Key Benefits:
(Summit 4th ordinary meeting of the People's Government of San Marino, 25 March 2008, considered the adoption of the Decree No. 203 of 4 April 2008 of the People's Government Order No. 203 of 4 April 2008, effective 1 May 2008) Article I, in order to regulate the management of trans-shipment, preserve the order of passage, guarantee the lives, property security of the people, develop this approach in line with the laws, regulations and regulations of the People's Republic of China Maritime Traffic Safety Act, the Water Safety Regulations of the People's Republic of China. Article II is to be in compliance with this approach by placing coastal, inland or using ships, buoys and other facilities within the territorial administration. This approach is not applicable, in accordance with the law, to include the port-based terminal. Article 3. The provincial transport authorities are responsible for the management of the sector throughout the province, where the municipal, district and territorial transport authorities are responsible for the management of the transport within this administrative area. The port shipping management specifically performs the corresponding shipment management responsibilities, and the maritime administration is governed by national regulations for the safety of transport. The sectors such as water, public safety, oceans and fisheries, and the Mao River are responsible for the management of the transport. Article IV Governments and transport authorities at all levels, port shipping administrations, maritime administrations and other relevant departments should follow up on the first, precautionary approach to safety, upholding the principles of who are responsible and manageable, establishing the responsibility for the sound management of transport and strictly organizing the responsibility for the safe management of the transport. Article 5 establishes or rescinds shall be in compliance with the requirements of national and provincial air safety standards, shoreline planning, ocean functional areas, safety technology conditions and environmental protection and flood protection, and shall be approved by the Government of the people of the location (markets, areas). Prior to the approval, the views of the host maritime administration should be sought. The trajectory and the construction of the buoys should be reviewed by the Located Authority and river authorities. Article 6 engages in the operation of passenger, vehicle and cargo transport, and shall be licensed by law for water transport and operate within the authorized scope. The use of the buoys to operate should be qualified by corporate legal persons and equipped with complementary ships capable of meeting the buoyage and dismantling needs. Article 7 requires the establishment of a buoyage and other tra-commercial enterprises, which shall apply to the location's transport authorities (communes, zones) and, after the clearance of the district (markets, zones), the municipal transport authorities in the area are subject to the relevant laws, regulations, approvals or decisions not approved. The municipal transport authorities in the area should report the approval of the transport industry to the provincial transport authorities. Article 8 Operators should put in place safe cables to prevent the loss of ships at a crossing point, equipped with the necessary security facilities, and when weather events such as rain snowsing have worsen, the necessary protection measures should be taken. Article 9 Operators should establish signs such as the Safety of Trans-shipment, the Transface Code, and the Tacknowledge. Those operators should establish safety alert signals at the shores of their cruise 1000 metres. Article 10 Ships and buoys should be inspected, registered in accordance with the law; the operators should also approve the level of anti-ventilation and provide for the processing of relevant documents such as the ship's business card. Article 11. The ship shall maintain the condition of the ship and, in accordance with the provisions indicating the marking mark, the quantity of the passengers, the quantity of the cargo, the security attention, the dressing of the vessel, the mapping line, and the specific signals such as life, firefighting equipment and lights, the Voice. Article 12. Two boats should establish safety columns, and the passengers and vehicles should be separated from the vehicle; the vehicle ship should also set up a mechanism to prevent vehicle downturns. Safety escorts should be established on both sides of the buoy, with adequate security protection equipment, such as life, firefighting, lighting. The buoys should be established at both the point of the buoy, with clear limits, limits, loads and limits, and with exclusive command of the movement of vehicles. There should be strong links between buoys. Article XIV vehicles that have been transported on the buoys are not allowed to be loaded. More than 19 passenger vehicles and vehicles for the transport of dangerous goods such as flammable, prone and toxic chemicals should be delivered through buoys. The prohibition of the use of super-load vehicles through the buoy. It should be adopted by the buoy. Article 15 Operators should develop contingency scenarios for life-saving, firefighting, fire prevention, abuse, prevention of harsh weather and preventing buoys from buoyage breaks and spoilers, on the basis of the reality of the arsenal waters and to organize regular exercises. In the event of flooding or rampant, snow, etc., and other severe impacts on the safe transport situation, the operators should stop the delivery, inform them and report to the location's transport authorities. In emergencies such as water mediation, fire prevention and abuse, buoys should be dismantled in a timely manner, as required. Article 16, Shipowners, ferry staff and other professional technical and safety managers, shall obtain the corresponding qualifications certificate and be given a certificate in accordance with national provisions. The buoyage business should also be equipped with more than two dedicated security managers and at least one engineering technicians familiar with the construction and dismantling of the buoy. Article 17 Operators shall send statistical information and pay transportation fees in accordance with the provisions for price management, and shall refrain from price escalation or monopoly of passenger and cargo sources. Article 18 (i) Exclusiveness, supersea, ultra-jeres, operation; (ii) Use of cables in intensive areas; (iii) Use of agricultural vessels, fishing vessels or ship-breaking vessels; (iv) Other violations of the provisions of the safe transport management. Article 19 The municipalities, counties (markets, zones) Governments should strengthen the organizational leadership for the safe management of trans-shipment within the administrative region, coordinate and address critical issues in the management of the safe passage, strengthen the management of the crossings, buoys, boats and other transit facilities, and guarantee the implementation of the safe responsibilities of crossings. The Government of the communes (communes) should establish a system of responsibility for the safe management of the administrative villages, shipowners and boats under its jurisdiction, buoys, shipfarers, passengers and cargo orders, and promote the safety of the operator. Article 20 Article 21, Maritime management should strengthen the day-to-day inspection of the safety of trans-shipments and develop and organize emergency pre-emptions to implement emergencies. It was found that the safe concealment should be responsible for the immediate removal or removal of the time limit by the operator; the failure of the operator to do so could take measures such as the temporary cessation of the movement and the transfer of the ship to the designated location. In the event of large rallies, urban and rural creativity, busy, holidays, and other security situations that may affect them, maritime management should strengthen on-site safety monitoring and the local people's Government should organize evacuations and coordination among the relevant sectors. Article 22 operators should adhere to the legal, regulatory, regulatory and security technical operating protocols relating to safe production, improve security production conditions, establish sound and organizational systems for the implementation of safe production management, and be responsible for the safety of shipping within the scope of the operation. The main holder of the operator should be fully responsible for the security production of the unit, rigorous supervision, inspection and implementation of the security production of the unit, and timely identification and elimination of security accidents. Shipkeepers, trans-shipment staff and other trans-shipment practitioners should be skilled in performing their duties, strictly in operating norms, and be directly responsible for the safe production of this job. Article 23, when a ship is at risk or when a transit accident occurs, the ship chief, shipfarers and other personnel should take swift measures to recover, rescue and report immediately to the Maritime Authority and the ship owner or operator. Near vessels, persons should be actively rescued. The Maritime Authority, after having received reports, should immediately organize assistance from the relevant departments, units and personnel and report to the Government and the superior maritime management authorities at the level of the people who are in danger or where the accident occurs. Immediately after the Government has received reports, it should be organized and coordinated. In the nearest ship, personnel and the relevant sectors, units must be subject to the uniform command and movement control of the maritime administration. The parties and vessels involved in the incident should be subject to investigation by the Maritime Authority. The law, legislation and regulations deal with the investigation of the accidents, which are otherwise provided. In violation of this approach, there are one of the following acts, which are punishable and processed by the authorities of the Government of the above-mentioned population or by the maritime administration in accordance with their respective responsibilities, as set out in the following provisions: (i) Not provided for the provision, establishment of the corresponding security facilities, equipment and safety marks, markers or failure to establish appropriate contingency scenarios and to organize performance warnings, ordering the period of time to be rectified; a fine of up to €300,000; a serious circumstance, corrective or cessation of the operation of the relevant transit facilities, equipment; (ii) The buoys are not subject to a legal test, registration, or the use of farmer vessels, fishing vessels, etc. to carry out business-transports, and are subject to fines of up to €50 million; (iii) Extensive anti-cyclical transport or in situations where there are serious implications for the safety of the port, the immediate cessation of the movement or the entry of the ship into the near ports, terminals and the imposition of fines of up to 30,000 yen; (iv) The use of cables in the intensive area of navigation, with immediate change, the removal of the facilities concerned, the refusal to correct and the imposition of fines of more than 1000 dollars. Article 25 Traffic authorities and other relevant departments, institutions and their staff abuse of their functions, omissions, provocative fraud in the context of the management of trans-shipment, rendering them punishable by law by the competent and other direct responsible persons directly responsible; constitutes an offence punishable by law. Article 26 The San Oriental Management Approach, which was launched on 20 December 1994 by the Government of the People's Republic of San Suu Kyi and amended on 15 July 2004, was repealed. |
