METROPOLITAN BOROUGH OF WIRRAL

ECONOMIC REGENERATION AND PLANNING STRATEGY SELECT COMMITTEE - 20TH MARCH 2006 REPORT OF THE DEPUTY CHIEF EXECUTIVE/DIRECTOR OF CORPORATE SERVICES ______

REVIEW OF PORTS STRATEGY IN THE NORTH OF ENGLAND

1. Executive Summary

1.1 This report summarises the findings of three studies (one completed and two at draft/final draft stage) concerned with the future development of ports and port-related sector at different levels in the North of England. The Northern Way have commissioned an evidenced-based review of the growth prospects of the Northern Ports on both the east and west coast of England, a report which is at final draft stage. The North West Regional Development Agency (NWDA) commissioned an Economic Trends and Land Use Study of North West Ports (completed in October 2005) while Mersey Maritime (the trade association for the port and maritime sector on Merseyside) have recently issued a draft Liverpool Ports Growth Strategy intended to cover the period 2005-2020. This report summarises the key findings of these studies and suggests that there is scope for commissioning additional work to consider the potential for port and port-related development at a local level (potentially in co-operation with other Merseyside districts) to inform the emerging regional and local planning policy framework.

1.2 As such, this report recommends that Economic Regeneration and Planning Strategy Select Committee recommends to Cabinet that officers be authorised to draw up a brief to carry out an analysis of the potential for strategic port-related development in the Liverpool and Birkenhead Dock systems and maritime hinterland in the medium to long- term (5-15 years) and approach other relevant Merseyside districts with a view to jointly commissioning such a study, with further details on commissioning to be subject of a further report to Members.

2. Introduction

2.1 The last twelve months have seen significant moves to enhance strategy for Ports in the North of England. As part of part of the Northern Way, a study has been commissioned from MDS Transmodal and Renegeris consulting to carry out an evidence based review of the growth prospects of Northern Ports. A draft final report was published in January 2006. In October 2005 the North West Regional Development Agency (NWDA) issued a ports study report prepared again by MDS Transmodal to identify the baseline, economic trends and land use requirements of ports in . The following section considers each of these studies in turn.

Economic Regeneration and 1 Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England 3. The Northern Way: Evidence based review of the Growth Prospects of the Northern Ports

3.1 The Northern Way is a Government initiative aimed at reducing the productivity gap between the North of England and the UK average and is part of the sustainable communities initiative. In relation to ports, the northern Way Growth Strategy and Business Plan contains two targets of relevance:

· Increasing Northern Ports share of total UK ship arrivals from 22% in 2002 to 25% in 2010; and · Increasing northern ports share of total port traffic from 32% in 2002 to 35% in 2010.

3.2 The report was prepared jointly by MDS Transmodal and Regeneris. A draft final report was issued in January 2006. The aims were to:

· Explore the potential for the growth of the Northern Ports and to increase their share of the UK ports traffic; · Examine the opportunities, constraints and policy levers which will impact upon the achievement of this growth; · Examine the potential economic benefits and dis-benefits of this growth, both to the Northern regions and to the UK as a whole, including the contribution to the closing of the productivity gap between the north and the rest of England; and · To feed into and inform the forthcoming review of the UK Ports policy.

3.3 Because of these objectives the MDS study focuses on the prospects for ‘unit load’ port traffic rather than on bulk cargo. The report explains that unit load traffics are mainly short distance ‘roll-on roll-off’ (ro-ro) traffic, mainly carried in HGV trailers between Britain and the rest of Europe and ‘load-on load-off’ (lo-lo) traffic in containers both on short sea and deep sea routes. Unit load traffic is more “footloose” and therefore more likely to switch to northern ports (and is growing faster) than bulk traffic. The report notes that nearly half of all freight tonne kilometres of containers and trailers passing through southern ports are to and from the Northern Way regions and Scotland. Bulk cargoes by contrast are generally shipped to the port closest to the final destination and often require investment in specialist handling facilities. The northern regions’ ports already have a high market share of bulk traffic and the challenge is to remain competitive and take advantage of new markets such as coal imports. So called ‘semi-bulk’ cargoes such as paper, timber and steel that are also handled through northern ports are more footloose than pure bulk cargoes although demand is not rising as fast as for unit load cargoes.

3.4 In terms of a general overview, the report notes that Grimsby/Immingham and Tees/Hartlepool are the UK’s two largest ports by tonnages handled with large oil and bulk ore terminals within the port complexes. Liverpool is seventh in the UK top 10.

3.5 In short sea shipping markets (between the UK and the rest of Europe and the Mediterranean) the East Coast ports are often competing with each other, as well as with ports in the south of England and the Forth in Scotland. Ports in the North West of

2 Economic Regeneration and Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England England, including Liverpool are generally competing with other west coast port regions such as North and West Wales and South West Scotland.

3.6 In deep-sea shipping markets (beyond Europe and the Mediterranean) there is greater competition between all northern regions, as well as with southern England and Scotland. The report notes for example that Immingham competes with Hunterston in Ayrshire for coal traffic, while in terms of deep sea containers Liverpool competes with the southern England deep sea container ports and would also be competing to some extent with any new development in the Tees.

3.7 The ports on the East Coast play an important “super regional” role in providing access for general cargo and serving three refineries and two steel plants. By contrast the northern ports on the west coast (principally Liverpool) serve a national role (the only port outside the south east to do so) in terms of shipping to North America) and as the major gateway for Britain’s traffic to Ireland. Conversely it serves only one refinery (Stanlow) and no steel works.

3.8 The report suggests that in 2003, the total throughput of 185 million tonnes across the Northern region supported around 26,700 direct jobs and a further 36,600 indirect jobs were supported giving a total of around 64,300 FTE (full-time equivalent) jobs. The report highlights Mersey Maritime and the Humber Trade Zone as good examples of sector development initiatives that are seeking to develop the port and maritime sector, with a clear emphasis on port traffic, helping to provide the right circumstances for this growth and maximising the economic benefits which the ports can provide.

3.9 In terms of prospects for future growth, a number of different scenarios assessing the impact of factors such as congestion charging and restrictions on future growth of South East ports have been tested by MDS Transmodal. In relation to ro-ro traffic there are significant opportunities for growth, with the potential need for additional capacity on the Tees, Humber and Mersey. In relation to container traffic, future growth will depend whether there continue to be constraints on capacity and surface access in the south east as well as the availability of transhipment capacity at continental deep sea ports. Growth in direct deep-sea container traffic to the East coast ports in the north would probably only occur if capacity was restricted at both South Eastern England ports and on mainland Europe. The development of the new river berth at Seaforth in the Port of Liverpool is aimed at protecting the ports existing deep-sea services to North America in light of the dredging of channels into North American ports and the growth in size of container ships serving this niche route.

3.10 Measures that increase traffic through northern ports are seen as playing an important role towards enhancing the UK’s transport infrastructure and enhancing the business competitiveness of the UK as a whole. Growth of ro-ro traffic through the northern ports could also lead to a significant reduction in HGV kilometres on the GB road network overall, although localised congestion might increase which would have an associated environmental impact. The growth of the ports would provide economic benefits for the north of England through the generation of additional wealth and the employment and investment that this supports. Many of the ports are also in or close to areas in need of regeneration.

Economic Regeneration and 3 Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England 3.11 In relation to the Northern Way targets themselves (highlighted above), the MDS report suggests that in the short term, meeting the Northern Way growth targets for market share by 2010 may be difficult. However MDS have worked on the assumption that major infrastructure and fiscal measures are not introduced until 2010, resulting in potential for additional growth in market share up to 2030. In terms of economic impacts, the report suggests that there would be significant economic benefits, both direct and indirect. Higher levels could be achieved if a proactive approach was adopted by the public sector to the growth of the northern ports.

3.12 A number of action points are identified and the report makes a distinction between those actions required by the Department of Transport, the Northern Way and a partnership of RDAs, Regional Assemblies and local partners.

National Action

3.13 Recognition by Government of the case for expanding northern ports as part of the current review of national ports policy is seen as key, along with introduction of measures to assist in the development and promotion of port projects through the planning system. A role is also identified for fiscal measures, such as congestion charging.

Pan-Regional Action

3.14 Improvements in surface access are seen as important and specific pan-regional actions identified are studies of the Trans-Pennine rail route (to identify enhancements required to secure modal shift of port traffic along the M62 corridor) and the Midland Main Line. Reference is also made to a European Commission initiative called “Motorways of the sea” aimed at developing new short sea shipping services between Member States to reduce HGV mileage along key transport corridors. The MDS report suggests that northern ports are well-placed to take advantage of this concept, and there would be some benefits in the Northern Way carrying out a pan-regional assessment of the potential of this initiative.

Regional and Local Actions

3.15 The MDS report suggests that regional and local planning policy needs to continue to be supportive of port development. It is suggested that integrated land use and economic development plans should be developed for the major northern ports and their surrounding areas providing a strategic basis for the development of ports, related employment uses and surface access over the next 15-20 years. One of the key opportunities identified in the report is in the logistics and distribution sector, from which it is suggested there will be strong demand for large flat sites in close proximity to the ports with good surface access. Enhancing surface access is seen as a particularly important regional/local action. A number of key road and rail improvements are identified on both the East and West Coasts. Local ‘early wins’ identified include the re-

4 Economic Regeneration and Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England opening of the Olive Mount Cord and improvements to access between the Port of Liverpool and A57 and M58.

3.16 In relation to developing the ports and port-related sector, the report suggests there will be benefits in the public sector working with the private sector in a strategic and supportive role (as with Mersey Maritime) to realise the economic potential of the port assets in the region. A more detailed investigation of the merits of a co-ordinated Northern Way approach to the planning and delivery of skills development is also recommended, with an emphasis on the ports and logistics sectors. Finally, MDS recommend that opportunities resulting from port growth need to be built into existing regeneration activity, thereby helping to create attractive sustainable local communities.

4. North West Ports- Economic Trends and Land Use Study

4.1 This report was commissioned by the North West Development Agency (NWDA) to study the economic trends and land use requirements of ports in North West England. It was prepared by the same consortium as the Northern Way report discussed above (MDS Transmodal and Regeneris). The final report was issued in October 2005. Given that the same authors are involved, there is some overlap between the NWDA and Northern Way reports, but it does include a more detailed regional focus. The ports particularly highlighted are Liverpool, , Fleetwood, Heysham, Garston, Glasson Dock (Lancaster) Workington, Barrow and Silloth. Unlike the Northern Way Strategy, the NWDA however stresses that their document is not a strategy but a study which could contribute to the future development of strategy and feed into other regional strategies, such as the Regional Spatial Strategy and Regional Economic Strategy.

4.2 The report indicates that in 2003, the NW ports handled some 45 million tonnes which represents some 8.2% of total GB port traffic. Of the total traffic distributed inland from GB ports by road or rail, NW Ports handled 21 out of 209 million tonnes. The remaining tonnages (mainly ) were processed within the port area (including for example ship and pipeline transfers to the Stanlow Refinery). Of the 28.6 million tonnes of international freight generated in the region in 2003, only about 30 per cent were handled through NW west ports - a significant proportion of the region’s continental imports and exports travel through the east coast and south-east ports. The main growth prospects are identified as being within the container and ro-ro sectors. In relation to other cargoes, the importation of crude oil and petroleum products, including coastal shipping of oil products, while one of the major port markets, has limited growth prospects. Overall growth in the dry bulk market has been slow, but significant growth is identified in the animal feed stuffs market sector in the next five years. Although the bulk sector is more ‘footloose’ than other sectors, Liverpool has a strong geographic advantage on the west coast to serve the North West region.

4.3 The report includes a comprehensive review of European, National, Regional and Sub- regional policy: it concludes that existing regional policies recognise the importance, in particular, of the Port of Liverpool to the region’s economy and support the development of sustainable distribution. Local Transport Plans strongly support the development of a policy of sustainable distribution and a continuing role for all the region’s ports within this overall policy. Ports are seen as potential growth poles and as sites for the development

Economic Regeneration and 5 Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England of distribution activity. Enhanced road and, in particular, rail access to the regions’ ports is supported.

4.4 Applying a similar scenario approach to the Northern Way report, the NWDA study assesses the port supply and demand situation in the region. The scenarios suggest that, given forecast trade growth up to 2025, the North West is likely to require additional port capacity in the ‘unit load’ sector over the next 20 years. This is most likely to be required at Liverpool (LoLo and RoRo) and at Heysham (RoRo). The model scenarios for dry bulk and semi-bulk traffics also suggest that additional capacity will be required by 2025. However, all these forecasts are based on the assumption that historic trends in trade growth will continue for the next 20 years. Research that MDS Transmodal is carrying out for the Department for Transport is analysing the key economic drivers behind growth in major commodity groups and this is likely to have an impact on, in particular, the trade forecasts for bulks.

4.5 A detailed assessment is provided of port sites in the Region. In relation to local facilities, the following observations are made:

4.6 Twelve Quays is described as probably the best appointed RoRo facility in the North West, although it notes that the lack of land for the storage of trailers may become a constraint in the future. Given current market and policy trends, its future roles are likely to be:

· A major RoRo facility serving the GB-Ireland market (i.e. a national role); · Given sufficient land availability adjacent to the terminal, the facility could help to support the development of distribution activity serving both the North West and Irish markets

4.7 Birkenhead Docks are to some extent competing with the Port facilities on the other side of the Mersey, which have an almost identical hinterland for the range of cargoes Birkenhead Docks can handle and enjoys considerable economies of scale. The report suggests that the lack of an active rail link to Birkenhead docks may restrict its development potential as a site for distribution activity, but land availability is very unlikely to be a constraint on development and could provide an opportunity for the development of non-port based distribution activity. Given current market and policy trends, the Docks’ future roles are likely to be:

· A sustainable distribution hub (waterborne, rail and road freight transport), principally serving a regional hinterland as long as a rail link is available. · Potential development of distribution activity serving both the North West and Irish markets.

4.8 Reference is made to the former Cammell Laird site, the northern portion of which is currently occupied by Northwestern Shiprepairers Ltd. The report suggests that (in the context of the whole site) if it were not to be retained for any other maritime industrial use, it could be developed as a RoRo facility and/or distribution site with its deep water and the potential to develop a private roadway (along a railway track bed) from the site to 6 Economic Regeneration and Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England Birkenhead Docks and the M53 (it is assumed this reference is to the disused freight line which runs in cutting just to the west of the commercial core of Birkenhead).

4.9 Bromborough (Mersey Wharf): Owned by Victoria Group, Mersey Wharf handles a number of minor bulk flows on a riverside berth, competing in the local “small ports” market. Its future role is likely to be as a small sustainable distribution hub for bulk and semi-bulk goods (waterborne and onward road distribution), principally serving a regional hinterland.

4.10 Liverpool handles a very wide range of bulk, RoRo and LoLo traffic. Prospects for growth are seen as very good. Given current market and policy trends, its future roles are likely to be as:

· A major deep sea “gateway” port for the region and Great Britain, handling the full range of deep sea traffics; · The most centrally located west coast deep sea container port able to accommodate post-panamax vessels, handling both direct calls by deep sea vessels, transhipment traffic to Ireland and traffic fed from other UK and Continental deep sea container ports; · The major Irish Sea RoRo port in the North West region, following the development of a riverside terminal; · A major sustainable distribution hub (waterborne, rail and road freight transport), serving a national hinterland, with associated warehousing.

4.11 However, by 2025, land availability would be a constraint on the port’s development and enhancements are likely to be required to both road and rail access to cater for the increased volumes of traffic.

4.12 The Manchester Ship Canal, owned by Peel Ports, is mainly concerned with petroleum and chemicals, serving Stanlow . It has considerable potential for sustainable distribution, taking cargo inland closer to its origin or destination. In part to address this policy need, Peel Ports is seeking to develop a major distribution park at Port Salford (to serve the general distribution market). Land availability seems unlikely to be a constraint on the development of the port as a whole up to 2025. Given current market and policy trends, its future role is likely to be as the location for sustainable distribution hubs (waterborne, rail and road freight transport), principally serving a regional hinterland. It would also provide a suitable location for the development of industrial activities requiring access to maritime transport, including facilities for the handling of waste for recycling. A new traffic is imported coal transhipped through Hunterston in competition with rail.

5.0 Mersey Maritime Liverpool Ports Growth Strategy

5.1 Mersey Maritime was set up in 2003 as a small private sector-led organisation aimed at championing the work of Merseyside’s maritime industry and providing practical support, from building relationships within the supply chain and creating new business opportunities, filling training gaps and providing access to public funding. It represents 930 companies employing 14,000 people on Merseyside and contribution of £1.5bn to the local economy

Economic Regeneration and 7 Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England 5.2 The Liverpool Ports Growth Strategy, which at present, exists in draft form, aims to set out a vision for Liverpool Ports up to the year 2020 and maximise the opportunities for Merseyside from the growth forecasts identified in the above strategies. It proposes an overall vision that by 2020, Merseyside is the best business environment for the ports and maritime sector in the UK. It draws on the reports discussed above and others such as the City Region Development Plan. A more detailed analysis of the sector is highlighted: it notes that over 85% of all north west cargo tonnage is handled by the Liverpool ports and the Manchester Ship Canal. Liverpool is the 3rd largest container port in the UK and the 10th largest in Northern Europe. The Merger of MDHC and Peel Holdings as seen as a major positive benefit. Challenges identified include the lack of a direct service to Asia, problems with road and rail connections with the national network, maritime skills shortages, low awareness of career opportunities and shortage of land for the development of distribution and warehousing sites and value added processing operations. The role of key players such as the NWRA, NWDA, the Mersey Partnership and Mersey Maritime itself

5.3 Three key strategies are identified:

Infrastructure expansion - ensuring that the policy and regulatory environment facilitates the expansion of the port and related services; breaking down barriers to private sector expansion and encouraging associated private sector investment

Excellent Partnerships – facilitating partnerships among all stakeholders;

Improved competitiveness- supporting efforts to position Liverpool ports to attract investment and growth; supporting the maritime services sector and supporting research and development and innovation in the ports and maritime sector

Improved Image: promote further the status of Liverpool as a major centre for international ports and maritime activity; communicate with the local community and public sector stakeholders, so that Liverpool ports are recognised as a source of pride and economic drivers

5.4 Successful implementation of the strategy would see the Liverpool ports as:

· The most centrally located west coast deep sea container port accommodating post- panamax vessels, handling both direct calls by deep sea vessels transhipment traffic to Ireland and traffic fed from other UK and continental deep sea container ports; · A major sustainable distribution hub (waterborne, rail and road freight), serving a national hinterland, with associated warehousing and value-added processing sites; · An international reputation for a competitive, secure, port system delivering world class service from quayside to customer · A supporting inter-modal infrastructure that includes the reinstated rail links at Olive Mount Chord, Canada Dock and Birkenhead incorporating gauge upgrades for 9”6’ containers and improved road access.

8 Economic Regeneration and Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England · Liverpool as a world class centre of excellence for maritime commerce and services A common policy approach at all levels of sub-regional and regional government, recognising the ports as a key strategic asset and economic driver, stimulating investment · A growing productive and prosperous workforce

6.0 Directors Comments

6.1 The regional and sub-regional profile of Port development has been raised significantly by the above documents and the prominence the issues have been given in other strategies such as the Northern Way Growth Strategy and the Liverpool City Region Development Plan.

6.2 The Northern Way Review of Growth prospects of the Northern Ports is a very useful overview which strikes a reasonable balance between the east and west coast ports but inevitably the report has to reflect the fact that there are two major ports on the east as opposed to one on the west. At present there is relatively limited competition between east and west coast ports as they serve different markets, except in some bulk sectors. The UK ports sector is a free market, with the Government not directing where new port facilities should be located, nor funding/subsidising port investments on the grounds that this would distort the market. This situation is not expected to change after the completion of the current national review of ports policy.

6.3 There is however, a need to ensure that when considering support for particular development options at a pan-regional or regional level, the potential implications for inter-port competition between ports in the North are fully assessed and acknowledged. The MDS report recognises this issue in the context of improvements to Trans-Pennine rail links. It suggests that a particular benefit of such a scheme may be for the inland distribution of deep sea containers (fed from the continent) from the east coast to the North West and as such could impact on the competitive position of direct calls by deep sea container ships at Liverpool. The principle of the development of east-west coast transhipment is an integral part of the North European Trade Axis concept (NETA). This harnesses the potential of the enlargement of the European Community in eastern Europe, by-passing the congested South East of England. Similarly the development of a deep-sea container facility at Teesport, would increase the competitive challenge for Liverpool, which at present only competes with south coast ports in this sector.

6.4 Although the NWDA have emphasised that the NW Ports study is a study not a strategy, it clearly helps shape ports policy for the region. The timing is helpful in that the emerging RSS has just been submitted to the Deputy Prime Minister and will shortly be issued for public consultation. From Wirral’s perspective, consideration will have to be given as to how to input into the RSS process in respect of the Birkenhead Docks System and the former Cammell Laird site, for which the NWDA study suggests could have a future port- related role.

6.5 In this respect, Sefton MBC have identified a need to update the analysis of the potential for strategic port-related development in the Liverpool North Docks and maritime hinterland in the medium to long-term (5-15 years). They envisage this as a strategic analysis, not a master plan or full business case, using largely existing sources of Economic Regeneration and 9 Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England information. It would build on the recent work undertaken for the Northern Way Ports Strategy, and take into account planned transport infrastructure improvements. It would have regard to the current and potential development land availability in the area. The purpose of this assessment would be to provide them and their partners with sufficient evidence to inform a decision on whether to proceed to a full study of the business case and the preparation of a development strategy. Sefton anticipate that this work would be an external consultancy commission.

6.6 There are in my view clear benefits and potential economies of scale from widening the scope of the study to take into account the Birkenhead dock system and its hinterland, given the large amounts of apparently underused land in the area and the on-going objective of reactivating the rail freight link into the docks. Other issues to be considered are the long term needs of the Twelve Quays ro-ro terminal which are likely to centre around the provision of additional trailer parking, which need to be balanced against other waterfront regeneration objectives. In addition to potentially informing RSS (if the work is commissioned quickly) such a study could form an important part of the evidence base for Wirral’s emerging Local Development Framework. The study could help ensure a co-ordinated approach between Sefton and Wirral avoiding unnecessary competition for investment or duplication of effort. The work would also complement the emerging Mersey Maritime Port Growth Strategy, which in itself is an important in ensuring that the “voice” of Mersey Ports. It would be important that whoever carried out the study delivered real added value over and above the work already done at a Regional and pan- regional level.

6.7 As such it is suggested that officers draw up a brief to carry out an analysis of the potential for strategic port-related development in the Liverpool and Birkenhead Dock systems and maritime hinterland in the medium to long-term (5-15 years) and approach other relevant Merseyside districts with a view to jointly commissioning such a study, with further details on commissioning to be subject of a further report to Members

7. Financial & Staffing implications

7.1 There are no financial and staffing implications arising out of this report: reference is made above to investigating the potential for commissioning an analysis of the potential for strategic port-related development in the Liverpool and Birkenhead Dock systems and maritime hinterland in the medium to long-term (5-15 years). Progression of such a study and any resulting financial implications would be subject of a further report to Members

8. Equal Opportunities implications

8.1 There are no equal opportunities implications arising directly out of this report

9. Human Rights implications

9.1 There are no human rights implications arising directly out of this report

10 Economic Regeneration and Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England 10. Local Agenda 21 Implications

10.1 Further development of the ports network has potential to deliver sustainability benefits nationally by reducing the movement of goods and services by road, although there may be localised dis-benefits through increased congestion.

11. Local Member Support implications

11.1 This report will be of particular interest to Members of Seacombe, Bidston and St James, Birkenhead and Tranmere, Rock Ferry, Bromborough and Eastham wards.

12. Background Papers

12.1 The Northern Way: Evidence based review of the growth prospects of the Northern Ports Draft final report, MDS Transmodal/Regeneris, January 2006

12.2 North West Ports Economic Trends and Land Use Study : a report for the Northwest Regional Development Agency: MDS Transmodal/Regeneris, October 2005

12.3 Liverpool Ports Growth Strategy 2005-2020: draft December 2005 Mersey Maritime Limited

9. Planning implications

9.1 The land use requirements of port and related industries have potentially significant planning implications, as identified above: the suggested analysis of the potential for strategic port-related development in the Liverpool and Birkenhead Dock systems and maritime hinterland in the medium to long-term would be intended to imput into the emerging RSS and Local Development Framework. It would also provide an analysis of economic and planning strategy options for the Birkenhead Dock system and its hinterland, which should be seen in the context of the Housing Market Renewal Initiative.

10. Community Safety implications

10.1 There are no community safety implications arising out of this report

11. Recommendations

11.1 That Economic Regeneration and Planning Strategy Select Committee recommends to Cabinet that officers be authorised to draw up a brief to carry out an analysis of the potential for strategic port-related development in the Liverpool and Birkenhead Dock systems and maritime hinterland in the medium to long-term (5-15 years) and approach other relevant Merseyside districts with a view to jointly commissioning such a study, with further details on commissioning to be subject of a further report to Members

J. WILKIE Deputy Chief Executive/Director of Corporate Services Economic Regeneration and 11 Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England (H:\CorpServ\Forward Planning\JOHN\COASTGEN\Portsreport11.doc)

12 Economic Regeneration and Planning Strategy Select Committee – 20th March Review of Ports Strategy in the North of England