New harbour rules for Lyme Regis, Bridport (West Bay) and Weymouth take effect on Thursday 20 February 2026, after the Marine Management Organisation signed Statutory Instrument 2026/62 on 26 January and laid it before Parliament on 30 January. Dorset Council, as the statutory harbour authority, will run a modernised framework covering charges, safety directions, commercial permissions and governance, according to the Order published on legislation.gov.uk.

For businesses that use the waterfront, the immediate shift is pricing flexibility. Dorset Council can set reasonable charges not just for ships but for floating platforms, rigs and other non‑ship vessels, and for a wider set of services. Charges must be paid before goods or vessels leave the harbour; unpaid bills can trigger deposits, refusal of entry or detention, and recovery as a civil debt. Exemptions remain for lifeboats, HM Revenue & Customs, defence and emergency services on core duties.

Tariff‑setting can now consider the finances of the ‘harbour undertaking’ as a whole rather than each harbour in isolation. That allows income smoothing between Lyme Regis and West Bay, provided each site’s day‑to‑day expenses and maintenance are covered so far as reasonably practicable. For charter skippers, inshore fisheries and visitor berths, expect a more consistent price list across the coast - and fewer ultra‑low tariffs in quieter locations.

Cash management is formalised. A reserve fund can be built from harbour revenues and used to plug in‑year shortfalls, meet extraordinary costs or pay for renewals - from pontoons to quay walls. Borrowing powers are widened so the Council can raise capital against harbour income and property for major works, fund up to five years of interest, refinance earlier loans and manage pension‑related costs. In practice, that should help phase projects without sudden tariff spikes.

Moorings move onto a clearer footing. The Council may lay its own moorings and license others; anyone with a lawful existing mooring must obtain a Council licence within 12 weeks of commencement - by 15 May 2026. Licences for existing moorings should not be refused in the same location unless there is a navigational risk. Unauthorised or obstructive moorings can be removed, with offences attracting fines up to level 4 on the standard scale.

Commercial refuelling - including electric charging and alternative power - becomes a one‑year licensing activity with a fee. Running a fuel barge, shore‑side bunkering point or rapid charger will now require Council consent; operating without a licence is an offence. For tourism operators, boatyards and growing e‑boat fleets, this brings energy services under a predictable framework and should make pricing clearer for customers.

On operations and safety, Dorset Council gains modern ‘general direction’ powers. The process requires consultation with the Chamber of Shipping, the Royal Yachting Association and a local Harbours Advisory Group, with escalation to an independent adjudicator via the London Maritime Arbitrators Association if needed. Emergency directions are permitted for short‑notice activities. A public register of in‑force directions must be held at harbour offices and online at www.lymeregisharbour.co.uk and www.bridportharbour.co.uk.

Trinity House remains central to navigation safety. As a local lighthouse authority under the Merchant Shipping Act 1995, Dorset Council can manage aids to navigation, but new or altered marks outside the harbours require Trinity House approval. Any injury to tidal works must be reported to both Trinity House and the UK Hydrographic Office so charts stay current for mariners.

Dredging powers are updated. The Council can deepen and clear channels, but spoil must be handled under waste law. Notably, the section 75 dredging exemption in the Marine and Coastal Access Act 2009 does not apply at Lyme Regis, meaning dredging there will need licensing - important for keeping access workable after winter storms and shingle shifts.

Clean‑up and enforcement tools are stronger. The Council can deal with wrecks, remove unserviceable vessels and tackle obstructions, recover reasonable costs from owners, and dispose of abandoned items if necessary. Authorised officers may board vessels and vehicles to enforce harbour legislation, while masters remain responsible for their vessels despite any direction given.

Weymouth sees targeted adjustments. The historic ‘open port duty’ in the 1847 Act will now apply only to vessels up to 24 metres, and it will not apply to the peninsula area shown in red on the official plan. In practice, larger craft and specific waterfront zones can be managed through agreements rather than automatic access, helping control event traffic and commercial calls. Weymouth’s general direction powers are also modernised on the same consultation model, with a register at the harbour office and on www.weymouth-harbour.co.uk.

Governance is more structured. Dorset Council must maintain a Harbours Business Plan and establish one or more stakeholder advisory bodies that meet at least twice yearly. The Order’s explanatory note anticipates no significant impact; nonetheless, maritime SMEs should track updated tariff lists, confirm mooring‑licence timelines and check any new directions before the main season. Existing byelaws and consents continue unless varied.