Executive Summary - Mauritius Ports Authority Summary.pdfExecutive Summary 1.0 INTRODUCTION ......

Port Master Plan 2002

Review and Updating of Port Master Plan – Feb. 2002 1

Executive Summary

1.0 INTRODUCTION

Port Master Planning is a fundamental exercise for ensuring harmonised and

integrated development and efficient operations of a port. It is also a vital instrument

for defining land use and determining long term infrastructure requirements.

The development of Port Louis Harbour has been guided by successive master plan

studies undertaken by international reputable consultancy firms. The last Port Master

Plan Study had been entrusted to Messrs Posford Duvivier in 1994, under a grant aid

from the Japanese Government and administered by the World Bank (IBRD). This

master plan study took some two years to complete and was approved by

Government in December 1996.

The 1996 Port Master Plan Study made recommendations for development and land

use up to horizon year 2015. However, following the successful completion of the

major infrastructural projects identified in the Master Plan, more specifically the

realisation of the Mauritius Container Terminal, which was commissioned in 1999, it

was felt that this existing plan should be reviewed and updated to ensure that:

the new landlord port objectives of the Mauritius Ports Authority (MPA) are

reflected as set out in the Ports Act 1998;

traffic forecasts are updated in the light of new emerging trade patterns;

appropriate recommendations on infrastructure and equipment requirements

are made on the basis of revised forecasts and other new considerations;

a harmonised land use plan is developed outlining concrete actions that need to

be taken for the most suitable development of the various zones in the port to

cater for port related industries, service organisations and waterfront

development.

With a view to optimising available in-house/local resources, the review and updating

of the Port Master Plan was carried out in-house with limited technical support from

Port Master Plan 2002 Executive Summary


Messrs Posford Haskoning (ex Posford Duvivier). The report has also been vetted

by the World Bank.

The principal conclusions and recommendations of the Port Master Plan were

presented to the MPA Board at its meeting of 21 December 2001 and were

subsequently approved at the Board Meeting of 31 January 2002.

This Executive Summary gives an overview of the salient points of the Port Master

Plan 2002 and includes the following:

(i) General background;

(ii) Overview of the status of the principal recommendations of the 1996

Port Master Plan Study;

(iii) Traffic projections during the plan period up to year 2025;

(iv) Port Infrastructure and Equipment requirements to meet the demands

for port services up to 2025;

(v) Land Use Plan for the different sectors of the Port Area, with special

emphasis on Les Salines reclaimed area;

(vi) Port Safety and Environment;

(vii) Port Security; and

(viii) Conclusions and Recommendations.

2.0 BACKGROUND

2.1 Port Louis Harbour

Port Louis Harbour is the sole maritime gateway of Mauritius which provides terminal

facilities and services to both international and inter-island shipping. It is located in a

natural protected bay on the north west coast and covers an area of about 300

hectares as shown in Annexe 1.

The port is strategically situated on the shipping routes linking Africa, Asia, Australia

and Europe and handles more than 99% of the country’s trade.



Cargo handled at Port Louis Harbour experienced significant growth to reach some

4.8 million tonnes in 2001. Containerised traffic, in the same year, attained some

161,634 TEUs and the total number of vessels’ calls registered was 1,927.

2.2 The Mauritius Ports Authority (MPA)

Port Louis Harbour is administered by the Mauritius Ports Authority (formerly known

as the Mauritius Marine Authority) established by the Ports Act 1998. This Act

confers upon the MPA the functions of a landlord port authority with regulatory and

controlling powers together with the responsibility for overall planning and

development. The MPA also provides marine services including aids to navigation.

Handling operations (stevedoring and longshoring) are performed by a port operator

– the Cargo Handling Corporation Ltd –, which operates under a concession contract

as a licensee of the Authority for carrying out all cargo handling tasks, from ship to

shore until delivery to consignees.

2.3 Port Development

The main port developments date back only to the very recent past when the port

underwent major transformation. From a purely lighterage port, Port Louis Harbour

has slowly emerged as one of the most modern in the region.

In the wake of the industrialisation process in the country, Government came up with

successive plans for the development of port facilities and services.

The first phase of development, in the early eighties, comprised dredging and

reclamation works, construction of deep-water quays, sheds, open storage areas and

a container park. A modern workshop, fire station and port administration building

were also built while an important fleet of cargo and container handling equipment

were procured. The major part of these facilities was commissioned in 1979 while

the Bulk Sugar Terminal became operational in 1980.



With the commissioning of a comprehensive Port Master Plan in 1984 and its

subsequent updating in 1989, as a result of major economic development, the port

was further developed in terms of additional port infrastructure and services.

The last decade has witnessed the culmination of an important port development

phase with major dredging and reclamation works in both the Mer Rouge and Les

Salines areas; creation of the Mauritius Freeport Authority; the commissioning of four

major studies (under the aegis of the World Bank); development of the peninsula

area with the reconstruction of Quays A, D and E; implementation of the Port

Development and Environment Protection Project; construction of a new road

network and the commissioning of a new container terminal – the Mauritius Container

Terminal.

2.4 Port Master Planning

Port development has been carried out in accordance with the recommendations

contained in the previous Port Master Plans. With the completion of the major

projects recommended in the 1996 Master Plan and following changes brought about

in the corporate objectives of the MPA after the promulgation of the Ports Act 1998, it

was felt that the Authority should have at its disposal a consistent development plan

valid at least up to the horizon year 2025.

The Port Master Plan was therefore reviewed and updated to cover, inter-alia, the

following:-

Review of the recommendations made by the Consultants in the 1996 Port

Master Plan Study.

Analysis of past trends in cargo and shipping and preparation of traffic forecasts

up to the horizon year 2025;

Assessment of the impact of port traffic on existing port infrastructure and

recommending future infrastructure and equipment requirements for the years

2005, 2010, 2020 and 2025;

Determination of the extent of land area to be earmarked for port development

projects, port based industries, leisure, commercial activities and other use and



preparation of a comprehensive land use plan for the port;

Assessment of the possible impact of the proposed development on the

environment.

Evaluation of risks associated with the handling, storage and distribution of

hazardous products in the port area and recommending appropriate mitigation

measures.

Identification of the various shortcomings in the existing security system and

recommending improvements in the level of security in the port area; and

Examination of the various project proposals and recommending the best

development option to be implemented in the short, medium and long terms,

supported by budgetary cost estimates and economic analysis where

appropriate.

3.0 PORT MASTER PLAN (1996)

In line with the recommendations contained in the 1996 Master Plan, several major

development projects have been undertaken during the plan period 1996-2001. Most

of these projects have been completed while others are either in progress or are

being reviewed in the light of developments in the maritime and shipping industry.

3.1 Main Recommendations of the 1996 Plan

3.1.1 Construction of the Mauritius Container Terminal

This was one of the most ambitious projects of the Authority, designed to put it

on a level playing field with other international ports and make it emerge as a

hub in this part of the region. It comprised the construction of a modern

Container terminal with a 560 metre long quay equipped with 3 post panamax

Rail Mounted Quay Cranes (RMQCs) and backed by a Container Park

spanning over 27 ha. The project also involved the creation of an independent

access channel 400 metres wide with a turning circle of 425 metres diameter at

a dredged depth of 14 metres.

Other facilities include a Customs Verification Centre, a Workshop Complex, an

Administration Building and unpaved areas reserved for future yard expansion.



This new container terminal, which became operational in January 1999, has

been named “The Mauritius Container Terminal” (MCT).

A few technical shortcomings have been noted after the commissioning of the

MCT such as settlement of the paved areas and flooding during cyclones.

These issues are being addressed.

3.1.2 Infrastructure Works at Mer Rouge

With the rapid development of the Mer Rouge area and the construction of the

Mauritius Container Terminal, an appropriate access road needed to be

provided to service the expected vehicular traffic linked to the activities of the

Terminal, existing Terminal II, the Freeport zones, Coal and future petroleum

depots etc. Thus a 3 Km long road network over the Mer Rouge area,

together with a heavy duty dual carriage way linking the Freeport Round About

to the MCT were constructed. This network is equipped with street lighting,

storm water drains, water pipeline, service ducts etc.

3.1.3 Procurement of Tugs

With some of the MPA’s existing tugs having out-lived their economic life span,

and a few others not having the required capacity to handle large vessels, it

was difficult to provide efficient tug services. Moreover, with the coming into

operation of Terminal III (MCT) it became necessary to provide Port Louis

Harbour with the flexibility to perform simultaneous movements of large vessels

at both the existing and new terminals.

To respond to the above, the MPA acquired 3 Damen Stan 1605 twin-screw

tugs of 10 Ts bollard pull and 1 Azimuth Stern Drive tug of 45 Ts bollard pull.

These were procured during 2000 and 2001.

3.1.4 Passenger Terminal Building

There are no dedicated passenger facilities to cater for inter-island and cruise

passenger traffic. In this respect, part of Shed E is presently being upgraded to

accommodate a new Passenger Terminal Building and associated facilities.



In addition, a new access road to the Passenger Terminal Building is under

construction and the road leading to Quays D and C is also being upgraded.

3.1.5 Construction of a Petroleum Jetty

The MPA has conducted a number of studies in the port on the handling,

storage and distribution of petroleum products. All these reports have

highlighted the high risk to port infrastructure, workers and neighbouring

population associated with the handling and storage of hazardous cargoes at

various locations in the inner port. The recent LPG – Quantitative Risk

Assessment, conducted by Messrs. Lloyd’s Register Technical Services has

revealed that apart from the above risks, there is also the threat of tanker

collision. These risks are expected to escalate with the forecasted increase in

imports of bulk hazardous cargoes, namely LPG and petroleum products,

which will result in additional higher capacity tanker calls.

The MPA has, therefore decided, on a priority basis, to proceed with the

construction of a dedicated jetty for unloading of petroleum products in the

English Channel in the vicinity of Mer Rouge. This initiative is further justified by

the present volume of petroleum imports which has almost reached 1 million

tonnes.

3.1.6 Private Sector Projects

The Mauritius Ports Authority, as a landlord port authority, is responsible for the

allocation and management of all state lands within the port limits. According

to established criteria, lands have been allocated for various projects namely:

Freeport Development

Cement Terminal behind Quay 2

Coal Storage

Dry dock for ship construction and repairs at Mer Rouge

Waterfront and Hotel development

Additional fertilizer storage facilities



Customs Complex

Container Freight Station and Distripark at Mer Rouge

Petroleum storage facilities at Mer Rouge

Fish processing plants near Quay 4 and Quay C

Rice polishing plant at the Peninsula Area.

4.0 TRAFFIC FORECAST

Port planning and development are directly related to expected traffic to be

generated in future. Accordingly, a Traffic Forecast has been developed, based

mainly on an analysis of the Mauritian economy, future Government policies and past

trends in cargo traffic. Three scenarios i.e. low, medium and high, have been

developed with the more realistic one - the medium case scenario – being retained

as a basis for planning purposes.

4.1 Economic Background

The Mauritian economy has moved into its second stage of development

characterised by a skill-based and more technologically advanced economy. Over

the past five years, the economy has registered an average growth rate of 5.7%

annually, although in 1999 the GDP growth was only 2.1% because of the severe

drought conditions affecting the Agricultural Sector. This sector subsequently

recovered and experienced a growth of 28.1% in year 2000 and 8.1% in 2001.

The Manufacturing Sector registered an average annual growth of 6% over the past

five years with a growth of only 2.5% in 1999 due mainly to the drastic reduction in

sugar milling activities.

The Tourism Industry, on its part, experienced an annual average growth rate of

about 9% over the 1996-2001 period.

The average growth rate in the financial and business services was in the order of

9% over the same period.



The forecast of GDP growth for year 2002 was expected to be around 6%. However,

following the passage of Cyclone Dina and its negative impacts, the GDP growth has

now been revised downwards to between 4 and 5%. For the period beyond 2002,

the GDP growth is forecasted to stabilise at around 5.5% as Government has

evolved several policies to better prepare the economy to face future threats and

challenges. Measures under these policies include liberalisation of the economy,

development of the offshore sector, promotion of freeport activities, greater intra-

regional trade, incentive schemes to attract foreign investment, promotion of

industrial diversification, etc.

Government has also approved several development projects to be implemented in

the short/medium terms namely: construction of additional schools, a cyber city

together with associated infrastructures, road works, construction of housing

complexes, new hotels, development in the energy and waste water sectors, etc.

The recent event of September 11 in the USA and its resultant reaction brought a

slowdown in the world economy and a sharp decline in trade. Fortunately, this did

not have any serious adverse effect on the Mauritian economy although a lag effect

is still possible.

4.2 Past Trends in Port Traffic and Forecast

The total traffic handled at Port Louis Harbour increased from 3.4 M. tonnes in 1995

to 4.46 M tonnes in year 2000 i.e. an average annual increase of 5.4%. The traffic

for year 2001 was 4.8 M. tonnes, which represent an increase of 6% over the

previous year. The vessel and cargo traffic forecasts are summarised below:-

4.2.1 Vessel traffic

The number of vessels calling to the port has increased by an average of 5%

annually reaching 1872 calls in 2000 and 1927 calls in 2001.

Ships’ calls at Port Louis are expected to reach 2275 in 2005, 2796 in 2015

and 3975 in 2025 respectively.



4.2.2 Cargo traffic

4.2.2.1 Bitumen

Importation of bitumen in bulk has decreased from 17,187 tonnes in 1995 to

6,346 tonnes in year 2001. This is mainly due to the fact that an increasing

amount of bitumen is being imported in tanktainers instead of bulk.

Bitumen imports depend mostly on the extent of road works and the average

future annual importation of bulk bitumen is expected to be around 15,000

tonnes up to 2005, and around 12,000 tonnes thereafter.

4.2.2.2 Cement

Cement imports have experienced a growth rate of 5% annually up to 1997 and

subsequently increased by only 2% annually to reach 646,953 tonnes in 2001,

as a result of a slowdown in the construction industry. However, in view of the

new projects envisaged by Government, a boost in the construction industry is

expected and will grow by some 8% annually for the first five years and

thereafter at an average rate of 4 % annually.

Cement imports are likewise expected to follow the same growth pattern and

attain 880,172 tonnes in 2005, 1,352,979 tonnes in 2015 and 2,002,740 tonnes

in 2025.

4.2.2.3 Coal

Following the recent commissioning of coal/bagasse power generating plants,

the importation of coal has increased from 66,000 tonnes in 1995 to 307,816

tonnes in year 2001. With the setting up of similar facilities at St. Aubin,

Medine and a third sugar factory in the south, coal import is further expected to

increase to some 500,000 tonnes by 2005 and stabilise at around 550,000

tonnes thereafter.



4.2.2.4 Edible Oil

Edible oil imports have increased by 1.4% annually over the past 5 years

reaching some 30,000 tonnes in 2001. Taking into consideration that the

population is becoming more health conscious and is favouring other refined

sources of oil, it is expected that importation of crude edible oil would grow by

only 1 % annually.

4.2.2.5 Fertilizer

Imports of raw materials for the manufacture of fertilizer increased by some

2.4% annually up to 1997. Thereafter it registered a decrease of about 16%

annually up to 1999 because of reduced consumption following the prevailing

drought conditions. The importation in 2001 was 67,793 tonnes, which

represents an increase of 10% over the previous year reflecting the regain in

agricultural activities. Importation of fertilizer is expected to increase by about

1.5% annually.

4.2.2.6 Liquid Ammonia

The importation of liquid ammonia reached a peak of 27,000 tonnes in 1998

and subsequently decreased to 19,000 in year 2000 and 25,500 tonnes in

2001. With the possibility of new blending techniques in fertilizer production,

liquid ammonia import is expected to stabilize at around 25,000 tonnes per

year.

4.2.2.7 Maize and Soya Bean Meal

Maize and Soya Bean meal are used mainly in the production of animal feed.

With the poultry and livestock market expected to grow at a rate of 5%

annually, it is assumed that the importation of maize and soya bean meal will

also increase by 5% annually up to 2010 and thereafter follow a growth rate of

2%.

4.2.2.8 Petroleum Products

Over the last five years the importation of petroleum products has increased by

an average of about 6% annually to total some 963,729 tonnes in 2001.



Considering the fact that (i) there is a marked increase of diesel powered

vehicles to the detriment of motor gasoline engines (ii) a drastic reduction of

DPK and fuel consumption by CEB (iii) an increase in bunkering activities and

(iv) growth in the tourism sector, three scenarios have been developed (low,

medium and high case).

These are set out in Annex 2.

The medium case scenario has been used for planning purposes. Thus, it has

been assumed that Mogas would increase at a rate of 3% annually, DPK/Jet

A1 by 5% annually, Gas Oil by 6% up to 2010 and thereafter by 4% and fuel oil

(except CEB) by 4% annually. Fuel oil imported by CEB for the Fort George

Power Station is expected to stabilise around 140,000 tonnes per annum. As

regards LPG, a growth rate of 2% annually has been considered.

Total petroleum product imports are forecasted at 1,135,657 tonnes for 2005;

1,686,766 tonnes for 2015 and 2,454,934 tonnes for 2025.

4.2.2.9 Tallow

Importation of tallow for soap production, is expected to stabilize at around

3,500 tonnes per annum. In 2001, some 2,432 tonnes were imported.

4.2.2.10 Wheat

Wheat import has increased by an annual average of 6% over the last 5 years

and has already reached a peak of 150,000 tonnes. Henceforth, wheat import

is expected to increase nominally by some 1.5% per year in line with the

population growth rate and development in the tourism sector.

4.2.2.11 Bunkering Activities

Bunker to vessels increased by an average of 20% annually over the last 5

years and reached about 200,000 tonnes in 2001. Bunker for local fishing



vessels is a stable market whereas that of ocean going vessels is quite volatile

as it is highly dependent on price.

With the marketing campaign to promote Port Louis Harbour as a bunkering

port, there is hope for an increase in bunkering activities. In this respect also,

three scenarios have been developed - low, medium and high. For the medium

case scenario, bunkering activities by pipeline are expected to experience an

annual growth of 7% up to 2010 and thereafter increase by 5% annually

whereas bunker supplied by barge is expected to experience a growth rate of

5% annually. Bunker forecasts for 2005 are 256,764 tonnes; 448,819 tonnes

for 2015 and 731,082 tonnes for 2025.

4.2.2.12 Sugar and Molasses

Sugar production, weather conditions permitting, can attain about 650,000

tonnes annually. Some 550,000 tonnes are expected to be exported in bulk

while the remaining volume is destined for local consumption and/or exported

in bags as special sugars.

As regards molasses, the volume of export is expected to fall to 100,000

tonnes over time as gradually more molasses-derived products like ethanol,

alcohol etc will be produced locally.

4.2.2.13 Container Traffic

Container traffic increased by an average of about 11.5% annually from 92,882

TEUs (Twenty Equivalent Units) in 1995 to 157,420 TEUs in year 2000. This

traffic reached about 161,634 TEUs in year 2001, i.e. an increase of 2.7% over

the previous year.

Containerised cargo import increased by about 9.8% annually while export

increased by an average of 8.4%.

Transhipment traffic of laden containers was about 1,200 TEUs annually up to

1998. It subsequently peaked to 5,000 TEUs in 1999 and thereafter decreased

to 3,392 TEUs in 2001.



It is difficult to forecast transhipment traffic because of the volatile nature of this

trade. Assuming that the MPA launches an aggressive marketing campaign

and taking into consideration that one major shipping line has already shown

interest to start transhipment activities with an expected traffic of some 8,000

TEUs by year 2003, it can be assumed that for a low/medium case scenario, a

yearly growth rate of 5% may be achieved.

Overall, it has been assumed that container traffic will grow by 6% in a low

case scenario and by 8% in a medium/high case scenario. The forecasted

container traffic for a medium case senario is 224,444 TEUs for 2005, 474,669

TEUs for 2015 and 1,019,273 TEUs for 2025.

The detailed traffic forecast both, in terms of TEUs and boxes, is given at

Annexe 3.

4.2.2.14 Fish

Fish unloaded both for the local market and the canning industry increased by

29% in year 2000 as compared to the previous year and totalled some 44,836

tonnes in 2001. Fish for the canning factory is expected to further increase and

stabilize at around 55,000 tonnes whereas fish for local consumption is

expected to register an annual growth rate of 2%.

Transhipment of fish has increased by an average of some 13% annually over

the past years. With the restrictions on tooth fish (légine), transhipment is

expected to register a growth of only 5% annually and reach 85,000 tonnes in

year 2025.

4.2.2.15 General Cargo

The tonnage of general cargo showed an average decline of 3.4% per year up

to year 2001 when only 133,895 tonnes were handled. This is due to the

continuing shift from breakbulk to containerised form.



It is assumed that henceforth general cargo will increase only by some 5%

annually.

4.2.2.16 Rice

Since 2001, rice is no more being imported in loose form and the whole

consignment is being shipped in containers. It is assumed that this practice will

be maintained in the future.

Total rice import, including some 40,000 tonnes of ‘ration rice’, is expected to

stabilise at around 70,000 tonnes.

With the eventual setting up of two rice milling and polishing plants in the port,

brown rice will be imported in big bags of one tonne capacity each.

In the forecast, it has been assumed that the above two Plants will be

operational as from 2004 and that some 65,000 tonnes of rice will be imported

both for export and local consumption. It has also been assumed that if these

facilities operate at about 75% of their maximum capacity, the import of rice in

big bags will attain some 180,000 tonnes as from 2010.

4.2.2.17 Inter Island Trade

Inter Island traffic has registered an increase of 2% annually. With the setting

up of duty free regimes at Rodrigues together with the number of hotel projects

envisaged there, a 7% growth rate in traffic has been assumed.

4.2.2.18 Vehicles

Over the past 5 years, import of vehicles and vehicle ownership have increased

by about 6% annually. It is expected that this trend will be maintained.



4.2.2.19 Passenger/Cruise

An average of 16 cruise vessels carrying some 7,000 passengers have been

calling at Port Louis Harbour annually. However in 2001, there were 9 vessel

calls with a total number of 3,280 passengers. With MPA playing an active

role within the Cruise Indian Ocean Association to attract at least 1% of the

World Cruise Market Share in the short term and 2% share in the medium term,

significant increases in cruise passengers may be expected.

If the objective of 1% of the World Cruise Market Share is reached, the number

of cruise passengers in the region will evolve around 80,000 and Port Louis is

expected to attract approximately some 25% of this market, i.e. about 20,000

passengers or 40 ship calls. A growth rate of 5% annually may then be

sustained.

On the other hand, Inter Island passenger traffic between Rodrigues is

expected to increase by about 1% annually whereas passenger traffic from

Reunion Island is expected to increase more significantly.

4.2.2.20 Total Traffic Forecast

The total traffic forecast for a low case scenario is about 6 million tonnes for

2005, 9 million tonnes in 2015 and 13.3 million tonnes in 2025.

For the medium case scenario, total traffic forecast is 6.2 million tonnes for

2005, 10.1 million tonnes in year 2015 and 16.9 million tonnes in year 2025 as

shown in Annexe 4.

In the event of a boost in bunkering activities and a significant growth in

transhipment, the traffic forecast, for a high case scenario, would be 6.4 million

tonnes in 2005; 11.2 million tonnes in year 2015 and 19.5 million tonnes in year

2025.



5.0 PORT INFRASTRUCTURE & EQUIPMENT REQUIREMENTS

The next logical sequence in the master planning exercise is to determine, on a

realistic basis, the long term requirements in relation to port infrastructure facilities

and equipment. In port planning, it is necessary that long term requirements are

conceived well in advance as the execution of such projects take several years to

materialise and demand high standards of engineering technicalities.

In this context, the requirements in terms of berth, container/cargo handling

equipment, yard area etc. have been analysed and appropriate recommendations

are made hereunder.

5.1 Terminal I

Terminal I comprises Quays A, D,E, Sheds A & E and the fishing port. Vessels

presently being handled at Terminal I are black oil, wheat, molasses, edible oil,

general cargo, inter island, passengers/cruise and fish.

Shed A is used for storage of rice whereas Shed E is actually being renovated to

accommodate both a Passenger Terminal Building and a Cargo Shed. In addition,

Froid des Mascareignes owns and operates a quay of 45m, which is presently being

extended by some 60 metres.

5.1.1 Berth Occupancy at Terminal I

The berth occupancy rate for fish handling operation is only around 23% and

the two quays at the fishing port are expected to be adequate up to 2025.

However, the fishing port is located too close to the city centre and the

commercial waterfront development. With the increasing pressure from the city

for additional recreational and office/commercial development projects, the

fishing port will need to be relocated to an alternate site in the long term.

Quays A/D will have an acceptable level of occupancy during the Plan period,

even if all cargoes continue to be handled there. As indicated earlier, the

import of rice in containers will relieve pressure on Quay A. Berth availability at

Quays A/D will further increase with the commissioning of the oil jetty in 2004.



The future berth occupancy of Quays A/D is expected to be in the order of

30%, 36% and 43% in the years 2005, 2015 and 2025 respectively.

Quay E will be reserved for inter island traffic and will be used to accommodate

the MV Mauritius Pride, Mauritius Trochetia and the Catamaran “Spirit of Port

Louis”. Berth occupancy will remain within acceptable level up to 2025.

5.2 Terminal II

Terminal II comprises Quays 1,2,3 & 4, Sheds 1,2,& 3, the old container park and

back up open storage areas. The cargoes handled at Terminal II are mainly fertiliser,

white oil, black oil (CEB), tallow, cement, coal, general cargo, container, LPG and

bitumen. Berth occupancy at Terminal II is expected to remain within acceptable

limits up to 2010.

This occupancy may also remain within acceptable range up to 2025, subject to the

conditions that:-

all unloading of petroleum products, (white oil, black oil (CEB) & LPG) are

transferred to the new dedicated petroleum jetty as from 2004;

coal, tallow, liquid ammonia and fertiliser are unloaded at Berth No. 1 as from

2004;

a covered/conveyor belt system is installed for the unloading of coal as from

2005;

Quay 2 is dedicated for the unloading of cement;

the unloading rate of cement vessels is increased from the actual 186 tonnes/hr

to 300 tonnes/hr; and

the unloading rate of general cargo is also increased from 30 tonnes/hr to at

least 50 tonnes/hr,

The covered storage facilities at Terminal II (Sheds 1 & 3) and the open storage

areas are more than adequate to cater for general cargo throughput up to year 2025.



5.3 Terminal III

5.3.1 Berth Requirement

The factors influencing berth occupancy at the Mauritius Container Terminal

(MCT) are both the number and the performance of the Quay Cranes (RMQCs)

available for ship operations.

Over the last year, the average performance of the quay cranes was 18.3

moves per gross crane hour, with peaks of 35 moves while the productivity per

ship hour at berth has been computed at 18 moves. In the calculation of berth

occupancy, it has been assumed that:

(i) the performance of the RMQCs will improve at a rate of

1.0% annually; and

(ii) the 560 m length of quay has been considered as two

berths.

In line with shipping trends, the MCT is presently accommodating 3rd

generation vessels of 3,000 TEUs capacity and can also cater for 4th

generation vessels carrying 4000 TEUs.

The most likely combination of container vessels that will have to be

accommodated at the MCT in the short, medium, and long terms are:

Short Term one combi vessel (175m) + one 2nd generation vessel

(225m) + one 3rd generation vessel (275m) - with a required

quay length 755m.

Medium Term two 2nd generation vessels (225m) + one 3rd generation

vessel - required quay length will be 805m.

Long Term one 2nd generation vessel + two 3rd/4th generation vessels

(275m) and a required quay length of 855m.

With the above combinations, the 560 m quay at the MCT is not sufficient for

the short term requirement and cannot therefore be considered as a three berth

terminal with the present pattern of ship’s arrival.



The MPA has also received proposals from major shipping lines for priority

berthing for transhipment vessels.

With the actual restrictive quay length, it is practically impossible to guarantee

priority berthing. The unavailability of a third berth jeopardizes the opportunity

to transform Port Louis as a transhipment hub. It is thus necessary to increase

the length of the quay to accommodate a third berth. Additional quay cranes

will also have to be provided to improve handling rates and cater for increasing

traffic. It is proposed to proceed with the following:-

construction of 195m of additional quay length and associated dredging

works in 2003/05;

procurement of two quay cranes in 2005;

extension of the quay by a further 105m around 2015 to cater for the traffic

of 2025: and

procurement of additional quay cranes around 2015.

However, a detailed feasibility study and a cost benefit analysis of the above

options will have to be carried out to determine the optimum development

scenario.

With the implementation of the above projects, the container terminal will

provide an acceptable level of operations and berth occupancy up to horizon

year 2025.

5.4 Pavement and Yard Equipment

To cater for the increasing container traffic, the container stack yard and yard

handling equipment also need to be upgraded. It has been concluded that the

present paved area of 8.4 ha can only cater for present traffic. The whole area of 15

ha (inclusive of the existing 6.4 unpaved area) will not be adequate for the projected

container traffic for 2005 in case (i) operations are maintained with the present usage

of Front Loading Trucks (FLT) and Reach Stackers (RS); or (ii) up to around 2010 if



only RS are mobilised. However, should the RS system be maintained up to 2010,

an additional fleet of 6 units will have to be procured.

Alternatively, instead of procuring additional RS, Rubber Tyred Gantries (RTGs) may

be introduced instead as from 2005 as this will lead to a marked decrease in stacking

area requirement.

It is therefore being proposed to:

proceed with the construction of pavement on half of the unpaved area which

will enable RS operation up to 2005.

introduce combined RS/RTG operations as from 2005 with the procurement of 3

RTGs.

increase the RTG requirement over time depending on the container traffic.

In addition, with the proposed extension of the quay length, an additional 3 ha of

stacking yard will become available for container storage.

5.5 Petroleum Storage Facilities

Within the port planning exercise, an analysis of tankage requirements for storage of

petroleum products has also been carried out. It is noted that the present tankage

capacity ensures a strategic stock for only 15 days’ consumption. However, for a

recommended strategic stock of at least 30 days, there is a shortfall of 32,000 tonnes

tankage capacity.

To cater for the country’s requirement for petroleum products up to year 2025, a total

of about 230,000 tonnes of tankage facilities will be required. The existing petroleum

storage sites, together with the area earmarked at Mer Rouge, can accommodate a

total tankage of about 296,000 tonnes on the assumption that all above ground LPG

storage tanks are relocated to Mer Rouge on the 1.8 ha site. This site can

accommodate some 7,000 tonnes LPG mounded storage on a common user basis.



5.6 Road Traffic

The road traffic generated by the port is expected to increase from 654,000 vehicle

movements per annum to about 1.4 million by year 2015 and subsequently 1.8

million in year 2025. This traffic is bound to cause congestion on the existing road

network. Thus the roads near the port and the adjoining Round Abouts will have to

be upgraded. As an additional measure, consideration may also be given, in the long

term, for the construction of a tunnel crossing the main navigation channel, linking

the Les Salines Area to Fort George Round About thus bypassing the Waterfront

motorway.

5.7 Cruise Traffic

With the marketing of Port Louis Harbour as a cruise destination, cruise traffic is

expected to grow substantially in the near future. It is being recommended that a

dedicated cruise terminal be constructed at Les Salines in the medium term to cater

for this traffic.

5.8 Marine Operations

The marine department is adequately equipped with a fleet of 8 floating crafts.

Vessels’ calls are expected to increase from about 1,900 in 2001 to 2,275 in 2005,

2,796 in 2015 and 3,975 in 2025. It is expected that an additional tug will be required

to cater for the increase in number of vessel calls around year 2018.

6.0 LAND USE PLANNING

Land in the Port Area is extremely scarce and has therefore to be fully optimised.

Despite major reclamation works in 1990, whereby some 110 ha of land were

reclaimed in the Mer Rouge area, most of the land has either been developed or

earmarked for vital installations. Furthermore, some plots of land in the port area are

very prime sites because of their proximity to port facilities and the city centre. It is

therefore of utmost importance that available land in the port area is utilised

judiciously to ensure a harmonised, integrated and sustainable development.



The present land use plan, a very important instrument in port master planning, has

been conceived on strict guiding principles and parameters i.e.: port infrastructure

requirements; physical characteristics such as deep water frontage, back up areas,

etc; hydraulic and nautical considerations including wave regimes for berthing

facilities, environmental, risk and safety factors; security conditions etc. Moreover

due consideration needs also to be given to ensure nature conservation, preservation

of archaeological and natural heritage sites and development of commercial,

recreational and touristic.

The Port Area has been divided into six sectors (see Annexe 1) as follows with the

Albion option being considered as Sector 7:

Sector 1 : Mer Rouge Reclaimed Area

Sector 2 : Terminal II and Surrounding Areas

Sector 3 : Peninsula Area

Sector 4 : Sea Front and Caudan

Sector 5 : Les Salines

Sector 6 : Fort William

Sector 7 : Albion

6.1 Sector 1 - Mer Rouge Reclaimed Area

Sector 1 comprises the Mauritius Container Terminal, Freeport infrastructure

development, coal yard, dry dock and the future petroleum storage site. The land

use plan for this sector is shown in Drawing No. 5.3.1A and the main

recommendations for this area are:

to recover about 4.6 ha of land from the 30 ha previously allocated the

Mauritius Freeport Development Co. Ltd. on the Northeast end of the MCT,

for the future extension of the container terminal;

relocation of the Fishing Port in the Terre Rouge River Estuary, together with

the development of a marina and water sport facilities. This is however

subject to confirmation that the Estuary is no longer a breeding place for

migrating birds. In this case, consideration should then be given to the

alternative option of siting the fishing port at Lataniers River.;



earmark the 1.8 ha of land at Mer Rouge for the mounded storage of LPG;

construct the Petroleum Jetty in the English Channel;

develop an empty container storage facility behind the Container Terminal;

earmark an area of about 600m2 for the implementation of a Container

Scanning Project; and

revise the extent of land allocated for coal storage.

6.2 Sector 2 - Terminal II and Surrounding Areas

Sector 2: The main facilities within this sector are Quays 1,2,3 & 4; Sheds 1,2,3; the

Port Administration Building; MPA’s Workshop; Cement Storage and Distribution

facilities; Bulk Bitumen Storage; MCFI; Soap & Allied Industries Ltd.; Cargo Handling

Corporation Administration Building; CEB Power Station; Fort George; Freeport Zone

1 and petroleum storage tanks of Shell (Mtius) Ltd. In addition a few plots of land

have been allocated for the construction of the Customs Complex, Fish Processing

Plants, CFS/Bonded Warehouse projects etc.

The proposed land use plan is shown at Drawing No. 5.3.2A and the main

development recommendations for this sector are :-

the 1.1 ha allocated to Port Louis Distripark be recovered and the company

be allowed to develop its facilities on another plot of land near the MCFI

site.

recovery of the 1.9 ha of land earmarked for additional storage facilities for

the MCFI, as it is recommended not to further increase the storage of high

risk products in this area. This site, together with the adjoining vacant plot of

1.4 ha be reallocated to Port Louis Distripark and the State Trading

Corporation for the construction and operation of a storage shed and other

port based industries.

relocation of the Plant Pathology Division of the Ministry of Agriculture to

another site near the CEB Power Station.

the undeveloped land area between MPA Headquarters and Lataniers River

be earmarked for office buildings and other compatible port based projects.

earmark the land area adjacent to Roche Bois cemetery for the construction



of the Harbour Police Headquarters. Adequate space would be allowed to

enable future road development in connection with the proposed tunnel

through the harbour.

developing the fishing port in the Lataniers River estuary as a second option.

6.3 Sector 3 - Peninsula Area

Sector 3 is the zone near the peninsula area where there is a concentration of a

number of port based industries such as Les Moulins de La Concorde (LMLC), Froid

des Mascareignes, Taylor Smith Shipbuilding and Repairs, Molasses Storage Tanks,

Maize Storage facility, Edible Oil Refinery, LPG & Petroleum Storage Sites of Esso,

Caltex, Total & Elf, Container Freight Station, Office Building, office for the Ministry of

Public Infrastructure, etc..

Some land plots have also been allocated for the construction of fish processing

plants, rice polishing plants, cargo warehouse and office complex, however these

developments have not started yet.

There are also several plots of freehold land owned by Shell and Societé United

Docks. The area owned by Societé United Docks has been allocated for the storage

of cargo, industrial activities and offices.

The river bed and the banks of the Lataniers River are being earmarked for the future

construction of a tunnel to link the Caudan Round About to the port and the Fort

George Round About, should this project be considered economically viable. No

development should therefore be authorised close to the river bank. (See drawing

No. 5.3.3A)

6.4 Sector 4 – Sea Front & Caudan

Sector 4 is mostly the recreational/ commercial area and comprises the Port Louis

and Caudan Waterfronts, the Aapravasi Ghat compound and the sites for Waterfront

Development Phase II. There are also a few plots of land leased to different

companies along the Motorway such as Princes Tuna, Zenith Enterprises, Mauritius



Co-operative Agricultural Federation Ltd., Mauritius Planters Association, Mauritius

Telecom, New Mauritius Dock, etc.

A few freehold plots of land, owned by United Docks, are also situated near Trou

Fanfaron Fishing Port and the Caudan Area.

The only port facilities within this sector are those of the Fishing Port which will have

to be relocated to an alternative site either at Terre Rouge Estuary or Lataniers River.

This will release space for additional leisure and commercial activities. The Trou

Fanfaron port may then accommodate a sheltered marina which will bring along a

series of economic activities associated with such development.

Waterfront Phase II, comprising mainly a hotel, office/commercial complex, is

presently being finalised and will soon be under construction.

United Docks, on the other hand, is proceeding with the construction of a hotel

complex on the leasehold land and a luxury apartment complex on the freehold land

at Caudan.

The Mauritius Sugar Terminal Corporation has agreed not to proceed with its

proposed extension of bagged storage shed at Caudan and will instead relocate this

activity on a new site in the proximity of the Bulk Sugar Terminal.

The remaining land within this zone should be earmarked for office/commercial and

leisure projects. (Refer to Drawing No. 5.3.4A).

6.5 Sector 5 - Les Salines

Les Salines area is the only available site with deep water frontage in the main

harbour. It is therefore deemed vital that, for the long term, this 25 ha reclaimed

zone be reserved for development which would fully take advantage of this unique

attribute. (Refer to Drawing No. 5.3.5A).



Thus, after considering handling and storage capacities at the Mer Rouge site and

the possible extension of these facilities, Les Salines may therefore be used to

develop additional berthing facilities for cruise vessels calling at Port Louis.

There are various advantages offered by the Les Salines area as compared to Quays

A & D operational zone where cruise vessels are currently accommodated. These

may be enumerated as follows:

the handling of passengers would not encroach on cargo handling operational

zones and would therefore reduce the risks to passenger safety to a minimum;

the area is presently undeveloped and would easily allow for the setting up of all

the necessary associated facilities in line with the standards offered by most

advanced cruise destinations;

the development of cruise facilities at Les Salines would, in itself, generate

opportunities for the development of associated facilities such as shopping

centres, recreational facilities, medical centres, green zones, marinas, hotels,

apartment blocks, cinemas, restaurants, etc;

it is noted that a deep water frontage of about 700m is available. In the long

term, the possibility of accommodating a second berth can also be envisaged;

and

the area is located next to the Caudan Waterfront and in the near future it is

also expected that another hotel complex together with apartment blocks could

be developed there.

As mentioned earlier, there is a joint effort on a regional basis to promote cruise

tourism in the Indian Ocean. Accordingly, it is foreseen that, in the medium term the

tourism industry would gain more importance in terms of revenue. It is therefore

imperative that Mauritius positions itself as a major player and also as a main cruise

destination in this region of the Indian Ocean. This would eventually justify the

setting up of dedicated facilities of international standards.

Thus, planning of Les Salines area should be considered on a global basis and all

development should be harmonised to ensure that the outcome is an integrated

touristic, recreational & commercial complex offering all facilities on a one-stop shop

concept. i.e. Les Salines Waterfront Village.



Accordingly, this concept would include the following:-

the Les Salines Waterfront Park;

a Cruise Terminal together with all associated facilities;

adequate berthing facilities to handle cruise liners;

commercial centres with a variety of retail outlets;

appropriate food courts and restaurants;

a hotel cum luxury apartment complex for passengers in transit, long term

visitors as well as the business community;

a maritime museum incorporating conference/events centre, art gallery,

exhibitions halls, etc;

adequate office blocks to house the administrative personnel of the various

facilities as well as other interested parties;

recreational facilities, cinemas, etc;

marina facilities.

An artistic impression of the proposed development is herewith annexed.

6.6 Sector 6 – Fort William Area

The existing facilities within this sector are the Bulk Sugar Terminal and the two

storage tanks for fuel oil, which is supplied to Fort Victoria Power Station through

underground pipelines. In addition, the MPA has recently allocated some 4 ha of

land to the Mauritius Sugar Terminal Corporation for the storage of bagged sugar.

Fort William is the only site within the Port area where additional land can be

reclaimed from the sea. This site has the potential of being developed as a third port

with facilities for a separate access channel and turning basin in the Grand River

North West Estuary as the water depth is already about 12m. However, quay

facilities would be in very shallow water thus requiring some major dredging works.

The low lying areas that may be reclaimed cover about 50 ha which can

accommodate Container Terminal facilities together with a 600m long quay, a coal

storage depot and storage facilities/installation for hazardous cargoes. (See Drawing

No. 5.3.6A)



It is recommended that a detailed Wave Model Study, taking into consideration the

effect of tidal current and river flow, be undertaken to confirm whether the project is

technically possible.

6.7 Sector 7 - Albion

Sector 7 refers to Albion, which extends from Pointe aux Sables to the Caves Point

Lighthouse. The various plots of land along the shore line have already been

allocated and/or earmarked as follows:-

20.32 ha around the lighthouse has been leased to Albion Investment Ltd for a

hotel project.

7.5 ha near Pointe aux Sables has been allocated to STC for a coal plant.

the strip of land between the above two plots (about 20 ha) has been declared

as land settlement.

The width of the land varies between 80 to 200m and the land beyond the limits of

the above plots is freehold land.

The above sites have deep water frontage near the shore and have the potential to

be developed for storage of hazardous liquid products in the very long term. Given

that no development has taken place there, it is recommended that the site be

reserved by Government for long term port-related development projects. (See

Drawing No. 5.3.7).

7.0 PORT SAFETY AND ENVIRONMENT

Port Louis Harbour handles about one million tonnes of hazardous cargo and the

various installations which either store or process hazardous products are located

within the port area.

Various studies conducted have revealed that the port is one of the highest risk areas

of the country.



Following a recent fire outbreak at the MCFI in October 2000, a Port Safety and

Environment Committee (PSEC), comprising experienced and competent

representatives from the public and private sectors and MPA technicians, was set up

to address comprehensively the issues of Safety, Health and Environment in the Port

Area.

The main findings and recommendations of the PSEC were approved by

Government in March 2001. These pertain mainly to the need to enhance safety

measures within the port area, implementation of Safety, Health and Environment

Management Systems, relocation of handling and storage facilities for petroleum

products to the Mer Rouge area etc.

The recent LPG/QRA Study submitted in September 2001 highlights the associated

risks in detail and recommends the relocation of LPG installations.

The MPA has elaborated the following Action Plan to mitigate the risks associated

with the handling, storage and distribution of LPG in the Port Area in the short,

medium and long terms. Government should also evolve a policy guidelines

regarding the future direction for development of LPG facilities, on a common user

basis, by the Oil Companies.

7.1 Immediate

All operational and fire fighting methods to be reviewed, safety measures

enhanced and improvements to be brought to the existing discharge pipelines

by MPA and Oil Industry.

The Esso Sphere has been identified as the highest risk LPG installation and

should be decommissioned as a matter of priority.

The Oil Industry should immediately start the process of relocation of MOGAS

to the 2.9 ha site already earmarked at Mer Rouge.

The Joint Technical Committee to examine the LPG – QRA Study report and

monitor the implementation of the relevant recommendations contained therein

and also any other appropriate measures.



7.2 Short/Medium Term

The construction and commissioning of a dedicated petroleum jetty at Mer

Rouge for the handling of all petroleum products.

All existing above ground LPG storage should be relocated at Mer Rouge within

the next two years.

7.3 Long Term

All future expansion of petroleum storage to be accommodated in the 4.0 ha site

presently utilized for coal storage at Mer Rouge. (As the volume of coal is

expected to increase substantially in the future, provision is being made for its

relocation).

The Albion site to be earmarked for the future development of storage facilities

for petroleum products and hazardous chemicals.

As regards the Environmental factors affecting the port area, the impact of

existing installations and future projects on the environment have been

highlighted and appropriate mitigation measures proposed.

The sources of pollution from existing operations are mainly dust from coal

depot, stack emissions from both CEB power station and MCFI, debris from

rivers, water courses, and sewage outfall,. The existing pollution control system

and mitigation measures need to be reviewed.

Air quality needs also to be regularly monitored, dust emission from the coal

handling should be reduced by applying rigid control measures, debris from the

city flowing in the port should be prevented through regular cleaning of the

drains and adequate housekeeping upstream.

As far as the new installations are concerned, the environmental impact during

construction phase as regards dust emission, noise pollution generated by

construction equipment/traffic and waste shall be kept within acceptable limits.

Furthermore, proper mitigation measures should be taken for any dredging

works required so as to prevent deterioration in the existing fauna and flora.

Similarly stringent pollution control measures and contingency plans would be

enforced during the future operations of the petroleum jetty.



Environmental Impact Assessment (EIA) will need to be undertaken for major

projects identified in this Port Master Plan update.

8.0 PORT SECURITY

The Port Area is one of the most strategic and sensible zone of the country where

important installations such as the Port Facilities, petroleum storage, power station,

storage of foodstuff are concentrated. It is also the gateway through which illegal

goods may be imported or exported.

A high level of security should therefore be maintained within the port area. In this

respect a complete review of the security system in place should be carried out to

prepare a master plan on security. Appropriate security equipment such as CCTV

and camera systems should be installed together with strict control at all the entrance

gates.

9.0 CONCLUSIONS AND RECOMMENDATIONS

The main findings and recommendations of this Port Master Plan Report can be

summarised as follows:

9.1 Traffic Forecast

Cargo traffic at Port Louis Harbour is expected to increase from 4.8 million tonnes in

2001 to reach some 6.2 million tonnes in year 2005, 10.1 million tonnes in 2015 and

subsequently reach around 16.9 million tonnes in 2025.

Containerised cargo is expected to follow an annual growth rate of 8% and reach

244,444 TEUs in 2005, 474,669 TEUs in 2015 and 1,019,273 TEUs in year 2025.

It is forerecasted that vessel calls will reach some 2,275 calls in 2005, 2,796 calls in

2015 and 3,975 calls in 2025.



9.2 Port Infrastructure and Equipment Requirements

Available facilities and infrastructures are not adequate to meet short term

requirements. An in-depth analysis shows that several constraints will be

experienced and berth occupancy will exceed acceptable levels. The following

recommendations are therefore being made:

Paving of an additional area of 3.2 ha at the MCT;

Extension of the berth at the MCT by some 195m to provide accommodation for

three vessels at any one time.

Procurement of additional quay cranes to boost productivity and ensure faster

vessel turn round;

Construction of a dedicated jetty in the English Channel for the handling of all

petroleum products including LPG;

Construction of a dedicated cruise terminal including berthing facilities at Les

Salines;

Construction of a modern Harbour Radio Control Tower.

9.3 Land Use

For the purpose of the planning exercise, the port area has been divided into 6

sectors and the following main proposals are being put forward:-

9.3.1 Sector 1 – Mer Rouge Reclaimed Area

To recover some 4.6 ha previously allocated to MFDC, to enable the extension

of the MCT.

1.8 ha of land be reserved for future development of LPG mounded storage

facilities.

Provision for the development of empty container storage in the immediate

vicinity of the MCT.

9.3.2 Sector 2 – Terminal II and Surrounding Areas

The 1.9 ha earmarked for MCFI be recovered and reallocated, together with the

adjoining vacant plot, for other port-based projects.



The vacant land area between Lataniers River and MPA’s Port Administration

Building to be earmarked for office buildings and other related port-based

projects.

To relocate the fishing port in the Lataniers River Estuary if the proposal to

construct this facility in the Terre Rouge River Estuary does not materialise.

9.3.3 Sector 3 – Peninsula Area

To earmark the banks of Lataniers River for future possible development of an

underwater tunnel linking Les Salines to Fort George Round About.

9.3.4 Sector 4 – Sea Front and Caudan

Development within this sector, should aim mainly towards commercial/recreational

and tourism-related projects.

9.3.5 Sector 5 – Les Salines

For the various advantages offered by the Les Salines site, it is being proposed that:-

Dedicated berthing facilities be developed for cruise vessels.

Further develop the necessary infrastructure associated with international cruise

terminals.

Promote the development of tourism-related facility such as shopping centres,

green zones, marinas, hotels, food courts, etc.

The full-scale development of a Les Salines Waterfront Village as an integrated

tourism, recreational and commercial complex.

9.3.6 Sector 6 – Fort William Area

The Fort William site is the only site, in the close proximity of the harbour, which

has the potentials of being developed as a third port. This would invariably

require some dredging and reclamation works which would yield some 50 ha of

land. This area can then accommodate container terminal facilities combined

with storage areas for coal and/or hazardous cargoes.



9.3.7 Sector 7 – Albion

To earmark the strip of land extending from Pointe aux Sables to Caves Point

Lighthouse for long term port development in connection with the storage of

hazardous cargoes.

9.4 Port Safety and Environment

All actions, as envisaged in the Port Safety and Environment Committee Report

should be implemented forthwith.

The requirement of an EIA for port-based projects should also be closely

monitored.

All operational, fire-fighting and safety measures have to be reviewed and

enhanced.

9.5 Port Security

To provide adequate security measures to protect both the vital port

infrastructures and important installations sited within the port area.

To establish a Port Security Management System and also to conduct a

Risk/Vulnerability Assessment of the port, its installations and approaches.

Security should also be supplemented by more physical controls supported by

installation of new security systems i.e CCTV.

9.6 Budgetary Cost Estimate

The Budgetary Cost Estimates of all the proposed development projects are

summarized in Annexe 5. However, investment priority will be given to projects

which require implementation within the immediate/short term period and include the

extension of berths and pavement at the MCT, improvement of security, construction

of the Petroleum Jetty, provision for a new Harbour Radio Tower and the

construction of a Cruise Terminal together with associated facilities. The estimated

costs of all the above projects have been computed at about Rs 900 M.

_________________



ANNEXE 5

BUDGETARY ESTIMATES FOR RECOMMENDED DEVELOPMENT PROJECTS

A summary of the proposed development projects over the forthcoming 25 year

period together with the financial implication is given below:-

Project Budgetary Cost (Rs M) Time Frame

1. Improvement of Security 40 2002/03

2. Extension of paved area at MCT 60 2002/03

3. Upgrading of Quays B & E 2.5 2002/03

4. Petroleum Jetty 300 2002/04

5. Dredging of English Channel 50 2003

6. Extension of Quay at MCT 230 2003/04

7. Harbour Radio Control Tower 2 2004

8. Cruise Terminal 250 2005

9. Reclamation of Land at Fort William and Revetment works

400 2010

10. Construction of Fishing Quay 150 2010

11 Extension of Quay at MCT 200 2015

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