It is clearly not expedient to speak out against health and safety legislation since most is valid. Nevertheless it is interesting to weigh the influence of those and other rules and regulations on our daily lives and, in the commercial context, our ability to compete, since many non-European countries operate under less stringent regulations giving them a distinct competitive edge.

The environmental lobby is clearly changing the way we view the planet and more particularly our role as caretakers. We are however chasing our tails in a number of situations where environmentally sound solutions fall foul of the rule book. Take for example the decline in short sea and coastwise shipping and the consequent fall in water-borne traffic on rivers and estuaries around the United Kingdom coast while wharves and riverside berths have been redeveloped and largely devoted to residential use. Although difficult to recreate there are early signs of a demand-led renaissance in this area principally driven by a need to remove road congestion, improve economics and reduce pollution contributing to global warming and climate change. Low-wash fast ferry application such as can be seen on the River Thames has taken a great deal of planning and discussion to get to a point where despite its sound, unquestionable advantages, it has only scratched the surface. There are other obvious sheltered water ferry applications although convincing planners of the benefit is sometimes the most difficult part of the exercise. The term ‘conservation of valuable resources’ clearly has many applications, yet waterborne river, estuarial and coastal traffic still remains one of specific long term value providing we face the facts and soon.   

The reactivation or creation of wharves and commercial landing places or indeed the extension of existing port facilities along our rivers and estuaries can often fall foul of anything from local campaigners to the Environment Agency keen to protect wildlife. Dredging is becoming more difficult to accomplish while at the same time lack of use is causing our rivers to silt up at an alarming rate giving rise to increased risk of flooding apart from the consequent and accelerating loss of commercial or leisure water-borne opportunities. Quite how these two often commendable aspects of environmental protection will learn to live together in harmony is a great mystery although a solution must be found if we are not simply left to wallow in bureaucracy and frustration. If our rivers were better utilised the scouring effect of anything from passenger or freight ferry traffic through to the movement of waste materials and coasters - satisfying what could be a highly competitive, logistics-friendly secondary ports industry - would make a vast difference. 

The Brussels Marco Polo initiative was set up to encourage sea-borne trade between member states to the extent that more damaging wheels are removed from Europe’s roads. The United Kingdom is however a case on its own where, if properly organised, coastwise, estuarial and river traffic could make a sizeable difference to the movement of freight and more importantly to relief of the country’s road system and a significant reduction in emissions. This too fits in well with a groundswell of cultural opinion that results in one south coast Council run port, Whitstable being labelled ‘shipping not shopping’ by local residents who were outraged by the thought of developers moving in. The appeal for Councils and businesses to sell commercial riverside property for residential development is undeniable, but we need to remember that once it has been developed the opportunity to handle cargoes in the way that gave life to the original dwelling is gone forever.

Innovation is key in achieving sustainable use of facilities that gave life to coastal and river regions that we have been quick to ignore in recent years. Vessel design and shore or ship based handling facilities need to reflect less generous shore sites as well as a natural dislike for anything that might be considered as ‘dirty’ cargo. Given the right supply chain configuration the savings in whatever measurement we care to record can be substantial.

The word regeneration has been used for many years often without justification or value. If those in positions of power care to recognise the opportunity that riverside wharves and small ports represent our coastal trade could be reborn. The word environment is key here even though the principle is exactly the same as it has always been. Initial investment and incentive will doubtless be needed help to prime the pump, but the benefit will last well into the future. In order to move forward we need to clearly recognise the long-term benefit, preserve our secondary port infrastructure and be more understanding and less bureaucratic when it comes to subjects such as dredging, without which the debate will be pointless.    

Bill Moses MBE