Report No. 2962-MAS FILE CPo YMauritiusRecent Economic Development and FutureProspectsAnnex: Transport Sector MemorandumSeptember 22, 1980

Eastern Africa RegionCountry Programs 11

FOR OFFICIAL USE ONLY

Document of the World Bank

This document has a restricted distribution and may be used by recipientsonly in the performance of their official duties. Its contents may not otherwisebe disclosed without World Bank authorization.

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CURRENCY EQUIVALENTS

Currency Unit = Mauritius Rupees (Mau Rs)US$1 = Mau Rs 5.90 1/Mau Rs 1 = US$0.169 1/

WEIGHTS AND MEASURES

1 mile (mi) = 1.609 kilometers (km) 21 square mile (sq mi) 2.590 square kilometers (km )

GLOSSARY OF ABBREVIATIONS

AfDB = African Development BankBCEOM = Bureau Central d'Etudes pour les Equipements

d'Outre-MerDWC = Development Works CorporationEDF = European Development FundFAC = Fonds d'Aide et de CooperationIATA = International Air Transport AssociationMOW = Ministry of WorksODA = Overseas Development Administration, UKMATIM = Mission de'Amenagement du Territoire a l'Ile MauriceMMA = Mauritius Marine AuthorityRTLA = Road Transport Licensing AuthoritySETEC = Societe d'Etudes Techniques et EconomiquesUNDP = United Nations Development Programme

/ The calculations in this report are based on the above exchangerate and do not reflect the devaluation of the rupee in late-197 9.

FOR OFFICIAL USE ONLY

PREFACE

The World Bank's operational program in Mauritius concentrates onsupporting the Government's strategy of economic diversification and employmentcreation through development of industry. This growing industrialization hasin turn caused a need for improvement in infrastructure, and we intend tosupport the Government accordingly. The current transport sector memorandumadds to the coverage by World Bank studies of the economy of Mauritius. ABasic Economic Report dated February 1978 was distributed to the ExecutiveDirectors; it included annexes on the sugar industry (which is the dominantsub-sector of agriculture), on the power, manufacturing and financial sectors,and the development of human resources. The updated country economic report,to which this memorandum is annexed, concentrates on macro-economic and fiscalissues, while an urban sector memorandum is also in draft. The World Bank isnow working with the Government to develop lending operations in the transportsector, following the port project of 1974, which was revised in 1977. Thus,this is an appropriate moment to produce a report on the transport sector,which accounts for 15 percent of capital formation and 12 percent of GDP.

This Transport Sector Memorandum has been written by Mr. Jan de Weille.It takes into account Government's written comments on an earlier version whichwas discussed with Government last year.

'The Memorandum relies heavily on information, suggestions and commentsprovided by staff of the Urban Projects Department, the two transport divisionsof the Eastern Africa Projects Department as well as of the Country ProgramsDivision concerned.

The editing was done by Miss Patricia Brereton.

This document has a restricted distribution and may be used by recipients only in the performanceof their official duties. Its contents may not otherwise be disclosed without World Bank authorization.

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Table of Contents

Page No.

MAPS

Map 1 Mauritius (IBRD 3209R)Map 2 Mauritius Project Status (MOW, February 1979)

I. INTRODUCTION ............................................. 1

A. The Country ......................................... 1B. The Transport System ................................ 2C. The Bank's Involvement in the Transport Sector ...... 3

II. THE TRANSPORT SECTOR ...... ............... . 5

A. General .............................................. 5B. Roads ............................................... 5C. Road Transport ...................................... 10D. Ports ............................................... 14E. Airports ............................................ 17F. Civil Aviation ...................................... 18

III. CONCLUSIONS ............................................... 19

A. Issues .............................................. 19B. Strategy ............................................ 19

ANNEXES

1. Some Comments on the Port Louis Through Road ............ . 222. The Bus Transport Problem: Some Preliminary

Recommendations ....... ............. .................... 253. Traffic Management Suggestions for Central Port Louis:

Summary ........................ ........................ 274. Bibliography ............................................. 31

CHART

Organization of Ministry of Works

TABLES

1. Daily Traffic Volumes on Most Important Roads, 19772. Government Capital Expenditure in the Transport Sector,

Fiscal 1971-1979*3. Government Recurrent Expenditures on Road Maintenance,

Fiscal 1974-19794. Tentative List of Roads to be Resealed or Strengthened

plus Cost Estimates5. Motor Vehicle Registration, 1969-19776. Duties on Vehicles, Tires and Fuel, as of February 19797. Revenue, Expenditure and Staff, Fiscal 1969-1977, Office of

the Road Transport Commission8. Tariff of Fares for Goods Vehicles9. Tariff of Fares for Taxis

10. Covernment Revenues from Duties and Fees from the RoadTransport Sector, 1971-1978

11. Government Revenues from Road Transport and MOW Expenditureon Road Ma-intenance, 1974-1978

12. Bus Services:- Vehicle and Passenger Statistics, 1969-197713. Revenue of Bus Companies,: 1969-1977 -14. Port Louis: Port Traffic 1969-197815. Port Louis: Growth of Port Traffic, 1969-197716. Mauritius Marine Authority: Operating Revenue and Expenses,

Fiscal 1971-197817. Port Louis: Container Traffic, 1975-198318. Air Traffic at Plaisance Airport, 1969-197719. Government Recurrent Revenue and Expenditure for Airports20. Air Mauritius:, Financial Position, 1972-1977

IBRD 32091February 1978

MAUR IT I US G-da,-'

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* SUC~~~AR CASE2A

CANDS UNDER TEA. PO-ITION JANUARY RED

Ci i)(r< FOREST & SCRURLAND

-5000- O5ETSES

ALTITUDES OVER 1000 FEET

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T~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ODRU 1050,...

.__ _ _ _ _ _ _ _ _ __ MAP 2

NOTE: For more details on project roads,see para. 2.11

Relief Road to the

North (Mapou-Terre ZRouge) \.

Port Louis Northern- Aes Road toEntrance Road (Terre mP4RN AirportRouge-Round-about laine desQuay D, Port Louis) \ Roches-Mapou)

Port Louis Through

Port Louis R-ng Road A

New Link Road between Ra Port Louis and Beau | ad __J-_/ MOKA GA L4C>

Bassin tr >

Po rt Loui - henix Trunk Road \ VACOA4sy<

(stren thenin PIPE

LU5 K \ % \tnO Poor - f Phoenix-La Vigiei Plaisance

//9~ ~ ~~~~~~ ~SAVANNfx 7

3-1X - MEW PROJE TS MINISTRY OF WORKS P LOU"--- NEW PPOJETS MAURI TIUS

E SC SCALE PROJECT STATUS MAPDA rE FEB 9 DNAWN BY C.Rahoo1h ICHECKED BY N V P So,amp

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

I. INTRODUCTION

A. THE COUNTRY

Location and Population

1.01 The island of Mauritius (see Map 1) lies in the Indian Ocean about550 miles east of Madagascar and 1,500 miles from the African coast. 1/ Itsarea is about 720 square miles, about 38 miles long and, at maximum, 29 mileswide. Its population is about 906,000 or 1,250 per square mile. Mauritiusis thus one of the smallest and most densely populated countries of Africa.

Standard of Living

1.02 Compared with many other developing countries,,Mauritius is fairlywell off. It enjoys a relatively high standard of living with an annual percapita income of US$740. 2/ Almost all areas of the island have access toelectricity and water supplies, and health standards are relatively good.Over 80% of the population is literate.

Economy

1.03 The most striking feature of the mainly agricultural economy is itsdependence on sugar. Over 90% of arable land produces sugar cane and sugaraccounts for about 30% of GDP, 85% of exports and provides employment to 30%of the labor force.

Economic Policy

1.04 The main objective of Government's economic policy has been toreduce the high rate of unemployment created by (i) rapid population growthand (ii) a labor market not expanding fast enough to absorb all of thosewilling to work. Between the two census years 1962 and 1972 unemploymentincreased from 6% to 16% of the labor force. In 1978 the unemployment ratestood at 8%; out of a total labor force of 330,000, some 27,000 workers wereunemployed or on relief work projects.

1.05 Government has adopted a three-point strategy to deal with theunemployment problem: (i) encouragement of family planning as part of apopulation control program; (ii) a program of industrialization to createnew jobs (and promote some diversification of the economy as well); and(iii) absorption of a large number of the unemployed into marginally produc-tive public sector activities through the Relief Worker Scheme to relievepressures in the short term.

1/ A number of other smaller islands in the Indian Ocean, the most importantof which is Rodrigues (population 27,000), also form part of Mauritius.

2/ 1977 estimate, World Bank Atlas.

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1.06 Considerable progress has been made in reducing population growth;the crude birth rate declined from 39 per thousand in 1962 to 33 per thousandin 1972 and dropped further to 26 per thousand in 1977. Considerable progresswas also made in creating job opportunities in manufacturing, though theabsolute numbers, given the narrow base to start from, are small. Employmentin manufacturing increased from 11,600 in 1972 to 33,200 in 1977 (18% peryear). The Development Works Corporation (DWC) responsible for the imple-mentation of the Relief Worker Scheme, employed varying numbers of workers.During the first half of 1979, DWC had engaged some 10,000 workers or about40% of the total number of unemployed.

B. THE TRANSPORT SYSTEM

Roads

1.07 The island is covered by a dense and well laid out network ofroads. The total network consists of some 1,100 miles of mainly bituminizedroads which gives Mauritius a road density of 1.4 miles per square mile,one of the highest in the world.

Bus Transport

1.08 Ten private bus companies are licensed to operate some 1,200 buses,which serve some 150 routes, covering practically the entire road network.

Railways

1.09 A 64-mile railway system built in the 1860s, primarily to transportsugar and sugar cane, was closed in 1964 because it had become uneconomic.

Ports

1.10 Imports and exports are shipped through Port Louis, the country sonly commercial deep-water port. Located on the island's west side, PortLouis has an excellent natural harbor well protected from prevailing stormsby the surrounding mountains.

Airports

1.11 Mauritius has one airport located at Plaisance on the southeasterntip of the island. The airport is capable of handling jumbo jets.

Civil Aviation

1.12 Air Mauritius and eight other carriers link the island with majorcenters In Europe, Africa, India and Australia. In addition, Air Mauritiusoperates an inter-island service to Reunion and Rodrigues.

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C. THE BANK'S INVOLVEMENT IN THE TRANSPORT SECTOR

Loans and Credits

1.13 The Bank has thus far financed only one transport project inMauritius: Bank Loan 976-MAS, Port Louis Port Project, US$10 million,approved in April 1974. The project was originally estimated to cost atotal of US$16.1 million but because of a subsequent project revision, thecost increased to US$23.5 million and an additional (Third Window) Bank Loanfor US$3.6 million was approved in November 1976. The project consists ofthe construction of three deep-water berths, two transport sheds and a work-shop, a modest administration building and open storage areas, port operatingequipment, dredging and reclamation of Mer Rouge in the port area partlyfinanced by the UK Overseas Development Administration (ODA) and technicalassistance (financed by UNDP). Two of the three berths were completed in1978, and the third was completed last year. Implementation of the project,after some initial delays, has been satisfactory.

1.14 In addition, the Bank has provided two IDA credits for projectswith road components: an industrial estate project and a rural developmentproject.

1.15 IDA Credit 411-MAS (US$4 million, 1973) helped finance the CoromandelIndustrial Estate Project, with an estimated total cost of US$7.9 million,including a small component of US$185,000 for construction of a ring roadaround the industrial estate and of three access roads linking the estatewith the road network. Construction was completed in early 1976.

1.16 IDA Credit 419-MAS (US$4 million, 1973) helped finance a RuralDevelopment Project, with an estimated total cost of US$11.0 million, includinga component of US$2.6 million for the improvement (114 miles) and new construc-tion (76 miles) by the Development Works Corporation of village roads servingvillages in 29 Village Council Areas. Because of cost escalation and slowimplementation, the road component was subsequently (1976 and 1978) reviewedand revised. Total cost is now estimated at US$3.5 million and covers improve-ment and construction of 110 miles of village roads.

Sector Knowledge

1.17 The Bank is well acquainted with the port subsector through thePort Louis Port Project. Information on the highway subsector was collectedin 1979 in the process of preparing the Phoenix-La Vigie-Plaisance Highwayproject; at the same time some data on the airport and civil aviation subsectorwere also gathered.

1.18 In addition, a consultant to the Bank's Urban Projects Departmentlast year undertook a preliminary review of bus transport and urban congestionproblems, while a Bank staff member paid a short visit to Mauritius to famil-iarize himself with the airport situation and plans.

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II. THE TRANSPORT SECTOR: BACKGROUND AND ISSUES

A. GENERAL

Overview

2.01 The following table--partly based on rough estimates--gives anoverview of the transportation activities in 1977..

Vehicle Passenger Ton-miles miles miles Passengers Tons

------------------ millions---------------------

Road:Cars 240.0 720.0 -Buses 37.0 700.0 140.0Trucks 169.0 226.0 226.0 - -

Sea:Port Louis - - .01 1.9

Air:PlaisanceAirport - - .30 .01

2.02 The table points up the great importance of bus transport. 140million passenger trips per year 1/ assuming 2 trips (to and from) per person,per day--implies that over 200,000 persons, or one-quarter of the totalpopulation, use the bus system every day. In terms of passenger-miles, thebus system produces about the same output as all passenger cars combined.The table also brings out the relative unimportance of passenger transportby sea and of goods transport by air.

B. ROADS

The Network

2.03 The national road network consists of:

Category Length Description(miles)

Motorways 9.5 Port Louis to Phoenix, 4 lane-dividedMain Roads 523.0 Mainly 24 feet wideRural Roads 216.0 Mainly 18 to 20 feet wideUrban Roads 361.0

Total Network 1,109.5

1/ This total includes a relatively small number of transfers estimated atsome 8% of the total number of trips.

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Except for 93 miles of rural roads which have a waterbound gravel surface,all roads are bituminized. The total network mileage, but excluding therural gravel roads, gives a road density of 1.4 miles per square mile, oneof the highest in the world. The roads are generally in good condition.For the layout of the network, see Map 1.

Traffic

2.04 Most of the traffic on the road network is concentrated in thedensely populated area stretching from Terre Rouge, just north of Port Louis,via Port Louis to Beau Bassin/Rose Hill, just south of Port Louis, and toPhoenix, Curepipe, La Vigie, southeast of Port Louis (see Map 1). Dailytraffic on the main roads in this area ranges from 8,000 vehicles on thePhoenix-La Vigie section up to over 14,000 vehicles on the Port Louis-Phoenix Trunk Road. The traffic composition is nearly 80% cars with theremainder about equally divided between buses and trucks. For details seeTable 1. Outside this built-up area, traffic volumes quickly taper off,and roads are generally uncongested.

Organization

2.05 The Ministry of Works (MOW) is responsible for the construction andmaintenance of all roads except urban roads, which are the responsibility ofthe five Municipal Councils. MOW is properly organized (see OrganizationChart), and its staff is well qualified.

Planning

2.06 The Planning Unit of MOW is staffed by a Transport Advisor, atransport economist (on secondment from the Ministry of Economic Planningand Development), three statisticians and a dozen clerks. The Unit isresponsible for data collection (traffic counts, origin and destinationsurveys, traffic census information, vehicle operating cost data, etc.),benefit cost analysis of road projects (often based on feasibility studies byconsultants), preparation of a road investment program, and coordination withother agencies involved in the planning process or the financing of transportprojects (Ministry of Housing, Lands, and Town and Country Planning, assistedby French consultants, see para. 2.44; Ministry of Economic Planning andDevelopment; Ministry of Finance; bilateral and multilateral aid agencies).

2.07 In addition, particularly over the last few years, the PlanningUnit has been involved in the preparation of reports on the bus transportsituation and problems. This responsibility will be taken over by theNational Transport Authority (see para. 2.28).

2.08 The staffing of the Planning Unit is adequate, and the emphasisgiven to the collection of data for planning purposes is appropriate. Goodcommunication, often on an informal and personal basis, exists between thePlanning Unit and other agencies playing a role in the planning process.

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The often informal nature of the communication system, however, makes thesmooth functioning of the planning process dependent on a few key staff(such as MOW's Transport Advisor) and hence sensitive to personnel changes.

2.09 The Planning Unit has a proper conception of its role: to providethe decision makers with various options and their implications. But, asin other countries, the decision-making process in Mauritius is sometimesslow, and planning proposals are not always acted upon as speedily as wouldbe desirable.

Investments in Roads

2.10 Road investments during the 1970s have been negligible. Duringthe 8-year period from fiscal 1971 through fiscal 1978, Government spenta total of Rs 26 million (US$4.3 million), or just over 1% of its totalcapital budget during that period, on roads. Fiscal 1979 expenditure isestimated at Rs 5.5 million or just below 1% of total capital expendituresfor that year. For details, see Table 2.

2.11 This situation, however, will drastically change during the 1980s.The following table reflects Government's thinking and summarizes the statusof the present plans. See also Map 2 for the location of the roads.

Status of Planned Investments in theHighway Sector as of February 1979

Estimated AmountTotal Figancing of

Roads Length Status Cost Agency Financing(miles) (Ra million) (Rs million)

1. *Access Road to New Airport 9 Feasibility study and detailed 100 n.a. n.a.(Plaine des Roches-Mapou) engineering completed (BCEOM)

2, Relief Road to the North 6 Bids expected in March 1979 80 EDF 44,(Mapou-Terre Rouge)

3. Port Louis Northern 3 Under construction and to be completed 45 AfDB 28Entrance Road (Terre Rouge- by May 1980, (Maurel 6-Randabel jointRound-about Quay D, Port Louis) venture; Sir Alexander Gibb & Partners)

4. Port Louis Through Road 2 Detailed engineering to be completed 60 AfDB n.a.by December 1979(Sir Alexander Gibb 6 Partners)

5. *Port Louis Ring Road 5 Feasibility study proposed 110 FAC n.a.(SETEC) (for feas. study)

6. New Link Road between 5 Detailed engineering to be completed 1/Port Louis and Beau Bassin by December 1979 90 AfDB- n.a.

FAC for feas. study7. Port Louis-Phoenix 9.5 Bids to be invited by May 1979 20 Govt. 20

Trunk Road (strengthening)

8. Phoenix-La Vigie-Plaisance 17.5 Feasibility study proposed; study to be 114-192- FAC for fees, study 60completed by December 1979 (SETEC) and possibly det.

design 31TOTAL 619-697Ditto, excl. No. 1 and No. 5 409-487

* Government considers these roads of lower priority compared with the othersand to be implemented sometime in the second half of the 1980s.

1/ AfDB has shown active interest in its financing.2/ Depending on design standards adopted.3/ World Bank assistance possible.

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2.12 Total costs of the eight projects listed is about Rs 650 million(US$110 million). Six of the eight projects (i.e., the projects not markedwith an asterisk in the table), with a total cost of about Rs 450 million(US$76 million), are already being implemented or are expected to be imple-mented before 1985. Compared wtih actual expenditures on road constructionin the 1970s, this means a 30-fold increase 11. Most of the financing forthe six projects has been secured or is being sought (see table in para.2.11). As to the Phoenix-La Vigie-Plaisance Highway, the Government hasrequested Bank financing.

2.13 The six-mile, 4-lane relief road to the north (Terre Rouge toMapou) is being financed by EDF, and bids have already been invited.

2.14 Annex 1 provides some detailed technical comments on the 2-mile PortLouis Through Road.

2.15 On the whole the investment program is well conceived with its mainobjective the creation of additional road capacity to accommodate the sharpincrease in traffic volumes which has taken place during the last decade andto reduce congestion. The feasibility and particularly the timing of the twoprojects planned for implementation in later years (i.e., the two projectsmarked with an asterisk in the table) should be reviewed two or three yearshence.

2.16 With bus passengers accounting for about 70% of the total passengerflow on the project roads, the benefits of the projects will to a largeextent accrue to the low-income urban wage earners in terms of lower fares,less waiting time, and perhaps most important, improved access to employmentopportunities.

2.17 Road construction by the municipalities is small and generally ade-quate. It is financed by a capital budget allocation channeled through theMinistry of Local Government. Estimated total expenditure in fiscal 1979was Rs 2.1 million; actual expenditure in fiscal 1978 was about the same:Rs 2.0 million.

Road Maintenance

2.18 MOW road maintenance is done by force account. It is a labor-intensive operation and of good quality. Annual road maintenance expenditureby MOW amounts at present to some Rs 22 million (Rs 29,000/mile), and duringthe 1970s has consistently been at a level of around 1.5% of total Governmentrecurrent expenditures. For details see Table 3.

1/ On an annual basis and in current Rs.

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2.19 Though the road network is now generally in good condition, in thenear future quite a few roads will be in need of periodic maintenance (re-sealing, minor improvements in drainage, strengthening in some cases), Itwould be advisable if MOW would draw up a 5-year periodic maintenance pro-gram as a basis for obtaining future budgetary allocations. As MOW would nothave the staff to execute this work itself, it could best be done by Mauritianprivate contractors and the DWC. A 5-year program) with flexible timing,could help provide private contractors with the continuity in work opportun-ities they are seeking (see para. 2.24). Also, DWC has a considerable surplus.of labor (or a shortage-of work, see para. 2.25) and would welcome the oppor-tunity to participate in the execution of the program. The cost to theeconomy would be minimal as NWC workers would be paid in any case.

2.20 Table 4 tentatively identifies 144-miles of roads for resealing orstrengthening and provides a rough estimate of the costs involved: someRs 44 million (US$7.3 million).

2.21 MOW's road maintenance organization needs new equipment. Thiswill be purchased in the near future, financed by a US$2 million loan from theIndian Government.

2.22 In addition, the management of the Central Workshop in PlaineLauzun needs strengthening. The present manager is scheduled to go fortraining to the UK for two years, but arrangements for an adequate replacementduring his absence have not yet been made. It would seem advisable forGovernment to secure the services of a qualified engineer for a 3-year periodto: (i) replace the present manager during his absence; (ii) set up properadministrative and operational workshop procedures; and (iii) overlap for oneyear with the present manager upon his return from the UK for further on-the-job training and an orderly transfer. Government has recently taken action to'secure the services of an expatriate expert to help improve the operation ofthe Central Workshop.

2.23 Road maintenance by the municipalities is generally adequate. Itis financed by a recurrent budgetary allocation channeled through the Ministryof Local Government. Estimated total expenditure in fiscal 1979 was Rs 5.7million (Rs 16,000/mile); actual expenditure in fiscal 1978 was Rs 4.7million (see Table 3).

Private Contracting Industry

2.24 The private contracting industry consists of three large firms,whlch account for some 80 to 90% of the industry ' production, and a largenumber of small firms for small jobs only. The three major firms can handlelarge contracts; for example, a joint venture of two of these firms hasrecently been awarded the construction of the Northern Entrance Road (seepara. 2.11) which is now in progress. The major firms are well staffed,equipped and organized and do not suffer from lack of finance. They are,

however, faced with the problem of discontinuity of work which leads to thenecessity of alternately expanding and contracting their staff and results ina less than full utilization of their equipment capacity (see para. 2.19).Government is aware of this problem, and road projects will, therefore, bestaggered to ensure continuity in workload and better utilization ofequipment.

Development Works Corporation (DWC)

2.25 Following the passage of an act in 1970, the DWC was set up with theobject of securing better utilization of the country's abundant labor resourcesthrough the undertaking of works which could help to further social andeconomic development. DWC is undertaking a variety of activities such asbuilding schools, public buildings, workshops, fish ponds; construction andimprovement of roads; and planting of trees. At present DWC has some 10,000workers but not enough work opportunities. As a result about 30% of DWCworkers are not fully occupied (see also para. 2.19).

C. ROAD TRANSPORT

Vehicle Fleet

2.26 The national vehicle fleet in 1977 reached over 40,000 vehicles,double the number of eight years before. For details see Table 5. Sincethe late 1960s the annual growth rate of the vehicle fleet has been increasing:from 5.5% during 1969-1973 to 13% during 1973-1977. There is one passengercar for every 36 inhabitants; if vans (pick-ups) are also considered as pas-senger cars 1/, this figure decreases to one car per 27 inhabitants. 2/ Thetotal number of vehicles in relation to the size of the road network is 36vehicles per mile of road.

Road Transport Commission

2.27 The Office of the Road Transport Commissioner is part of MOW and hasthe following main functions:

(i) to issue vehicle registration licenses and licenses fordrivers and conductors;

1/ The extremely high growth rate in the number of vans (see Table 5)would suggest that they are probably being used to a large extent aspassenger cars.

2/ Because of the high ad valorem duties on cars and relatively low dutieson spare parts (see Table 6), in combination with the availability ofskilled mechanics at relatively low wages, a high percentage of thecars which are imported are second-hand cars bought wholesale in Europeand conveyed to Mauritius in chartered ships. As a result, the averageage of cars in Mauritius is high.

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(ii) to issue service licenses for public service and goodsvehicles through the Road Transport Licensing Authority (RTLA);

(iii) to recommend to the Minister for Works rates and fares forpublic service vehicles and goods vehicles;

(iv) to inspect the road worthiness of vehicles; and

(v) to supervise and assist in the provision of adequate andeconomic public transport services. 1

2.28 Table 7 summarizes revenue, expenditures and staffing of the RoadTransport Commissioner's Office since 1968. In 1977 the Office had a staffof nearly 80 and generated a net annual revenue, mainly from vehicle registra-tion licenses, of about Rs 16 million. The Road Transport Commissionerlacks sufficient professional staff, and the Commissioner's role in policydecisions is limited. In 1978 Government decided to replace the RTLA with theNational Transport Authority. This Authority, which is still to be set up,will have additional powers and will be strengthened by the creation of aplanning division comprising a transport planner, a transport economist and anaccountant (see para. 2.07).

Service Licenses

2.29 The system of service licenses in Mauritius for taxis, cars forhire, goods vehicles for hire (A license) and own use (B license) is theBritish system used in colonial times. This system, as applied in Mauritius,is non-restrictive; licenses can generally be obtained rather easily and,once obtained, are frequently not used. The RTLA is also not strict inenforcing license conditions, and the cost of the licenses - and therevenue derived from them by Government - is small. 1/

2.30 It is therefore suggested that Government review its present (ser-vice) licensing system and determine what changes, including possibly partialor complete dismantlement of the present system, should be made. This reviewand preparation of recommendations for changes could best be based on theHenderson, Hughes and Busby "Road Transport Study" (July 1977) prepared forthe Government of Mauritius. The study recommends that the present system belargely dismantled and that emphasis be placed on fitness of operators andvehicles to perform adequately.

Rates and Fares

2.31 These are established from time to time by the Minister for Worksupon recommendation by the RTLA and after consultation with the vehicle ownersconcerned to reflect increases in operating costs. Tables 8 and 9 give thepresent rates and fares for trucks and taxis.

1/ Less than Rs 700,000 in fiscal 1977.

Road User Charges

2.32 These amounted to about Rs 109 million in 1978 and consisted mainly

of duties on fuel (55%) and vehicles plus spare parts (25%), and net revenue

from the Road Transport Commissioner's Office (17%). Since 1971, total road

user charges have increased by 20% per year on average. For details, see

Table 10.

2.33 In recent years MOW's recurrent expenditures on road maintenance

amounted to about 20% of total revenue from road user charges (see Table 11),

or 25% if recurrent road maintenance expenditures by municipalities are also

included (see para. 2.23). The question of road user charges deserves

more attention and analysis. For example, do present charges adequatelyreflect marginal costs of road use as well as the congestion costs caused in

the built-up areas? 1/

Bus Transport

2.34 Ten private companies are licensed to operate about 1,200 buses on

some 150 routes covering 900 miles of roads or practically the entire road

network. Government (the Minister of Works, upon recommendations from RTLA)

determines the fares to be charged. Tables 12 and 13 provide statistics on

the operations and revenues of the bus companies.

2.35 Bus transport, which directly affects the daily life of a quarter

of the population and accounts for half of all passenger transport (seepara. 2.02), is of poor quality, with long waiting times during rush hours

in the heavily populated areas in and around Port Louis, a low frequency of

service and lack of reliability for passengers in the outlying areas, an

outdated routing system and inappropriate transfer arrangements, and inade-

quate and mostly hazardous bus stops and shelters. Bus transport is obviously

one of the main problem areas in the transport sector.

2.36 Government is well aware of this and has generated over the last

four years a large number of reports prepared by an official Commission

of Inquiry, by various consultants to the Government and by its own staff in

the Ministry of Works. All of these reports have come up with detailedand generally sound recommendations for action, but little or no action

in fact has thus far been taken.

2.37 A combination of factors has led to the present unsatisfactory

situation in the bus industry:

1/ In addition, the level and structure of road user charges may reflectmore general Government objectives not directly related to the transport

sector such as achieving a more equitable income distribution, increasing

Government's revenue, or improving the balance of,-payments. A discussionof these aspects, however, would go beyond the scope of this paper.

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(i) The high rate of inflation (the consumer price index morethan doubled between 1972 and 1977) compounded by theincrease in fuel costs sharply pushed up operating costsof the bus companies during the seventies. Fare adjust-ments, however, lagged behind the cost increases, andserious financial problems resulted for some bus companies;in particular, those companies mainly operating on lessprofitable routes were hard hit.

(ii) The management of some companies is not qualified, andfinancial accounting practices generally leave much to bedesired.

(iii) "Many actions taken by certain (bus company) directors inthe past would appear, on any reasonable interpretation,to have been for their own personal gain and in breachof their obligations to the bus company and to bus companyshareholders." 1/

(iv) Bus maintenance facilities are inadequate.

(v) Labor relations in the industry are very bad: absenteeismthroughout the work week is between 20% and 30% and disputesare frequent.

(vi) The RTLA does not ensure that the bus companies adhereto the time tables and frequencies as specified in theirlicenses.

(vii) The RTLA neither has the detailed traffic and financialinformation nor the appropriate staff to determine properrouting structures, bus stop sitings, and fare levels.

(viii) Bus replacement and maintenance is inadequate. Theaverage age of buses is high (some 7 years), and out of atotal bus fleet of 1,200 only some 700 are on the road onany one day.

2.38 In April 1979, a bill establishing a National Transport Corporationwas approved by Government. The purpose of the Corporation is "to estab-lish and operate public transport services and any other ancillary servicein any part of Mauritius." The intended scope of direct Government involve-ment in the bus industry is not yet clear.

2.39 A Bank-financed consultant has reviewed the present bus transportsituation, and his preliminary recommendations are summarized in Annex 2.

1/ Government of Mauritius, Report of the Commission of Inquiry into theEfficiency and Economics of the Bus Industry, March 1978, page 28,para. 96.

- 13 -

His main recommendations are that (i) a detailed routing structure and busstop siting plan be worked out; (ii) an appropriate cost-based fare structurebe designed and a formula devised to enable regular and automatic updatingof the fares; and (iii) the existing bus companies be regrouped into a fewlarger systems to permit increased efficiency, cross subsidization andbetter use of managerial talent and maintenance facilities. These preliminaryrecommendations are to be followed by a more detailed action program forconsideration by the Government. The action program is at present beingprepared by the Urban Projects Department as part of the Urban Sector Study tobe issued later this year. In addition, the-proposed Urban Project now beingappraised by the Bank is likely to include a minor bus transport component(possibly some bus stations in Port Louis).

Traffic Congestion

2.40 Traffic is largely concentrated in the densely populated area inand around Port Louis (see para. 2.04 and Map 1). A number of roads nowunder construction or to be constructed before 1985 (see paras. 2.11 and2.12) will provide additional road capacity and help relieve congestion.

2.41 Congestion could also be relieved by improved traffic management,provision of appropriate parking facilities, the limitation of parking onbusy streets, minor road improvement (selective covering of drains), provisionof lay-bys for buses (off-road bus stops), strict enforcement of existingtraffic and parking regulations, and so on. A number of studies commissionedby Government have looked into these possibilities and have formulated specificrecommendations. Thus far, hardly any action has been taken to implementthese recommendations.

2.42 Annex 3 summarizes in some detail a number of measures and minorinvestments which would help reduce congestion and improve traffic movement ihcentral Port Louis. In addition, Urban Project now being appraised by theBank is likely to include a small traffic management component.

2.43 Additional measures which could bring further relief in the short-run include the improvement of bus services in built-up areas in order toreduce congestion and encourage people to shift from the use of private carsto public transport. Moreover, some additional staggering of work andschool hours might also be undertaken though the scope for this proposal maybe limited since the peak traffic period already stretches over two hours inboth the morning and the afternoon, and considerably increased staggeringmight cause undesirable interference with family life, particularly of thosefamilies with school-age children and both parents working.

2.44 In the long-run the solution to, or at least the containment of, thetraffic congestion problem and other problems associated with the populationconcentration in and around Port Louis, lies in a policy of decentralizationof population and economic activities. The Ministry of Housing, Lands andTown and Country Planning assisted by the Mission d'Amenagement du Territoirea l'Ile Maurice (MATIM), a team of French consultants, have been at work over

- 14 -

the last five years to prepare a long-range Physical Plan for Mauritius. 1/This Plan envisages two main future growth poles - in the northeast andsoutheast of the island, Flacq and Mahebourg respectively - and containsdetailed projections of future population concentrations, employment, andeconomic and social activities. Under this Plan the future population growthin and around Port Louis would be very limited. However, the Physical Plan asyet lacks a comprehensive and detailed action program and the acceptance byGovernment that will ensure that these desired results will in fact be broughtabout. The Urban Sector Study will contain an action oriented program forconsideration by Government.

Interrelationship of Issues

2.45 Though presentationally convenient in the foregoing to discuss thevarious issues one by one and under separate subheadings, this should notconceal the linkages between them.

2.46 For example, improving bus transport services as well as activelydiscouraging the use of private transport leads to a shift in demand fromprivate to public transport and decreases the effective demand for roadspaceand hence congestion. Reduced congestion, in turn, reduces or postpones theneed for investments in additional road capacity. Similarly, an effectivepolicy of decentralization of population and economic activity is likely inthe long run to reduce the overall demand for both private and public transportas well as contribute to a shift of traffic away from the more congestedsections of the road network. This again has implications for the long-termplanning of road investments.

D. PORTS

Port Facilities

2.47 Port Louis is the country's only commercial deep-water port.Located on the island's western shore, it is well protected from prevailingstorms by the surrounding mountains and forms an excellent natural harbor.The port has five deep-water berths (two of which were commissioned in 1978and one, a container berth, in 1979), one quay for inter-island trade, threelighterage quays and some ten buoy quays for smaller vessels. A bulk sugarterminal, 2/ now under construction, is scheduled for completion in 1980.

Port Traffic

2.48 In 1977 over 500 vessels called at Port Louis, and 1.9 million tonsof cargo were handled, with sugar and molasses accounting for 87% of total

1/ This Plan also includes medium and long-term traffic projections andproposals for road investments.

2/ The bulk sugar terminal is a joint venture between Government andthe private sector with the former as a majority shareholder.

- 15 -

exports and cement, oil, and general cargo accounting for 78% of total im-ports. Table 14 provides details of port traffic for the period 1969-1978.Overall port traffic in the seventies grew slowly: 5.8% per year in the earlyseventies (1969-1973) and 1.3% per year thereafter (1973-1977). For moredetails, see Table 15.

Organization

2.49 Till fiscal 1978 the Marine Services Deoartment, under the Ministryof Communications, was responsible for the port. Since then the port has beenoperated by the Mauritius Marine Authority (MMA), a semi-autonomous parastatalagency. Cargo handling operations are carried out by two companies: NewMauritius Docks and Albion Docks. All cargo handlers (stevedores, dockers,tally clerks, etc.) are employees of these two companies.

Investments

2.50 Port Investments during the 1970s were considerable. During the8-year period from fiscal 1971 through fiscal 1978, Government spent a totalof Rs 153 million (US$25.5 million), or 7% of its total capital budget duringthat period, on the port. Fiscal 1979 expenditure is estimated at Rs 32 mil-lion or nearly 5% of total capital expenditures for the year. For details,see Table 2. Most of the expenditure in the seventies took place sincefiscal 1975 and was associated with the World Bank-financed port project (seepara. 1.13). With general cargo traffic growing at some 6 to 7% per year andcontainerization on the increase (see para. 2.54), the deep-water berthingfacilities now available should be adequate to handle future traffic well intothe 1980s.

2.51 As a result, over the next five years only limited investmentsare required, mainly some cargo handling equipment. The ODA has recentlyreviewed the equipment needs of MMA and is willing to finance Rs 2 million ofequipment. In addition, the Indian Government is making available to MMA someRs 1 million worth of cargo handling equipment under bilateral assistance. Asto the bulk sugar terminal, to come on stream in 1980, it would be useful toexplore the technical, economic and financial implications of broadening itsfunction to include the handling of bulk commodities other than sugar.Finally, the feasibility will be studied of establishing a grain complex(flour mill, rice granary, etc.) next to the bulk sugar terminal.

2.52 As to port development in the long run, lMA intends to prepare aport master plan which will provide an appropriate framework for futureinvestment decisions. This master plan could best be financed by UNDP withthe Bank acting as Executing Agency.

Operating Revenue and Expenses

2.53 MMA's operating revenue for fiscal 1978 are estimated at Rs 44.8million. Its operating expenses, including depreciation (Rs 3.0 million)are estimated at Rs 24.5 million. Thus, net income will be Rs 20.3 million,indicating a healthy financial situation. For details on previous years,see Table 16.

- 16 -

Containerization/Utilization

2.54 To speed up cargo handling and reduce port congestion and shipwaiting time, MMA actively encourages the use of containers and the generalunitization of cargo through priority berthing, discharging and loadingas well as other incentives. At least partly as a result of this policy,general cargo imports and exports packed in containers have sharply increasedin recent years: from 13,000 tons in 1975 (5% of all general cargo handledin that year) to 50,000 tons in 1978 (12% of all general cargo handled).By 1982 some 150,000 tons, or over 30% of all general cargo, is expected tobe packed in containers. For details, see Table 17.

Port (Labor) Productivity

2.55 Labor relations in the port are unsatisfactory, and labor disciplineand productivity, already low, have been declining in recent years. Absen-teeism of port workers reached as high as 25% in 1978. With the introductionof the two new deep-water berths completed in 1978, the deep-water containerberth completed in 1979, plus the bulk sugar terminal to be completed in 1980,adjustments will have to be made in the deployment of port labor such asincorporating additional shifts in the working of ships. At this stage,it is not yet clear what the precise impact of the foregoing on overallemployment will be, though it seems likely that a number of workers will haveto be laid off.

2.56 It is in this context that Government has recently created a tripar-tite (Government, employers, employees) committee, under the chairmanshipof the Minister of Finance, to look into the port labor problems and proposeacceptable solutions. In addition, to improve labor relations, regularmeetings are to take place between MMA, the two cargo handling companies andthe port workers while consideration is being given to allow increased workerparticipation in the decisions of the cargo handling companies. Moreover, aUNDP-financed study, "Survey of Selected Labor Problems in Port Louis Harbor,"focussing in particular on the absenteeism problem, was started in mid-1979.

2.57 The port workers and their unions hold the key to an improvedutilization of the recently expanded port facilities. In this context,Government's political power and appropriate strategy vis-a-vis the unions areof vital importance. Improved labor productivity would not only lead to areduction in the surcharge presently imposed by the Conference Lines (seepara. 2.59) but also to a reduction in future needs for investments in addi-tional port capacity.

2.58 Government is well aware of the port labor problem, appreciatesits importance, and in several ways is trying to improve the situation.Because of the predominant political aspects of the problem, the scope forBank involvement in this issue is necessarily limited.

Freight Surcharge

2.59 Because of the long turnaround time of ships--the waiting timeof ships (December 1978) reached as high as 30 days--the Shipping Conference

- 17 -

now imposes a freight surcharge of 45%. It is hoped that in the near future,with the three new deep-water berths now in full operation, the turnaroundtime of ships can be considerably reduced and that, as a result, the surchargewill be lifted altogether or at least considerably reduced. Realization ofthis scenario, however, will to a very large extent, depend on the cooperationof the port workers.

E. AIRPORTS

2.60 Mauritius's one airport is located at Plaisance, in the southeastnear the coast. The airport has one runway and is capable of handling jumbojets. For details on the development of air traffic at the airport over theperiod 1969-1977, see Table 18. In 1977 the airport accommodated 12 aircraftmovements (landings and take offs), 850 passengers (arrivals and departures)and 40 tons of freight (unloaded and loaded) per day. Air freight, thoughstill small, has been increasing sharply, over 50% annually in recent years,in line with the sharp increase in manufacturing production which has beentaking place in Mauritius.

Organization

2.61 The Civil Aviation Department, under the Ministry of Communications,is responsible for the operation, planning, and development of airports; theestablishment of landing fees, airport passenger charges and other airport-related fees and charges; and negotiations with foreign countries and airlinesof landing and other rights. The Civil Aviation Department is headed bya Director and currently has a staff of 366.

Investments in Airports

2.62 Airport investment during the 1970s was small. During the8-year period from fiscal 1971 through fiscal 1978, Government spent a totalof Rs 35.4 million (US$6.0 million), or 1.6% of its total capital budgetduring that period, on airport development. Fiscal 1979 expenditure is esti-mated at Rs 4.2 million or 0.6% of total capital expenditure for that year.For details, see Table 2. Capital expenditure in the seventies was mainlyfor vehicles, radio and control equipment, minor improvements at Plaisanceairport, and some small preliminary expenditures related to the plannedairport development at Plaine des Roches discussed in the following paragraphs.

2.63 Studies carried out by Indian and French consultants in the late-sixties concluded that the location of Plaisance airport was undesirablefor technical reasons and recommended, inter alia, Plaine des Roches as asuitable location for a new airport. Partly as a result of these studies,an airport planning unit was established in the Department of Civil Aviationto coordinate planning and design of the new airport. An amount of Rs 175million (US$30 million) in Chinese aid on concessionary terms is availableto finance the new airport terminal complex. In addition, Government hasapproached the Caisse Centrale, a French Government Agency, to help financeother infrastructure for the new airport. As the total estimated cost of thenew airport is about US$200 million, the financing plan is far from complete.

18 -

2.64 A World Bank aviation mission visited Mauritius in April 1979to review the airport situation. It concluded, in summary, that (i) from apurely technical point of view the existing airport can be improved to servethe needs of the island indefinitely; (ii) Plaisance airport requires a newpassenger terminal, cargo handling facilities, an aircraft parking apron anda control tower; (iii) lengthening and strengthening of the existing runway,together with improved runway lighting, are desirable; (iv) though Plaisanceairport will require major investments (tentatively estimated at some US$50million), total costs of these investments should be considerably less thanthose of building a new airport at Plaine des Roches; (v) improvement ofPlaisance airport would be a suitable project for Bank consideration subject,of course, to the conclusions of a more detailed and comprehensive feasibilitystudy still to be undertaken.

2.65 Through informal contacts, the aviation mission learned that (i)the British ODA would be willing to consider financing a feasibility study forimproving Plaisance airport; (ii) the Caisse Centrale would be prepared tohelp finance improving Plaisance airport; their study of the new airport atPlaine des Roches indicated that it was not justified; and (iii) the Inter-national Air Transport Association (IATA), the association of airlines,appears to prefer to continue using Plaisance airport.

2.66 Following the aviation mission, the Bank suggested to the Govern-ment that a study be made of the comparative cost and benefits of a newairport at Plaine des Roches versus improvement of Plaisance airport and hasoffered assistance in preparing terms of reference for such a study. Inaddition, the Bank has indicated to the Government its willingness to considerfinancial participation in airport construction or expansion if warranted bythe results of this study.

Revenue and Recurrent Expenditures

2.67 Annual airport revenue increased steadily in the seventiesand is about Rs 14 million at present. This is mainly from aircraft landingand parking fees (41%), passenger airport charges (24%) and fuel through-putcharges (18%). Recurrent expenditures, mainly for personnel (67%), is atpresent Rs 10 million or about 70% of recurrent revenue. For more detailson revenue and recurrent expenditures, see Table 19.

F. CIVIL AVIATION

General

2.68 Mauritius is well provided with air connections with the restof the world. Currently, Air Mauritius and other carriers (Air France,South African Airways, British Airways, Lufthansa, Alitalia, Air India,Air Tanzania and Kenya Airways) provide 25 scheduled flights, mainly byBoeing-747, to the major centers in Europe (Paris, London, Rome, Frankfurt),Africa (Nairobi, Johannesburg), India (Bombay), and Australia (Sydney). Inaddition, Air Mauritius operates an inter-island service with 25 flights aweek (by de Havilland Twin Otter) to Reunion and Rodrigues.

- 19 -

Air Mauritius

2.69 Air Mauritius Limited is a private company with a paid-in sharecapital of Rs 2.2 million. The shareholders are: the Mauritian Government(43%); Rogers and Co. Ltd., a Mauritian Travel Agency (8%); and BritishAirways, Air France and Air India (49%). Government holds 7 of the 12 seatson the Board. The company has a staff of over 300. A number of Mauritiansare being trained in France as pilots to replace expatriate staff in the nearfuture. Labor relations in the industry are fairly good.

2.70 In addition to its inter-island service, Air Mauritius operatestwo flights a week to Madagascar (B-737) and two to Bombay (B-707) and one'flight a week to London via Nairobi and Rome (B-707) and one to Paris (B-747).The load factors for most of its flights are high.

2.71 Air Mauritius is a very profitable company with a conservativedividend policy. For details, see Table 20.

III. CONCLUSIONS

A. ISSUES

3.01 The three most important and urgent issues facing Government in thetransport sector are:

(i) the bus transport problem;

(ii) the congestion problem in the built-up area in and aroundPort Louis; and

(iii) the port (labor) productivity problem.

Another important, but less urgent, issue is the location of the new airport.In addition, and as mentioned in Chapter II, there are a number of other lessimportant needs which should be met in the sector, such as, road transportregulations, periodic road maintenance and technical assistance to the roadmaintenance workshop.

B. STRATEGY

The Bus Transport Problem

3.02 Over the last four years, a number of reports, with recommendations,have been prepared on this issue, but Government-s strategy in dealing withthe problem still needs to be clearly defined and followed by action (paras.2.35-2.38). Annex 2 summarizes the preliminary recommendations of a recentreview of the bus transport problem, which is under consideration by theGovernment.

- 20 -

3.03 The Bank's Urban Projects Department is currently preparing an UrbanSector Study. This Study, to be issued later in the year, will contain forGovernment's consideration a detailed action program for dealing with the bustransport problem. In addition, the proposed Urban Project now being appraisedis likely to include a minor bus transport component (para. 2.39).

The Congestion Problem - Short Run

3.04 Government has been unsuccessful in reducing through improved busservices (paras. 2.35-2.36). As already mentioned (paras. 3.02-3.03) Annex 2contains preliminary recommendations on how to deal with the bus situationwhile a more detailed action program will form, part of the Urban Secto-x..S. t;dynow under preparation. With the improvement of bus services, congestionwill be decreased and with it the future need for additional investment inroad space.

3.05 The Government's strategy puts heavy emphasis on road constructionin its attempt to reduce congestion (paras. 2.11-2.15). It has developed agenerally well conceived investment program, and the finance--except for thePhoenix-La Vigie-Plaisance road project--is well in hand. Detailed technicalcomments on the Port Louis Through Road are provided in Annex 1 for Government-consideration.

3.06 Congestion could also be reduced through improved traffic managementand related minor works. Though a number of studies have been undertaken,little has thus far been done (see para. 2.41). Annex 3 lists for Government'sconsideration a number of measures and minor investments which could reducecongestion and improve traffic conditions in the short run.

3.07 In addition, the Urban Project now being appraised by the Bank islikely to include a small traffic management component (para. 2.42).

The Congestion Problem - Long Run

3.08 Government is considering a long-run strategy of decentralizationof population and economic activity away from Port Louis. A detailed andspecific action program for implementation, however, still needs to be pre-pared. The Urban Sector Study will contain an action-oriented program forGovernment's consideration (see para. 2.44).

Port (Labor) Productivity

3.09 The port workers and their unions-hold the key to improved utiliza-tion of the recently expanded port facilities (paras. 2.55-2.56). In this

- 21 -

context, Governmenuts political power and appropriate strategy vis-a-vis theunions are of vital importance. Improved labor productivity would not onlylead to a reduction in the surcharge presently imposed by the Conference Linesbut also to a reduction of future needs for investments in additional portcapacity.

3.10 The Government is well aware of the problem, appreciates its import-ance, and in several ways is trying to improve the situation. Because of the

predominant political aspects of this issue, the scope for Bank involvement inimproving the situation is necessarily limited (para. 2.58).

Airport Location

3.11 Government is considering building a new airport at Plaine desRoches. Compared with the alternative of improving and expanding the facil-ities at the existing airport at Plaisance, the Plaine des Roches project doesnot seem to be a good economic choice (paras. 2.63-2.65).

3.12 Following a preliminary review of the situation last year, the Bankhas suggested to the Government that a study be made of the comparative costsand benefits of a new airport at Plaine des Roches versus improvement ofPlaisance airport and has offered assistance in preparing terms of referencefor such a study. In addition, the Bank has indicated to the Government itswillingness to consider financial participation in airport construction or

expansion if warranted by the results of this study (para. 2.66).

September 1980

-22 -ANNEX 1Page 1

'HAURITIUS

TRANSPORT SECTOR MEMORANDUM

Some Comments on the Port Louis Through Road

1. The Port Louis Through Road is in the detailed design stage andis expected to be completed within two years. It provides the missing linkin the island's north-south road system, and is essential for port and island-wide access. It will stop through traffic from entering Port Louis andalso improve bus flow into the center.

(i) The current "partially elevated" road is an improvementover the 1972 Gibb scheme. It provides (a) additionalaccess from the center to the north and south, (b) aroundabout at Mariamen Temple which connects with theSir Edgar Laurent - East-West route across Port Louis,(c) three through lanes each way at the Quay D Roundabout,and on the southbound approach to Labourdonnaise Squate.

(ii) The road comes to grade between Jummah Mosque and JosephRiviere Street. Thus, it will not "block" the view of thewater from most of the central area. As of early 1979,there are no plans for re-use of the Port area lying southof Jummah Mosque Street and west of the Through Road.However, such a "re-use" remains a long-range possibilityand should not be precluded by road design.

(iii) The principal capacity constraint is the at-grade inter-section at Labourdonnaise Square. A "three-phase" trafficsignal.control at this intersection will be required tomaintain the essential movements into the city from thesouth and out of the city to the north. The Gibb planto eliminate the northbound right turn will not provideessential access to the center and is not acceptable.Discussions with Gibb's representatives indicate thatinitial provision will be made for this turn.

2. Suggested modifications to Gibb's plan to improve access andincrease capacities are shown in the map attached to this Annex.

(i) At Labourdonnaise Square, consideration should be givento taking additional property (warehouse space) to thesouth of the Square along the west side of the road.This will make it possible to increase the number of

- 23 -ANNEX 1Page 2

lanes entering, leaving, and passing through the inter-section. Some filling of the harbor should also beconsidered. To the extent practical, the intersectiondesign should minimize massing of pavement.

(ii) Circulation at Immigration Square should be modified toprovide maximum distribution of traffic entering thecity center. The plan shows the treatment developed bythe Transport Advisor, Ministry of Works, in conjunctionwith Gibb.

(iii) Further study should be given to the directions andtreatment of Farquhar and President Kennedy Streetat the Square.

(iv) A central bus terminal located immediately off JosephRiviere Street should be incorporated in the plan. Thisterminal should accomodate all buses entering the cityfrom the north, and most from the south, reducing thenumber of buses using Victoria Square and providingcapacity for future growth. Car parks could be providedbetween Louis Pasteur Street and Joseph Riviere Street, andimmediately north of the bus terminal, thereby creatinga "multimodal" transportation center. Ancillary shopsalso could be incorporated.

(v) A free-flowing large radius northbound left turn fromthe Motorway into Quay D Road would benefit truck. trafficentering the Port area.

Source: This Annex is based on Mauritius Urban Transport Review (Draft)by H. S. Levinson!(consultant to the World Bank), April. 1979.

August 1980

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- 25 -ANNEX 2Page 1

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

The Bus Transport Problem: Some Preliminary Recommendations

The following are some preliminary recommendations to improve thepresent situation in the bus industry:

(i) A detailed routing structure and bus stop siting planshould be worked out.

(ii) An appropriate cost-based fare structure should be workedout and a formula devised on the basis of which futurefare adjustments could be automatically and promptlycalculated and applied.

(iii) Standard public transport accounting procedures should beestablished in the bus transport industry, and independentaudits should be made of each company's books on a regularbasis.

(iv) RTLA should have the services of an accountant/trafficanalyst to analyze the detailed financial and trafficinformation from the bus companies as a basis fordecisions on fare adjustments and changes in schedulesand routings.

(v) The existing companies should be regrouped into a fewlarger systems (e.g., North, Central and South); thiswould allow increased efficiency, combining of strongerand weaker routes (cross-subsidization) within eachsystem, better use of limited managerial talent anda more economical base for centralized maintenancefacilities.

(vi) RTLA should strictly control and enforce the timetablesof the bus companies;

(vii) Additional buses should be acquired to replace old busesand increase the number of buses on the road and availableduring rush hours;

(viii) The bus industry should provide RTLA detailed andup-to-date traffic and financial information in aprescribed standard format on a monthly basis.

- 26 -ANNEX 2Page 2

(ix) RTLA's staff requirements should be reviewed and a neworganizational establishment drawn up which would enableRTLA to recruit the necessary staff saythat it can ade-quately discharge itself of its various responsibilities.

Source: This Annex is based 4n Mauritius Urban Transport Review (Draft)by E. S. Levinson (consultant to the World Bank), April 1979.

August. 1980

- 27 -

ANNEX 3Page 1

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Traffic Management Suggestions for Central Port Louis: Suwmary

1. Several low-cost traffic management schemes could be undertakenin central Port Louis. The principal proposals shown in the map attached tothis Annex extend the various measures suggested by the Ministry of lWorks.

(i) An expanded roundabout (one-way system) should bedeveloped to reduce traffic congestion along IntendanceStreet on its approach to Royal:

(a) Pope Hennessy and Intendance should become one-waywestbound from Des Forges to Royal. (It is presentlywestbound between Des Forges and Remy Ollier.)

(b) Royal should become one-way northbound from Intendanceto Sir William Newton.

(c) Sir William Newton should become one-way eastboundfrom Royal to Des Forges. (It is presently one-wayeastbound between Remy Ollier and Des Forges.)

(d) Des Forges should operate one-way northbound betweenIntendance and Sir William Newton as at present.

(e) Remy Ollier should operate one-way northbound asat present.

(ii) Royal Street should operate one-way northbound to SirEdgar Laurent and Magan East Streets.

(iii) Des Forges should operate one-way southbound from SirEdgar Laurent to Intendance. Alternatively it couldoperate as a "preferential" southbound street with twosouthbound travel lanes and one northbound lane.

(iv) Curb parking should be eltminated along the south sideof Sir William Newton between Royal and Rcriy Ollier. Thiswill1 allow two moving lanes and stilL provide curb accessand parking adjacent to the banks. (There is presentlyanglo parking on both sides of the street.) Draims shouldbe improved or covered along Sir William Newton, especiallyat its intersection with Royal.

- 28 -

ANNEX 3Page 2

(v) Measures (i) through (iv) should be implemented beforeconstruction on the Through Road begins. They will provide

an improved alternative north-south route and they will sub-

stantially expand the one-way street system within the city

center. Certain adjust.._ents in pedestrian crosswalks and

bus routes should be made concurrently with these proposals.Street routings should be further adjusted after the Through

Road is built.

(vi) Curb parking should be prohibited along both sides of Quay

and Farquhar during peak traffic periods -- 7-10 a.m. and

2-5 p.m. (Some of these regulations now exist.)

(vii) Pedestrian fences should be installed along Farquhar Street

in the market area to prevent pedestrians from "spilling out"

onto the street and to channel crossings to designated walks.

(viii) Sir Edgar Laurent and Magan East should operate one-way between

Royal and Boulevard Victoria--Sir Edgar Laurent, westbound,Magan East, eastbound. This one-way couplet will provide a

major east-west route on the eastern perimeter of the central

area. It was previously suggested in the MATIM Early ActionPlan.

(ix) Existing traffic signals in central Port Louis should be

reactivated and replaced as needed.

(x) Local Port Louis bus routes should be linked (through routed)

to the tiaximum extent possible to reduce bus dwell times andpedestrian-vehicle congestion.

(xi) Consideration should be given to restricting truck loadingand unloading in the central area during 8-10 a.m. and 2-5p.m., at least along principal streets. This proposal wassetforth by the Port Louis Traffic Committee.

2. A "blue zone" of one-hour curb parking should be established in the

area generally bounded by Edith Cavell, Dauphine, Corderie, and Quay Streets.

(Such a zone was proposed by MATIM in the early action plan.) Human "meter

maids" should sell on-street parking space, and traffic wardens should enforce

regulations. These measures will make more space available to short term

parkers. Some 60% of all the cars parked along streets are parked for more

than two hours in areas of high parking demand.

3. Additional off-street car parks should be provided west of the

Trunk Road (Motorway) and south of Labourdonnaise Square. This will require

purchasing some of the warehouse buildings and converting them to open lot

- 29 -ANNEX 3Page 3

parking. At present over 1,800 vehicles are parked at 11 a.m. in 1,500 per-mitted on-street spaces, resulting in a deficiency of more than 300 spaces.Projections by the Transport Advisor show an excess demand of about 1,500vehicles by 1983. This demand underlies the need of expanded off-streetparking as part of a proposed Transportation Center adjacent to the ThroughRoad.

4. The Ministry of Works plans to provide reversible lanes on PlainesWilhems Road in Port Louis. Two lanes would be provided into the city in themorning, and'one outbound; this pattern would be reversed during the eveningpeak period. The curb lane would be used only by buses, inbound in themorning, and outbound in the evening. This plan has merit, but only ifreversible lanes are achieved by means of signing. Lane control signals arenot recommended because of their cost and maintenance requirements.

5. MATIM's early action proposals should be implemented. However, theyshould be modified as needed to incorporate the'preceding suggestions. Manyof the MATIM one-way street recommendations should be reassessed to avoid someof the operational and capacity problems they would create.

6. Effective enforcement of traffic and on-street parking regulationsis essential for improved traffic movement in central Port Louis.

7. The preceding measures will improve movement into and through thecentral area. However, despite these measures, it is unlikely that futureaccess requirements through the city center can be achieved by trafficmanagement alone. Therefore, over the long run, the Through Road, with anearby central bus terminal and expanded car parks, will be needed.

Source: This Annex is based on Mauritius Urban Transport Review (Draft),'by H. S. Levinson (Consultant to the World Bank), April 1979.

August 1980

AD --- -- ---

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TACAFF/CC MAMA Wz,EA7-B&~ 44P CIY CET~ T-LoCJI5 M"W~71 L6O/ A N - Poe7 / 04/. 2-. a" NW OTCF~

- 31 -

ANNEX 4Page 1

BIBLIOGRAPHY

GOVERnTMENT OF MAURITIUS

Ministry of Economic Planning and Development, Central Statistical

Office, Bi-annual Digest of Statistics, various years through June 1978.

Commission of Inquiry into the Efficiency and Economics of the Bus

Industry, Report of the Commission under the Chairmanship of Mr. Maurice

Lavoipierre, Q.C., March 1978.

Mauritius Marine Authority (MMA), Glimpses of Port Louis Harbour, 1978.

Ministry of Works, Unit Prices Northern Entrance Road, 1978.

Ministry of Economic Planning and Development, Development Strate&Y1971-1980, December 1970.

Four-Year Plan for Social and Economic Development 1971-1975, Vol. I -

General Analysis and Policy and Vol. II - The Programmes and Projects,

June 1971.

Five-Year Plan for Social and Economic Development, 1975-1980, May 1976.

Ministry of Works, ResurfacinR the Trunk Road from Port Louis to Phoenix,

January 1978.

Annual Report of the Ministry of Works, Part II, Road Transport,

various years through 1977.

Annual Repoit of the Ministry of Works, Part I, Administration and Works,

various years through 1977.

Estimates (Various Fiscal Years) with Memorandum, various years through

1979.

Capital Budget (Various Fiscal Years) with Memorandum, various years

through 1979.

Financial Report for (Various Fiscal Years), various years through 1977.

Annual Report of the Customs and Excise Department for the Year 1975,

November 1976.

Ministry of Works, Transport Unit, Road Programme, April 1978.

The National Transport Corporation Bill, November 1978.

- 32 -

ANNEX 4Page 2

IBRD

Appraisal of a Port Project: Mauritius, March 15, 1974.

The Economy of Mauritius, A Basic Economic Report (with Annexes),

February 1978.

Mauritius: Four-Year Development Plan - An Assessment (in three

volumes), 1972.

FONDS D'AIDE ET DE COOPERATION (FAC), Terme de References Etude de Factibilite

avec Avant-projet Sommaire Route Reliant Phoenix-La Vigie-Maheborg et Con-

tournement de Port Louis, 1978.

MATIM

Cahier No. 7. La Circulation: 7.8. Etude de Circulation (Phase III)

de la Grande Agglomeration, 1978 (?).

Cahier No. 7. La Circulation: 7.9. Scheme d'Infrastructures de

Transport a Moyen Terme, 1978 l?).

Cahier No. 7. La Circulation: 7.5. Prolongement de la Trunk Road-

Liaison Phoenix-La Vigie et Liaison Curepipe-Mahebourg, 1978 M?).

AIR MAURITIUS LTD., Report and Accounts, January 1, 1976-March 31, 1977. 1977.

BUREAU CENTRAL D'ETUDES POUR LES EQUIPEMENTS D'OUTRE-MER (BCEOM), Routes d'Acces

au Nouvel Aeroport,. Etude de Factibilite, 1. Rapport de Presentation, February

1976.

Henderson, Hughes and Busby, Road Transport Study, July 1977.

Levinson, H.S., Mauritius Urban Transport Review, April 1979.

Mauritius Port Access Study, April 1977.

Macdonald, Wagner and Priddle, PTY. LTD., Bulk Sugar Terminal Port Louis,

Report and Estimates, March 1976.

Ramdin, T., Mauritius, A Geographical Survey, 1969.

Richardson, J. H., Bus Problems in Mauritius, February 1979.

ROGERS AND CO. LTD., (Airline) Time Table, November 1978.

Scrussons, Report on Future Working of Port Louis, March 1978.

- 33 -

Table 1

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Daily Traffic Volumes on Most Important Roads, 1977

Roads Length Cars Buses Trucks Total(miles) (12 hour totals, 6 am - 6 pm)

1. Mapou-Terre Rouge 6at Pamplemousses 1,639 231 422 2,292at Terre Rouge 3,621 605 1,012 5,238

2. Terre Rouge-Port Louis 3 6,780 1,183 1,788 9,751

3. Port Louis-Quatre BornesRoute Royale 7 7,916 1,858 1,004 10,778

4. Port Louis-Phoenix 9.5Trunk Road 12,458 458 1,476 14,392

5. Phoenix-La VigieiI 5.5 6,325 782 1,030 8,137

6. La Vigie-Plaisance 12at Nouvelle France 3,383 606 675 4,664at Plaine Magnien l/ 1,882 274 346 2,502

Traffic composition on roads2 through 5 combined 78% 10% 12% 100%

1/ 1978 Traffic Census

Source: Ministry of Works, 1977 and 1978 Traffic Census

August 1980

- 34 -

Table 2

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Government Capital Expenditure in the Transport Sector, Fiscal 1971-1979

Total Capital (1) (2) (3) (4)Transport Sector Expenditures as-% as as % as %

Year Roads It Ports Airports Total All Sectors of (5) of (5) of (5) of (5)(1) (2) (3) (4) (5) (6) (7) (8) (9)

------------------------- Rs Million------------------------ ----------------- %…-----------------

1970/71 2.5 4.7 .5 7.7 81.2 3.1 5.8 .6 9.5

1971/72 4.0 6.4 .6 11.0 82.9 4.8 7.7 .7 13.3

1972/73 4.1 5.8 1.2 11.1 122.4 3.3 4.7 l.O 9.1

1973/74 2.8 25.3 .9 29.0 217.9 1.3 11.6 .4 13.3

1974/75 1.4 11.1 4.4 16.9 246.7 .6 4.5 1.8 6.9

1975/76 2.6 24.7 12.6 39.9 358.0 .7 6.9 3.5 11.1

1976/77 5.6 46.1 8.6 60.3 457.2 1.2 10.1 1.8 13.2

1977/78 2.9 29.2(est.) 6.6 38.7 619.6 .5 4.7 1.1 6.2

1978/79(est) 5.5 32.01' 4.2 41.7 680.4 .8 4.7 .6 6.1

1970/71Through1977/78 25.9 153.3 -35.4 214.6 2183.9 1.2 7.0 1.6 9.8

1/ Excludes capital expenditures on roads by Municipalities. Municipalities spent Rs 2.0 million on roadconstruction in FY 1978 and Rs 2.1 million (est.) in FY 1979; Source: Ministry of Local Government.It also excludes expenditures on road construction hy the Development Works Corporation.

2! In the form of loans to the Mauritius Marine Authority.

Source: Government of Mauritius, Capital Budget with Memnrsndna, various years; Ceiitral StatisticalOffice; Ministry of WorKs; 1.B.R.D., The Economy of M.auritius, A Basic Economic Report,February 1978.

August 1980

Table 3- 35 -

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Government Recurrent Expenditureon Road Maintenance, Fiscal Year1974-1979

(Rs million)

Road Maintenance (MOW)- _ TotalExpenditures Total Government (3) asExcluding / Expenditures Recurrent %

Year Emoluments Emoluments- (l) + (2) Expenditures2/ of (4)(1) (2) (3) (4) (5)

1973/74 2.9 4.3 7.2 543.8 1.3

1974/75 5.3 5.5 10.8 734.3 1.5

1975/76 7.8 6.8 14.6 991.0 1.5

1976/77 10.6 8.7 19.3 1,261.0 1.5

1977/78 10.6 10.8 21.4 1,381.6 1.5

1978179 (Est.) 10.4 11.9 22.3 1,602.0 1.4

1/ Excludes road maintenance recurrent expenditures by Municipalities.Municipalities spent Rs 4.7 million on road maintenance in FY 1978 andRs 5.7 million (est.) in FY 1979; Source: Ministry of Local Government.It also excludes minor amounts spent on road maintenance by theDevelopment Works Corporation.

21 Estimated by MOW on basis of 25% of total MOW recurrent expenditureson emoluments.

31/ Excluding transfers to capital budget.

Source: Ministry of Works; Government of Mauritius, estimates for variousyears.

Autust 1980

- 36 -

Table 4

MAURITIUS

TRANSPORT SECTOR MEMORANDutm

Tentative List of Roads

to be Resealed or Strengthened plus Cost Estimates

RoadRoads to be Resealed or Strengthened Number Length

(miles)

Port Louis - Trianon Al 7

Terre Rouge - Constance A2 14

Petit Verger - Grande Riviere Noire A3 15

Moka - Constance A7 16

Quatre Bornes - Trianon A8 2

Nouvelle France - Souillac A9 11

Trianon - Beau Vallon AIO 19

Plaisance - Moka Bl 3

Medine - Quatre Bornes .B2 5

Curepipe Road - Bonne Veine B6 6

Bel Ombre - Souillac B9 9

Providence - Trou d'Eau Douce B27 13

Centre deFlacq- Plaine Magnien B28 24Total 144

Cost Estimates

Approximate unit costs per mile for

- resealing: Rs 120,000 (uSS20 OOC)

- strengthening: Rs 450,000 (USJ75,000)

Assuming 50% of the roads listed above to be resealed and 50% to be strengthened,

the approximate costs will be for resealing: Rs 9.2 millionfor strengthening: Rs34.7 million

Total Rs43.9 million (US$7.3 million)

Source: Ministry of Works for selection of roads;

Mission for estimates of costs

August 1980

- 37 -

Tatte 5

MAURITIUS

TRANSPORT SECTOR MEMORAND1M

Motor Vehicle Registration, 1969-1977

Total

Passenger Cars Trucks Govt. Annual

Year Private Taxis Buses Vans Lorries Vehicles Other Total Increase

--------------------------------------- number…------------------…------------------

1969 11,193 1,331 693 1,654 2,461 1,092 1,339 19,763 -

1970 11,220 1,326 722 1,732 2,439 1,198 1,369 20,006 1.2

1971 11,657 1,357 770 1,915 2,473 1,352 1,436 20,960 4.8

1972 12,079 1,397 831 2,197 2,452 1,534 1,522 22,012 5.0

1973 13,446 1,392 951 2,678 2,706 1,695 1,648 24,516 11.4

1974 14,572 1,570 1,060 3,319 2,885 1,726 1,776 26,908 9.8

1975 16,198 1,635 1,149 4,113 3,201 1,914 1,922 30,132 12.0

1976 18,368 2,288 1,186 5,264 3,540 2,123 2,070 34,839 15.0

1977 20,630 3,700 1,261 6,529 3,942 2,132 2,213 40,407 16.0

-------------------------------- %Composition-----------------------------------------

1977 3 16 10 5 5 100

60 26

…_-…_--_M-------------------Annual % Growth-----------------------------------------

1969-77 8 13.5 8 18.5 6 8.5 6.5 9

9 12.5

1969-73 4 1 8 13 2.5 11.5 5 5.5

4 7

1973-77 11 28 7 25 10 6 8 13

13

Source: Ministry of Planning and Development, Central Statistical Office, Bi-Annual

Digest of Statistics, various years.

August 1980

- 38 -

Table 6MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Duties on Vehicles, Tires and Fuel, as of February 1979

Fiscal Customs DutyDuty General Preferential Surcharge

Vehicles X----------------------------

- Buses, Public Transport"V 10 40 10 50

-,Buses, Other 1/ 20 40 10 50

- Passenger Cars

<1300 cc 25 75 45 50

1300-1800 cc 35 80 50 50

71800 cc 50 90 60 50

- Bodies 20 30 10 50

- Spare Parts 10 30 10 50

Tires

- Buses 15 40 10 50

- Passenger Cars 30 40 10 50

Total,DutyFuel {X)

- Gasoline 110- Diesel Fuel 20

1 No duty if for public service

Source: Ministry of Works

Acugat 1Q80

39 - Table 7

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Revenue, Expenditure and Staff, Fiscal 1969-1977

Office of the Road Transport Commissioner

Year Revenue A/ Expenditure Net Revenue Staff

----------------Rs million----------------- (Number)

1968/69 7.93 .37 7.56 56

1969/70 8.45 .38 8.07 56

1970/71 8.45 .43 8.02 58

1971/72 9.23 .47 8.76 58

1972/73 10.68 .41 10.27 57

1973/74 11.92 .52 11.40 57

1974/75 13.41 .74 12.67 62

1975/76 14.93 1.03 13.90 70

1976/77 17.54 1.19 16.35 78

1/ Revenue from (i) motor vehicle licensing, registration, examination,conductor's licence fees; (ii) public service vehicle and carrierlicences; and (iii) surcharge for late renewal of vehicle licences.

Source: Mauritius, Annual Report of the Ministry of Works, Part II, RoadTransport, for the years ended June 30, 1969 through 1977.

AuRust 1980.

MAURITIUS

TRANlSPORT SECTOR MEMORANDUM

',.SCJHEDUL

TARIFF OF FARES FOR GOODS VPnciESsI f?Ip wi:M ?Wps ev I mile f7/r eorer Milke 7Wps om 10 miles

r . flspqe J r, Imil,e vgpto6 niks up to/0m is p to e 0mi/es 7Wps over 20 miles IVaaligr rmeI j ioton and under Rs 10 Rs 2 per ton mile Rs 1.20perton mile R I perton milefor 80 cents per ton Afterevery half hour

P > I ton for each addilio- for each additio each additional mile for each waiting Rs 3 pernal mile nai mile mile additional mite hour or fracton

thereofI ton and under Rsit Re I per ton mile 75 cents Per ton mile 60 ccnis per ton mile SO cents oer ton After every half hour

^' 3 tons for each additio- for each additio- for each additio- mile for each wailing RS 3.50 pernal mile nal mile nal mite additlional mile half hour or frac-

tion thereofo 2tons and udetr Ral3 60centspertonmile 3Scentspertonmile 3Occutspertonmile 25 cents per ton Afterc'eiy halfhour

3 tdns for ecth addiilo- for each additio- for each additio- mile for each wa;ling Rs 4 pet gnal nile nal milc nal mile additional mile half hIout nr,frac-

" l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ion thereofAbovre 10 aides

3 1 3ions and under RN15fora3-161asr 40centspertonmile 30centspartonmile 20 cents per ton mile Aftervevery hAlf houra S, e1ons and Rs 2 foreach for each additio- for each addilio- or eacl; additio- wailng_Rs4.50peeadditioIal ton nal mile nial mile nat mile half hour or frac-5 lion thtrccf

S tons and under Rs 19for a 5-tonner 35centsperwnonilc. 2Scentspertonmile 20cents per tonmile After vvery hatf hour7 tons and Rs 2 tar each for each addimlo- for each additio- for each add tio- waiting Rs 5 per

additional ton nal mite nal wilc nal mile half hour or frac-lion thereof

7 tors and abow Above 6 agileJ After every haif hourRs 22;tora 7-tannef 30centsperaoomile 20 cents per tonmile waiting Rs 6S50per

and Rs 3 for each for each additio- for each additio- hair hour or frac.:! additional ton nal tulle tmile ton thereof

Co

0,

Table 9

- 41 -

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Tariff of Fares for Taxis.,(Rs)

Fare, per miles,including return trip 1.10

Waiting time, per 15 minutes 1.50

Minimum fare 3.00

Source: Government of Mauritius, Road Traffic (Taxi Fares) Regulations, 1978.

August 1980

- 42 -

Table 10MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Government Revenues from Duties and Feesfrom the Road Transport Sector, 1971-1978

(Rs million)

1971 1972 1973 1974 1975 1976 1977 19781/

Duties on

- Fuel 16.0 17.9 19.5 21.7 22.7 26.6 40.1 60.1

- Vehicles & parts 5.4 10.9 15.3 18.2 22.5 33.1 39.8 26.7

- Tires .8 1.0 1.3 1.8 2.3 2.9 3.6 2.8

Sub Total 22.2 29.8 36.1 41.7 47.5 62.6 83.5 89.6

Net Revenue RoadTransportCommissionerOffice I/ 32 8.0 8.8 10.3 11.4 12.7 13.9 16.4 19.0 (est.)

Total Duties andFees 30.2 38.6 46.4 53.1 60.2 76.5 99.9 108.6

1/ Duties estimated on basis of actual data for the period January-September, 1978.

2/ Figures refer to fiscal rather than calendar years.

3 See Table 7.

Source: Ministry of Works

August 1980

- 43 -Table 11

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Government Revenue from Road Transport and

MOW Expenditure on Road Maintenance, 1974-1978

Year Govt. Revenue from MOW Expenditure on (2) as %Road Transport Road Maintenance!/ of (1)

(1) (2) (3)

------- Rs million---------------- ----%----

1974 53.1 7.2 14

1975 60.2 10.8 18

1976 76.5 14.6 19

1977 99.9 19.3 19

1978(est.) 108.6 21.4 20

1/ Refers to fiscal years

Source: See Tables 3 and 10.

August 1980

- 44 -Table 12

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Bus Services: Vehicle and Passenger Statistics, Fiscal 1969-1977

Buses Vehicle Vehicle Passengers Vehicle Passengers/ Vehicle

Year Licensed Miles Journeys Carried!! miles/ Journey miles/

Bus (4):(3) Journey(2):(1) (2):(3)

(1) (2) (3) (4) (5) (6) (7)…millions--- (000)

1968/69 640 24.0 2.3 73.9 37.5 32.1 10.4

1969170 679 24.8 2.4 77.1 36.5 32.1 10.3

1970/71 711 27.6 2.7 85.2 38.8 31.6 10.2

1971/72 759 28.8. 2.8 95.2 37.9 34.0 10.3

1972/73 839 31.3 3.2 113.8 37.3 35.6 9.8

1973/74 945 36.1 3.5 134.0 38.2 38.3 10.3

1974/75 1052 38.9 3.6 146.1 37.0 40.6 10.8

1975/76 1100 37.7 3.9 161.8 34.3 41.5 9.7

1976/77 1166 34.4 3.8 166.1 29.5 43.7 9.1

1/ Tickets sold.

2/ 28.8 is estimated on basis of previous and following year figures.

Source: Government of Mauritius. Annual Reports of the Ministry of Works, Part II

Appendix E, for the years ended June 30, 1969 through 1977.

August 14Rn

- 45 Table 13

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Revenue of Bus Companies, 1969-1977

Year Total Revenue Average Fare Revenue per Bus Revenue per_________ _1, per year.2/ vehicle-mile_!'

(Rs million ) Rs cents Rs'OOO Rs

1968/69 18.7 .25 29.2 .781969/70 20.3 .26 29.9 .821970/71 21.7 .25 30.5 .791971/72 24.5 .26 32.2 .851972/73 32.8 .29 39.1 1.051973/74. 41.8 .31 44.2 1.161974/75 55.2 .38 52.5 1.421975/76 72.6 .45 66.0 1.931976/77 83.7 .50 71.8 2.43

1/ Total revenue divided by number of passengers.2/ Total revenue divided by number of buses licensed.3/ Total revenue divided by number of vehicle-miles.

Source: Government of Mauritius, Annual Report of the Ministry of Works, Part II,Road Transport, for the years ended January 30, 1969 through 1977.

August 19Q0

- 46 -

MAURITIUS Table .14

TRANSPORT SECTOR 90EDA3U

:.Port Louis: Port raffic 1969-1978(Thousand Tons)

1964 1970 1971 1972 1973 1974 1975 1976 1977 19 /.

1. lagged Cargo

Iewort s:

Rice and Flour 110 104 98 122 109 133 120 122 121 134

Animal Feed and PlIsesa 20 21 22 25 24 24 20 32 26 32

Fertilizer 67 66 68 98 72 63 37 7 5 4

Ceaneat - 28 47 68 59 _ _

Subtotal 197 191 1.88 245 235 267 245 220 15Z 170

Exports;

Sugar 592 582 489 670 677 653 500 532 642 617

Subtotal 112 582 4S; 670 677 653 500 532 642 617

Total ?789 773 677 915 910 920 745 752 794 187

2. Bulk Cargo

Imports:

Chemicals and Fertilizer - - - - 2' 26 53 S2 62

Cement 76 65 S2 93 103 109 117 177 227 231

Petroleun Products 214 21 226 204 267 275 246 248 283 349

Edible Otl 8 11 12 11 8 10 11 19 16 21

Subtotal 298 291 32D 308 378 418 400 497 588 663

Exports:

Petroleumn Products 109 96 112 97 126 120 90 52 67 77

Molasses 125 116 191 149 184 169 121 147 181 188

Subtotal 234 212 303 246 310 289 211 199 248 265

Total 532 503 623 554 688 707 611 696 836 928

3. General Cargo

Imports 153 t64 . 168 231 241 261 189 209 218 333

Exports 38 45 43 64 47 56 40 66 54 78

Total 191 209 211 295 288 311 229 275 342 411

4. A11 Catxo

All Imports 648 646 676 784 852 946 834 926 1,028 1,166

All Exporte 864 839 835 980 1.034 998 751 797 944 960

Grand Total 1.512 1.485 1 51 1_764 1 886 1.944 1.585 1.723 1.72 2.126

I/ Figures for the period 1969-1977 rater to calendar years; figures for 1978 refer to the fiscal year July 1, 1977-June 30, 1978

and are estimates.

Source: Freeman Fox and Associates, Mauritius Port Study, February 1973 and Mtauritius Marine Authority. 1978

August 1980

- 47 -

Table 15MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Port Louis: Growth of Port Traffic, 1969-1977

1977 Volume Average Annual Growth Rate (%)thousand % oftons Grand Total 1969-77 1969-73 1973-77

1. Bagged Cargo

Imports 152 7.7 neg. 4.3 neg.Exports 642 32.5 1.0 3.3 neg.

Total 794 40.3 zero 3.6 neg.

2. Bulk Cargo

Imports 588 29.8 8.9 6.2 9.3Exports 248 12.6 .6 7.2 neg.

Total 836 42.4 5.8 6.6 5.1

3. General Cargo

Imports 288 14.6 8.2 12.0 4.7Exports 54 2.7 4.5 5.6 3.6

Total 342 17.3 7.5 10.9 4.5

4. All Cargo

Imports 1,028 52.1 6.0 7.0 4.9Exports 944 47.9 1.1 4.7 neg.Grand Total 1,972 100.0 3.3 5.8 1.3

Note: neg. indicates a negative growth rate.

Source: see previous table.

August 1980

- 48 -

Table 16

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Mauritius Marine Authority: Operating Revenueand Expenses, Fiscal'1971-1978

(Rs mllion)

Operating Operating Net OperatingYear Revenue Expenses Revenue

1970/71 6.3 2.6 3.7

1971/72 6.9 3.1 3.8

1972/73 7.5 3.2 4.3

1973/74 8.4 5.8 2.6

1974/75 10.4 6.5 3.8

1975/76 11.6 8.1 3.5

1976/77 13.0 11.2 1.8

1977/78 (est) 44.8 24.5 20.3

Note: Till July 1, 1978 data refer to the Marine Services Department ofthe Ministry of Communications.

Source:IBRD, Appraisal of a Port Project, Mauritius. March 15, 1974and l-A,1978.

August 198C

-49 - Table 17

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Port Louis: Container Traffic, Fiscal 1975-1983(Thousand Metric Tons)

Year Imports Exports Total

1. Actual

1974/75 10.0 3.3 13.41975/76 21.7 7.2 28.91976/77 23.4 7.5 30.9197717P2A 34.3 15.6 49.9

2. Projected

1978/79 70.3 23.4 93.71979/80 72.4 24.6 97.01980/81 103.7 25.8 129.51981182 124.4 27.0 151.41982/83 136.8 28.3 165.1

I/ Partly estimated.

Source: Mauritius Marine Authority, 1978.

AuRUst 1980

- 50 -

Table 18MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Air Traffic at Plaisance Airport, 1969-1977

Aircraft Movements - Passengers FreightPeriod Landings Take Offs Arrivals Departures Unloaded Loaded

-------------------- number-------------------- ---- metric tons----

1969 598 598 32,436 34,297 278 2361970 888 888 44,835 47,593 402 3361971 1,167 1,167 56,969 59,702 511 6711972 1,324 1,324 73,433 77,421 582 1,5191973 1,592 1,592 96,946 100,670 952 1,2981974 1,617 1,617 105,196 109,590 1,167 1,3601975 2,341 2,341 113,063 116,448 2,001 2,0051976 2,371 2,371 134,936 136,707 1,542 3,6331977 2,208 2,208 148,279 151,029 6,645 7,036

------------------annual % growth rate--

1969-1977 18 21 20 48 >501969-1973 28 32 31 36 >501973-1977 9 11 11 >50 )50

1/ Commercial aircraft only.

Source: Ministry of Economic Planning and Development, Central Statistical Office,Bi-annual Digest of Statistics, various years.

August 1980

- 51 - TABLE 19

MAURITIUS

TRANSPORT SECTOR MEMORANDUM

Government Recurrent Revenueand Expenditure for Airports

(Rs million)

Airports (Civil Aviation Dept.)Total Government

Recurrenf Recurrent (2) as % Recurrent (2) as %Year Revenu Expenditure of (1) Expenditures2/ of (4)

(1) (2) (3) (4) (5)

1973/74 4.8 1.8 38 543.8 .3

1974/75 5.2 2.8 54 734.3 .4

1975/76 6.1 3.9 64 991.0 .4

1976/77 8.4 6.4 76 1,261.0 .5

1977/78(Est.) 11.0 8.4 76 1,301.6 .6

1978/79(Est.) 13.7 9.8 72 1,602.0 .6

1/ Mainly from aircraft landing and parking fees, passenger airport charges andfuel through-put charges.

2/ Excluding transfers to capital budget.

Source: Government of Mauritius, Estimates, for various years.

August 1980

- 52 -Table 20

MAURITIUS

TRANSPORT SECTOR. MEMORANDUM

Air Mauritius :FinancialPosition, 1972-1977

1972 1973 1974 1975 1976J771/

----- Rs million ---------------_-__

Net Profit 1.0 2.4 5.7 5.3 14.5

Dividend (M) 9 - - - 20

Net Assets 3.1 5.5 11.1 17.1 33.3

Return on Net Assets 32.2 43.4 50.8 30.7 43.5

1/ Fifteen-month period, January 1976 to end March 1977.

Source: Air Mauritius Ltd., Report and Accounts, Jan. 1976 - March 1977, Nov.. 1977.

August 1980.

MAURITTU

OROANIZAnTOt Or MINISMRY? OF W

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