RESTRICTED FILE COPY Report No. AF-39a

Public Disclosure Authorized This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor may it be quoted as representing their views.

INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION Public Disclosure Authorized

REVIEW OF 1965 - 1968 DEVELOPMENT PLAN

TUNISIA

VOLUME VI

Transportation Public Disclosure Authorized and

Communication

November 22, 1965 Public Disclosure Authorized

Africa Department CURRENCY EQUIVALENTS

Prior to September 1964 U.S. $ u .420 Dinara Since September 1965 U. S. $ a . ZZ5 Dinars TRAMSPORTATION AND CO114UNThCATION

TABLE OF CONTENTS Pag e A. INTRODUCTION4 1

The Over-all View 1 Investments 1 Major Transport Problems 3

B. HIGHWAYS 6 The Road System and Classification 6 The Highway Department 7 Design Standards 8 Road Construction I-ethods 9 Road Maintenance 9 Road Construction and Maintenarice Costs 10 Highway Receipts and Costs 10 HighwJay Planning 10 Development Plans 11

C. ROAD TRANSPORT INDUSTRY 13

General 13 Government Autlhority 13 The Road Transport Fleet 1 The 1965-68 Four Year Plan 14 Public Road Transport Organization 15

D. RAILWAYS 16

General 16 The National Railways (SNCFT) 17 The Sfax-Gafsa Railroad 19 E. SEA PORTS AND I4ARITIE TRANSPORT 20

The Ports and Port Organization 20 Traffic 21 The Tunis-La Goulette Port Complex 22 Investment Plans 22 The Marine Service (Coast Guard) 23 The Compagnie Tunisienne de Navigation (CMT) 23 -2-

Page

F. AIR TRAMSFCRT AND METEOROLOGY 24

Organization 24 Air Traffic 24 Investments 24 The Tunis El Aouina Airport 24 Tunis Air 25 Meteorology 25 G. POSTS AND TELECOI-21ITICATIONS 25

ANNEX 1. Transportation, Storage and Communication. Share in GDP and Gross Fixed Capital Forma- tion. An International comparison.

ANNEX 2. Output and Consumption, Based on the Input/ Output Tables in the Four.-Year Plan (1960 Prices).

ANNEX 3. 1965-68 Four-Year Investment Plan.

ANNEX 4. Highway Department Budgets.

ANNEX 5. Road Construction and Maintenance Costs.

ATNNEX 6. Highway Investment Program. Performance Under the 1962-64 Three-Year Plan.

ANNEX 7. ]iighway Investment Program - 1965-68 Four-Year Plan. ANNEX 8. Number of Motor Vehicles in Tunisia.

ANN1EX 9. Public Road Transport Companies - Cost Structure (1964).

ANNEX 10. NIational Railways - Summary of Financial Results.

ANNEX 11. National Railways - Rail Traffic and Receipts From Traffic.

ANNEX 12. Railwtays - 1965-68 Four-Year Investment Plan.

ANNEX 13. IIaritime Traffic - Tunisian Ports

ANN,EX 14. Port Investment Program. Performance Under the 1962-64 Three-Year Plan. - 3 -

ANNEX 15. Port Investment Progran - 1965-68 Four-Year Plan.

ANNEX 16. Principal Tunisian Airports.

ANiEX 17. Tunis Ea Aouina Airport - Passenger Traffic.

ANNEX 18. Tunisian Airports. Investment Plans.

ANIEX 19. Pcst and Telecommunications Investment Program - 1965-68 Four-Year Plan. IV. TRANSPORTArTION AND COW3UNICATION

A. INTRODUCTION

The Over-All View

1. Tunisia has a relatively good and extensive highway network, four najor sea ports, railways covering the northern and central part of the country; and a few domestic air con- nections. Thistransport infrastructure, if well managed, is substantially adequatk L-;meet the country's transport devel- opment needs. Cnl;:u.ar-inal or incr.mental imnprovements are needed in the 1965-63 Flan Period.

2. Railway construction was started in 1876. Lines in the north provided an integrated transport system between Tunisia and Algeria; other lines connected mining and agri- cultural production centers to sea ports, and provided com- munication along the northern and central shoreline. in rmore recent years there has been a rapid expansion of the highway network. Relatively low construction costs, due to physical cnnditions, and government policy to build roads by established department forces, provided a stimulus to build and improve roads intensively. The Government has large control over rail and road operaticns which is not alwa.',Ts cornucive to prontlote sound trans ort con.,etition an: eificient trzansp)ort P.anagerent. Also, paoiLic attitudes are in general .ore favorable to roads -ilan to ri:filways; the latter are often being regarded as inefficiant and deficit-genera-in. .lode of trans ort-. Thus while raiLway equipment - an: the. road traansport fleet - are wearian out, road. tend.tD bc averbailt.

3. One change in the administrative setup occurred when the major ports recently came under the management of an autonomous oort authority established with the assistance of IBRD.

4. Transport and communications as a sector makes an important contribution to the economy. Tne value added to GDP averaged 7 percent over 1960-63. No significant change for the sector's share in GDP is expected over the 1965-68 period. No significant shifts have taken place within the sector in recznt years. an-- none a-re eypected for 1968, the s-ar- of eaca. subsector remainir5: road transport, 33 percent; railways 28 percent; rnlariti:o tracks ort 6 percent; air-as 6 percent; p?rts 15 percent; Post rnciTelecommunications 12 percent. Investments

5. It is difficult to appraise past investments in trans- port in Tunisia. The investment program scheduled under the 1962-64 Plan was not rigorously adhered to; some of the original -2-

projects were abandoned and new ones initiated. In many cases, budget allocations were committed and not used for the project involved, in other cases expenditures exceeded allo- cations, in some cases payments were made on projects which had no allocations. Assessment of the investment problem is also obstructed by the lack of basic traffic and other information. -Ioi:ever, the sector's share of gross fixed capital formation, amounting to about 11-1/2 percent over 1960-64, appears to have been on the low side as compared to many otnier countries. This probably reflects not only that Tunisia's transportation network is already reasonably well developed, but also that investment in transport equipment (motorcars, etc.) has been inadequate. (See ,nnexes 1 and 2).

6. The 1965-68 Plan envisages investments in transport and communications amounting to Dinars 55 million in net investments and to Dinars 67 million in gross investments (See Annex 3). lWnile the total amount of investment is probably reasonable in view of over-all traffic needs, the Plants provisions for replacement are obviously insufficient. On the other hand certain economies seem possible in investments planned for new projects. The mission suggests that this matter be carefully studied, taking into account some of the specific suggestions contained in this report,

7. As described in the Plan, all road and bridge projects are related to projects in other sectors of the economy (agri- culture, industry, tourism). Their justification therefore cannot be arrived at independently. The mission could not always clearly ascertain the criteria used by the Highway Department for the classification of the various roads under the sector headings concerned; some of the roads in the program should probably be considered general rather than special purpose roads. The urban development projects incorporated in the Plan will require further investi-ation by competent consultants in order to study their economic justification and to prepare the necessary engineering designs.

8. The most important commercial port project, La Goulette (Tunis), is already under construction with the help of IBRD financing. Another important project would be the commercial port of Ghennouch (Gabes), as a part of the proposed chemical complex at the same place. The construction of the new fishing port at La Goulette, for which financing is expected from Europe, is also planned. Among the less urgent projects should be mentioned the fishing and com,mercial port of Tabarka. Important amounts are allocated in the plan for the purchase of ships for the Compagnie Tunisienne de Navigation. 9. The main item in the airport projects is the terminal building complex at the Tunis El Aouina airport. Ihe justification of this project prepared by consultants on the basis of its expected financial returns, seems of a doubtful character from the point of view of the national economy. Important amounts are allocated in the Plan for the procurement of additional airplanes for Tunis air.

10. Railway investments are primarily for replacement of rolling stock and track, although they are shown in the Plan under the heading of net investments. The replacement pro- visions seem insufficient; the mission generally feels that more attention should be given to modernization projects to improve efficiency.

11. Major projects in telecommunications include the cable Tunis-France, and the new inland cables. The telecommunica- tions program must be considered as flexible; the investments concerned can, if necessary, easily be adjusted in scope and timing to changes in budget allocations.

12. About 31,000 people are employed in transport, ac- counting for 2-1/2 percent of the total labor force in 1964. Employment in the sector is expected to increase at the same rate as the total labor force, i.e. by 10 percent during 1965-68. On the basis of a planned 33 percent increase in the value added by the sector, an increase in labor producti- vity of about 20 percent is thus implied by the Plan projections.

Major Transport Problems

Introductory Comment

13. 'he following discussion on Tunisia's principal trans- port problems is the result of the evaluation of information collected by the mission during its journey in 'Y'unisia. The amount of information received in the various fields was not even: in some cases comprehensive data could be obtained, in others only scarce indications. This uneveness of information is reflected in the report; more attention could be given to themes for which documentation was more abundant.

Personnel

1I. Executive and managerial positions are filled by small but capable staffs. however, there is an acute shortage for specialized personnel (administrative, accountants, foremen, etc.) below the management level. Skilled labor is also a problem, especially in Tunis where alternative job opportunities in other sectors are often more attractive. Training programs exist, but they are hardly sufficient to fill skilled labor needs. Rigid salary policies in the public and semi-public sector make it difficult to retain skilled manpower. Cost Accounting and Control

15. Accounting procedures of the administration are primarily designed for budgetary purposes. or in the case of the public and semi-public transport enterpiises, for bookkeeping. Nc records exist by which expznditures can properly be charged against various operating functicns. Therefore, no adequate knowledge of real transport costs exists. Tnis deficiency has over the years obstructed tariff setting, transport coordination and investment planning. Also, the respon- sibilities for spending budget funds and for controlling budget expenditures are not clearly separated in the admi- nistration.

Condition of Facilities and Equipment

16. There is progressive antiquation of the facilities and rolling stock of the national railways, and of the road fleet. A lag of about 10 years exists in rail renewal, and 65 percent of the national railway's freight cars are 35 years old or older. The workshlops of both the national and Sfax-Gafsa railways were only partially re-adapted to dieselization when this mode of traction was introduced. The average age of the road fleet is high, many vehicles being older than 10 years. This trend toward antiquation is, of course, dangerous because it increases transport costs unduly; ultimately the transport sector will no longer be able to meet efficiently the requirements of the oconomy.

17. Efficient use of facilities and equipment is also made difficult because of the lack of standardization. Attempts to standardize equipment have in recent years often been hampered by Drocurement being deterrined by source of finance. Data Collection

18. Information on road traffic is nonexistent, and statistical information on the road fleet is inaccurate. As the Highway Department does not collect transport statis- tics at all, and as no adequate knowledge exists on over-all transport costs, sound investment planning is difficult. Tariffs

19. Both rail and road tariffs, which are obligatory, were fixed in the 1950's and have been frozen since. The transport enterprises know little about the relationship of transport costs and prices; consequently, there exists no insight into the adequacy of the rate structure. The inflexi- bility of rates hampers sound transport competitions retards incentives for efficient management, and discourages operation of transport enterprises in a businesslike manner. - 5 -

Transport Policy and Coordination

20. The Govermnent, which is responsible for transport policy, is in a position to influence investments, rate structures and transport regulations so as to try to mini- mize real national transport costs. Unfortunately Tunisia does not yet appear to have an explicit policy toward trans- port coordination. Thought needs to be given to the nature and scope of government action which could encourage the allocation of traffic to the most efficient transport modes, and eliminate unnecessary red tape in transport management, inadequate tariff structures, duplication of infrastructure and cperaticns, etc.

Transport Planning

21. Transport investments in Tunisia have not been based on a systematic transport plan which takes into account needs and resources on a national scope. Even in the selection of individual projects, the systematic comparison of costs and benefits to assure that a reasonable rate of return on the investments concerned can be expected is in general not sufficiently practiced. Planning of road construction in Tunisia usually proceeds from lists of desired projects established by local authorities and submitted to the central government for budgeting. In appraising them the dynamic approach of the H-Iighway Department aimed at generating work for its forces seems to play an important role. The rail- way administration tends to refrain from taking long-range prospects into consideration, restricting themselves to bare upkeep of the existing operations. The public road transport companies have been created only recent:Ly and for that reason do not yet have estab.ished any tradition or methods of planning.

Recommendations

22. Officials in the Government are generally aware of most of the critical problems in transport, and strongly feel the need for a more systematic approach to planning, and for a reassessment of the role of the central govern- ment in the management of the transport sector. Their approach is substantially pragmatic. The need for basic information and studies to guide their decisions toward rational solutions is also recognized; some of these studies are now being initiated, but foreign assistance is needed to help coordinate them and carry them out properly. For this purpose the mlission suggests as its most important recommendation of a long-term nature with respect to the transport sector that Tunisia obtain competent foreign assistance in order to help develop a Hlaster Plan for trans- portation. Such a plan should focus on the follcwing major areas: - 6 -

1. A long-term investment plan based on the nature and volume of traffic which the future economic development of the country will involve, and on the allocation of traffic to the most economic transport modes. Such a study should also out- line frcm the above plan specific projects to be carried out in the short run.

2. Recommendations to improve the Government admi- nistration of transport, including especially the organization for transport planning.

3. The improved management and operation of various transport enterprises.

B. HIGHIAYS

The Road System and Classification

23. The development of the Tunisian road system for motor vehicle use originated in tne 1890's, parallel with the country's economic revolution at the end of the 19th century. The first cycle of road expansion ended in the second decade of the 20th Century; at that time the road system comprised 1,100 kms. of macadam roads and 2,600 kms. of earth roads and trails. A new period of expansion and modernization of xoads took place in the 1930's and continued up to the present. This period is characterized by the exten- sive bituminization of roads, at a steady rate of about 180 kms. per year, and a sharp increase in the total length of feeder roads and trails. The present road system consists of 6,650 kms. bituminized roads, 1,100 kms. macadam roads and 7,800 kms. earth roads and trails. (total 15,550 kms, see map 1)

24. The classification of roads is closely related to the country's administrative subdivisions, rather than to traffic densities or standards. A Grand Parcours (GP) net- work, connecting the main administrative centers, is inter- woven with Moyenne Communication-(MC) and Route Vicinale d'Etat (RiVE) networks. The Highway Department is responsible for the whole road system; municipal authorities are respon- sible for urban networks, but they often rely on the assist- ance of the .Uepartment. The national road system covers the whole country with the exception of the southern desert part. The highest road densities are found in the north and along the Sousse-Sfax-Hedenine-Ben Gardane coastal strip. These regions, with about 60 percent of the total population, account for about one-third of Tunisia's total area. A comparison of ratios of cars per km. of road and kms. per population with other Mediterranean countries provides a-useful. perspective: -7-

No. of Cars Kms. Road per Country Per Km. Road 1,000 Inhabitants

Tunisia 4.7 3.7 Algeria 2.7 6.8 Morocco 2.9 4.4 Spain 8.5 4.2 Yugoslavia 2.1 3.2 Greece 1.8 1.8 Syria 3.7 1.8 The Highway Department

25. Organization. The Highway Department comes under the authority of the State Secretary for Public Works and Housing. The Department is headed by a Chief Engineer; it has central divisions in Tunis and 16 regional subdivisions located in the various administrative centers of the country (see Orga- nization Chart). The Chief Engineer is also in charge of the construction of airports and seaports (except the ports which were recently transferred under the National Port Authority). An Economic and Technical Studies Division has recentLy been authorized but is not yet staffed; the Department contemplates engaging consultants to assist in the economic planning and feasibility studies of road invest- ments.

26. P•rs:nrrel. Pres;n'br hfJ.:- i rsonnc-i co..-rises abc-at SO en-ineers, 236d0t iciari, L,300 worker2,. >:eilde aiwtiana- gcria opositiOns are filled by a carle biDt s,all s.i`L. In 1961, the number of workers was about 5,50O, since then it has pro- gressively decreased, but the Department still considers their number on its payroll to be excessive. Also, the composition of the Eepartment's personnel gives rise to concern: there is an acute shortage in skilled labor while a surplus exists on the unskilled labor side and there is an obvious lack of specialized personnel to fill the gap between management and workers (adiinistrative personnel, accountants, foremen, etc.). The Department has an extensive program for persomnel training, designed to fill its skillec labor needs, but it has serious difficulties in retaining the personnel once it has been educated and trained. With its rigid administrative rules and tight salary policies, the challenge arising from other sectors of the economy, parti- cularly in the Tunis region,cannot easily be met.

27. Budget. The bud-ets oi thelHiLi2may Deprtmn-lnt havc heen rela- tlv&iy stable in recenL ;&rr, oscillaiing arounc Dinrar. 44 r.lIlion - 8 - per year, figures supplied by the Department for 1961-64 are shown in Annex 4. The budget is divided into operating and capital budget, but in practice there is no clear cut de- marcation in the use of funds. The operating budget has insufficient provisions for equipment renewal f'or which an esti- mated amount of about Dinars 0.5 mil'Lion per year would be needed; renewals are often financed from special funds, such as foreign aid, and no appropriate share is charged to the Department's operating budget.

28. The total expenditures of the Highway DepartMent account for about 5 percent of the national budget. This is a cormpara- tively low figure, rei'lecting the fact that the highway system is relatively well developed and needs only marginal expansion and modernization work at this time.

29. Road Equipment and Equipment Shops. Since 1945, when procurement of road construction and maintenance equipment on a larger scale began, the equipment stock has progressively increased. Purchases between 1959 and 1964 amounted to about us $ 4.4 million equivalent, and recently Tunisia has obtained aid from the United States irn the amount of US $ 6.8 million equivalent for further equipment purchases. The est;imated replacement value of the present equipment is about US $ 12 million.

30. The "Atelier Mecanique des Fonts et Ollaussees" (AfSPC), a division of the Highway Department with headquarters and shop facilities in Tunis, has responsibility for procurement, major repairs and supervision of use of equip,aent. The AiJPC leases the equipment to the various users and collects rents. Operation of the AlIPC has been under study for several years by consultants, and their recommendations are now being imnlemented. The Department expects that by the end of 1965 the AH4PC will be re- organized into an autonornous government enterprise, having its own analytical accounting systerr, wit'h rental rates being revised to reflect service costs. It is expected the AJPC will from then on be capable of paying its own way.

31. Operation of the shop facilities and yards in Tunis is efficient. To save foreign currency, the shops are embarking on the fabrication of parts, and also are planning to assemble equipment on an increasing scale.

Design Standards

32. A large variety of road types exists in Tunisia, ranging fronm the rou,gh 3ahara trail to the four-lane high speed highway. Geometric and st-uctural standards of both earth roads and bituminous y)aved roads vary largely. The lack of homogeny of standards reflects perhaps the fact - 9 -

that, in the early stage of road development, empirical methods of design and construction prevailed. For new construction, the Department endeavors to apply French and US design methods. However, no attempt has yet been made to define standards most suitable to the country's physical conditions and traffic needs, and firm guide- lines for uniform planning and design have still to be developed.

Road Construction Methods

33. Construction methods follow modern engineering practice. It is the traditional policy that only work beyond the capacities of the Departments, primarily bridge construction and urban roads, is delegated to contractors. About 90 percent of the construction program has been carried out by departmental forces in recent years. Since road construction activity is expected to increase in the Four- Year Plan period, the share of work performed by contractors should also increase to perhaps as much as 50 percent. As the existing road construction industry is not likely to be able to cope writh such an increase of workload, part of the work will probably have to go to foreign contractors.

34. Much of the work is mechanized and plans are to increase mechanization further. Before adopting a general policy toward the mechanization of road work, the desirab'le degree of mechanization taking into account technical, economical and social factors should, in the mission's view, be further studied.

35. The Department estimates the average foreign currency component for departmental works at 33 percent, as against 46 percent for work done by contractors. The principal items to be imported are equipment and spare parts, fuel, wood, steel and bitumen.

Road Maintenance

36. The Department's regional subdivision forces are responsible for maintenance as well as for new construction. Maintenance is interpreted in a very broad sense and includes, in addition to day-to-day routine maintenance, substantial better- ment and improvement work. In recent years, an average amount of about US$ 430 equivalent, including equipment depreciation was spent per km. per year for road maintenance; this seems ade- quate for routine maintenance, in order to protect the investment in roads, but not quite sufficient to cover periodic maintenance and betterment works. The general condition of the roads is good. - 10 -

Road Construction and Maintenance Costs

37. The Department does not have an analytical accounting system by which expenditures could properly be related to the various operating functions and items of work; systematic infor- mation for cost estimates is therefore lacking, except that now being initiated at the equipment maintenance shop (AMPC). Cost figures used by the Department are only rough estimates; some of them are shown in Annex 5, It may be noted that figures for main- t6nance appear to be reasonable for routine maintenance but not entirely sufficient to cover also periodiz maintenance. Figures for new construction appear to be too low.

38. Due to favorable physical and climatic conditions, road construction and maintenance costs in Tunisia are comparatively low. In the northern part of the country, costs are relatively higher be- cause the natural construction materials are of a lower quality and precipitation is heavier. In budgeting construction projects, costs are usually estimated from per km. lump sum costs determined after a preliminary reconnaissance and without detailed engineering; then, in the course of construction, if necessary the scope of work is arranged to fit the available funds.

Highway Receipts and Costs

39. Government receipts from road users accrue from numerous duties, fees, and taxes placed on motor vehicle ownership and operation. It is estimated that these receipts amount presently to about Dinars 16 million per year. As an order of magnitude, these revenues cover about twice the highway costs as measured by administra- tion and maintenance costs, and depreciation and interest on the total hiighway investments. If receipts from road users were to balance high- way costs, user taxes could be reduced. Presently, taxes represent about 30Opercent of trucking costs.

Highway Planning

4o. The labor policy of the Government has had a strong influence on highway programs. Upon independence in 1956, complying with the country's general move to stabilize labor and to provide full employ- ment, the Highway Department committed itself to the employment of a large number of previously seasonal workers. This labor force was organized into so-called regional squads and national work batallions. Simultaneously, the Department pursued an active policy of mechani- zation of works The result was a road construction plant of con- siderable capacity if fully employed. This has exerted a strong pressure on the management to recommend the necessary funds and wrork opportunities to keep itself in action, and in consequence has influenced road construction and maintenance planning in recent years. - 1I -

41. The Department does not, and did not for a long time, collect and process information for economic highway planning. No traffic ccunts are available, and no reliable cost studies exist. Usually planning of road construction proceeds from lists of desired projects esta- blished by regional authorities and submitted to the central government for budget allocations. The tradition of keeping th2e 1partment construction cepacity occupied played an inportant role in the planning process; oftern little or no attention was paid to economic justification of projects. The autho- rities concerned have come to appreciate, however, the need for changing methods in order to arrive at more rational decisions regarding road investments. This concern is reflected in the selection of projects in the Four Year Plan: road projects have, more than before, been ted to the development of other sectors of the economy. Roads were classified as agricultural, industrial or touristic roads. The mission could not always clearly ascertain the criteria used by the Highway Department for this classification and believes that some of the roads in the program are probably general rather than special purposa roads, For instance, it is doubtful that the Sfax-Gafsa arterial road is a typical agricultural road, or that the Nefta-Hasuana section of the transsaharian road can properly be considered as a purely industrial road. Development Plans

42. The 1962-64 Three Year Plan. The total cost of the projects originally incorporated in the 1962-64 highway con- striction program was estimated at about Dinars 3 million for the continuation of previous worksand Dinars 2.3 million for new projects. It was estimated that actual expenditures during the three-year period would amount to Dinars 3.4 million. In fact, however, in the course of the execution of the Plan, additional new projects (total cost estimated at Dinars 2.9 million) were also started. Budget allocations were augmented to Dinars 4.7 million and an emount of Dinars 4.6 million was spent. Expenditures exceeded allocations on many projects; differences between allocations and actual costs were compen- sated by shifts in the annual budgets. (see Annex 6).

43. Physical execution of the projects was hampered by insufficient project preparation and under-estimation of costs. Several projects have been revised. As a result, part of the projects had to be postponed or carried over to the 1965-68 Plan or later period.

44. The Four-Year Plan. Planned investments in the road system in the 1965-68 Plan amount to Dinars 104.5 million in net investments and to Dinars 4,6 million in replacements. - 12 -

Details of the Plan are shown in Annex 7. Compared to the performance achieved under the Three-Year Plan, the new pro- gram implies an increase of 70 percent in the average yearly expenditures in net investments.

45. The total length of new roads to be completed in the Four-Year Plan is about 550 km; the bulk of this is classified as agricultural roads. In the Plan, Dinars 2 million is al- located for the continuation of road construction started before 1965. However, some of the items listed as new road projects in the Four-year Plan are, in fact, continuations of projects started before 1965 as well. The total amount allocated to road projects carried over from previous periods can be set at Dinars i.2 million.

46. Economic and engineering studies have not yet been made for the new projects, except that engineering studies for two new roads are now in process. Execution of part of the program will therefore probably have to be delayed because of insufficient project preparation. The staff of the Highway Department is too small to cope with the new workload resulting from the Plan, and is endeavoring to secure the assistance of consultants for economic studies, engineering and design.

47. It is practically impossible to draw up a priority scheme among the projects. As already stated under Highway Planning, the economic justification of the projects is not clearly established and requires further careful study.

48. As a result of lack of engineering studies and cost analyses, cost estimates are uncertain and costs appear generally to have been underestimated. Estimates relate to direct expenditures of departmental work without meeting provision for general administration, engineering and super- vision of construction or including allowances for physical contingencies or price escalation. The recent devaluation of the dinar has not been taken into account in the prices either. The difference between estimated costs which appear in the Plan, and actual costs, is thus likely to be substantial.

49. It can roughly be estimated that the total road maintenance costs should increase by about 10 percent after execution of the new road projects.

50. The bridge program of Dinars 1.8 million is almost completely related to the road building program. Only about Dinars 270,000 are allocated for a separate purpose (the reconstruction of structures damaged or destroyed by floods).

51. The most important urban development projects are for Tunis and Kairouan. In view of the size and specific nature of these projects, the use of consultants will be necessary to carry out engineering preparation and design, to obtain the information required for a full economic appraisal and - - 13 -

ultimately - for supervision of construction. The Government is seeking foreign assistance for the financing of these studies, and ultimately for the construction as well. lJ

52. An amount of Dinars 4 million is included in the Plan for the renewal of road construction and maintenance equirment; as mentioned earlier, a US financing of about US$ 6.8 rnailion equivalent has already been secured for this program.

53. Under the heading of Ferries and Port Equipment provision is made, as an interim solution awaiting the construction of a road tunnel, for the replacement of one of the ferries at the canal of Bizerte. Studies for the tunnel were carried out in 1960 by consultants who concluded the project was cconomically feasible and suggested 1969 as the optimum year for opening of the tunnel. The consultants' study should now be reviewed and updated and evaluated in the context of the general transport study which the mission recommended earlier in this report.

C. ROAD TRANSPORT IDUSTRY

General

54. Road transport is made up of private transport and - public transport. Private transport is performed by enter- prises whose main activity is not transport but who are entitled to carry their own goods by their own means. Public transport is made up of transport companies with the sole objective of carrying passengers and goods for third persons. In exceptional cases, and under special license, private transport is also allowed to carry goods for third persons, - All public transport Companies are fully government owned or :_ixed enterprises. Trucks owned by the public transport companios account for only about 7% of the country's fleet, therefore, it can be assumed that the bulk of the road transport is still private. However, only very little infomnation could be obtainod on private transport.

Government Authority

55. The Service des Transports Terrestres (STT) under the authority of the State Secretary for Public IWIorks and Housing, is responsible for formulating land (rail and road) transport policy in Tunisia. Its duties include, inter alia transport

lJ The access road to La Goulette Port which is part of the urban development program has a high priority; the Government is cormmitted to finance it from its owin funds. coordination (inter-regional road transport, competition road-rail), tariff studios, assistance in investment plan- ning to the public road transport and railway companies, and the coordination of thc investment plans of tleso companies at the central lavel.

56. The Service is headed by an able but small suaff, which, however, is overburdened by daily administrative dutics. The staff necds outsidc assistance to heolp carry out basic transport studios noeded for docision mnaking.

The Road Transport Fleet

57. Statistics on the truck fleet are unreliable and conflicting. (see Annex 8); the figures belo-r are " guess estimates" based on whatever information was available:

Private Cars 46,ooo to 8,o000 Motorcycles, Scooters 10,000 Trucks lOjO00 to 16,000 Autobuses lj300 to 1,40() Special Cars/trucks 1,200 to 1,500 Trailers 2,000 to 2,500 Semi-Trailers 250 to 350

58. Cut of this fleet, about 1,600 trucks are used by Government and about 830 trucks are in use by the public road transport companies.

59. The average age of the fleet is high, but with a somewhat unusual distribution: while a large part of the fleet is five years old or less, an important part is older than ten years and there are many buses and trucks even twenty years old and older still running; the number of vehicles between five and ten years old is relatively small. Shortage of foreign currency has been the main reason for extending the lifetime of vehicles. The regional transport companies have bought in recent years secondhand buses in France (cars dloccasion). Haoever, the Government would noeTf like to renew the vehicle fleet, and introduce larger trucks.

60. Traffic volumes of public transport have been advancing rather rapidly in recent year~s. In tho twro year period 1962-6a, passenger traffic on the main national carricr wient up 9% per year, and freight transport went up 4% per year.

Tho 1965-68 Four Year Plan

61. Investment in road transport under the Four-Year Plan - 15 - has been set at D-nars 10.5 million. Investment in the vehicle fleet (trucks and buses) has been planned at Dinars 2.6 million for expansion and Dinars 6.6 million for replacement. This program is based on the assumption that an increase of 3 percent per year in the load capacity of the fleet should be adequate. In view of the expected over-all rate of economic growth, this figure appears to be unreasonably low. The 6 percent increase in capacity originally used by the STT is probably a minimum even taking into account a possible improvement in trucking opera- tions. Experience shows that as per capita income increases, the value added by the transport sector tends to grow at a higher rate than the rate of growth of GNP.

62. On the basis of STT figures of available load capacity and assuming a 6 percent per year increase, new investment should be sufficient to allow for an additional load capacity of 5,900 tons, to which would have to be added investments for replacement for a load capacity of 7,200 tons. Taking into account the recent devaluation of the dinar, the amount required for those invest- ments would be about Dinars 14 million. It should be noted that not all the public road transport companies will be able to cover their investment needs from their own resources.

63. No mention is made in the Plan of the foreign exchange needed for replacements and increases in passenger cars. It is estimated that yearly replacements alone will necessitate about Dinars 2.5 million in foreign currency.

Public Road Transport Organization 6h. After Tunisia gained independence in 1956, licenses for public road transport were given to veterans (anciens resistants), many of whom leased their licensos to others. Trucking became characterized by a great number of small 6nd inefficient enter- prises. In 1962, the Government started grouping the scattered truck-ow,mers into larger and governuent-controlled transport ccmpanies operating within each governorat. In Tunis twfo ccmpanies ] were established which operate nationally.

65. Bach governorat (except jointly in IMedenine and Gabes) has now a Societ6 R6gionale de Transport which is owned 51 percent by the Government and h9 percent by the former public transport licensees. A Caisse Speciale de Compensation des Transports Routiers was created in 1963 to conpensate certain former license owners and to provide assistance to regional companies: g/ The Societe Nationale des Transport (SNT) takes care of passenger transport, and the Societe de Transports de harchandise (STM), handles freight. - 16 -

financial aid for fleet renewal, pensions for retired workers, training and wTelfare programs. Each regional company contributes to the "Caisse" in proportion to fleet capacity.

66. No adequate knowledge exists in the new companies by which the cost of transport and thus the adequacy of the existing tariff structure can be checked. This situation can be partly explained by the fact that, when the companies were created, their first concern was to have their business moving, later on to have commercial accounts on receipts and expenditures, and only now are they embarking on collecting data on cost of operations. In addition the STT has engaged a foreign consulting firm to analyze operations and develop suitable information for cost studies. It is interesting to note that in 1964, in spite of the fact that tariff rates have been frozen since 1951, all public transport companies, according to the records provided by the STT, were able to make profits.

67. The national and regional transport companies have each their own wrorkshops, with a labour force that, on the whole, appeared to be qualified, disciplined and devoted to their work. Distribution of the shop facilities is uneven, however. The mission found, for instance, that the workshops of the STM are rather underutilized while the workshops of the SNT are congested. The equipment in both shops appeared adequate. In contrast, one of the workshops of a regional transport company which was visited by the mission was poorly equipped and inadequately lodged. Appropriate distribution of shop facilities with adequate equipment should be one of the targets of the future investment plans.

D. RAILWAYS

2onaral

68. Tunisia has two separately operated railway systems, the National Railways (SNCFT), a government enterprise, and the railway subsidiary of the Compagnie des Phosphates et du Chemin de Fer de Gafsa. The SNCFT operates on standard gauge (1.435 m.) for 482 kms and on 1 m. gauge for 1,030 kms; the Chemin de Fer de Gafsa network consists of 455 kms of 1 m. gauge track. Thus the total Tunisian system covers 1,967 kms. 69. The standard gauge lines lie in the northern part of the country and provide connection with Algeria; at present these lines are primarily used for domestic traffic. One main 1 m. gauge line serves the coastal region south of Tunis to Gabes, the other three main 1 m. gauge lines run from ports as branches of the coastal line westward to the inland. (see M4ap 2). - 17 -

Tho iNational Railwrays (SMCFT) 70. Organization and Operation. The National Railways, started in 1876 by a private company, were purchased by the State in 1922 but with the former owner continuing to operate the railways under a con- cession. The SNCFT took over in 1956, when the concession expired. The company has commercial accounts, but its operation is subject to direct government supervision. Deficits on rail operations have been increasing since 1959. The main reason is that receipts have remained substantially stable rhi.LLe expenditures have increased by about 20 percent since 1960 (see Annex 10). Rail losses are com- pensated, in part, by revenues not directly related to railway opera- tions, and from government subsidies paid in accord with the Company's articles of agreement. A large part of the subsidy is offset by pay- ments by the SO4CFT of import duties, fuel taxes, direct taxes on trans- port, etc. For instance, in 1963 subsidies amounted to Dinars 663,000 uhile taxes paid by the SNCFT are estimated at about Dinars 640,000. n1. There are no accounts by which the level of the tariffs, .hich are fixed by the Government and have been in force since L956 with only minor revisions, could be compared to the real 3ost of individual transports. Tariffs appear low, compared qith other countries in Afrlca. Occasionally, preferential rates tre imposed upon the railways by the Government, e.g., for regional (evelopment purposes.

T. Improvement of operations will depend on providing better services, by using more adequate pThysical facilities, and on pttting the railroad on a businesslike basis which presently is made impossible because of the inflexibility of the tariffs and otier restraints.

73 Traffic. Passenger traffIc has increased rapidly in recent years; the volume increased by 70 percent between 1958 and 196h and passenger revenues rose by 60 percent which increased their share in totl revenues from 22 percent to 31 percent. Yining products make up nore than half of the freight traffic; after a peak between 1958 and L960, their volume decreased slightly and has since remained relazively stable. General freight increased until 1960 and from then on has also remained relatively stable (see Annex 11).

71. Track, Rolling Stock and Shops. The rail lines were built with a close eye on initial investment costs which resulted - 18 -

in sharp curves, steep grades and lack of uniformity in rails and sleepers. Track renewal has not kept pace with wear of the rail. Much of the track equipment is o'ld and obsolescence of the trackc hampers the imnprovement of services.

75. The average age of the rolling stock is high. On the standard gauge section, about 65 percent of the freight cars are over 35 years of age, and :half are over 50 years, and none are under 10 years. On the Im. gauge section, the situation is even worse, with 60 percent of the freight cars being over 50 years old. On both sections, about 35 percent of the passenger cars are over 50 years old and only about 30 percent between 5 and 15 years old. Dieselization of traction started about 25 years ago with the purchase of autorails, and about 10 years ago on a larger scale with locomotives. The lack of uniformity in rolling stock creates problems in maintenance and stockage of spare parts; attempts to standardize equipment are hampered by procurement financed through tied loans.

76. The railway's central repair shops, located in Tunis, were built in the 1920's. The average age of machine tools is 26 years, some machines are 40 years old or even older. lhen the motive power of the railwlay was dieselized, the shops were readapted to that mode of operation as best they could be. The intensive repairs needed on the rolling stock and the fact that the shops are old and engaged in fabrication of parts as well as repair, imposes a heavy burden with the result that the shops become increasingly congested.

77. The Foundry. The railways embarked, a few years ago, on the construction of an iron and steel foundry which came into operation in 1964. The plant has a production capacity of 3,800 tons of iron and 1,800 tons of steel annually. It was designed not only for the casting needs of the railways but also for the needs of other consumers in the country and even for exports.

78. Investment Plans. Investments planned for the SNCFT under the Three-Year Plan was Dinars 2.7 million, but later the Railway's program was curtailed to Dinars 1.1 million. Actually Dinars 1.5 million was spent; the difference is mainly due to the investment requirements of the iron foundry which had to be raised from the planned Dinars 0.4 million to Dinars 0.9 million.

79. In the 1964-68 Plan, total investment in the national railroads would amount to Dinars 4.5 million. The main items include the construction of a new railroad station in Tunis, - 19 -

enlargement of shops, procurement of locomotives and other rolling stock and some reinforcement and renewal of track. (see Annex 12). The foreign currency component in the total investments is estimated at 60 percent. The costs of the program appears again to be under-estimated; no allowances for contingencies and possible price escalation were made and purchase prices for foreign goods have not yet been adjusted to the devaluation of the Dinar in 1964.

80. The planned reinforcement of the track and the procurement of rolling stock in order to meet replacement and traffic growth needs are of very high priority. In fact, the projected procurements of cars and-tile planned track renewial must be considered as insufficent -- they not only will not, in the mission's opinion, meet growth needs, but wi-Il even fall behind replacement needs. 81. Other very high priority projects include, the mission believes, the imiprovement of shop facilities. The planned investments would provide for a much needed replacement of obsolete tools and for the increase and diversification of the capacity for fabricating parts, which is also quite important. But here also the planned investments must be considered as insufficient.

82. Low priority should be allotted to the Tunis railroad station project which seems to be of questionable economic merits. Fortunately, no design has yet been prepared for the construction of the station even its location has not yet been determined, so that chances are that it will not be started during the Plan period anyhow.

83. Personnel. The personnel of the SNcFT increased from 4;,200 in 1955 to 7,300 in 1962 (26 percent) but was subsequently reducad to 4,700 in 1963 prirlarily by thc clinination of un- necossary soasonal uorkcrs. Trhe maJor p*rsonnel problemo arises frorn the continued resignations br cual-'Liod personnel who find better opportun.tios lsewhoro in thc ccono-ir. In r0cent years, dropouts havo averaged a'oout 200 aiiong techinical personnol and 100 ainong otlhers par year. The :elanagement tries to prevent tho cxodus by eoxtensivc w^ilf arc proLralais, but it has apparently not boen possiblo to ovorcowe tho handicap of thc rigid salary policies Thich the corTeany has to follow as a Government enter- prise.

The 0Cax-O3Sa Railroad 54. T1ds railroad connects the 1letlaoui phosphate mining region to the Port of Sfax. The company also operates the Sfax - Graiba - Gabes line. The branch lines Graiba - Gabes - 20 -

and Metlaoui - Tozeur are government-owned but operated by the Sfax - Gafsa company. (see Map 2). Phosphate transports, which account for the great bulk of the operations, increased from 1.68 million tons in 1960 to 2.4 million tons in 1964; this upward trend is expected to continue in the coming years.

85. The main line between the mining region and Sfax is laid with heavy rail; the rolling stock is adequate and in good condition. Repair operations appear to be well in hand. The company's labor force is relatively stable, possibly partly due to the lack of alternate work opportunities in the area.

86. Investment during the Three-Year Plan was for rolling stock and track reinforcement; it amounted to Dinars 1.7 million, or Dinars 0.5 million more than the original Plan figurc of Dinars 1.2 million; procurement of rolling stock exceeded the orig-inal plans while the track reinforcement program was somewhat reduced.

87. In the 1965-68 period, the Sfax - Gafsa company plans to invest Dinars 2.9 million, of which Dinars 1.2 million would be for the reinforcement of the Graiba - Gabes line. The foreign currency component in the total investment is estimated at 60 percent. In general the program appears appropriate to sustain the company's continued operation, but the justification for reinforcing the Graiba - Gabes line lies in the construction of the chemical complex in Gabes this part of the program should, therefore, be already coordinated with plans for the chemical complex.

88. The statutes of the Sfax - Gafsa Railway are similar to that of the National Railways, and, though the traffic structure is entirely different from that of the National Railways, the same tariffs are applied. In other words, no distinction is made for the specialized nature of the large phosphate transports. This distorts the books on the revenue side, and to add more confusion, operational costs are calculated by an antiquated formula devised in 1926. At this rate, receipts exceeded the formula-calculated expenditures by 90 percent in 1964. At year's end the railroad's accounts are consolidated with those of other subsidiaries of the mining company.

E. SEA PORTS AND MARITIME TRANSPORT Thz Ports and Port Organization.

89. Tunisia's four main commercial ports at Bizerte, Tunis- La Goulette, Sousse and Sfax not only serve as the main terminals for overseas trade but also are the railheads for lines extending southwesterly into the hinterland. In addition to the main commercial ports, there are numerous fishing ports, some of which, for instance Tabarka, have minor commercial activities. - 21 -

90. Ihe construction, maintenance, administration and operation of the ports were until recently the responsibility of the R'egie des Ports de Commerce, a division of the Service des Ponts et Chaussees under the Ministry of Public Wiorks. The R4gie operated Tunis-La Goulette, the country's largest port, through a separate organization known as the Tunis Marine Office. The other ports were supervised by the District Engineers of the Ponts et Chaussees. Early in 1965, the Government set up an autonomous authority, the Office des Ports Nationaux Tunisiens, for the development and operation of the comme-cial ports of the country. The Office has its central management in Tunis, and has appointed a Port Manager with staff to each of the four main commercial ports mentioned above.

91. In 1964 operating revenues and operating expenses before depreciation for Tunis-La Goulette were evaluated at, respectively, Dinars 832,000 and Dinars 477,000, and for the otLer ports at Dinars 464,000 and Dinars 201,000. With depreciation estimated for all ports at Dinars 306,000, the operating ratio amounted to 76 percent. It is expected that this favorable ratio will be maintained in the coming years.

92. The merger and reorganization of the two large stevedoring companies, the Societe Nouvelle de Manutention Maritime (SNMM) and the Societe Nationale de Transport et Acconage Maritime (SNTAM) is scheduled for the near future; with the Government i_avlInL a irajcrity sharo in the new enterprise.

93. Loczi i a- thc astc _c ea total nor-; traffic remained constant over 1955-60 at around 5 million tons per year, while from 1960 to 1964 it increased by about 9 percent mainly due to increases in unloaded cargo (imports). Over the same period, the share of Tunis-La Goulette decreased from 47 percent to 44 percent, Bizerte's from 7 percent to 3 percent, Sousse's remained at 3 percent; and Sfax's share increased from 43 percent to 50 percent (See Annex 13).

94. Tunis-La Goulette is the principal port for general cargo (imports and exports), coal, fuel and oils (imports), cereals (imports and exports) and iron ore (exports). The principal ccmmodity handled in Sfax is phosphates for export.

95. Passenger traffic by sea decreased substantially over the decade; it diminished from about 200,000 in 1955 to 84,000 in 1964. The yearly average of vessels calling at Tunisian ports changed very little over the decade, holding to about 3,500 vessels per year.

96. Coastal navigation has been of little importance, but material increases in coastal traffic are now beginning with the - 22 -

progressive development of industries, in particular as a result of the distribution of petroleum products from the new refinery of Bizerte. Over 280,000 tons of petroleum products were shipped coastwise to other Tunisian ports in the first six months of 1965.

lae Tunis-La Goulotte Port Coriplex

97. The old port of Tunis in the city is still in use, 965 meters of quay are used for general cargo, jetties and dolphin berths for coal and minerals, which in recent years has handled a rather constant volume of traffic (some 800,000 tons), but there is no way in which the old port could be rebuilt into a modern efficient deep water port, By about 1954, 730 m. of deep water quay had been constructed at La Goulette on the North bank of the harbor, but without shore facilities other than quay cranes. Opposite La Goulette on the couth side of the harbor at Rades there are facilities for the export of iron ore and phosphates and a petroleum terminal, In 1962 traffic amounted to 400,000 tons at La Goulette North and 1,150,000 tons at Rades. The traffic of Rades will not materially change until 1971; thereafter it may even decrease because of the progressive depletion of the iron ore and phosphate deposits concerned. On the other hand it is expected that by 1971 the traffic in La Goulette North will have increased to about 1.2 million tons, while the activity of the old Tunis port will have decreased to some 500,000 tons. La Goulette North has therefore to be extended so as to relieve present serious congestion at Tunis and to handle the expected increase in general cargo traffic.

InvostJn' Flarc

98. Investment in ports during 1962-64 bore very little relation to the original Three-Year Plan (Annex 14). The largest project mentioned in the Plan, the Port of Tunis - La Goulette, was completely altered after the Plan was prepared. It can be estimated that of the total amount E Dinars 4.5 maillion allocated to tho Plan only some Dinars 600,000 was actually spont duiing the Plan period. Thn predominant part of this anount was usod for projocts not lontionod in the plan.

99. Excluding the port of Ghennouch (Gabes), which is an integral part of the Ghennouch chemical complex project, investments in ports scheduled in the 1965-68 Plan amount to Dinars 9.3 million in net investment plus Dinars 400i000 in replacements (Annex 15). The most important item in the Plan is the extension of the commercial port of La Goulette estimated at Dinars 6 million. Construction on this project started in 1964 and is carried out by contractors under the supervision of consultants. An IBRD loan of US$ 7 million equivalent has been provided for the project. - 23 -

100. Dinars 1.2 million are included in the plan for a new fishing port at La Goulette. It is expected that for this project, for which the final design has been made by consultants, a loan will be forthcoming from Europe. Investment in other fisling ports is planned at Dinars 900,000, a third of which would be for Bizerte. 101 Dinars 3 million are allocated for the port of Ghennouch (Gabes) which would be part of the chemical complex of the Industries Chimiques Maghrebiennes. An economic feasibility study and pre].iminary engineering for the complex, including the port, has been made by consultants. (See the Chapter on Industry of the cLeport). Final engineering of the port has started with site investigation.

102. An investment of Dinars 1 million is planned for the port of Tabarka which handles presently about 100 tons of fish and about 7,000 tons of cork yearly0 Consultants made a preliminary economic and technical evaluation for enlarging and modernizing this port and equipping it with special fish- storage facilities, on the assumption that the fish landings will increase to 7,000 tons per year. Although the mission fears that future traffic will not justify the construction of the port at this time, the bidding documrients for Tabarka have according to the Highway Department already been released; all bids were due at the end of October 1965.

103. Present dredging equipment is old and insufficient to cope withl the continuous maintenance dredging needs of the Tunisian ports. Although purchase of a dredgeL was planned but not executed in the Three-Year Plan, the Four-Year Plan has no provision for the replacement and upgrading of the dredging capacity; consideration should be given to this by the Office des Ports Nationaux to the poss iTod ity of contract arrangements for future dredging.

The Marine Service (Coast Guard) 1o4. The Four-Year Plan sets aside Dinars 565,000 for the purchase of five patrol vessels, the construction of lighthouses, and the construction of housing in various ports. In addition, replacements are planned for Dinars 139,000 including a supply and support vessel.

iho Coripagnie Tunisionno do Haviaation (CTlT) 105. The CTN, a government-owned company, operates scheduled ship lines between Tunisia and France, Italy and Libya. In the near future, new lines are planned to be opened with other Mliddle Eastern and African countries and with Western Europe (Rotterdam, Bremen, Hamburg, and London); coastal traffic is also planned to be further developed. - 2L -

106. Investments for the CTN scheduled under the 1965-68 Plan amount to Dinars 5.3 million, of which Dinars 1 million is for renovation of the existing fleet. The Plan includes the purchase of two secondhand ore freighters, three coasters, one vessel for wine transport, one oil tanker and two vessels with cold store. The advisability of these procurements is question- able, and studies should be carried out to determine the comiercial feasibility of the project and the proper timing of procurements.

F. AIR TRANSPORT AND METEOROLOGY

Organization

107. Administrative services responsible for air transport are organized under the M4inistry for Public Works and Housing. Construction of airports is entrusted to the "Ser-ice des Ponts et Chaussees"t; procurement and installation of navigational aides and operation of airports is the responsibility of the "Service de la Navigation Aerienne"', and maintenance of the "Service des Bases A6riennes" both under the "Service des Transports Aeriens et N-laritimes". Tunisia has a national air transport company, "Tunisair", which is a commercial enterprise. The list and classification of the principal Tunisian eirports is given in Annex 16.

Air Traffic 108. B3y far the most important airport in Tunis El Aouina, which carries the country's international air connections. The traffic In Tunis exceeds 200,000 passengers per year; this is still only one--fifth of that of Algier and one-tenth of that of fcrce, but it has been steadily increasing in recent years. Consultants have projected that by 2975 the traffic is likely to reach 630,000 passengers. Tourism plays an important part of this traffic (see Annex 17). Internal air transport is unimportant, though there are several airports of varying size outside of the Tunis area.

Invo3sta1Qnts

109. During 1962-64 investrnents in airports, including meteorology, amounted to Dinars 5.3 million (see Annex 18); the major part was for -the Tunis El Aouina air strip. Investments planned under the 1965-68 Plan amount to Dinars 7.6 million; the largest project would be the Tunis El Aouina terminal building complex (Dinars 5 million),

Tho Tunis El Aquina ;irport 110. Tunis El Aouina is managed under the authority of the Service des Transports A6riens et Maritimes. However, with the I- 25 -

possible development of the airport, the establishment of an autonomous airport authority might become advisable. Presently, the airport has no separate accounts of expenditures which are mixed with other expenditures of the Service. Receipts are made up of various user taxes, mainly landing and embarcation taxes. Rough estimates on operating expenditures made by consultants indicate that receipts about balance operating costs but fall short of capital costs (depreciation and interest). Financial projection made in connection with the planned terminal bui-lding project indicate that the eco-,;ioic justification of the project should bo oxe=anod. includin- tho possibility of phas"n, construc- tion in various stag s.

Tunis Air

111. The fleet of Tunisair, a commercial enterprise, consists of two Caravelles, two DC-4's and one DC-3. The purchase of two more Caravelle planes is included in the 1965-68 Plan. Tunisair centers its operation on the International lines connecting Tunis with Mediterranean and European countries. Accounts of the company show reasonable profits. Market studies will have to determine the appropriate timing of the planned aircraft purchases.

4o'toorology

112. Tunisia is a member of the World Meteorology Organization (WMO) and as such it has certain obligations in regard to aerial navigation and weather information. Meteorology services are also important -to agriculture and tourism: the Service estimates that about one-half its work is directly related to agriculture. In the organization of the World WJeather Watch, Tunisia will become a regional center. Investment planned under the 1965-68 Plan amcunts to Dinars 0.577 million, part of which is expected to be financed by the WZMO.

G. POSTS AND TEJECOMMUWICATIONS

113. Post and Telecommunications are a public service organized under the Secretary of State for Post, Telephone and Telegraph. Accounts are integrated in the governmental accounting system by which, on the one hand, revenues from tariffs are restituted to the Treasury, and on the other hand, expenditures are covered by the Government budget. Thus there is no proper record of financial performance.

114. Post and telecommunications investments by nature tend to be flexible to a degree because many such projects are not of high priority and can easily be adjusted to changes in budget allocations. Investments during 1962-64 were planned to be - 26 -

Dinars 3.7 million but in fact amounted to about Dinars 5 million. The difference can partly be explained by changes in tecbnology and price escalations.

115. The 1965-68 Plan includes PTT investments in an amount of Dinars 7 million, of which Dinars 1 million wiould be used for the continuation of work started before 1965 (see Annex 19). The projects include the construction of a cable between Tunis and France, four cables within Tunisia to complement existing radio connections, post offices and facilities, and the automation, modernization and extension of the telephone connections.

116. The major project would be the cable between Tunisia and France, in an amount of Dinars 1.5 million, which represents 50 percent of the estimated total cost of the cable. It is expected that France will lay the cable, pay for 50 percent of it and finance the Tunisian part of the investment.

117. A cable laid for military purposes has existed between Tunisia and Italy since 1955, but never used, is now disposable for civil use. Operation is expected within a short time, as soon as legal matters are settled between the two countries. AN1XE 1 Pagre 1

TRANSPORTATIOr, STORAGE AND COMI4UNICATION

GROSS DOMESTIC FRODUCT AND GROSS FIXED CAPITAL FORMATIONT

I II III IV V

Argentina (1962) 9 21 61 Australia (1961) 8 19 62

Austria (1961) 7 1143 Belgium (1962) 8 11 26 France (1962) 5 11 14 45 55 Greece (1962) 8 19 28 61 91 Italy (1962) 7 14 16 56 66 Netherlands (1962) 9 17 16 54 50

Portugal (1962) 6 11 15 38 51 Malawi + Zambia (1962) 7 11 15 31 42 Spain (1960) 6-1/2 13 37 Tanzania (1962) 7 20 17 45 38 UJnited Kingdom (1962) 8 11 10 26 23 Yugoslavia (1962) 8 12 53 Tunisia 1/ (1960) 6-1/2 24-1/2 43-1/2 76-1/2 (1964) 8-1/2 8-1/2 28-1/2 (1964) corrected 7-1/2 8-1/2 32 Average (1960-1963) 7 12-1/2 28 2 40 (Four-Year Plan target, 1968) 7-1/2 (Four-Year Plan, expected average 1965-1968) 7-1/4 13 6-1/2 55

(Ten-Year Plan target, 1971) 4-1/2

1/ Motorcars and cycles. AN_EX 1 Page 2

Legend

Column I - Share of transportation, storage and communication in G.D.P. (at current factor cost) : in %.

Column II - Share of transport equipment in fixed capital formation (at current market prices) : inl 'P

Column III - Share of investment in transportation, storage and communi- cation in fixed capital formation (at current market prices) : in %.

Column IV - Investment in lransport Equipment X 100 (TAT ratio) Transport Sector in G.D.P.

Column V - Investment in Transportation,, Storage and Communication A Transport Sector in G.D.P. ratio)

Source: Yearly national accounts, published by the United Niations, and the 1965-68 Four-Year Plan of Tunisia. ANNEX 2

TRANSPORTATION AND CC[FiJNICATIONS

OUTPUT AND CONSUMPTION, BASED ON THE INPUT/OUTPUT TABLES IN THE FOUR-YEAR PLAN (1960 PRICES)

1960 1968 Value Value (million D) % (million D) %

Value Added

Wages a.s.o. 12.1 41-1/2 20.9 43 Revenues enterprises 8.1 28 13.0 26

20,2 69-1/2 33.9 69 Taxes, subsidies 0.7 2-1/2 0.1 -

20.9 72 34.0 69

Imports 0.5 2 2.3 4-1/2

Intermediate Products

Petroleum products 2.3 8 3.9 8 Mechanical and electrical products 2.3 8 4.0 8 Other products 2,9 10 5.3 10-1/2

Output 28.9 100 49.5 100

Intermediate Consumption

Agriculture 1.1 4 1.3 3 Food industry 2,5 8-1/2 3.2 6-1/2 Petroleum industry 0.1 - 1.4 3 Mining industry 4.2 114-1/2 7.3 15 Chemical industry 0.7 2-1/2 19 3-1/2 Constructing industry 0.6 2 1.3 3 Trade 4°0 14 6.5 13 Others le9 6-1/2 5.1 10

15.1 52 28.0 57

Final Consumption

Governmental consumption 1X6 5-1/2 2.2 4 Consumption of households 9.5 33 16.1 32-1/2 Exports (services) 2.7 9-1/2 3.2 6-1/2

Total Consumption 28.9 100 49.5 100 ANNEX 3 Page 1

TRANSPORTATION AND COC,1'UNICATIONS

1965-68 FOUR-YEAR INVESTMENT PLAN (in Dinars)

A. NET INVESTMENTS

1. Road System Roads 6,150,000 Bridges 1,800,000 Urban Development 2.p5%0,000 10,450,000

2. Ports Commercial sea ports 1/ 6,000,000 Fishing and small craft ports 3,400,000 2/ 9,400,000

3. Airports Airports 6o000,000

4, Road Transort Increase in vehicle fleet 2,660,000 Construction and studies 1,170,C)00 3,830,000

5. Post and Telecommunications Continuation projects started before 1.965 1,000,000 Cable Tunisia/France 1,500,()00 Miscellaneous 4,500,000 7,000,000

6. Railways Rolling stock 3,630,000 2/ Way and constructions 3,2200000 / Miscellaneous 520,000 7,370,000

7. Aeronautical Services 1,058,000

8. Tunis Air Air planes 3,150,000 Li Miscellaneous 350,000 3,500,000

9. Meteorology 577,000

10. Coast Guard 565,000

11. Cie Tunisienne de Navigation Ships 5300,000

Total Net Investment 55,050,000 AINNEX 3 Page 2

B. REPLAC24ENTS

Road construction and maintenance equipment 4,000,000

Port equipment 400,000

Ferries 600,000

Coast Guard 139,400

Road transport, vochiclu float 6,615,000

Total Replacements 11,754,400

TOTAL GROSS INVESTMvlNT 66,8042400

Notes: 1/ The cost of the port de Ghennouch (D 3s000,000) is included in the chemical complex project at Gabes.

2/ Chapitre I, Section V of the Plan indicates D 3,300,000.

3 Chapitre II, Section II of the Plan indicates respectively D 3,696,000 and D 3,284,000.

4/ Chapitre III, Section III of the Plan indicates an amount of D 395,000 to be paid after 1968 (D 3,150,000 - D 2,755,000).

Source.of information: 1965-68 Four-Year Plan of Tunisia. ANNEX 4

HIGHWAY DEPART.',4ENT BUDGETS (in million Dinars)

Operating Capital Year Budget Budget Total

1961 2.9 1.7 4.6

1962 2.8 1.2 4.0

1963 2.8 1.4 4.2

19641 (Estimate) 2.8 2.0) 4.8

Source: Highway Department ANNEX 5

ROAD CONSTRUCTION AND I*AINTENANCE COSTS

'yye of Road Bituminous Roads Gravel Roads

A. Construction (in t000 Dinars per kIn)

Trunk Roads

Flat country 6.32 4.16 Undulating 7.42 5.26 Hilly 8.62 6.46 Mountainous :LO.32 8.16

Rural Roads

Flat Country 3.80 2.4 Undulating 4.38 2,98 Hilly 4.94 3.54 Mountainous 5.84 4.44

B. Maintenance (in Dinars per kIn and per year)

Trunk Roads

Macadam 450 Bituminous surfaced 325 Earth roads 170

Rural Roads

Macadam 280 Bituminous surfaced 255 Earth roads 150

Source: Highway Department ANNEX 6

HIGHWAY INVESTiIEIT FROGRA14

FORMANCE UNDER THE 1962-64 THREE-YEAR PLAN

Budget Amounts Allocations Paid

(in '000 Dinars)

A. Original Projects

4 Projects 1/ - 180

1 Project 2/ 50

12 Projects / 1,800 2,476

7 Projects / 1,557 1,020

Sub-total: 3,407 3,676

B. 18 New,r Projects 1,247 924

Total: 64 4k,600

Notes: 1/ Projects not budgeted originally.

2/ Projects budgeted but not executed.

3/ Projects for which budget allocations were less than payments.

j/' Projects for which budgeted allocations were higher than payments.

Source: Performance report of the Three-Year Plan of Tunisia. ANNEX 7

IIIGHWAY INVESTMENT PROGRAM

1965-68 FOUR-YEAR PLAN

(in '000 Dinars)

(a) Continuation of road construction started before 1965 (286 kmsr) 2,000

(b) New Roads (about 270 kms.)

Agricultural roads 2,000 Industrial roads 950 Borma pipeline road 200 "Route Transsaharienne" 300 Touristic roads 700 6,150

(c) Construction of about 20 new bri4dges 1,230

Betterment: 2 bridges 350

Miscellaneous 220 1,800

(d) Urban Development

Tunis 1,000 Kairouan 800 Other centers 700 2,500

Total Net Investment 10,450

Replacements

Road construction and maintenance equipment 4.,000

Six ferries 600

Total Gross Investment 15,050

Source: 1965-68 Four-Year Plan of Tunisia. ANIEX 8

NUMBER OF IMOTCR VEHIICLES IN TUNISIA

Time of Purchase No Before After Infor- Category 1940 1940-49 1950-54 1955-58 1958 mation Total

A. According to the Service de Statistique (December 1963)

Private Cars 6315 5720 12741 8975 12297 1909 47957

Motorcycles, Scooters 1391 2795 2445 1839 940 524 9934

Comnercial Cars 256 250 1222 854 1527 135 4244

Auto Buses 131 373 202 157 344 115 1322 Trucks, Vans 1883 4872 3670 2859 7254 530 21068 /

SPecial Cars 5 45 70 48 353 8 529

Tractors 1549 2883 4025 1948 4498 1170 16073 2/

Trailers 117 1001 416 272 328 198 2332

Semi-Trailers 1 7 7 11 328 4 358

No Information 15 28 57 68 13 2 183

B, According to the Service des Transports Terrestres (December 1964)

Trucks 1275 _ 1247 3493 - 6015

Semi-Trailers 97 31 107 - 235

AGE OF MOTOR VEHICLES, IN PERCEINTAGES

Before After 1958 or 1955 1955-58 No information

A. According to the Service de Statistique

Private Cars 52% 18% 30%

Auto Buses 53% 12% 35%

Trucks, Vans 49% 14% 37% B. According to the Service des Transports Terrestres

Trucks 21% 21% 58%

Notes: 1/ Of which 1686 tip-lorries. v £Ofwhich 15549 tractors for agricultural purposes. ANNEX 9

PUBLIC ROAD TPRANSPORT COMyPAAIES

COST STRUCTURE (1964)

Regional Transport S.N.T. / S.T.M. Companies Total % % % % n r- %

Salaries, Wiages 51 36-1/2 34 41

Fuel 7-1/2 12-1/2 12 10-1/2

Tires 4 2/ 7 5 5

Maintenance 7-1/2 19 12-1/2 32 12-1/2 29-1/2 10-1/2 26

Taxes 8-1/2 6 10 9

Insurance 1-1/2 2-1/2 3 2-1/2

Depreciation 11 21 13-1/2 22 13 26 12 23-1/2

General Overhead Costs 2 3-1/2 4 3

Total Costs 93 94 93-1/2 93-1/2

Net Benefits 7 6 6-1/2 6-1/2

Total Revenues 100% 100% 100% 100%

Total Revenues (1964) Value % (in 1000 Dinars)

S.NoT. 2,679 36

S.T.M. 872 12

Regional Transport Companies 3889

Total 7,440 100

2/ Including the trolleybuses and the "Tunis-La Goulette-4iarsall electric railway.

NB: S.N.T. - SocietiNationale des Transports S.T.M. - Societe de Transports de Marchandise

Source: Service des Transports Terrestreso ANNEX 10

NATIONAL RAILWAYS

SUMTARY OF FINAAICIAL RESULTS (in 1000 Dinars)

Year 1958 1959 1960 1961 1962 1963 1964 1965 (estimates" Receip-ts from railway operations 3,819 4,281 4,660 4,345 4,h21 4,638 4,524 4,901

Expenditures 4,390 4,357 4,854 5,218 5,h07 5,628 5,735 6,324

Deficits 571 76 194 873 986 990 1,211 1,423

Operating Ratio 1:55 1:0 1:04 1:20 1:23 1:22 1:26 1:28

Source: Service de Statistique ANNiEX 11

NATIONAL RAILWAYS

RAIL TRAFFIC AND RECEIPTS FROM TRAFFIC

Year 1958 1959 1960 1961 1962 1963 1964 1965

Freight in million tons-kilometers

Mineral Products 282 256 289 241 216 227 242

Others 132 173 204 201 217 207 197

Total 414 1429 493 442 423 434 439

Passenger Traffic in million passenger-kilometers

Tunis Suburbs 81 84 91 93 99 108 116

Long Distance Lines 171 205 218 233 271 295 311 Total 252 289 309 326 370 403 427

Receipts from Traffic (in '000 Dinars)

Passenger Traffic 826 946 1,017 1,044 1,190 1,284 1,333 Freight 2,863 3,010 3,417 3,029 2,889 3,051 2,991 Total 3,689 3,956 4,434 4,073 4,079 4,335 4,324

Source: Service de Statistique ANJNEX 12

RAILIAYS

1965-68 FOUR-YEAR INVESTMENT PLAN

National Sfax-Gafsa Railways Railway Total (in 1000 Dinars)

Rolling Stock 2,200 1,430 3,630

Track and Roadway Equipment 900 1,170 2,070

Tunis Railroad Station 750 - 750

Other Buildings 150 250 400

Shop Equipment and Miscellaneous 470 50 520

TOTAL 4,470 2,900 7,370

Source: 1965-68 Four-Year Plan of Tunisia. ANNEX 13

1MARITIME TRAFFIC

TUNISIAN PORTS

No. of Merchandise (1,000 T) Passengers Vessels, Tunis-La all Ports all Goulette Bizerte Sousse Sfax Total (1,000 X) Ports D E D E D E D E D E D E D+E

1955 805 1566 45 314 48 106 206 1939 1104 3925 94.0 82.3 6280 1956 883 1642 51 307 52 111 252 1874 1238 3934 99.6 123.8 6530 1957 748 1779 64 404 34 112 223 1783 1069 4078 85.8 128.6 7092 1958 710 1817 23 251 25 145 203 2018 961 4231 47.0 74.4 7136 1959 761 1712 33 192 21 210 299 1965 1114 4079 49.6 69.4 8174 1960 960 1702 72 215 36 134 295 1725 1363 3776 32.2 49.4 7194 1961 1208 1448 76 113 137 141 332 1903 1753 3605 31.5 65.4 7176

1962 1064 1289 136 165 117 160 297 1854 1614 3468 35.8 51.7 6588

1963 1100 1470 144 156 60 192 300 2360 1604 4178 35.3 41.4 6600

1964 1000 1450 74 87 50 144 394 2390 1518 4071 39.0 54.7 7200

Notes: D = Unloaded; entering E - Loaded, leaving Port of Tabarka: exports of cork about 7,000 tons/year.

COM1POSITIONi OF TRAFFIC (1962) (in 1,000 tons)

Tunis-La Goulette Bizerte Sousse Sfax Total Merchandise: Unloaded

General Merchandise 416 47 39 146 643 Coal 30 - - 3 33 Fuel, Oil 382 22 - 101 505 Cereals 236 67 78 47 428

1064 _17 117 297 Merchandise: Loaded General Merchandise 320 116 98 130 664 Phosphates 214 - - 1707 1921 Iron Ore 659 30 - - 689 Other Products/Goods 96 19 62 17 194 1289 _ 1854 W Source: Service de Statistiquee ANNEX 14

PCRT INVESTMENT PROGRAM

PERFCR14ANCE UNDER THE, 1962-64 THREE-YEAR PLAN

Planned Estimated Investments- Amounts Total in the Bud.get Paid Cost of 3 Yoar Plan Allocation During Projects Project Pariod 1962-1964 1962-1964

Fishing Ports:

Kelibia D 600,000 D 600,000 Tabarka 600,000 600,000 - - Zarzis 300,000 300,000 - Mahdia 750,000 - D 750,000 D 209,000 La Goulette 250,000 250,-000 250,000 (?) Sousse - 150,000 _ 50,000 Souksine-Teboulba 83,000 - 50,000 - Gabes 350,000 - 350,000 163,300 Kerkennah 75,000 - 75,000 40,200

Commercial Ports:

Mahdia 560,000 - 36,700 Gabes 160,000 - 1605000 -

Purchase of a dredge 100,000 100,000

4,028,000 1,850,000 1,685,000 449,40oo

Port of Tunis-La Goulette

Port project 1,650,000 1650,000 ? ? Road project 1,000,000 1,000,000 ? ?

Miscellaneous

Protection of the Carthage Palace 250,000 - 150 000 150,000 (?)

62928,000 4,5000t0 1,835,000 (?) 599,400 (?)

Source: Performance report of the Three-Year Plan of Tunisia. ANNEX :15

PORT INVESTMENT PROGRAiM4

1965-68 FOUR YEAR_.PLAN

Commercial Ports

La Goulette D 6,000,000

Ghennouch (Gabes) (3,000,000) J Commercial and Fishing Ports Tabarka 1,000,000 Fishing Ports

La Goulett.e 1,200,000

Bizerte 300,000 Chebba, Salakta,-Sayada, Teboulba, ) 600,000 Haouaria, Sousse. Sidi Daoud, a.s.o.) Yacht Harbors

Sidi Ben Said 150o,000

Zembra 50,000

Total Neet Investment 9,300,000 /

Renewal of Port Equipment 400,000 Total Gross Investment 1) 9,700,000 /

1/ Excluding the investment in the port of Ghennouch: this

is included in the chjrical complox prbjcct of tho Industrics

Ch imiques 1iIaghf'obionnos.

NB: The summary of the Four Year Plan indicates for net investment D 9,400,000

Source: 1965-68 Four Year Plan of Tunisia ANNEX 16

PRINCIPAL TUNISIAN AIRPORTS

Characteristics of the Runway AiEport Category Dimensions Resistance

2220m x 45 18T SIiL Tunis/El. Aouina A 3200m x 45 35T SIWL

Djerba B 2400m x 45 18T SIiL Mellita

Monastir B 2450m x 45 18T SIWI

1800m x 30 Sfax/El Maou C lihOm x 50 18T 1500M x 50

Gafsa C 1600m x 40 DC-3

Skhira C 200Cm x 60 13T

Gabes D 1200m x 30 3T

S.P. 3 D 1500m x 40 13T

S 0P. 4 D 750m x 4° 3T

Sri-rnAt SAu-icA de Ta NaviPation Aerienne ANEX 17

TUNIS EL AOUINA AIRPORT PASSENGER TRAFFIC % of Year Arrivals Departures Transit Total Increase

1947 20,497 21,088 31,934 73,519 - 1948 30,209 30,730 22,674 83,613 13.7

1949 33,329 36,h449 19,242 89,020 6.4 1950 33,648 35,,479 13,735 82,862 - 6.9

1951 38,922 40,902 11,999 91,823 10.9 1952 41,474 44,830 10,866 97,170 5.8

1953 46,073 47,808 9,835 103,716 6.8 1954 54,556 59,308 3,437 117,301 13.1 1955 65,711 70,407 6,377 142,495 21.8 1956 77,502 86,047 4.,556 168,105 18.4

1957 73,853 85,644 3,944 163,441h - 2.7 1958 64,368 73,501 2,639 140,508 -13.9

1959 73,319 82,214 4h,oo6 159,539 13.5 1960 78,221 83,775 1,932 163,928 3.0

1961 75,747 93,845 9,751 179j,343 10.0 1962 94,316 90,397 2,128 186,840 4.0

1963 98,659 103,0o. 6,610 208,310 11.6 1964 232,332

Source: Service de Statistique. ANNEX 18

TUNISIAN AIRPORTS

INVESTMNT PLANS

1962-64 1965-68 Plan Plan Budget Actual Item Allocations Expenditures

-- - In Dinars------

Tunis Airport

Project Caravelle -Runway 50O000 111,000 Project Boeing - Runway 4,OOO,OOO 4,298,000 Terminal Buildings 500,000 40,000 5,000,000

Djerba Airport

Runway and Technical Buildings 300,000 :327,0o0 Terminal Building and Equipment - - 600,000

Skanes Airport

Runway - 1,000 400,000

Aerial Navigation Service 135,000 180,000 850,000

Meteorology 87,000 63,000 577,o00

School for Aviation and Meteorology - 258,000

Service of Airports - 208,000

5,072,000 5,278,000 7,635,OOO

Source: Performance report of the Three Year Plan of Tunisia, 1965-68 Four Year Plan of Tunisia AIMEX 19

POT AND TELECOMMUNICATIONS INVESTMENT PROGRAM

1965-68 FOUR YEAR PLAN

Dinars

Continuation of projects started before 1965: 1,000,000

Telecommunication:

Transmi.ssion: Cable Tunis-France (50%) 1,500,000 Depapinization Cable North Africa 400,000 New Cables 1,600,000 Multiplex Equipment 200,000

Automation: Tunis Area 350;o000 Sousse and Sfax A:reas 230,000 HiLscclanoous 170,000

M4odernization and Extension of Telex Equipment 120,000

M4odernization and Extension of Telephone Network 320,000

Post:

Buildings 700,000

Modernization and M4echanization 150,000

Miscell.aneous 260,000 7,000,000

Source: 1965-68 Four Year Plan of Tunisia. TUN ISIA ORGANIZATION CHART OF THE HIGHWAY DEPARTMENT

STATE SECRETARY OF PUBLIC WORKS AND HOUSING

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16 REGIONAL SUBDIVISIONS

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NOVl.MBER 1965 ISRD-1614R