Interview

What is being done to improve port facilities?

LARAKI: The ANP plans to invest Dh6bn (€652m) in order to develop the port area. In this programme, ANP will accomplish the Wessal project which aims to expand the Casablanca port. To free up space for development, we first need to relocate the ship repair facilities and the fishing port. To support the focus on tourism and create the dedicated capacity to receive cruise ships, we also plan to build a state-of-the-art cruise terminal. This will allow us to cater to the growing number of arrivals. Lastly, we will build a new, centralised administrative building at the port.

Other port projects are focused on the development of existing facilities, such as the expansion under way at Agadir or the marina being built at Al Hoceima. We are also working with the state to put new port infrastructure in place, notably at the new Safi port, in which we are stakeholders. This port will primarily receive coal to supply the coal-fired thermal power plant in Safi. Another undertaking is Nador West Med, which could eventually see higher traffic volumes than the current capacity of Tanger Med.

How can Morocco’s ports be more competitive?

LARAKI: In addition to making sure that all ports comply with security and safety norms, we need to stay ahead of port traffic growth. It takes a lot of time to complete port infrastructure projects – as many as three to four years. We need to be proactive and anticipate traffic patterns. The 2030 National Port Strategy is based on working with stakeholders across the different focus areas of the strategy, including agriculture, fishing and industry, to better cater to their needs. Competitiveness is at the core of our strategy, and we need to have infrastructure that can accommodate newer ships with lower layover fees and port costs. Automation is another potential avenue to pursue. Thanks to Law No. 15-02, which created the ANP, many things have improved and greater competitiveness has been fostered both in and outside the ports. We want to further improve service quality and costs by allowing two operators to compete for the same traffic.

What role can public-private partnerships (PPPs) play in ports, and how can obstacles be overcome?

LARAKI: The port sector in Morocco is the best prepared industry for PPPs – indeed, the ANP was created in part to support them. Through Law No. 15-02 we have already implemented a concession regime, which is a type of PPP that allows participants to share financing and risks. Under this framework, we launched the concession for a third container terminal at Casablanca as well as the introduction of a second operator. In parallel, legislators created an authorisation regime that is even more flexible, with shorter-term contracts and equitable division of financing and operations.

All port projects in Morocco have PPP potential, and as such, the ANP will not commercially operate a port if a private sector player can do so. We have also worked to implement a regulatory accounting system, as this is a capital-intensive industry and projections can often show profits that are either too low or too high. In the case of the latter, we can discuss and revisit the terms to make sure that all parties will benefit. This system is ground-breaking in that it seeks to maintain a contractual balance while also improving competitiveness and acting in favour of the country’s foreign trade.

How can connections with Africa be improved?

LARAKI: Morocco needs to develop direct maritime lines with other African countries. While Tanger Med facilitates trans-shipment, we need to create real southsouth connectivity through freight and direct lines to Africa. To that end, the public authorities have launched a study to determine the best methods to encourage this kind of traffic. For example, the ANP could reduce port fees during the first few years to allow new lines to become profitable. While a promising new line was just launched between Tangier and Africa, the creation of a national shipping company would also be wise.