Africa – opportunity knocks as continent’s marine industry evolves

Vanessa Davidson, CEO of South Africa marine industry association SABBEX, gives the lowdown on the current marine industry market in Africa, touching on key markets, regulations, marina development, superyachts, crew, and industry challenges

The recently announced African Boating Conference (ABC) scheduled for October 21-22 in Cape Town and hosted by the Victoria & Alfred Waterfront,looks set to spotlight the continent’s marine industry potential. Here Maryanne Edwards, director of marketing and development at ABC, talks to Vanessa Davidson, CEO of SABBEX, about market challenges and opportunities

Maryanne Edwards: What are some of the regulatory challenges or incentives that either impede or support growth in Africa’s marine industry?

Vanessa Davidson: The African Continental Free Trade Area (AfCFTA) is a milestone to support Africa’s aspirations for a single market for goods and services across the continent, but it is in the early stages of implementation. Whilst progress has been slow, I believe in time, AfCFTA could be of benefit to the marine industry.

Some countries have adopted marine focused economic development policies such as Seychelles, Mauritius and Kenya. In South Africa, the Oceans Economy Master Plan is going through its final stages before its presentation to Cabinet by the Department of Forestry, Fisheries and Environment, hopefully before the African Boating Conference.

We are starting to see more port concessioning to private operators, such as Nigeria and Angola. In Namibia port upgrades and efficiencies, a strong oil and gas exploration agenda, as well as green hydrogen aspirations support growth. In Mozambique the potential for coastal tourism is good but political and logistical risks are high. Mauritius has a business-friendly environment particularly with marine tourism, shipping registry and investor incentives. Seychelles is another country that is increasingly investor-friendly in the marine space with marina developments and port upgrades on the cards.

Challenges with varying maritime regulations and unclear standards across countries can make cross-border operations complex. The limited use of digitised systems slows down customs and port operations. In several West and Central African countries marine operators complain about informal fees, unclear taxes and permit delays. Financing and foreign currency regulations can be challenging.

For South Africa, the imminent end to AGOA at the end of September, combined with ever-changing tariffs with the USA could potentially have a negative impact on boat building exports and marine component exports.

What do you see are the biggest openings for global suppliers in Africa’s marine market?

Vanessa Davidson: For global suppliers to have an established base in Africa from which to provide maritime logistic services is an opportunity. Having personnel experienced and competent in providing services and maintenance in the African context gives a niche advantage. Effectively, optimising and shortening supply chains to the end-user and by-passing corruption and red tape gives an economic advantage.

For example, when supplying a commercial work boat into the African market, the boat builder or services supplier needs to provide full lifecycle support to the client including training, parts supply, monitoring maintenance and most importantly understanding the local conditions and context under which that vessel will operate.

As port infrastructure and marinas are developed, opportunities will present themselves, but they will only be sustained if there is an effective operating and investment model that optimises all players in the value chain.

In South Africa, we see the need for training in the African market in seafaring, maritime safety, port operations and new opportunities in low carbon fuel options for the shipping sector.

For global businesses looking to enter the African market, how difficult is it to do business on the continent? Is there a significant difference between doing business in Africa as a whole versus specifically in South Africa?

Vanessa Davidson: The ease of doing business on the continent varies from country to country. South Africa’s legal, banking, and regulatory frameworks make it a comparatively easy country in which to do business with access to information and legal services.

Countries like Mauritius, Seychelles, Ghana, and Kenya rank favourably in terms of policy and investor support. But smaller island states such as Comoros and Madagascar have under-developed infrastructure and high levels of bureaucracy. The Maldives is currently looking favourable for foreign investment in marine tourism and services and in sustainability-linked sectors.

For global businesses looking to enter the African market my advice is to research extensively, acquire local knowledge, be aware of regional differences and be prepared to be patient with several layers of bureaucracy that may not always seem logical from the context of your home country.

Who are the main manufacturers in Africa’s marine industry?

Vanessa Davidson: South Africa is Africa’s leading marine manufacturing base. With a strong recreational and commercial boat building sector, South Africa produces sailing and power catamarans, patrol craft, ferries, small ships, semi rigids, rescue craft, OPL vessels and dive boats. With a strong composite, aluminium and steel fabrication knowledge, South Africa competes on the world stage. Robertson and Caine, Two Oceans Marine, Nexus, Southern Wind Shipyard, Vision Yachts, and others export the majority of their vessels and regularly win international awards. With international certification in place and a strong skills base they have an advantage in the African market.

A growing strength in South Africa is component manufacture, both in the recreational and commercial boat building supply chain. Technological advancements in composites and additive and subtractive manufacturing, supported by investments into CNC and 3D printing facilities drive a vibrant marine component sector.

Ship building and fishing vessel construction are another South African strength with the infrastructure and dry-docking facilities to support manufacture and repair. Transnet National Ports Authority have indicated a Ship Repair strategy is in the final stages, although some players in the market are fatigued by the slow pace of progress in upgrading and maintaining the dry docks and port servicing equipment.

Egypt’s manufacturing is driven by support to the Suez Canal, be it, dredging, ferry construction, tugboats or canal support equipment. Notable names are Alexandria Shipyard and Suez Shipyard as well as Arab Contractors Shipyard.

Nigeria on the other hand is driven by the oil and gas and offshore support sector. The largest player is Nigerdock, a maritime and logistics company that operates the Snake Integrated Free Zone in Lagos. Last year Nigerdock finalised a 45-year concession agreement with the Nigerian Ports Authority for the development of Snake Island Port, to create an 85-hectare multipurpose port facility with three terminals. It is expected to create numerous jobs and stimulate growth in the blue economy in Nigeria.

On the East Coast in Kenya, a recently launched naval and commercial shipbuilding facility called Mombasa Shipyard, a partnership between the Kenyan Navy and Damen, is starting to see increased maritime repair and build activity.

What are the key issues facing African general marine businesses today?

Vanessa Davidson: If one compares ports and logistics in Europe to Africa, there is much work still to be done to address congestion and inefficiencies at major ports. Intermodal connectivity severely hampers supply chains, with key infrastructure projects such as roads, waterways and rail needing either development or maintenance. Different African government priorities and budgets do not always align to optimise regional or continental integration. Exacerbated by the size of the continent, geographies, and climates there is much still to be done.

Skills shortages particularly in naval architecture, design and technical and artisanal competence are a challenge. Whilst governments work to drive down unemployment figures which are high in Africa, work visas for foreigners are very difficult to get, making skills transfer and tech transfer a challenge. In those countries, such as South Africa, where there is a strong marine manufacturing base, we are experiencing the loss of experienced personnel to other countries. Whilst it is testament to the calibre of training and experience in South Africa, it is a challenge in the development and maintenance of a skills pipeline.

Security continues to be a concern in certain parts of Africa. ISIS activity in Northern Mozambique, piracy, and armed robbery in parts of the Gulf of Guinea, require a high-risk appetite from investors and business operators. Many countries lack the capacity to patrol their jurisdictional waters, and over-fishing continues to plague certain parts of Africa.

Accessing affordable finance, especially for SMEs in the sector, is a challenge and very often a lack of understanding from banking institutions or development finance banks about the specificity of marine financing products creates challenges.

On the positive side, there are regional collaborations and climate funding for coastal resilience and green shipping is increasing. The growth of private public partnerships in ports and free zones create opportunities, although they take time and need collective effort. The resilience, tenacity and acumen of African business operators is well-known and a positive attribute in an often changing political and economic climate.