Infrastructure Minister Liz Kimmins has secured Executive approval to introduce a new Harbours Bill to the Northern Ireland Assembly later this month, marking the first legislative step in a major modernisation of the region’s port governance framework. The Bill, which will be introduced on 15 June 2026, aims to overhaul the statutory powers of the four “trust ports”—Belfast, Londonderry (Foyle), Warrenpoint and Coleraine—to enable them to borrow and invest more freely while maintaining public accountability.
Modernising Mid-19th Century Governance
The proposed legislation targets four of Northern Ireland’s five commercial ports, collectively known as trust ports. These autonomous bodies—Belfast Harbour Commissioners, Coleraine Harbour Commissioners, Londonderry Port and Harbour Commissioners (operating as Foyle Port), and Warrenpoint Harbour Authority—were established by statute dating back to the mid-1800s. Unlike Larne Port, which is privately owned by P&O Ferries, trust ports have no shareholders and must reinvest all profits into harbour operations.
Minister Kimmins confirmed the Executive gave the green light at its meeting on 28 May 2026. She said:
“I am pleased to confirm that the Executive considered the Harbours Bill at its meeting on 28 May and was content for its introduction into the Assembly.
“The Bill’s aim is to modernise the legislative and governance framework for our Trust Ports, enabling them to operate more efficiently, strengthen their contribution to the regional economy and allow them the opportunity to operate at a competitive level with other ports across these islands.”
Removing the ONS Classification Barrier
A central objective of the Bill is to address the Office for National Statistics (ONS) classification that has constrained port investment since 2005. In April 2005, Northern Ireland’s trust ports were reclassified from private non-financial corporations to public non-financial corporations. This accounting change means any borrowings by the ports count against the Department for Infrastructure’s Capital Delegated Expenditure Limit (CDEL) budget.
Under current arrangements, each trust port has a commercial borrowing limit—for example, Belfast Harbour Commissioners can borrow up to £45 million without departmental approval. Beyond these thresholds, the Department can block borrowing if insufficient capital funds are available, potentially stalling economically significant infrastructure projects.
The Bill seeks to amend what the Department describes as “perceived levers of government control” over trust ports. If successful, this would trigger an ONS review of their classification, potentially removing the public expenditure link and allowing ports to borrow without competing against departmental spending priorities for schools, hospitals and roads.
Enhanced Commercial Powers and Safety Standards
Alongside the classification changes, the Bill will provide enhanced commercial powers to the ports. A consultation conducted between December 2024 and March 2025 found that all Northern Ireland trust ports supported extending their commercial powers to compete effectively with other ports across the UK and Ireland.
The legislation will also introduce marine safety measures to ensure ports can comply with the Ports & Marine Facilities Safety Code. While compliance with this code is voluntary, it represents national best practice for harbour safety management, covering risk assessment, safety management systems and the appointment of designated persons for accountability.
Economic Significance
The reforms come as Northern Ireland’s ports handle record trade volumes. Warrenpoint Harbour Authority recently reported £3.4 billion in annual trade for 2024, supporting approximately 18,300 jobs across the region. Foyle Port handles approximately 2 million tonnes of cargo annually with an estimated trade value of £1 billion, supporting around 1,000 direct and indirect jobs in the North West.
Collectively, these ports serve as the primary gateway for Northern Ireland’s imports and exports, handling everything from agri-products and fuel to containerised freight and cruise ships. The Department notes that trust ports play a vital role in the local economy, with their ability to invest in infrastructure directly impacting regional competitiveness.
What Happens Next
The Harbours Bill represents only the first phase of reform. Once the Bill progresses through the Assembly, the Department plans to introduce individual Harbour Orders for each of the four trust ports. These orders will provide tailored constitutional arrangements, updated borrowing powers aligned with new commercial freedoms, and detailed governance codes.
The Department has not specified a timeline for when the ONS might complete its classification review, nor has it detailed the specific commercial powers to be granted beyond the current framework. The legislation’s success will depend on satisfying the ONS that government control has been sufficiently removed to justify reclassification to the private sector.
Questions Remaining
- What specific criteria must be met to satisfy the ONS that government control has been sufficiently removed to warrant reclassification?
- Will the new commercial powers include the ability to form subsidiaries, invest outside Northern Ireland, or develop land beyond current harbour limits?
- How will the Department balance reduced oversight with maintaining public accountability for these strategic assets?
- What protections will exist to ensure ports cannot be privatised or asset-stripped if their public corporation status is removed?
- How will these changes affect Larne Port’s competitive position as the only private operator among the main commercial ports?