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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
Review and Updating of Port Master Plan – Feb. 2002 2
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.
Port Master Plan 2002 Executive Summary
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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.
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Review and Updating of Port Master Plan – Feb. 2002 4
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
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Review and Updating of Port Master Plan – Feb. 2002 5
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.
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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.
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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
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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.
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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.
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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.
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Review and Updating of Port Master Plan – Feb. 2002 11
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.
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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
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 13
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 14
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 15
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 16
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 17
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.
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Review and Updating of Port Master Plan – Feb. 2002 18
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 19
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 20
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
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 21
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 22
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 23
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.;
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Review and Updating of Port Master Plan – Feb. 2002 24
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
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 25
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
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 26
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).
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Review and Updating of Port Master Plan – Feb. 2002 27
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.
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Review and Updating of Port Master Plan – Feb. 2002 28
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)
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Review and Updating of Port Master Plan – Feb. 2002 29
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.
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Review and Updating of Port Master Plan – Feb. 2002 30
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 31
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 32
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 33
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 34
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.
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 35
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.
_________________
Port Master Plan 2002 Executive Summary
Review and Updating of Port Master Plan – Feb. 2002 36
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