Recreational Sea Bass Fishing

Debate between Jim Shannon and Charles Walker

Thursday 11th February 2016 Commons Chamber

[Mr Walker]

And ladies—account for 25% or 30% of all the hundreds of thousands, the millions, of bass that are taken. There they are, those recreational anglers, filling up their wheelbarrows and taking them down the high streets of our fishing communities! What a load of rubbish that is. It defies belief that organisations that pretend to be serious expect us to swallow such utter nonsense.

Let us be clear about this. The value of a bass on the dock is about £3.50. The value of that same bass to recreational angling is about £100. It is worth 28 times more to recreational anglers than it is dead on the slab, going to market.

[Jim Shannon (Strangford) (DUP)]

The hon. Gentleman is making a very good case for getting out of Europe. Does he feel, as I do, and as many other Members in the Chamber do, that it is about time we had control of our fishing grounds around the shores and in the seas of the United Kingdom of Great Britain and Northern Ireland? We make the decisions, and let us do it ourselves.

[Mr Walker]

Of course I agree that we should have control of our fishing grounds, which is why I shall be voting to leave the European Union, but that is an argument for another time. I do not want to stand here and attack commercial fishermen who fish for bass, because I think that there is a golden opportunity here. As was pointed out by my hon. and learned Friend the Member for Torridge and West Devon (Mr Cox), there are very few fish left in the sea for inshore commercial fishermen to target.

Notification of Arrest of Members

Debate between Jim Shannon and Charles Walker

Wednesday 10th February 2016 Commons Chamber

[Mr Walker]

My hon. Friend makes a valid point, which I shall now go on to answer.

In brief, the House has five choices. Option 1, as set out in our report, is to ensure that the law of the land is applied equally to Members of Parliament as it is to our constituents. Option 2 is for the House to retain the status quo, thereby knowingly putting itself and the police on the wrong side of the law. Option 3 is for the Home Secretary to amend schedule 3 of the Data Protection Act 1998 to specifically exempt Members of Parliament from its universal protections, which in itself would create a precedent for a two-tier system tier of justice—the very thing our constituents do not want.

Option 4 is to amend primary legislation, so that the names of all suspects are released by the police at the point of arrest, not at the point of charge. Of course, that would be welcomed by the press, as it would aid it in its pursuit of celebrities and other people of interest, but it would be devastating for those tens of thousands of people who are arrested but never charged with any crime.

Option 5 is for the House to abandon privilege in respect of our parliamentary duties in the hope that no future despot would want to detain us from them on trumped-up political charges. Of course, if we follow that route, tonight’s entire debate would be a dead letter.

[Jim Shannon (Strangford) (DUP)]

When the Anglo-Irish agreement was signed by Margaret Thatcher in 1985, Unionists were enraged because it totally ignored them. Unionists at all levels, including then Members of this House—this was before my time—were involved in a campaign of civil disobedience and a then MP was arrested in that campaign. Was any consideration given to those examples of civil disobedience?

[Mr Walker]

When people engage in civil disobedience, they tend to want to have it reported, so that would not be covered. They would be charged, and of course, at the point of charge, it becomes public information. Of the people who took part in those protests, I think that 10 individuals—on 13 separate occasions—were imprisoned.

Of the five options I have outlined, the Procedure Committee opted for option 1, as we generally think it is a good idea for the laws of the land to be obeyed by the Parliament that creates them. Indeed, that is the minimum expectation that our constituents have of us, so I am amazed that some colleagues are tying themselves up in knots about this modest proposal.

London’s Licensed Taxi Trade

Debate between Jim Shannon and Charles Walker

Wednesday 15th July 2015 Commons Chamber

[Mr Charles Walker (Broxbourne) (Con)]

It is a great honour to have secured this debate. I am also delighted to see you in the Chair, Madam Deputy Speaker, as I know that in your capacity as Member of Parliament for Epping Forest you have done a great deal for the licensed taxi trade, and particularly the black cab licensed taxi trade. Indeed, you and I have worked closely together on this matter over a number of years, and we will continue to do so.

The much-loved London black cab is not an overnight sensation. Hackney coaches first appeared in London during the reign of Queen Elizabeth I, and Captain John Baily, a veteran of Sir Walter Raleigh’s expeditions, is thought to have established the first Hackney rank by the Maypole on the Strand—a site from which four coaches worked. The first laws governing what is now known as the taxi trade were introduced nearly four centuries ago, with London’s cab trade being continuously licensed since 1694. Control is now in the hands of Transport for London. The practice of displaying an identification number goes back to 1654 and despite a number of modifications, the principle of that practice remains consistent to this day—isn’t tradition a wonderful thing?

At the age of 45, James Howe, an experienced cabbie, was chosen to drive London’s first motor taxicab. He enjoyed a long association with both horse-drawn and motor cabs and, in 1933, at the age of 75, he was awarded a special badge commemorating a career that began when he earned his licence in 1884. You and I love the concept of hands across history, Madam Deputy Speaker, and at least two Members of this House were alive at the time that James Howe received his long-service medal. Is that not a wonderful thought?

The fitting of taximeters was made compulsory in 1907 and the inventor of these meters was a German noble called Baron von Thurn und Taxis. A taximeter is by definition what makes a cab a taxicab, and taximeters in London calculate the fare payable as a combination of time and distance. I thought that it would be useful in my opening remarks to set the scene for the House.

Transport for London licenses taxis and their drivers under the Metropolitan Public Carriage Act 1869 and the London Cab Order 1934, so there is not a lot of modernity there. The minicab trade in London is licensed by regulations made under the Private Hire Vehicles (London) Act 1998, which is very recent history. I thank Addison Lee for the useful briefing it provided me on the regulation of its private hire business and those of its competitors.

As we know in this place, all licensed London black cab drivers are required to do the knowledge. We see those amazing men, and now women, beetling around London on their scooters with a clipboard in front of them, learning all these wonderful routes around our wonderful capital city. That is a gruelling three, four or five-year exercise undertaken by aspirant black cab drivers, most of them while holding down a full-time job. They show extreme dedication. It is an extremely gruelling process, with drop-out rates between 70% and 75% on average, and those that pass the test have covered approximately 20,000 miles worth of routes. These men and women are the best of the very best that London has to offer. Having passed the knowledge, a newly qualified driver needs to buy or lease a cab. The cost of new taxis is quite high, often in excess of £42,000, so that is a major investment.

No vehicle over 15 years of age is licensed and the Mayor is keen to see that number reduced to 10 years, as he wants to promote a clean air environment in our capital city. The Mayor has a duty to ensure that he only grants licences to those people who are “fit and proper” to drive a taxi. Drivers are required to be insured and CRB checked and to have a financial standing check. How many of us in this place could cope with the level of scrutiny needed for a financial standing check? My word!

All London taxis—this is very important—are wheelchair accessible and have been required to be so since January 2000. That 100% accessibility compares with only 3% of private hire vehicles. Importantly, licensed black cabs are the only taxi service permitted to pick up passengers without advance booking and the only service permitted to use a meter, with Transport for London setting the level of fares that can be charged. Of course, there are problems. If there were not, we would not be here this evening. This is not a totally good news story.

In its recent review of taxi and private hire vehicle licensing, the Law Commission called for the retention of the two-tier licensing system, and I strongly endorse that.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Gentleman for giving way, and I sought his permission to intervene before the debate. My introduction to the London taxi was when I became a Member. Taxi drivers in London—I am sure that they are the same across the whole United Kingdom of Great Britain and Northern Ireland—have an opinion on all the things that are happening in the world. It is obvious to me from conversations with the London taxi drivers that they are very concerned about the changes to licensing. Does the hon. Gentleman share my concerns on their behalf and agree that a full consultation must take place with the Licensed Taxi Drivers Association to find a way forward that can bring them on board?

[Mr Walker]

The hon. Gentleman makes a precise intervention. The Law Commission also called for significant changes to the legal distinction between taxis and private hire vehicles on the grounds that the current system relies too heavily on an imprecise concept of “plying for hire”, which is not defined in statute and has become the subject of a body of case law that is not wholly consistent. In that lies a multitude of problems.