Brussels, 08/06/2001 (Agence Europe) - The EP is to examine the three texts of the "Erika II package", intended to strengthen maritime safety, on 13 June in Strasbourg. The "Erika II package" provides for the creation of a maritime security agency and a European compensation fund, as well as stepping up inspections on ships. It completes the first measures proposed in March 2000 by the Commission, after the petrol tanker Erika sank off the French coast in December 1999. It relates to control and inspection of ships stopping in European ports, the quality of inspection firms ("classification") and the elimination of single hull vessels. Conciliation procedure between the EP and Council was begun after the vote by the EP in plenary on the "Erika I" package (see EUROPE of 19 May, p.15). Amendments proposed at first reading by the EP Committee on Transport on the Erika II package are more in line with the first guidelines from the Council, which has so far only held a policy debate on the issue (see EUROPE of 6 April, p.6). Adopted by common accord by the Socialist and EPP Groups at transport committee, the amendments of the rapporteurs should not be substantially modified during the plenary vote.
The report by Dirk Sterckx (Belgian Liberal) on the Community system for follow-up, control and information on traffic, reintroduces the question of black boxes which is still the subject of divergence between the Council and the EP in the context of procedures on the Erika I package. It introduces nearly thirty amendments, mainly in order to: 1) limit the obligation of black boxes for vessels built after 1 July 2002. Older vessels would then have simplified systems for registering voyage data. Within the Council, the majority of the States urge for international action rather than European action concerning black boxes, but also insist that only new vessels should be forced to have such recorders fitted; 2) replace the obligation of port authorities to "suspend" the casting off of vessels when the weather forecast is particularly bad, making it an obligation to notify recommendations to the ship's captain, who must then justify any decision taken to follow or not to follow these recommendations. During the first Council debates, several Member States followed this line, considering that it is not up to port authorities to take the public responsibility for allowing boats to depart; 3) extend the scope of the directive beyond the territorial waters of the Member States.
The report by Alain Esclopé (UEN, France) on the creation of a fund for compensating damage due to pollution by hydrocarbons in European waters, essentially introduces two changes: it extends the Fund to all pollution by harmful or toxic substances (instead of just oil) and provides for all operators (shipowners or charterers, etc.) involved in the transport of hydrocarbons and dangerous substances and not just the major oil importers to participate in financing the fund, as the Commission recommended.
The report by Emmanouil Mastorakis (Greek Socialist), on the creation of the European Maritime Safety Agency is fully in line with the first Council guidelines, mainly insisting on the independence of the future agency towards the European Commission. The agency will be responsible for coordinating surveillance activities by national authorities, controlling the quality of accredited classification firms and assisting candidate countries in implementation of the acquis communautaire.