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V26-294 : PORT OF LOWESTOFT

The Chairman welcomed the Port Manager Mr. Alistair McFarlane for an informal talk on the business and markets served by one of the key players in the local economy.

Mr. McFarlane thanked the Sub-Committee for the invitation and welcomed the opportunity to address them. He began with an insight into the transition over the years from the founding of the Ports and Waters Division of the British Transport Commission in 1947, which became the British Transport Docks Board in 1963, and on to the present company of Associated British Ports Plc. (ABP) in 1983. ABP presently owned 23 ports in the UK including the major locations of Tilbury and Southampton, in conjunction with P&O Ferries.

The most recent reorganisation in October 1997 placed Lowestoft in ABP's East Coast Region, overseen by Mr. D. Dunne, Port Manager of Grimsby and Immingham, with the effect that major decisions now came from Humberside rather than London as previous. Other ABP locations in the East Coast Region served Kings Lynn, Ipswich and Colchester.

Lowestoft was classed as a smaller port, the smaller referring to the draught of the vessels which could enter. Nonetheless, Mr. McFarlane felt it was a stimulating port to run, and with a balanced portfolio including oil and gas, fishing, agriculture and leisure, had more than one string to its bow.

Mr. McFarlane referred to the map of the port supplied to members and outlined the major customers and their present locations. The most interesting new development had been the opening of the UK's first Mud Cuttings Re-processing Factory on the north bank. Here, mud from North Sea drilling works could be brought ashore, heated, treated and the minerals extracted, whilst previously it would have been dumped back into the sea.

Another exciting new element was the opening next week of the re-furbished Yacht Basin, and the prospect of receiving the UK's first Blue Flag Marina award.

Turning to operational matters, Mr. McFarlane fully understood the frustration opening of the Harbour Bridge could cause. Contrary to popular belief, ABP did try to keep this to a minimum, but there were occasions, dictated by high tide, when the bridge had to open at what appeared an 'awkward' time. Holding a large vessel over 12 hours until the next high tide could for example cost a company many thousands of pounds, clearly something they would take into account when deciding whether to use Lowestoft again.

The Port presently handled between a quarter and half a million tonnes of cargo per annum, but Mr. McFarlane stressed that the business aspect was not regarded solely on tonnage alone. These considerations were being taken into account in the present negotiations with EWS on the possibility of re-opening the port to rail freight. Modest investment was needed to bring the redundant sidings back into use, and Mr. McFarlane was extremely hopeful that a meeting on 19 June with local firms on the issue would show demand.

On the port's strength, Mr. McFarlane cited a willing workforce, and felt that being a 'small' port worked to Lowestoft's advantage. Co-incidentally though, the following Friday, 29 May, would see one of the longest vessel's in the port for many years. The location as the most easterly of all British ports should be a major advantage, but being isolated one could always look for improvements to the road network; the pending rail freight link though could lessen the need for this. With this, there was always the need to be competitive, and he felt Lowestoft was. ABP's commitment to Lowestoft was shown with £1.9m spent on improvements in the last 18 months.

A members question and answers session followed, and the Chairman again thanked Mr. McFarlane for his time.


Volume 26 Minute 294

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