INTERVIEW: It’s a family affair at DAMAC Properties

(Illustration by Luis Grañena)
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Updated 23 February 2020
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INTERVIEW: It’s a family affair at DAMAC Properties

  • DAMAC is fulltime, because as a family business we never really stop working

In the strong family business circles of the Middle East, the question of succession is often a fraught one.

DAMAC Properties, the real estate developer founded and run for nearly two decades by Hussain Sajwani, seems to have plenty of options in the matter.

His four children all play a role in DAMAC, but Ali — the 28-year-old eldest son — looks to be the heir apparent for the billion-dollar-plus group, one of the UAE’s leading property groups.

“I and my siblings have been trained at DAMAC since we were very young,” Ali told Arab News. “When I was only 12 or 13, I was reading balance sheets and running a ‘ghost’ portfolio in the summer holidays. It was the training that has helped me the most.”

He is currently general manager of operations at DAMAC, but has a strategic overview of the UAE and international businesses, as well as responsibility for the digital initiatives that the company regards as essential to keep it growing.

So his take on the UAE’s problematic real estate sector is especially relevant. The Dubai property market is the core of the DAMAC business, with the company’s name synonymous for many years with the “iconic lifestyle developments” that the emirate has made its trademark.

Prices have been falling for several years as the glittering launches have continued despite falling demand, fueling worries of a broader malaise in the economy.

Some economic experts have expressed concerns about the build-up of debt in the Dubai economy, and the effect on the banking system of high exposures to falling real estate values.

“I think we’re at the bottom now in Dubai, and we’ll see some slight improvement with Expo 2020,” Ali said. “The hotel and retail sector will do well out of Expo, and there should be a big inflow of tourists. Hopefully some of them will decide to stay, and that could help drive property prices higher.”

Partly in response to the real estate downturn, Dubai’s government has introduced a package of incentives to encourage foreign investment in the sector, including longer-term residence visas and the scrapping of some property charges.

“But there’s no need to beat about the bush — demand is weak, not like it used to be. And there’s too much supply. I studied economics at university, and it’s all about supply and demand,” Ali said.

The “key catalyst” toward an improvement in the market would be to limit the amount of new developments, and he sees some cause for optimism in the new Higher Real Estate Committee formed last year to regulate new developments and launches.

“That’s good news,” he said, adding that he had already detected a slowing in the rate of new launches by the government-controlled property sector that the committee oversees.

Nonetheless, Ali said there were some fundamental challenges to the UAE’s property market that resulted from changing demographics.

“There are cyclical changes. We see it in our core clientele. When the retail sector and food and beverage are down, it leads to layoffs and departures, and it affects hotel occupancies,” he added.

“In a place like the Dubai International Financial Centre, you can see it. There are more restaurants, but the core clientele has changed. They don’t have the same spending power when they’re walking around the malls with a backpack and a banana.”

But conversely, there are still opportunities for real estate developers to cater for the new mid-market segment, he said.


BIO

BORN: June 1991, Dubai

EDUCATION: Economics, North Eastern University, Boston, US

CAREER

  • Entrepreneurial activities in UAE — transport, logistics, hospitality
  • General manager of operations, DAMAC Properties

Overall, despite the challenges that led DAMAC to recently declare its first full-year loss in a decade, Ali believes that the fundamentals of the Dubai market — such as infrastructure, connectivity and security — are strong and will once more make it a magnet for regional real estate investment.

DAMAC was famed for many years for its glittering launches of new developments, with high-profile events, extravagant incentives and all-encompassing media campaigns aimed at selling the luxury projects.

Those techniques have changed in the digital era, and a large area of Ali’s current responsibilities consists of putting in place the right digital marketing strategy to enable DAMAC to exploit the new environment. International consultants have been hired to get the digital strategy right.

“It’s all about lead generation — how to target the right person at the least cost. We’re told that data is the new gold, but we have to be able to utilize it properly. That’s where the future lies,” he said.

DAMAC has created a “data lake” of information about existing and potential customers, with new data added daily to the marketing mix.

But if the domestic market is challenging, there are plenty of opportunities elsewhere in the world, he said. One is Saudi Arabia.

“Over the next five years, under (Crown Prince) Mohammed bin Salman, it has all the right ingredients — a visionary leader pushing the country and opening it up to foreign investors,” Ali said.

DAMAC is already familiar with the Saudi market, not least because of the large numbers of citizens from the Kingdom who buy its properties in Dubai and use its serviced apartments and other facilities on trips to the UAE.

While he expects that to slow to some degree as leisure opportunities increase at home, he sees the potential to add to existing developments in Riyadh and Jeddah.

“We’re speaking to people all the time in Saudi Arabia — developers, the authorities and landowners. We’re actively exploring that market and visit there regularly,” he said.

In Europe, London will continue to be the focus of DAMAC’s expansion. A big development at Nine Elms, south of the River Thames, was topped out last year and is already around 60 percent sold.

Undeterred by Brexit and new planning restrictions in some of the more upmarket parts of the British capital, Ali is looking at other new developments in central London.

“With Brexit, the biggest thing was the uncertainty. Now it’s done and over, thank you very much. Regardless of Brexit, London is London, the capital of the world,” Ali said. European “gateway cities” such as Paris and Berlin are also under consideration.

Other international markets have also attracted DAMAC’s interest. The group is currently developing three lagoons on the Maldives, and is in negotiations with a “world-class operator” to manage the 100 or so luxury villas that are being built there.

Also in the Indian Ocean, a preliminary design has been agreed for an island development on the Seychelles.

“We see good growth from the high-end resort business,” said Ali, declining to comment on other potential developments, for example in Bali. “That’s not confirmed.”

There are big projects in Oman and Beirut, though he acknowledged that the economic situation in Lebanon “isn’t the best.”

Then there is the US. DAMAC, as the only operator of Trump Organization golf courses in the UAE, has good relations at the highest level in America, and both Hussain and Ali have been photographed socializing with the US president. But that does not necessarily mean that a DAMAC project in the US is imminent.

“The US is a long way away, and logistically that creates bottlenecks. You need the right opportunities, and also have to ask what do we bring to the table,” Ali said, also raising concerns about high state and federal taxes.

But the group will soon announce a joint venture in the Canadian market in Toronto, its first venture into North American real estate, which could be an indicator of increasing trans-Atlantic interest.

Outside DAMAC, when not relaxing by driving fast cars or sea diving, Ali has got involved in the UAE startup scene with a series of small businesses in transportation, facilities management and hospitality.

“I wanted to prove I could do something outside the group. DAMAC is entrepreneurial at the top, but there’s also a corporate ambiance. I wanted to achieve something outside the corporate environment,” he said.

“But now I’m much more focused on DAMAC. It is fulltime, because as a family business we never really stop working,” he added.

“We have dinner in the evening together and discuss business. At weekends we get together and talk about work. We’ve agreed in the past not to talk business around the dinner table, but then there were long silences. That’s the way it has been since we were kids.”


Supply chains reel as carriers halt Gulf routes and impose war risk surcharges in response to Iran-US conflict

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Supply chains reel as carriers halt Gulf routes and impose war risk surcharges in response to Iran-US conflict

RIYADH: Global supply chains were disrupted on March 2 as the US-Iran conflict forced shipping lines and airlines to suspend routes, reroute traffic, and impose emergency surcharges across the Middle East.

As traffic slowed through the Strait of Hormuz and airspace restrictions spread across Gulf hubs, logistics providers halted new container bookings and adjusted operations, driving longer transit times, higher freight costs, and greater uncertainty for cargo owners worldwide.

Ship-tracking data cited by Reuters showed a maritime standstill taking shape near the Hormuz chokepoint, with roughly 150 crude and liquefied natural gas tankers anchored in open waters beyond the strait and additional vessels stationary on both sides, clustered near the coasts of Iraq, Saudi Arabia, and Kuwait, as well as the UAE and Qatar.

Industry guidance warned of heightened naval activity, anchorage congestion and potential insurance volatility, even as no formal international suspension of commercial shipping had been declared.

Rising tensions in the Gulf forced operational pullbacks, with Reuters reporting at least three tankers damaged and one seafarer killed, prompting shipowners to reassess their exposure in regional waters.

Container carriers acted to limit risk, with MSC Mediterranean Shipping Co. suspending new bookings for Middle East cargo amid security concerns and network uncertainty.

A.P. Moller–Maersk paused sailings through the Suez Canal and Bab el-Mandeb and suspended vessel crossings through the Strait of Hormuz, attributing the move to the worsening security situation following the start of the US-Israeli attack on Iran.

Rival operators began diverting vessels around the Cape of Good Hope, extending voyage times between Asia and Europe and tightening effective capacity. The longer routings are increasing fuel consumption and disrupting equipment repositioning cycles, adding strain to already stretched container availability in key export markets.

Freight costs rose further after Hapag-Lloyd introduced a formal War Risk Surcharge for cargo moving to and from the Upper Gulf, Arabian Gulf and Persian Gulf, citing what it described as the “dynamic situation around the Strait of Hormuz” and associated operational adjustments across its network.

The surcharge, effective March 2 until further notice, is set at $1,500 per twenty-foot equivalent unit for standard containers and $3,500 per unit for reefer containers and special equipment.  

The surcharge will apply to any booking made on or after March 2 that has not yet shipped, as well as cargo already in transit to or from affected Gulf regions. It will be paid by the booking party and excludes shipments regulated by the Federal Maritime Commission or SSE.

France-based shipping group CMA CGM said March 2 it will introduce an “Emergency Conflict Surcharge,” effective immediately, citing escalating security risks in the region. The surcharge will be set at $2,000 per 20-foot dry container, $3,000 per 40-foot dry container, and $4,000 per reefer or special equipment container.  

The measure applies to cargo moving to and from Iraq, Bahrain, and Kuwait, as well as Yemen, Qatar, Oman, the UAE, and Saudi Arabia. It also covers shipments to Jordan, Egypt via the Port of Ain Sokhna, Djibouti, Sudan, and Eritrea, encompassing trade linked to Gulf and Red Sea countries.

On the port side, DP World said operations had resumed at Jebel Ali Port in the UAE following precautionary disruption. The reopening restored activity at the Gulf’s largest transshipment hub, though the broader impact of rerouted vessels, suspended bookings and insurance constraints continues to limit throughput predictability.

Marine insurers added to the strain by issuing notices canceling war-risk cover for vessels operating in Iranian waters and surrounding areas, with changes taking effect on March 5.

The withdrawal of coverage complicates voyage approvals and introduces further pricing volatility for shipowners and charterers considering calls within the region.

Air freight networks have also been affected. Widespread flight cancellations and airspace restrictions across the Middle East disrupted passenger and cargo flows through key hubs, including Dubai.  

FedEx said it had temporarily suspended services in specific Middle East markets, including Bahrain, Israel, and Qatar, as well as Saudi Arabia, Kuwait, and the UAE, and halted pickup and delivery services in several Gulf countries due to escalating tensions and airspace closures, affecting time-sensitive shipments across several nations.

Air cargo disruption appears to be significant. Ryan Petersen, CEO of Flexport, a US multinational corporation that focuses on supply chain management and logistics, wrote on X on March 2 that “18 percent of global air freight capacity has been taken out of the market by conflict in the Middle East this weekend,” highlighting the scale of network dislocation as airspace closures and flight cancellations ripple across Gulf hubs.

While the figure has not been independently verified, it underscores the degree to which capacity constraints are tightening for time-sensitive shipments, including pharmaceuticals, electronics and industrial components.

Data from Lloyd’s List Intelligence underscores the scale of disruption to maritime throughput. Daily deadweight tonnage of tankers and gas carriers transiting the Strait of Hormuz fell sharply by March 1, reflecting what industry sources describe as a de facto halt in normal vessel movements.

The combined effect of halted transits, booking suspensions, war-risk pricing measures and air service interruptions is beginning to ripple through global supply chains. Energy exports remain the most immediately exposed given the strategic importance of the Strait of Hormuz, but sectors dependent on just-in-time inventory, from manufacturing to retail, are also facing longer lead times and rising logistics costs.

As of March 2, carriers and freight operators were prioritizing crew safety and asset protection while monitoring military developments. The duration of the conflict will determine whether the current disruption remains a short-term operational shock or develops into a prolonged restructuring of trade routes serving the Middle East.