Fisheries Bill [HL]

Lord Mackay of Clashfern Excerpts

Committee stage & Committee: 1st sitting (Hansard - continued) & Committee: 1st sitting (Hansard - continued): House of Lords
Monday 2nd March 2020 Lords Chamber

[Baroness Worthington (CB)]

I must confess to feeling that perhaps I am not the best person to lead off this segment of the debate, because my amendment seeks to change subsection (8) of the clause but the group as a whole will take into account a wider range of issues relating to the definition of “national benefit”. I look forward to hearing the many views that will be expressed around the amendments in this group.

My amendment simply seeks to make the point—I fear this is a return to the discussion at the start of the debate—of what it is that we are doing in the handing out of a fishing quota, which is held in public trust, for private benefit. I therefore seek to amend the description of the national benefit objective as set out in the Bill from a fairly narrow definition that

“fishing activities of UK fishing boats bring social or economic benefits to the United Kingdom”,

and suggest that it should be reworded that the national benefit objective is that

“the public exploitation of the fishery for commercial, recreational and environmental purposes brings benefit to the United Kingdom”.

So the amendment seeks to make it clear in the Bill that it is more than simply the fishing activity for which we are granting quotas that constitutes a national benefit.

I know that noble Lords will speak to other amendments around the principle of the UK benefiting from the granting of quotas, but my amendment seeks to probe why it is that we are defining national benefits so narrowly and restricting it to fishing activities and fishing boats. The phrase seems a little odd, given that, as we have discussed, the founding principle of the Bill is that we have a national asset in our fishing resource that is held in trust for the public and granted out to fishing activity. I feel that the national benefit has been too narrowly drawn and too narrowly attached to fishing activities and fishing boats.

That is the purpose of the amendment. As I say, the rest of the amendments in the group seek to consider and assess different aspects of the national benefit—but I beg to move my amendment.

[Lord Mackay of Clashfern (Con)]

My Lords, my Amendment 19 is trying to deal with the same matter, but it attempts to use the activities of fishing fleets to bring

“social, economic and employment benefits to the United Kingdom or any part”.

In other words, it is intended that the activities of fishing boats should not merely benefit the fisheries, but also the rest of the United Kingdom, and in particular produce social, economic and employment benefits. One can see that this is a bit wider than the proposal of the noble Baroness, Lady Worthington, but it is just a question of what precisely this “national benefit objective” is aiming at.

I think it does not aim at benefiting the fishing industry itself, but at benefiting others through the activities of the fishing industry. Paragraph (b) of my proposed new subsection, which contains a reference to fish and aqua- culture activities, manages to achieve the same sort of thing. In other words, in both cases the activities of the boats and the management of the fleets are supposed to bring these general social, economic and employment benefits to the United Kingdom and parts of it.

The issues in this amendment were brought to my attention by the national authority, or corporation, of the fishing fleets of England, Wales and Northern Ireland. The Scottish people are somewhat separately represented, and it is not altogether surprising that their attitude is that the Bill is pretty good and perhaps the best thing to do is to leave it alone. It may be that they have ideas about the present situation, and the way in which the Bill is constructed is, from their point of view, very acceptable.

[Lord Teverson]

My Lords, I will speak to my Amendment 78, which is in a similar vein around national benefit. It is quite clear, certainly in the south-west, that if all the fishing vessels with British flags actually landed their catch—or a major proportion of it—in their home port, the number of landings in the UK and the viability of those ports would be hugely increased. Of course, we have here the issue of what used to be called “quota hoppers”, around which everything has gone staggeringly quiet during the Brexit negotiations and the formulation of the Bill.

As we know, a little under half of the English—not Scottish—quota is effectively owned by Dutch, Spanish or Icelandic interests. Grimsby, which I think used to be the world’s or Europe’s largest fishing port, now has a very important fish processing industry, but hardly any activity in terms of landings. Most of the quota there is effectively owned by Dutch vessels that land in Holland.

So, we have a question: how do we change that? The Bill does nothing to change this area. In a way, it suits the fishing industry establishment to keep things as they are, because those are the members. Whether vessels are English or foreign-owned, those are the members of the fishing organisations. That is why, in Amendment 78, I have used the scientifically calculated number of 75%, which came out at the end of my spreadsheet, to suggest what proportion of fish should be landed by English-flagged—or British-flagged, depending on how we want to define the devolution thing—vessels. It is a probing amendment, but only in the sense that something needs to be done in this area. Very few other EU member states have allowed the foreign ownership of quota in the way that we have. We decided to do that. We are where we are, but we need to make sure there is a national benefit; I assume that is why this objective is here.

--- Later in debate ---

[Lord Mawson (CB)]

My Lords, I will not detain the House for long. I am encouraged by this debate. Last year I sat on the committee on regenerating coastal and seaside towns. We looked in a lot of detail at what is happening to our seaside towns—at the poverty and great difficulty they are experiencing. I am certainly not an expert on what the quotas should or should not be, but this kind of discussion is a source of encouragement, and is putting its finger on the issues and on the opportunities that may come to these towns if we push these ideas. It feels as though there is movement on getting to grips with the positive opportunities that may now result from the time we are in. I thank the Committee for this helpful discussion.

[Lord Mackay of Clashfern]

My Lords, I wonder whether this question of landing obligations will need to be resolved in the fisheries negotiations during the coming “passage of arms” with the EU. I believe that there is a good deal of voluntary landing in our ports by foreign fishing vessels at the moment, and one of the reasons for that is the efficiency of the transfer from these ports to the European market. They are able to get their fish stocks to the European market from some ports very quickly—in a way that, if they had to take them back to Spain or southern France, would take much longer and probably be less efficiently organised. I do not know whether it needs compulsion, but compulsion would need to be authorised as part of the future negotiations.

[Lord Teverson]

Perhaps I may intervene on the noble and learned Lord. We should not forget that we are talking about British boats in British waters—it is not about foreign vessels. Sorry, I will sound like Michael Gove or the Prime Minister, but this has nothing to do with the European Union or the Commission: it is purely a British decision, apart from foreign vessels and where they have to land. That is why we have raised the issue.

[Lord Mackay of Clashfern]

I can see that, if it is restricted to British vessels, it is perfectly within the powers of this Parliament, but I am not at all clear that it would be right to impose that kind of obligation on British vessels without attempting to encourage foreign vessels to do the same. As I mentioned at Second Reading, something like this is already happening, and in pretty small ports—though they have a large amount of traffic, usually overnight, when refrigerated vehicles go straight to Europe and arrive quickly at their markets, which are pretty hungry for the result.