Total Allowable Catches: Fisheries Negotiations

Debate between Sheryll Murray and Jim Shannon

Wednesday 18th January 2023 Westminster Hall

[George Eustice (Camborne and Redruth) (Con)]

I beg to move, 

That this House has considered the methodologies for setting total allowable catches for data-limited stocks in fisheries negotiations.>

It is a real pleasure to serve under your chairmanship, Mrs Murray. It is very appropriate for you to chair this event since, as every Member present knows, your knowledge and experience of the fishing industry is unrivalled in this House. I am sure that, were you not being impartial in chairing the debate, you would have plenty to say on the matter.

In my time as a Department for Environment, Food and Rural Affairs Minister, I had two key observations. First, every Minister comes in with plans for the environment, and one of the first things they need to learn is that the environment has plans for them, too, and they are not always very pleasant.

The second truth is that every Minister coming into DEFRA says that they will have an evidence-based approach and will follow the science. But when they ask the scientists what should be done, they find that the scientists are not quite sure. They talk about evidence gaps and things that they do not understand, and are reluctant to come up with a clear policy proposal. That means Fisheries Ministers in particular are inevitably left with the thankless task of trying to make policy decisions with imperfect evidence, but making the best use of the evidence that they have. Nowhere is that conundrum more complex than in fisheries.

I recall a fishing representative giving evidence to a Select Committee. As he put it, fisheries is not rocket science; it is way more complicated than that. There are uncertainties in the science and in the way we calculate maximum sustainable yield. There are difficulties, for instance, around assessing the age of a fish. The basic approach to maximum sustainable yield is to allow fish to reproduce for at least one generation, and that stock should be sustainable. Typically, scientists measure the average length of fish when they are landed to try to assess the age of the stock and its reproductive capacity. That is the essence of the calculations that take place.

But there are difficulties all round. First, fish of different ages tend to inhabit different parts of the ocean, and trying to make sense of that can be difficult. It can be a hit and miss science to understand exactly what the average length of a fish is, given that they are very mobile and move around.

[Jim Shannon (Strangford) (DUP)]

I thank the right hon. Gentleman for securing this debate. I am extremely interested in what he has to say, and I spoke to him beforehand. I have one example of the importance of data. We have witnessed a remarkable turnaround with spurdog. In a most important fishery, limited data led to a ban on landing the species. However, the situation has changed dramatically, based on the data for 2023, with a total allowable catch agreed with the European Union for the year ahead based on up-to-date scientific advice. A statutory instrument is to follow, as the Minister knows. That is because of the data-limited status and the evidence that has made the change.

[Mrs Sheryll Murray (in the Chair)]

Order. This is a 30-minute debate. If interventions are to be made, can we make them short and snappy, please?

Zero-emission Buses

Debate between Sheryll Murray and Jim Shannon

Tuesday 5th July 2022 Westminster Hall

[Jim Shannon]

The right hon. Gentleman is right. The way in which those problems all came together was like a perfect storm. We have a strategy in Northern Ireland, as I mentioned in my intervention on the hon. Member for Plymouth, Sutton and Devonport.

As I was saying, commuter journeys are 25% lower than pre-pandemic levels, so there is a target to achieve. It would be interesting to hear from the Minister how it will be achieved. Transport authorities in England have published a local bus service improvement plan. If Members get the chance, they should read, because it certainly does look good. It aims to increase local bus services and the number of bus lanes.

There are also plans in place to reduce our public transport emissions by phasing out the selling of non-zero emission buses by 2032. I am pleased to say that in Northern Ireland we are on the right track. Our Translink Gliders, run by Transport NI, were designed to improve the efficiency of mass transit in the city centre of Belfast by connecting areas of Belfast to outskirts of the city centre, and that comes down as far as us in Strangford and Newtownards. In 2021, the scheme was extended to the wider Belfast areas, so it took us in. Gliders use electric hybrid technology, which is a much better alternative to a purely diesel bus, so there are many things that can be done. The right hon. Member for Scarborough and Whitby referred to hydrogen. My hon. Friend the Member for North Antrim (Ian Paisley) is not here, but Wrightbus in his constituency is a leader in the field. It is really good to see that.

By using Gliders, we have been able to improve congestion, encourage the use of public transport and provide a more environmentally friendly mode of travelling. The peak year before covid was 2018-19—every year before covid was a peak year, but the covid years became peak for a different reason—with 84.5 million passenger journeys, which is a considerable contribution by many towards zero emissions. I believe that the general public wish to address the issue of emissions.

Last Thursday, I asked the Minister a question on behalf of those of us who live in rural areas. Bus travel is not always our first choice. We take other modes of transport, such as walking or cycling. For us, bus travel is about travelling from where we live in the countryside to the main towns. We have a park and ride system and can then use Gliders to get around. There are good things we can do, and the Gliders have to be emission free. It all helps with the bigger picture.

I am also pleased that a local park and ride has been approved in my constituency. That has been made official in the last month. It will enable employees who work in Belfast city centre and many others to park and avail of public transport instead of driving. People living on the Ards peninsula, Ards town or even as far as Donaghadee, close to Bangor, can come to the park and ride in Ards and then use the Glider transport. That will definitely help with the issue of zero emissions, and those zero-emission buses are part of that.

While effort has certainly been made across all areas of the United Kingdom, there is still a long way to go. The United Kingdom has a target to reach net zero by 2050, but that will not come from England alone. We all support the commitments made at COP26 and by our COP26 President, but there must be a joint approach. Although NI transport policies come from Translink, a funded body with a different arrangement than that on the mainland, we must ensure there is parallel discussion to reach our target goals. I know that the Minister is very agreeable to my points. She always responds and has those discussions with me. The Minister does not need to answer today, though I would be very pleased if her civil servants were able to give an idea of what discussions have taken place with Ministers at the Northern Ireland Assembly and, in particular, Transport NI.

Some £525 million has been allocated for England to support the delivery of zero-emission buses. Some £320 million of that has already been allocated, with the remainder due to be allocated by 2024. Funding is an instrumental part of ensuring that we can meet our targets, and I welcome the Government’s commitment to that. It is good to see the Minister in her place to back that up as well.

I encourage the COP26 President and the Transport Secretary in particular to engage with our Infrastructure Minister and the relevant bodies back home to assess how the devolved Assemblies can play their part in meeting our levelling-up and transport targets. We will play our part in Northern Ireland, because we believe we have a big role to play. Northern Ireland’s first zero-emission buses have made their way on to the streets this year. We must ensure that we continue this progression to hydrogen and battery-electric transport across the UK in order to have an efficient bus strategy and sustainable green transport. I know that we all want to see that, and we know the Minister has been given the task.

I look forward to hearing from both shadow Ministers—the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) and the hon. Member for Paisley and Renfrewshire North (Gavin Newlands)—who are from this United Kingdom of Great Britain and Northern Ireland, always better together, and I hope we can devise a strategy to energise us all, every region together.

[Mrs Sheryll Murray (in the Chair)]

I am going to call the Front-Bench spokespeople now, but I would like to leave a couple of minutes at the end for the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) to make his winding-up speech. First, I call Gavin Newlands.

Looe Flood Protection Project

Debate between Sheryll Murray and Jim Shannon

Tuesday 23rd April 2019 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

I sought the hon. Lady’s permission to intervene. She referred to the winter of 2013-14; in my constituency of Strangford there are some 96 coastal erosion locations, including a number of villages. That indicates the severity of what is taking place. I have written letters to Westminster Ministers on this matter. Does the hon. Lady agree that it is essential that a UK-wide fund is set up to address this matter now, before it is too late and we end up losing villages, which is possible, down my Ards peninsula and in towns throughout the UK because of an inability to deal with the pressures from flooding?

[Mrs Murray]

I do agree with the hon. Gentleman and am sure that my hon. Friend the Minister has heard his concerns.

Currently, flooding extends over 2.5 hectares. This at-risk area includes essential services and facilities such as the GP surgery, the police station, main food stores and cafes, as well as the fish market, which accounts for 10% of landings in Cornwall and is a national centre for the inshore day catch of high-quality, high-value fish, which is used to support many London restaurants. The fire station is also under threat—so much so that the fire engine has to be moved to the top of the hill during a flood. Essential transport links are at risk, including the main road bridge connecting east and west Looe, the railway station, and two miles of railway track, on which there have been 141 flooding incidents to date.

According to Looe Harbour Commissioners, flooding because of high sea-water levels, possibly combined with wave action in the inner harbour, is the dominant cause of water damage. High sea levels can occur when high tides coincide with storm surges, causing water levels in the inner harbour to rise and sometimes overtop the quay walls and/or adjacent low-lying parts of the town. When flooding incidents occur, the owners of a lot of the fishing boats put a plank along their vessels’ fenders to prevent the staffs that hold the quay in place from staving in the sides of their vessels. Wave action can speed up the process of flooding by causing waves to overtop the quay walls to lower-lying areas of the town adjacent to the inner harbour. In addition, wave action can cause structural damage to the harbour walls and structures adjacent to the inner harbour.

Also, surface water flooding from intense rainfall affects part of Looe. In addition, high tide levels prevent the discharge of water into the harbour, further exacerbating flooding associated with surface water. It is apparent from the surface water flood maps that floodwater accumulates on low-lying areas near the harbour. These risks are multiple and complex but must now be mitigated, and the huge potential for future investment and growth seized.

A partnership-based approach in consultation with the local community has been key in developing an economically viable and environmentally friendly solution to the flooding challenges. I must put on record my thanks to the lead partner, Cornwall Council, the Environment Agency, Looe Harbour Commissioners, Looe Town Council and East Looe Town Trust for all their work on the proposal, which I will outline briefly later.

I am also grateful to the commissioners and the council for funding the initial expert study, which has enabled the proposal to be produced, and it is supported by both the local community—with more than 95% of the respondents in favour of the scheme—and landowners and aligned with the Looe neighbourhood plan. The proposal, if fully developed, funded and delivered, will allow Looe to protect key infrastructure, including removing more than 200 properties from flood risk and creating opportunities for investment. It is anticipated that there will be in excess of £47 million of growth benefits.

Briefly, phase 1 involves five projects: a tidal barrier installation to stop tidal flooding; an extension to the Banjo pier to improve river flow and bathing water quality; flood protection of east Looe beach to address wave action; an inner breakwater tidal barrier protection; and a new walkway from Pennyland in the town to Hannafore, restoring the missing link of the south-west coast path. Phase 2 will look to investigate the development of an outer breakwater and create a new working harbour.

Given my very personal interest in sea safety, I am also delighted that Looe Harbour Commissioners believe that the proposals will improve health and safety in the port and support the work of the emergency services such as the RNLI. I am pleased that at the heart of the proposal is the improved access to water for all, including for children, disabled people and the elderly through an all states of the tide easy access landing stage. There is also massive potential for enhanced recreational facilities and marine biology innovations such as mussel beds or even a lobster hatchery such as the one at Padstow. The possibilities are endless.

A further benefit from investment in flood defences will be to realise the growth of integrated travel and leisure opportunities. This includes a cycle network in the same vein as north Cornwall’s cycle links such as the very popular Camel Trail, which attracts half a million visitors a year. It is expected that the potential revenue from an integrated cycle network could be as much as £10 million per year. I am sure that many cycling businesses across south-east Cornwall would be delighted to get a spoke of this particular wheel.

Now for the challenging aspect of funding, which is why I am delighted to have secured this debate with the Under-Secretary of State for Environment, Food and Rural Affairs, my hon. Friend the Member for Suffolk Coastal, responding. The cost of the overall scheme is currently estimated at £41 million. Further work is now required on the detailed design and bid for funding to integrate the Looe neighbourhood plan and develop plans for both the Looe Valley branch railway line and network of cycle paths. Cornwall Council has committed £2.3 million to undertake the detailed design and prepare the business case. It has also agreed terms to purchase land to increase the capacity of Looe railway station which links the town to the mainline at Liskeard. Cornwall and the Isles of Scilly local enterprise partnership has also committed funding to assess the wider economic benefits of the project to south-east Cornwall. I want to put on record my thanks to the LEP for its financial commitments and work thus far.

My hon. Friend will appreciate that the work to date has been a great example of cross-organisational working, financing and community engagement. I am aware that DEFRA’s flood defence grant in aid funding cannot be provided for this initial stage of the scheme, which is why funding from Cornwall Council and other local partners is so welcome. I accept that the delivery of the scheme is not a role for the Department and central Government alone. That is why I have been so keen to stress that this is about a partnership with all the authorities, as well as the local residents and businesses doing their bit every step of the way. However, given the significant economic, environmental and social benefits, I hope that this approach can be replicated across Government Departments to secure the necessary capital funding for construction once the business case is submitted. This is expected to be in the next financial year of 2020-21. It is very encouraging that the Environment Agency has confirmed that £3.7 million of funding is eligible for a scheme that reduces flood risk in Looe, and has said that it will assess whether this can be increased to reflect the wider socioeconomic benefits of the project.

The benefits of the project reach far beyond the key objective of flood prevention and protection. It will safeguard the entire town centre, fishing fleet and harbour. Without it, the town centre is unlikely to remain viable beyond 20 to 30 years due to persistent and recurrent flooding. It is envisaged that the project will be a regeneration hub for the wider area, forming part of the strategic coastal transport hub for South East Cornwall and beyond. It will enable homes and jobs for local people, with the development of around 670 homes and more than 1 hectare of employment land. The scheme will protect Looe for a generation as the focal point of the local area. It will be able to flourish and grow. According to the Cornish south coast regeneration project, it will also support the wider economy of Cornwall.

Support and capital funding for the delivery of the Looe flood protection project will secure a sustainable future for Looe and harness the economic benefits for the town, surrounding communities, South East Cornwall and the wider county of Cornwall as a whole. I look forward to hearing what my hon. Friend has to say.

Fishing Vessels (Safety)

Debate between Sheryll Murray and Jim Shannon

Tuesday 7th February 2012 Westminster Hall

[Sheryll Murray (South East Cornwall) (Con)]

It is a pleasure to speak under your chairmanship, Miss Clark.

This matter is very close to my son, my daughter and me. I no longer have a commercial interest in it, but the House knows of the loss I suffered on 24 March last year. If lives can be saved as a result of what has been learnt from Neil’s tragic accident, we will be content. I place on record my heartfelt sympathy for the family of the Mevagissey fisherman, Ian Thomas, who was so tragically lost last December, and I thank the maritime rescue services and the Fishermen’s Mission for their continued support for our seafarers. In the words of the Fishermen’s Mission:

“Over 13,000 men and women work in the UK’s toughest and most dangerous peacetime occupation: deep sea fishing. At sea, they face death and injury on a daily basis.”

Since 1991, the marine accident investigation branch—the MAIB—has recorded 153 accidents involving single-handed operations on board UK-registered fishing vessels, one in five of which have resulted in a fatality. Every fisherman is of course aware of the dangers posed by the working environment of certain fishing operations. Many of them are confronted with the economic decision of putting to sea in heavier weather conditions to support an adequate share of the catch for the crew, or working their boat single-handedly and working less weather. My own family faced that dilemma. Many fishermen choose to work alone on their fishing boat at their peril. Fishing gear and heavy machinery pose a genuine threat, and every fisherman I know is well aware of the dangerous environment in which they work.

Numerous recorded accidents demonstrate that fishermen’s work can be made safer by installing emergency stop buttons. In some instances, the use of an emergency stop button has been entirely responsible for saving a fisherman’s life. The incident on board Danielle is one such example. A deck hand sustained major injuries, but without the emergency stop button the injuries most certainly would have been fatal. Danielle was a UK-registered scallop dredger, and the deck hand was tipping each scallop dredge individually. He was using several turns of rope around the whipping drum on the port side of the winch house, when a riding turn developed. In an attempt to stop the winch and clear the riding turn, the deck hand slipped on the recovered dredges lying on the deck and his left hand became caught in the rope. He did two backward somersaults, whipping around the drum and the framework. He could not reach the stop button on his first attempt. He sustained horrific injuries, and he knew that if he went around a third time he might not survive, but he eventually managed to stand up, stretch and hit the stop button. That demonstrates that an emergency stop button is a vital piece of equipment. One needs to protect oneself against the worst possible scenarios when operating heavy machinery.

Going to sea alone is ultimately more dangerous than going with others. Statistics show that a fisherman has a higher chance of survival in an accident if he has other crew members on board, even more so if there is an emergency stop button, which will increase his safety. The dangers of fishing alone can be seen in the loss of the skipper of Breadwinner, who was dragged overboard and drowned while shooting prawn creels. The boat was being operated single-handedly, with no one to assist the skipper when he became trapped in a creel leader rope. The MAIB concluded that an emergency stop button would have most probably saved his life.

Cases involving serious injuries but not fatalities because other crew members were on board include that of Blue Angel. The fisherman was dragged overboard when his leg became caught in the back rope of a fleet of creels that was being shot over the stern. The two remaining crewmen managed to recover him and administer first aid, and he was transferred to hospital where he made a full recovery. The evidence shows that fishermen are putting themselves at direct risk by fishing alone, as they have no one to assist them if they get into a critical situation, and that is why an emergency stop button is vital for fishermen who choose to do so.

The 2007 code of practice for the safety of small fishing vessels recognised the importance of emergency stop valves, and a requirement was introduced for all new vessels to be constructed and outfitted in accordance with the latest Seafish Industry Authority standards, including the fitting of emergency stop buttons to the operational machinery.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Lady on bringing this matter to the House, and on her courage. We know just how much this means to her.

Clearly it is essential that the safety stop valve is put on boats, but the hon. Lady will be aware of the cost. Is she also aware of the EU grant? I understand that the EU will give a grant of 40% of the cost. This is a devolved matter in the regions, and in the one that I represent—Northern Ireland—the Department of Agriculture and Rural Development will have to give some commitment as well. Does the hon. Lady feel that the EU and the regional Administrations can work together to ensure that safety on the boats can be achieved?

[Sheryll Murray]

I will come on to funding a little later. I have obviously looked at England, but there is work to be done with the devolved Administrations as well.

The modification to the net drum aboard my husband’s stern trawler, Our Boy Andrew, and on many other vessels was completed before 2007, and there was therefore no legal requirement for emergency stop valves to be fitted. The Maritime and Coastguard Agency had previously published an industry-sponsored safety leaflet entitled “Single Handed Operation”, which provided a simple list of safety do’s and don’ts, but it was no longer in print at the time of the accident aboard Our Boy Andrew. I am delighted that the MCA has, as an interim measure, reinstated the leaflet on its website, and I hope the Minister will join me in calling for all single-handed fishermen to source and read that list of do’s and don’ts. One of the leaflet’s recommendations is the fitting and maintaining of emergency stops. The most recent investigations by the marine accident investigation branch have recommended the provision of emergency stops.

On the costs of the emergency stop valve, the expense is considerable for a small boat. A family-owned boatyard in my constituency, C. Toms and Son, was kind enough to give me a quotation. The installation of one emergency stop button would set back a fisherman about £981, with extra valves costing £35 each. The more stop buttons that are installed, the more the price of the wiring drops. The cost of a foot control with a heavy lead, which would enable the fisherman to move it around the deck, would cost about an extra £333. That is a total of £1,314, which is a large expense for a small, lower-grossing vessel. The economics is forcing more fishermen into single-handed operations, yet fitting emergency stop buttons is seen as an expensive modification, which is often put off until a later day. Knowing fishermen as I do and understanding the economic pressures they face, with fuel costs, harbour dues and insurance having to be found from the catch before they can provide for their families and pay household bills, I understand only too well how that can happen.

With that in mind, I approached the Marine Management Organisation to find out whether there was a possibility of financial help through the European fisheries fund, and I am delighted to have received a positive reply. The MMO confirmed:

“Further to our recent correspondence regarding the above, I would like to assure you that the Marine Management Organisation (MMO) is fully committed to anything which improves the safety of fishermen and we are…pleased to be involved”

in this

“application. We have considered the eligibility in-line with the European Fisheries Fund regulation and national strategic priorities. I am delighted to confirm that safety stop valves are eligible under the scheme and we will be able to offer the following funding rates to applicants across England”.

Vessels under 12 metres not using towed gear can get 60% funding. Vessels under 12 metres using towed gear will get 40% funding. Vessels between 12 metres and 15 metres using all fishing methods will get 40% funding.

The reply continued:

“The funding sits within Axis 1—Vessel Modernisation and selectivity Measure 1 Improvement of safety on board. Applications can be submitted either by…individual fisherman or…an association of fishermen for consideration by the MMO. Application forms and guidance are available”

from the website,

“direct from the MMO Business Relations Team”

or from its coastal offices.

“Funding is available across England for all eligible vessels. It is…worth highlighting that boat yards and installers who carry out the installation of…safety stop valves must be registered businesses and the MMO cannot recommend individual companies.”

It concludes with:

“Please be assured we will make colleagues in our coastal offices aware of this new funding opportunity so they can…publicise it across the industry. In closing the MMO are very pleased to be able to support this safety addition to vessels and we are hopeful of receiving applications shortly.”

I have demonstrated today some very real scenarios of what can happen to fishermen when they go to sea without an emergency stop button. The MMO has undertaken to publicise the availability of funding and to help with the purchase of the equipment. Will my hon. Friend the Minister for Shipping join me in urging all fishermen to take advantage of the European funding and enhance safety on board fishing vessels? No one knows more than I do that our fishermen do a heroic and very dangerous job, and I hope they will now all fit emergency stop valves to their vessels as soon as possible.

Fuel Prices

Debate between Sheryll Murray and Jim Shannon

Tuesday 15th February 2011 Westminster Hall

[Sheryll Murray (South East Cornwall) (Con)]

I congratulate my hon. Friend the Member for Thirsk and Malton (Miss McIntosh) on securing this debate. It is essential that we discuss this matter, because of its severe effect on constituencies, such as mine in south-east Cornwall. There is no doubt that high fuel prices affect everybody, but in our rural constituencies they have a disproportionate effect.

South East Cornwall has a large number of self-employed people, small businesses and people who have to commute, and we have a very poor public transport infrastructure. The railway timetables are such that often the train cannot be taken and bus companies find it increasingly difficult to provide the service that is needed, so people rely on their cars. My constituents write to me time and time again about the cost of petrol. I stood at the general election on a manifesto that contained the fair fuel stabiliser. I hope that the Chancellor of the Exchequer will include provisions for that in the Budget so that my constituents, including businesses and the self-employed, are at least able to budget for a 12-month period, rather than have their profits decline continuously because of the high rise in fuel prices.

I echo what all hon. Members have said in the debate, but there is one issue that has not been addressed, which is the effect of current fuel prices on our shipping industry. I declare a special interest because my husband is a commercial fisherman. People do not seem to understand that, while our fishermen are able to reclaim the duty they pay, it has a detrimental effect—in fact, a disastrous effect—on their cash flow. There are fishermen in my constituency who go to sea in dreadful weather conditions, but do not secure any return from their catch because it all goes on fuel.

[Jim Shannon]

Part of the point expressed by the hon. Lady relates to fuel, but also to the price of the commodity being less than it was three years ago and to restrictions from Europe on days at sea. Those reasons, along with the fuel increase, are why the fishing industry is in dire straits today.

[Sheryll Murray]

I could not agree more, but I want to stick to the issue of the price of fuel, which is having an effect on our farmers, our hauliers, our fishing industry and on small businesses in my constituency. In South East Cornwall, most businesses are tiny and cannot stand the impact of increasing fuel prices on their cash flow for much longer—it cannot continue.

To sum up, Cornwall has a large number of residents who have no access to the mains gas supply, or other, cheaper alternative supplies of heating. The increase in fuel duty affects the ability of a lot of my constituents to provide heating in their homes.