesti in da bo zavarovalni trg sposoben zavarovati tovrstna tveganja ob sprejemljivih dodatnih stroških za potnike.
· Extension of the scope of application to domestic maritime transport : The Rapporteur is of the opinion that this extension is feasible and that the insurance market will have the capacity to insure these types of risks with a reasonable extra cost for the passengers.
Ker pa prevozniki v domačem pomorskem prometu ne poznajo shem, ki se izvajajo na mednarodni ravni, in ker bo treba spodbuditi zavarovalni trg, da bi organiziral jamstva in neposredne ukrepe na področju tveganj, se predlaga dodaten rok za začetek izvrševanja uredbe, namenjen prevoznikom in subjektom na zavarovalnem trgu.
However, as operators of domestic traffic are not familiar with the schemes implemented at international level and that the insurance market will have to be mobilised to organise the guarantee and direct actions on risks, it is suggested those operators and actors in the insurance market be given a supplementary deadlines for applying the Regulation.
· Informacije pred začetkom potovanja : to določbo je treba podpreti in uskladiti z doseženim pri drugih načinih prevozov.
· Pre-journey information : this provision has to be upheld and in line with what has been done in other transport modes.
· Klavzula o nesodelovanju „opt-out“: izvajanje člena 7(2) atenske konvencije je treba omejiti, saj poročevalec meni, da je varneje jasno navesti, da je uporabo te določbe mogoče spremeniti le s postopkom soodločanja.
· The "Opt-out" clause : the implementation of the Article 7(2) has to be limited, as the Rapporteur considers it is safer to specify that the application of this provision can be amended only through co-decision procedure .
· Globalni pragovi odgovornosti, ki jih določajo druge konvencije : člen 19 je treba izključiti iz izvajanja uredbe, saj bi dovoljeval prevozniku, ki je v skladu z atensko konvencijo odgovoren za smrt ali poškodbe potnikov, da svojo odgovornost omeji s sklicevanjem na globalne pragove odgovornosti, ki jih nalagajo druge mednarodne konvencije, kot je na primer Mednarodna konvencija o omejitvi odgovornosti za pomorske terjatve (LLMC).
· The global limitation of liability imposed by other Conventions : the Article 19 has to be excluded from the implementation of the Regulation, as it would authorise a carrier liable for death or injury to passengers on the basis of the Athens Convention to limit his liability by referring to global liability ceilings imposed by other Conventions, like the LLMC Convention.
· Predplačilo: najnižja raven predplačila bi morala kriti tudi primere, kot so resne poškodbe ali trajna invalidnost, in ne le smrti.
· The advance payment : the minimum level of the advance payment should not cover only the event of death, but other cases like serious injury and permanent invalidity.
o skupnem stališču Sveta z namenom sprejetja Direktive Evropskega parlamenta in Sveta o spremembi Direktive 2002/59/ES o vzpostavitvi sistema spremljanja in obveščanja za ladijski promet
on the Council common position for adopting a directive of the European Parliament and of the Council amending Directive 2002/59/EC establishing a Community vessel traffic monitoring and information system
absolutna večina poslancev Parlamenta za zavrnitev ali spremembo skupnega stališča
majority of Parliament ’ s component Members, to reject or amend the common position
absolutna večina poslancev Parlamenta, razen v primerih, navedenih v členih 105, 107, 161 in 300 Pogodbe ES in členu 7 Pogodbe EU
majority of Parliament ’ s component Members except in cases covered by Articles 105, 107, 161 and 300 of the EC Treaty and Article 7 of the EU Treaty
o skupnem stališču Sveta z namenom sprejetja Direktive Evropskega parlamenta in Sveta o spremembi Direktive 2002/59/ES o vzpostavitvi sistema spremljanja in obveščanja za ladijski promet(5719/3/2008 – C6
on the common position adopted by the Council with a view to the adoption of a directive of the European Parliament and of the Council amending Directive 2002/59/EC establishing a Community vessel traffic monitoring and information system
– ob upoštevanju skupnega stališča Sveta (5719/3/2008 – C6‑0225/2008 ),
– having regard to the Council common position (5719/3/2008 – C6‑0225/2008 ),
Sprejeta besedila, 25.4.2007, P6_TA(2007)0146 . o predlogu Komisije Parlamentu in Svetu ( KOM(2005)0589 ),
Texts adopted, 25.4.2007, P6_TA(2007)0146 . on the Commission proposal to Parliament and the Council ( COM(2005)0589 ),
– ob upoštevanju sporočila Komisije ( KOM(2008)0310 ) o skupnem stališču Sveta,
– having regard to the communication from the Commission ( COM(2008)0310 ), concerning the common position adopted by the Council,
– ob upoštevanju priporočila za drugo obravnavo Odbora za promet in turizem ( A6-0334/2008 ),
– having regard to the recommendation for second reading of the Committee on Transport and Tourism ( A6‑0334/2008 ),
(6) 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.
(6) 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.
Na podlagi tega je bil AIS vključen v normativni del Direktive 2002/59/ES.
AIS have accordingly been integrated into the enacting terms of Directive 2002/59/EC.
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.
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.
V okviru Evropskega sklada za ribištvo se lahko zagotovi finančna pomoč za opremljanje ribiških plovil z varnostno opremo, kot je AIS.
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.
Mednarodna pomorska organizacija (IMO) je priznala, da bi lahko bila objava podatkov sistema AIS za komercialne namene na svetovnem 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.
The International Maritime Organisation (IMO) has recognised that the publication for commercial purposes on the worldwide web 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 available AIS data to others for publication on the worldwide web or elsewhere from doing so.
Poleg tega razpoložljivost podatkov sistema AIS o poteh ladij in ladijskih tovorih ne sme ovirati poštene konkurence med udeleženci v pomorski industriji.
In addition, the availability of AIS information on ships ’ routes and cargoes should not be detrimental to fair competition between actors in the shipping industry.
Predlog spremembe 1 (prva obravnava v EP).
Amendment 1 (EP, first reading).
Besedilo govori zase.
The text speaks for itself.
(8) Koristno bi bilo preučiti možne sinergije med sistemom AIS ter sistemi za določanje položaja in sporočanje, ki se uporabljajo v okviru skupne ribiške politike, kot je satelitski sistem za spremljanje plovil.
(8) It would be useful to study what synergies might be possible between AIS and the positioning and communication systems used in the context of the common fisheries policy, such as the satellite-based vessel monitoring system.
V ta namen bi morala Komisija v sodelovanju z državami članicami preučiti izvedljivost in določiti podrobna pravila za združevanje AIS s sistemi za določanje položaja in sporočanje, ki se uporabljajo v okviru skupne ribiške politike.
For this purpose, the Commission, in cooperation with the Member States, should study the feasibility and determine the detailed rules for integrating AIS with the positioning and communication systems used in the context of the common fisheries policy.
(8) Iz raziskav, ki so bile opravljene v imenu Komisije, jasno izhaja, da vključitev sistema AIS v sisteme za določanje položaja in sporočanje, ki se uporabljajo za namene skupne ribiške politike, ni niti koristna niti izvedljiva .
(8) From surveys carried out on behalf of the Commission, it clearly emerges that it is neither useful nor feasible to incorporate AIS in the positioning and communications systems used for the purposes of the common fisheries policy.
Uvodno izjavo 8 je treba posodobiti.
Recital 8 needs to be updated.
Raziskavo o vključitvi sistema AIS in "modrih skrinjic" za namene ribiške politike Skupnosti je že izvedla Evropska agencija za pomorsko varnost (Študija o sinergijah med sistemom AIS ter sistemom za določanje položaja in sporočanje, ki se uporabljajo v okviru skupne ribiške politike (VMS)).
Research into the incorporation of AIS and the ‘blue box’ for the purposes of the Community fisheries policy has already been carried out by the EMSA (Study into synergies between AIS and the positioning and communication system used in the context of the common fisheries policy(VMS)).
Študija je prišla do sklepa, da pomanjkljivosti vključitve obeh sistemov (stroški, čas, potreben za razvoj skupnega sistema, negotovost glede rezultatov...) močno presegajo njene prednosti.
The study concludes that the advantages of incorporating both systems are heavily outweighed by the disadvantages (cost, the amount of time necessary to develop an integrated system, uncertainty regarding the results ...).
(8a) V skladu z Direktivo 2002/59/ES ima država članica, ki to zahteva, pravico poskušati pridobiti podatke o ladji in njenem nevarnem ali onesnažujočem tovoru od druge države članice.
(8a) Under D irective 2002/59/EC, a Member State which so requests is entitled to seek information from another Member State regarding a ship and the hazardous or pollutant cargo carried by it.
Poudariti je treba, da pri tem ne gre za zahteve ene države članice do druge, temveč, da je mogoče tovrstne informacije zahtevati le zaradi pomorske varnosti, pomorske zaščite ali varstva morskega okolja.
It should be pointed out that this does not mean requests by one Member State to another but that such information can only be requested for reasons of maritime safety, maritime security or maritime environmental protection.
Poročevalec je predlog spremembe 64 (prva obravnava v EP) razdelil na uvodno izjavo in člen (glej predlog spremembe 28).
Your rapporteur divided Amendment 64 (EP, first reading) into a recital and article (see Amendment 28).
(10) 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.
(10) 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.
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.
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.
V skladu s predpisom 3.1 dela A-1 poglavja II-1 SOLAS 74 so države članice dolžne zagotavljati, da so ladje, ki plujejo pod njihovo zastavo, načrtovane, grajene in vzdrževane v skladu s konstrukcijskimi, mehaničnimi in električnimi zahtevami, ki jih določijo s strani uprav priznani klasifikacijski zavodi.
In accordance with SOLAS 74, chapter II-1, Part A-1, Regulation 3.1, Member States are responsible for ensuring that ships flying their flag are designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of classification societies recognised by administrations.
Zato bi morale države članice oblikovati zahteve za plovbo po zaledenelih vodah, ki so v skladu z zahtevami organizacij, katere so priznane v skladu z Direktivo Sveta 94/57/ES z dne 22. novembra 1994 o skupnih predpisih in standardih za organizacije, pooblaščene za inšpekcijski pregled in nadzor ladij ter za ustrezne ukrepe pomorskih uprav 1 ali z enakovrednimi nacionalnimi standardi.
Therefore, Member States should establish requirements for navigation on ice filled waters in accordance with those of organisations recognised under Directive 94/57/EC of 22 November 1994 on common rules and standards for ship inspection and survey organizations and for the relevant activities of maritime administrations 1 or equivalent national standards.
Države članice bi morale imeti možnost preveriti, da potrebna dokumentacija na ladji dokazuje, da ta izpolnjuje zahteve glede trdnosti in moči, ustrezne stanju ledu v zadevnem območju.
Member States should have the possibility to verify 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.
1 UL L 319, 12.12.1994, str.
1 OJ L 319, 12.12.1994, p.
Predlog spremembe 4 (prva obravnava v EP – spremenjena različica) poskuša preprečiti razhajanje med različnimi pogoji za plovbo v ledu.
Amendment 4, (EP first reading – modified version) seeks to prevent discrepancies between different ice class conditions.
(11) 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.
(11) 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.
Ta direktiva ne odstopa od pravil, 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.
This directive wi ll not depart from 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 konvencija se torej še naprej uporablja v celoti.
This convention wi ll hence continue to apply in full.
Na podlagi smernic IMO, ki zadevajo pribežališča za ladje, ki potrebujejo pomoč, želi Svet v tej direktivi nadomestiti izraz "ladje v stiski" z izrazom "ladje, ki potrebujejo pomoč".
Based on IMO guidelines concerning places of refuge for ships in need of assistance, the Council wishes to replace the term ‘ships in distress’ with ‘ship in need of assistance’ in this directive.
Poročevalec lahko pristane na to, vendar želi pojasniti povezavo s konvencijo SAR.
Your rapporteur can agree with this, but wishes to clarify the link with the SAR Convention.
Iz besedila Sveta je mogoče sklepati, da reševanje človeških življenj nima velikega pomena.
The Council’s formulation implies that saving human lives is of little consequence.
Smernice IMO pa poskušajo biti jasne, da je reševanje človeških življenj najpomembnejša prednostna naloga, a se uporabljajo določbe konvencije SAR (1979).
The IMO guidelines, however, seek to make it clear that rescuing human lives is of top priority but that the provisions of the SAR Convention (1979) apply.
(13a) Da se doseže popolno sodelovanje in zaupanje poveljnika in posadke ladje, je treba zagotoviti, da se lahko ta poveljnik in posadka zanesejo na dobro in pošteno ravnanje pristojnih organov zadevne države članice.
(13a) In order to obtain the full cooperation and trust of ships ’ masters and crew, it needs to be ensured that those masters and crew can rely on good and fair treatment from the competent authorities of the Member State concerned.
Zato je zaželeno, da države članice v skladu s svojimi nacionalnimi zakonodajami izvajajo smernice IMO o poštenem ravnanju s posadkami v primeru pomorskih nesreč.
To that end, it is desirable that Member States, in accordance with their national legislation, apply the IMO guidelines on the fair treatment of crews in case of accidents at sea .
Predlog spremembe 10 (prva obravnava v EP - rahlo spremenjen).
Amendment 10 (EP first reading – slightly modified).
Vedno večja nagnjenost k obravnavanju ladijskih posadk kot zločincev ne vodi k varnosti na morju.
The increasing tendency to regard ships’ crews as criminals is not conducive to the safety of shipping.
Poveljniki ladij pogosto ne poiščejo pomoči, da bi se izognili aretaciji, včasih pa si prizadevajo doseči ozemeljske vode "popustljivejše" obalne države, s čimer pa utegnejo povečati tveganje poškodovanja svoje ladje in pomorske nesreče.
Ships’ masters frequently refrain from seeking assistance in order to avoid arrest, sometimes endeavouring to reach the territorial waters of a ‘more lenient’ coastal state, thereby possibly increasing the risk of damage to their vessels and of a maritime disaster.
Smernice, ki jih je sprejela IMO, so korak v pravo smer.
The guidelines adopted by the IMO are a step in the right direction.
(14) Kadar ladja potrebuje pomoč, se morda mora sprejeti odločitev glede njenega sprejema v pribežališče.
(14) 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.
V ta namen bi moral zadevni organ na podlagi informacij, ki jih vsebuje ustrezni načrt o sprejemu ladij v "pribežališče", opraviti predhodno oceno razmer.
To this end, the authority concerned should make 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.
To je zlasti pomembno v primeru stiske na morju, torej razmer, ki bi lahko privedle do potopa ali nevarnosti za okolje ali plovbo.
This is particularly important in the event of a situation of distress at sea, that is to say a situation that could give rise to loss of a vessel or an environmental or navigational hazard.
V vseh tovrstnih primerih mora biti v vsaki državi članici ali regiji – odvisno od notranje strukture države članice – omogočen poziv neodvisnemu organu, ki ima potrebna pooblastila in strokovno znanje, da sprejme vse potrebne odločitve za zagotavljanje pomoči plovilom v stiski, z namenom varovanja človeških življenj in okolja ter da se čim bolj zmanjša gospodarska škoda.
In all such cases it is necessary to be able to call on an independent authority in each Member State or region, depending on the internal structure of a Member State, having the necessary powers and expertise to take any necessary decisions, to assist the vessel in distress with a view to protecting human lives and the environment and minimising economic damage.
Zaželeno je, da so pristojni organi trajne narave.
It is desirable that the competent authorities should be permanent in nature.
Ta organ bi moral zlasti imeti pooblastila, da sprejme neodvisno odločitev za sprejem ladje v stiski v pribežališče.
In particular, the authority should be empowered to take an independent decision as regards the accommodation of a ship in distress in a place of refuge.
V ta namen bi moral na podlagi informacij, ki jih vsebuje ustrezni načrt o sprejemu ladij v "pribežališče", opraviti predhodno oceno razmer.
To this end, it should make 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.
Predlog spremembe 5 (prva obravnava v EP – rahlo spremenjen).
Amendment 5 (EP first reading – slightly modified).
S tem predlogom spremembe je bolj jasno, kateri organ ima pooblastila za sprejem ladij v stiski.
This amendment clarifies which authority is empowered to accommodate ships needing assistance.
(15) V načrtih za sprejem ladij, ki potrebujejo pomoč, bi morala biti natančno opisana veriga odločanja v zvezi z opozorilom in obravnavo zadevnih razmer.
(15) Plans for accommodating ships in need of assistance should describe precisely the decision-making chain with regard to alerting and dealing with the situations in question.