Debate contribution: Harbours Bill: Second Stage

Debate contribution by Mr John Stewart on 23 June 2026.

MLA: Mr John Stewart
Party at the time: Ulster Unionist Party
Date: 23 June 2026
Type: Debate contribution
Business: Executive Committee Business
Heading: Harbours Bill: Second Stage
Assembly identifier: Official Report component 5636850

Text

As the Ulster Unionist Party's infrastructure spokesperson, I am happy to support the Second Stage of the Harbours Bill today. I thank the Minister and her departmental colleagues for introducing it; all those who took part in the consultation; and our ports, particularly Belfast harbour, which have been helpful in engaging with us so far. I echo the comments made by the Chair of the Infrastructure Committee, the Member for North Down. Obviously I agree with everything that he said on behalf of the Committee. As a Committee, we look forward to scrutinising the Bill. While the Bill contains only six clauses, its potential significance must not be underestimated. As we have heard, it seeks to modernise the legislative framework governing Northern Ireland's trust ports, remove outdated restrictions and support future investment and growth. Although I welcome the Bill, as other Members have done, it is disappointing that it has taken so long to introduce it. We have heard it being talked about for nearly 20 years now. For too long, our ports have operated within a framework that, everyone accepts, requires modernisation. That has limited opportunities for investment and left our ports competing with unnecessary constraints. Thankfully, we are here today, and we look forward to the Bill progressing, with the proper scrutiny, as quickly as possible. Our ports are among Northern Ireland's most important strategic assets. They facilitate trade, support employment, attract investment, enable tourism and connect our economy to the international markets. The purpose of the Bill is clear: to ensure that our ports are better placed to contribute to economic growth and to respond to future opportunities. Our trust ports — Belfast harbour, Foyle port, Coleraine harbour and Warrenpoint harbour — occupy a unique position. They are independent statutory bodies that are not owned by shareholders and not operated for private profit. Their profits are reinvested into infrastructure, operations and the communities that they serve. That model has served Northern Ireland well and is worth preserving, although I take the points that have been made about Warrenpoint and the need to see community engagement and community accountability. It would be interesting to hear from the Minister where, she thinks, the Bill could go with regard to that and what other measures could be brought in. The Member for South Down made an important and valid point about Dover and the community engagement that takes place there. There may be models of best practice across these islands that we want to tap into in order for the ports to have the freedom to trade while protecting the local economies that they purport to serve.
I am happy to give way.
I thank the Member for his intervention. The point is well made. It is about balance. It is about removing the shackles that will limit the economic development and growth opportunities that the ports require but also about protecting, as I said, the communities that they purport to serve. That is a delicate balancing act, but it can be done by looking at how others do it successfully elsewhere. I acknowledge Larne port in my constituency. The legislation does not apply to Larne, because of its ownership structure, but the port remains a vital part of Northern Ireland's transport and trade infrastructure. I pay tribute to the work that it does and look forward to seeing the exciting opportunities coming forward for economic growth, particularly for East Antrim as well as for Northern Ireland plc. Much of the discussion on the Bill has focused on the Office for National Statistics classification issue, and understandably so. The legislation is about more than accounting classifications, however. It is also about modernisation, flexibility and giving our ports the tools that they need to compete in a rapidly changing global economy. Clauses 1 and 2 are particularly important. They will remove the Department's powers to initiate privatisation schemes and direct the activities of trust ports. Some may question the significance of removing powers that are rarely exercised, but if we regard the organisations as independent bodies, they should be treated as such. The existence of those powers creates the perception of government control that sits uneasily alongside their independent status. The Bill sends an important message that demonstrates confidence in the governance arrangements that are already in place and in the boards and management teams that have successfully led the organisations for many years. Clause 3 will provide greater commercial flexibility by removing the requirement for ministerial consent before harbour authorities acquire harbour businesses or shares in such businesses. In a modern commercial environment, organisations need the ability to make timely decisions. The provision will support that objective while remaining consistent with the trust ports model. Clause 4 will introduce a power for harbour authorities to issue harbour directions. Although technical in nature, that practical reform will improve the management, safety and efficiency of our port operations. The Bill will allow harbour authorities, once authorised, to issue directions relating to vessel movements, mooring arrangements, equipment and crewing matters. Incredibly importantly, that power will be accompanied by safeguards, including consultation requirements and transparency measures. That will strike an appropriate balance between operational effectiveness and accountability, which is a point that we discussed previously. Clauses 5 and 6 will further support the overall objective of modernisation by expanding the powers for which harbour orders may be made and providing greater flexibility for future operational arrangements. We must recognise the wider economic significance of the legislation. At present, Northern Ireland's trust ports are classified by the Office for National Statistics as public non-financial corporations, because government is deemed to exercise a degree of control over them, about which we have heard already. As a result, borrowing by trust ports counts against the Department for Infrastructure's capital budget, which is not an ideal arrangement at any time, never mind in the current financial situation. The purpose of the Bill is to remove those remaining levers of control and facilitate a review of that classification. It is important to be clear that that is not privatisation. Some Members have speculated, although not necessarily in the Chamber today, that it is a back door to privatisation. It is important to put on the record that that is not wanted by any of the ports or by the Minister and the Department. Ownership will not change, assets will not change hands, and trust ports will remain trust ports. What may change is their accounting classification and, with it, their ability to access finance and invest in the future. Perhaps the clearest example of the opportunity before us is at Belfast harbour. Under the leadership of its chief executive and the excellent board and management team, Belfast harbour has become one of the most successful trust ports across these islands, to which the Chair of the Infrastructure Committee referred. The expanse at the port and the intent for the future is incredible to see. Its impact extends far beyond the docks, supporting regeneration, infrastructure and economic development across Northern Ireland. Its recently published 2025-2050 master plan identifies a programme of around £1·3 billion of potential investment over the coming decades. That is a staggering amount and must be praised. That investment will strengthen port infrastructure, support economic growth, improve connectivity, enhance tourism and help Northern Ireland's future prosperity, all of which is to be welcomed. After all, Belfast harbour handles around 70% of Northern Ireland's seaborne trade. Its success benefits the entirety of Northern Ireland. Opportunities extend beyond Belfast, however. Foyle port plays a critical role in the north-west's economy, Warrenpoint is a key economic asset for the south-east and Coleraine harbour continues to support important commercial and fishing interests. Collectively, our ports support thousands of jobs and facilitate billions of pounds of economic activity. Their success is not simply a transport issue but an economic and prosperity issue for Northern Ireland as a whole. Through the legislation, I believe that they will see significant growth. The importance of ports is only likely to increase. Offshore renewable energy, which the member from South Down referred to, as well as green technologies, cruise tourism, resilient supply chains and modern logistic infrastructure will place ports in Northern Ireland at the centre of economic development opportunity. Regions that invest and modernise now will be best placed to benefit from the opportunities, and I believe that the Bill will provide those opportunities.
I thank the Member for his intervention. I absolutely agree. Our ports and airports have recognised that for a long time and are playing their role in doing that. I believe that, as I said earlier, the Bill will remove the shackles that have limited the growth that they have wanted to achieve and open that up. I recognise the fact that businesses across the world want to have key economic assets in places such as Northern Ireland where they can trade easily and make bases. I believe that our ports are willing and waiting to do that and that that will come forward with the legislation. Ultimately, the Bill asks whether we are prepared to modernise outdated legislation, trust our ports and create conditions for future investment and growth. I believe that the answer to that should be yes. The Bill modernises governance, removes unnecessary controls, increases operational flexibility, supports future investment and helps to position Northern Ireland ports for the opportunities that lie ahead. For those reasons, Mr Deputy Speaker, my party and I are happy to support the Bill at Second Stage. I look forward to the Minister's response to the debate and to working with the Minister and her departmental colleagues on the Bill.

1,607 words. Text as published by the Northern Ireland Assembly.

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