Dorset’s Harbour Revision Order 2026 has been signed by the Marine Management Organisation, laid before Parliament on 30 January 2026, and takes effect on 20 February 2026. It modernises powers at Lyme Regis and Bridport (West Bay) and amends the Weymouth Harbour regime. For local operators, the package reshapes charging, licensing and access. The source document is published on legislation.gov.uk.

Charging is the immediate headline. Dorset Council can set reasonable charges not just for ships, passengers and goods, but also for other floating plant and for services and facilities across the harbour undertaking. When setting tariffs, the Council may consider the overall viability of the combined harbour undertaking rather than only the individual site-while still ensuring each harbour covers its own annual running and maintenance costs. This matters for how prices move at Lyme Regis and West Bay as shared investments come through.

Collection mechanics tighten. Charges are payable before vessels or goods leave; the Council can set terms, require deposits or guarantees, and detain vessels or goods for non‑payment. Wharfingers and carriers gain lien protections when they advance harbour charges. The harbour master may refuse entry or use if charges are unpaid. Exemptions continue for HMRC, the Ministry of Defence, lifeboats and emergency services performing core duties, keeping blue‑light activity free of dues.

The Order rebuilds the finance toolkit. Harbour revenue must first meet operating and maintenance costs, then service borrowing and other proper expenses, with any surplus available for a reserve fund. That reserve fund can cover revenue shortfalls, extraordinary claims, renewals and upgrades, and navigation improvements. Borrowing can be secured on harbour revenue and property and applied to capital purposes, including major repairs, certain interest within five years, refinancing and pensions. Expect a clearer route to fund pontoons, dredging or alternative‑power infrastructure.

Commercial flexibility increases. Dorset Council may lease, dispose of or grant rights over harbour property, appropriate areas for exclusive or preferential use by trades or vessel classes, and form or invest in companies to carry on harbour‑related businesses where that supports efficient management. Delegation of some harbour functions to a company is possible within statutory limits. In practice, this opens the door to structured partnerships in marine services, retail and shoreside energy projects.

Moorings and bunkering come under tighter licences. The Council can lay and charge for moorings and require the removal of private moorings with alternatives offered. All existing lawful moorings must be licensed within 12 weeks of commencement; installing or using unlicensed moorings becomes an offence with fines up to level 4. Commercial refuelling now requires an annual licence; unlicensed operations risk level 4 fines. Charter skippers, angling boats and service barges should budget for licence fees and compliance checks.

Rules of the water-and ashore-are modernised. The Council gains a power of general direction over navigation, safety and harbour operations ashore, alongside special directions from the harbour master. The consultation route runs through the Chamber of Shipping, the Royal Yachting Association and a new Harbours Advisory Group, with independent adjudication available where objections are maintained. Breaching a direction is an offence attracting a level‑4 fine. A live register of general directions must be kept online and at harbour offices.

On infrastructure, the Council may dredge and improve channels and manage arisings within waste law. Notably, the Marine and Coastal Access Act section 75 exemption does not apply to Lyme Regis, so marine licensing can still be required for dredging there. The Council may place aids to navigation with Trinity House approval and must notify Trinity House and the UK Hydrographic Office if tidal works are damaged. This should support steadier programmes of maintenance and chart updates.

Housekeeping powers strengthen. The Council can remove wrecks and other obstructions, dispose of unserviceable vessels and recover costs from owners, with notices and grace periods outside emergencies. Boarding powers for enforcement are confirmed. Expect faster resolution of long‑standing berthing blockages and cleaner access to slipways and fairways when issues arise.

Weymouth gets a targeted change with real-world consequences. The Order restricts the 1847 Act’s open port duty so it applies only to vessels up to 24 metres, and disapplies it in the peninsula area shown on the official plan. For vessels above 24 metres-think a 30‑metre superyacht or a larger workboat-entry and use are more clearly subject to Council discretion via licences or agreements. Most local charter boats and day‑fishing craft sit under 24 metres and are unlikely to be affected by the cap.

Pricing signals are subtle but important. Because Dorset can now consider the combined harbour undertaking when setting charges, it has more flexibility to rebalance tariffs where shared investment benefits both Lyme Regis and West Bay-so long as each harbour’s income covers its own yearly costs. Expect more granular tariffs, clearer deposit terms and visible use of rebates or exemptions where they support safety and traffic management.

The timeline is tight. Made on 26 January, laid on 30 January and in force from 20 February 2026, according to the Marine Management Organisation’s instrument. Over the next three weeks, berth holders and marine SMEs should confirm mooring and refuelling permissions, watch for updated tariffs and terms, and engage early with the Harbours Advisory Group as it forms. Early dialogue reduces surprises when the new charging and licensing regime starts.