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Fishing Industry

I am sorry if I have given the hon. Gentleman the impression that I think fishing communities would be against this; I do not think that. That is precisely why I welcome the remarks of my hon. Friends the Members for Great Grimsby and Cleethorpes and for South East Cornwall about the importance of consultation. Look at a case such as Lyme Bay: it was the local community, in consultation with the scientists, who produced the efflorescence that has taken place there. This must be done through the industry co-operating with the scientists.

We should note that MPAs were designed specifically to protect the nature within them from human activity that damaged it, and that includes fishing. It should therefore not be considered a negative that those areas are being protected. The partial ban on destructive dredging and bottom trawling in MPAs has been a success, and I hope it will be extended to a complete ban once the due process and consultation have taken place.

I wish the Minister and his team well in the upcoming negotiations. If he binds himself to the mast of science and turns an Odysseus-like ear to the siren voices urging him to allow greater quota, I cannot promise him popularity, but he would become a unique and respected first voice for common sense and a sustainable future for our industry.

First-hand sales of UK-landed seafood were over £1 billion in 2022, as my hon. Friend the Member for Great Grimsby and Cleethorpes said. That is a good reminder that wild-capture seafood is a national resource. It is remarkable that the UK Treasury does not benefit directly and that those that benefit the most are large businesses that have managed to aggrandise themselves via the poorly regulated sale of individual quotas over many years. Small-scale fisherfolk and non-sector vessels are left to fish from the pool that accounts for just 4% of opportunities.

In addition, those big businesses that benefit the most by their control of quota also benefit from the free management of the resource via central and local government funding of the MMO, the Centre for Environment, Fisheries and Aquaculture Science, Natural England and the inshore fisheries and conservation authorities. It is also clear that big businesses are best placed to make representations and influence policy in a way that a single-handed inshore fisherman simply cannot. A quick scan of successful Government grant applications demonstrates that it is also big business that benefits from grant schemes, with support being provided to companies with turnover in the millions.

The impact of market forces on this national asset has left a handful of families and businesses benefiting the most via consolidation of beneficial ownership of quota, while small-scale fisherfolk and our coastal communities wither and are lost. Depleted stocks and limited funding for robust data collection of all commercial species, leading to precautionary management decisions, are by-products of the current system. I ask the Minister whether it is time for the UK to consider what alternative systems to manage this valuable natural resource could look like.

I welcome the beginnings of transparency that have come about from the publication of quota holdings, but that is only part of the story of who benefits from the amazing national public asset that is our fisheries. We all know that in-year swaps and leases occur. Would the

Minister look at completing the transparency exercise and requiring those swaps and leases to be published too? We need a system that is not based on the happenstance history of 40 years ago, when the current quota system was put in place, but that provides opportunity and certainty more equitably. We need a system that links opportunities to compliance with fisheries and conservation regulations and that helps to fund better data gathering and evidence to inform our fisheries resource management —one where a sustainable bounty from the seas ensures that the interests of our small fishing communities, the taxpayer and the planet are aligned.

It has already been said that fishing is one of the most dangerous peacetime occupations. The marine accident investigation branch accident reports make sombre reading, but they also provide an excellent opportunity for learning and change. Multiple capsizes of small vessels over several years led the Maritime and Coastguard Agency to update its codes for small vessel inspections, but reports from around the coast demonstrate that those new regulations appear to be applied inconsistently, and in some cases they run contrary to the marine architect designs and tested vessel stability.

The financial burden of being tied up by an MCA inspection and being required to make modifications to a vessel’s hull can be exceptionally heavy. Owner-operators are forced to sell their vessels and in some cases leave the industry, as they simply cannot afford to comply with an individual inspector’s request. I urge the Minister to speak with his colleagues at the Department for Transport to help convene a group of small-scale fishing vessel safety experts? They can help the DFT and the MCA to better understand the impact of their inspection regimes and to find a coherent approach to that vital work—one that provides a consistent set of outcomes, without the lottery of where a fisherman is based and which inspector they get producing different outcomes on similar vessels. The lack of MCA inspectors means that vessels can often wait weeks for an inspection slot. While a vessel is awaiting reinspection, the fisherman cannot earn. What should be a straightforward process can provide huge financial risk and strain, from which some of those microbusinesses simply cannot recover.

Finally on safety, I draw the Minister’s attention to a simple fact that the last Government seemed to do little to address. The MAIB reports set out the circumstances surrounding each accident and the component elements that led to it. All too often, these accidents are highly predictable and could be prevented by simply conducting good maintenance, onboard training and safe operations. Here, I would interject that the question of English language skills, which we debated earlier, comes into play: English language skills and the ability to communicate with every member of the crew is vital for crew safety.