Deregulation Bill

Debate between Lord Prescott and Baroness Williams of Trafford

Wednesday 11th February 2015 Lords Chamber

[Baroness Williams of Trafford]

I start by thanking the noble Lord, Lord Prescott, for his enormous patience here this evening. He had to listen to several debates on parking before we came to his issue. I think that the Minister who should have responded to him might have been a woman—

[Lord Prescott]

It was not.

[Baroness Williams of Trafford]

It was not—okay, I stand corrected. I hope he will not be too disappointed by my response.

The purpose of this clause is very straightforward. It is to give the Secretary of State discretion in whether to reopen a formal investigation into a marine accident when new and important evidence that was not available at the time of the original investigation becomes known. Given the wide-ranging discussion that we have had, perhaps it is worth setting the clause in its broader context to dispel any fears that it will adversely affect maritime safety. That is obviously the prime concern of the noble Lord, Lord Prescott, as he said at the beginning of his speech.

Prior to 1989, if there was a marine accident, the Secretary of State could choose to order a preliminary inquiry and, whether or not a preliminary inquiry was held, to order a formal investigation. The latter was a kind of public inquiry, and as well as seeking to identify why an accident had occurred and how to improve safety at sea, it could also apportion liability and blame, and impose penalties on those at fault. Whereas the Secretary of State had the discretion to decide whether to order a formal investigation, he was obliged to reopen a formal investigation if either of the following was the case: if new and important evidence that was not available at the time of the original investigation became known; or if there appeared to be grounds to suspect a miscarriage of justice.

These arrangements had been in place under the Merchant Shipping Act 1894 and were largely re-enacted in the Merchant Shipping Act 1995. However, by the time of the 1995 Act, the normal arrangements for investigating marine accidents had changed considerably. In July 1989, the Marine Accident Investigation Branch was established. The Marine Accident Investigation Branch is functionally independent of the Department for Transport. This removes the conflict of interest identified in the “Herald of Free Enterprise” formal investigation, which was that the department had been both the regulator and investigator for the maritime industry.

All marine accidents must be reported to the Marine Accident Investigation Branch and although it must investigate the most serious of these, the chief inspector has the discretion to investigate others too. Virtually all shipping accidents investigated since 1989 have had only a Marine Accident Investigation Branch safety investigation. The entirely separate formal investigation process remains available should it be deemed necessary. Since 1989, it has been used only twice, once being the formal investigation into the “Marchioness” disaster, called by the noble Lord, Lord Prescott, in February 2000, as he has told us. Because of the near-universal reliance on the highly regarded Marine Accident Investigation Branch investigation process, when the need to reopen a formal investigation has arisen, the accidents concerned have been increasingly historic.

Three reopened formal investigations have been called since 1997. The first concerned the “Derbyshire”. Twenty years had elapsed since the loss of the ship when its report was published. In the most recent case, that of the “Trident”, 35 years had passed. As there have been so few formal investigations in recent years, any reopened now would be about an accident that occurred at least a quarter of a century ago. In fact, the likelihood is that that any new and important evidence that might be found today would relate to an accident of 50 years ago or more.

Over that time, the design of ships and their equipment, and industry crewing and operating practices, are likely to have changed significantly. The chances of there being any relevant lessons to learn for the benefit of today’s seafarer would be much reduced. Again, considering the reopened formal investigations since 1997, the “Derbyshire” report made 24 safety recommendations and the “Trident” just one. Given the changes that have taken place in how we investigate marine accidents, the duty to reopen a formal investigation when new and important evidence is found is simply much less relevant to maritime safety than it was when it was on the statute book in 1894. For the vast majority of accidents, the exemplary work of the Marine Accident Investigation Branch—identifying the causes of accidents and issuing recommendations without fear or favour—ensures the future safety of mariners and the protection of the marine environment.

Clause 41 has absolutely no bearing on these Marine Accident Investigation Branch safety investigations or whether their findings should be reviewed if new evidence is found. For exceptional cases, where a thorough public airing and examination of the facts is needed, it is right that the public inquiry-style process provided by formal investigations and reopened formal investigations remains available for Secretaries of State to use. It will remain available under Clause 41. Indeed, I reiterate the position of Her Majesty’s Government that if similar circumstances as applied in the case of the “Derbyshire” arose again, we would strongly expect to reopen the investigation. Clause 41 simply enables the Secretary of State to take a considered view on the likely benefits of reopening a formal investigation in circumstances where new evidence comes to light, just as she has discretion in whether to open a formal investigation in the first place. On that note, I urge the noble Lord to withdraw his amendment.