Dorset Council has secured a modernised rulebook for Lyme Regis and Bridport (West Bay), with related updates for Weymouth. The Marine Management Organisation made the Harbour Revision Order on 26 January 2026, laid it before Parliament on 30 January 2026, and it takes effect on 20 February 2026. The text on legislation.gov.uk sets out new charging powers, a reserve fund, borrowing options, licensing for bunkering and moorings, and refreshed management tools across the three sites.

For operators, the headline changes are practical. The Council can now charge for a wider set of services and for non‑traditional craft, run an earmarked reserve fund to smooth harbour finances, borrow against harbour income and assets for capital works, license commercial refuelling (including electric charging), and require licences for moorings. The framework is designed to be flexible without losing day‑to‑day accountability.

On pricing, the Council may set reasonable charges for vessels, passengers, goods and services, including for rigs, pontoons and other floating plant. While cross‑harbour thinking is allowed, a key guardrail remains: each harbour’s revenue should, as far as practicable, cover its own annual running and maintenance costs. Charges are payable before departure, deposits can be required, and the harbour master may refuse entry or detain vessels or goods until debts are cleared. For skippers and charter firms, that turns “I’ll settle later” into a genuine operational risk.

A ring‑fenced reserve fund is now permitted, topped up from harbour revenue after expenses and interest. The fund can be used to plug income shortfalls, meet extraordinary claims, and pay for renewals, dredging and navigation improvements. Separately, borrowing is authorised against harbour revenues and property for capital purposes, including major repairs, near‑term interest, short‑term refinancing and certain pension costs. For marina operators and boatyards, this points to a more investable pipeline of pontoons, plant and shore‑side works-subject to the business case.

Moorings move onto a clearer footing. The Council may provide its own moorings and license private ones, with reasonable administrative fees. Owners of existing lawful moorings must obtain a Council licence within 12 weeks of commencement-effectively by mid‑May 2026-unless navigation safety justifies refusal in the same location. Unauthorised or obstructive moorings can be removed and offences attract level 4 fines on the standard scale. For clubs and chandlers managing trot lines or pontoons, getting paperwork in order now will avoid disruption ahead of the summer season.

Bunkering-now defined to include traditional fuels and alternative power such as battery charging-moves to an annual licence. Operating without a licence becomes an offence, with level 4 fines available. For small marinas, mobile fuel providers and yard managers, this is both a compliance item and a commercial opportunity: licensed refuelling can be packaged with berthing, lift‑outs and shore power as a cleaner bundled offer.

Harbour management gets sharper tools. The Council can issue general directions covering navigation, safety of persons and property, and harbour operations ashore; the harbour master retains special directions for real‑time control. A formal consultative route is baked in for general directions, with the Chamber of Shipping, Royal Yachting Association and a local Harbour Advisory Group in the loop, plus an adjudication backstop. In emergencies or short, time‑bound operations, temporary directions can be made first and consulted on if kept beyond 12 weeks. Breach of directions is an offence carrying a level 4 fine.

Safety and continuity of trade sit behind several powers. The Council becomes a local lighthouse authority within the harbours and may install aids to navigation with Trinity House approval, remove obstructions, deal with unserviceable vessels and recover costs. It can require owners to repair unsafe walls, pontoons or landing places, and must notify both Trinity House and the UK Hydrographic Office if tidal works are damaged. The usual dredging exemption under section 75 of the Marine and Coastal Access Act 2009 is disapplied at Lyme Regis, signalling tighter controls on how dredged material is handled.

Weymouth sees targeted changes. The classic ‘open port duty’ in the 1847 Act is restricted so it applies only to vessels up to 24 metres in length, and it does not apply within the peninsula area shown on the official plan. In practice, larger commercial craft and superyachts should expect more structured access-likely via berthing agreements and operational conditions-rather than automatic admission. The 2021 Weymouth Order is also updated to mirror the modern general‑direction process and tidy several technical points.

What should local businesses do next? Skippers and charter operators should review terms and cashflow, assuming deposits for dues may be requested ahead of departure. Marina and yard managers should map their moorings and submit licence applications early, align fuel handling procedures with the new bunkering licence, and brief staff on general and special directions to avoid inadvertent offences on busy days. Retailers on the quayside that handle fuel or charging should check insurance and training requirements alongside the licence.

Expect tariff housekeeping rather than shock moves on day one. The law still requires publication of dues lists and preserves the right to object to unreasonable ship, passenger and goods dues under the 1964 Act. But the ability to consider the ‘overall viability of the harbour undertaking’ when setting charges signals a more joined‑up approach across Lyme Regis and West Bay, with scope to sequence investment and keep operations resilient through seasonal swings.

Key dates and where to read more: the Order comes into force on 20 February 2026; the 12‑week window for licensing existing moorings runs to mid‑May 2026; and any new general directions will appear on the relevant harbour websites and at harbour offices. The Marine Management Organisation notes no significant impact assessment was required, but for many SMEs the practical effect is clear-tighter compliance, cleaner lines of accountability and a more financeable harbour estate heading into the 2026 season.