Download 4 / The Environment

COMPLIANCE SUPPORT GUIDE
ENVIRONMENT
CONTENTS
1 / Introduction
1.1
1.2
1.3
1.4
Background
Purpose and scope
The Responsible Fishing Scheme (RFS)
Guide development and acknowledgements
03
04
04
05
2 / Structure
2.1
Structure of the guide
06
3 / Legal requirements
3.1
Summary of legal requirements
07
4 / The environment
4.1
4.2
4.3
4.4
4.5
Environmental commitment
Waste management
Vessel management and engine maintenance
Recovery of lost fishing gear
Scientific engagement
09
10
13
17
18
5 / Appendices
5.1
Appendices
19
2
1 / Introduction
1.1
Background
This RFS Compliance Support Guide (CSG) has been produced for fishermen who are engaged in all capture fisheries around the UK and
the EU. The guide incorporates recognised best practice in relation to the topic area covered and if followed will ensure compliance with
respect to Responsible Fishing Scheme standards content.
This CSG forms part of a suite of CSGs which are designed to deal with the key industry requirements covering specific areas as they
relate to any of, catch quality, crew safety and welfare and/or, the environment. Each CSG will have the capacity to be upgraded as
required to reflect improvements in good industry practice and any changes in national and international legislation.
The guides will aim to support the industry and to actively promote and encourage better practice. The suite of Seafish CSGs cover the
following specified sectors and will be added to in future if required:
Catching Sector Specific
• Seafish Demersal CSG.
• Seafish Pelagic CSG.
• Seafish Shellfish CSG.
• Seafish Nephrops CSG.
• Seafish Scallop CSG.
Generic Industry Specific
• Seafish Health and Safety CSG for skippers and crews.
• Seafish Welfare CSG for crews and Non EEA Fishing Crews.
• Seafish Environmental CSG.
• Seafish Food hygiene CSG for on board food production and storage.
• Seafish Common Operational Practices CSG for all sectors and vessels.
By the following and adhering to these CSGs the UK Fishing Industry will be able to promote and champion the high standards of
operational practices that are essential for the supply chain and for a modern progressive industry.
The UK Fishing industry is fully aware that by adopting the good operational practices described in these guides that it will raise
standards for all of the skippers and crews, the supply chain generally and the wider environment in which they operate.
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1 / Introduction
1.2
Purpose and scope
The purpose of each CSG is primarily to support and encourage all fishermen to try and adopt recognised industry best practice in the
area addressed by the guide. The CSG will also take account, where relevant, of current key legislation that underpins the subject area.
The suite of CSG’s will also underpin the Seafish Responsible Fishing Scheme programme and all vessel applicants applying for this
programme will be required to commit to adopting these good practices and to where practically possible incorporate them into their
fishing operations. Where text is shown in bold italics the content specifically covers RFS standard clauses and will be
assessed as part of the certification audit.
In the sector specific CSG’s the underpinning legislations are Regulation 852/2004/EC on the Hygiene of Foodstuffs, and Regulation
853/2004/EC laying down specific rules for food of animal origin.
In the Health and Safety CSG the Health and Safety requirements will relate to only marine health and safety requirements regulation
89/391/EC. The welfare will relate to the ILO convention specifically directed to the fishing sector and the food safety management
system advice will follow the requirements laid out in Codex Alimentarius.
This CSG was produced by Seafish in collaboration with representatives of the trade, NGOs and other official bodies.
1.3
The Responsible Fishing Scheme (RFS)
The revised RFS Programme has been developed by Seafish and the UK Seafood industry to allow the fishing industry to demonstrate
compliance with the programme’s five Core Principles:
Core Principle 1
Safety, health and welfare (Reduce accidents, injuries & fatalities; promote decent work, respect & integrity).
Core Principle 2
Training and professional development (Improve skills, knowledge and understanding; raise standards and open up new opportunities).
Core Principle 3
The vessel and its mission (Demonstrate due diligence and compliance).
Core Principle 4
Treating fish as food (Focus on supply of safe, wholesome product with known provenance).
Core Principle 5
Care for the environment (Behave responsibly, respecting the environment).
All the listed CSGs have been designed to underpin the RFS Standards and will to encourage fishermen to adopt responsible behaviours
to promote long term improvement across all sectors of the UK Fishing Industry.
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1 / Introduction
1.4
Guide development and acknowledgements
In the production of the CSGs Seafish called upon the expertise of key industry stakeholders and acknowledges and thanks all their
efforts in the formation on the guides, particularly the RFS Technical Groups and certification experts RS Standards. Each CSG was
endorsed by the RFS Technical committee to ensure that it has the correct credibility to underpin this standard and each CSG has been
formally approved by the RFS Oversight Board as a key document that will need to be adopted by all vessel applicants wishing to be
certified to one of the RFS standards
Acknowledgement is given to the following industry stakeholders who have participated in reviewing this guide through its development.
Simon Potten
Seafish
Lee Cooper
Seafish
Mick Bacon
Seafish
Robert Greenwood
National Federation of Fishermen’s Organisations
Derek Cardno
Scottish Fishermen’s Federation
Stephan Jermendy
Environmental Justice Foundation
John Hermse
Scallop Association
Jess Sparks
Seafood Scotland
Gus Caslake
Seafish
Trevor Bartlett
Burgons (Eyemouth) Ltd
Jim Portus
South West Fish Producers’ Organisation
Andy Matchett
Ocean Fish
Steve Cadwallader
Falfish
Andy Buchan
Scottish skipper
Jerry Percy
New Under Ten Fishermens Association
Katie Miller
Client Earth
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2 / Structure
2.1
Structure of the guide
Section 4 of this guide describes in detail the topic area covered by the guide, and provides best practice guidance as agreed by
the UK Fishing industry and representative industry stakeholders that have expertise in all sectors of the Fishing Industry and where
appropriate the onward Supply Chain.
Section 5 of this guide carries appendices to the main guide.
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3 / Legal Requirements
3.1
Summary of legal requirements
The legal requirements that apply to the operation of a fishing vessel cover basic issues of food safety, fish marketing, fishery controls
and health and safety, most of which meet requirements set by the European Union. The following regulations are relevant to this guide:
International Pollution Regulations – MARPOL 73/78 CONVENTION, ANNEX V
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4 / The Environment
Operational best practice
What is responsible environmental behaviour?
Responsible environmental behaviour is working in a way that balances the demands of the resource whilst minimising the adverse
effects of harvesting seafood. The RFS standard supports all fisheries that RFS certified vessels operate within by ensuring that they
operate in a responsible manner. This includes responsible practice (such as appropriate litter disposal; recording wildlife interactions);
supporting fishery science (such as having on board observers; participating in science partnerships); and affiliation with other voluntary
schemes.
The health of the stock is imperative to the future of the fishery and the vessel and crew have a direct influence. This might be through
the use of selective gear types; by gathering data to inform the scientific community; and by minimising waste in the environment. For
example, certified RFS vessels can assist in the gathering of biological data of a particular fish stock, which can be used to better inform
how a stock is performing. In turn, this can contribute to improvements in fishery management practices of the fishery in which RFS
vessels operate.
This guide is here to provide you with the necessary knowledge and support to complete 5 basic recommendations, which, together,
will ensure the crew and the RFS certified vessel are behaving in a responsible manner. Each section can be used separately, but it is
intended that all sections be implemented together.
It is the responsibility of the skipper to ensure that the vessel is operating and catching in a legal manner.
Sections
1 Environmental Commitment
2 Waste Management
3 Vessel maintenance and engine management
4 Scientific engagement
5 Appendix
This guide is intended to only give a vessel applicant examples on what types for evidence will be required for RFS certification and is
not intended to be an exhaustive list.
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4 / The Environment
4.1
Environmental Commitment
Following this guide will help you to create a practical and effective Environmental Policy for your vessel that will also meet the requirements
for the Responsible Fishing Scheme. The policy will demonstrate your commitments to responsible behaviour. Each policy will vary according to
the type of fishery in which you operate and what gear you use. Areas that will need to be covered by this policy include:
• To take all necessary and appropriate actions to ensure that the fisheries and ecosystems in which the vessel operates are accessed
responsibly, to preserve their long term responsible use for current and future generations.
• To act in a law abiding manner in relation to all environmental laws.
• To cooperate with regulatory authorities in pursuit of responsible management of the fisheries in which they operate.
• To take all reasonable efforts to minimise unintended by-catch.
• To actively review, where possible, devices and / or measures that will mitigate the risk of threatened, endangered and or protected
(TEP) species from being entangled with their gear.
• To participate in schemes that supply data to scientists that will contribute to effective fisheries management.
• To ensure their vessel is well maintained and that any waste produced and any disused fishing gear is appropriately disposed of
on land, and recycled where possible, as detailed in their Waste Management, Vessel Maintenance and Fuel Conservation Policy.
• To provide training and support to encourage all crew members to actively support the environmental polices of their vessel.
An example of a generic policy which can be adapted to meet your environmental commitments has been inserted into the appendix
of this guide. See appendix for a table which lists gear type by catch mitigation measures for a range of listed fisheries, which may cover
fisheries in which you operate.
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4 / The Environment
4.2
Waste Management
As a member of the RFS, applicants will have to adopt a system on board their vessel to minimise the amount of waste that is generated
and recycle the waste once they are back in port. In addition, where safe and practical to do so, a vessel applicant will be
expected to collect litter as part of their normal fishing operations and transport back to port for suitable disposal and
recycling.
Historically, seagoing vessels have dumped their waste materials into the seas, without an understanding of environmental impact.
Today, the position has radically changed, since not only have volumes of waste dramatically increased, but there are many types of
non-biodegradable plastics and other synthetic materials which are of hazardous and toxic nature or can degrade to be harmful to
humans, marine creatures and the larger marine ecosystem itself.
In addition to the environmental damage which is caused by discharges from vessels, there are very real costs incurred by fishing
vessels when they catch such waste material incidentally during fishing. Frequently, gear can become damaged, fishing time may be lost,
water inlets can become blocked, propellers fouled or the catch may even become contaminated; all through the unwanted presence
of waste material in the seas.
The Law states
In order to control the unregulated discharge of waste and waste materials into the seas, there are now in place regulations drawn up
by international convention. These are enforced by individual nation states who have signed up to such conventions.
International Pollution Regulations – MARPOL 73/78 CONVENTION, ANNEX V
MARPOL 73/78 is the main international convention covering prevention of pollution of the marine environment by ships from operational
or accidental causes. It is a combination of two treaties adopted in 1973 and 1978 respectively and updated by amendments over
subsequent years.
THE DISPOSAL OF ALL PLASTICS INTO THE SEA IS PROHIBITED
Exemption – non plastic waste which cannot be retained on board for proper disposal ashore may only be disposed of at sea
provided that the vessel is more than 12nm from nearest land. However vessels within the RFS must not discard this inorganic
waste at any time while out at sea.
Active Participation in Waste / Waste Collection Initiatives
As part of the RFS vessel applicants will need to actively participate in organised waste collection schemes or if one is not
available demonstrate what they do to reduce the amount of waste they produce and detail what they do with any
recovered waste collected as part of their normal fishing operations.
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4 / The Environment
4.2
Waste Management (continued)
The “Fishing for Litter” Scheme Case Study
Fishing for Litter is one of the most innovative and successful projects to tackle marine litter at sea within the UK. This simple initiative
aims to reduce marine litter by engaging one of the key stakeholders, the fishing industry. It is a voluntary scheme that not only
involves the direct removal of litter from the sea, but also raises awareness within the fishing industry and local community. The Project
is coordinated by Seafood Cornwall Training in the South West. http://www.seafoodcornwalltraining.co.uk/fishing-for-litter/
Aims
1 To maintain a network of harbours and fishing vessels around the UK so participating boats can land the marine litter they’ve caught
in their fishing gear;
2 To change the working practices within the fishing industry, to help prevent litter reaching the marine environment in the first place;
3 To remove litter from the marine environment.
The idea is simple, participating vessels are given hardwearing bags to collect marine litter caught in their fishing gear while undertaking
normal fishing activity. Filled bags are deposited on the quayside and staff at participating harbours then move the bags to dedicated skips
for monitoring, collection and disposal. Skips are kept locked to prevent misuse.
Marine litter is targeted because it causes serious environmental, economic, safety, health and cultural impacts. Millions of marine
mammals, birds, turtles and fish perish as a result of entanglement or ingestion of deliberately or accidentally discarded debris. It is
estimated that 70% of all marine litter sinks to the bottom of the sea.
Marine litter consists of many slow degrading materials and the continuous input of large quantities of such items from many land and
sea based sources results in a gradual build up in the marine and coastal environment.
Studies show that 96% of fulmars in the North Sea had plastics in their stomachs, with an average of 34 pieces and a study by
Plymouth University has highlighted the abundance of microscopic plastic fragments in the marine environment which can be taken up
by filter feeders.
In addition an international organisation KIMO which was founded by local municipalities with a shared concern for the state of the
environment. KIMO has become a pioneering environmental force which has contributed to a steady reduction in marine pollution in
Europe’s seas and its research has found that
The cost of marine litter is not only borne by the marine environment bust also has shown as a cost to the fishing industry of marine
litter is an average of 12,000 Euros / £10,000 per boat, each year, through contamination of catches, broken gear and fouled propellers.
Each boat is calculated to take 41 hours a year to remove marine debris from its nets, a significant amount of boats days at sea allocation.
It is therefore essential that urgent action be taken to reduce what is currently a significant marine pollution problem.
The European Marine Strategy Framework Directive requires member states to ensure that “Properties and quantities of marine litter do
not cause harm to the coastal and marine environments” and that, “ Fishing for Litter offers a tried and tested tool that can be used to
both remove litter from the sea and raise awareness of the issue”.
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4 / The Environment
4.2
Waste Management (continued)
Since 2004 the project has operated in Scotland run by KIMO UK and has created a network of 14 harbours with over 205 fishing
vessels registered to the scheme. At the time of writing this, over 600 tonnes of marine litter has been landed since the projects inception.
These results clearly demonstrate that the concept has been widely supported by both the fishing industry and the general public.
This project continues to gather momentum in the South West of England and to date, nine harbours are involved, 158 vessels have
signed up and over 64 tonnes of litter have been landed and disposed of in a safe and responsible manner.
An example of a generic policy which can be adapted to meet your waste management commitments has been inserted into the
appendix of this guide.
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4 / The Environment
4.3
Vessel Management and Engine Maintenance
Actively participate in fuel saving initiatives some key points
• Understanding where energy is expended in a fishing vessel is the first step to addressing fuel efficiency.
• The second step is to identify what aspects can be influenced by the vessel operator (skipper), the vessel designer/builder or
the engineer.
• Both operational and technical measures can help with fuel efficiency.
Operational
1 Ensuring fishing gear is correctly matched and rigged for the vessel, conditions and target fishery;
2 Reducing engine speed – the easiest and least expensive action a skipper can take to save fuel, particularly whilst steaming;
3 ‘Good housekeeping’ such as maintaining engine and hull efficiency through regular maintenance.
Technical
1 Ensuring the propulsion package is best suited to the vessel and operation – correct selection of engine, gearbox and propeller;
2 Using alternative fuel and related technologies;
3 Considering fuel efficiency when designing new vessel builds – hydrodynamics and beam ratios are important.
In addition, economic benchmarking (offered by Seafish) can provide relevant data on the financial performance of a vessel, compared
to the “best–in–class”.
The Seafish guide to improving fuel efficiency 2008
1. Optimising gear and fishing methods
TIP: The biggest contributors to drag are the netting itself and the trawl doors. Ensuring fishing gear is correctly matched and rigged for
the vessel, conditions and target fishery is key to achieving fuel efficiency, so a lot of Seafish research and advice is focused on this area.
Options for optimising gear and fishing methods include:
• Undertaking an examination of how much of the overall towing resistance of the gear is due to the different individual components,
such as trawl doors and netting. Modifications to existing gear, resulting from this examination, can decrease fuel consumption
substantially, considering that 70-80% of fuel is used in towing the fishing gear.
• Seining in both ‘flydragging’ and anchor modes require less power compared to trawling and subsequently burns less fuel.
• In more specific fisheries, such as single species fisheries, there may be scope for investigating alternative methods. For example,
the recent growth of squid in UK waters could be targeted by jigging.
Lower twine diameters, in combination with alternative mesh technology, can introduce significant savings.
• Twin/multiple trawl rigs can have less drag than single rigs with comparable ground coverage can be used for targeted groundfish
and Nephrops fisheries.
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4.3
Vessel Management and Engine Maintenance (continued)
2. Economic benchmarking
TIP: You can look at your vessel’s performance compared to others and consider whether this fits your expectations, given what you
know about how your vessel is run
Benchmarking is a way to compare the financial performance of a vessel to the ‘best–in–class’.
It compares operational processes, financial performance and other measures of the efficiency of a vessel’s activities. Skippers can
compare results against other vessels in the same segment or against their own vessel’s previous performance. The benchmarking
report helps establish which areas of the running of the vessel could improve overall financial performance. It does not tell owners what
to do to make improvements, but it shows them in which areas to apply their efforts.
3. Vessel optimisation and propulsion
TIP: Propulsion systems should be checked – most vessels’ propellers are only 30% efficient. Fitting a nozzle can result in dramatic
improvements.
Another significant factor affecting fuel efficiency is vessel design and the correct matching of the propulsion system (engine/gearbox/
propeller) for the task in hand.
• The ratio of a vessel’s length to beam can have an effect on fuel efficiency – ratios of 3:1 and 4:1 can be beneficial.
• Using the correct engine for the vessel is imperative.
• Assess the gearbox. As well as heat loss, friction increases running costs.
The above are just a few tips – more information on vessel optimisation and propulsion is available from the Seafood Information
Network http://sin.seafish.org where additional information can be found.
4. Vessel and hull maintenance
TIP: A dirty hull is like driving a car with the hand brake on. Poorly finished paintwork can have a similar effect.
An often overlooked area of potential fuel savings is vessel and hull maintenance. Little financial outlay is required but the benefits
can be worth it over time.
• Excess paint can add to vessel drag – a 20 metre white fish boat can carry up to 5 tonnes of paint.
• The correct type of antifouling paint is important – some antifouling paint contains solvents which actually feed marine growth.
Consider using solvent free (ceramic type) paint.
• Redundant appendages outside the hull, such as old probes, all add to the fuel bill.
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4.3
Vessel Management and Engine Maintenance (continued)
5. Operational husbandry and auxiliary engines
TIP: Fuel flow meters can help skippers save around 10% on your fuel bill. If you can’t measure it, you can’t save it.
‘Good housekeeping’ onboard a vessel and a mindfulness of operational fuel saving practices, such as using a fuel flow meter, should
not be underestimated.
• Steaming speed should be considered: engines are usually at their most efficient at 80% revs – burn 70% of fuel and achieve 90%
of the speed compared to full throttle.
• Keeping a true course can save fuel – it may seem obvious but planning the shortest journey to take account of tide, weather and
wind can make a difference.
• Keep the fish hold closed at all times. Good insulation is also important for saving fuel.
• Hydraulics should be switched off or declutched when not in use.
6. Engine maintenance and monitoring
TIP: Poor combustion chamber sealing can lead to high fuel consumption.
Regular engine maintenance is crucial to reducing fuel consumption
• Monitoring air intake is important and could save up to 20% on the fuel bill. A hard to open door/hatch indicates a vacuum in the
engine room.
• Return fuel lines should be checked. In some engines, 90% of the fuel delivered by the pump is returned to the tank via the return
fuel line.
• Fuel injectors should also be monitored. Spray pattern is critical for engine efficiency, fuel economy and exhaust emissions.
• Exhaust smoke should be checked. Black exhaust smoke could mean an overloaded engine, shortage of air or faulty injectors.
White exhaust smoke could mean injectors or valve timing is out, or that leaking valves, damaged or worn piston rings are causing
low compression. Blue exhaust smoke could signal burning lube oil, due to worn valve guides or a worn or broken piston.
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4.3
Vessel Management and Engine Maintenance (continued)
7. Fuel and lubrication
TIP: If you have bacterial growth in your fuel this can lead to blocked fuel lines and poorly performing injectors. A biocide can remove
any bacteria and clean up your tank and lines.
There are many fuel options available to skippers, including emerging fuel types, fuel additives and fuel mixes – many promise great
savings but detailed and independent information can be hard to come by. Seafish can advise on the pros and cons of what is available
on the market, as each vessel will have individual needs and requirements.
• Bio-diesel is generally a more expensive fuel made from plant oil that will run in diesel engines with no modification. In some cases it
may be possible to make your own fuel using recycled oil to make a saving.
• Change your oil at the recommended intervals.
• Water removal products are available for vessels that receive poor quality fuel containing water, or have contaminated fuel. These
products remove the water and prevent damage to the engine – improving efficiency
• Be aware of the increased safety risk if using LPG. Using LPG can save up to 20% on a fuel bill but not many low HP engines are
available.
8. New vessel design and new builds
TIP: Hydrodynamic bow designs reduce the resistance through the water.
Approximately 90% of the UK fishing vessels today are less than 15m in length and are built to fit neatly within licensing requirements,
build standards and regulations. This has resulted in size disparity of vessel to fishing method.
Modern design trends of high beam to length ratios, bluff bows and wide and deep mid body sections have led to inefficient hydrodynamics. As a consequence fuel efficiency suffers. Ideas for design that could increase efficiency include:
• Using a fixed nozzle in your propulsion system – up to 22% fuel saving is possible with 7.5% increased thrust.
• Catamaran design – a 2:1 length beam ratio is possible without detriment to fuel efficiency dependant on hull form (when compared
to mono-hulls).
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4.4
Recovery of lost fishing gear
Lost fishing gear can be expensive for fishermen, and it can also have a high environmental cost on marine life by entangling and injuring or
killing marine mammals, sea birds, turtles and other marine life. According to FAO Technical Document 523 2009 on Abandoned, lost or
otherwise discarded fishing gear and from UN agencies, some 640,000 tonnes of fishing gear is lost or discarded in our oceans every
year. Lost gear can be a result of a variety of reasons including breakages, bad weather conditions, unexpected underwater obstructions,
poor seamanship, and the accidental removal of marker buoys.
The Food and Agriculture Organization of the United Nations (FAO) Code of Conduct for Responsible Fisheries refers directly to the harmful
effects of lost or abandoned fishing gear. Abandoning fishing gear at sea is irresponsible if it is practically recoverable. This practice breaches
the International Convention for the Prevention of Pollution from Ships (MARPOL).
Certified RFS vessels take responsibility for their gear and have measures in place to avoid losing any, and to recover it where practical
and safe to do so. Recovered gear must then be taken ashore in line with the Waste and Pollution Management plan.
As detailed in RFS standard, certified RFS vessels must have a procedure on how to recover lost fishing gear that includes at least the
following commitments:
1 The vessel applicant shall have access to, appropriate equipment to assist in the recovery of lost
fishing gear.
2 The vessel applicant shall record the last known position of lost gear and inform the relevant authorities where
appropriate.
3 The vessel applicant shall commit within a procedure to attempt the recovery and salvage of lost fishing gear from other vessel
operators and to recycle damaged or found fishing gear, where appropriate and is practically possible.
For suggestions on some gear retrieval methods please refer to the FAO guidelines stated in the appendices of this CSG.
The Global Ghost Gear Initiative (GGGI) is an alliance of governments, industry and NGOs working to eradicate ghost-fishing gear
in our seas. It is strongly recommended that all vessel applicants within the RFS programme should sign up and stay informed at
http://www.worldanimalprotection.org/build-the-global-ghost-gear-initiative.
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4.5
Scientific engagement
Engagement between the fishing industry and scientists is essential if we want to move towards – and to maintain – sustainable fisheries.
Scientists require data to be able to inform decision making,. In Europe, the International Council for the Exploration of the Sea (ICES) is a
scientific organisation whose goal is to provide the best available science for decision-makers to make informed choices on the sustainable
use of our seas. Amongst other clients, they provide advice to the European Commission in relation to the Common Fisheries Policy,
the Marine Strategy Framework Directive, and the Habitats Directive.
As active and responsible members of the fishing community, you are in a position to participate in data collection programmes which
will, in turn, improve the quality of the scientific advice to decision makers. For example, at the EU level, ICES produces catch and
landing advice, which the Commission uses as the basis for their proposals for Total Allowable Catches (TACs). This then goes to the
Council of Ministers to make a final decision. The final decision then becomes the annual quota for Member States to allocate.
For data deficient stocks, ICES take a precautionary approach to account for the uncertainty of the stock size and status. They use a
20% reduction on their estimation – so if they estimate a stock to be sustainably harvested at 100t, their catch advice would be
set at 80t. Therefore, the more data they collect, the more certainty they can have on their advice to decision makers and this reduces
the need to use the precautionary approach. It is important the sufficient data are collected for all stocks, because it the data set is
not robust then ICES will advise catch levels that include this 20% reduction as a precautionary measure.
As detailed in RFS standard, certified RFS vessel applicants must commit to cooperating with scientists to collect and
share data. The vessel’s Environmental Policy must include at least the following:
1 When requested and safe to do so participate in fishery data collection programmes by agencies or government research bodies
relevant to the fishery, or non-target fish species, when requested. Two examples of this in the UK are the Fisheries Data Archive
Centre (FishDAC) by the Centre for Environment, Fisheries and Aquaculture Science (Cefas); and Defra and Cefas’ ASSIST project
(Applied Science to Support the Industry in delivering an end to discards).
2 To co-operate and participate in observer programmes by agencies or government research bodies where possible and safe to do so.
3 To record and document all types of fishing gear interactions with, including the deaths of, threatened, endangered or protected
species and other non-target species that are encountered in the course of your fishing activities.
4 To take appropriate steps at all times to minimise harm to, and accidental capture of any threatened, endangered or protected
species, or other non-target species.
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5 / Appendices
5.1
Appendices
Following this guide will help you to create a practical and effective Waste Management, Vessel Maintenance and Fuel Conservation
Policy for your vessel that will also meet the requirements for the Responsible Fishing Scheme. The policy will demonstrate your
commitments to responsible behaviour and may vary according to the type of fishery in which you operate and what gear you use.
Appendix 1
Fisheries gear type by catch mitigation measures implemented in fisheries
Fishery
Tuna fisheries / small pelagics (Gilman, 2011)
Gear
Type purse seines
TEP
Cetaceans / turtles
Preventative Measure
Restrict setting of FADs or other aggregating devices. Prohibition of
night sets. Conducting backdown after the dolphins are captured. Use of
the ‘medina dolphin safety panel’. Not setting on turtles. Deploying boats
to assist with the release of turtles. Turtle excluder devices.
Fishery
Toothfish / deepwater species (SCCCAMLR, 2006)
Gear
Demersal longlines
TEP
Seabirds / sharks / skates / rays
Preventative Measure
Night setting. Under-water setting of hooks. Ban on discharging of offal
off the side of boats. Bird scaring devices on the deck e.g. tori poles.
Move on rule.
Fishery
Large pelagic fisheries (Gilman,2011)
Gear
Pelagic long lines
TEP
Seabirds / turtles
Preventative Measure
Night setting. Under-water setting of hooks. Ban on discharging of offal
off the side of boats. Bird scaring devices on the deck e.g. tori poles.
Wider hooks with large fish bait. Deeper setting to deploy hooks.
Fishery
Shrimp fisheries (Kennedy, 2007)
Gear
Pelagic trawls
TEP
Turtles
Preventative Measure
Avoiding hotspots. Not using FADs or other aggregating devices.
Turtle excluder devices.
Fishery
Small pelagics (Hall, 2000)
Gear
TEP
Gillnets / cetaceans
Preventative Measure
Pingers. Weak lines on buoys to break away before entanglement.
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5 / Appendices
5.1
Appendices (continued)
Appendix 2
Example Environment policy statement
As a vessel certified under the Responsible Fishing Scheme, the skipper and crew of [VESSEL NAME] commit to the following principles:
1 To take all necessary and appropriate measures to ensure that the fisheries and ecosystems in which the vessel operates are
accessed responsibly, to preserve their responsible use for current and future generations.
2 To abide by all environmental laws and to cooperate with regulatory authorities in pursuit of sustainable management of the fisheries
in which we operate.
3 To take all reasonable efforts to minimise unintended by-catch.
4 To participate in schemes that supply data to scientists to contribute to effective fisheries management.
5 To ensure the vessel is well maintained and that any waste produced and any disused fishing gear is appropriately disposed of on
land, and recycled where possible, as detailed in the Waste Management, Vessel Maintenance and Fuel Conservation Plan.
6 To actively support and encourage participation of the crew in any available training achieve these objectives.
Vessel Name
Vessel PLN
Skipper
Signature
Date
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5 / Appendices
5.1
Appendices (continued)
Appendix 3
An Example of a Generic Fishing Vessel Policy For – Waste Management, Vessel Maintenance and Fuel Conservation
The objective of this vessel policy is to reduce pollution of the seas caused by fishing vessel operations. The policy will consider pollution
reduction under three topics of focus: oil pollution, waste and emission control. This will be addressed through the adoption of best practice,
the correct communication and understanding of MARPOL 73/78 and raising crew awareness to their responsibilities in these areas.
Oil pollution
1 The vessel will not deliberately discharge oils, fuels or oily mixtures into the seas. Any oily mixtures collected must be suitably held
on board and safely disposed of on return to port.
2 Any leakage of fuel, oil or engine cooling water will be immediately addressed. If suitable repair cannot be carried out at sea, the
vessel must undertake to carry out the repair as soon as practical after the vessel reaches port.
3 The vessel will undertake to maintain all seals, glands and gaskets from all machinery, engines and propeller shafts in good condition.
4 Where design allows, the vessel will have a fitted drip tray beneath the engine with adequate drainage into a holding tank; or similar
method of collection and storage.
5 Vessels over 400 tons will have suitable oil filtering/separating equipment to control oily discharge to within allowable limits. Refer to
Marpol Annex 1 for more details add link.
Waste / Waste pollution
6 Provisioning of the vessel will be carefully managed to minimise the generation of on board waste whilst at sea.
7 The vessel should have a suitable storage area in which to hold on board waste / waste generated whilst at sea.
8 The vessel will not dispose of any type of inorganic waste / waste material into the seas.
9 Vessels will have suitable waste management procedures for the collection, storage, and disposal or recycling of waste / waste material.
10 Vessels over 12 metres will have a suitable placard displayed to highlight information on waste / waste laws in areas where it may
be generated.
Control of emissions
11 The vessel will follow any relevant national standards or guidelines which will minimise or reduce the emission of dangerous
substances in engine exhaust gases.
12 Where applicable, the vessel owner and/or operator should follow industry guidelines for the safe disposal of refrigerant gases and
comply with the EU Waste Frame work Directive 2008/98/EC.
13 The vessel owner/skipper will undertake to ensure that the responsible crew members are fully conversant with the proper running
and correct maintenance of all machinery on board.
Waste Collection Schemes
14 The vessel owner/skipper will actively participate in organised waste retrieval programmes from the sea, if available.
15 The vessel owner/skipper will have suitable waste management procedures for the collection, storage, and disposal or recycling
of waste / waste material recovered from the sea.
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5 / Appendices
5.1
Appendices (continued)
The vessel owner/skipper will undertake to operate within the context of this policy, and the skipper will communicate this policy to
all members of the crew.
Vessel Name
Vessel PLN
Skipper
Signature
Date
Appendix 4
Legislation Update
For Up to date guidance on what is allowed please review the active MCA notices on the following website link:
http://mnoticefinder.com/find
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5 / Appendices
5.1
Appendices (continued)
Appendix 5
FAO Factsheet: Retrieval of lost gear
Recovery methods
Knowing the exact location of lost gear greatly enhances chances of recovery. Close to shore this can be achieved by using landmarks;
artisanal fishers are skilled in this method. Further offshore, defining the exact position of the fishing gear could be a problem, though
the recent emergence of inexpensive GPS systems means that in most cases the position can be known – and recorded.
The typical recovery method consists of dragging an implement (a “creeper”) designed to snag the gear along the sea bottom until
the gear is found. With light gear, such as traps and lines, the effect of tide and/or wind on the vessel is sufficient to generate a dragging
motion. Where there is little or no wind or tide, the vessel must use power to drag the creeper slowly along the sea bottom. Too much
tension on the creeper wire should be avoided as the lost line or trap attachments could break. In this respect, when there are very strong
tides, the vessel must tow the creeper slowly against the current.
With heavy gear, the creeper operation can be much more active; the vessel’s power can be used to a greater extent and a far higher
tension can be kept on the creeper wire. In such cases a weight must be connected to the wire some distance ahead of the creeper to
ensure that good ground contact is made and that the creeper moves horizontally. Monitoring the tension in the wire carries out the
creeping operation. Successful contact with the gear is indicated by an increased tension. Recently, growing concerns over the
accumulation of lost fishing gear has led governments to embark on clean-up operations using specially-developed creeping gear.
Another method of retrieving fishing gear or any other item lost on the sea bed is to use a different type of fishing gear (generally trawls).
Although this may not be as effective as creepers, the cost of lost fishing is, to a certain extent, avoided. However, the vessel must fish
in the same area as that in which the gear was lost. Attachment of the creeper to the toes of the net increases the chances of snagging
lost gear.
Clean-up programmes
If the problem requires remedial action, a clean-up operation can be introduced. For example, such programmes have already been
initiated by the Canadian and Norwegian authorities using special equipment. One simple method used on relatively clean ground is to
sweep the area with a trawl net. Even if recovery is not complete, the damage done to set nets and/or traps would be sufficient to
ensure that ghost fishing does not continue. This system should not be used on or close to reefs or in very shallow water. In the latter
case it could cause danger to the vessel and its crew.
Ghost nets in deep waters
According to reports, ghost fishing is particularly problematic in deep water. In deep waters there are fewer currents to distort and
reduce the effective fishing area of the net, no sunlight to degrade the materials, little growth of algae on the net and no other form of
fishing (e.g. trawling or danish seining) to accidently recover the gear. This means that lost or abandoned fishing gear gradually accumulates until the problem becomes very acute. A set net lost at a depth of 200 meters on the continental slope can ghost fish for years
after its loss (unseen and unreported). This probably causes far more environmental damage than a driftnet washed up on a beach in
North America or Europe, which can then be identified and dealt with.
For more suggestions refer to http://www.fao.org/fishery/topic/14833/en
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