Realising the Potential of the Outermost Regions for Sustainable Blue Growth

Realising the potential of the Outermost Regions for sustainable blue growth

ANNEX 5 TO THE FINAL REPORT THE BLUE ECONOMY IN MAYOTTE

Written by COGEA srl, in partnership with AND International, Fundación AZTI and Poseidon Aquatic Resources Management Ltd September – 2017

EUROPEAN COMMISSION Executive Agency for Small and Medium-sized Enterprises (EASME) Department A – COSME, H2020 SME and EMFF Unit A3 - EMFF

E-mail: [email protected]

European Commission B-1049 Brussels

Realising the potential of the Outermost Regions for sustainable blue growth

ANNEX 5 TO THE FINAL REPORT THE BLUE ECONOMY IN MAYOTTE

Executive Agency for Small and Medium-sized Enterprises (EASME) European Maritime and Fisheries Fund (EMFF) 2017 EUR [number] EN Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

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LEGAL NOTICE This document has been prepared for the European Commission however it reflects the views only of the authors, and the Commission cannot be held responsible for any use which may be made of the information contained therein. More information on the European Union is available on the Internet (http://www.europa.eu). Luxembourg: Publications Office of the European Union, 2017 ISBN 978-92-9202-283-9 doi: 10.2826/265481 © European Union, 2017

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Contents

Mapping economic activities ...... 1 1. Identification and mapping of economic activities ...... 1 2. Synergies and tensions between maritime activities ...... 17 3. Best practices and flagship projects ...... 20 4. Gap analysis ...... 24

Mapping actors and maritime strategies...... 29 5. Mapping public authorities ...... 29 6. Summary of existing maritime strategies ...... 31 7. Mapping main stakeholders ...... 35

Mapping Blue Growth and assessing the potential...... 36 8. Growth drivers and barriers ...... 36 9. Future potential for mature and pre-developing activities ...... 45 10. Investments opportunities ...... 53

Identifying public and private intervention ...... 54 11. Potential financial, legislative and non-legislative measures for stimulating growth ...... 54 12. Potential contribution to IMP and BG initiatives ...... 64 13. Conclusions on concrete measures by type and timeframe ...... 69

Roles and contributions to external initiatives ...... 88

List of interviewees ...... 89

Appendices ...... 90

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

List of acronyms

ADEME Agence de l'environnement et de la maîtrise de l'énergie - French Agency for the Environment and Energy Management AFD Agence française de développement – French Development Agency APET Activité principale exercée par un établissement – Main activity carried out by an establishment (INSEE nomenclature) Aquamay Association pour le développement de l’aQUAculture à MAYotte - Association for the development of aquaculture in MAYotte AV added value (acronym generally used: VA) CAGR Compound annual growth rate CDTM Comité départemental du tourisme de Mayotte – Mayotte Departmental Tourism Committee cf. Latin ‘confer’ meaning in the text ‘see also’ CFP Common Fisheries Policy COSME Competitiveness of Enterprises and Small and Medium-sized Enterprises CPER Contrat de plan État-Région - Plan contract State-Region CREDAU Centre de Recherche et d’Étude sur l’Aquaculture Ultra-marine - Center for Research and Study on Ultra-Marine Aquaculture CTE Coopération territoriale européenne - European territorial cooperation DADS Déclaration Annuelle de Données Sociales - Annual Declaration of Social Data (database used by INSEE) DMSOI Direction de la mer sud océan Indien - Direction of the South Indian Ocean DROM Département et région d’outre-mer (formerly DOM : département d’outre- mer) — French outermost regions for the EU EAFRD European Agricultural Fund for Rural Development EAM Ecole d’apprentissage maritime – Maritime traning school EC European Commission EDF European Development Fund (FED — fonds européen de développement in French) EEZ Exclusive Economic Zone EFF European Fisheries Fund EMFF European Maritime and Fisheries Fund (FEAMP in French) ERDF European Regional Development Fund ESF European Social Fund ESI European Structural and Investment EU European Union EVP see TUE FEDER Fonds européen de développement régional (see ERDF) FSE Fonds social européen (see ESF) GMSA Groupement du Service Militaire Adapté de Mayotte – Mayotte Adapted Military Service Group GVA Gross Value added H2020 Horizon 2020 — EU Research and Innovation programme over 7 years (2014 to 2020) i.e. ‘That is’ in latin (id est) IEDOM Institut d’Émission des Départements d’Outre-mer - Overseas Departments Note-Issuing Bank, delegation branch of the French Central Bank IEJ Initiative pour l'emploi des jeunes - see YEI Ifremer Institut français de recherche pour l’exploration de la mer - French marine research institute INSEE Institut national de la statistique et des études économiques - National Institute for Statistics and Economic Studies IOC Indian Ocean Commission IOTC Indian Ocean Tuna Commission

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

MCG Mayotte Channel Gateway SAS (private company) MPA Marine Protected Area MRE Marine Renewable Energy MW Megawatt NACE Nomenclature statistique des activités économiques dans la Communauté européenne - Statistical classification of economic activities in the European Community NASA (US) National Space Agency ONML Observatoire national de la mer et du littoral - National Observatory of the Sea and the Coast OP Operational Programme OR Outermost Region OT Overseas territory OTEC Ocean thermal energy conversion PCS Plan de compensation des surcoûts - Compensation plan for additional costs R&D Research and development RDI Research, development and innovation RFMO Regional fisheries management organisation RTG Rubber tyre gantry SGAR Secrétaire ou Secrétariat général aux affaires régionales - General Secretariat or Secretary for Regional Affairs (under the authority of the Préfet) SIEAM Syndicat Intercommunal d'Eau et d'Assainissement de Mayotte – Mayotte water supply and sanitation joint municipality association SMPMM Syndicat maritime des pêcheurs professionnels mahorais - Maritime trade union of mahorais professional fishermen SNAV Syndicat national des agences de voyage - National Union of Travel Agencies SNML Stratégie nationale pour la mer et le littoral - National Strategy for the Sea and the Coast SRDAM Schémas régionaux de développement de l'aquaculture marine - Regional schemes for the development of marine aquaculture SWAC Sea-water air conditioning TAAF Terres australes et antarctiques françaises - French Southern and Antarctic Territories TFEU Treaty on the Functioning of the European Union TUE Twenty-foot Equivalent Unit (EVP — équivalent Vingt Pieds in French) US(A) United States of America VA value added (see AV) VAT Value added tax VFR Visiting friends and relatives YEI Youth Employment Initiative

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Mapping economic activities 1. Identification and mapping of economic activities Figures by maritime sectors below are not available at the French Statistical Institute, INSEE, for the years below (2008 — 2015). INSEE is a public service that is independent from the French government. The Institute is a general directorate of the Ministry of Economy and Finance. INSEE has a local office in Mayotte under the coordination of the regional antenna in Réunion. INSEE has a statistical file on development in Mayotte covering data for the maritime sectors relevant to this study. The Institute is concerned with the volume and robustness of the available data in this file for the time being and will not be able to provide detailed data themselves for the searched NACE codes (INSEE Regional office — Réunion, comm., 22 August 2016). With regards to employment data, Mayotte has been introduced into the INSEE social database DADS (French abbreviation for Annual Declaration of Social Data) from 2011 but the data are not robust enough to be presented (INSEE Regional office, comm., 22 August and 26 September 2016). For instance, the absence of data in a specific searched NACE code from the query made by INSEE on behalf of the Consultant could not mean that there was no employee in the sector identified by this code (code of main activity APET in the French database, which is a nomenclature almost identical to the NACE code; for instance, NACE code ‘A 03.11 Marine fishing (production)’ is APET code ‘0311Z’). Within this specific situation, it has been agreed with the Commission and the consortium led by COGEA that identifying quantitative data and trends by maritime sectors in Mayotte will be carried using other sources than the National Statistical Institute (INSEE), including estimates and proxies too (EASME, comm., 8 August 2016).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Table 1 — Employment in marine and maritime activities Employment Mature (M) vs pre-develop.(P) Group Sectors activity 2012 2013 2014 Fisheries and 15 (aquaculture Living resources M but in difficulty aquaculture NA only) NA

Non-living Extraction of salt P (marginal) NA NA NA resources Desalination P (marginal) NA NA NA Maritime transport M NA NA NA Shipping Ports (including M dredging) NA NA 500 Shipbuilding Ship repair P (marginal) NA NA NA 682 (hosting and catering Coastal tourism M Tourism only) NA NA Cruise tourism P (marginal) NA NA NA Table 2 —Turnover of marine and maritime activities

Mature (M) vs pre- Turnover (EUR ‘000) Turnover CAGR Group Sectors develop.(P) activity 2010 2011 2012 2013 2014 2015 4 000 Living Fisheries and M but in difficulty (fisheries resources aquaculture NA NA NA only) NA NA NA

Non-living Extraction of salt P (marginal) NA NA NA NA NA NA NA resources Desalination P (marginal) NA NA NA NA NA NA NA Maritime transport M NA NA NA NA NA NA NA Shipping Ports (including 15 878 M dredging) NA NA NA NA NA (c) NA Shipbuilding Ship repair P (marginal) NA NA NA NA NA NA NA Coastal tourism M NA NA NA NA NA NA NA Tourism Cruise tourism P (marginal) 32 788 30 269 24 100 28 700 NA NA -4.3 (2010 - 2013) For both tables: A. Legend (): NA — not available, c — confidential data; B. Sources: Fisheries and aquaculture: estimate provided CPER 2015 — 2020; Port activities: Employment: estimate provided in CPER 2015 — 2020 and Turnover: turnover of Mayotte Channel Gateway; Tourism: 2012 and 2013 INSEE, 2010 and 2011 estimates based on INSEE study on tourism in 2013 (considered 100 % marine — not distinguishing coastal and cruise tourisms yet), employment in 2012: IEDOM (see text)

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

1.1 Fisheries and aquaculture 1.1.1 Overview Fishery Fishing in Mayotte consists mostly of industrial and artisanal fishing. The industrial fishing vessels do not land in Mayotte. With an annual estimated production (catch) between 2 000 and 2 500 tonnes of fish, for a turnover of about EUR 4 million, the coastal fishing industry remains small-scale and is run mostly by families (Contrat de Plan État Région — CPER — 2015-2020). The techniques and the boats are, for the majority, rather rudimentary. In 2014, the local fishing fleet consisted of 800 dugout canoes, 250 small fishing boats and five small modern longline vessels (less than 10 m) (Mayotte 2014 — 2020 plan to compensate for additional costs (1)). Around 160 t of fish were recorded as being caught annually by undecked boats in 2014 and 2015 (DMSOI data). It consists mainly of pelagic fish (tunas and swordfish) and reef fish (snapper and grouper). Also, Mahorais vessels of less than 15 m overall length are authorised to fish in the Exclusive Economic Zone (EEZ) of the Îles Glorieuses (arrêté n° 2014-137 of 21 October 2014, Official Journal of Terres australes et antarctiques françaises). A Mayotte Fleet Management Plan to develop the fishing fleet without public aid has been authorised by an exceptional derogation to the EU Treaty of Lisbson (2). Public aid to build new EU vessels is not authorised by the Common Fisheries Policy (CFP). The key issues in the sector are:  the difficulty in the monitor and record fishing activities of the artisanal fishing vessels, especially an important number of boats not conforming to safety standards (informal boats);  the presence of industrial tuna vessels, part of various distant water fishing fleets, is not accepted by local fishermen. They maintain that resources in the Mayotte waters should be prioritised for the local fleet targeting the same stocks. According to them, their fleet should be developed with additional support from the EU and by forbidding the access of the Mayotte waters to the distant water fishing fleet in compliance with the CFP by granting exclusivity to the local fleet within the 100-nautical mile zone from the shore (CFP Article 5 item 3 of the EU Regulation n° 1380/2013). Artisanal fishing is run by registered artisanal fishing boats (which are under EU standards) and by unofficial artisanal fishing boats (which are not under EU standards). The Marine Park of Mayotte is monitoring fishing activities in Mayotte waters through a co-funded fisheries information system — FIS (SIH in French). However, surveillance and records of the activities of the artisanal fishing boats, especially the informal ones, is difficult (Parc Marin de Mayotte and DMSOI, comm., August 2016). With an estimated population of 5 000 fishermen, the small boats use rudimentary and poorly diversified fishing techniques (palangrotte essentially). The volume of catch is estimated to be around hundreds of tons per year, much of which is devoted to local food needs. Longline and purse seine fishing in the economic exclusive zone A fleet of five small longliners based and registered in Mayotte operate in Mayotte waters. Catches represent about ten tonnes per year. They land their catch fresh on the

(1) http://www2.developpement-durable.gouv.fr/Approbation-du-programme,45747.html — 4. Annexes du PO / plans de compensation des surcoûts dans les Région ultrapériphériques, access : October 2016. (2) ‘By way of derogation […], France shall be authorised, until 31 December 2025, to introduce new [fishing] capacity without the withdrawal of an equivalent capacity for the various segments in Mayotte, as an outermost region within the meaning of Article 349 [TFEU] (hereinafter ‘Mayotte’ (European Court of Justice, December 2015).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

local market. They can operate far from the shore but due the conditions on board can be dangerous. Distant water industrial fishing is carried out by EU and non-EU purse seiners targeting tunas. Seychelles-flagged purse seiners operate through an EU — Seychelles agreement which is considered controversial for local fishermen (interviews, August 2016). The targeted species are tunas. They fish mostly on the north-eastern side of the Mayotte waters (local interviews, August 2016). The volume of catch in Mayotte waters by these vessels vary year per year due to the highly migratory nature of tunas but they regularly catch a few thousand tonnes per year. Also, a fleet of French purse seiners is registered in Mayotte but they do not land (or get repaired) in Mayotte due to the lack of supply chain facilities to do so (see the South West Indian Ocean sea basin annex on tuna fishing activities and their international management in the area). They are mostly based in Seychelles (Victoria) and land in Mauritius, Seychelles and Madagascar (see evaluations of potential Protocol to sustainable fisheries partnership agreements between the EU and Indian Ocean countries such as Madagascar, Comoros, Mauritius and Seychelles for additional details) (3). Land infrastructure There is no infrastructure dedicated to fishing activities in Mayotte. There are also few commercial structures conform to seafood safety standards. EU support to the sector From 2014, the rules of the CFP apply to Mayotte. Several measures regarding fishing and aquaculture sectors are in place through the 2014 — 2020 European Fund for Maritime and Fisheries Fund (EMFF) for up to EUR 3.05 million with a national contribution of EUR 1.65 million (CPER (4)), part of which is dedicated to investments in sustainable aquaculture (next section). European measures for compensation of additional costs for an EU outermost region (‘Plan de compensation des surcoûts’ — PCS), came into force retroactively from 1 January 2014 (Europe en France (5)). Moreover, the Prefectural Authority will soon adopt its regional plan for development of Mayotte Aquaculture (SRDAM (6)) setting a strategy and roadmap for the economic development of the aquaculture industry. To develop the aquaculture and fishing industries, the CPER will support the EMFF to support particular livestock diversification projects (subject to validation of the SRDAM), installation and assistance to new fish farmers, modernisation of the fishing fleet and related infrastructure. The sector will have to respect marketing channels, to adhere to the EU sanitary standards and be compatible with the rules of the CFP. Note: The EU outermost region receives additional public support to boost the local economic activities due to their insularity compared with other EU territories or French territories too, such as fiscal measures — absence of VAT in Mayotte for instance (7) -, specific custom rules and social measures (8).

(3) Available on DG MARE’s website under ‘studies’ (https://ec.europa.eu/fisheries/documentation/studies_en) or the EU bookshop (https://bookshop.europa.eu). (4) http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015-2020.pdf, access : Sept. 2016. (5)http://www.europe-en-france.gouv.fr/L-Europe-s-engage/Fonds-europeens-2014- 2020/Politique-de-la-peche-et-des-affaires-maritimes/FEAMP see ‘Mesure 70’, latest access: 24 May 2017. (6) Schémas régionaux de développement de l'aquaculture marine. (7) See the French finance directorate, ‘Direction générale des finances publiques’, France: for further details https://www.impots.gouv.fr/portail/professionnel/tva-sur-prestations-de-services- metropoledom, access : 17 March 2017 and http://www.collectivites- locales.gouv.fr/files/files/finances_locales/tva/Guide_TVA/guide_tva_annexe_3.pdf, access : March 2017. (8) LOI n° 2017-256 du 28 février 2017 de programmation relative à l'égalité réelle outre-mer et portant autres dispositions en matière sociale et économique :

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Aquaculture Mayotte used to rear 150t of drum fish (Umbrina spp.) per year. The production recently collapsed due to the bankruptcy of the local fingerling provider, the hatchery Aquamay — Association pour le développement de l’aQUAculture à MAYotte. To save the sector, the hatchery was purchased by the Conseil départemental in 2015 but the facility does not operate anymore. Solutions are tried to relaunch the sector by purchasing fingerlings outside Mayotte and, if possible, reactivate the hatchery (stakeholder consultation, August 2016 and press releases) (9). In terms of markets, about 60 % of the farmed fish were exported essentially to the EU mainly France and Italy representing about 60 t per year according to the ‘Plan de compensation des surcoûts’ — PCS (10). 1.1.2 Geographical distribution Fishery Purse seine fishing is carried out beyond the 24 nautical miles from the shore and mostly on the eastern side of Mayotte (11). Fishing by locals occurs in majority within the 12 nautical miles (see maps below from the Parc marin de Mayotte). Their vessels take the risk to fish beyond these limits but are not adapted to offshore sea conditions (based on consultations during the field mission). Figure 1 — Fishing and fish landing activities in Mayotte waters (lagoon), 2012

Source: Parc Naturel Marin de Mayotte, 2012 https://www.legifrance.gouv.fr/affichTexte.do?cidTexte=JORFTEXT000034103762&categorieLien=i d, access : 17 March 2017. (9) InfoKwezi, 18 May 2016 : http://www.linfokwezi.fr/laquaculture-en-danger-a-mayotte/ and 7 September 2015: http://www.linfokwezi.fr/sauver-la-filiere-aquacole-des-solutions-existent/ ; latest access: 17 March 2017. (10) See page 8 of the Plan in its version revfinale5 (available online5). (11) Judgment of the European Court of Justice (Grand Chamber) 15 December 2015 (*) (Actions for annulment — Regulation (EU) No 1385/2013 — Directive 2013/62/EU — Directive 2013/64/EU — Legal basis — Article 349 TFEU — Outermost regions of the European Union — Amendment of the status of Mayotte with regard to the European Union): http://curia.europa.eu/juris/document/document.jsf?text=&docid=172988&doclang=EN , latest access: 17 March 2017.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Figure 2 — Fishing activities in Mayotte waters (outside the lagoon), 2012

Source: Parc Naturel Marin de Mayotte, 2012 Aquaculture The drum fish hatchery is located in Koungou. It is not operating anymore — see previous section above. Site locations, before the collapse of the hatchery, are presented in the figure below extracted from a 2012 aquaculture study to develop marine fish farming in Mayotte presenting other potential sites for marine fish farming. Figure 3 — Fish farming activities in Mayotte waters (lagoon), 2012

Source: Parc Naturel Marin de Mayotte, 2012

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

1.1.3 Main socio-economic trends Fishery In Mayotte, the fisheries sector is still unstructured. The flotilla is to being upgraded to EU standards for the boats used by the majority of fishermen (‘Yamaha’ boats) do not meet them. Landing points are numerous, scattered all around the island and rarely equipped. Most fishermen sell their catch directly on the beaches to their fishing return without warranty of good sanitary conditions for consumers. The development of a structured fishing industry requires the establishment of professional organizations capable of bearing collective projects structuring of the sector. Currently there are no fisheries committee, this role was entrusted to the Chamber of Agriculture, Fisheries and Aquaculture of Mayotte (CAPAM) until 2019. There is a fishermen's union Mayotte which includes more than a hundred of ship-owners and fishermen: The Syndicat maritime des pêcheurs professionnels mahorais (SMPMM) represents the professional fishermen active and resident in Mayotte. Aquaculture Marine aquaculture is currently under a difficult situation without an operational local hatchery. Stakeholders with the support of the Conseil départemental try to recruit a new manager to run the hatchery (local interviews of stakeholders, the aquaculture sector represented about 15 jobs with a yearly production of 70 tonnes in 2013 while the sector reached a peak in 2003 (200 t) (CPER 2015 — 2020). 1.1.4 Preliminary findings on growth potential Fishery The structuring of the fisheries chain (supply, production, processing, marketing) could create employments for the island. Fishermen, however, will certainly be challenged by:  the extreme inadequacy of the catch means available to organize a profitable fishing activity off (training of seafarers, type of vessel, fishing gear, etc.);  strong regulatory constraints on the means of production currently requested, particularly due to delays in the compliance process of the existing fleet (reporting companies, ships and marine; medical traceability, etc.);  low profitability of the business that limits opportunities for investment and modernization;  implementation delay for the status of seafarers and no specific social system (ENIM);  difficult conditions in the fishing trade (low wages, harsh working conditions, undeclared work, etc.). The current economic situation of the island is not favourable. Investors are rare and collective infrastructure need to be structured by tailored projects. The establishment of collaborations with other sectors such as aquaculture, agriculture or tourism, presents a major challenge for the development of Mayotte. Aquaculture Potential to provide farmed fish produced in Mayotte waters again is in project. The feasibility of relaunching the sector could be based in providing fish outside the pelagic fishing seasons in Mayotte and to the export market (local interviews of stakeholders, August, 2016).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

1.2 Extraction of salt Salt extraction is made artisanally by a group of women along the Bandrélé mangrove in Mayotte. To improve their income and keep this activity alive, an eco-museum has been created with the support of the Bandrélé town (12). 1.2.1 Overview Salt is traded for the local market (mostly). 1.2.2 Geographical distribution The production is in Bandrélé mangrove. 1.2.3 Main socio-economic trends Marginal sector (artisanally made by a few number of women). 1.2.4 Preliminary findings on growth potential The production may remain artisanal with lack of investment interest to develop an industrial production or by conflict with other activities for new sites (real estate development).

1.3 Desalination 1.3.1 Overview Desalination is only for drinkable water production. It is a limited production (1 600m3/d) representing- 4 % of global water production (35 000 m3/d) (13). 1.3.2 Geographical distribution A small desalination unit exists in Pamandzi on Petite Terre (14). 1.3.3 Main socio-economic trends The production is carried out on behalf of the intercommunal association, Syndicat Intercommunal d'Eau et d'Assainissement de Mayotte (SIEAM) by a private company: SMAE (Société Mahoraise des Eaux). SMAE (15) is a subsidiary of the international group Vinci. The desalination activity started in 1997.

1.4 Maritime transport 1.4.1 Overview and geographical distribution Prior to the acquisition in 2015 of mobile cranes, gantry cranes, stacker and five specialized trailers for moving containers in port areas, almost all boats were dedicated for transhipment at/ from Port Louis (Mauritius) or, more recently Djibouti, then Mayotte was served by feeders (small container). Now, large ships may wish to stop in Mayotte. However, an expert report published in 2016 questions the sturdiness of certain port infrastructure including degradation dock No. 1 requiring the prefecture to take restrictive measures that could hamper the proper functioning of the business. The stevedoring and handling are provided by the Company Mayotte stevedoring, representation and Transit (SMART), a unique service, which employs one hundred dockers. The treatment of a ship is carried out in three or four days. Rates handling,

(12) http://www.ilemayotte.com/Guide-touristique/Reportages-Mayotte/Patrimoine-et- terroir/Surprenante-fabrication-du-sel-a-Bandrele, access: September 2016. (13) CPER 2015-2020 p11 http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015- 2020.pdf (14) http://www.mahoraisedeseaux.com/page/4, http://www.vincienvironnement.com/france/vce/VINCIEnvironnement.nsf/fr/intranet?OpenAgent&Niveau1=Traitem ent %20des %20Eaux&Niveau2=Traitement %20Eau %20Potable, access : September 2016. (15) The situation of the company — its turnover — is not available to the public.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

liberalized since 2007, are in the regional average, which is not the case for other port charges (pilotage, towage, fee, etc.), much higher in Mayotte where, for example, anchoring a feeder costs three times more expensive than Mauritius. Export flow is low consisting mainly of empty containers and personal belongings: +6 % of the maritime traffic from 2013 to 2014 (16)). Containers flow represents around 35 000 TUE/year and constant. It is based on transhipment from Mauritius or Réunion (Port des Galets) with ships which are on the CMA-CGM line NEMO (New Europe Mascarene Oceania). Passengers traffic is running mainly between Mayotte and Anjouan (Comoros). Several connections per week are possible. The fleet is managed by SGTM (17) operating four boats. Also, Service des Transports Maritimes (18) is a public service under the authority of the Conseil départemental de Mayotte. It works 24h/24 and 7d/7 to provide terrestrial continuity between Petite-Terre and Grande-Terre islands. Connections between Petite- Terre and Grande-Terre islands (2,6 km far) with maritime barges (19) occur several times per day (at least once per hour, in rush hours during daylight every thirty minutes). The cost is EUR 0.75 from Mamoudzou to Dzaoudzi and free the other way. More than 4 million people/year use this overcrowded connection to go from home to work. A third double deck vessel was launched in June 2014 to enhance global capacities of the connection in rush hours. The vessel was built in Mauritius (no ship building available in Mayotte). 1.4.2 Main socio-economic trends Global tonnage (import — export) is around 670 976t/year (2014) (IEDOM (20) — 2016). The tonnage handled at the Port of Mayotte increased by 66,5 % over the past decade since, according to customs services and numbers of the Harbour Board in 2004, more than 458.900t of cargo were handled (tonnage trans-shipment included). In 2014 (latest year available), the tonnage handled reached 763 853 tons (+ 5.4 % compared to 2013). Mayotte remains behind volumes observed in other overseas departments, as Reunion (4.3 million tonnes of cargo handled in 2014). The evolution of the tonnage handled in Mayotte is largely due to the importance of the activity of freight transit (trans-shipment). If the main activity remains focused on imports (49.9 % of the tonnage handled in 2014, including hydrocarbons), transit of goods, however, is booming: the tonnage transhipped represents 32.0 % of the total in 2014 against 4.3 % in 2008 (only 19 655t). The port of Longoni hosts transhipment containers often loaded chilled products from Madagascar or South Africa (shrimp, fruit and vegetables, etc.), awaiting ships to Europe or Asia. Transhipment activities were significantly reduced in 2014. 244 110t of cargo was transhipped (-18.6 % compared to 2013). However, the port professionals expect an increase of 200 % over five years. Marine exports are marginal (stable set at 6.0 % of tonnage in 2014), they consist mainly of empty containers referrals or personal belongings. Also, the number of traffic stops is recovering after seven successive years of decline (5,3 % in 2014). Under the direction of the Port, 159 commercial vessels called at Mayotte in 2014, against 151 in 2013. 1.4.3 Preliminary findings on growth potential Because of a lack of terrestrial urban transport and traffic congestion on current terrestrial roads, maritime urban transport is having large potential. The Conseil départemental de Mayotte launched a project in 2014 to be provided with 2 new vessels (capacity: 600 passengers — 28 vehicles) for which EU funds could be requested to support the project.

(16) http://www.iedom.fr/IMG/pdf/ra_2015_iedom_may.pdf, page 127 — access: Sept. 2016. (17) http://www.sgtm.com/fr/, access: September 2016. (18) http://www.cg976.fr/votre-departement/linstitution/les-services-administratifs/dgs/stm, access: September 2016. (19) The term ‘barge’ used locally is misleading. These ships which are over 20 m must comply with international safety standards (Director STM, August 2016). (20) http://www.iedom.fr/IMG/pdf/ra_2015_iedom_may.pdf

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

1.5 Ports including dredging 1.5.1 Overview and geographical distribution Port activities in Mayotte are located in different areas:  at the Longoni Port in North of Grande Terre for bulk and container activities;  at the port of Dzaoudzi (Petite Terre) is dedicated for passenger traffic, oil and fishing. In Mamoudzou, leisure yachting and maritime barges are present. SAS Mayotte Channel Gateway (MCG) is the manager of the port concession granted by the General Council in November 2013 for a period of 15 years. MCG aims to raise Longoni to a regional and sub-regional hub principally for freight and cruise. This requires substantial investment to provide solutions to the lack of platforms, surfaces and infrastructure dedicated to unloading, and to optimise the supply of port services and thus its competitiveness. At the Longoni Port, handled freight by CMA-CGM is said to represent 70 % of the total handled volume (France Mayotte Matin, n°1397 — 28 Sept. 2016 — p. 6). 1.5.2 Main socio-economic trends Port activities employs nearly 500 people mainly engaged in transhipment (nearly 50 % of port traffic is a transhipment traffic). Imports are mainly from Asia (35 %), Middle East (25 %), Europe (24 %), Indian Ocean (11 %) (21). Currently several crises shake the port actors and the port manager MCG in Longoni:  one is between MCG and the dockers from SMART, a Mahoran stevedoring, representation and forwarding agent company (22) due to their non-acceptance of the Port plan to work directly and in exclusivity with the maritime transport company, CMA-CGM from 1 January 2017. This action is said to cost 180 employment loss to the company SMART;  another one occurs between the forwarding agents and the MCG on outstanding payments of the use the rubber tyre gantry (RTG) cranes. Payment delays were authorised to importers with the support of the forwarding agents advancing the costs while MCG is now requesting payment within 20 days. The end of the authorisation may have consequence for the port economy and a drop in imports (France Mayotte Matin, n°1397 — 28 Sept. 2016). 1.5.3 Preliminary findings on growth potential In the short term, MCG plans to optimize its transhipment activities by having equipped the port in modern and efficient equipment (cranes, gantries) and adapt its infrastructure accordingly, to acquire light infrastructure host cruise passengers and to permit routing beaching between different coastal locations. The search for a land-sea multimodality is needed in an area consisting of two islands which a major part of urbanisation is located on shore. The CPER supported by the ERDF is planned to handle this issue by setting up maritime transport infrastructure (barges and means of short sea shipping between different sites of the two islands). The County Council, operator of the barge fleet, has a project to build ferry terminals. Within the CPER, EUR 23 million have been allocated over the period 2015-2020 (23).

(21) http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015-2020.pdf cf. p. 39. (22) http://www.smart-mamoudzou.fr/, access: September 2016. (23) http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015-2020.pdf.

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1.6 Ship repair 1.6.1 Overview Heavy ship building activities are absent in Mayotte. However, ship repair activities exist carried by STM. However, STM’s ship repair focus on maintaining its fleet of vessels for passengers and vehicles transport between Petite-Terre and Grande-Terre (see section 1.4). A company based at Longoni Port, SMS (Somarsal Marine Services) (24), used to carry out ship repair services as external services. Recently bought, these services are not available anymore. Also, there is a permanently saturated repair site on Petite Terre for leisure yachting. The site is owned by the port of Dzaoudzi-Mamoudzou. The port has delegated the site management for a temporary period (25) to a local yachting club association. 1.6.2 Geographical distribution The STM ship repair is located in Dzaoudzi. SMS is based at Longoni Port. The repair site for leisure yachting is based in Dzaoudzi (Petite Terre). 1.6.3 Main socio-economic trends The sector is currently marginal in terms of economic activities. 1.6.4 Preliminary findings on growth potential The development of the Longoni Port and, to some extent, leisure tourism, is likely to bring a local demand for ship repair. Ship repair services associated with repair services for leisure yachting are planned to be developed at the Longoni port (MCG Coastal tourism).

1.7 Coastal tourism 1.7.1 Overview Tourism is not well developed in Mayotte because of its lack of hosting capacities although the sector is under structural improvement with the support of the local tourism office, le Comité Départemental du Tourisme de Mayotte (26) (CDTM), created initially by the Conseil Général in 1987. The Conseil départementl (27), now exercises the jurisdiction of a Regional Council. In 2013, 70 hosting capacities (11 hotels, 7 touristic residences and 52 bed and break first). The global hosting capacities is 1108 beds (CDTM, 2013 (28)). It also lacks high European hotel standards (29): the maximum rank standards is 3 stars in Mayotte. Efforts were made in order to boost tourism such as an airport track extension in order to meet with bigger planes. The costs of flights are expensive because of a lack of flights offer. Since 2011, the hotel hosting capacities is decreasing due to a lack of touristic frequentation and local social conflict (IEDOM, 2015) (30). Main leisure activities for tourist are sun bathing, diving and leisure fishing. Whales observation is also a touristic attraction during austral winter (Tourism office). Tourism is

(24) http://www.pilotage.net/fr/services/reparations/reparations.html, access: 9 November 2016. (25) Autorisations d'occupation temporaire (AOT). (26) http://www.mayotte-tourisme.com, access: August 2016. (27) The Conseil general has been renamed Conseil départemental since 2015 following the 2013 territorial reform in France (cf. loi n° 2013-403). (28) http://www.entreprises.gouv.fr/files/files/directions_services/etudes-et-statistiques/stats- tourisme/memento/2013/2013-11-chap3-memento-tourisme.pdf (29) EU classification, further details: ESTABLISHMENTS WITHIN THE EU: http://ec.europa.eu/consumers/ecc/docs/hotel_establishment_classification_EU_en.pdf, access: 28 Sept. 2016. (30) IEDOM Note expresse n° 319 of March 2015 http://www.iedom.fr/IMG/pdf/ne319_eclairage_tourisme_mayotte.pdf

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an axis of development which is supported but a French fund co-funded by the State and the Region the Contrat de plan État — Région (CPER) 2015- 2020 (31). Leisure yachting (32) Prospective to develop leisure yachting is being investigated by local stakeholders (Director of STM, August 2016; see ship repair section too). 1.7.2 Geographical distribution Homogeneous distribution of the touristic attractions can be observed all around the island beaches. Leisure activities and small islands visits can be found on white sand islands (North and South). Hosting capacities are mainly located on the Eastern and Southern side. 1.7.3 Main socio-economic trends According to INSEE, 52.200 tourists were registered in 2013. It consists mainly of visiting friends and relatives — VFR — tourism. 52 % of them come from mainland. 55 % of the visits are for family and friends, 22.5 % for business, 22 % for leisure. Expenses of tourists during their stay represented EUR 29 million in 2013, which is 19 % more than in 2012 due to an increase both in the number of tourists and in their length of stay (INSEE (33)). According to IEDOM30, the hosting and catering branch, which is the main activity of the tourism sector, employs 682 people in 2012 in Mayotte, or 2.3 % of the total workforce employed. It represents 7.7 % of active companies registered with the Chamber of Commerce and Industry in 2013. Figure 4 — Tourism typologies 2008- 2013 (in French)

Source: extracted graph from INSEE, 201433 1.7.4 Preliminary findings on growth potential According to the Tourism committee, from 120 000 to 150 000 tourists per year are expected in 2020. To reach such a level, hosting capacities must be improved. Improvements would be based on better services quality and sustainable development to reduce environmental impacts at the shore and in the lagoon. it must be led at the same time with a global update of wasted waters system. Local authorities expect that tourism will be supported by its marine environmental patrimony, which is to be protected through the marine park management and by ecotourism.

(31) http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015-2020.pdf, access: 27 September 2016. (32) For instance, leisure for yacht renting (NACE code 77.21) and marinas (NACE code 93.12). (33) http://www.insee.fr/fr/themes/document.asp?reg_id=27&ref_id=21362, access: September 2016.

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1.8 Cruise tourism 1.8.1 Overview In 2008, about 6 000 cruise tourists were registered at Dzaoudzi port where cruise boats have a stop during their tour around the Indian ocean (Figure 5Error! Reference source not found. below). Since 2007, the number of cruise ships that stopped in Mayotte dropped steadily from below 40, which was a regular annual figure in the early 2000’s to 2 in 2013 (34). This decrease can be explained by piracy risks which have increased in the area according to the International Maritime Bureau (IMB (35)). Nevertheless, the number of piracy attacks have decreased since the beginning of the 2010 decade (COFREPECHE et al., 2015 (36)). Figure 5 — Number of cruise passengers

Source: Mayotte’s Port directorate (37) 1.8.2 Geographical distribution The stops of cruise tourists occur currently in Dzaoudzi. 1.8.3 Main socio-economic trends From 2000 to 2007, the number of cruise passengers stopping at Mayotte was about 7 000 to 8 000 a year. 1 000 cruise tourists were recorded in 2013. 1.8.4 Preliminary findings on growth potential With piracy attacks decreasing, the sea basin offer shows potential. Although cruise tourism has decreased since 2008 in Mayotte, the sea basin offer may provide opportunities for additional stops in Mayotte by communicating on the amazing biodiversity of Mayotte (lagoon, turtles, whales, mangroves), ancillary services (health infrastructure and workforce with or near EU standards) and improving port, port services and accommodations (see coastal tourism above). The Longoni port is planning to develop cruise tourism focusing on eco-tourism activities when cruise tourists will stop in Mayotte and by investing 10.5 million euros to reach 40 stops in 2020 and 50 in 2025 (extract of a recent Mayotte Channel Gateway presentation of the Longoni port development project, estimate date: 2016).

1.9 Other non-economic activities Below are presented maritime activities that are not carried out at commercial level either because they are operated at research and development level only or are public driven activities (maritime protection, maritime surveillance, research and education).

(34) Annual statistics from the Mayotte Port Directorate, especially 2007, 2008 and 2013: http://www.cg976.fr/services-en-ligne/ressources-documentaires/les-statistiques-portuaires , latest access: 22 May 2017. (35) https://www.icc-ccs.org/icc/imb, access: September 2016. (36) Same lead writer. (37) From IEDOM: http://www.iedom.fr/IMG/pdf/ne319_eclairage_tourisme_mayotte.pdf, see page 3.

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Some other maritime sectors, even if not currently existing or marginal, are presented in this section having been considered relevant to be reminded by consulted local stakeholders. 1.9.1 Marine renewable energies

1.9.1.1 Overview Mayotte is highly dependent to fossil sources for its energetic production (78.1 MW in 2013) (38). Its geographic position implying a local production, the major axis of renewable energy development is based on solar energy (13.2 MW power production (2012) — 5.7 % energetic production). The 2014 — 2020 ERDF-ESF operational programme for Mayotte plans to support renewable energy however specific MRE development is not mentioned in the Plan (39). AFD has also supported the energy sector by increasing the production capacity of the power plant in Longoni (2011 — 2014 project) (40). A recent study conducted by the French Agency for the Environment and Energy Management (ADEME) on assessing the potential of wave energy concluded that wave energy was still financially unsustainable in Mayotte although having a potential and recommended launching commercial applications of a) heat marine energy for seaweater air conditioning (SWAC) and b) thermal energy conversion (Ocean TEC, OTEC), by a pilot project first for the latter technology. (ADEME, 2015) (41).

1.9.1.2 Preliminary findings on growth potential Heat marine energy (SWAC), offshore and in shore wind energy or hydrokinetic energy (in lagoon pass) could present opportunity of development to supply energetic demand (CPER 2015 — 2020). Exploitation of marine renewable energies would however need to be achieved without impacting the Marine Park of Mayotte.

1.9.2 Marine protection — the Parc Marin de Mayotte

1.9.2.1 Overview Created in December 2010, the Parc marin de Mayotte covers 68 381 km2. It is the first marine protected area created in French overseas territories. Commercial fishing is authorised in the Park. The Park is managed by a public establishment, the Agence des aires marines protégées under the aegis of the Ministry of the Environment, the Energy and the Sea (Agence des aires marines protégées (42)). Different types of marine protected areas are located in its perimeter such as the reserve naturelle of M’bouzi: 142 ha including 60 ha at sea with a 140ha extension project. A management plan was adopted in 2013 for 15 years (43). The main issue is telluric pollution impact in the lagoon (lack or weakness of wasted waters treatment capacities) which is linked with a highly increasing population. Also, surveillance and protection capacities are limited within the area. Surveillance and marine protections are supported by EU funds.

(38) http://www.electricitedemayotte.com/edm/. (39) http://www.mayotte.pref.gouv.fr/content/download/2701/16724/file/AXE %204- %20OS11.pdf, access: 20 September 2016. (40) AFD, http://carte.afd.fr/afd/fr/projet/renforcer-les-capacites-de-production-de-la-principale- centrale-electrique-de-mayotte, access: September 2016. (41) ADEME, Etude de potentiel hydrolien à Mayotte. 32 pages. Carried out by Hydro-Gen and Energie de la Lune. (42) http://www.aires-marines.fr/, access: September 2016. (43) http://www.aires-marines.fr/L-Agence/Organisation/Parcs-naturels- marins/mayotte/Documents/Plan-de-gestion-du-Parc-naturel-marin-de-Mayotte , access: Sept. 2016.

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1.9.2.2 Geographical distribution The Parc marin de Mayotte covers all French sovereignty waters: the lagoon and the EEZ (68 381 km2). 1.9.3 Maritime and coastal security and surveillance to protect the marine environment (public activities)

1.9.3.1 Overview In Mayotte, the main surveillance and security issue is to cope with illegal migration from Comoros and Madagascar Islands. With 212 600 inhabitants (2016) and 40 % of foreigners, Mayotte is under high immigration pressure from its neighbour islands. As a consequence, health care system is under saturation, schools are overcrowded and communitarian tensions are increasing. In 2015, 18 000 people were accompanied back to the border. As all the maritime space in the region, there is an issue with fishing control but also piracy attacks. To manage all these issues, the size of the area and the lack of naval capacities, satellite observation is used for fishing surveillance. The creation of the Parc marin de Mayotte enhances the need of additional capacities to monitor not only the marine ecosystem but also the activities to reduce environmental impacts. In June 2016, a global plan (44) for security and fight against illegal immigration was adopted by the French government. It includes different dedicated measures in order to enhance the effectiveness of the maritime surveillance (radar coverage and detection efficiency) but also the naval capacities for interception.

1.9.3.2 Preliminary findings on growth potential Illegal immigration is likely to remain an issue due to the increasing economic gap between Mayotte, Comoros or Madagascar. Environmental and fisheries surveillance is to be increased as recommended by the Parc marin de Mayotte (cf. its management plan) and the public maritime surveillance services (DMSOI, Mayotte, comm., August 2016).

1.9.4 Research, development and knowledge share

1.9.4.1 Overview There is no dedicated structure for scientists in Mayotte. Research activity per se is not developed (Consultant findings).

1.9.4.2 Preliminary findings on growth potential Local authorities wish to develop a beacon of excellence (45) for maritime issues (tropical marine ecosystem protection). A research centre for overseas aquaculture (Centre de Recherche et d’Étude sur l’Aquaculture Ultra-marine (CREDAU)) could be created with Ifremer’s involvement. It is to be supported thanks to CPER 2015-2020 (46) for EUR 5 million.

1.9.5 Training and education

1.9.5.1 Overview Mayotte university was created in 2011. A s a young structure, it is under development. No dedicated topic for maritime issue has been identified. For the time being, local students who are interested in this area must leave Mayotte. Professional trainings in

(44) Plan global de sécurité, de prévention de la délinquance et de lutte contre l’immigration clandestine pour Mayotte. (45) In French : pôle d’excellence marine. (46) Thématique 4 : http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015-2020.pdf.

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aquaculture are provided under the umbrella of the military service in Mayotte (Groupement du Service Militaire Adapté de Mayotte -GMSA) as a social mission. Ecole d’apprentissage maritime (EAM) de Mayotte is an apprenticeship school, in which maritime jobs for navigation and fishing are proposed for initial and permanent training.

1.9.5.2 Preliminary findings on growth potential The development of university sectors in marine ecology is expected with a close relationship with professional training regarding the marine environmental issue which is enhanced with the Parc marin de Mayotte. The GMSA training should be extended to marine environmental monitoring and management in close relationships with Parc marin de Mayotte and EAM. Such training could be opened to students from sea basin (Comoros, Réunion and Madagascar). Punctual training to improve locals to better business management within and beyond the maritime sectors is needed (Marine Park, comm., August 2016).

1.9.6 Blue biotechnology Potential expectation exists regarding marine biotechnology in the lagoon. However, it is not a declared priority of territorial development by the public authorities for the time being.

1.9.7 Extraction of aggregates Sand extraction was intensive between 1975 and 1985. It is forbidden since 1982 (47). Sand extraction is indeed environmentally sensitive for the lagoon ecosystem. 1.10 Possible impacts of climate change in Mayotte (48) The EU Climate Change Adaptation Strategy (49) was adopted in 2013; and recognises that the EU Outermost Regions (OR) are more vulnerable to the impacts of climate change than other EU territories. Flooding due to sea level rise has already occurred. It is likely to continue to damage Mayotte’s ecosystems and infrastructure. Rising sea levels, likely up to 60 cm by 2100, caused by climate change will damage beaches and threaten Mayotte’s flora and fauna too. Fisheries and tourism, especially eco-tourism, is forecast to be impacted. The main challenges are therefore to minimise the climate change impacts by protecting the biodiversity being an important asset for the Mayotte economy and coastal infrastructure (50).

(47) Arrêté préfectoral n° 698- 9 November 1982. (48) European Commission, 2014, The economic impact of climate change and adaptation in the Outermost Regions, http://ec.europa.eu/regional_policy/sources/activity/outermost/doc/impact_climate_change_en.pdf . (49) http://climate-adapt.eea.europa.eu/eu-adaptation-policy/strategy (50) European Commission, 2014, The economic impact of climate change and adaptation in the Outermost Regions, http://ec.europa.eu/regional_policy/sources/activity/outermost/doc/impact_climate_change_en.pdf

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2. Synergies and tensions between maritime activities The table below reports synergies and tensions of each activity with other maritime activities and which are the contribution to sustainable Blue growth Synergies Conflicts Contribution to Group Sector with other with other maritime sustainable growth maritime activities activities Pesca-tourism and coastal tourism. Eco-tourism in case of Living Fisheries and Fishing communities weak integrated Sustainable fishing resources aquaculture can diversify their management of the income by (pesca- two sectors. tourism). Tourism (artisanal production). The current salt Extraction of Employment (at low production in ponds Land salt level) is artisanal and Non- supported by public living funds for ecotourism. resources Sustainable water resources: availability of freshwater Desalination None identified None identified reducing pressure on natural freshwater sources. Urban transport. Maritime transport Potential conflict on can serve to eco-tourism and transport goods and fisheries in Mayotte Maritime passengers between waters in case of Local employment at transport different towns in weak integrated the port Mayotte enabling to management of the reduce traffic road different maritime Shipping congestions (an issue sectors. in Mayotte). Port services are None except in case Integrated growth of necessary for all of weak integrated the blue economy for Ports sectors needing port management of the port activities, (including facilities to operate: different maritime maritime transport, dredging) maritime transport, sectors using the port cruise tourism, ship cruise tourism, ship infrastructure and repair and fisheries. repair, fisheries. services. Ship repair services, Integrated growth of at least light ship the blue economy for repair ones, are port activities necessary for all (possibility of Ship Ship repair sectors needing ship None identified attracting ships to building repair to operate in some extent), Mayotte: cruise maritime transport, tourism, fisheries, cruise tourism, ship maritime transport. repair and fisheries. Fisheries (pesca- Non-economic tourism), cruise Coastal maritime activity: Integrated growth of tourism (see the tourism protection of marine the blue economy. sector ‘fisheries and resources. aquaculture’ above). Coastal tourism Tourism benefits from cruise Maritime sectors Integrated growth of tourism when cruise using the port such as Cruise the local economy passengers stop and fisheries in terms of tourism (value-addition within carry out leisure availability for port Mayotte). activities outside the space. cruise ship.

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Synergies Conflicts Contribution to Group Sector with other with other maritime sustainable growth maritime activities activities Sustainable development of the Fisheries and coastal fisheries sector, tourism beneficiate maritime transport Maritime from maritime and coastal tourism surveillance surveillance by None identified by fighting illegal and security environmental fishing and Non- protection of the immigration and economic marine biodiversity. protecting lives at activities sea. (public) Fisheries and (51) Research on aquaculture (in case the of risk of setting up Sustainable Environmental environment no fishing and development of protection: tourism, and aquaculture zones in exploited living fisheries (resources). environmental a marine protected resources. protection area, not the case currently). 2.1.1 Synoptic view of legislative, non-legislative and financial synergies and tensions among maritime activities The following table reports a synoptic view of main synergies and tensions grouping them under legislative, non-legislative and financial frames Synergies with other maritime activities ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL Tourism, maritime transport, and ports: Tourism: pesca-  protection of the tourism investment marine (public and private) environment by Port development: marine protected Blue biotechnologies: public and private Fisheries and areas and use of fishery by- investment in aquaculture maritime spatial products. infrastructure for fish planning; landings and first  maritime sales/processing surveillance: Blue biotechnology: surveillance R&D in fishery against piracy and products valorisation. illegal fishing. Environmental Tourism: eco-tourism Extraction of salt protection: legal development. exploitation. Desalination None identified None identified None identified Ports, cruise tourism, maritime surveillance: Port development: legal application for Fisheries and tourism: public and private environmental Maritime transport trade of goods and investment in maritime protection, port transport of persons. transport management and development. maritime safety and security. Sectors using the Integrated Integrated ports such as fisheries, development of sectors development of sectors Ports (including cruise tourism, using the ports such as using the ports such as dredging) maritime transport fisheries, cruise fisheries, cruise and ship repair: tourism, ship repair tourism, ship repair

(51) Non-economic activities are presented here due to the importance of these maritime activities in Mayotte.

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Synergies with other maritime activities ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL protection of the and maritime and maritime environment and transport: integrated transport: public and maritime and coastal planning information private investment. spatial planning exchange and framework. stakeholder consultations The integrated development of sectors Integrated need ship repair development of sectors Port management : services for instance needing ship repair environmental for fisheries, cruise services such as Ship repair protection for pollution tourism, and maritime fisheries, cruise reduction. transport: planning, tourism, and maritime information exchange transport: public and and stakeholder private investment. consultations Maritime sector partnership agreements between the following sectors: Fisheries:  fisheries: Coastal tourism environmental ecotourism protection. development;  cruise tourism: attracting cruise tourists to coastal activities. Environmental Coastal tourism: protection: pollution attracting cruise Cruise tourism reduction and tourists to coastal environmental impacts activities. reduction.

Conflicts with other maritime activities ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL Fisheries and No major conflicts aquaculture identified No major conflicts Extraction of salt identified No major conflicts Desalination identified No major conflicts Maritime transport identified Ports (including No major conflicts dredging) identified No major conflicts Ship repair identified No major conflicts Coastal tourism identified Conflict risk: cruise tourism is growing. Maritime sectors using port services (quays), in particular maritime Cruise tourism transport, ought to cooperate or to find mechanism with the port management authorities to develop

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Conflicts with other maritime activities ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL the port to operate in the Longoni port without conflicts or with the minimum level of conflicts. The project to develop the Longoni port may reduce this conflict of users in the future. In the short term, in case of conflicts, short term solutions would need to be found by the port management authorities with the port users for the cruise tourism to be allowed to expand without any barrier for growth.

3. Best practices and flagship projects Mayotte became an outermost region recently (2014). Best practices and flagship projects listed below show the importance of the support made by the French State to develop Mayotte up to its integration to the EU. Some projects are on-going but relevant to mention — as flagship ones — to introduce the recommended actions and measures proposed within this study.

1. Name of the practice: Grenelle de la Mer, February to July 2009 — stakeholder meetings to draft a national blue growth policy. Objectives: Sustainable and integrated development of the maritime sectors in France including its overseas territories by maritime basins. Results achieved: triggered the development and the publication of:  a national strategy for blue growth (‘Livre bleu — Stratégie nationale pour la mer et les océans’, December 2009);  a regional strategy of blue growth for the Indian Ocean to contribute to the sustainable development of the French territories in the sea basin (‘Livre Bleu — Sud Océan Indien’);  a legal framework defining the IMP structure (national and sea basin strategy approach) (Loi n° 2010-788 du 12 juillet 2010 portant engagement national pour l'environnement);  development of Sea Basin Maritime councils, in the Indian Ocean created in March 2016;  a blue economy law in force in France since June 2016 (Loi n° 2016- 816 du 20 juin 2016 pour l'économie bleue);  a National blue growth strategy adopted in France in February 2017 (published in the French official journal). Reasons for considering it as best practice project: event of reference that set the national framework to set up, and in a near future, implement a blue growth strategy in France by sea basins; that is in the Indian Ocean Sea Basin based on the Livre Bleu — Sud Océan.

2. Name of the project: Developing the trade and transit of goods capacity of the commercial port of Mayotte. Objectives: Increase the capacity of goods transit in the commercial port.

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Results achieved: First investments achieved. New investments with public fund supports: application for public support (ERDF) submitted by the port managing authority Mayotte Channel Gateway recently approved at the end of 2016. Reasons for considering it as flagship project: flagship as being a key sector for blue economy growth in Mayotte and targeting development of goods import, which is a need in Mayotte.

3. Name of the project/ practice: call for projects regarding sustainable tourism in Mayotte within the ERDF operational programme. Objectives: to develop sustainable tourism in Mayotte in view of economic development of the French territory. Results achieved: initiating call for projects Reasons for considering it as best practice: pluriannual programme of projects to develop tourism in Mayotte.

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3.1 Best practices and flagship projects details Table 3 — Best practices and flagship projects for maritime activities Other Maritime Name of the Leading subjects/ Programming Timing sectors Budget Website project/ practice actor(s) stakeholders document involved involved Best practice: Latest outcome that Grenelle de la Mer, could be considered http://www.vie- 10 and 15 July Public and triggered by the French From Cross- publique.fr/actualite/dossier/grenelle- 2009 — stakeholder private Not applicable Grenelle de la Mer: State 2009 sectoral mer/grenelle-mer-vers-renouveau- meetings to draft a stakeholders. national strategy for politique-maritime.html. national blue the sea and the coast, growth policy. February 2017 (52). Co-funded by the French Development Agency AFD, the Flagship project: Banque française March developing the commerciale océan 2015 — trade and transit of Not identified Indien (BFCOI), the MCG 2022 (7 Ports EUR 4 800 000 http://www.mcg-mayotte.com/. goods capacity of yet. Banque de la Réunion years) – the commercial port and the Société de ongoing. of Mayotte. financement pour le développement de la Réunion (SOFIDER) (53). Good practice: call The French A total of ERDF operational for projects Department EUR 1 800 000 Préfecture de Mayotte — page 2014- programme 2014 — regarding The IEB Council, the Tourism to be divided dedicated to the ERDF programme 2020. 2020 in Mayotte (for sustainable tourism DRFIP, the between (54). instance). in Mayotte. UTM-DMSOI. projects.

(52) Légifrance: https://www.legifrance.gouv.fr/affichCode.do?idSectionTA=LEGISCTA000025373664&cidTexte=LEGITEXT000006074220&dateTexte=20150109, access : 9 March 2017. (53) http://carte.afd.fr/afd/fr/projet/developper-la-capacite-dechange-et-de-transit-de-marchandises-du-port-de-commerce-de-mayotte, access: September 2016. (54) http://www.europe-a-mayotte.fr/production/wp-content/uploads/2016/02/PO-VF.pdf, access: October 2016.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Table 4 — Flagship projects in non-maritime economic activities (additional information) Maritime Name of the Other subjects/ Programming Leading actor(s) Timing sectors Budget Website project/ practice stakeholders involved document involved EDF agency plus Preserving Non-maritime AFD and the Since Parc naturel biodiversity of National Marine Park in economic Conseil March 3 850 000 AFD (55) marin de Mayotte and Mayotte, TAAF. activity: marine départemental of 2015. Mayotte (56). Scattered Islands. protection. Mayotte. The National Inhabitants of the Non-maritime Project of Marine Park of National Marine considered region (elected Since economic Not See website sustainable octopus Mayotte Park of Mayotte. representatives and 2015. activity: Marine identified above (57). fishing. coordinates the fishermen). protection. project. Multiple actors including the General Council of Biodiversity strategy Marine Mayotte, the National From The IUCN for sustainable IUCN French protection, Not IUCN website Marine Park of Mayotte, 2013 to coordinates the development of Committee. fisheries and identified (58). the Chamber of 2020. strategy. Mayotte. aquaculture Agriculture, Fisheries and Aquaculture of Mayotte. Providing a new patrol vessel to the DMSOI (the public Marine agency in charge of protection – EMFF source DMSOI maritime Préfecture (EMFF under integrated (DMSOI, website (see DMSOI — EMFF operational surveillance in the responsibility of the 2016. maritime comm, public Mayotte. programme. Mayotte). French State). surveillance August stakeholder especially 2016). chapter) (59). Expected length fisheries. (overall): about 11 m.

(55) http://carte.afd.fr/afd/fr/projet/preserver-la-biodiversite-de-mayotte-et-des-iles-eparses, access: September 2016. (56) http://www.aires-marines.fr/L-Agence/Organisation/Parcs-naturels-marins/mayotte, access: October 2016. (57) Press release : ‘Lancement du projet-pilote pour une pêche durable du poulpe à Mbouanatsa’, September 2016. (58) http://uicn.fr/mayotte-vers-une-strategie-biodiversite-pour-le-developpement-durable/, access: October 2016. (59) See also the press release: France TV info, 30 September 2016: http://la1ere.francetvinfo.fr/mayotte/bientot-un-patrouilleur-contre-l-immigration- cladestine-402159.html. Access: October 2016.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

4. Gap analysis In this section, each maritime activity has been analysed in order to identify ‘what is missing for a sustainable Blue Growth’ in terms of ‘Human resources skills’, ‘Infrastructures’, ‘Research’ and ‘Data’.

 Fisheries Human Insufficient level of qualification of the fishermen: understanding of business resources management, fisheries management and safety at sea required. skills

Lack of specific infrastructure dedicated to fishing activities. Fishing fleet Longliner fleet: limited radius to operate. There is a management plan to develop a longliner fleet but the fleet expected to be built will enter in direct competition with the distant water tuna fishing fleet — purse seiners — currently operating in the Mayotte waters. Although Mayotte stakeholders have been authorised to modernise their longline Infrastructures fishing fleet by building a couple of new boats, there is a lack of private investment to modernise the longline fishing fleet Informal boats, that is boats which are to progressively conform to EU safety standards and more difficult to monitor, are creating unfair competition for the vessels operating formally to reach the local market. The situation is planned to be solved by upgrading the informal boats to the required safety standards Remark: fishing is highly dependent to fuel. Fish aggregating devices have been set around Mayotte to minimise fuel costs.

Lack of data on the informal fishing boats in the FIS managed by the Marine Park Research (Marine Park, comm., August 2016).

Cross sectoral gap: Lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

 Aquaculture Human Aquaculture technicians are not available in Mayotte. Their recruitment is resources achieved by hiring expatriates who do not stay in Mayotte in the long term. Local skills veterinary skills is also an issue for urgent veterinary issues (60).

Infrastructures Local hatchery under bankruptcy (current situation).

Research No information available.

Data No information available.

 Extraction of salt Human No gap identified — the production is artisanal and for eco-tourism (the situation resources is likely to remains as it stands). skills

Infrastructures See line above.

Research No gap identified.

Data No gap identified.

60 For instance, see the ‘Plan de compensation des surcoûts 2014-2020’ (pages 33 and 37): aquaculture stakeholders used to pay for an annual visit of a veterinarian but these costs were considered negligible and do not respond to emergency issues.

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 Desalination Human resources None identified. skills

Desalination is still high in production costs to provide freshwater at affordable Infrastructures prices.

Research No gap identified.

Cross sectoral gap: lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

 Maritime transport Human resources Related to port development gaps. skills

Port infrastructures in Mayotte still in development to respond to the natural Infrastructures demand by demography growth to finally meet the full potential of maritime transport.

Research No gap identified.

Cross sectoral gap: Lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

 Port Training accessibility: non-EU citizen trainers required by the Port Management Authority of Longoni to train staff are having difficulties to access Mayotte easily Human by strict visa requirements especially Cross-sectoral: training — to facilitate visa resources skills accession for non-EU citizen trainers, most especially for ‘unplanned’ or urgent business trip — called locally ‘voyage minute’ (Mayotte Channel Gateway, comm., October 2016).

Infrastructures still in development. Mayotte having become an EU outermost region recently, the adaptation of the Infrastructures port infrastructures to be developed to EU and national norms is slowing down the rapid development of the Longoni port (Mayotte Channel Gateway, comm., October 2016).

Research No gap identified.

Cross sectoral gap: Lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

 Ship repair Human Leisure yachting repair is currently carried out artisanally. Weak professionalism resources of the leisure yachting repair site. skills

Absence or low presence of adapted infrastructures (planned to be developed in Infrastructures the Longoni port development with EU funds).

Research No gap identified.

Cross sectoral gap: Lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Coastal tourism Human Tourism staff: weak professional skills to attract tourism (language skill gaps resources especially). skills

Infrastructures Accomodation: weak qualities and diversity of offer and location.

Research No gap identified.

Cross sectoral gap: Lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

 Cruise tourism Human See coastal tourism. resources skills

Curently, lack of suitable cruise tourism infrastructure, at a minimum to create a sustainable demand; integrated development of the tourism sector necessary Infrastructures (within the tourism sector and with other maritime sector using the port facilities and services).

Research No gap identified.

Cross sectoral gap: Lack of robust economic data on the maritime sector on Data several years to be used for decision makers (INSEE, comm., August 2016).

 Non-economic activities: Maritime surveillance including fisheries surveillance Staff turnover in the Direction de la Mer Sud Océan Indien (DMSOI) : the DMSOI local office sees recruited staff being local or from mainland France Human resources regularly leaving (due to the unattractiveness for the staff to stay in the skills long term in Mayotte). This situation creates difficulties to keep experienced staff having a deep knowledge and understanding of the maritime sectors to carry out maritime surveillance activities effectively.

Patrol vessels: well-equipped (financially supported by acquisition of a new Infrastructures/fleet patrol vessel) but there is a risk of lacking enough consumables (fuel) for regular sea missions.

Research Lack of dedicated structure dealing with maritime issues.

Data No information available.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

4.1 Synoptic view on the gaps identified The following table reports a synoptic view of main gaps identified grouping them by ‘legislative’, ‘non-legislative’ and ‘financial’ gaps. ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL  Tuna longliners: limited radius to operate.  Unfair market competition between informal boats and similar boats complying with safety standards (to be solved by upgrading the informal boats). Lack of private  Insufficient level of qualification of the fishermen: Fisheries - investment to modernise understanding of business management, fisheries management the longline fishing fleet. and safety at sea required.  Lack of robust economic data on the maritime sector on several years to be used for decision makers (INSEE, comm., August 2016). Aquaculture technicians are not available in Mayotte. Their Aquaculture - recruitment is achieved by hiring expatriates who do not stay in - Mayotte in the long term. Extraction of - - - salt  Desalination is still high in production costs to provide freshwater at affordable prices. Desalination -  Cross sectoral gap: lack of robust economic data on the sector - on several years to be used for decision makers (INSEE, comm., August 2016).  Port infrastructures in Mayotte still in development to respond to the natural demand by demography growth to finally meet Maritime the full potential of maritime transport. - - transport  Lack of robust economic data on the maritime sector on several years to be used for decision makers (INSEE, comm., August 2016).  Mayotte having become an EU outermost region recently, the  Port infrastructures in Mayotte still in development to respond adaptation of the port to the natural demand by demography growth to finally meet infrastructures to be developed to the full potential of the sector Port EU and national norms is slowing -  Lack of robust economic data on the maritime sector on several down the rapid development of the years to be used for decision makers (INSEE, comm., August Longoni port (Mayotte Channel 2016). Gateway, comm., October 2016).  Training accessibility: non-EU citizen

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ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL trainers required by the Port Management Authority of Longoni to train staff are having difficulties to access Mayotte easily by strict visa requirements (Mayotte Channel Gateway, comm., October 2016).  Leisure yachting repair is currently carried out artisanally. Weak professionalism of the leisure yachting repair site. Ship repair - -  Lack of robust economic data on the sector on several years to be used for decision makers (INSEE, comm., August 2016).  Tourism staff: weak professional skills to attract tourism (language skill gaps especially).  Lack of robust economic data on the maritime sector on several Coastal years to be used for decision makers (INSEE, comm., August - tourism 2016)  Accommodation: weak qualities and diversity of offer and location (current accommodation facilities are in main towns for the moment).  Current lack of suitable cruise tourism infrastructure (the situation is about to change by the second development phase of the Longoni Port with public support). Cruise tourism -  Lack of robust economic data on the maritime sector on several years to be used for decision makers (INSEE, comm., August 2016).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Mapping actors and maritime strategies 5. Mapping public authorities Table 5 — Public authorities surveyed in Mayotte OR/sea Name of the Main roles and Maritime sector(s) Address website basin authority responsibilities Avenue de la Representation of the Préfécture de Mayotte Préfecture 97600 www.mayotte.pref.gouv.fr French State in Mayotte Mamoudzou In charge of the public development strategy in Mayotte in collaboration with the Préfecture Conseil départemental Rue de l'hôpital, 8, (absence of a Regional (named Conseil Mamoudzou www.cg976.fr Council in Mayotte) général before 2015) 97600, Mayotte

Department of marine and terrestrial resources Cross-cutting (DRTM) INSEE — Institut Route Nationale, national des Statistical data collection Kaweni, 97600 www.insee.fr statistiques Mamoudzou Mayotte économiques Agence de Mamoudzou de Public development l’AFD AFD — Agence agency (all sectors) Résidence SARAH française de working in French www.afd.fr Place du Marché développement overseas territories and BP 610 Kawéni less developed countries 97600 Mamoudzou Chamber of agriculture, CAPAM — Chambre fisheries and aquaculture Place Mariage BP http://www.chambres- d’Agriculture de la — representing the Fisheries and 782 agriculture.fr (site CAPAM Pêche et de sectors, networking and aquaculture 97600 l’Aquaculture de fostering momentanément indisponible le 7 Mamoudzou Mayotte entrepreneurship within septembre 2017) the concerned sectors STM — Services de Public maritime transport BP 186 — 97610 See Conseil general web page Maritime transport transport maritime company in Mayotte (in Dzaoudzi (Petite presenting STM

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

OR/sea Name of the Main roles and Maritime sector(s) Address website basin authority responsibilities charge of the ferries Terre) between Petite Terre and Grande Terre mainly)

Develop and implement CDTM — Comité Front de Mer — BP the tourism strategy of Coastal tourism départemental du 1169, 97 600 www.mayotte-tourisme.com the Conseil tourisme de Mayotte Mamoudzou départemental

DMSOI — Direction de Boulevard des la mer sud océan Maritime and security DMSOI website dedicated to Mayotte Public activities for Crabes BP37 Indien (headquarters surveillance (61) environmental 97615 Pamandzi in Réunion) protection, and Protection and marine and coastal 14 Lot Darin Agence des aires marines protégées — Parc naturel marin de sustainable development security Montjoly Iloni- dedicated pages to Parc naturel marin Mayotte of activities within the 97660 Dembeni de Mayotte (62) Mayotte MPA

(61) http://www.dm.sud-ocean-indien.developpement-durable.gouv.fr/dmsoi-a-mayotte-r173.html, access: August 2016. (62) http://www.aires-marines.fr/L-Agence/Organisation/Parcs-naturels-marins/mayotte, access: August 2016.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

6. Summary of existing maritime strategies The (French) national blue economy strategy is presented below. Other strategies that guide the development of maritime economic activities in Mayotte, such as the National strategy for ports in outermost regions, are presented in the ‘Indian Ocean’ sea basin annex. 6.1 National blue economy strategy — implementation in Mayotte based on the French ‘Livre Bleu de l’Océan Indien’ (2012) (Blue Book for the Indian Ocean)  Geographical level: national to local level According to the Blue Book ‘National strategy for the seas and Oceans (63)‘, France organises its own governance along sectoral, crosscutting and geographical lines at all levels of decision-making and implementation from national to local areas. It promotes integration in sectoral, crosscutting and territorial policies. This involves cooperation between central and local government and between the various local authorities. To implement the maritime policy, a dedicated national integrated strategy (SNML) and maritime sub-basin ones (DSB) are to be defined. The draft SNML was under public consultation in September 2016. The approved version was subsequently published to the French Official Journal in February 2017.  Maritime sectors involved All maritime sectors having potential to be developed being existent or not.  Objectives It is to promote blue economy and define guidances at the sub-basin level.  Implementing tools Mayotte established a sub basin dedicated declination of the national Blue book, the ‘Livre Bleu de l’Océan indien’ (64), which is shared with Réunion. It highlights the need to support and develop maritime transport. With the decrease of feeder lines to the port of Longoni (Mayotte) for economic efficiency reasons (flows are increased in regional hub ports, including Port-Réunion and Port Louis) and in spite of recent investments, the main objective is: — to keep Port Reunion port first hit in containerized north-south route; — to ensure supply of Mayotte in safe conditions, acceptable costs and regularity; — and to strengthen the role of the port of Longoni as sub-regional service platform Comoros and northern Madagascar. It states that the future of fishing in Mayotte and in Reunion, requires the definition of economic development plans and coordination of all actors in the sector: — to support artisanal fishing: by focusing on the involvement of fishermen, their training, and sustainability of coastal development (CFS, artificial reefs ...). In addition, the establishment of a real status of professional fishing in Mayotte is a crucial precondition for development of the sector. — by promoting fisheries products: support for structuring inter (Interprofessional Association Reunion fisheries and aquaculture — ARIPA), and marketing, with particular emphasis on the medium-term development of local labels quality, and an eco-label ‘Indian ocean’ promoting communication in favour of products from Mayotte and Reunion sea.

(63) http://strategies-marines.fr/sites/default/files/private/2009-12-08_-_Livre_bleu.pdf, access: Sept. 2016. The Indian Ocean Blue Book drafted by France is presented in the Indian Ocean Sea basin annex. (64) http://www.reunioneurope.org/DOCS/2014- 2020/2014_2020_Livre_bleu_sud_ocean_Indien_R_cle841e52.pdf, access: Sept. 2016.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Actors involved and beneficiaries Public and private stakeholders.  Possible contribution to the fulfilment of BG objectives It promotes the development of emerging sectors (biotechnologies, marine renewable energies, cruise tourism) and the valorisation of the marine biodiversity as a tool for local economic development within an integrated development approach with other mature maritime sectors (ports, maritime transport, fisheries and aquaculture.  Website address — SNML: o approved version: Décret n° 2017-222 du 23 février 2017 Stratégie nationale pour la mer et le littoral (published online in the French Official Journal (65)); o draft version during the public consultation: http://www.consultations-publiques.developpement- durable.gouv.fr/projet-de-strategie-nationale-pour-la-mer-et-le- a1461.html; access: 10 November 2016. — Conseil maritime ultramarin du bassin du Sud océan Indien : http://www.reunion.gouv.fr/installation-du-conseil-maritime-ultramarin- du-a1374.html ; access : 10 November 2016.

6.2 France — Loi sur l’économie bleue — 2016 (French Law on Blue Economy)  Geographical level (local/national/sea basin) National. Both Mayotte and Réunion are represented by France.  Maritime sectors involved All sectors.  Objectives General objective: foster new perspectives of development and attractiveness for all maritime actors.  Implementing tools — simplify the regulation on maritime activities; — reinforce the competitiveness of the French flag; — reinforce the maritime and in ports security; — foster the evolution of port activities; — modernization of the fisheries and aquaculture sector; — development of the yachting sector; — better integration of the maritime responsibility.  Actors involved and beneficiaries All maritime actors.  Possible contribution to the fulfilment of BG objectives Fostering blue growth.  Website address Portal of French legislation: Legifrance — loi pour l’économie bleue (66) (See additional details in the Réunion and Mayotte annexes).

(65) www.legifrance.gouv.fr. (66) https://www.legifrance.gouv.fr/affichTexte.do?cidTexte=JORFTEXT000032728685&categorieLien=i d, access: 23 November 2016.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

6.3 France — stratégie nationale portuaire en outre-mer (2016) (National strategy for ports in French overseas territories)  Geographical level (local/national/sea basin) French outermost regions and other French overseas territories.  Maritime sectors involved Sectors involved: — maritime transport — port — cruise tourism.  Objectives Development of the port activities.  Implementing tools Definition of axis: — port competitiveness; — adaptation of ports to the evolution of maritime transport; — preservation of environment of sea and coast; — support regional economic development; — promote social dialogue.  Actors involved and beneficiaries Main actors involved: — Ministère de l’Environnement, de l’Énergie et de la Mer ; — Ministère des outre-mer; — port authorities; — local stakeholders.  Possible contribution to the fulfilment of BG objectives Ports are key infrastructures for the development of blue economy in ORs and they are related to several activities, among others: — maritime transport — cruise tourism — fisheries — coastal tourism — ship repair.  Website address http://www.collectivites-locales.gouv.fr/files/files/13094-1_Strategie-nationale- portuaire.pdf, latest access: 16 March 2017.

6.4 Strengthening attractiveness and competitiveness of leisure ports in French outermost regions (2016 ; ‘Le renforcement de l’attractivité et de la compétitivité des ports de plaisance des régions et départements d’Outre- mer’) (67)  Geographical level (local/national/sea basin) French outermost regions (including Mayotte and France then)  Maritime sectors involved Sectors involved:

(67) The presented document has for objective the preparation of actions plans (strategies) to develop nautism and marinas in French outermost regions and deserves to be introduced here.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

— coastal tourism; — port.  Objectives Development of the leisure port activities.  Implementing tools Recommendations notably include — creation of committee for nautism and marinas in each OR basin for the coherence of projects and to propose, to the Maritime Council, a strategic plan for the development of nautism; — implement VAT exemption for yachts rented; — promote the inward-processing regime for companies involved in maintenance and ship repairs; — implementation of action to ease the de-tax procedures for retailers and consumers; — implementation of duty free zones for cruise tourists; — implementation of a strategy for maritime public domain management; — evolution of the rules for leisure boats which get passengers on board; — evolution of the rules on visas for tourists; — harmonisation of the dock dues rates among ORs; — implementation of factsheets for visitors with regards to the special tax for fuel; — elaboration of a websites with information and services.  Actors involved and beneficiaries Main actors involved: — Ministres des finances et des comptes publics et des Outre-mer a. — Secrétaires d’Etat chargé des transports, de la mer et de la pêche et du budget ; — port authorities in the outermost regions; — local stakeholders in the outermost regions.  Possible contribution to the fulfilment of BG objectives Leisure ports are key infrastructures for the development of coastal tourism in ORs and they are related to several activities such as: — ship repair; — port activities.  Website address http://www.cgedd.developpement-durable.gouv.fr/IMG/pdf/010675- 01_rapport_cle281d15.pdf , latest access: 16 March 2017

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

7. Mapping main stakeholders Table 6 — Main stakeholders surveyed in Mayotte Maritime Name of the Main roles and Address website sector(s) stakeholders responsibilities SMPPM — Syndicat Representing marine Fisheries and BP 812 Kawéni 97600 maritime des pêcheurs professional fishermen in No dedicated website identified aquaculture Mamoudzou professionnels mahorais Mayotte Extraction of salt and managing the eco-museum Extraction of salt Association ANPCBA Bandrélé No dedicated website identified on the artisanal extraction of salt in Bandrélé SMAE société mahoraire Production and distribution des eaux, subsidiary of of drinking water, one BP 22 — Z.I Kawéni Desalination www.mahoraisedeseaux.com VINCI Construction desalination unit 97600 — Mamoudzou DOM TOM (68) (1,600 m3/d) Private company managing SGTM — Société de BP 288 passenger transport line Maritime transport Gestion et de Transport 97610 Dzaoudzi www.sgtm.com between Mayotte and Maritime Mayotte Anjouan Waste management Dependent activity company interested in the Site Hamaha zi Kawéni, to maritime Star Mayotte (Suez) www.star.re development of a line 97600 Mamoudzou transport between Longoni and Tite http://www.mcg-mayotte.com Channel Gateway Mayotte Channel See CGM is member of the Mayotte (CGM) — Management of the Longoni Gateway SAS, BP 553, Association of Ports of the Indian Direction du Port de Port 97600 Mamoudzou Ocean Islands (APIOI – see Ports (including Mayotte* Annex 5 for details dredging) SMART — Société Mahoran stevedoring, Mahoraise d'Acconage, BP 531 Kaweni 97600 representation and www.smart-mayotte.com de Représentation et de Mamoudzou forwarding agent Transit Lo des Vallées Immeuble NB: other Distribution of oil and gas in Jacaranda stakeholder TOTAL — Mayotte www.totalmayotte.com Mayotte Kaweni relevant to contact 97600 Mamoudzou

(68) http://www.vinci-construction-domtom.com/, access: 3 November 2011.

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Mapping Blue Growth and assessing the potential 8. Growth drivers and barriers The following table reports growth drivers and barriers to growth of each maritime activities identified, analysing them in terms of R&D, Access to finance, Infrastructure, Education, training and skills, Public engagement and Local cooperation (69).

Fisheries Drivers to growth Barriers for growth On the tuna migration roads in the Insular situation (distant to Geographical location Indian Ocean sea basin international main markets) Unfair competition of registered Workforce - fishermen with unregistered ones Knowledge of the fisheries stocks Supported by French research from and the fishing activities in Mayotte R&D Réunion and France mainland are necessary to improve their management Need of financial support to develop Access to finance - a local longline fishing fleet Unfair competition between vessels conforming to EU standards (70) and those not conforming (the temporary derogation to vessels not conforming to standards has indeed drawbacks) Fishing activities are mainly artisanal, need for diversification and Infrastructure - modernisation of the fleet (including

support to increase the number of artisanal fishing vessels to conform to international standards or to focus support on fishermen upgrading their fleet to conform to these standards) Port and port logistics not adapted for tuna landing Weak business and accountability Education, training and - skills (needed to manage sustainable skills and formal business) The fisheries agreement between the EU representing Mayotte and Seychelles authorises Seychelles vessels to operate in Mayotte waters. The agreement is considered controversial by the local stakeholders in Mayotte preventing the local fleet to get the priority on the Mayotte tuna fishing grounds by applying the article 5, point 3, Part II Public engagement - of the CFP regulation (local stakeholders’ request)

Local longline tuna fishing fleet development: Common fisheries policy rules avoiding EU support to build a local fleet while Mayotte stakeholders are requesting to take into account the specificity of Mayotte as an EU outermost region

(69) i.e. synergies and conflicts at local level with other activities, be they maritime or non- maritime. (70) For instance, SOLAS standards in terms of safety at sea.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Fisheries Drivers to growth Barriers for growth (see section 9.1 for further details)

Financial difficulty for town councils to propose and advance public project funds Local cooperation Potential synergies for pesca-tourism -

Aquaculture Drivers to growth Barriers for growth Insular situation (costs to import Geographical location - feed and to recruit specialised workforce) Staff to technically operate the Interest of local operators to try to hatchery (with minimum veterinary Workforce relaunch the hatchery operation by skills) will need to be recruited managing it again. R&D - To be rebuilt

Business market feasibility still to Access to finance - investigate to operate a hatchery

financially sustainable Hatchery infrastructure not operating Infrastructure Existing hatchery infrastructure anymore; import of red drum larvae

from Réunion is costly Professional trainings in aquaculture Education, training and provided under the umbrella of the - skills military service in Mayotte Hatchery purchased by the local public authorities after the association managing it went bankrupt in 2015. Pending implementation of an Public engagement aquaculture development plan in - Mayotte (drafted but still to be validated by all the local public authorities: Préfecture and Conseil départemental) ‘Parc marin of Mayotte’ dedicated Local cooperation - governance

Salt extraction Drivers to growth Barriers for growth Insular situation of Mayotte: away from international markets with low Geographical location - logistic infrastructure to respond to the international demand Artisanal production workforce Workforce - (difficulty to diversify to a commercial production) R&D - - Absence or low potential for Access to finance - commercial production (and competition with imported salt) Infrastructure - Artisanal production site Education, training and Potential for renewing the workforce - skills low (see workforce above) Public support for sustaining the Public engagement - current production for eco-tourism Local authorities supporting the Local cooperation Ecotourism artisanal production for eco-tourism

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Salt extraction Drivers to growth Barriers for growth only

Desalination Drivers to growth Barriers for growth Geography in Mayotte not requiring Complementary source of freshwater a large-scale development of the (representing currently 2 % of the desalination technology, at least in overall source of freshwater in the short term. 80 % of the Mayotte) — potential growing demand Geographical location freshwater originates from hillside of drinkable water due to decreases of storage reservoirs (Dzoumogné pluviometry (climate change) and (nord) et l’autre à Combani (centre)) higher demand in water by local (71). The remaining comes from deep demography increase wells (18 %). Presence of a production unit with Workforce staff Experiences available from other EU R&D outermost regions (for instance Canary Islands) Private company managing the production unit that may demonstrate Access to finance - interest to develop the production if commercially feasible Infrastructure Presence of one production unit - Education, training and - - skills Potential public support but as a secondary alternative to provide drinkable water by building a second desalination unit in the future. The recent freshwater shortage (Dec. Public engagement See left 2016 — Feb. 2017) initiate a stronger commitment of the public authorities to develop the second desalination unit ‘within the next 18’ months (Le Monde, 27 February 2017 (72)) Currently strong (see public Local cooperation - engagement)

Maritime transport (international and local) Drivers to growth Barriers for growth Insular situation: import is a major source of goods trade, growth by demographic increase in Mayotte Mayotte on the maritime road to trade of goods between Southern Africa and Middle East, Eastern Africa and Madagascar and to a lesser extent Geographical location - between Africa and Asia (see maritime traffic map in Appendix 4): Longoni port is therefore a transhipment platform with potential for additional development to increase the activity Local driver: terrestrial

(71) http://www.mahoraisedeseaux.com/page/4 , access: 13 March 2017. (72) http://www.lemonde.fr/societe/article/2017/02/27/un-plan-d-urgence-eau-pour- mayotte_5086405_3224.html , access: 13 March 2017.

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Maritime transport (international and local) Drivers to growth Barriers for growth communication network congested, potential to develop maritime transport (short sea shipping) between islands and to link main towns around the coast Port Costs — the most expensive in Workforce - the region Absence of local R&D, which is explained by the remote location of R&D - Mayotte for international R&D on maritime transport International: as it is a private activity, therefore driven by business Access to finance Local: potential public support opportunities, which are insular

export/import volumes and transhipments Port infrastructure full availability at Infrastructure - international standards (ISPS norms,

see main text of the annex) Education, training and - - skills Financial capacities for port development and public funding Local authorities’ competence for local prioritisation — additional private Public engagement transport investments in the medium term to consolidate the Longoni port project as a regional hub Synergies of several maritime sectors (maritime transport, fisheries, cruise Local cooperation tourism, leisure boating) to develop - the port facilities and services in Mayotte

Ports (including dredging) Drivers to growth Barriers for growth Maritime transport activities: imports Insular port — need to find volumes in Geographical location and transhipment activities as a exports (potential through the Longoni regional platform port development) Workforce costs (based on the French labour legislation and EU standards): expensive in the region Workforce Productivity Currently conflict between users and port manager at Longoni (may remain a short-term issue) R&D - Absence of R&D

Heavy infrastructure (see Access to finance - infrastructure below) Investment and operating costs — the New infrastructure and equipment most expensive in the region — Infrastructure purchased by Longoni Port infrastructure availability ISPS norms to obtain Lack of local skills and workforce to Education, training and assume port police control. As a - skills consequence, difficulty to implement ISPS code, at least currently Public engagement: Longoni port — Public engagement 2nd development phase recently Financial capacities approved to receive public support Local cooperation Synergies of several maritime sectors -

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Ports (including dredging) Drivers to growth Barriers for growth (maritime transport, fisheries, cruise tourism, leisure boating) to develop the port facilities and services in Mayotte

Ship repair Drivers to growth Barriers for growth Heavy ship repair and maintenance Insular situation requesting maritime services located in other neighbour Geographical location activities for at least light repair countries in the Indian Ocean sea services basin Very few operators operating Cost of workforce compared to other Availability and young population (to Workforce neighbour countries (see ports train) above) R&D - -

Highly dependent on business Access to finance - availability as it is operated by

private operators Infrastructure - infrastructure availability

French education to upgrade Education, training and workforce skills (also, presence of - skills recently created ship repair training services in French in Madagascar) Ship repair services planned in the Financial capacities for infrastructure Public engagement Longoni port development project development phase 2 Some additional potential with leisure Local cooperation - boating development

Coastal tourism Drivers to growth Barriers for growth Exceptional marine biodiversity in Geographical location Island situation: high flight cost Mayotte: potential for eco-tourism Young population that can, even if with In general, weak professional Workforce low skills, be educated and trained to skills to attract more tourism respond to the sector demand R&D - -

Financial safety of local SMEs (in Access to finance - terms of having a robust cash

flow) Weak accommodation capacities and quality to improve to diversify Infrastructure - on the overall territory

Environmental protection and well-balanced sustainability Education, training and - Low level to be improved skills Environment regulation and The environment regulation and protection ‘Parc marin de Mayotte’ protection of the marine biodiversity (a barrier for large scale tourism Public engagement (‘Parc marin de Mayotte’) can boost eco- development however important tourism for environmental sustainability of Mayotte biodiversity) ‘Parc marin of Mayotte’ dedicated Local cooperation - governance

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Cruise tourism Drivers to growth Barriers for growth Biodiversity of Mayotte and tropical Within part of the season, cyclone Geographical location location of Mayotte periods in the sea basin Lack of professional skills to host Workforce - cruise tourism R&D - -

Potential interest by international cruise Access to finance - agencies Cruise: infrastructure capacities to build or adapt within the entire Infrastructure - supply chain (see local cooperation below) Education, training and - See workforce above skills Public support as part of economic Public engagement diversification of Mayotte local income - and employment Longoni port management authority Local cooperation - (MCG) willing to develop cruise tourism

8.1.1 Synoptic view of legislative, non-legislative and financial growth drivers and barriers The following table reports a synoptic view of main growth drivers and barriers grouping them under legislative, non-legislative and financial frames.

Growth drivers ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL  On the tuna migration roads or near tuna fishing grounds in the Indian Ocean sea basin.  Potential synergies for Fisheries pesca-tourism (local interest.  R&D: supported by French research institutes from Réunion and France mainland.  Interest of a local operator to try to relaunch the local red drum aquaculture by managing the red drum hatchery on behalf of the local public authorities; however, the operator recommended to be Aquaculture supported by an aquaculture technician.  Pending implementation of an aquaculture development plan in Mayotte.  Professional trainings in aquaculture provided under the umbrella of the military service in Mayotte. Driver to sustain an artisanal production in Brandele (i.e. not Salt extraction a ‘growth’ driver): public engagement to support the activity for eco-tourism

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Growth drivers ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL  The recent freshwater shortage (Dec. 2016 — Feb. 2017) initiated a strong commitment of the public authorities to develop a second desalination unit by ERDF targeted funds 2018. Desalination within the ‘Contrat de  A private company plan État — Région’. managing a production unit that may demonstrate interest to develop the production at a larger scale if commercially feasible in Mayotte.  Imports: a major source of goods trade and growth expected by demographic increase first.  Mayotte on the maritime Maritime transport road to trade goods between Southern Africa and Middle East, Africa and Madagascar and to a lesser extent between Africa and Asia.  Maritime transport activities (see above) by demographic growth in Mayotte: new infrastructure and equipment purchased by ERDF targeted funds Longoni Port (1st within contrat de plan Ports (including development phase). Etat — Région to dredging)  Public engagement: Longoni improve port port — 2nd development capabilities. phase recently approved to receive public support.  French workforce productivity internationally recognised.  Ship repair services planned in the Longoni port development project phase 2.  Some additional potential in case of leisure boating development in Mayotte in Ship repair the medium term.  Availability of a young workforce to respond to a potential demand of medium skilled positions for local ship repair services (after being trained).  Exceptional marine biodiversity in Mayotte and  The marine its protection regulation biodiversity (‘Parc marin de Mayotte’) protection (‘Parc Coastal tourism can boost eco-tourism. marin de Mayotte’)  Young population that can, can boost eco- even if with low skills, be tourism. educated and trained to respond to the sector

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Growth drivers ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL demand.  tropical location of Mayotte.  Longoni port management authority (MCG) willing to  The marine develop cruise tourism. biodiversity  Potential interest by protection (‘Parc international cruise Cruise tourism marin de Mayotte’) agencies. can boost eco-  Local public strategy to tourism. develop cruise tourism for local employment and value addition to the Mayotte economy.

Barriers to growth ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL  Unfair competition between small fishing boats conforming to EU standards for  Insular situation (distant to safety and similar international main markets) boats not conforming and terrestrial infrastructure (the temporary to process tuna located in derogation to vessels other countries in the sea  Need of financial not conforming to basin. support to develop a standards has  Small scale fishermen with local longline fishing drawbacks in the weak business and fleet. short term). accountability skills (skills  Public engagement:  The fisheries Fisheries needed to manage financial difficulty for agreement between sustainable and formal town councils to the EU representing businesses). propose and advance Mayotte and  Science based fisheries public project funds Seychelles authorises management: a better even when the project Seychelles vessels to knowledge of the fisheries budgets are allocated. operate in Mayotte stocks and the fishing waters (local activities in Mayotte is stakeholders in necessary to improve their Mayotte requesting management. the application of an exclusivity zone based on the Common Fisheries Policy.  Market feasibility: hatchery infrastructure existing but not operating anymore since the end of 2015 and the import of red drum larvae from Réunion is costly (absence of financially robust private investors Aquaculture interested to relaunch the hatchery).  Staff to technically operate the hatchery will need to be recruited externally (again).  Local R&D on hatchery production would need to be rebuilt.  Local cooperation with the

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Barriers to growth ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL Parc Marin de Mayotte to relaunch the sector.  Absence of commercial production.  Public engagement supporting an artisanal Salt extraction production for eco-tourism only (i.e. no plan to foster the development of any commercial production). Currently, high production and operating costs to Desalination provide freshwater at a good market price without public support.  Longoni port still to be ISPS Maritime certified to be internationally transport recognised.  Workforce costs — the most expensive in the region (based on the French labour legislation and EU  Insular port — need to find standards). additional volumes in  Financial capacities exports. for the port Ports (including  Longoni port still to be ISPS development in the dredging) certified to be internationally medium term: to recognised. anticipate the possible  Lack of synergies with need to attract several maritime sectors. additional private investments in the medium term to consolidate the Longoni port project as a regional hub.  Heavy ship repair and maintenance services Sector dependent on located in other neighbour Ship repair business availability, need countries in the Indian to attract private investors Ocean sea basin with competitive workforce.  Island situation and: high flight costs to reach it.  Marine biodiversity protection: legitimate barrier of large scale tourism growth.  Financial safety of Coastal tourism  Quality of staff to improve. local SMEs (in terms  Accommodation: capacities of cash flow). and quality to improve and to diversify on the overall territory with an environmentally sustainable development.  Infrastructure capacities to build or adapt within an integrated approach within Cruise tourism the economic sector.  Within part of the season, cyclone periods in the sea

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Barriers to growth ACTIVITY LEGISLATIVE NON-LEGISLATIVE FINANCIAL basin.

9. Future potential for mature and pre-developing activities Potential for maritime sectors are analysed below in terms of employment, value-addition (to the EU outermost region) and competitiveness. 9.1 Fisheries and aquaculture Fisheries

 Potential for employment: medium — presence of a workforce with low/medium income jobs (captain with a crew of a few fishermen — long term employments and local traders and to a lesser extent processing jobs) in the option of maintaining the sector by good stock management (at sea basin level and locally), professionalising small-scale fishermen, attracting progressively a new workforce and finding mechanism to sustain the local tuna longline fleet.  Potential for value added: medium-low — by consumption of locally landed wild and farmed fish (source of proteins and healthy oil) in Mayotte (some operators adding value to fish caught locally)  Potential for competitiveness: currently low internationally; unstructured supply chain for the local market with unfair competition between. Availability of human Possibility of knowledge transfer from experienced resources adequately skilled. fishing vessel owners and local fishermen.

Low except by joint-venture (enabling the entry of Potential for attracting FDI. capital and investment capacity), which would require attracting investors.

Currently authorisation of developing a fleet but absence of public funds (French or EU funds) to build it as in breach of the current CFP rules (request of Availability of public funds. local stakeholders to derogate to the CFP rules due to the specificity of the EU outermost region that is Mayotte).

Need to improve landing infrastructure (a Availability of support sectors / development plan to provide quay for fishing vessels facilities (e.g. research, at Longoni port) infrastructure, etc.). provide light repair services (ibid).

Potential in terms of To some extent although stakeholders are positioning in the international considering that the first market to target would be market. the local market where a demand is present.

Aquaculture Reminder: the local hatchery does not operate anymore. The sector is currently dependent on larvae imports purchased at high costs, which makes difficult to answer to a demand with farmed fish sold at a competitive price (that is above the breakeven threshold).

 Potential for employment: low — technical employment with middle incomes. To relaunch the hatchery, it would require a technical hatchery production

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manager (73) recruited outside Mayotte (in the past it created rapid turnover). Opportunities of employments may arise by investigating the financial sustainability of relaunching the local hatchery then the sector.  Potential for value added: indirect added value: use of services and local equipment to produce and market the fish;  Potential for competitiveness Availability of human Hatchery technicians not available locally — recruited resources adequately skilled. internationally (French speaking position(s)).

Potential for attracting FDI. Low — alike in fisheries, investigating potential foreign investors by joint-venture.

Availability of public funds. Availability although urgent procedure to avoid the sector to disappear would be suitable.

Availability of support sectors Aquaculture research is available from Réunion, the / facilities (e.g. research, EU, South Africa, Middle East mostly. infrastructure, etc.).

Potential in terms of To some extent although stakeholders are positioning in the considering that the first market to target would be international market. the local market where a demand is present.

9.2 Extraction of salt The sector consists of an artisanal salt pond production supported by public funds to remain existent for eco-tourism.

 Potential for employment: low — a marginal sector with medium skilled jobs with long term positions. Investigating the potential of the small-scale production to respond to the local market by a niche market of local products may be worth as it may provide a few additional employments and more income to the current operators of the artisanal salt pond production  Potential for value added: Low. Some value addition for Mayotte and for the current local operators would be on the local supply chain should the local artisanal production operators try and can respond to a demand for local salt as a niche market.  Potential for competitiveness Availability of human Artisanal production. resources adequately skilled.

Potential for attracting FDI. Low.

Availability of public funds. Public funds to sustain the current production for eco- tourism.

Availability of support sectors Low (current situation: artisanal production). / facilities (e.g. research, infrastructure, etc.).

Potential in terms of Low however to investigate possibilities of some positioning in the development for local, and to a lesser extent for international market. international market, but as niche markets (that is at

(73) With the minimum required health management skills due to the insularity of Mayotte to respond to urgent health management issues.

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low volume) — this potential would be conditioned by strengthening the trade supply chains on overall in Mayotte.

9.3 Desalinisation One desalination unit is operating in Mayotte.

 Potential for employment: medium, low compared to other water production possibilities (well or dam) but there is a public engagement of the local authorities to build a second desalination unit in response partly to freshwater shortage at the end of the dry seasons.  Potential for value added: Low. Local value addition is almost only possible by conditioning waters in bottles.  Potential for competitiveness: medium-low in the short term due to production costs (see Canary Islands analysis of desalination activities) and a strong public engagement. Availability of human Low. resources adequately skilled.

Low (mainly public funding — potential interest for Potential for attracting FDI. hotel capacities).

High as a partial response to freshwater supply Availability of public funds. shortages by building a second desalination unit.

One desalination unit operated by a private Availability of support sectors organisation (Mahoraise des eaux) involved in / facilities (e.g. research, managing the local freshwater resources and supply infrastructure, etc.). network on behalf of the public authorities.

Potential in terms of positioning in the Low (local market demand). international market.

9.4 Maritime transport

 Potential for employment: medium-high — Steady increase due to the natural population increase in Mayotte at least for the next ten years (UN estimates (74)) and within the sea basin for local transhipment increase (regional hub); this demographic increase may have positive impact for passenger transport and trade within the Comoros archipelago too (reminder: a private maritime transport company located in Mayotte involved in passenger transport between Mayotte and Comoros). — Excluding this steady increase, highly dependent on maritime transport activity and capacities to develop maritime transport over the island import activities. — Some relay could be found with short sea shipping around the coasts of Mayotte to some extent in case of development of goods and passenger transport to reduce traffic on terrestrial roads. — New maritime links between Comoros-Mayotte and Madagascar are currently investigated by private investors.

74) With the minimum required health management skills due to the insularity of Mayotte to respond to urgent health management issues.

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 Potential for value added: low-medium  To some extent, short sea shipping could develop inland commercial activities (goods distribution) but also repair chain value.  Public authorities investigating the potential of developing the value- addition of imported products for re-export by free trade zone development.  Potential for competitiveness Low (the sector is maritime and seamen on board Availability of human maritime transport cargos are mostly from other resources adequately skilled. geographical areas than Mayotte).

Low (Mayotte is for instance not a base for a large Potential for attracting FDI. maritime transport company and investors would be attracted if the sector shows high profitability.

Low to medium thanks to the Mayotte status change Availability of public funds. as EU outermost region.

availability of support sectors Low to medium (infrastructure in development — see / facilities (e.g. research, Port in the next sub-section). infrastructure, etc.).

Potential in terms of Low — local market targeted for transport of goods positioning in the and passengers; potential with the Longoni port international market. being developed as regional hub for trade of goods.

9.5 Ports (including dredging)

 Potential for employment: Medium to high impact in case of successful development of the Longoni port. Note: highly dependent on maritime transport activity and capacities to develop competitive maritime transport over island import activities.  Potential for value added To some extent in terms of ship repair and ancillary services (however the value addition is highly dependent on maritime transport activities and the concrete potential of developing re-export activities (see maritime transport above).  Potential for competitiveness Availability of human Medium — currently a private company in charge of resources adequately skilled managing and developing the Longoni Port

Potential for attracting FDI Low

Medium — MCG with the public authorities support investing in developing the port development as a Availability of public funds; regional hub (through current EU funding mechanism such as ERDF)

Availability of support sectors Progressive availability of the relevant infrastructure / facilities (e.g. research, with the potential development of the Longoni port infrastructure, etc.)

Potential in terms of Some potential for Mayotte to become a base for positioning in the companies exploiting oil and gas in the Mozambique international market channel

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9.6 Ship repair

 Potential for employment: medium — potential for employment as light maintenance/repair to ships using Longoni port especially if the port develops as a regional hub and, to some extent, as a global offer to coastal tourism (leisure boats).  Potential for value added: medium impact (not a large market like port and coastal tourism activities).  Potential for competitiveness: medium. Training to develop local human resources would be Availability of human needed whether ship repair services develop (almost resources adequately skilled. non-existent except within the maritime transport company STM).

Potential for attracting FDI. Low except if the activity shows some profitability.

In the development plan submitted by the private Availability of public funds. manager of the Longoni port to receive additional EU funds (situation in November 2016).

Infrastructure to be developed for professional repair Availability of support sectors services (see cell above) including leisure yachting / facilities (e.g. research, infrastructure (saturation of the current leisure infrastructure, etc.). yachting site).

Positing for light maintenance and repair of ships Potential in terms of transhipping at Longoni Port and, to some extent, for positioning in the ship repair for leisure yachting if the latter is international market. supported to be developed.

9.7 Coastal tourism

 Potential for employment: Medium-high impact (medium skilled jobs) but the development would require to be in compliance with the environment regulation rules of ‘Parc marin de Mayotte’ for the biodiversity sustainability, that is green tourism with synergies with other maritime sectors for instance with fisheries (pesca-tourism) and non-maritime economic activities (for instance with the potential renewal of the ylang ylang commercial production (75)).  Potential for value added: medium-high impact by green tourism and value addition within the overall tourism economy (from the airport to consumption of goods, etc.).  Potential for competitiveness: attractiveness based on environmental patrimony valorisation, providing offer diversification in the sub-basin. It could be possible only with big efforts on environmental protection and hosting capacities. Availability of human Low/medium. resources adequately skilled.

Potential for attracting FDI. Low/medium regarding the socio-economic safety.

(75) The culture of the ylang-ylang flower is a non-maritime economic activity, which had a high economic importance in Mayotte for cosmetic products (perfumes) in the past. The flower is represented in the local flag of Mayotte for instance. Now artisanal, the sector may attract investors for commercial production again and could therefore indirectly provide some employments in the tourism sector by visiting the production areas (by eco-tourism).

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Availability of public funds. Low (private funds first requested — investment priority).

Availability of support sectors Medium — accommodation improvement required. / facilities (e.g. research, infrastructure, etc.).

Potential in terms of High with green or blue tourism (environment positioning in the patrimony valorisation). international market.

9.8 Cruise tourism

 Potential for employment: currently low regarding the number of stops and touristic attractiveness but a medium potential with the Longoni port development and green tourism development.  Potential for value added: Low-medium — lesser impact by cruise tourism when passengers remain on board.  Potential for competitiveness: medium to be included within a sea basin discovery tour. Availability of human Low to medium. resources adequately skilled.

Low (the situation may change by public support to Potential for attracting FDI. attract some foreign investment).

Low/medium (based on touristic policy and port Availability of public funds. facilities).

Availability of support sectors Low/medium. / facilities (e.g. research, Existing Infrastructure for cruise boats but infrastructure, etc.). improvement to continue would be suitable.

Potential in terms of Medium if included in the sea basin discovery tour positioning in the (Indian Ocean cruises and World cruises). international market.

9.9 Synoptic view of the future potential by activity The following table reports a synoptic view of main future potential for each activity grouping them by ‘legislative’, ‘non-legislative’ and ‘financial’ gaps.

POTENTIAL FOR ACTIVITY POTENTIAL FOR POTENTIAL FOR EMPLOYMENT VALUE ADDED COMPETITIVENESS Medium (from the fisheries Low-medium Low-medium sector) Fisheries: Fisheries and Fisheries: Medium-low: value aquaculture: Medium — presence of a addition in Mayotte by  Low — internationally Fisheries and workforce, sustainable fish landed in Mayotte and need to find aquaculture sector (economically) mechanism to attract provided that it is Aquaculture: private investors. maintained by good stock Low: should the sector  Unstructured supply management, be relaunched, value- chain for the local professionalising small- addition is mostly market

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POTENTIAL FOR ACTIVITY POTENTIAL FOR POTENTIAL FOR EMPLOYMENT VALUE ADDED COMPETITIVENESS scale fishermen, attracting created locally by using  Public support to the progressively a new local services and local sector (EMFF). workforce and finding equipment. mechanism to sustain the Fisheries: local tuna longline fleet. Medium for the local market with unfair Aquaculture: competition between Currently low — informal small-scale opportunities may arise by fishermen and formal investigating the financial small-scale fishermen. sustainability of relaunching the local Aquaculture: hatchery. Signs of local public engagement in relaunching the sector by locating a suitable local hatchery manager (however the public authorities will be cautious to avoid falling in the past hatchery management difficulties). Low:  The sector is not Low: attracting foreign artisanal salt pond investors. production for eco-tourism  Public engagement is only. However, focused on eco- Low: Extraction of investigating the potential tourism. salt is not a product for salt of the small-scale  The supply chain direct added value. production to respond, at would require being least, to the local market structured to respond by a niche market of local to a potential local products may be worth. demand for locally produced salt as a niche market. Medium/ low Public engagement to Low-medium Low build a second Desalination Public engagement to build Water is not a product desalination unit but high a second desalination unit. for direct added value. production costs versus other freshwater sources. Medium-high  Increase of import activities, and passenger transport between within the Comoros archipelago, expected by demographic growth in Low-medium Low Mayotte. By short sea shipping Maritime Public authorities  The sector is maritime and investing adding- transport interested to investigate and seamen on board value to imported the re-export potential. maritime transport products for re-export. cargos are mostly from other geographical areas than Mayotte.  Potential for short sea shipping to reduce traffic on terrestrial roads. Ports (including Medium to high impact: Low-medium by: Medium

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POTENTIAL FOR ACTIVITY POTENTIAL FOR POTENTIAL FOR EMPLOYMENT VALUE ADDED COMPETITIVENESS dredging)  By progressive growth  short sea shipping  Longoni port shows of port activities by the and investing some potential to continuous and steady adding-value to become a robust population increase in imported products regional hub Mayotte for re-export. (including attracting  In case of successful  Development of port activities related development of the ship repair and to oil and fuel Longoni port as a ancillary services at extraction should the regional hub. the port, especially sector develops in if the Longoni port the Mozambique becomes a regional Channel). hub.  Private and public engagement (EU support) to develop the Longoni port. Medium  Development of ship repair services expected in the port Medium development plan of  Light the Longoni port maintenance/repair to (author Mayotte Low-medium ships using Longoni Channel Gateway). By indirect value port (see potential of  Potential to propose addition by purchase of Ship repair the port development light ship repair local services and above). services for ships products by the ship  To some extent as a using the maritime repair operators. global offer to coastal lines of the tourism (leisure Mozambique Channel boats). and the line Eastern Africa — Comoros archipelago — Madagascar and eastwards to Asia. Medium: Attractiveness based on Medium-high: environmental patrimony By green tourism valorisation, providing an development within the Medium -high: offer diversification Coastal tourism entire tourism economy With green tourism. within the sub-basin. It (‘supply chain’ or could be possible only integrated development with big efforts on approach). environmental protection and hosting capacities. Medium:  Attractiveness of private investment based on suitable Low-medium: port infrastructure By attracting cruise and environmental tourists to long stops to patrimony undertake green valorisation and a tourism activities and Medium: cruise offer Cruise tourism by the development of With green tourism. diversification within the entire tourism a sub-basin discovery economy (‘supply chain’ tour. or integrated  Possible only with development important efforts on approach). environmental protection and good hosting capacities.  Public engagement to

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POTENTIAL FOR ACTIVITY POTENTIAL FOR POTENTIAL FOR EMPLOYMENT VALUE ADDED COMPETITIVENESS developing the Longoni port with space for cruise tourism. 10. Investments opportunities In addition to the potential to develop the port activities on which the local public authorities have focused their investments, blue or green tourism is an investment opportunity to investigate and support. It could be based on the lagoon environment valorisation ‘Parc marin de Mayotte’ to provide a new touristic offer in the sea basin. Indeed, it may provide economic diversification for existing sectors (fisheries: pesca- tourism, maritime transport: green local short sea shipping). Even if there are some investments opportunities, a safe and secured situation is requested to reduce social tension due to unemployment and illegal migration and for a sustainable development of the territory Public investments are therefore, and logically, focused on maritime surveillance (the public planning is already committed) but stronger natural resources surveillance would be appropriate to fight illegal fishing in Mayotte waters.

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Identifying public and private intervention 11. Potential financial, legislative and non-legislative measures for stimulating growth Below, Logical diagrams used for the analysis have been reported. Two points should be considered as ‘cross-sectoral’ in Mayotte, which are common to all maritime activities: Data collection systems: monitoring the evolution of the maritime sectors through regular and robust data collection of socio-economic indicators is a required action to be led by the national statistical institute INSEE for all the maritime sectors with EU supports. Indeed, decision makers in public agencies — being the French public organisations or the EU — need robust and accurate socio-economic trends to understand how to support the blue economy in Mayotte. Maritime cluster: It is also suggested that the EU supports the development of a local maritime cluster — and, to some extent, a Pôle Mer to facilitate exchange between the different stakeholders active and willing to be active in the maritime sectors in Mayotte and in the Indian Ocean sea basin. Figure 6 — Logical diagram for fishery and aquaculture

• Local fishing fleet: modernisation and renewal to maintain a local fleet operational in the medium term and improving security on board

to increase their maximum range (about 100 small-scale boats to meet

EU safety standards - currently a derogation in place) [Also, request of stakeholders to prioritise the local fleet by applying the 100 nautical mile exclusion zone - article 5, point 3, Part II of the CFP regulation] -> targeted market: Mayotte first • Landing infrastructure and local supply chain improvements

•

Access to finance

•

• Data collection on national catches and stocks to continue or strengthen especially to understand the evolution of the small-scale fishing boats requested to meet safety standards) • Regular and robust* data collection (*with the same method applied systematically) of socio-economic indicators (GVA, turnover and employments) to be made available to the National Statistical Institute (INSEE)

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

The fisheries sector requires modernisation and renewal and specific support as an EU outermost region. This recommendation is in line with the current EMMF operational programme in Mayotte, which includes a compensation plan to Mayotte as an EU outermost region. Most particularly, the artisanal fishing fleet (small-scale boats) ought to meet the EU safety standards especially a) to reduce the local market distortion with small-scale boats being conform to these standards and b) to be able to fish safely further away from the shore. This conformity action will be met should the fisheries monitoring and surveillance services be strengthened too (infrastructure). Also, Mayotte plans to develop a longline tuna fishing fleet (25 longliners of less than 20 m) to be active in Mayotte waters and beyond. This fleet development plan has been submitted to the Indian Ocean Tuna Commission (IOTC) and is within the maximum EU fleet capacity in the IOTC. Building an EU fleet with public aid is not authorised by the Common Fisheries Policy. Local stakeholders recommend that the commercial and sustainable development of the current and future local fleet registered in Mayotte be met by a) authorising fishing within the 100 nautical mile zone from the shore in Mayotte waters exclusively to this fleet (Common Fisheries Policy article 5 item 3 of the EU Regulation n° 1380/2013) and b) exceptionally obtaining public funds to build the longline fishing fleet based on the article 349 of the EU treaty where, according to them, specific measures could be adopted ‘without undermining the integrity and the coherence of the Union legal order including the internal market and common policies’ such as the Common Fisheries Policy (CFP) (access to finance). With regards to research, it is recommended that data collection on fisheries activities continue to be supported by extending it data collection to small-scale fishing boats activities not meeting the safety standards. Without a full picture of the sector, local decision makers are indeed partly blind to follow its evolution and therefore provide relevant public support. In terms of education and training, fishermen ought to be professionalised for instance in understanding basic financial management of their activities and in diversifying their sources of income. The aquaculture sector is in difficulty. It is suggested to urgently support the sector in investigating ways to re-launch the sector by providing locally farmed fish to the local market as a complementary source of fish to the Mayotte population and to some extent for export. To do so, EU funds are suggested to be used to identify whether this is commercially feasible and to assist the sector to continue to have an operational local hatchery to supply out-growing fish farmers that will sell these farmed fish to the local market (education and training and research). Cooperation with neighbours is recommended by stakeholders to be achieved by a coherent implementation of the internal and external dimension of the EU common policies, the CFP in the fisheries sector, without impacting negatively the sustainable development of the fisheries sector in Mayotte.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Figure 7 — Logical diagram for salt extraction

•

Salt Extraction is a sector with a low activity in Mayotte. As an artisanal activity, the needs are mainly focused on the way the sector can get support to attract private finances to develop production with synergies with other sectors such as ecotourism in a sea basin approach in order to develop cooperation with neighbours. This potential development requests also to strengthen economic data collection for business validity evaluation.

Figure 8 — Logical diagram for desalination

•

Desalination is a sector with a low activity in Mayotte with only one plant. The development of the sector was an option (Contrat Plan État-Région) however the

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

situation changed after a severe freshwater drought at the end of 2016 dry season and a second desalination unit is expected to be built by the end of 2018 following the signature of ‘water’ emergency plan in February 2017 (France TVinfo, 27 February 2017 (76)). Regarding the costs and the skills requested for the settlement and the operation use of such infrastructure, the needs are mainly focused on the way education and training could provide the adapted skills (capacity building). Environmental impacts request research actions, which could be co-funded by public and private sectors. These efforts and experimentations could be shared at the sea basin level to foster cooperation with neighbours for whom drinkable water is an issue regarding the effects of climate change and the growing demand from customers (population growth). This potential development requests also to strengthen economic data collection for business validity evaluation. Figure 9 — Logical diagram for maritime transport

•

Programme: implementation of the 2011 White Paper on Transport -

EU level •

•

Maritime transport in Mayotte is mainly driven by population growth and its importations of goods. To develop the sector in Mayotte, other activities could be addressed such as short sea shipping regarding its close connection with Comoros and the geography

(76) http://la1ere.francetvinfo.fr/mayotte-signature-plan-urgence-eau-447609.html, latest access: 17 March 2017.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

of Mayotte (2 islands already connected with maritime liaison) and its road network. It must be highlighted that short sea shipping development is one objective of French strategy for overseas territories. It is one solution for multimodal land and sea development for which fundings (finances) have been allocated in a 2015 — 2020 public development plan. To increase the volume of transport activities, it is recommended to anticipate and manage space limitation in Port Logoni. Attracting maritime activities would also be possible by favouring transhipment infrastructure development, intra-island transports (for passengers and goods) and by locating and developing nearby free-trade areas for re-export, which are all core potential of maritime transport and port (Logoni) activities under investigations by the public authorities and private stakeholders (infrastructure). Maritime transport and port are also to take in account the potential development of oil exploitation in Mozambique Canal for which Logoni port could play a key role as supply port. Such development request to save space and facilities. Nevertheless, and whatever the evolution of maritime transport, environmental issues are to highly be considered as Mayotte marine waters (EEZ included) are to be regulated with its Parc marin covering the entire EEZ. In terms of research, improving the energy efficiency of maritime ships should be supported by public funds. The sector would require skilled repair staff available locally for light repair (cf. ship repair). To do so, a relevant workforce would need to be anticipated by EU funding focusing on education and training. Waste management should also be integrated within the Indian Ocean sea basin (objective inserted in the Livre Bleu Océan Indien drafted by France; cooperation with neighbours).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Figure 10 — Logical diagram for ports

•

Alike maritime transport in Mayotte, port activities are mainly driven by population growth and its importations of goods needs. To develop port activities in Mayotte, other activities could be addressed such as short sea shipping regarding its close connection with Comoros and the geography of Mayotte (2 islands already connected with maritime liaison) and its road network. Such a development is not only for Logoni port. Port development must anticipate and take in account any need from other maritime activities (cruise tourism, ship repair, fishing…). These needs are anticipated in developing the Longoni Port (Longoni port development project, Mayotte Channel Gateway). It must be highlighted that short sea shipping development is one objective of French strategy for overseas territories. It is one solution for multimodal land and sea development for which fundings (finances) have been allocated in development plan (2015-2020). To increase the port activities, it is recommended to anticipate and manage space limitation in Port Longoni. Attracting maritime activities would also be possible by favouring transhipment infrastructure development and by locating and developing nearby free-trade areas for re-export, which are both core potential of maritime

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

transport and port (Logoni) activities under investigations by the public authorities and private stakeholders. (infrastructure). Logoni port is also to take in account the potential development of oil exploitation in the Mozambique Canal for which Logoni port could play a key role as supply port. Such development request to save space and facilities. Nevertheless, and whatever the evolution of the ports in Mayotte, environmental issues are to be highly considered as Mayotte marine waters (EEZ included) are to be regulated with the Parc marin. Also, although an historic sector of importance in the EU blue economy on overall, the European Commission suggested it to be outside of the EU focus areas for sustainable blue growth (77). In terms of research, study to develop at sub-basin scale (Comoros, East Africa, Madagascar) the maritime exchanges of goods with a Mayotte added value should be supported by public funds (objective inserted in the Livre Bleu Océan Indien and strategy for overseas port; cooperation with neighbours). The sector would require skilled repair staff available locally for light repair too (cf. ship repair). To do so, a relevant workforce would need to be anticipated by EU funding focusing on education and training for port handling and managing but also for port police. Figure 11 — Logical diagram for ship repair

•

Ship repair is a key ancillary service to maritime transport, fisheries, coastal and cruise NB: support to the ship repair sector - absence of direct reference in the Blue Book for the Indian Ocean, the Stratégie nationale portuaire en outre-mer (2016), the 2014-2020 Contrat Plan-Etat Régiontourism. in Mayotten, in theShip 2014-2020 repair ERDF operational is mostly programme, based in the 2014-2020 in or Youth near Employment ports Initiative but programme also in in Mayotte, or nearin the 2014-2020 marinas ESF operational for programme in Mayotte. leisure boating. The sector requires to be developed as a support service to these maritime sectors and local public authorities are aware of it. Regarding the lack of capacities and the sub basin competition (workforce cost), local authorities expect to focus on light repair for different maritime sectors.

(77) See section 6 p. 52 of the Commission staff working document — Report on the Blue Growth Strategy towards more sustainable growth and jobs in the blue economy. SWD(2017) 128 final and sections 2 and 5 of the Communication from the Commission to the European parliament, the Council, the European economic and social committee and the Committee of the regions — Blue Growth opportunities for marine and maritime sustainable growth. (COM(2012) 494 final. 12 pages.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

The pending study of The Grand Port Maritime de la Réunion to provide relevant ship repair services in its port as a complementary service to ship repair ones based in neighbour countries could be valorised as potential lessons for Mayotte (infrastructure and research). Cooperation with neighbours to exchange information and experience in ship repair services need at the sea basin level is therefore important for a coherent development of this sector in Mayotte. Finally, EU funds should assist the port, port users and potential investors to identify then financially support these complementary needs in terms of infrastructure but also training and education for a sustainable and harmonious development of the blue economy in Mayotte (access to finance). Figure 12 — Logical diagram for coastal tourism

•

Coastal tourism development in Mayotte requests first of all the structuration of a tourism offer for which education and training must be mobilised to provide Mayotte with the adequate and properly skilled (foreign language) workforce. Infrastructure may be adapted in global approach to provide tourists with a full range of services to discover Mayotte with an upgrade of the hosting capacities with a higher level of quality and standards too. Regarding the fact that Mayotte marine waters are to be protected as a marine protected area (Parc marin), the development of coastal tourism requests to take in account any environmental impacts in a global approach. It must be seen as an asset rather than a ‘burden’ to provide a dedicated tourism offer (ecotourism) for the sustainable development of coastal tourism in Mayotte. The tourism offer must be

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

developed not only considering the potential of Mayotte (its natural heritage and resources) but also within a sea basin approach in order to develop cooperation with other islands to create thematic tours (whale watching for instance). This development requires also to strengthen economic data collection for business validity evaluation and attract private finances with the support of local authorities. Figure 13 — Logical diagram for cruise tourism

•

As coastal tourism, cruise tourism development requests first of all the structuration of a tourism offer for which education and formation must be mobilized to provide Mayotte with the adequate and properly skilled (foreign language) workforce. With regards to the size of cruise boats, infrastructure is to be adapted not only in the local port but also in global approach to provide cruise tourists with a full range of services to discover Mayotte and increase the customer basket of attractions in the sea basin. Mayotte marine waters are to be protected as a marine protected area (Parc marin). Therefore, the development of cruise tourism requests to take in account any environmental impacts in a global approach of the EU outermost region development and as such support the sector towards a dedicated offer adapted to the local context: ecotourism. This tourism offer must be developed not only by taking into account the potential of Mayotte (natural patrimony and resources) but also within a sea basin approach in order to develop cooperation with other islands to develop thematic tours at the sea basin level. Finally, this development requests to strengthen economic data collection for business validity evaluation and attract private finances with the support of local authorities too.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Figure 14 - Marine renewable energies - note

•

In the short term, the sector is likely to be inactive (non-existent), that is to provide local employment or local economic growth, but Mayotte public services should monitor progress of MRE technologies worldwide and in the Sea basin and most particularly in Réunion and territories with similar geographic characteristics (for instance, marine wind farming development in island with protected lagoons).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

12. Potential contribution to IMP and BG initiatives Blue growth With regards to the contribution to blue growth, the proposed actions within the fisheries and aquaculture sector are expected to sustain the aquaculture sector and, if possible, develop blue biotechnology by using fish waste. Supporting the desalination sector will enable blue energy development to a small extent as the desalination units in Mayotte are not expected to undergo a large development, at least in the short term. The proposed actions in the following sectors, salt extraction, fisheries and aquaculture, maritime transport, ports, ship repair and coastal and cruise tourism are expected to provide direct growth within the tourism sector. Finally, actions to develop marine renewable energies is expected to develop blue energy. Actions to develop the Longoni Port may drive indirect benefit to marine mineral resources exploitation in the Mozambique Channel by providing a base of services for the companies exploiting mineral resources in the north of the Channel. Figure 15 — Logical diagram between maritime activities and Blue Growth objectives

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Marine knowledge With regards to marine knowledge, proposed initiatives mostly focus on helping the private industry to compete in the global economy and improving the quality of public decision-making in the fisheries and aquaculture sector, in maritime transport, ports and tourism. Marine knowledge will be particularly increased by the proposed actions in the fisheries and aquaculture sector by strengthening marine scientific research and reducing uncertainty in knowledge of the oceans and the seas and in ports on better understanding of environmental impacts of ports. Figure 16 — Logical diagram between maritime activities and marine knowledge objectives

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Maritime spatial planning Proposed actions are expected to contribute to maritime spatial planning:  Encouraging investments: all the proposed actions within the different maritime sectors are expected to encourage investments directly or indirectly.  Protecting the environment is crucial for the sustainable development of the blue economy in Mayotte. Therefore the proposed actions within all the maritime sectors were defined considering their direct or indirect impact on or their contribution to protect the marine environment (maritime surveillance).  Reduction of conflicts between sectors: sectors such as fisheries and ports interact with other maritime sectors especially with tourism. Proposed EU actions are expected to reduce conflicts between these sectors.  Increasing coordination between administrations: actions within sectors where different maritime users are involved, such as port and coastal tourism, or when proposed actions throughout the overall ‘supply chain’ of the supported sector are expected, such as coastal and cruise tourism, are likely to increase coordination between administrations. Also, indirectly, maritime surveillance and maritime safety actions are foreseen to contribute to coordination between administrations involved in monitoring activities at sea, e.g. the navy and the local authorities in charge of fisheries surveillance and environmental protections.  Increasing cross-border cooperation will occur by the actions requiring coherent implementation at sea basin level. It will be the case especially for the fisheries sector to manage share resources but also for the maritime transport and port, ship repair and cruise tourism sectors and to a lesser extent for coastal tourism to propose better transport network for passengers travelling to Mayotte and within the sea basin.

Figure 17 — Logical diagram between maritime activities and maritime spatial planning objectives

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Integrated maritime surveillance The proposed initiatives aim to provide to the authorities better and new ways to exchange information and data for integrated maritime surveillance improvements. These initiatives are needed for a sustainable and harmonious development of the maritime sectors where stakeholders interact regularly: those sectors are the fisheries and aquaculture, maritime transport, ports, ship repair, coastal tourism and cruise tourism. Figure 18 — Logical diagram between maritime activities and integrated maritime surveillance objectives

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Maritime security strategy Several proposed actions have been elaborated to enhance maritime security activities by:  Acting externally for stability and inclusive development. At the outermost region and sea basin levels, several sectors are inter-dependent within themselves. Also, actors compete or trade with actors at the sea basin level where the sea basin stability is crucial. This is particularly important for at-sea activities in the fisheries sector and the maritime transport, cruise tourism and coastal tourism but indirectly for port activities and coastal and cruise tourism. For the former, stability of maritime activities in the sea basin is necessary to attract tourists.  Enhancing decision-making by awareness, surveillance & information sharing activities. This is the case especially for the fisheries sector and maritime transport by monitoring activities at sea which deter piracy and at the port site through the application of the ISPS norm.  Developing capability, pooling and sharing capacity in the EU. It is particularly the case by continuing to support maritime surveillance services in Mayotte to fight illegal activities and piracy and therefore having a positive direct impact on maritime economic activities at sea and indirect ones on coastal activities in Mayotte.  Supporting research, innovation, education and training: Although the proposed actions are focusing on maintaining and increasing employment, support to public services in charge of maritime security is important for a long-term security of the Réunionese waters and the sea basin waters for the economic stability of the maritime sectors.

Figure 19 — Logical diagram between maritime activities and maritime security strategy objectives

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

13. Conclusions on concrete measures by type and timeframe By analysing the Logical diagrams above, and considering all findings reported in the previous sections of the report, the following ‘legislative’, ‘non-legislative’ and ‘financial’ conclusions emerged. For each of them, the following details are provided:  possible timeframe for fulfilling the potential (short/medium term or long term);  stakeholders that should activate the measure;  possible best practices experimented in other territories (i.e. cross-fertilisation possibilities);  measures for achieving/implementing them.

 Fishery and aquaculture Stakeholders that Possible best Conclusion Time frame should activate the practice/flagship Measures for achieving them

measure project

The fisheries sector is supported by public Open stakeholder consultation and funding through the EMFF, including several workshop to assess funding specific measures to keep the sector possibilities with the aim to define a competitive within the sea basin, such as tax mutually agreed medium-term reductions and a compensation plan as an EU strategy to renew the fleet including: outermost region.  legal possibilities and Mayotte plans to develop a longline tuna requirements to apply the fishing fleet (centred around 25 longliners of specific measures; Note: to be carried, less than 20 m) to be active in Mayotte  non-legal measures: the proposed waters and beyond. Landings would be — the possible EU authorisation measures above primarily into Mayotte to provide fish to the Local public to migrate inactive EU should consider the

local market. This fleet’s development plan authorities (driven by vessels with suitable findings and has been submitted to the Indian Ocean Tuna the Préfecture in characteristics from other recommendations of Commission (IOTC) and is within the association with the locations (migration with the recent maximum EU fleet capacity limits in the Short term Conseil département) public support or not independent study Indian Ocean. in association with depending on the outcome funded by the EU Local stakeholders request that the fishermen of item 1 above) LEGISLATIVE Parliament on commercial and sustainable development representatives — assist private stakeholders in managing fisheries of the current and future local fleet (SMPPM). attracting new capital for fleets in EU outermost registered in Mayotte be met by: large private investment; regions (see Appendix  authorising fishing within the 100- — financial and/or fiscal 5). nautical mile inshore zone in Mayotte measures: waters exclusively to this fleet (CFP — specific mechanisms with Article 5 item 3 of the EU Regulation tools to attract investors n° 1380/2013); using conditions to avoid  since the fleet renewal is not fleet migration to neighbour encompassed by the CFP regulation, a countries in the medium public-private consultation should be term. launched for identifying possible actions — Specific study to assess the

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that Possible best Conclusion Time frame should activate the practice/flagship Measures for achieving them

measure project

and sources of funding for renewing the potential impacts of a fleet. positive answer or a The situation is sensitive locally and the negative answer to each stakeholder requests above should be stakeholder request managed openly and transparently.

Marine aquaculture (red drum): the sector is under a difficult situation with its red drum hatchery in bankruptcy. The local public authorities in association with local private actors try to relaunch the hatchery, hence the whole aquaculture Local public sector, by recruiting a local hatchery manager Feasibility and market study to assess authorities in (a local manager to run the hatchery in the the market and financial medium- association with the absence of local hatchery technical skills*). Short term Not available long term viability of the project newly recruited Relaunching the production is expected by (including health management hatchery production local stakeholders by providing fish to the issues). manager. local market and to EU markets.

* Recruiting an aquaculture technician (outside Mayotte) to assist the local hatchery manager is under discussion as a second step in relaunching the sector. Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte.

Private stakeholders

of the maritime sector Local stakeholders are invited to (for instance exchange with the maritime cluster in Maritime sectors in Mayotte do not have stakeholders in the Réunion to define ways to create and a local platform of exchanges and a tool Short term maritime transport French Maritime operate an independent sub-office in to communicate collectively to public (one year). sector having cluster in Réunion. Mayotte

LEGISLATIVE organisations — cross sectoral. expressed their - interest for the The EU could facilitate:

NON measure, e.g. STM  its creation (short term action); but not exclusively). and  its existence by financial support, at least in the short term.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that Possible best Conclusion Time frame should activate the practice/flagship Measures for achieving them

measure project

See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the Indian Ocean Annex.

EU to support technically* and 2016 study on the financially the INSEE sub-office in Economic data on a regular basis are establishment of a Mayotte in collecting regular missing or are not robust enough to framework for economic data on the maritime analyse quantitatively the evolution of processing and sectors using a robust method: the different maritime sectors in analysing maritime facilitate networking with EU and EU Long term National statistical Mayotte. The National statistical institute, economic data to MS statistical services to create a approach. institute (INSEE). INSEE, is currently working on developing a quantify the blue homogeneous method to regularly robust data collection mechanism to publish economies of EU collect and process data to present regular economic data on the maritime Member States (DG the evolution of the blue economy in sectors (cross-sectoral measure). MARE framework Mayotte contract 2014/045). *: if considered relevant by both parties. The artisanal fisheries sector is to be monitored taking into account all the  Additional activity to the current active fishing boats including those not Local public FIS data collection: collection of complying to safety standards (unofficial authorities (Préfecture data on unofficial fishing boat Action to carry fishing boats). Current data collection to — DMSOI) in activities (until the fleet meets out in the monitor fishing activities in Mayotte do not association with the the safety standards). short term Not available include the monitoring of the unofficial fleet. Parc Marin de Mayotte  Study: investigate the possibility (medium term The unofficial fleet has to meet the legal in charge of the to slightly increase the capacity of approach). standards but its upgrade will not be achieved fisheries information DMSOI-Mayotte for small-scale rapidly and understanding this fleet is needed in Mayotte. fisheries surveillance in terms of to accelerate its upgrade therefore its regular human resources. monitoring is required. The fisheries and aquaculture sector Coordinated by the Action to carry lacks professional skills to carry out their local public authorities out in the Professionalization of small-scale day-to-day activities especially on (Préfecture — DMSOI) short term Not available fishermen by training on business business management but not in association with (medium term management and safety at sea. exclusively (for instance on understand representatives of the approach). safety standards). sector.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that Possible best Conclusion Time frame should activate the practice/flagship Measures for achieving them

measure project

Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte.

Local stakeholders are invited to exchange with the maritime cluster in Private stakeholders Réunion to define ways to create and of the maritime sector operate an independent sub-office in (for instance Maritime sectors in Mayotte do not have Mayotte. stakeholders in the a local platform of exchanges and a tool Short term French Maritime maritime transport to communicate collectively to public (one year). cluster in Réunion. The EU could facilitate: sector having organisations — cross sectoral.  its creation (short term action); expressed their  its existence. interest for the by financial support, at least in the measure). short term.

See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean

sea basin in the Indian Ocean Annex.

No financial measure identified FINANCIAL

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Desalination Stakeholders that Possible best Conclusion Time frame should activate Measures for achieving them practice/flagship project

the measure

No legislative conclusion has

been identified LEGISLATIVE

Freshwater availability is dependent on rainfalls in Mayotte. Shortages can be a major issue for the local population at the end of the dry season (cf. for instance in The EU could co-support or support the January — February 2017), following activities:

desalination is still a costly  networking with public and private technology and requires a large stakeholders (national, sea basin and amount of energy. Mayotte has Local public international workshops and conferences); Best practice: one desalination unit and may authorities in  assess the possibility to co-fund as high Short (medium development of build a second unit in the association with priority a new desalination unit by EU public term approach) desalination units in

medium term (Contrat Plan Etat Mahoraise des funds within the Contrat plan État — Région LEGISLATIVE

- Canary Islands. Région). In the future, the eaux. (State-Region action plan with financial technology may become more support from ERDF) — ACHIEVED in NON sustainable (production using February 2017 (78) (to monitor progress); renewable energies and  to improve the technologies within research providing waters at lower projects (H2020 projects). production costs). Mayotte could prepare to use the desalination technology at a large scale by investigating progress of the technology.

(78) FranceInfo: http://la1ere.francetvinfo.fr/penurie-eau-mayotte-gouvernement-promet-solutions-dont-construction-usine-dessalinisation-2020- 446117.html, latest access : 16 March 2017.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that Possible best Conclusion Time frame should activate Measures for achieving them practice/flagship project

the measure

Economic data on a regular basis are missing or are not 2016 study on the robust enough to analyse establishment of a EU to support technically* and financially the quantitatively the evolution framework for INSEE sub-office in Mayotte in collecting regular of the different maritime processing and economic data on the maritime sectors using a sectors in Mayotte. The analysing maritime robust method: facilitate networking with EU Long term National statistical National statistical institute, economic data to and EU MS statistical services to create a approach. institute (INSEE). INSEE, is currently working on quantify the blue homogeneous method to regularly collect and developing a robust data economies of EU process data to present the evolution of the collection mechanism to publish Member States (DG blue economy in Mayotte. regular economic data on the MARE framework *: if considered relevant by both parties. maritime sectors (cross-sectoral contract 2014/045). measure). Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte.

Private Local stakeholders are invited to exchange with stakeholders of the maritime cluster in Réunion to define ways the maritime to create and operate an independent sub-office Maritime sectors in Mayotte sector (for in Mayotte. do not have a local platform instance Short term (one French Maritime cluster of exchanges and a tool to stakeholders in year). in Réunion. The EU could facilitate: communicate collectively to the maritime  its creation (short term action); public organisations. transport sector  its existence having expressed by financial support, at least in the short term. their interest for

the measure). See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the Indian Ocean

Annex.

No financial conclusion identified FINANCIAL

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Maritime transport Stakeholders that Possible best

Conclusion Time frame should activate the practice/flagship Measures for achieving them

measure project

No legislative conclusion has been identified LEGISLATIVE

 Study: investigate the economic and financial feasibility of developing maritime roads within the Islands to transport goods but also passengers by consulting potential Maritime short sea shipping investors and local stakeholders active in around Mayotte main towns the sector. Should a private development shows potential due to the project be ready, investigate further its Local public geography of Mayotte (two financial sustainability and potential public Medium/long authorities (Conseil islands already connected but Not available. support (financial measure). term action. départemental requiring additional maritime ------and/or Préfecture).

roads between other main  Support to promote clean ship use with low

towns) and congested road carbon emission in maritime transport network. including short sea shipping activities (at sea basin level, see the Indian Ocean annex) by co-funding research projects, commercial ships and promotional

LEGISLATIVE campaigns towards the sector. - Economic data on a regular

NON basis are missing or are not 2016 study on the robust enough to analyse establishment of a EU to support technically* and financially the quantitatively the evolution framework for INSEE sub-office in Mayotte in collecting of the different maritime processing and regular economic data on the maritime sectors sectors in Mayotte. The analysing maritime using a robust method: facilitate networking Long term National statistical National statistical institute, economic data to with EU and EU MS statistical services to create approach. institute (INSEE). INSEE, is currently working on quantify the blue a homogeneous method to regularly collect developing a robust data economies of EU and process data to present the evolution of collection mechanism to publish Member States (DG the blue economy in Mayotte regular economic data on the MARE framework *: if considered relevant by both parties. maritime sectors (cross-sectoral contract 2014/045). measure).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that Possible best

Conclusion Time frame should activate the practice/flagship Measures for achieving them measure project Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte.

Local stakeholders are invited to exchange with Private stakeholders the maritime cluster in Réunion to define ways of the maritime to create and operate an independent sub- Maritime sectors in Mayotte sector (for instance office in Mayotte. do not have a local platform Short term (one stakeholders in the French Maritime of exchanges and a tool to year). maritime transport cluster in Réunion. The EU could facilitate: communicate collectively to sector have  its creation (short term action); public organisations. expressed their  its existence. interest). by financial support, at least in the short term.

See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the Indian Ocean

Annex.

No financial measure identified FINANCIAL

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Ports Stakeholders that should Possible best practice/flagship Conclusion Time frame Measures for achieving them

activate the measure project

Mayotte has had to integrate the EU legislation in its territorial development by becoming an EU outermost region recently. Local, national and EU regulations and their Study to investigate related procedures can create an possibility to apply the administrative burden in port procedures of ‘Projet d’Intérêt development by overlapping or by the Général (PIG)’ (that is for need of local public authorities to projects of general interest) have a thorough knowledge of all Mayotte Channel Gateway to the development of port these rules that ought to be Short term. in collaboration with local Not available infrastructure in Mayotte.

understood to develop a port. For public authorities. These procedures enable to instance, on applying different apply a simplified or adapted environmental rules on natural risk legal framework to the management and in marine development of infrastructure submersion risk management during of general — public – interest. the port development process. Some LEGISLATIVE local development plans can even become out of date before they enter into force such as the local plan of urbanisation or the regional development scheme. Port staff are to be regularly trained. Specific trainers are recruited outside Short study to assess legal Mayotte and as consequence some of Mayotte Channel Gateway ways to provide short term them are non-EU citizens. Delays to Short and medium (MCG) and local public Not available access (visas) to Mayotte (not obtain visas for Mayotte: visas term approach. authorities. to all the EU) to trainers who cannot be issue in a timely manager are non-EU citizens. to carry out urgent training (a concern raised by MCG).

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best practice/flagship Conclusion Time frame Measures for achieving them

activate the measure project

Oil exploitation in the Mozambique Channel may appear in a near future. Study to evaluate the port Mayotte could serve as a supply port potential to be a supply port for vessels involved in this new oil for oil exploitation in the extraction sector. Short term. Local public authorities. Not available Mozambique Channel, (however the oil and gas sector is not including assessing the recommended by the Commission to environmental impact and the

be a focus area in the EU sustainable minimisation measures.

blue growth) EU to support technically* and financially the INSEE sub- Economic data on a regular basis office in Mayotte in collecting are missing or are not robust regular economic data on the

2016 study on the LEGISLATIVE

- enough to analyse quantitatively maritime sectors using a establishment of a framework the evolution of the different robust method: facilitate for processing and analysing

NON maritime sectors in Mayotte. The networking with EU and EU Long term National statistical institute maritime economic data to National statistical institute, INSEE, is MS statistical services to approach. (INSEE). quantify the blue economies of currently working on developing a create a homogeneous EU Member States (DG MARE robust data collection mechanism to method to regularly collect framework contract publish regular economic data on the and process data to present 2014/045). maritime sectors (cross-sectoral the evolution of the blue measure). economy in Mayotte. *: if considered relevant by both parties.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best practice/flagship Conclusion Time frame Measures for achieving them

activate the measure project

Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte. Local stakeholders are invited to exchange with the maritime cluster in Réunion to define ways to create and Private stakeholders of the Maritime sectors in Mayotte do operate an independent sub- maritime sector (for not have a local platform of office in Mayotte. Short term (one instance stakeholders in the French Maritime cluster in exchanges and a tool to The EU could facilitate: year). maritime transport sector Réunion. communicate collectively to  its creation (short term having expressed their public organisations. action); interest for the measure).  its existence. by financial support, at least in the short term. See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the

Indian Ocean Annex.

No financial conclusion identified FINANCIAL

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Ship repair Stakeholders that should Possible best practice/flagship Conclusion Time frame Measures for achieving them

activate the measure project

No legislative conclusion has been - - - -

identified LEGISLATIVE

Public funds to co-fund Current ship repair services are i) projects to develop local ship either for public maritime Local public authorities: repair services for light repair transport or ii) available but Conseil départemental by: working beyond their capacity. and/or Préfecture  funding feasibility studies; depending on the public Short term. Not available.  accompanying potential Light repair is expected to be programme that can be private investors in developed by the Longoni port activated. applying for public funds managers (in their project of port in their development development approved at the end of Leisure port managers. projects (including ship 2016 for public support). repair for leisure boating). EU to support technically* and financially the INSEE sub-

Economic data on a regular basis office in Mayotte in collecting LEGISLATIVE

- are missing or are not robust regular economic data on the 2016 study on the enough to analyse quantitatively maritime sectors using a establishment of a framework

NON the evolution of the different robust method: facilitate for processing and analysing maritime sectors in Mayotte. The networking with EU and EU Long term maritime economic data to National statistical institute, INSEE, is National statistical institute. MS statistical services to approach. quantify the blue economies of currently working on developing a create a homogeneous EU Member States (DG MARE robust data collection mechanism to method to regularly collect framework contract publish regular economic data on the and process data to present 2014/045). maritime sectors (cross-sectoral the evolution of the blue measure). economy in Mayotte. *: if considered relevant by both parties.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best practice/flagship Conclusion Time frame Measures for achieving them

activate the measure project

Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte.

Local stakeholders are invited to exchange with the maritime cluster in Réunion to define ways to create and

Private stakeholders of the operate an independent sub- Maritime sectors in Mayotte do maritime sector (for office in Mayotte. not have a local platform of Short term (one instance stakeholders in the French Maritime cluster in exchanges and a tool to year). maritime transport sector Réunion. The EU could facilitate: communicate collectively to having expressed their  its creation (short term

FINANCIAL public organisations. interest for the measure). action);  its existence by financial support, at least in the short term.

See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the Indian Ocean Annex.

 Coastal tourism

Stakeholders that should Possible best Conclusion Time frame Measures for achieving them

activate the measure practice/flagship project

No legislative conclusion has been

identified

ISLATIVE

EG L

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best Conclusion Time frame Measures for achieving them

activate the measure practice/flagship project

Integrated approach:

 EU support to works and equipments (co-funding or funding): to diversify the accommodation quality especially outside main towns by, first, analysing in details the needs, the potential and the interested investors and, second, develop an action plans with the actors of the

Tourism in Mayotte is based on sector. The diversification of

and expected to be developed by Pesca-tourism development leisure activities could include Local public authorities eco-tourism. To respond to the in EU Member States such pesca-tourism (which could Conseil départemental and demand, a ‘supply’ chain approach is as Spain and Italy with EFF diversify income to fishermen). Préfecture through the required (from reaching and leaving support (or in France based  EU support to the workforce Medium term Comité Départemental du Mayotte to leisure activities and on the experienced gained (co-funding or funding):

Tourisme de Mayotte in LEGISLATIVE

- including accommodation services) is on pesca-tourism training to improve the association with private to be improved most particularly the development in Italy accommodation services, in actors and investors. 79

NON accommodation quality and capacity (FARNET ( )). particular languages skills. but not exclusively.  Leisure yachting development: implement a working group to implement recommendations made by experts from National Authorities on the attractiveness of marinas in Outermost Regions (see 6.4): — definition of an action plan based on the recommendations; — to monitor the implementation of the recommendations.

(79) Community of people implementing Community-Led Local Development (CLLD) with co-funding from the EU (the EFF and now the European Maritime and Fisheries Fund (EMFF): pesca-tourism around Europe, https://webgate.ec.europa.eu/fpfis/cms/farnet/files/documents/FARNET_Magazine_09_EN_0.pdf and https://webgate.ec.europa.eu/fpfis/cms/farnet/pescatoursime-83-flag-groupe-varois-fr; access : 8 March 2017.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best Conclusion Time frame Measures for achieving them

activate the measure practice/flagship project

EU to support technically* and Economic data on a regular basis financially the INSEE sub-office are missing or are not robust 2016 study on the in Mayotte in collecting regular enough to analyse quantitatively establishment of a economic data on the maritime the evolution of the different framework for processing sectors using a robust method: maritime sectors in Mayotte. The and analysing maritime facilitate networking with EU and Long term National statistical institute National statistical institute, INSEE, is economic data to quantify EU MS statistical services to approach. (INSEE). currently working on developing a the blue economies of EU create a homogeneous method robust data collection mechanism to Member States (DG MARE to regularly collect and process publish regular economic data on the framework contract data to present the evolution of maritime sectors (cross-sectoral 2014/045). the blue economy in Mayotte. measure). *: if considered relevant by both parties. Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte.

Local stakeholders are invited to exchange with the maritime cluster in Réunion to define ways to create and operate an Private stakeholders of the independent sub-office in Maritime sectors in Mayotte do French Maritime cluster in maritime sector (for Mayotte. not have a local platform of Réunion. Short term (one instance stakeholders in the exchanges and a tool to year). maritime transport sector The EU could facilitate: communicate collectively to the Indian Ocean based in having expressed their  its creation (short term public organisations. Réunion. interest for the measure). action);  its existence.by financial support, at least in the short term.

See also, the complementary approach of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the Indian Ocean Annex.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best Conclusion Time frame Measures for achieving them

activate the measure practice/flagship project

No financial conclusion identified FINANCIAL

 Cruise tourism Stakeholders that Possible best Conclusion Time frame should activate the Measures for achieving them practice/flagship project

measure

No legislative conclusion has been

identified LEGISLATIVE 1) EU support to works and equipments (co-funding or funding): to diversify accommodation quality, Cruise tourism is developing in the sea Local public especially outside main towns by, first, basin with some stops in Mayotte. authorities Conseil analysing in details the needs, the Tourism in Mayotte is based on and départemental and potential and the interested investors expected to develop by eco-tourism. To Préfecture through and, second, develop an action plans respond to the demand, the ‘supply’ the Comité with the actors of the sector; chain (from reaching and leaving Short term Not available Départemental du 2) EU support to the workforce (co-

Mayotte to leisure activities and LEGISLATIVE

- Tourisme de Mayotte funding or funding): training to including accommodation services) is in association with improve accommodation management to be improved most particularly the

NON private actors and and services, in particular languages accommodation quality, diversity and investors. skills to respond to new customers capacity in all the territory of Mayotte. (from Asia for instance).

See coastal tourism above too.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that Possible best Conclusion Time frame should activate the Measures for achieving them practice/flagship project

measure

EU to support technically* and Economic data on a regular basis financially the INSEE sub-office in are missing or are not robust 2016 study on the Mayotte in collecting regular economic enough to analyse quantitatively establishment of a data on the maritime sectors using a the evolution of the different framework for processing robust method: facilitate networking maritime sectors in Mayotte. The and analysing maritime Long term National statistical with EU and EU MS statistical services National statistical institute, INSEE, is economic data to quantify approach institute (INSEE). to create a homogeneous method to currently working on developing a the blue economies of EU regularly collect and process data to robust data collection mechanism to Member States (DG MARE present the evolution of the blue publish regular economic data on the framework contract economy in Mayotte. maritime sectors (cross-sectoral 2014/045). *: if considered relevant by both measure). parties. Development of a maritime cluster with members being stakeholders of different maritime sectors in Mayotte. Maritime sectors in Mayotte do not

have a local platform of exchanges Local stakeholders are invited to and a tool to communicate Private stakeholders exchange with the maritime cluster in collectively to public organisations. of the maritime Réunion to define ways to create and

sector (for instance operate an independent sub-office in Several maritime sectors demonstrated French Maritime cluster in stakeholders in the Mayotte. the needs to improve employability by Réunion. Short term (one maritime transport professional training. This platform year) sector having The EU could facilitate: could also serve the industry in the Indian Ocean based in expressed their  its creation (short term action); proposing regular modifications of Réunion. interest for the  its existence. education programmes supported by measure e.g. STM by financial support, at least in the the European Structural and but not exclusively). short term. Investment Funds to keep training and

curricula up to date to develop the blue See also, the complementary approach economy. of developing an ‘EU’ Maritime Cluster in the Indian Ocean sea basin in the

Indian Ocean Annex.

No financial conclusion identified FINANCIAL

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

 Marine renewable energies Stakeholders that should Possible best Conclusion Time frame Measures for achieving them

activate the measure practice/flagship project

No legislative conclusion has been

identified LEGISLATIVE

Mayotte is increasing its use of renewable energies by producing solar energy (5 % of the energy produced in Mayotte, 2014 (80)). The development of marine renewable  Feasibility study(ies) or pilot energies is also investigated: projects to deepen the 1) The potential is currently in SWAC feasibility of SWAC — and to technologies and ocean thermal some extent OTEC energy conversion (OTEC); technologies — and their 2) Marine wind farming development practical implementation. Local public authorities: is still costly in terms of  Networking to investigate the Préfecture and Conseil investment and conflict of users is possibility to use other EMR Short term départemental. SWAC (and to some an additional risk. technologies (by exchanging (measure 1) extent OTEC R&D) 3) Current and wave energy is still regularly with public and In collaboration with projects in Réunion costly too. private stakeholders at Medium term several international actors (including unsuccessful

MRE technologies and innovations are national, sea basin and LEGISLATIVE

- approach being active in the sector MRE projects in Réunion improving the production and investment international level). (measure 2). including the maritime to gain experience). costs rapidly. Technologies currently  Private actors to be proactive

NON cluster in Réunion considered costly to install and to operate and through different media Temergie. may become suitable in Mayotte in the (workshops, clusters, medium term. cooperative awareness campaigns) in updating public Also, technologies are changing quickly. (or semi-public) training and Continuous input and proactive initiatives education curricula respond to from the blue growth industries in the local demand in MREs. preparing and regularly modifying education programmes supported by the European Structural and Investment Funds is recommended

(80) Contrat Plan énergie territoire de Mayotte — lancement : 20 juillet 2016. 27 pages.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Stakeholders that should Possible best Conclusion Time frame Measures for achieving them

activate the measure practice/flagship project

No financial measure identified. FINANCIAL

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Roles and contributions to external initiatives

 Ocean governance Mayotte has a role in — and can contribute to — the external actions of EU ocean governance by the following (based on the [EU] international ocean governance: an agenda for the future of our oceans (81)):  Fostering and supporting actors in sustainable fisheries management at the sea basin level, for both tuna and non-tuna resources; for instance, in promoting new conservation and management measures and cooperation within inter- governmental organisations in which they are directly or indirectly represented.  Encouraging multilateral negotiations to ban (by 2020) subsidies that contribute to overcapacity in the sea basin.  Strengthening ocean research and data.  Minimising environmental impacts of the maritime economic activities in the sea basin through exchange of best practices. However, the main issue raised by Mayotte stakeholders to be able to contribute to external actions of the EU is to be heard through their representatives on ocean governance at the sea basin level based on EU common policies without disturbance of political issues due to the non-recognition of Mayotte as a French territory by Comoros.

 EU neighbourhood actions Mayotte can have a role and contribute to external actions of the EU in EU neighbourhood actions by the following:  Sharing experiences with neighbour countries to develop maritime sectors in coherence with the EU outermost region plans in the sea basin and the third countries’ strategies to develop the same sectors within their territories, their waters and in the high seas.  Sharing and transferring skills and knowledge with a commercial strategy to sustain and develop their local economies.  Maritime surveillance, security and safety at sea to protect at sea activities of the maritime economic sectors active within the sea basin such as fisheries, cruise tourism and maritime transport.

(81) DG MARE’s web page: https://ec.europa.eu/maritimeaffairs/policy/ocean-governance_en, access: 26 December 2016.

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

List of interviewees

Organisation Maritime activities concerned Number of interviewees

Conseil départemental Cross-cutting 1 INSEE — Institut national des 1 (remote interview) statistiques économiques (office in Mayotte) CAPAM — Chambre Fisheries and aquaculture 1 d’Agriculture de la Pêche et de l’Aquaculture de Mayotte STM — Services de transport Maritime transport 1 maritime CDTM — Comité Coastal tourism 1 départemental du tourisme de Mayotte DMSOI — Direction de la mer Public activities for 2 sud océan Indien environmental protection, and (headquarters in Réunion) marine and coastal security Parc naturel marin de Mayotte 2 SMPPM — Syndicat maritime Fisheries and aquaculture 1 des pêcheurs professionnels mahorais Channel Gateway Mayotte — Ports (including dredging) 1 Direction du Port de Mayotte SMART — Société Mahoraise 3 (representatives met in d'Acconage, de Réunion) Représentation et de Transit

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Appendices Appendix 1: Mayotte- maps Figure 20 — Map of Mayotte

Source: created by Rémi Kaupp (copyright), NASA SRTM3 for terrain (public domain); NASA SWBD for coastlines and lakes, Wikimedia Commons

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE

Figure 21 — Map of the Comoros archipelago

NB: Mayotte, south-eastern island on the map above; source: United Nations — Department of Peacekeeping Operations Cartographic Section, January 2004 (copyright) Appendix 2: bibliography ADEME, 2015. Etude de potentiel hydrolien à Mayotte. 32 pages. Carried out by Hydro- Gen and Energie de la Lune. COFREPECHE, Poseidon, NFDS et MRAG, 2015. Évaluation rétrospective et prospective du protocole de l'accord de partenariat dans le domaine de la pêche durable entre l'Union européenne et l’Union des Comores. Contrat cadre MARE/2011/01 — Lot 3, contrat spécifique n° 15. Bruxelles, 124 p. Livre bleu sur l’océan Indien URL : http://www.reunion.gouv.fr/le-livre-bleu-sud-ocean- indien-a122.html. Parc naturel marin de Mayotte, 2012. Plan de gestion du Parc naturel marin de Mayotte. 420 p. SNML — version d’août 2016: http://www.dirm-memn.developpement- durable.gouv.fr/strategie-nationale-pour-la-mer-et-le-littoral-r267.html. CPER 2015-2020 http://www.regions-et-formation.fr/IMG/pdf/cper_mayotte_2015- 2020.pdf.

Appendix 3: Mayotte (an EU outermost region since 2014) Following the 2009 referendum in Mayotte enabling Mahorais to vote for or against their independence from France, Mahorais voted to remain a French territory and became both a French overseas department and a region. Since then, the general council (Conseil général) exercises the jurisdiction of a Regional Council (Conseil Régional) and, in 2014, Mayotte became an outermost region of the EU enabling the territory to receive EU

Realising the potential of the Outermost Regions for sustainable blue growth ANNEX 5 TO THE FINAL REPORT — THE BLUE ECONOMY IN MAYOTTE supports but also requiring the French territory to comply with the EU legislation applied to all EU territories. Appendix 4: maritime traffic — density map, March 2017

Source: marinetraffic.com (82) — near real time (date: March 2017) Appendix 5: extract of the 2016 independent study ‘The management of fishing fleets in Outermost Regions’ (funded by the EU Parliament)

‘ ’ Source: Extracted from the F&S, 2016. Research for PECH Committee — The management of fishing fleets in Outermost Regions. An independent study carried out on behalf of the EU Parliament. 52 pages. http://www.europarl.europa.eu/RegData/etudes/STUD/2016/585901/IPOL_STU( 2016)585901_EN.pdf.

(82) http://www.marinetraffic.com (traffic density estimate using automatic identification systems to track ships).

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doi: 10.2826/265481