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North Africa

Algeria Property power

by Executive Contributor November 20, 2007
written by Executive Contributor

After nosing around the market for the past few years, Emaar of the UAE now appears ready to dive head first into the Algerian real estate market. On October 3, the company announced plans for four multi-purpose developments in and around Algiers. Worth $20 billion, Emaar’s new venture represents the largest single investment in the Algerian property sector.

The new scheme dwarfs the company’s previous largest development in North Africa, the $14 billion Century City in Tunisia, where work began in August this year under the aegis of Sama Dubai.

The center piece of Emaar’s Algerian venture will be in Sidi Abdullah, an upmarket development covering up to 1500 hectares some 30 kilometers from the capital. The Sidi Abdullah project, slated to be an “education” city by the Algiers government, had long been stalled owing to the political uncertainty of the 1990s. Although infrastructure and roadwork will need to be brought, a number of developers are beginning to now move in on the creation of this new satellite city for the capital. Emaar’s other three endeavors include a modern health care city at Staouali and a tourist resort at Colonel Abbes to the west of Algiers, as well as a mixed-use waterfront redevelopment on Algiers Bay.

Creating a positive investment climate

Emaar’s management said that, when finished, the four developments will create several thousand jobs in the tourism, information technology and health sectors, and will encourage foreign direct investment in the Algerian economy.

According to Mohamed Ali Alabbar, chairman of the Dubai developer, Algeria’s strong growth rate and its program of economic reforms were among the motives behind Emaar buying into the country.

“Radical economic changes proposed by President Abdelaziz Bouteflika and Prime Minister Abdelaziz Belkhadem have created a favorable investment climate that complements Emaar’s plan for international expansion,” he said.

Emaar is not the only Dubai firm with projects envisioned or already underway in Algeria. Harbor and cargo handling management firm Dubai Ports World is still seeking to clinch an agreement that will see it take a 50% stake in the Djen Djen container terminal. However, while the deal could earn Algeria $70 million and see a further $150 million in investments and upgrading of facilities, it is being opposed by local trade unions, who fear job losses if the Emirate’s company wins control of the port.

In March, the Dubai Aluminum Company (DUBAL) joined forces with Abu Dhabi’s Mubadala Development Company and Algeria’s national oil and gas company Sonatrach to develop the country’s first aluminium smelter. With a $5 billion budget, the project was the largest foreign investment in Algeria at the time.

While good news for the Algerian economy, Emaar’s entry into the Algerian property development sector is not exactly recent news, with the projects first being floated last year.

However, the at times lengthy negotiation and approval process for foreign projects in Algeria has added to the time lag between the developments first being discussed and the ink drying on contracts. This is despite the fact that the Algerian president has close ties to a number of Emirati notables, having spent a period of political exile in the UAE during the 1980s. In fact, it was in October last year that Hamid Temmar, Algeria’s minister of participation and investment promotion, announced that the government had initially approved the Emaar projects, which were first presented to the president in August 2006.

During a visit to Abu Dhabi in mid-June, Belkhadem said that developers whose projects had been waiting to be granted final approval for up to a year would be getting “good news” soon. One of those on the waiting list was Emaar.

The time lag for many projects in Algeria was underscored by the annual report issued by the World Bank in late September on ease of doing business. The report showed that Algeria had actually slipped nine places down the rankings, placing it 125th out of 175 countries, and stated that investors had to go through 14 separate stages to register and open a business.

Nevertheless, these difficulties do not appear to be enough to deter potential developers as foreign investors continue to show enthusiasm for Algeria.

November 20, 2007 0 comments
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GCC

UAE banks Coming of age

by Executive Contributor November 20, 2007
written by Executive Contributor

The UAE banking industry has come a long way since the country’s foundation in 1971. Banks operated in the states that became the United Arab Emirates even earlier. The British Bank of the Middle East (which later became part of HSBC Group), the Eastern Bank (which later merged with Standard Chartered) and the Ottoman Bank (which joined Grindlays Bank) were among the lenders that operated in the emirates prior to unification.

The National Bank of Dubai was the first local lender to be set up in 1963, followed by the National Bank of Abu Dhabi in 1968. The banking sector expanded rapidly in the 70s as oil prices soared. The lending troubles of UAE banks also started in the 70s and extended into the 80s and 90s. In 1977, Ajman Arab Bank fell into trouble and was rescued and renamed First Gulf Bank, now a leading Abu Dhabi-based lender. In the 80s, the slide in oil prices drove a number of banks to near bankruptcy, which prompted the Central Bank of the United Arab Emirates to intervene and rescue the lenders, leading to increased government ownership in the sector. In the 90s, the scandal of the Bank of Credit and Commerce International and its affiliate, the Bank of Credit and Commerce Emirates tainted the UAE.

BCCI, which was set up with capital from the UAE, was closed down in 1991 at the behest of the Bank of England and others amid accusation of money laundering, bribery, and fraud among others. Set up in 1972 in Pakistan, the bank grew to become one of the largest international private banks. By 1991, the Abu Dhabi government owned 77% of BCCI, although most of its operations were outside the United Arab Emirates. Besides the BCCI fiasco, in the 90s the UAE government had to intervene to rescue a number of banks that merged to improve their financial standings. They include Abu Dhabi Commercial Bank, the outcome of a merger of Khalij Commercial Bank, Emirates Commercial Bank and Federal Commercial Bank. The Central Bank of the UAE also came to the rescue of Mashreqbank and Dubai Islamic Bank, which faced financial difficulties in the 90s.

“In the UAE, the regulatory environment is not as strong as in Saudi Arabia or Bahrain,” Robert Thursfield, a Dubai-based analyst at Fitch Ratings told Executive. “Management teams are not as strong as in Saudi Arabia.”

In this decade, however, the UAE banking industry is making headlines for news other than scandals and bankruptcies. The Emirati banking sector is now only second to Saudi Arabia in size of assets. In a non-rescue-related move, the Dubai government this year decided to merge the two largest lenders in the emirate, forming the biggest bank by assets among the six GCC states and the Middle East as a whole. Dubai-based Emirates Bank International and the National Bank of Dubai became Emirates Bank NBD, with assets exceeding $45 billion at the end of 2006. Previously, the National Bank of Abu Dhabi, with assets of $27.5 billion at the end of 2006, was the largest lender among the seven emirates. The new bank officially listed its shares on the Dubai Financial Market in October.

“UAE banks have been some of the more competitive ones because of their high number, including many foreign banks, and the ensuing competitive pressures,” according to Alexander Von Pock, a Dubai-based manager at US consultancy firm A. T. Kearney.

This merger announcement has fuelled speculation of further consolidation within the UAE banking industry, as all eyes are now set to watch the Abu Dhabi government make a similar move when it merges its two largest lenders, the National Bank of Abu Dhabi and Abu Dhabi Commercial Bank. However, the two banks have said that  this event may take years to occur. Currently there are 26 foreign banks operating in the UAE, 22 local ones, and two investment banks.

Industry analysts have argued that the Dubai bank merger was facilitated by the government’s controlling stakes. Otherwise, mergers in the United Arab Emirates may prove difficult. Each of the seven emirates has its own national bank and its own rules for the banking industry. Besides, private banks are usually largely owned by big families, such as Mashreqbank, which is majority held by the al-Ghurair family. Abd al-Aziz al-Ghurair and his family rank No. 86 on Forbes’ list of billionaires, with a net wealth of about $8 billion.

“The trend is for further mergers as nearly 50 banks service 4.5 million people, which makes it an overbanked market,’’ Dubai-based Raj Madha, senior financial research analyst at Egyptian investment bank EFG-Hermes, told Executive. “The problem is that most banks have significant controlling shareholders, and this makes it problematic for mergers to occur.”

Analysts say the Emirates Bank NBD merger also could lead to consolidation among banks in the Gulf Cooperation Council. Already lenders in the GCC are beginning to acquire stakes in other Gulf banks. Commercial Bank of Qatar has received the initial approval to buy a 40% stake in the UAE’s United Arab Bank, a move seen as a further sign of consolidation in the GCC banking industry. But not all analysts agree that mergers will begin to roll out in the near future. Continued profitability, regulatory hurdles and high liquidity in the Gulf continue to act as disincentives to mergers and acquisitions, according to A. T. Kearney’s Von Pock.

“Some players are trying to get acquisitions to become regional players, but there are still obstacles and regulatory hurdles to mergers and acquisition activities in many countries in the region.”

Record profits

Profits at UAE banks have been rising steadily over the past three years, having climbed from $1.8 billion in 2003 to $5.4 billion in 2006.

“In line with the other GCC countries, the UAE banking sector continues to benefit from a buoyant operating environment, principally driven by high oil prices resulting in increased government infrastructure spending and general growth in both retail and corporate lending,” Ken Matheson, Dubai-based CEO of HSBC Bank Middle East Ltd, told Executive. “The UAE’s economic outlook continues to be favorable with an increasingly diversified economy. The banking sector remains competitive and closely regulated.”

Profits in 2004 and 2005 were aided by a bullish stock market, a large number of initial public offerings (IPOs), and sale of shares on the UAE stock exchanges. The benchmark Dubai Financial Market General Index soared in 2005, only to lose more than 40% of its value in 2006 as the number of IPOs declined and investors viewed stocks as expensive. Likewise, the Abu Dhabi Stock Market Index shed more than 40% of its value in 2006. The stock market slump and IPO slowdown in 2006, which hit all GCC countries, cut the UAE banks’ non-interest commissions and fees.

The fall in non-interest income didn’t drag bank earnings to the bottom as lenders hastened to boost income from core banking activities. Also, the Central Bank intervened, limiting the amount of money that banks lent to investors in IPOs. These actions helped maintain profitability at UAE banks, earning praise from the International Monetary Fund.

“The financial system is sound and has not been affected by the correction of the UAE stock markets in 2005-06. Directors noted the strength and resiliency of the UAE financial system, as evidenced by the high capitalization and profitability of financial institutions,” the fund said in October in a statement following consultations with UAE officials. “They encouraged the authorities to further strengthen prudential regulations and bank supervision, especially in the context of the current rapid credit growth and buoyant real estate market.”

This year, banks have reported a 26% increase in profit to $3.2 billion as of June, compared to $ 2.5 billion in June last year, according to latest Central Bank figures.

Going forward, banks in the UAE banking industry are expected to remain profitable as long as lending practices don’t change. “Outlook for the region remains positive while oil prices remain as they are. Barring regional political issues and instability, Fitch expects banks to continue to report good numbers,” Robert Thursfield maintains.

Standard & Poor’s also sees the future of the UAE banks in a favorable light.

“We expect the banking sector in the UAE to continue to enjoy healthy profitability, asset quality and capitalization,” said Mohammed Damak, a Paris-based financial analyst at Standard & Poor’s. “Profitability should be further supported by increasing loan volumes, even though margins are under climbing pressure.”

The UAE banking industry’s transformation from disarray in the 80s and 90s to profitability in this decade partly stems from better regulation by the Central Bank and better management among lenders.

“Banks are much better run and regulated now compared with the 90s,” said EFG-Hermes’ Madha. “In the 90s systems were weaker and management was not as strong.” The high rating given to banks by agencies such as Fitch also relies on the strength of the UAE economy, which has been buoyed the last three years by soaring oil prices. The United Arab Emirates, 90% of whose oil is produced in Abu Dhabi, is among the top five oil-producers in the Organization of Petroleum Exporting Countries, the supplier of close to 40% of the world’s crude.

“All bank ratings are high because they are driven by support from the UAE, mainly Abu Dhabi,” said Thursfield. “On standalone basis, banks would not be as highly rated.”

Profitability of UAE banks has been spurred by the growth in the emirates’ population due to the influx of expatriates, and robust economic growth exceeding 8% over the last three years, according to the IMF.

Foreign and Islamic competition

Local banks are operating in a tight market. They face competition from foreign banks, which have always outnumbered them. Foreign banks have been offering their services in the United Arab Emirates prior to the formation of the federation, but their role in the UAE has been curtailed. Unlike local banks, they are limited to having eight branches only and require local ownership.

However, it won’t be long until foreign banks in the emirates start to operate on par with local banks as the federation inches closer to signing free trade agreements with the US and the European Union. Although talks with the US and the 27-nation bloc have been delayed, banks are getting ready for real competition.

“The market must be aware of the US free trade agreement, which looks at issues of putting foreign banks on a level footing with national ones,” said Madha. “Local banks are preparing for competition as we can see from the big rise in costs — evidence that banks are looking at broadening product appeal and building a more defensive franchise as competition picks up.”

Conventional local banks face another challenge: They must vie for market share with the rising number of Islamic banks, lenders that are shari’a-compliant, meaning that they do not use of interest, as it is considered usury, and prohibit investment in alcohol, gambling and prostitution.

Already this year two new Islamic banks have been set up. Dubai Holding, the holding company of the government of Dubai, created Noor Islamic Bank and the government of Abu Dhabi announced the establishment of Hilal (Crescent) Bank.

“Islamic banks will take away market share from conventional banks,” Madha asserted. “They are growing more quickly than conventional banks, now that they are capable of giving customers more or less the same level of prices and products as conventional banks. We expect Islamic banks to be more competitive than they used to be.”

Over the past two years many conventional lenders, such as Dubai-based Mashreqbank and Abu Dhabi Commercial Bank, set up Islamic banking units or services in a bid to face off Islamic lenders.

A number of conventional banks have also converted to become Islamic lenders. National Bank of Sharjah converted to Sharjah Islamic Bank and Middle East Bank renamed itself Emirates Islamic Bank.

Feeling the pinch in the UAE market, lenders have also set their eyes on buying stakes or acquiring banks abroad. There has been a foray of acquisitions in Egypt, where the nascent banking market has been opened up to foreign investors. Abu Dhabi Islamic Bank, a shari’a-compliant lender, bought Egypt’s National Bank for Development and Abu Dhabi-based Union National Bank purchased Egypt’s Alexandria Commercial and Maritime Bank to benefit from the Egyptian market’s low banking rates. Abu Dhabi-based First Gulf Bank also recently announced that, together with the Libyan Fund for Social and Economic Development run by Saif al-Islam Gaddafi, it will set up a commercial lender in the North African country.

Except for allowing some Gulf banks to open branches in the UAE, the Central Bank hasn’t issued any new licenses for foreign banks since the 80s, when it strove to limit their number that in 1977 had swelled to a record  of 34. Foreign banks have been flocking to set up base in the Dubai International Financial Center, where they can have 100% ownership and don’t need a license to operate from the Central Bank. Goldman Sachs, Morgan Stanley, and Commerzbank are some of the international lenders that are taking advantage of the free environment in the DIFC and enlarging or even moving their staff to the new financial community.

“The establishment of the DIFC has been a breakthrough in the UAE,” said HSBC’s Matheson. “International investment banks, in particular, have had their entry to the region made immensely easier by the establishment of such a center, and this will have a significant impact on the UAE financial industry and beyond. However, they cannot all exist offering all things to all men. Instead, we will see a specialization within the new players, whether into Islamic finance, equity capital markets, funds or other specialist areas.”

Real estate and oil price correction exposure

Banks in the UAE are also susceptible to exposure to the real estate sector, as real estate prices are forecast to cool down by 2009, according to the Egyptian investment bank EFG-Hermes.

Standard & Poor’s has also warned about such a fall in real estate prices. “A real estate crash would be far more severe compared with the recent stock market correction,” Damak told Executive. “Real estate loans are much bigger in volume compared with what has been invested in the stock market. Direct and indirect exposures to the property sector are larger, and a real estate crash could affect the real economy, and ultimately translate into material hikes in banks’ delinquency rates, a factor that is not captured by the banks’ current non-performing loans ratios.”

Such warnings have been echoed by the International Monetary Fund. “The growth of private sector credit remains high and banks’ exposure to the real estate sector has increased recently. Reforms are underway to strengthen the prudential and regulatory oversight of the banking system,” the fund said in its October statement. “Directors welcomed the authorities’ intention to establish a federal credit bureau to help improve the reporting and monitoring of credit data.”

“uae banks have been some of the more competitive ones because of their high number”

The establishment of a credit bureau is seen as an essential component safeguarding the UAE banking sector from future lending shocks similar to those the occurred in the previous decades. Rating agencies and consultancy companies have been quick to point out the benefits of such a bureau. “Information is key and a credit bureau can provide such information that mitigates credit risk,” said Von Pock of A. T. Kearney.

Besides a real estate sector shock, UAE banks can be affected by their historic reliance on oil-generated wealth, which has fluctuated along the years and left the industry vulnerable to crashes, as was the case in the 80s. But this is unlikely to occur in the short-term, given that oil prices have shot up to new records, with the oil price hovering around $90 a barrel in New York.

“It would need a significant drop in oil prices to impact the banking sector,” said Raj Madha. “Abu Dhabi has a huge amount of financial resources that they have built up over recent years and could be used to subsidize projects in the medium term.”

Analysts also point out that the UAE government, along with other governments in the GCC, is currently basing their state budget on low oil-per-barrel calculations to cushion any possible shock from a fall in prices.

Thus, Van Pock is sure that “no major oil price correction is expected, and so there will be excess liquidity in the region for some time.”

November 20, 2007 0 comments
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One man’s view of a changing landscape

by Executive Contributor November 20, 2007
written by Executive Contributor

Twenty years ago, I first landed in Dubai when I was sent on assignment by Agence France Presse to cover the “tanker war” which was raging out in the middle of the Gulf. In short, the Iranians were bent on punishing all of the Arab Gulf states for supporting their arch enemy Iraq. As a result, all ships that entered though the Straits of Hormuz were at risk of being attacked by Iranian speed boats using small arms fire and rocket propelled grenades The Iranian objective was to disrupt the flow of oil and other maritime activity in the region.

To counter this threat, the US navy, along with its coalition partners, amassed a naval flotilla of warships to protect Kuwaiti registered oil tankers as they transited the Gulf to pick up and deliver the worlds’ most precious cargo. Unfortunately for most of the ships, the only ones that were guaranteed protection were those Kuwaiti tankers whose flag had temporarily been swapped for an American flag. All other ships in the Gulf remained fair game. Everyday I boarded my helicopter with a CNN news crew and flew out over the waters to photograph burning cargo ships and oil tankers. My month-long stay lasted for almost two years.

That was then

That first night I flew into Dubai I remember looking out of the plane’s window and seeing this futuristic building on the edge of the water all lit up in the night sky. I was met at the airport by my colleague, who I was replacing. On our way out of the airport I asked about the building I had seen. He suddenly turned to me and said, “Guess what my friend, that’s the brand new Hyatt Regency hotel and apartment complex and, as of today, your new home!”

I must say I felt quite privileged to live in one of the newest and most expensive pieces of real estate in Dubai at the time. Before that I was living in a one bedroom apartment in the center of Cairo with my only view being the wall of the building next door. Now, suddenly I found myself in a very spacious two bedroom flat on the 22nd floor with a view to the sea on one side and the city of Dubai on the other. From my windows I could see no other building; I was too high up. Apart from the Hyatt, the only other noticeable building at that time was Dubai’s World Trade Center, just off Sheikh Zayed Road. It stuck out like a thumb in the desert.

On my daily helicopter flights out over the Gulf I would always look down and marvel at the wide open empty spaces. Since there was very little in the way of real estate development, the only distinguishing characteristic about Dubai was the creek winding its way from the sea into the desert with the souqs of Bur Dubai and Deira on either side. Other than that, the only other landmarks were the Hyatt and the World Trade Center. Even our helicopter pilots would use these two buildings as reference points when communicating with the Dubai tower.

They also served as landmarks for motorists driving around Dubai. Wherever you were in the emirate you could always see at least one of the two structures. Today, you would hardly know they are there.

so much has changed in 20 years that i feel i’m in a completely different country

This is now

I returned to Dubai with my family last year. The first thing I did after leaving the airport was search the skyline for these two reference points. I looked in vain. So much as changed in 20 years that sometimes I feel I’m in a completely different country.

Twenty years ago Sheikh Zayed Road was four lanes (two lanes in either direction) connecting Dubai with the capital Abu Dhabi. Once you got on to the road and passed the World Trade Center you were in the middle of the desert until you reached the capital. A friend of mine used to work at Gulf News, one of the Emirates’ first newspapers, and one of the first businesses to relocate out on Sheikh Zayed Road. Across the road there was the Metropolitan Hotel that was particularly famous among Americans because it had a baseball diamond and hosted tournaments for American expatriate baseball teams in the Gulf. Occasionally, I would meet them in the hotel bar, the Red Lion, and I was amazed each time I went out there how far away the place was from anything else. Driving back into town late at night was always a bit risky because there were hardly any other cars on the road and the trucks felt they owned the tarmac.

Recently, I had an appointment at Gulf News. I had heard about the changes along Sheikh Zayed Road but it wasn’t until I drove back out there that the extent of Dubai’s real estate construction boom sunk in. To start with, when coming from Sharjah, you don’t notice crossing the Dubai creek bridge anymore because everything has become so big and wide and crowded that all your attention is focused on the road in front of you and the cars darting in and out all around you. On Sheikh Zayed Road, the four lanes have now expanded into ten, sometimes fourteen, lanes with fly-overs, bridges and underpasses along the entire stretch. On either side of the freeway there are new shopping malls, compounds and skyscrapers, including world’s tallest building and largest shopping complex, both still under construction. Gulf News is still in the same location except that they have moved into a bigger building next door and the Metropolitan with the baseball diamond has had a facelift. Both have been long overshadowed by everything else sprouting out of the desert landscape.

Dubai is expanding at such an alarming rate that before long the sight of open desert will become a rarity. In the past, one had to travel over long stretches of sand in order to reach civilization. In the future, we will have to do the reverse; drive through an endless concrete jungle before we can reach the sand.

November 20, 2007 0 comments
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GCC Free economic zones

by Executive Contributor November 20, 2007
written by Executive Contributor

Once upon a time there was a concept arrived at called the Free Economic Zone (FEZ). In order to bring in foreign investors, along with their capital and know-how, a government would set up a special area with legislation and tax breaks that would encourage the growth of new industry. In the aftermath of the economic nationalization policies followed from the 1960s on in most of the MENA area, such zones were seen as politically expedient: too small to worry those concerned about national economic sovereignty, and effective enough to bring in some of the benefits that foreign direct investment (FDI) can offer. However, the raison d’etre of FEZs across the region is beginning to change, and with it could come a series of foreseen consequences that at present worry few. Once again, the UAE case seems the most pertinent.

FEZs can go by a number of names, such as Free Trade Zones (FTZs), Free Zones (FZs), Special Economic Zones (SEZs), Qualified Industrial Zones (QIZs) and Special Industrial Zones (SIZs). FEZs are not, however “tax-free areas” or areas where the rules of a nation are entirely absent. There are quite a few inexperienced investors who haven’t cottoned on to that fact yet. Such zones, or enclaves, are established with different conditions to the external environment in which they are placed to encourage economic activity. FEZs also do not mean that the state has in some way surrendered sovereignty. Their creation entails the formation of a special environment under which alternative rules apply that still are under the control of the ruling political authority. Bigger companies understand this fact. As one senior foreign executive told me, “If the business idea can only work inside of a free zone, forget it. It ain’t working.”

At present, the Middle East has some 63 functioning FEZs according to the World Bank, with Saudi Arabia being the exception. It, however, offers a range of inducements to investors that make its Industrial Zones (IZs), especially in the Royal Commission of Jubail and Yanbu, function in a similar manner. The largest number of FEZs in the Middle East is in the UAE, with the Jebel Ali Free Zone Area (JAFZA) now considered a worldwide benchmark for this form of operation. The most common forms of FEZs are those concerning logistics or industry, or a combination thereof, although a new form that deals with service industries, especially in the financial area, is becoming more and more the case, finance hubs being the flavor of the month nowadays. However, the use of FEZs in the UAE is beginning to exhibit differences from classical economist thinking.

At the vanguard

Technically, FEZs in the UAE are not allowed to export goods and services into the local economy unless such exports are done in conformance with federal law. While this is reasonably well-enforced in terms of goods, the use of services in the broader UAE economy has proven almost impossible to regulate, and the legal restrictions have rarely been enforced. Laws pertaining to foreign labor mean that while workers are employed by a specific company in the FEZ, the free zone authority itself is the official sponsor of the employee.

The UAE has been at the vanguard of the free zone landscape in the MENA region, yet some worry that the lines between the regular economy and the free zone are beginning to become blurred. The country managed to attract 60% of the $26 billion of FDI for the region in 2006, and more importantly has managed to concentrate it into industries such as IT, tourism and construction instead of the hydrocarbon sector.

The heightened readiness of the UAE to receive FDI and utilize it in different ways is very much a tale of how a Gulf state can break out of the restrictions that the economic enclaves oil and gas investment have tended to produce. Linking the concept of economic growth and employment with FDI is never as straightforward as it first appears. Generally, such attempts point out the improvements in technology, efficiency and productivity that come following the arrival of FDI. Another concept is that an economy receiving FDI benefits from the “contagion” effect, as the practices and technology from overseas become adopted by local businesses. Such a contagion effect is also called a “spillover”. This generally occurs in situations where the education and technological gap between the two parties is relatively low, facilitating ease of replication.

Another form of spillover can occur when local companies must better use their own resources and technology in a more efficient manner, or bring in such things to be able to maintain a competitive edge with the foreign entrant. In such a case, the local firm either has the ability or the resources to replicate or purchase externally the tools and methodology of a foreign entrant. This also requires a low gap between education standards, and sufficient capitalization to be able to bring in inputs necessary to remain competitive.

Equally, the foreign firm may require services and inputs not available on the market, thus inspiring local businesses to begin supplying them. In other words, the arrival of foreign firms means that it is looking for inputs from local firms in order to supply its operations. Electronics manufacturing is a good example of this process, as a central producer outsources for parts from smaller local firms.

Another kind of spillover effect

A different form of spillover can occur when the local employees hired by the foreign firm leave and join other local companies or start their own, and thus bring with them the techniques learned previously. In most of the above examples of spillover, we are seeing how the UAE has been successful at inspiring its creation. Of course, these are not the only ways that the entrance of foreign firms, and hence FDI, into a market can improve its growth and employment patterns, and economists will likely argue for many more years to come over the effects of the now highly sought FDI.

However, the UAE seems to have become overly enthusiastic in the use of FEZs. The answer for this is simple: lack of consensus. While all of the emirates are pursuing their own free zones, and thus can create the rules pertaining to them for their local environment, attempting to come to federal agreement on changing company law at present appears an impossibility. So, in the absence of agreement, each emirate has gone its separate ways. While they are drawing in foreign investors, the big question is “What happened to the rest of the economy?”

ither the rules of the regular economy begin to replicate those of the fezs, or the reverse will happen

While the creation of FEZs has brought in business, the disadvantage those in the mainstream economy may be operating under might begin to become more apparent in years to come. Either the rules of the regular economy begin to replicate those of the FEZs, or the reverse will happen. Either way, through their multiplication in the UAE context such a result seems to be a long-term consideration. The golden age of the FEZ may be but a temporary affair. And once again we are left with the question: If a business needs an FEZ to work, is it really such a good idea?

November 20, 2007 0 comments
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Abu Dhabi Wishing to be a star

by Executive Contributor November 20, 2007
written by Executive Contributor

Last month, Abu Dhabi held the inaugural edition of the Middle East International Film Festival (MEIFF). It was an intentionally lower-key affair than its glitzy, red-carpet counterpart which takes place every year in Dubai, and was somehow dwarfed by the immensity of the venue. So long were the walking distances, so empty some of the corridors and so thick the carpet in the labyrinthine interior of the Emirates Palace hotel that you occasionally felt as if you were on the set of The Shining as opposed to the Abu Dhabi corniche.

Whilst there was no Jack Nicholson, the organizers certainly managed to ship in — no doubt with the help of substantial financial inducements — some big Hollywood names. Veteran Hollywood producer Harvey Weinstein was in attendance, and Paul Haggis, whose writing credits include Casino Royale and Crash, was recruited to give a master class on screenwriting.

In fact, although some interesting films were screened, including the first feature-length title by an Emirati filmmaker, the event was designed to be more about business than entertainment. One of its main purposes was to spearhead a high-profile drive to set up Abu Dhabi as a filmmaking and financing center for the region, with screenings running in parallel with a Film Financing Circle, which brought together local financiers, middlemen, directors and producers from around the world.

Abu Dhabi has also set up a Film Commission and a Film Fund, with a remit of investing local money into new productions, whilst a New York film school will open a branch of its academy in the city next year. And, a couple of months ago, the newly-formed Abu Dhabi Media Company — which is set to launch a new English-language daily paper early next year — signed a huge deal with Warner Bros to build a 6,000 acre theme park, studios and cinemas in the city.

Does it make good business sense?

So is this just another Gulf state spending its excess energy spoils in a high-profile and seemingly highbrow manner, or does it actually make business sense? Will profitable and critically acclaimed films actually be made here?

It’s worth noting that cinema is far from being the only art form being pushed in Abu Dhabi. The emirate is spending millions, if not billions of dollars in trying to turn itself into a “hub” — to use the parlance of many UAE development projects — for culture. For instance, it has signed costly and controversial deals with two of the world’s best-known museums, the Louvre and the Guggenheim, to establish offshoots on an island close to the city center, and last year also attracted the Sorbonne to set up a campus.

These kinds of efforts are easy to criticize, as many in France did, for example, when they heard that their beloved Paris museum had apparently sold its soul, and its name, to an oil-rich Gulf state, which they perceived as importing art into a cultural desert.

Many are just as cynical about the emirate’s attempts to get into films. Motivation is one of the main questions being asked. Does Abu Dhabi want to create a new breed of home-grown Emirati artists, writers and filmmakers, or does it want foreign films to be made in Abu Dhabi? Offering enticing grants and subsidies to filmmakers to shoot in the UAE’s capital will surely attract more films to be made here, but that doesn’t mean that these films will be any good, or will make money. Investing in films is not like investing in real estate.

More to the point, film-making has a far longer history, pedigree and locale in other parts of the Arab world, most notably Egypt, Tunisia, Morocco and Lebanon, than the near non-existent nature of the industry in the Gulf. Saudi Arabia, home to the region’s largest potential audience, doesn’t even have any cinemas, whilst many ask whether genuinely challenging or controversial films about the Gulf — of which there is certainly not a glut — can be made in Abu Dhabi.

Does Abu dhabi want to create a new breed

of home-grown emirati artists, writers and filmmakers?

What it takes to succeed

To succeed, the emirate will need to find a niche where it can offer a competitive advantage, perhaps in terms of easy access to finance and use of brand-new, world-class studios. It could also become the location of choice for foreign filmmakers needing to shoot on site in the region but without the security risk associated with other, more gritty parts of the Middle East. Some sequences in The Kingdom, for instance, were shot in Abu Dhabi because Dubai had apparently refused to give permission after being unhappy with the way it was portrayed in Syriana. Indeed, many might argue that the big push towards culture is simply another episode in the decades-long rivalry between Abu Dhabi and Dubai. The latter, short on oil reserves, has aggressively made a name for itself in trading, tourism and constructing lots of very tall buildings. Abu Dhabi, with more than enough spare cash to spend on new projects, is pouring money into sectors where it thinks it can have an edge on its neighbor and, more importantly, make itself known for more than just its wealth. Film and media is one way of doing that, as long it’s done for the right reasons

November 20, 2007 0 comments
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Levant

Syria Insurance on the rise

by Executive Contributor November 20, 2007
written by Executive Contributor

Eighteen months after the first private insurance firm entered the Syrian market the sector continues to chalk up prodigious growth.  Syria’s insurance sector grew by 25% in the first half of this year with premiums totalling $85 million. Total industry premiums now weigh in at around $160 million. More than 40 applications have been received by the Syrian Insurance Supervisory Commission (SISC) and 15 licenses granted, including three Islamic insurance companies which are expected to launch early next year. “Business has been excellent,” United Insurance Company directing general manager Muhammad al-Sabi said. “We’ve recorded unexpected figures and it looks promising for the near future.”

The industry’s growth is all the more impressive, says Syrian Arab Insurance directing general manager Bassel Abboud, given that intense private sector competition has seen premiums fall by between 30-40%. “If prices were kept stable you would see an overall market increase of around 50%.”

The most under-insured in the region

In the short term, the healthy figures are likely to remain as Syria remains one of the most under-insured nations in the region. Syrians spend $7 per capita on insurance, compared with $30 for the rest of the world and $150 in Lebanon (the rate long boosted by the influx of premiums from Syria). Those in the industry are expecting Syria’s spending on insurance to rise to $10 by the end of 2009, even with the heavy price discounting.

“It is widely expected in the industry that the liberalization of the market will bring it in line with other Arab countries over the next five years, implying a potential market of $500 million,” a recent analysis by the Syria Report concluded. “The SIC’s share of $132.2 million combined with an estimated $70 million of repatriated income leaves approximately $300 million of implied market growth over the next five years.” The SISC is more bullish still, predicting the market will reach $800 million by the end of 2010.

Before Syria’s insurance sector was nationalized in 1961, there were 77 private companies operating in Syria: 26 British, 16 French and the remainder made up of 10 different nationalities. Following nationalization, a single state-run insurance provider was created, the Syrian Insurance Company (SIC), which monopolized the market for the next 45 years.

As part of Syria’s ongoing economic reform process in May 2005 the government passed Decree No. 43, which allows for the establishment of private insurance firms. Unlike the banking sector, there are no limitations on foreign ownership. Companies organizing public offerings in Syria for more than 50% of their capital, however, attract a tax rate of 15%, instead of 30% of other firms. An ownership cap of 40% was placed on any single legal entity, while individuals are not able to own more than 5% of the shares.

The majority of the new players are backed by stakeholders from Lebanon, Saudi Arabia and the Gulf who have combined with Syrian investors to benefit from the tax advantages accruing to companies which are majority Syrian-owned.

While the state-owned SIC continues to attract the largest market share, pulling in $52 million in the first half of this year, the array of newcomers are making serious inroads. From a monopolistic position, the SIC’s market share fell to 94% by the end of 2006. In the first six months of this year the rate dropped to 59.37% and it is estimated the former goliath presently holds little more than half of the market.

More worrying for the state-owned firm is its premiums portfolio which fell 19.4% year-on-year, from $68 million in the first half of 2006 to $55 million in the first half of this year, despite a growing insurance market. In a competitive market, the company is being strangled by heavy bureaucracy, rigid management and pricing practices, little marketing know-how, poorly trained staff and sub-par service. To counter the decline, Syrian authorities granted it greater managerial autonomy in August.

The introduction of private firms has also seen a range of essential products hit the market, including travel, health and sophisticated forms of financial insurance. Their provision has done away with a legal black hole that hung over the industry, brought about by the absence of essential insurance products and a legal environment that forbid any Syrian citizen or organization from contracting insurance in a foreign company. The most common example of this legal grey zone was the failure of the SIC to provide travel insurance, despite the fact that it is an essential visa requirement for numerous countries, including the EU. Although Syrian authorities previously turned a blind eye to individuals and companies taking out insurance abroad, Syrians were previously forced into a technical breech of the law to comply with modern visa requirements.

Insurance money coming back

The provision of these products is seeing a flood of money return to the county. An estimated 300,000 Syrians travel to the EU each year alone, implying an $11.8 million premium value. Likewise, analyses by the Syria Report and the Syrian European Business Center, estimates that between 4,000- 5,000 company health insurance policies were in place in Lebanon at the start of 2006 worth $30 million.

Across the industry, the Ministry of Finance has estimated that around 60% of income for 2006 was repatriated funds, indicating that the push to bring Syrian insurance money back to the country is working, along with the take up of new insurance products.

As in most developing countries, motor insurance continues to represent the bulk of insurance premiums. Third party and all risk motor insurance represents around 65% of the market, marine and transport 15%, engineering 15% with all other products accounting for the remaining 5%.

While motor insurance will remain the largest component of the market for years to come, new sectors such as engineering and health are promising more lucrative profits in the future. The imminent introduction of corporate governance laws, start of the stock market and issuance of government bonds will lead to the development of insurance investment portfolios, improving the sector’s ability to deliver products particularly in the health and life fields.

And it seems interest in these products is being piqued. A SISC survey of 2000 people found that 52% of respondents consider health insurance the most important, followed by life (33%) and motor (12%). “Medical insurance will take time to grow in Syria,” Abboud said. “But we have noticed a steady increase in enquiries about it. The fact that people are asking is a positive indication.”

Low income and a lack of awareness about insurance present the greatest obstacles to growth. The SISC survey found that close to 60% of Syrians said their financial situation prevented them from taking out insurance. Increased competition is seeing prices fall, however, and some firms are expressing tentative interest in developing low income products.

sisc polling shows that 20% of syrians regard commercial insurance as forbidden under islam

Religious beliefs also play a role, with some Muslims regarding insurance as contrary to Islamic law and akin to gambling given that there is no guarantee of financial return. An insurance company’s investment activities, which may involve the charging of interest, also lead to the view that insurance is haram. How widespread and firmly held these beliefs are remains debatable, but SISC polling shows that 20% of Syrians regard commercial insurance as forbidden under Islam.

Aiming to tap into this market, a number of Islamic compliant insurance companies are about to set up shop in Syria. Offering takaful insurance, these firms operate on the principle that policy holders should cooperate amongst themselves for the common good. Policy holders ‘donate’ their subscription to those that are in need or are asked to make ‘donations’ from the money they have contributed to the organization when another member is in need. The organization spreads the liabilities and aims to eliminate uncertainty by acquiring a large number of subscriptions.

The number firms entering the market is also causing some players concern. While the industry has recorded impressive growth since it was opened up, the market remains small and the flood of repatriated funds will eventually dry up. The heavy capital requirements to enter the market and price discounting are throwing out the industry’s usual capital to premium ratios.

“If you look at the capital requirements you have around $315 million which is a lot of money for a market which only produces $140-160 million in premiums,” Abboud said. “As an international industry average, solvent insurance companies run on a 3:1 or 2:1 premium to capital ratio. So you would expect to see at least $600 million in premiums with good, solvent markets. Some companies will not have much business and may have to operate as investment vehicles which is not the purpose of the market.”

November 20, 2007 0 comments
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Special Report

Luxury Automotive Setting the trend

by katia November 16, 2007
written by katia

As trendsetters go, Dubai seems to be the leader of the Middle Eastern pack, showing off the biggest, the fastest, and the most desirable goods — all this season’s ‘must haves.’ In a country where everything gleams, it should be of no surprise that, on the roads too, there is a certain element of sparkle, literally.

Top of the line Porsches, Lamborghinis, Range Rovers, and Audis, to name but a few, can be seen shooting down the desert highways on any average day in the Emirate of Dubai, a locale that has been dubbed ‘Las Vegas of the Middle East.’

“Dubai is a trend-driven city with lots of people with large disposable incomes,” said Tom Bird, deputy editor of CAR Middle East magazine, one of the leading informative magazines on automobiles in the region. Talking of what is ‘hot’ at the moment in the form of luxury cars, Bird fingers the Audi R8 and the Rolls Royce Drophead Coupe.

“The Audi is the most anticipated car the world over, whereas the Rolls is just excess on wheels,” said Bird. “Both have waiting lists stretching far into 2009.”

According to DriveArabia.com editor-in-chief, Mashfique Chowdhury, the Range Rover Sport is the car to be seen in these days with 4x4s dominating the market driven by ‘desert culture.’ “The Range Rover Sport is hip — it is the car that has been chosen by the majority of the people to drive,” he said. He also named the BMW 3 series, the X5, and the newly-released Mercedes S-Class as popular choices amongst the local. “The attractive thing about the Sport that has caught a lot of people’s attention is its style and power — it is the first mid-size model, making it attractive to the younger generation … Furthermore, it is expensive but still within the price-range of most people.”

Robert Aaraj, showroom manager for Formula 1 Cars in Abu Dhabi, added that 4x4s are more attractive to the population due to the weather conditions, but that, too, is seasonal, with convertibles increasing in sales during the period between November and February. “Owning a 4×4 car now is a trend by itself because customers can use it as an MPV (multi-purpose vehicle) between the roads and desert,” he said. “Yet, the new generation focuses a lot on super cars. What we noticed lately is that in almost each household there will be a sports car for the weekend drive and a 4×4 for daily use.”

The luxury culture

Chowdhury emphasized the point made earlier by Bird regarding Dubai’s population to spend, spend, spend on their motors. “Dubai is very extravagant, and the purchase of a luxury car is simply an extension of that,” he said. “Even people who don’t have that much will at least tinker; they will upgrade their sound system, for example.”

The focus on high-end luxury cars has its own purpose, with owners wanting to own a specific model that will set them apart. “The Bentley GT, Rolls Royce, Ferrari 599GTB, Bugatti Veyron, Lamborghini LP640, Mercedes CL65 AMG and SLR McLaren and the Porsche Carrera GT” are what are in at the moment, said Aaraj. “Why? Because supply is limited with a one-year waiting list from the date of order.”

Traffic is one of the Dubai’s major headaches but many drivers use the extra time to parade their vehicles in front of other motor-connoisseurs. Bentleys line up next to Jaguars, comparing accessories, add-ons and customized body-parts, all an expression of wealth, a challenge for the next man to do better. Although tinted windows are seen as a must to protect against the year-round heat and sunlight, some go to the extreme and tint the windscreen as well. Big, shiny rims, super-charged engines, sport exhausts, and navigation equipment are just a few of the adjustments people make to personalize their cars.

“People spend their time on their cars buying high-end body kits imported in from Europe and America,” said Chowdhury. For a simple ‘low-end’ body kit, customers will hand over $2,700, while a set of alloys may cost around $5,500. For some, there are no limits. “People just keep spending in order to grab attention and stand out. I’ve seen Lamborghini-style doors on regular cars before.”

The lengths individuals will go to in order to ensure the uniqueness of their car is more than apparent on the roads in Dubai. “I know of one person who is spending $300,000 customizing his $100,000 Audi R8,” said Bird. “For many with money, style knows no bounds — I have seen a Bugatti Veyron with a diamond encrusted number-plate — sums it up really!”

Jad Bsaibes, a 25-year old car enthusiast and owner of a newly purchased Mitsubishi Evolution, has noticed a change in the market when it comes to the customers. “The purchasing power is moving down the age bracket,” he explained. “The younger generation is buying sports cars now … I have friends buying them, and I own two.” According to Bsaibes, Dubai’s demographic diversity makes it easier for car manufacturers to sell an entire range of models. “It’s the large disposable incomes — people want to purchase the finer things rather than your average run-of-the-mill models.”

the lengths individuals will go in order to ensure the uniqueness of their motor is more than apparent

Setting the trend for the region

“The UAE is a melting pot of many cultures, ethnic groups and nationalities,” explained Craig Hardie, marketing and communications manager of Chrysler, Jeep, and Dodge. “A lot of the people in the UAE are very passionate about their cars and are fairly knowledgeable on the new trends and technologies.” In 2006 total sales volumes for Chrysler, Jeep, and Dodge increased by 46% in the region, which Hardie attributed to the launch of the new models, and by September of this year there was a noted increase of 28%.

“Dubai sets the trend in the Middle East as it has a very saturated market,” explained Maram S., marketing assistant at the Porsche Center in Dubai. “There are so many expats and so many nationalities, that in terms of selling cars it is one of the leading markets in the whole world.”

Lamborghini marketing director, Rami Taher, explained that Lamborghini’s sales in the Emirates surpassed those of anywhere else in the region due to the availability of buyers in the market. “The diversity in Dubai makes the market more appealing,” Taher said. “The concentration of the population, the real estate boom, and also, importantly, the infrastructure, especially for Lamborghini, all play significant roles in the sales.” The price of an entry-level Lamborghini is $205,000, with prices rising until $410,000 for certain customized models. Most of their 2008 models of the Mercielago are already pre-sold. The recently developed Lamborghini Reventon — reported to have an interior much like a fighter plane’s cockpit — is so exclusive that only 20 have been produced worldwide, with one having been sold to a buyer in the UAE. The price? One million euros.

The more aristocratic Bentley Marquee has seen a 1,000% sales increase in the region over the last four years, but it has also reached its maximum production capacity and cannot provide more than the 500 cars allocated to the GCC. “This means we will not see a growth in the allocation of cars to this region, but rather we will see a growth in the waiting list,” said Ian Gorsuch, Bentley’s regional director.

He is not alone. Many of the luxury car dealerships have waiting lists up to 12 months as people line up to buy the biggest, fastest, and the most prestigious cars in the region. As Dubai continues to boom, so will the luxury car sector, with larger disposable incomes being spent to show off who really is king of the road.

November 16, 2007 0 comments
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Special Report

Luxury Automotive Shifting down

by Executive Contributor November 16, 2007
written by Executive Contributor

The Lebanese luxury car market may include the lavish brands Aston Martin, Bentley, Lamborghini, and Maserati, but traditionally it was the German manufacturers Audi, BMW, Mercedes and Porsche that made the sales. However, all that might be changing.

When the latest and greatest vehicles are unveiled on the market, the Lebanese take notice. “The latest model is usually the bestseller,” said Najib Debs, brand manager at Mercedes-Benz. For the high-end and luxury market, German brands still reign supreme. BMW, Mercedes and Porsche hold their positions at the top of the list in their class and origin, and top-selling luxury models such as the Audi R8 find a market here – just in small numbers. But there are also some new trends in the land of the cedars.

“Luxury cars — in the $60-200,000 bracket — in Lebanon do not reflect the purchasing power but rather the way of life,” said Nabil Bazerji, managing director of G.A. Bazerji & Sons, agents for Maserati, Lancia and Suzuki.

Lebanese have traditionally been a very brand conscious market, going for the latest models and spending was never proportionate to income. “It’s a Mediterranean thing,” explains Bazerji. “This is the greatest change in the market today: Lebanese are now more cost conscious and the buzz words many dealers hear are concerns about ‘low consumption.’”

The Association of Car Importers in Lebanon recently conducted a survey on luxury vehicles and found that they have lost a chunk of their overall market share over the past couple years, down from 15.6% in 2005 to 12% so far this year, according to Samir Homsy, chairman of the association. In many European markets, luxury brands take a higher market share of around 25%. In the Gulf this is even larger. Homsy attributes Lebanon’s lower market share to the high taxes that can total close to 60% of the invoice price of the vehicle, which do not exist in the Gulf or other markets. In the region, the heavy vehicle tax is only comparable to countries like Syria, Jordan and Egypt.

Uncertainty in the market

However, the total number of registered cars held relatively steady compared to last year. Expectations for 2007 were mixed as the series of bombings in May and June, traditionally the month where the season of summer sales begins, kept figures low. Further constraining sales was the assassination of MP Antoine Ghanem in September and the uncertainty about the presidential elections.

“We usually witness a two week drop when there is an incident,” said Debs, “which resulted in an irregular sales season.” Another characteristic surfacing is a “wait and see” attitude. For Charles Tarazi, managing director of the Porsche Center, “what used to take 15 minutes, is now taking 20 phone calls.”

The major trend that has emerged in the last two years is that buyers have downshifted their tastes to smaller engines and choose the less expensive models. While brand names still carry a lot of weight, consumers become more discerning when it comes to price, consumption and maintenance packages offered.

Mercedes has felt this down-shift and is noticing that customers are now thinking smaller is better. “We used to sell 50/50 between six-cylinders and eight-cylinders on the S-class, but now people have shifted towards six-cylinders. On smaller cars it also used to also be 50/50 between six- and four-cylinders, and now most are opting for four cylinders,” Najib Debs related. In the SUV segment, only V-6 are requested. “V-8s are not selling,” he said, adding, “People want smaller engines to decrease the price and lower fuel consumption.”

Keeping their market share

While numbers remain down across the board, many find that their market share has been relatively unaffected. Porsche has been able to maintain its market share of 40% for sports cars and its SUV, the Cayenne, hovers around 17% in that class. Jaguar, however, has seen its sales cut in half down from a height of 200 cars in 2005, although it has maintained its market share, largely due, say agents Saad and Trad to the lengthy warranty it offers.

With T. Gargour & Fils’ takeover of Chrysler, Jeep and Dodge dealership last year, aggressive marketing has taken some of the market share of the European-dominated market, according to Cesar Aoun, Chrysler Car Group manager. The declining dollar and fuel-efficient models have helped combat the stereotype of American cars having large, gas-guzzling engines and low resale values (Gargour has guaranteed the trade-in value of its vehicles).

Another company taking on the traditional European luxury marques is the slightly more affordable but equally prestigious Volkswagen. Their trademark high-powered, small engines make them a great alternative for those wanting to shift to more economic models, yet stay with European cars. Lebanese representative dealer Kattaneh is opening a new showroom devoted solely to Volkswagen in a bid to focus the brand.

“People want smaller engines to decrease the price and lower fuel consumption”

Currently, the Lebanese automotive sales do not exceed 15,000 vehicles a year, of which 1,500-1,800 could be considered luxury cars, i.e. ranging from $60-200,000. According to Bazerji, for a country of its size, Lebanon should be selling around 30,000 cars and in the most optimal of circumstances even 70-80,000.

Besides high taxes, the market of imported used cars is also cutting into new car sales with around 30,000 imported used models being sold every year. More and more, used cars are being imported from the US due to the favorable exchange rate giving the buyer a chance to purchase an upper-level car in place of a new lower-level car for the same price. As Bazerji points out, “People who cannot afford the latest BMW 7-series as a new model for $150,000 can purchase it imported-used for $60-70,000.”

November 16, 2007 0 comments
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Special Report

Luxury Automotive Directing the best

by Executive Contributor November 16, 2007
written by Executive Contributor

E What is your brand’s overall strategy for the Middle East?

Our strategy is to be the leading luxury passenger car and SUV brand in the Middle East and Levant.

E How does the Middle East market respond?

We are one of the oldest luxury brands in the region with ties to many of our authorized distributors for over 50 years. The Mercedes-Benz brand has always represented quality and innovation and will continue to do so which is why we continue to be the leading German luxury automotive brand in the Middle East and Levant.

E How has Mercedes-Benz responded to market demands?

Our customers are important and we always listen to them. For example, it was a customer who suggested that we should build a special version of our Mercedes SLR McLaren to celebrate the 50th anniversary of the Mille Miglia victory by Stirling Moss. We responded by introducing the limited edition ‘722’ version that had its world media premiere in Dubai at the beginning of this year.

E What percent of your brand’s overall sales go to the Middle East and how many units are sold?

The Middle East and Levant, excluding Iran, Iraq and Egypt, account for approximately 1% of the company’s turnover, of which approximately 90% is achieved in the countries of the GCC. Within the GCC, the UAE and Saudi Arabia account for over half of the total 2006 volumes and around 60% of GCC sales.

In 2006, the Mercedes Car Group (Mercedes-Benz passenger cars, Maybach and SLR McLaren), sold a record 15,675 vehicles, a12.8% increase over the previous year’s figure of 13,898.

E Are you growing in the Middle East?

Sales of Mercedes passenger cars continue to grow every year because we constantly introduce a range of innovative new products and also ensure we offer the best available sales and after sales service.

The Middle East is one of DaimlerChrysler’s largest markets particularly for Maybach and SLR. Basically, Mercedes-Benz sales in the Middle East and Levant form an inverted pyramid, unlike almost any other market region, whereby the S-Class forms the base with a share of Mercedes-Benz sales of more than 30% and the B-Class the tip. The total market for smaller vehicles is significant, particularly for fleet and rental, and especially in those markets with a high expatriate component, but generally the region remains disproportionately that of a “large car” market.

E In light of increased liquidity in the Gulf, has your brand responded specifically?

Middle East customers like to have special versions of their vehicles. At Mercedes-Benz our Designo range allows them to choose their own interior design. In addition, our performance vehicle arm, Mercedes-AMG, has opened its own Performance Studio that can meet the individual requirements of any customer.

E What are the difficulties faced by Mercedes-Benz in the Middle East market?

Vehicles have to be equipped to cope with the environmental conditions pertinent to the region generating heat, dust and humidity and, in some areas, rough roads. It is worth mentioning that only cars from authorized distributors meet the homologation requirements defined to deal with these conditions. In terms of customer comfort, customers are no different to those in other countries.

E On a local level, how are you competing against others?

We position ourselves as the premium luxury automotive brand. We maintain that position by annually outselling the competition.

E Has the Middle East/GCC market influenced design?

Car clinics for future designs include representatives from the region. The Middle East plays a significant role in hot weather testing for all our Mercedes-Benz models.

E What is your best-selling model?

For some years, the S-Class has been and continues to be the region’s favorite luxury sedan. As I said, the region remains a “large car market”. Last year, the new S-Class continued its tremendous success with 6,272 units sold compared to 3,937 in 2005.

For some years, the s-class has been and continues to be the

region’s favorite luxury sedan with 6,272 units sold

E Does Mercedes-Benz have a CSR commitment to alternative energy? Does this issue and ecological awareness play any role in your Middle East operations, or do you think that at this time it is a “lost cause” in the region?

We do not believe the Middle East and Levant is a lost cause. The governments of Dubai and Abu Dhabi are aware of the problems and are moving to make a difference with Dubai investigating the introduction of hybrid public transport and Abu Dhabi set to introduce cleaner diesel fuel.

DaimlerChrysler revealed its agenda for the future at the recent Frankfurt Motor Show with a display of 19 new models, among them seven hybrids and the trailblazing F700 research vehicle that uses the innovative DiesOtto engine which combines the best elements of both diesel and petrol engines.

November 16, 2007 0 comments
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Special Report

Luxury Automotive  Desert Glamour

by Executive Contributor November 16, 2007
written by Executive Contributor

with the GCC achieving record income from ever-rising oil prices, assessed to have amounted to $300 billion in 2006, and the UAE’s per capita income standing at $35,000 the country’s automobile sector is riding the wave, and in terms of growth is now considered to be among the top emerging markets next to China and India. Within the GCC, the UAE automotive sector ranks only second in size behind Saudi Arabia.

As behooves a country flush with money and a culture of conspicuous consumption, luxury cars are taking up a significant share of the overall automotive sector. Of all the cars with a $100,000+ price tag sold worldwide, around 5% go to the Middle East, and the vast majority of those in the GCC. According to international analysts, until 2009 the luxury segment will even rise by over 10% in the region, whereas globally it will decline.

The demand for luxury cars is now so high that many brands have waiting lists of up to one year. Some customers can’t wait that long and pay dealers extra fees to get a car from Europe and ship it to the Gulf. Hotels, many of whom are catering to high-end customers, are now also ordering luxury cars for their fleets. All this is exciting news for luxury car brands.

Since December 2007 Bugatti, owned by Volkswagen, has sold 15 of its $1.2 million 1,001-horsepower Veyron coupes in the UAE alone. Rolls Royce’s sales in the Middle East rose by 36% in 2006, making up 15% of its worldwide sales of around 800 cars.

Porsche celebrates the 5th year in a row of double-digit growth in the Middle East and Africa. Only eight years after opening the Porsche Middle East & Africa office, it became the fifth-largest Porsche subsidiary worldwide, after North America, Germany, the UK and Italy. The German car maker, whose current sales in the Gulf are around 3,800 units, expects a 20% increase. Of its models, the Cayenne SUV alone accounts for 75% of its sales in the GCC. According to Deesch Papke, Managing Director of Porsche Middle East & Africa FZE, “The market demands an extremely rich product mix that is certainly a specialty in our region. We sell more 911 Turbo than Boxster or 911 Coupe. There is a strong demand for very high exclusive equipment.”

The American brand Cadillac can look at a presence in the Middle East that goes back all the way to the 1920s. For a long time it had been the vehicle of choice for royalty, senior government officials and businessmen, thus generating a loyalty on which the brand could build and expand today. From 2001 to 2006, regional sales have doubled and reached 2,449 cars, making up almost 10% of Cadillac’s global sales. Figures to date for 2007 are showing a 35% increase over 2006.

The venerate British car maker, Bentley, has seen a staggering 1,000% growth over the past four years, yet now reached its global production capacity — just under 10,000 per year — and thus will over the next five years actually see its regional sales decline from a peak of 500 cars in 2006. This is part of an overall strategy to maintain exclusivity, yet necessitates a “re-training” of luxury car dealers to stop sneering at the used car market and convince customers that a “pre-owned” Bentley, of which there are 3,000 in the Middle East, might actually be something desirable. A significant target group in the UAE are expats as they are more likely to buy used cars than nationals.

The new kid on the block

In comparison with other brands, Maserati has made its entrance into the UAE market fairly recently, having been present only since 1998. But the local market quickly became important enough for the Italian car maker so that in 2004 it decided to stop managing the brand in the Gulf via intermediaries and in 2006 created a regional office in Dubai to be able to directly take care of the customers’ needs and wishes. In relation to its increase in global production and sales (from 5,500 cars in 2006 and 6,500 in 2007, the target for 2009 is 12,000 cars, the maximum production capacity), the brand’s regional numbers have risen even faster. After selling around 150 cars each year during 2004-05, this year Maserati expects to sell 400 cars, a 40% increase, and plans to raise that number by another 80% in 2008, thus pushing its market share in the luxury car segment from 6.5% to 10%. According to Umberto Cini, the brand’s area manager for Middle East and South Africa, Maserati’s ultimate aim is to “become the credible alternative to the mainstream players in the luxury segment, producing passionate and innovative 2-door and 4-door vehicles, focused on delivering market leading customer service.”

The luxury car sector does not only attract local buyers of vehicles, but also buyers of brands and assembly lines. In March 2007, Aston Martin, best-known as “makers of James Bond’s cars,” was bought off Ford for $925 million by a consortium mainly funded by two Kuwaiti investment houses, The Investment Dar (TID) and Adeem Investment. Initially, this is nothing but a regular investment in a promising brand. Certainly there are no plans in the GCC to produce cars en locale, like others in the region do — Iran, for example, is the world’s 16th-largest car manufacturer — and the local car industry will remain the realm of post-sale maintenance and augmentation. But Gulf participation in luxury brands might influence future design, or at least help brands to better target the wishes and needs of Gulf customers.

Influence on design

Since luxury car owners tend to be the most discerning of buyers, the luxury car brands pay extra-special attention to their potential clients’ wishes. Thus, Mercedes puts an emphasis on making its vehicles resistant against the specific local environmental conditions, such as sand and humidity. General Motors, owner of Cadillac, sent its vice-president for Global Product Design twice to the region in 2007. Phil Horton of BMW avers that “our design department is very interested in following Middle East trends with a view of developing special models, colors and trims.”

All luxury cars have elaborate customization programs, some of which, like Bentley’s Mulliner, go back over a century to the early history of the brand. Maserati introduced specific model versions and offers more than 4 million combinations of options. Mercedes has its Designo range and its performance division, Mercedes-AMG, has opened its own Performance Studio. Most high-end luxury cars are essentially tailor-made.

Competition

Despite so much money chasing a limited supply of luxury cars, there are too many brands represented in the markets to just sit back and wait for customers to sign their checks. Thus salesmen are coming up with their own unique ways to differentiate themselves from “the rest of the pack.” In the luxury segment, all cars are expected to have been built to highest quality standards and fulfill the most rigid international standards in terms of safety, so brands need to go further. In neighboring Saudi Arabia, Bentley is sending buyers on a two-day tour of the home factory in Manchester, where they can see how the cars are built. Umberto Cini of Maserati drives his brand’s strategy to attract buyers through exclusivity, but the Italian car maker has also responded to market demands by producing its first automatic transmission vehicle, the Quattroporte Automatica that saw its debut in early 2007 and will be joined, at the Middle East International Motor Show in Dubai in November, by the brand-new GranTurismo.

The German carmakers can, of course, count on their reputation for flawless engineering and ultimate reliability and are often building their image on these “Teutonic” qualities. Thus BMW, which in 2007 is selling 15,000 units throughout the Middle East and has just passed the 100,000-car-mark since opening a dedicated regional office in 1994, points out its superior technology and counts on “an ever increasing appetite for the highest level of technology safety and innovation.” Mercedes invites regional representatives to its car clinics and conducts hot weather testing for its models in the Middle East.

Cadillac, whose marketing manager, Melanie Maddux, acknowledges that “generally, European products are perceived as higher quality than other offerings in the market,” nevertheless avers that her brand has been using the distinctly American attitude that “the competitiveness of the segment benefits consumers who are able to find [a] better and better product.” And Maddux thinks that Cadillac “stacks up extremely well.”

Going Green?

One aspect of global car culture that has yet to make real inroads into the UAE and Middle East market is that of “greener” cars. With petrol being cheap and incomes high, there is no economic reason for local drivers to concern themselves with fuel efficiency and hybrid engines. However, local governments are increasingly taking environmental concerns into consideration. Dubai’s ruler has mandated that all new government buildings in the emirate “go green” and the overall government strategy aims for sustainable development, environmental protection and greener infrastructure. The emirate is also investigating hybrid public transport systems and Abu Dhabi is introducing cleaner diesel fuel. In June 2007 Dubai’s TECOM Investments launched enpark, a green energy and environment park project, which not only includes businesses, residences, and retail space based on sustainable development and clean energy, but also mandates that its inner area may only be accessed by cars that run on natural fuel. With projects like this, TECOM hopes to attract hybrid or biofuel cars to the UAE, for which, according to enpark’s director Ali Bin Towaih, there is already a market.

Although luxury cars are more associated with large engines and high outputs of power, and with it emissions, some of the high-end brands are actually leaders in green technology and see raising customer awareness for environmentally-friendly cars as part of their corporate social responsibility.

there is no economic reason for local drivers to concern

themselves with fuel efficiency

Porsche proudly points out that the world’s first hybrid car was developed and produced in 1900 by the company’s ancestor, Ferdinand Porsche and that today all its engines are able to run on a certain share of ethanol, the best-selling Cayenne up to 25%. BMW is looking forward to introduce its own technologies, like Efficient Dynamics, to the regional customers, waiting for an increase in customer awareness. Cadillac will present its Chevrolet Tahoe hybrid at the 9th Middle East International Motor Show in Dubai that will have a focus on energy diversity.

With the rapid increase in luxury cars, the UAE is now also facing a new problem, which so far was only known from news stories about Eastern Europe or movies like “Gone in 60 Seconds”: luxury car theft. In September 2007 the Abu Dhabi Police arrested a gang that had specialized in stealing luxury cars, especially 4x4s. The thieves were tech-savvy — being able to overcome the burglar alarms and then decoding the operation switches — and worked for foreign “buyers”. It remains to be seen if this problem becomes more serious. One thing is for certain: it will not deter potential buyers from getting the latest Porsche, Benz, or Bentley. Only now the brands might make sure to add Low-Jack to the basic options.

November 16, 2007 0 comments
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Since its first edition emerged on the newsstands in 1999, Executive Magazine has been dedicated to providing its readers with the most up-to-date local and regional business news. Executive is a monthly business magazine that offers readers in-depth analyses on the Lebanese world of commerce, covering all the major sectors – from banking, finance, and insurance to technology, tourism, hospitality, media, and retail.

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