South Africa’s oceans economy holds immense promise. It can drive economic growth, create sustainable jobs, and establish our country as a serious player in global maritime trade. But instead of unlocking this opportunity, we are hamstringing it through destructive internal battles between government departments.

The ongoing power struggle between the Department of Transport and the Department of Forestry, Fisheries and the Environment has created a regulatory mess. Each department is rushing to legislate and claim its space in the maritime and transport sectors. The result is an overregulated environment marked by confusion, duplication and uncertainty.

The Draft Regulations on Offshore Bunkering introduced by the DFFE are a case in point. These regulations are so restrictive that they risk shutting down the Algoa Bay bunkering industry entirely. This is despite the fact that SAMSA already oversees bunkering operations with a well-established and effective framework. The new rules do not complement existing regulation. Instead, they clash with it, introduce operational risks and increase the chances of the very environmental harm they aim to prevent.

This would be a major economic loss. By 2022, bunkering activities in Algoa Bay were contributing an estimated R98 million annually to SAMSA and at least R145 million to Transnet. Over and above that, the industry supports thousands of jobs, drives SME growth, facilitates port calls, and has already had an estimated R4 billion positive impact on the South African economy. Algoa Bay has become a key offshore service hub on the southern shipping corridor—and it should be nurtured, not strangled.

Adding to this confusion is the Department of Transport’s renewed push for the Merchant Shipping Bill, which includes a cabotage regime. While the intention to support local shipping capacity is commendable, this move—without proper support structures and consultation—may push away international vessels and disrupt trade. South Africa needs to remain a trusted and predictable destination for shipping. Policies made in isolation do the opposite.

But the real issue runs deeper than competing legislation. One of the root causes of the stagnation in our maritime sector is gatekeeping by certain officials within government departments. Permits and licences are either delayed indefinitely or not issued at all. Too often, these decisions appear to be based on personal or nefarious interests rather than policy or legal grounds. This kind of behaviour erodes trust, discourages investment, and damages South Africa’s credibility.

At the same time, the true structural barriers to investment remain untouched.

South Africa’s VAT on imported ships is one of the most counterproductive policies we have. No other major shipping nation imposes this tax. It leaves investors baffled and reluctant to enter the market. Repealing it should be a top priority if we are serious about growing the industry.

We also need to reclassify ships as infrastructure. This would allow shipowners to access long-term infrastructure finance, reduce borrowing costs, and attract institutional capital. Without this change, we will continue to operate at a disadvantage while watching others race ahead.

The oceans economy does not need more bureaucracy. It needs strategic alignment, regulatory clarity, and a firm commitment to rooting out the gatekeeping that is silently killing progress.

These conditions are not just frustrating—they are actively stalling a significant investment we want to make in the bunker industry. An investment that would expand local capacity, create jobs, and contribute meaningfully to the national fiscus. That opportunity is now on hold, and so are the benefits it would bring.

Let’s stop the turf wars. Let’s address the real barriers. And let’s build a maritime economy that works—for the country and for the continent.