Anse Cochon: the inquiry, public participation and the safety reforms that matter.

1. Inquire into the circumstances of the 18 July collision involving the two registered vessels named above.
2. Review maritime-accident legislation and recommend changes to inform a modern Maritime Act: Civil Code (Cap. 4.01), Shipping Act (13.27), Police Act (14.01), SLASPA Act (8.13), Customs (Control and Management) Act (15.05), and Carriage of Goods by Sea Act (13.26).
3. Review operating procedures and protocols for maritime activity, safety and investigations.
4. Make recommendations consequent on the findings.

This is a plain-language summary of terms 1–4. The p36 invitation says Cabinet settled the terms in Conclusion No. 599 of 27 July 2026; that Cabinet record and any separately titled Schedule have not been independently obtained.

The eight supplied HTS News4orce screenshots overlap across the cover and printed pages 33–36. They now cover the substantive appointment notice and public invitation. Their visible text was checked; the original Gazette PDF has not been independently retrieved. That retrieval gap does not mean the issue is absent online.

• Issue cover
• p33 · appointment
• pp33–34 · all four terms
• p34 · public inquiry and document access
• pp34–35 · directions continue
• p35 · officers, deadline and date
• pp35–36 · public notice begins
• p36 · submissions and contacts

Regulation 3 addresses Saint Lucian ships and foreign ships in Saint Lucian waters. Regulation 9(7) requires a safety investigation for a qualifying very serious casualty, including one in Saint Lucian waters. The reported fatalities make this an urgent applicability question for the maritime authority. SLPA has not verified the official classification, appointment or commencement record, or a later amendment displacing these provisions.

Regulation 19 allows preventive recommendations before an investigation is complete. An early recommendation can protect passengers while cause and legal responsibility remain under examination. Regulators still need evidence, lawful powers, reasons and proper procedures for any vessel-specific enforcement.

The existing Small Commercial Vessel Code already contains passenger-capacity, passenger-record and safety-briefing provisions for vessels within its scope. Begin with vessel size, use, passenger numbers and operating area. Do not treat a proposed digital manifest as evidence that the current law has no passenger-record requirement. Existing emergency-preparation rules · Capacity rules.

SLPA proposes a public, non-personal certificate check, clearer minimum controls for night passenger trips, affordable refresher training and an evidence-based inspection schedule. Test the impact on small operators: phased technical assistance can support compliance, while an immediate danger still calls for prompt lawful action. Procurement should include maintenance and data export so one vendor does not control the safety record.

For insurance and passenger redress, first establish current coverage duties, exclusions and claims routes. Then assess whether minimum passenger-liability cover, plain-language disclosure or a complaint route needs new law. No conclusion about either vessel’s coverage or liability follows from this proposal.

The Commissions of Inquiry Act gives commissioners powers to summon witnesses, require documents and take evidence on oath. It also protects witnesses against compelled self-incrimination and preserves witness privileges. A person whose conduct is under inquiry, or who is implicated or concerned, is entitled to legal representation; others may be represented with leave. These powers support inquiry, not a shortcut to a criminal conviction. Section 10 · Section 11 · Section 18.

For the safety investigation, the IMO Casualty Investigation Code offers an impartiality and independence benchmark. SLPA uses it to guide institutional design; direct SOLAS application to these particular vessels has not been established.

Tonga’s Princess Ashika Royal Commission received technical assistance from New Zealand’s accident-investigation commission, including Australian and maritime specialists. Written arrangements separated an initial factual report from later analysis and proposed findings; police work remained separate. The comparison concerns the organization of expertise, not similar accident causes. TAIC technical report · New Zealand government account.

SLPA proposes a published skills plan covering navigation, engineering, human factors, rescue coordination and legal drafting. Commission focused work where needed, with clear questions, costs, evidence access and independent review. Saint Lucian institutions should retain the records and decisions, with training built into the work. A small panel alone is not evidence of inadequate expertise.

RIPPLE-4: test first whether controls reduce exposure on actual voyages; then examine costs to families, operators and rescue services, effects on tourism and livelihoods, and whether the system learns from recurring defects. Record the causal steps rather than assuming a new law produces safety.

Sovereign options: retain local decision authority and usable records while drawing on regional technical expertise. Open data formats, transferable training and supplier exit terms reduce avoidable dependence. Compliance support should preserve safe local enterprise.

Readiness: every new duty needs a lawful owner, staff, tools, funding, a start condition and a measurable result. Count inspections against the active fleet and casualties against departures or passenger-trips. A higher number of reports may initially reflect better reporting, not worsening safety.