The two-day event at the V&A Waterfront brought together boat-builders, maritime media, and other roleplayers from the local, African and international industry.

Speaking at the event on Tuesday 21 October, Mayoral Committee Member for Economic Growth Alderman James Vos highlighted the importance of the sector in the City of Cape Town’s economic strategy but noted that the impact of US tariffs required creative thinking from both government and the industry.

“The city’s boat building capability and capacity is an important story – it’s no small hobby. Nationally, the building of ships and boats sector employed 3 780 full time equivalent jobs by March 2024 with Cape Town hosting about 65% of those jobs over a nine-year period. In terms of exports, in 2024, R4.3-billion worth of Cape Town-made ships, boats and floating structures were ordered by foreign clients,” he said.

Diversification as a mitigation strategy

However, Alderman Vos said the local industry faced a major challenge with the recent enactment of a 30% US tariff on South African products. In four of the last five years, the US has been the dominant export market for Cape Town’s boats, accounting for 30% of the city’s total marine vessel exports in 2024.

“We must act immediately and decisively to mitigate the effects of this tariff. We must diversify our export markets and seek out the opportunities of trade agreements such as the Africa Continental Free Trade Area,” said Vos.

“We can also further increase jobs by growing local suppliers for components such as engines, electronics, and composites. And investors, boatbuilders, tertiary institutions, and government agencies need to sit at the table regularly and align on how to address industry development bottlenecks such as skills shortages or manufacturing processes.”

A global issue

Ed Slack, Editor in Chief of International Boat Industry, gave global context to the topic: “The industry is prone to boom and bust cycles. In 2024 the election of [US President Donald] Trump brought a mini boom, but trade tariffs changed everything. The US is half the world’s market for boats – the “epicentre” of the boat market – and the tariffs have been a nightmare for EU manufacturers importing to the US.”

Slack noted that, as a consequence, EU manufacturers were increasing their focus on new markets such as the Middle East, Asia and Mexico.

Focus on future-proofing

South African industry players such as Ullman Sails agreed that the introduction of tariffs had forced them to adjust strategy.

“We are undoubtably in a disruption phase. The impact of the tariffs has put the focus on future-proofing our businesses – creating diverse markets and looking at where we produce,” said Michael England, CEO of Ullman Sails International during a panel discussion entitled “Africa’s Economic Outlook: Opportunities and Challenges”.

It was a sentiment underscored by Stephan Claasen, FNB Business Head: Western Cape, who stressed that although there was a great deal of global uncertainty, a macro view of previous economic shocks showed recovery can happen faster than expected, and often provided opportunities for businesses to reorganise.

“Trump and tariffs are disrupting the traditional way of doing things. He’s going to create new opportunities, even if they’re not where you expect … keep your powder dry so that you’re ready to pivot,” he said.

A first for leisure marine industry

The African Boat Conference is the first recreational B2B event for the leisure marine industry.

“Cape Town is the hub for manufacturing and yachting activities in South Africa, and with the proactive government it seemed the natural choice to hold the inaugural event in the city,” said Veda Pretorius, African Boating Conference Director.

“Much of the discussion around the “Blue Economy” focuses on fishing, shipping and commercial activities. While there is significant overlap, especially in South Africa, the leisure marine industry has different requirements and challenges which require engagement and collaboration – especially if it is to fulfil the potential of being a key economic driver in the country and the continent.”

For the South African marine industry in particular, this development is a significant blow. The US has long been a key export market for locally built leisure vessels, including internationally respected brands that have helped position South Africa as a competitive player in global boatbuilding. The 30% tariff severely undermines price competitiveness, threatens order books, and introduces immediate uncertainty into an already pressured industry still recovering from pandemic-era disruptions and supply chain volatility.

“This isn’t just about cost—it’s about continuity and confidence,” said one industry stakeholder. “South African manufacturers have spent years building a reputation for quality and reliability. A sudden 30% price penalty puts us at an unfair disadvantage and risks damaging long-standing trade relationships.”

Nonetheless, the current challenge is also a strategic wake-up call. Marine manufacturing stakeholders are urging a re-examination of trade policies, while also using this moment to accelerate diversification of export markets, strengthen intra-African trade, and deepen value-added production. Recent negotiations with Japan, which reduced proposed marine tariffs from 25% to 15%, show that progress is possible through continued engagement and coalition building.

President Cyril Ramaphosa has reiterated the need for South Africa—and Africa as a whole—to reduce dependency on a narrow band of export destinations. “We must accelerate domestic value creation and expand our export base,” he said, underscoring the broader imperative to build resilience and adaptability into the continent’s economic future.

For international investors, OEMs, and innovators, this is an inflection point—not a stop sign. The fundamentals of South Africa’s marine sector remain strong: a skilled labour force, world-class engineering, and a growing market for sustainable innovation. What’s needed now is partnership: joint ventures, technology transfer, and shared infrastructure that can unlock scale and competitiveness.

The African Boating Conference, taking place on 21–22 October in Cape Town, provides a timely and vital forum to address these issues. It will bring together industry leaders, policymakers, financiers, and manufacturers to examine trade, investment, and innovation opportunities within Africa’s marine economy. At a time when old trade certainties are dissolving, the event offers a unique opportunity to help shape what comes next.

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.

To spotlight these developments and champion the African marine industry, Michael England, CEO of Ullman Sails International, will join a high-profile panel at the conference. With extensive experience in international manufacturing and trade, Michael will offer insights into how local innovation and strategic global partnerships are reshaping Africa’s position in the world of sailing.

“As a long-standing manufacturer in South Africa, we’ve seen firsthand the potential of Africa as a centre of excellence in the global marine sector,” says Michael England. “Being part of the African Boating Conference allows us to share our story, learn from others, and advocate for the policies and infrastructure needed to support further growth.”

With operations spanning the United States, South Africa, Europe, and Australia, Ullman Sails is one of the world’s most respected performance sailmakers — supplying everyone from dinghy racers to superyacht owners. Central to its global strategy is its manufacturing facility in Cape Town, now in its 8th year under full Ullman ownership. This hub plays a critical role in ensuring quality, turnaround times, and supply consistency for clients around the world, while also serving as a model for how Africa can lead in advanced marine manufacturing.

As the company marks this 58-year milestone, it is also launching two new products in September — TriTex and Axia. England stated, “These products represent the culmination of decades of design expertise, advanced materials research, and a deep understanding of what sailors need to perform at their best.”

This moment also underscores Ullman Sails’ growing impact in Africa — through continued investment in local manufacturing, cutting-edge product development, and strategic involvement in key industry events such as the upcoming African Boating Conference.

The conference brings together leading voices from across Africa and the world to examine how the continent can unlock its full marine potential — from infrastructure development and blue economy growth to building a skilled workforce, attracting superyachts, and facilitating stronger international trade. With its deep African roots and global presence, Ullman Sails is uniquely positioned to contribute to these conversations.

The yard held a celebration at its facility in Cape Town for the landmark launch, a Leopard 40 Powercat, with the vessel set for the global stage at the La Grande Motte International Boat Show, in the South of France beginning on April 23, 2025.

Throughout its 34 years in business, Robertson and Caine has employed more than 2,400 employees, some of whom have been with the company since its inception.

Robertson and Caine is the largest catamaran manufacturer in South Africa, building 200 of the roughly 300 boats built in the country in 2024.

“Reaching this incredible milestone is a testament to the dedication, innovation and craftsmanship that define the Robertson and Caine Team. It is with great pride and thanks to the Robertson and Caine team members, customers, partners and all stakeholders. Thank you, and congratulations to all,” said Theo Loock, CEO of Robertson and Caine. “Since our founding, we have remained committed to designing and building world-class catamarans that inspire adventure and push the boundaries of performance, comfort and sustainability. This achievement reflects the trust and passion of our global sailing community, and we are immensely proud of the impact our vessels have had on sailors and charterers worldwide. As we look ahead, we remain focused on delivering excellence and shaping the future of the marine industry.”