The economic development of Madagascar : urban and regional aspects

THE WORLD BANK DEVELOPMENT ECONOMICS DEPARTMENT URBAN AND REGIONAL ECONOMICS DIVISION U R-73o0- URBAN AND REGIONAL REPORT No. 73-5 THE ECONOMIC DEVELOPMENT OF MADAGASCAR: URBAN AND REGIONAL ASPECTS MONIQUE COHEN MAY 1973 These materials are for internal use only and are circulated to stimulate discussion and critical comment. Views are those of the author and should not be interpreted as reflecting the views of the World Bank. References in publications to Reports should be cleared with the author to protect the tentative character of these papers. This study is the result of a first attempt by the Bank to analyze the economy of Madagascar from an urban and regional - or spatial - view- point. The attempt has been a qualified success; although it has been possi- ble to outline in broad terms the general pattern of spatial development in Madagascar, such comparisons as could be made are quite rough because of the limited amount of data that is disaggregated below the provincial level. Most statistical information on urban agglomerations has tended to be limited to Tananarive city, or to the provincial capitals. However, in Madagascar it is apparently the smaller and administratively less important urban nodes that have in recent years grown the fastest and provided the principal focus of the urbanization process. Another difficulty has been the absence of a reliable population base. Although individual urban areas have been surveyed in some detail, there has never been a comprehensive census in Madagascar. Thus, for the present estimates of urban growth must remain tentative. MADAGASCAR TABLE OF CONTENTS Page No. SUMMARY AND CONCLUSIONS........................... i - ii POPULATION........................................ URBAN S STEM....................................... 3 TAN ANARIVE........................................ 5 HOUSING........................................... 8 URBAN CIRCULATION................................ 10 COST OF URBAN LAND............................... 12 INCO E.......................................... 13 ECONOMIC ACTIVITY................................ 14 ELECTRIC POWER................................... 15 TRANSPORTATION.................................... 16 WHOLESALE AND RETAIL TRADE................... 19 TRE DISTRIBUTION SYSTEM.......................... 21 RECOMNDATIONS................................ 23 STATISTICAL APPENDIX SUMMARY AND CONCLUSIONS il The pattern of urbanization.which appears to exist in Madagascar is not atypical of many countries which were formerly colonies. Economic activities have tended to become concentrated within a few main urban areas. These include Tananarive, the country's largest urban area and administrative center, the second order cities, provincial capitals of Majunga, Tamatave, Tulear, Diego-Suarez, Fianarantsoa, and Fort Dauphin. Over the last decade the processes of economic development and urbanization have also led to the fairly rapid development of a number of small regional and sub-regional centers -- Ambatondrazaka, Moramanga, Ambalavao, Tsiroanomandidy, Maintirano, Maevatanana, and Morondava. ii. When measured strictly in terms of population, the primacy of Tananarive emerges very strongly. The spatial concentration of industrial activity here and its focal location with respect to the country's internal - transportation and distribution systems emphasize the dominant role of the city within the country's economy. It is a situation that does not seem likely to alter in the immediate future. iii. In absolute terms Tananarive is not yet, however, a large city. At present it appears that there are open areas available which are suitable for both residential and industrial expansion, the demand for housing does not seem especially acute and population growth continues to be gradual. While the primacy level is high, it has remained relatively stable and perhaps even declined over the past few years. iv. Regionally, Madagascar can be divided into two main zones: a central area which includes the province of Tananarive and the prefectures of Fianar- antsoa 1/ and Ambatondrazaka, 2/ and - around this -- an extensive coastal zone which encompasses the rest of the country. Much of the latter functions as enclaves. The eastern and northeastern coasts are major areas of export crop production whose outputs are exported directly via coastal shipping net- works from secondary coastal towns. While these areas contribute signifi- cantly to the national economy, spatially their integration is limited. Inter- regional trade either between the central and coastal areas or between sub- regions within each zone, especially the latter, remains small. It consists largely of foodstuff rivements to deficit zones, e.g. the east coast, and the distribution of manufactures, both imports and locally produced items. In most cases the latter comes from Tananarive. 1/ The subprefectures of Ihosy, Ivohibe and Midongy du Sud are excluded. 2/ .The subprefecture of Anosibe is excluded since it lies on the eastern side of the escarpment. The total land area encompassed by this zone Equals aDout 67,00-square km. or 15% of the country. The area's popu- lation totals nearly 3 million or 41% of the country's total. V. The spatial division of Madagascar into two regions reflects in large part both the shape of the country's transportation system and its fragmented character. Tananarive is the hub of the largest system, with important arteries radiating out to the regional capitals and the road system in the central zone is better developed than that in the peripheral region. In the extensive coastal zone linkages are relatively few in number and consist mainly of roads of low standard focusing on the regional and sub-regional centres, feeder roads in from the coast and coastal shipping routes. vi. Existing forces within Madagascar indicate that the center, and especially the city of Tenanarive, will play a central role in the future growth of the country. The concentration of the tertiary sector in Tanana- rive and the least cost advantage of distributing goods and services from such a central location suggest that -- in the absence of effective counter- vailing policies and their successful implementation - an increasing con- centration of economic activity in this area is inevitable. Fprthermore, as this process continues, population movements in the direction of Tenanarive city can be expected to act as a magnet increasing the incentive to migrate for both Merina and other ethnic groups. Graduates from secondary education tend to settle in towns; secondary schools are turning out an increasingly large number of diploma-holders who are disinclined to return to their villages even if they do not find a job in an urban area. vii. Experience elsewhere suggests that this process of convergence on the center cannot be reversed. The best that can be hoped for is a slowing down of these trends. Unfortunately, the achievement of even this limited goal is no easy matter. To this end a spatial policy of development must be formulated. Such a strategy, which takes into account Madagascar's past and present spatial development, should be in two parts. Priority should be given to raising the level of development and improving linkages within regions of the periphery, while secondary consideration should apply to a policy of "deconcentrating the center". IBRD 10373 APRIL 1973 MALAGASY REPUBLIC DIEGO-SUAREZ SPATIAL STRUCTURE LIMITS Province Ambilob Prefecture ~ Sub-prefecture -ý ve MAIN CITIES CENTRAL ZONE AmbCn, E Capital * Provincial copital * Chief town In prefeciure * Chief town in sub-prefectujre Oeolonano Anolalavo Andapal tsohi Ud Antalaha . eBefondrcona .-1l Murontser MAJUNGA 0Port-Berge Mandritsara S lMvogy. Mmpikony Manonor. Ambook m Besalompy - ~ M *- Tsoroton AndilonVna Ma Aodloijo n Ambodifototro \ Fenerive Morofenobe m rbotondr ka Maintirono AMz.p*TAMATAVE SAnjozorq \ Antsalovo Tsironongndidy \ Ambohi ARE Brickavill Miapiarivo O A kandrl an rivoni ... Moromango . annvzoA od n Anoi Vao\ d rulm A,cmznyn. Se Belo-sur åd Anosi Voomond \ Betafo Anlanifotsy / iAntsWabe / Mahanor Marola Morandava N IeMhabo Fandrl.n Ambotofinandrahoni , N Absra Nosy-rk- Mwn a./ FANÄRANTSOA .nn Mananjory Ber,rohq,i Morombe Ambalqvo'-- eAnkazoobo \ -,Manakar r o *Farafcngana TULEAR v'boindrao e Ni -r BeIOky MUdongy I du Sud 1 Ampanihy. r Am'1rasar Abombe Fort h 10 150 200 km. ma.Dauphin 10 , AFRICA MALAGASY REPUBLIC P'OPULATION2] 1. Over the ten-year period, 1961-1971, the population resident in urban areas -- defined as towns or agglomerations with populations in excess of 2,000 - increased from 747,845 2/ to 1,328,398 3/. As a result, the level of urbanization in Madagascar increased from 13.3% (1961) to 18.3% (1971) 4/. During this period the annual rate or urban growth as measured by the mean growth rate of all towns that had a population of over 2,000 in 1961, can be estimated at 4.4Z. A further 1.8% per annum increase can be ascribed to those towns whose populations moved over the 2,000 size threshold during the same ten-year period. 1/ The lack of a reliable statistical data base in Madagascar makes it difficult to reach definitive conclusions concerning the country's urban system. In the absence of a nationwide population census, three main sources of population information have been used for this analysis. (a) Administrative statistics published by the Institut National de la Statistigue et de la Recherche Economique (INSRE). 'Monographies' for each subprefecture contain population estimates for each year. These are in turn based upon registration statistics for births and deaths within the administrative districts and estimates made of move- ments into and out of these areal units during each year. (b) I L.O., Rapport au Gouvernement de la Republique Malagache sur les Problemes de 1'Emploi, Geneve, 1972. (c) 0.R.S.T.0.M. Section de Geographie, Population de Madagascar au 1/1/1968. June, 1969. This publication provides an analysis of population by canton. (d) A fourth data source is provided by the 25 individual urban censuses that have been undertaken by INSRE since 1960. The urban areas surveyed include Tananarive, Majunga, Tamatave, Diego-Suarez, Fianarant- soa, Tulear, Antsirabe, Ambatolampy, Arivonimamo, Ambositra, Ambalavao, Mananjary, Manakara, Farafangana, Ambatondrazaka, Fenerive, Maroant- setra, Moramanga, Fort Dauphin, Morombe, Morondava, Antalaha, Hell-Ville, Sambava, and Marovoay. Given the different years of enumeration and the non-existence of any reliable total population base, the use of this information is limited to describing the individual urban areas. The census data indicated that administrative estimates were at times either too high or too low, often by as much as a third. This is especially important in view of the fact that, since 1964, no urban censuses have been undertaken. Further discrepancies of this kind may have arisen and may be contained in the more recent statistical data. At the same time, the readjustment in administrative estimates is reflected in the calculation of urban decenial growth rates which may appear unrealistically high or low. These irregularities will be noted in the course of the analysis. 2/ INSRE, Population au ler. Janvier, 1961. 3/ INSRE, Population au ler. Janvier, 1971. 4/ Total population estimates derived from ILO Rapport au Gouvernment de la Republique MalaRache sur les Problemes d'E8mplois, 1972. -2- 2. Assuming the urban rate of natural increase to be equal to the average figure for the whole of Madagascar 1/, estimated at 2.5% per annum 2/ the rate of urban migration appears relatively low. This migration would seem, therefore, to have remained a relatively weak force in the process of urbani- zation in Madagascar. The only available direct quantitative estimate of the size of this flow is provided by the ILO study which suggests that these move- ments are small, i.e., between 30,000 and 35,000 persons per year. 3. Migration does, however, have a long history in Madagascar. Tradi- tionally, it has tended to be associated with rural movements, frow areas of .ver-employment and scarcity in the south and southeast to the agricultural areas of the north and w3;t. However, the push and pull forces that have worked in favor of these rural-rural flows seem to have had little influence on rural-urban flows. Indeed, in many situations they appear to have impeded rural-urban moves. The rural to rural flows are composed of agricultural salaried workers and of land hungry peasant farmers whose skills remain un- suited.to the urban environment. The traditional system of agriculture still provides, informally, a system offering a minimum of economic and social security 3/, as competed to the uncertainties of urban living. At the same time, factors, which in so many less developed countries emerge as major causes of migration do not appear to be strongly present in Madagascar. The acquisition of a primary education in this country has not been a stimulus to rural-urban population flows 4/. 4. Urban-oriented migrations are a recent phenomena, and the greater growth of smaller agglomerations suggests that these urban areas have been the focus of these movements rather than the major urban areas. Many forces underlie these movements. Seasonal migrations during the agricultural off- season account for some short-term and irregular moves. There are also temporary displacements in which people migrate to towns and cities for a limited period of time, sometimes nd more than two or three years. Others will migrate for an entire wotking life-time, returning to the village on retirement. Frequently, migrants occupy the unskilled strata of the urban labor force, while others wishing to benefit from urban services continue their agricultural activities at a distance from the town. Temporary moves through the reagsignment of administrative personnel have also played a role in the urbanization process. Mote permanent, and perhaps more important, are the rural-urban movements stimulated by the spread of education. In some cases the possibility of acquiring an education is a stimulant to rural-urban moves. Michel Portais (1972) suggests that some residents in the smaller 1/ Which, based on most experiences is probably an overstatement (i.e. natural increase in cities tends to be less than in rural areas). 2/ ILO report. 3/ ILO report. 4/ B. Chandon-Moet. Vehimasina, Capital du Bas-Faraony. 0.R.S.T.O.M. IBRD 10331 FEBRUARY 1973 MALAGASY REPUBLIC IEGO-SUAREZ POPULATION DISTRIBUTION - 1971 Sosumav Each dot represents 2,000 inhabitants Hell-VileQ * Ov%.,r 60,000 Inhabitants * 20,000 - 60,000 Inhabitants Ambanja 1 10,000 - 20,000 Inhabitants Antaloha M nak mbaminyWY Ambatondrazaka TAMATAVE U ANANARIVE TsiroanomandidyM Amnbatolampyt L444 r, i *Antsirabe N Morontiava FAmAoorafn na FNNANOAE Tsnonoanid I "I 4Fa rafan an a Onilaam IDaD 0 50 100 150 200 km. AFRICA MALAGASY REPUBUIC -3- centers are in fact farmers who move into a neighboring town so that their children may go to school 1/. While primary school attendance does not appear to act as a stimulant to migration, entry and completiVn of 'secondaireV is a significant factor in this process 2/. A disdain for agxicultural work frequently develops while at the same time employment for this growing skilled labor force is rarely available in non-urban areas. This primarily stimulates a movement away from rural centres and small towns. As job opportunities in the smaller agglomerations become exhausted, a movement to larger urban areas in search of work appears to be set in motion. URBAN SYSTEM 5. The Malagasy urban system has always been characterized by a high level of urban primacy 3/. The degree of dominance of the largest city, Tananarive, within the country's system of cities emerges among the highest when compared with sub-Saharan African countries.4/ While high, this level of urban primacy appears to be relatively stable. Tananarive's share of total population increased from 4.5% to 5.0%. Since the city's rate of growth exceeds the national rate of increase this percentage can be expected to increase. While the percent of total population in Tananarive is not high (see Appendix Table I), of greater significance is'the indication that the two and four city indices are likely to decline. This is the result of the more rapid growth in the country's other main urban areas, Tamatave, Majunga, and Fianarantsoa. 6. In Figure 2 the Malagasy urbanized population cumulated by settle- ment size is given for 1961 and 1971. The third curve, "1961 transformed" showa the change that should have taken place if all settlements had grown at the same rate, 4.4% per annum. If this graph and the 1971 curve are com- pared, we find that there is no difference in the percent of population living in centres of less than 20,000. But the percentage of the population living in towns smaller than this size is greater than if there had been a uniformly 1/ Michel Portais (1972) in his study of Ambalavao suggests the very close relationship between education factors and the urban growth of this regional town. (M. Portais, L'influence d'une ville our son environe- ment rural: 'Le Bassin d'Ambalavao,' La Croissance Urbeine en Afrique Noire et Madagascar, 1972. 2/ B. Chandon-Moet. op. cit. 3/ The concept of urban primacy, introduced by Jefferson (1939), draws attention to the existence of primate cities, i.e. urban areas that are "supereminent" in their countries and much larger than the second cities. 4/ As can be seen in Appendix Table I, Tananarive ranks third to Burundi and Gambia according to the two-city index and only slightly, and perhaps not significantly, behind Gambia, Malawi and Sierra Leone according to the four-city index of concentration. FIGURE I: URBAN GROVVTH RATES ,. ―믹： & 1960 1961 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 W。rㅣd Bank-7653 主 FIGURE 2: MALAGASY URBAN POPULATION CUMULATED BY SETTLEMENT SIZE 1961 transformed 100% 95% dýø 90% 41 1961 85% Settlen-rent size log-scale 1971 80% 1,000 2,000 3,000 lopoo 100.000 World "nk- 7655 -4- diFitributed population increase 1/. It is these smaller urban areas in Madagascar which have been the principal focus of urban growth in the ten-year period, 1961-1971 (see Appendix Tables II and III). Table 1: LEVEL OF URBANIZATION BY CITY SIZE GROUPS (Percent of Total Population) /1 1.1.1961 1.1.1971 (%) (%) TOTAL URBAN POPULATION /2 13.3 18.3 Population in Cities over 100,000 4.4 5.3 Population in Cities 50,000 - 100,000 - 2.4 Population in Cities 20,000 - 50,000 3.1 1.8 Population in Cities 10,000 - 20,000 1.6 2.9 Population in Cities 5,000 - 10,000 1.1 1.7 Population in Cities 2,000 - 5,000 3.0 4.3 /1 Totals based on ILO estimates. /2 Population in agglomerations over 2,000. Sources: Population de Madagascar, Situation au ler. Janvier 1961. Service de Statistiques et des Etudes Socio-Economiques. Population de Madagascar, Situation au ler. Janvier 1971. INSRE. 7. In order to comprehend these trends more fully, it is necessary to consider in greater detail those urban areas where growth has been most rapid, i.e. over 5.0%; or those in which it has been slower than average, i.e. less than 3.5%. The centres of greatest urban growth tend to fall into three major spatial groupings: (i) Ambilobe, Ambanja, Analalava, Antsohihy, Sambava, Antalaha. Most are port towns located either on the northeast or northwest coasts of Madagascar. All act as market centers in the transporation of agricultural outputs from their hinterlands to the country's main ports, and for the reverse flow of imports and manufactures. (ii) Ambatondrazaka, Moramanga, Ambalavao, Tsiroanomandidy, Maintirano, Maevatanana, Morondava. All appear to be internal market centers located in major areas of agricultural development. The first two are in the important rice-growing zone of Lac Alaotra; the others are in the middle west and west of the country, where cattle- raising activity is especially important. 1/ For further discussion of this technique see John G. U, Adams, "The Y'5 Measurement and Interpretation of Change in West African Urban Hier- archies" in Africa Urban Notes, Vol. VI, No. 3, Fall, 1972. pp. 43-55. -5- (iii) Arivonimamo, Tanjombato. Both towns are located within the country's core industrial area, which extends from Tananarive to Antsirabe. 8. The areas of minima, growth can similarly be divided into two spatial groups. On one hand Tuleari/, Fort Dauphin and Morombe can be grouped together. Located on the coast in the province of Tulear, all are adminis- trative and distribution centers in a zone of minimum growth. Mananjary, Farafangana and Maroantsetra share the characteristics of former port towns whose economic role has declined owing to either the unsuitability of their port facilities or the consolidation of areal port activity in a single major transportation center, e.g. Manakara. 9. At present, the major centres of growth in Madagascar are the towns which provide service and redistribution linkages between their agricultural hinterlands and the country's major urban agglomerations. Most are under 20,000. Excluding the small rural villages, these centers can be viewed as the lowest step in the Malagasy urban hierarchy. Their growth appears closely linked with the traditional rural-rural migration flows in Madagascar. Most are located in areas of in-migration. As rural population densities have increased, there has been a gradual emergence of centrally located market centers. Many have become chief towns in either the prefecture or sub-prefec- ture. To the extent that these migrations are a continuing process, that rural densities continue to rise, and that these towns act as market centers for their surrounding regions, the distributive and service functions performed by these towns can be expected to expand. At the same time the investment in infrastructural requirements in these towns could lead to the development of more regional centers, in what is still an undeveloped urban system, such that population moves to currently more populated centers are inhibited. TANANARIVE 10. Tananarive, the country's capital and largest urban area, differs from other cities on the African continent in its very age and historical origins. The city is believed to have come into existence in the seventeenth century with the installation of a garrison of a thousand men by one of the early Merina kings. The settlement of Antananarivo or the 'city of a thou- sand' was thereby created. At the end of the eighteenth century, the city had developed into an agglomeration of several thousand houses. The small brick buildings, similar to those in evidence today, began to be built about this time and, economically, the town was already an important centre of local trade. Madagascar came under French colonial rule in 1895. Within Tananarive, French rule brought with it the constructicn of roads in the 1/ The extremely low figure for Tulear is a reflection in part of the adjustment as a result of the urban census. However, given the very slow rate of growth of the surrounding region, a rate of around 2.5% does not seem unlikely. -6- 'Haute Ville' and the installation of the Friday market, the 'zoma', on reclaimed rice fields in the valley of Analakely. Much of the construction and urban development took place in accordance with an urban plan, the first being drawn up in 1918. 11. Although Tananarive exceeds Tamatave, the country's second largest urban centre by a factor of more than six, its dominance has not been the result of recent explosive growth, as has been the case in the urban areas of many sub-Saharan African countries. The growth of Tananarive has been a gradual process. The earliest available estimates indicate that Tananarive had a population of between 30,000 and 35,000 in 1828. By the turn of the century it had increased to 50,000. 1940 figures indicate a total population of 130,000. At this time, Tananarive was larger than Lagos, Ibadan, Accra, Abidjan, Nairobi and Dakar (see Figure 3). Divergence in growth rates since then reflects the relatively lesser spatial concentration of economic activity in Madagascar. The concentration of transportation facilities, industry, administrative and service activities that took place in Dakar, Lagos, Accra, and Abidjan did not occur to the same degree in Tananarive. While this city has always been the administrative center of the country, the bulking and transportation of export oriented agricultural outputs has always taken place spatially outside Tananarive. The provision of port facilities has in fact been a principal instrument in the growth of the other major Malagasy urban areas. 12. In the foregoing discussion, the term Tananarive has been used to denote the area encompassed by the city's five 'arrondissements' plus the urban commune of Ambohimarina. Hpwever, in reality, the city extends into cantons outside this area. Using a map of the major suburban bus routes for Tananarive, it has been possible to delimit an area which may be defined as Greater Tananarive. It includes the prefecture of Tananarive, the sub-prefec- ture of Tananarive Banlieue,and the cantons close to the city limits in the sub-prefectures of Ambohidratimo and Arivonimamo (see Appendix Table IV).1/ The higher population growth rate of 5.8% indicated for Tananarive city appears to be in conflict with the 4.0% rate indicated earlier. It should be noted that the former figure reflects the 16% upward adjustment that was found to be necessary following the 1960 population census of the city. The extent to which the figure of 6.8% for Tananarive Banlieue and those for other areas reflect similar errors which should be corrected cannot be judged at present. No census has ever been undertaken of these surrounding areas. The minimal amount of written information on the growth of suburban Tananarive and the nature of the spatial spread of the city beyond its closely defined urban limits suggests that these estimates may not be out of line with reality. 1 Other cities in Madagascar are surrounded by similar suburban zones; however, it has not been possible to estimate their sizes owing to the absence of suitable data. ...... . 47_ 15, 471. 3d IBRD 10333 47 15' 47°30D qe Dio- qrez MALAGASY REPUBLIC GREATER TANANARIVE Majun 18%i30 GREATER TANANARIVE •.CNTON BOUNDARIES M LAAY M L AGA Y o TOWNS Tamatave TANANARIVE / ------- ARRONDISSEMENT LIMIT ChamnIqR NATIONAL ROADS Channe/ o R BlC Indian RAILWAY Morondava Ocean RIVERS 0 Oceat Morombe 0 5 10 15 20 Tulear KILOMETERS Fort Dauphin T'o Ankozobe.'ý Merimandrosa Ambohimanga ToAnjozorobe 8 ombhidrabiby 18°45'- .. . . Ivato• •Ambohidralrimo Antambobol OoArnehana o FFNUAerana AnteH roka Amponga6'e.. ..of ay A oh manu:_ TANAN¥RIV . Abhm Morarono •"•.•.Ambohimanga kely Fenoarivo Å r tb to irahavavy Faliarivo Alasora nerinsatosTanjomb.ato • Masindray Ank åivanibe: øArivnaAdrh Amboh janaka p Ankadinandrona .... Amohijoky oTsafahy Ambohimandryo Amb Cavo T4mb l/'mpy FEBRUARY 1973 FIGURE 3: GROWTH OF MAJOR URBAN AREAS IN AFRICA 500,000 II - 478,000 h. 454,000 h. 450,000 420,000 h. 400,000 350,000- 317,000 h. 300,000 - 300,000 h. (?) 275,000 h, 250,000 200,000- 150,000-. 100,000-. 50,000 - 1900 1910 1920 1930 1940 J950 1960 1970 (Source: Pierre Vennetier, 'La poussée urbaine en Afrique Noire et a Madagascar, La croissance urbaine en Afrique Noire et a Madagascar, C.N.R.S. 1972.) World Bank-~7652 - 7 - 13. The absence of data makes extensive quantification of population flows impossible; however, there are a number of things that can be said about migration. The phenomenon of a disproportionately large number of males in the economically active age bracket, so often associated with high rates of urban in-migration, has not developed; instead sex ratios in Tananarive have remained relatively stable, as shown in Table 2: Table 2: SEX RATIOS OF MALAGASY POPULATION OVER 21 IN TANANARIVE 1962 1966 1968 1970 Male/Female Ratio 95.5 94.3 93.6 94.2 /1 /1 Includes non-Malagasy population. Sources: Les Monographies de Tananarive. Population de Madagascar, Situation au ler. janvier 1971. INSRE 14. Data on the birthplace of residents provide another indication of the degree to which migration has affected the city. The only available information relates to the 1960 census, in which it was estimated that 64% of the male population and 66% of the female population of the city were born there. Broken down by ages these percentages drop to 53% and 55% respectively for the population over 20 (see Appendik Table V). These relatively high figures support the assertion that migration appears to have played a minor role in the population growth of Tananarive. 15. Before colonization, Tananarive was the capital of the Marina empire. Given the city's location in Merina country and the short distance nature of most urban moves, the numerical dominance of the Marina in Tananarive is not unexpected; in 1970, 94% of the Malagasy population in Tananarive was Merina. In part, this Merina importance does appear to have been a deterrant to other ethnic groups settling in the city. Moving to Tananarive is risky, for a would-be migrant cannot expect to find much support in finding a job, or subsisting until he suceeds in finding one. 16. Employment opportunities for the unskilled are not concentrated in Tananarive. The presence of port activities and other work in coastal towns has tended to reduce the absolute attraction of Tananarive. In the case of the non-Merina ethnic population the presence of these economic alternatives would seem to be especially important. 17. In spite of the absence of quantitative data, it appears that the periphery of Tananarive has been the focus of much recent migration. Many migrants to these areas moved either immediately following the 1959 floods, in which many lost their houses, or after their former homes had been de- stroyed to make way for housing developments within the city. Others, were formerly resident in the city of Tananarive, and were attracted towards the -8- periphery by the lower rents and lower population densities. A large number of the area's population are long-term residents in this peripheral zone, but, with the spatial encroachment of the city, many have become 'urbanized.' While they often continue to be involved in agriculture, this is frequently only a secondary source of income, the primary being either temporary or permanent employment in the city itself. HOUSING 18. The areal expansion of Tananarive md suburban areas in the last ten years has occurred principally in the zones to the west and north of the city. The movement in this direction is significant in that, in spite of problems of flooding, the area benefits from locational advantages in compari- son to the rest of the city. It has also been consistent with government policy which has encouraged settlement in these zones. The nature of this areal growth, given the availability of vacant land, does not appear to have brought about any significant strains on the city's resources. As yet, Tananarive does not appear to be faced with any major problems of overpopu- lation (see Appendix Tables VI and VIII). Table 3: POPULATION DENSITY IN TANANARIVE, 1968 Population Density, Area of the City (persons/Km ) /1 1st Arrondissement 18,420 2nd Arrondissement 3,040 3rd Arrondissement -17,472 4th Arrondissement 9,711 5th Arrondissement 4,873 Ambohimarina 6,790 Tananarive-Ville 7,804 /I Land area excludes rice land. Source: Test de Schema de Structure pour la Ville de Tananarive. Donnees Concernant les Population et les Emplois. B.C.E.0.M., SCET- Cooperation, Tananarive, Sept. 1969. While some nodes within the city do support a large number of persons per hectare, they are both few in number and small in size. -9- 19. In the absence of any housing census, or even reliable survey data, it is not possible to gauge the relationship between the demand and supply of housing in Tananarive. Aware, however, of a need for housing in Tananarive, both the private and public sectors have taken steps in this direction. Many of the large companies, the government and the military have built housing to accommodate their own employees. In addition, the government has been involved in housing construction within the city. It has been estimated that, betwen 1959 and 1968, about 2,500 dwelling units were built under its direction. Included among these are the projects listed below.1/ Manakambahiny (garden apartments).....................12 dwelling units Ambodin'Isotry (sanitation units and dwellings)...... .36 dwelling units Ambodin'Isotry (individual units)....................344 dwelling units Ampefiloha (individual units)..............556 dwelling units Ampefiloha (apartment buildings)..................... 70 dwelling units Analamahitsy (individual units)......................350 dwelling units Analamahitsy (apartment buildings)...................139 dwelling units Ambaniala-Itassy....................................213 dwelling units Ambohipo (apartment buildings)......................200 dwelling units Ambohipo (individual units)..........................300 dwelling units Soavimbaboaka (apartment buildings).................. 80 dwelling units Since 1969, another major housing development -- called '67 ha.' - has been under construction. When completed in 1975, this will provide another 2,300 dwelling units. 20. The presence of considerable tax advantages has also encouraged speculative investment in housing by the private sector. Both a tax holiday for rental income from housing over the first five years, and a 50% extra- ordinary depreciation allowance applicable to housing have encouraged such investments. The former has now been abolished while the latter, which is currently restricted to the housing of the head of an enterprise or salaried personnel, will disappear when the new law oncome taxation is put into effect. Under this new system individuals may apply for amortization allowances for housing, limited to 25% of the taxable income before such deduction. There is no extraordinary allowances beyond cost. 21. While it has been the intention of the government to provide housing which would cater for the different socio-economic sectors of the population, this has not, in fact, taken place. Little or no housing has been built to accommodate those in the lower 70% of the population. A comparison of the 1969 income distribution for Tananarive (see Appenix Table XVI) with the data on the income levels in some of the above mentioned developments (see 1/ Gerald Donque, Les Grandes Villes d'Afrique et de Madagascar2 Tananarive. Secretariat General du Gouvernment, Direction de la Documentation. 1968, p. 27. - 10 - Appendix Table VII) would also tend to support this general statement. Where the needs of the lower strata of the population do appear to have been met, it should be noted that the number of units involved has been relatively small. 22. In an endeavor to compensate in part for this shortcoming in housing construction, the government has planned for site and services developments (Plateau d'Habitats) both in and outside of Tananarive. Three thousand dwelling units are to be constructed: half in Tananarive, the remainder to be divided between Tamatave, Majunga and Tulear. While the parcels of land for these developments were decided upon five years ago, the allocation of lots has been held up by the need to agree upon an equitable means of dis- tributing the land. 23. It has been estimated that a total of 2,500 new dwelling units per year are required in Tananarive. Another 2,500 are required for the five provincial capitals and Antsirabe. Table 4: ESTIMATED ANNUAL HOUSING REQUIREMENTS Diego- City Tananarive Tamatave Majunga Antsirabe FianarantsoA Suarez Tulear Total No. Dwelling 2,500 700 500 400 300 300 300 5,000 Units Source: Data supplied by the S.I.E. Mad., 1972. 24. The above data reflect the government's estimations of future hous- ing needs in and outside of Tananarive. However, they cannot be used as indicators of the demand for housing or bases for estimating the shortage of housing in the capital city, as the bases for these statistics are not given. There does not appear to be any information on the number of dwelling units in each city, the quality of housing or the occupancy level per dwelling unit. Thus, while there appears to have been little planned construction of low-income housing, more basic data are necessary before the housing situa- tion in both Tananarive and the other cities can be validly assessed. URBAN CIRCULATION 25. With only 149 kilometers of transportation arteries in Tananarive, the road network in the city appears relatively undeveloped. That which does exist can be defined in the following broad manner: 1/ I/ Estimations are based on Gerald Donque, Les Grandes Villes d'Afrigue et de Madagascar: Tananarive, Secretariat General du Gouvernment, Direction de la Documentation, 1968. -11 - Avenues 8,925 km Boulevards 5,045 km Streets 132,540 km Lanes 1,850 km Steps 750 km Embankments 850 km The density of the road network in Tananarive appears low when compared to other cities comparable in size, population density and per capita income (see Appendix Table VIII). When the percentage of urban area devoted to transport is calculated, a figure of 4.2% 1/ is arrived at for Tananarive. This is lower -- though, given different methods of measurement, perhaps not significantly so -- than the 5.3% measured for Kinshasa, 7.0% for Dakar, and 5.1% for Dar Es Salaam. 2/ 26. The low density of urban roads in part reflects the physical layout of the city. The hilly topography of the old and central part of the city has impeded road construction. Those roads which exist tend to be few in number and very narrow. For many of these residential areas linkages with the central city and other areas are limited to long street-staircases. In the lower part of the city, much of which stretches out towards the flood plain, the arteries increase in number and size. In much of this area it also appears that the city's areal expansion has preceeded road construction; as a result, linkages between these zones and other parts of the city remain relatively undeveloped. 27. Compared with other countries on the African continent, Tananarive appears to have a slightly higher level of motorization, measured in cars per person, (see Appendix Tables IX and X). Levels of vehicle ownership and movement would be even higher if non-motorized vehicles were included. Un- fortunately, statistics on the number of rickshaws, known as pousse-pousse, and horse drawn carriages operating within the city are not available. While their use appears to be declining, observation suggests that they still play a role in the transportation of goods and people. 28. The foregoing suggests a low level of urban road density in Tananarive combined with difficult topography in central parts of the city and an above-average level of vehicular movement. The latter factor can also be expected to increase, given the current annual rates of increase of the city's population (4%) and the level of car registration (8%). It is not surprising, therefore, that the problem of traffic congestion has arisen in several parts of the city. Casual observation also seems 'to confirm this. The traffic situation at the intersection of Avenue 18 Juin and the Tunnel Garbit, and Place Andrianjaka in Isotry are but two specific examples. 1/ This nercentage is based on the estimate of land area exclusive of rice land. If the total land of Tananarive is used, the percentage drops to 2.4%. 2/ Inci Ak Ozusta, Urban Transport and the Automobile, I.B.R.D., July, 1972. - 12 - 29. While an improvement in the city's circulation system is obviously necessary, the solutions offered in a plan proposed by the Service de l'Architecture, de l'Urbanisme et de 1'Habitat need to be closely examined. A study of urban circulation in Tananarive was completed in 1969. 1/ Its purpose was to examine critically the proposed plan. However, the methodology and data used make its validity questionable. The study assumes that 45% of all household-work commuter trips are in fact household-school-work dis- placements. This may be currently true, but a continuation of such a pattern of commuting must be strongly questioned for the future. Traffic counts were available for numerous locations, 'ut very little origin-destination data appear to have been used. 2/ COST OF URBAN LAND 30. The above discussion suggests that the growth of Tananarive has been a continuing but gradual process. While some increase in the past growth rate can be foreseen as a result of an acceleration of rural-urban migration, the explosive situation so common in many developing countries does not seem likely to occur in the near future. The presence of comparatively low popu- lation densities, especially around the urban periphery also suggests that uonsiderable increases in population could readily be absorbed (see Appendix Table XI). At the same time, Tananarive also benefits from the availability of land which can be used for residential and industrial purposes as the city expands areally. Table 5: COST OF URBAN LAND 2 City Year Cost of Land (US $ per m ) At Urban Center At Urban Periphery Tananarive /1 1972 $11 - $72 $1 /2 - $4 /2 $313 - $13 /3 Kinshasa 1972 $14 - $16 $0.5 - $1 (Zaire) Kingston /4 1970 $65 - $323 $78 - $103 (Jamaica) /1 277 FMG = US$1.00. /2 Flood plain or rice land. /3 Upland. /4 Commercial sites only. J$1.20 = US$1.00. Sources: S.I.E. Mad., 1972. 0. St. C. Risden. "Trends in Land and Property Values. A National View in Jamaica." 1972. 1/ Test de Schema de Circulation de Tananarive, Rapport d'Etude, B.C.E.O.M. Janvier 1970. 2/ Co ta es Routiers en la Ville de Tananarive, SCET-COOPERATION Tananarive, Mars, 1969. - 13 - 31. It may be argued, however, that large segments of the periphery, especially zones located to the west and south of the city proper, have limited utility for urban land use. The flood plain of the Ikopa river com- prises most of this area, and currently much of the land is under intense rice cultivation. While terracing and reclaiming land provide protection against minor flooding, at present there exists no means of protection against major flooding (estimated to occur once in ten years). Thus while the cost of flood plain land is relatively low, a more realistic cost figure should include the cost of reclaiming the land. The "67 hectare" housing develop- ment currently under construction has been built on the river's flood plain. In this project, the infrastructural investment absorbed by terracing and reclamation came to 378 million FG or 564 FMG per square metre. 32. Relative to other cities, the cost of land in Tananarive is high (see Appendix Table XXII). A comparison of land costs per city and city size indicated a disproportionate increase in land values relative to population (See Appendix Table XIII). This suggests that the price of land in Tananarive has been forced up by the advantages of economies of agglomeration and specu- lation arising from tax advantages. It appears that these effects have also benefitted all cities over 20,000, excluding Diego-Suarez and Tulear. In the former case, the scarcity of flat land in the city appears to have forced the price of land up to a disproportionately high level, while in Tulear the city's slow rate of growth has lessened the intensity of demand for land. In relation to Tananarive, land costs are much lower than would be expected for this population size. By contrast, for cities under 20,000, both demand factors and availability of land appear to have created a situation in which land prices are below what one would expect for urban areas below this size threshold. While these urban areas have been the main focus of recent urban growth, the mix of economic activities in these areas may not as yet have created conditions producing external economies. INCOME 33. A study published in 1962 1/ provides some information on the dif- ferences in mean urban incomes among the six provincial capitals. 1/ Study undertaken by INSRE and quoted in P.J. Francois, Budget et Alimentation des Menages Ruraux en 1962, INCRE, 1968. - 14- Table 6: ANNUAL HOUSEHOLD INCOME BY PROVINCIAL CAPITAL City Income (FMG) Tananarive 227,800 Fianarantsoa 133,400 Tamatave 227,400 Majunga 154,100 Tulear 121,800 Diego-Suarez 179,200 Source: P.J. Francois, Budgets et Alimentation des Menages Ruraux en 1962. INSRE, 1968. 34. Since then, no data or information concerning urban household incomes by city have been published. A recent study (1969) undertaken in Tananarive does however provide some information on levels of income and expenditure in this city (see Appendix Tables XIV, XV and XVI). The 1969 mean household income in Tananarive is estimated at 24,195 FMG per month. Unfortunately, the date of the earlier study is not known and the basis of estimation for all sets of figures are not given. Comparisons between the two sets of data are therefore not possible. As a result, the use of the more recent Tananarive data is limited to their being only descriptors of consump- tion levels and income sources broken down by the socio-economic category of head of household. ECONOMIC ACTIVITY. 35. Only broad generalizations can be made with respect to the distribu- tion of economic activity in Madagascar (see Appendix Tables XVII and XVIII). While Tananarive continues to be the focal point for most non-agricultural employment, especially in the industrial, services, and administrative sectors, there has been some decentralization of economic activity, especially industry. Antsirabe 169 kilometers south of Tananarive, is an important industrial town. Benefitting from a central location, especially important in the internal distribution of goods and services, Antsirabe has seen the development of large textile plants, a major bottling company and the country's second cement plant. Tamatave owes its national economic importance in large part to its port functions. The town is a major entrepot for agricultural and other goods destined for export and imports destined for national consumption. Development of an industrial sector is taking place. The country's oil - 15 - refinery is located here. Enterprises manufacturing petroleum products, steel containers, cardboard, and glass bottles have been established in this port city. 36. Elsewhere, there has been only a limited amount of modern industrial development. A cement factory, a cotton textile plant, a cashewnut processing outlet, and a slaughter house, all located in Majunga are indicative of some decentralization of activity. In other places small local industries have developed. However, most are concerned with the processing of local resources, e.g. the sawmilling and the manufacture of wood panels in Fianarantsoa, or the production of the more ubiquitous consumer requirements such as beverages. ELECTRIC POWER 37. Data on electric power consumption in Madagascar point to a very low level of overall consumption. Table 7: ELECTRIC POWER CONSUMPTION, 1965-70 (thousand Kwh) URBAN AREA 1965 1966 1967 1968 1969 1970 Tananarive 4,352 4,606 4,906 5,355 5,703 6,124 Antsirabe 976 1,190 1,519 1,872 1,804 2,146 Fianarantsoa 175 191 211 223 227 259 Majunga 367 420 482 557 731 1,576 Tamatave 636 663 674 699 751 843 Diego-Suarez 267 278 294 333 382 393 Nossi-be 76 89 106 104 116 123 Morondava 35 35 41 49 60 70 TOTAL MADAGASCAR 7,357 7,970 9,369 10,323 10,934 12,870 Source: Bulletin Mansuel de Statistique, INSRE. - 16 - 38. While total consumption in the five-year period 1965-70 increased at the rate of 11.3% per annum, the breakdown of consumption by urban areas has hardly altered (see Appendix Table XIX). Three main centers of con- centration emerge: Tananarive, Antsirabe and Majunga. Together they con- tinue to consume 83% of the country's total power. The major areal concen- tration includes the urban areas of Tananarive and Antairabe. The former consumes 47.6% of the country's total power, although only 42.7% of this is used industrially (see Appendix Table XX). The high level for Antsirabe can be assumed to reflect the 11rge scale industrial developments in the area, although comparable data on power by type of use is not given for this city. Secondary consumption nodes center on the urban areas of Majunga and Tamatave, which account for 12.3% and 6.6% respectively of the country's total power consumption. Again, the relatively high electric power consumption levels in these two urban areas can be assumed to reflect in part the existence of * some large scale industrial activity taking place in each of the two loca- tions. * 39. It is interesting to note that the zone encompassing Tananarive and Antsirabe was the areal base used for projecting future demand to be met by the proposed Rogez power plant. These two cities and areas within 100 km (including Tsiroanomandidy) were envisaged as part of an integrated network, with possible extensions into the Lac Alaotra region, including the proposed nickel and chrome industries around Moramanga. A new plant at Lac Namorona, east of Fianarantsoa, is to be constructed soon. Owing to the absence of industrial demand in the Fianarantsoa region, total consumption remains low. At present no plans exist to integrate this regional system into a national network. The same applies to the south and to Tamatave. In this latter area it has been estimated that the current supply will be sufficient for some time. The facilities around Majunga could potentially be integrated into such a system especially given the relatively high rate of consumption and the development of the cement and textile industries. TRANSPORTATION 40. A large surface area combined with a relatively small population has left Madagascar with a relatively underdeveloped road network. When a comparison is made with other countries comparable in size and per capita income (see Appendix Table XXI), the road density if emerges as one of the lowest. Essentially, the road pattern in Madagascar is one of a main line running north-south down the centre of the island from Tananarive to Fianarantsoa. Major arteries branch out in all directions from these two centres to the country's principal port towns along the entire coast. At 1/ Road density is defined as kilometers of road divided by total area of Madagascar. - 17 - present only Diego-Suarez in the north remains completely unconnected by land, although work is currently underway to connect Port-Berge and Antsohihy. This connection would provide an all-weather road link to the country's northern- most tip. 41. The transport system has played a major role in the spatial develop- ment of Madagascar. Tananarive, the capital, benefits from a location which in both practical and theoretical terms, minimizes the total distance to the country's major urban areas from this central point. In spite of this physical centrality, not all urban areas are equally accesible (see Appendix Table XXII). In relative terms Tamatave, the country's major port and second city, emerges as the most inaccesaible major urban centre: the road to crow fly distance ratio is high, and, as the road is of inferior quality, travel time to road distance is also among the highest (see Appendix Table XXIII). In real terms, it takes over one hour longer to travel a distance which is less than-two-thirds the distance of the new Tananarive-Majunga highway. Road usage is low and the improvement of the road has been dis- couraged. At present the trucking of merchandise in vehicles over 5 tons on the Tamatave-Tananarive road is prohibited by law. Products originating from or destined for Tamatave, Brickaville, Moramanga and Tananarive are forced to use rail services. Yet, potentially this road could be among the most travelled arteries in the country. Tamatave is the port of Tananarive. An estimated 40% of the imports unloaded here are transhipped by railroad to the central plateau region. 1/ The extent to which it would be beneficial to improve this road connection is currently under study. The results are unknown as yet; however the nature of the terrain suggests that the construc- tioA of a major highway will be a high cost project. 42. The country's most travelled artery connects Tananarive and Fianarantsoa (see Appendix Table XXIV). The road not only services the cen- tral plateau area but also carries traffic destined for the southern part of the country, especially Tulear and Fort Dauphin. An examination of road and time distance statistics suggests an improvement in road conditions both north of Ambatolampy and south of Antairabe could significantly improve accessi- bility, both within the area and to the south. The branch arteries to Fort Dauphin and Tulear, although unpaved, are reasonably good all-weather roads due to the aridity of the region. 43. The central role of Tananarive city and province in the transporta- tion system is reflected in the national distribution of motor vehicles (see Appendix Tables XXV and XXVI). 40% of all vehicles, 47% of the private cars, 40% of the autocars and autobuses and 45% of all commercial vehicles are registered in the city of Tananarive. In all cases, the concentration of vehicles in Tananarive in 1970 is higher than in 1961. The high figures 1/ William Hance, "Ports and Economic Integration in Madagascar," in Seaports and Development in Tropical Africa. Edited by B.S. Hoyle and D. Hilling, MacMillan, London, 1970. � в г г г г г rr г г i i � 1JI 7А im г^ �^ , г г гг п D1SYAtdCES ��ьGд4� �AtdA1�FъRiV�-C1T'у УС7 o4ecosuд��z Э�9;�J�R JR�AN �,'�аЕг^,S _ � � . � � , 1U..1 \� �х >>3 • t � 1 N1AdUNGA 5 gr! н �� ! ! г w / 4 - �д � 3 /г г „ � � ��,'%' г �� �/ у•rn TAMATAVE 1 i TANANARIVE , i • r � ! г / г � � � i� Фl 1 i�.Q'�г i � ��i г �� �с � 1 i Р ! 1 �� (Ег � 1 1 1 � � �FIAЮARANTŭoA г � � 1 1 % � 1 j �1 i �� W� 1 I • �l�l� i 1 �� 1 / � 1 J� 1 1 1 / � � 7UlEAR � � � г i � � /� j / � i Е� �,l,Fi q i т� яi � � � � , � r г / - ��� � г FOH7•DAl1PH1N 4 4 1 г 1 1 г 1 � 4 . Бо _ '10U 160 ��km 1 °M1 ! ) � �.----•----.---cROw-F�.ы о4sтаисе г � �________додо oisrдиce 1 iE 1 i� �� 1 1 1 ! 1 i 1 � 1 . ,..,, _,-._ ....:....�,.,. .......... ................ г ' Wpr4d.Qenl<-7З'l0..,._�.-•.4. IBRD 10332 -4'2 4 1 4' 4,6ý 4'8' MARCH 1973 MALAGASY REPUBLIC óblEGO-SUAREZ TRAFFIC CONDITIONS ON CERTAIN ROADS SPEED (Kilometers per hour) 35-45 50-60 75 o -50 ....... 50 100-200- 200 Plus NATIONAL CAPITAL RIVERS 0 5,0 I(ý0 150 q lý0 200 250 "MAJUNGA' Kilometers TSA'+RAMANDROSA MAEVATANANA j 0 FENERIVE MANERINERINA 6MAINTIRANO TAMATAVE ANKAZOBE Mozambiquo Indian TANANARIVE MORAMANGA AMBATOLAMPY Channel 4f. ANTSIRABE 2(ý Oc&an ,p'MORONDAVA AMBOSITRA 0MANANJARY FIANARANTSOA MOROMBEo' AMBALAVAO 22' ANýKRAýMENA 2 2'- IHOSY FARAFANGANAý 0 SAKARAHA BETROKA TUI.EARCýý -24' 24t. BERAKETAd AFRICA Indin ANTANIMORAb. Ocean kýBOASARY f Attantic ýWORT DAUPHIN ALAGASI Ocean 1---AMBOVOMBE 4,2* 4 l 4, 4,1ý . ...... ..... . - 18 - for private cars and autobuses reflect the higher per capita income found in the city, the greater road network present in the city, and the commuting requirements of the city's population. By contrast, it may be suggested that the large number of commercial vehicles in Tananarive is a reflection of the city's national role with respect to the processes of redistribution of goods, resources, and people within Madagascar. Given the structure of the road network, it may be inferred that a hierarchical system exists in which transporters based in TananarivR might focus their activities on the pro- vincial capitals, while the hinterlands of these urban areas are served by locally registered transporters. 44. The centrality of Tananarive and its adjacent area is further emphasized by an examination of air traffic flows. Air Madagascar, the country's only internal scheduled airline, operates an extensive network centered on Tananarive. Only 8 of the airline's internal weekly flights do not terminate, originate or connect directly with flights to or from Tananarive (see Appendix Table XXVII). 45. The island geography of Madagscar has resulted in sea transport playing a major role in the country's development, particularly with respect to the integration of peripheral locations. A three-tiered sea transportation system best describes the shipping services along the Malagasy coast: 1. Ocean-going liners concerned with long distance trade, which tend to limit their stops to the country's main ports (see Appendix Tables XXVIII and XXIX). 2. Boats with a capacity of over 100 tons which are based in the country's main ports and service intermediate ports in their vicinity, the island of Reunion and the Comores. 3. Boats with a capacity of less than 100 tons, which ply between these secondary ports and the smaller coastal towns. Althougi the services they provide are irregular, these boats are particularly important in areas where the terrain has hindered the development of road connections, e.g. the north- west coast. 46. What appears to emerge in Madagascar is the presence of a trans- portation system in which Tananarive is located at the centre with major road arteries extending outwards to the provincial capitals and other major urban areas. These are in turn linked to their hinterlands either by a lower order road network, or, as in the case of coastal locations, by a sea transporta- tion system. At the same time, linkages between major coastal centres are provided by other shipping services. - 19 - WHOLESALE AND RETAIL TRADE 47. An analysis of the commercial sector of the economy provides a useful basis for evaluating urban and regional differences within a country. Trading, one of the more ubiquitous forms of economic activity, takes place at all levels of the urban hierarchy, and provides an important link between the urban and rural sectors and the modern and traditional sectors. In Madagascar, many different levels of trading activity can be identified, par- ticularly among intermediaries whose practices of resale give rise to a . multiplicity of roles quite different from one another. The nature of the data available 1/ for this analysis, however, permits only a differentiation of commercial establishments into only two loosely defined groups: (a) Wholesalers, including those commercial establishments that are usually referred to as demi-grossistes or intermediary outlets and, (b) retailers. The latter are defined as those commercial institutions (a) which possess a statistical identification number, (b) in which trade is the principal economic activity practiced (there- fore no manufacturing may be undertaken), (c) whose supply sources in 1968 were either wholesalers, intermediaries, producers or importers, (d) which undertook no wholesale trading in 1968, thus excluding many intermediaries or demi-grossistes who frequently act as both retailers and wholesalers. 48. An examination of the geographical distribution of both wholesale and retail establishments reveals a high concentration of commercial activity in Tananarive province and above all in the capital city itself (see Appendix Tables XXX and XXXI). 1/ Les 415 Premiers Etablissements Commerciaux de Madagascar (Vente en Gros et Importations), 1968-69, INSRE. Les Commercants Detaillants, 1968. INSRE - 20 - Table 8: DISTRIBUTION OF WHOLESALE AND RETAIL TRADE ESTABLISHMENTS IN MADAGASCAR, 1968 Wholesale Retail Province Establishments Establishments Number Percent Number Percent Tananarive 190 45.8 8,025 41.7 (Tananarive-city) - - (4,517) (23.5) liamatave 46 11.1 3,131 16.3 Fianarantsoa 49 11.8 2,661 13.8 Majunga 57 13.7 1,910 9.9 Tulear 37 8.9 1,612 8.4 Diego-Suarez 36 8.7 1,913 9.9 TOTAL 415 100.0 19,252 100.0 Sources: Les Commercants Detaillants, 1968. INSRE. Les 415 Premiers Etablissements Commerciaux de Madagascar (Vente en Gros et Importations) Annees 1968-1969. INSRE. 49. The grouping of both, retail establishments by the value of goods they purchased, and wholesale establishments by the values of their gross sales, provides a general indicator of the size of commercial outlets. On the basis of this data several basic features of the commercial sector of the economy are indicated. While the Malagasy are numerically dominant in the commercial sector as a whole, their control is limited to the smaller estab- lishments, i.e. retail outlets with recorded purchases in 1968 of 2.5 million FMG or less, and wholesale establishments with a level of gross sales in 1968 of less than ten million FMG (see Appendix Table XXXII). The few larger commercial outlets in Malagasy hands tend to be located in Tananarive while the national distribution of Malagasy owned retail outlets appears to decline with distance from Tananarive. 50. The presence of an unusually large number of small Malagasy retail outlets in Tananarive city as compared to other centers is emphasized by the data (see Appendix Table XXXI). In many developing countries this level of commercial activity is associated with a natural process of capital accumula- tion. The move into this order of store activity is usually preceeded by individual trader experience on a market-place. Tananarive has always played a focal role in the traditional Malagasy market-place system. On Friday the central market-place doubles in size attracting buyers and sellers from all over the country. As vendors have developed their market-place activities some have turned to wholesaling activities while others have moved into shop level selling. Tananarive with its greater concentration of population, many - 21 - vith low per capita incomes, has seen the establishment of an estimated 2,868 Malagasy retail outlets whose total level of purchases in 1968 fell below 20,000 FMG (US$72.20). I/ 51. Alien control of the retail trading sector is divided between the French, the Indians and Pakistanis, and the Chinese (see Appendix Tables XXXIII, XXXIV and XXXV). French interests are confined largely to the whole- sale commercial sector, while the other two groups of foreigners are important at both the retail and wholesale levels. Geographically, these two groups also show a well defined pattern of areal dominance. The Indians and the Pakistanis are in the majority on the West Coast, the Chinese on the east coast and the central plateau. Some degree of vertical integration within - the commercial sector, particularly along ethnic lines is implied by these distribution patterns. Unfortunately, the data available do not provide any information on this matter. At the same time the activities of the Indians - and Pakistanis in East Africa and the Lebanese in West Africa suggest that this type of integration is likely to exist. 52. It is interesting to note that in Tananarive city at both the retail and wholesale level, there does appear to exist some specialization along kroduct lines. Th? Indians and Pakistanis tend to concentrate on textiles, wearing apparel and general goods while the Chinese have tended to specialize in food products. This seems to fit the world pattern. THE DISTRIBUTION SYSTEM 53. The previous discussion has indicated that the Malagasy urban system may be viewed as pyramidal. At the apex is Tananarive, capital city and centre of economic power; a secondary level includes the provincial capi- tals and Fort Dauphin; below this, but not differentiated into different orders, are the various-sized service centres and sub-prefectural administra- tive towns. Interconnectivity between these towns is defined by the country's transportation systems: air, road, sea and rail. The provincial capitals, excluding Diego Suarez, are linked to Tananarive by major arteries, and to the smaller towns, where possible, by secondary roads - otherwise by coastal shipping. Only a few northern towns still depend on air and porterage as their sole means of transportation to the outside. 54. Implicit above is the presence of a regional system largely based on provincial boundaries. In what follows, an attempt will be made to define the nature of this regional system and its pattern of organization. I! US$1.00 - 277 FMG BIRD 10474 AVRIL 1973 REPUBLIQUE MALGACHE GCEG0-SUAREZ REPARTITION DE LA POPULATION 1971 Sosumav CHAQUE POINT REPRESENTE 2.000 HABITANTS M PLUS DE 60.000 HABITANTS 1, 20.000 - 60,000 HABITANTS n. 10.000 - 20.000 HABITANTS Antolaha[V MAJUNGA 1 Marooy 44f M nak mbmOWr ratondroajkc'a TAMATAVE ANA AIVE Tsiroanomandidy Nforåro Ambato mpyw NjAItsirqbe Morondava, rnmbos f ra c Mananjory FANARAITSOA, hManakara b Forifengana TUILEAR Da.P n 0 50 100 150 200 km. AFR IQUE REPUBLIQUE MALGACHE - 22 - 55. A study undertaken in 1962 1/ attempts to grapple with the question of distribution. By analyzing the flows of goods, (see Appendix Tables XXXVI and XXXVII) both agricultural and manufactured, the country was divided into 4 main regions and 16 sub-areal units. The evidence presented suggests that a centre - peripheral spatial pattern dominates. The areas of Ambatondrazaka, Tananarive and Fianarantsoa, comprise the center; the coastal areas equal the periphery. The nature of these two regions is outlined below. 56. The economic region of Tananarive corresponds closely to the polit- ical boundaries of the province. It is principally an area of inflow (250,000 tons, 1962). Gools destined for this area include 46% of the country's total imports and agricultural goods absorbed by local consumption. The bulk of the outflowing goods (50,000 tons) comprises manufactures whose production is concentrated in this area. It is estimated that in 1962 only 50% of the tobacco products, drinks and textiles manufactured locally were consumed within this zone. 57. Located to the northeast is the region of Lac Alaotra. Its major economic role relates to the production of rice, most of which is destined for the export market, while a small amount is sold in the Tananarive region for local consumption. Spatially, this area may be viewed as an extension of the Tananarive centre suggested above. Although interregional trade is minimal at present, its proximity and link through the railroad would tend to support such an assertion. For the coastal area about Tamatava, the links may appear greater, but in spatial terms may be considerably less. Inter- regio'nal trade is again minimal as a result. Local consumption needs are met largely on the farm. The port of Tamatave plays a transit role -- for imports destined for the interior, and'exports reloaded for world markets. 58. A similar conclusion can be drawn with respect to the economic region of Fianarantsoa. The coastal part of this region, also a zone of export crop production, is largely oriented towards Tamatave. Along the coast are located port towns, trans-shipment points for production destined for export from Tamatave. The rest of Fianarantsoa province, physically part of the central plateau, can be viewed as a peripheral extension of the Tananarive region. Outside the limited volume of exports and imports, which . are funneled from or to the coast by rail, the major interregional flows of goods move in a north-south direction, destined for or originating in Tanana- rive. 59. The provinces of Diego-Suarez, Majunga and Tulear share the periph- eral roles .of the east coast sub-areas. The city of Majunga is the pole of attraction for a western coastal area extending from Diego-Suarez to Tulear, a role in part dictated by the transport system. The road network within the area is minimal. Shipping companies operating out of Majunga provide linkages 1/ CINAM, Analyse de la Structure des Prix et des Circuits Commerciaux Tananarive, Dec. 1962. - 23 - with mnny, otherwIse inolated, coastal towns. Majunga is the point of contact betwefen the regional and national economic systems. This is reflected in the town's other role as an international trade port, and the existence of a new highway connecting Majunga and Tananarive. Manufactures produced both in Majunga and Tananarive form the bulk of the exchanges between the two re.gions. Only a few imports destined for Tananarive are uloaded '.n Majunga; these consist mainly of goods with a high value to bulk. The middle- west acts as a linkage zone between the area of origin, Majunga, and Tananarive, the zone of destination. As a major cattle raising area, an important flow in the direction of Tananarive centers on the cattle markets of Tairoanomandidy and other middle- west towns. 60. A regional but nationally less important role is played by the towns of Tulear and Fort Dauphin. They are poles of attraction for their immediate hinterlands, providing export links through their harbors and act- ing as internal redistribution points for goods originating from and destined for the central plateau. The coastal zone, extending from Diego-Suarez to Fort Dauphin, can be viewed as a peripheral zone within the country's spatial system. Activity is concentrated in three main poles, which serve as points of interaction with the centre and outside. Interregional trade between sub- areas within this large region remains very limited. 61, Still peripheral but separate is the northeastern coast. In both sub-areas, the ports of Vohemar, Sambava, Antalaha, and Maroantsetra are centers of distribution for agricultural exports grown in their hinterland. Coastal shipping links all ports with Diego-Suarez and Tamatave, whence their output is exported. Manufactures and imports reach the population of these areas via similar flows moving in the opposite direction. 62. What emerges in Madagascar are two distinct distribution systems with little interaction between them. One is largely concerned with the internal marketing and distribution of goods and services; Tananarive is its focal point. By contrast, the other, the coastal or peripheral system is largely externally oriented. The majority of goods entering these flows are exports, the bulking and redistribution of which have little or no effect on the country's internal marketing system. RECOMMENDATIONS 63. Whilst the available evidence clearly points to the need for a policy of decentralization for Madagascar, the desirable strategy should not include an attempt by the government to artifically balance development be- tween regions. If such a strategy is to be invoked anywhere, it should be based only upon a clear knowledge of what can be accomplished. As yet, very little information of this sort is available in Madagascar. What little does exist, however, suggests that certain regional centers -- most notably Fort - 24 - Dauphin and Tulear -- do not have important unexploited growth potential. Investment in the south, therefore, appears difficult to justify econorically. Possibilities for expanding either the agricultural or mining sectors appear limited; there is-a minimum of economic activity, which is well dispersed, and population densities are correspondingly low; therefore to concentrate investment in this region would be costly on a per capita basis. Further- more, sucl, a strategy of "balancing" investment would not necessarily be the most effective policy for raising the income levels of the population presently residing in the south, given that most southerners are prepared to migrate and work anywhere in Madagascar. 64. It is inevitable that the integration of an internal transportation and distribution system be a long-term objective of the development strategy for Madagascar. The analysis suggests two alternative approaches to this objective are possible: a "top down" program which would concentrate on development of linkages out from the center - Tananarive - or "bottom-up" strategy which would begin by improving selectively the linkages within regions, i.e. between regional urban centers, sub-regional centers and their hinterlands. 65. Given the current spatial pattern of development in Madagascar, it appears desirable to give priority to the latter alterna-iva. At this stage, it is better to rely upon the present substantial rural-rural migration (which may turn out to be a first stage in an accelerating rural-urban migration) and to actively support and attempt to channel it. This process has led, over the past decade to the emergence and fairly rapid growth of a number of small regional and sub-regional urban centers linked to the development of agricultural activities in the surrounding areas. Ambilobe, Ambanja, Analalava, Antsohihy, Sambava, Antalaha, Maintirano and Morondava, located on the north-east or west coasts, are all service and redistribution centers for important agricultural hinterlands producing export crops. A similar role is played by the towns of Ambatondrazaka and Moramanga, located in the vicinity of Lac Alaotra, and Tairoanomandidy, Maevatanana and Ambalavao, which are situated in the cattle-raising areas of the middle- west. 66. An early priority would be to analyze the recent growth of these centers, as well as the potential economic bases of the higher order regional urban areas such as Tamatave, Majunga, Tulear and Diego-Suarez and the poten- tial relationships between the two types of centers. In evaluating their potential role in future development and the possible constraints to growth, it seems likely that in most cases the role of the market towns will remain subordinate to the regional urban centers and as a result, their growth potential is limited.l/ Within the context of such a strategy it appears possible that a project to develop basic urban infrastructure in sub-regional centers would prove fruitful. This might be so in terms both of stimulating 1/ It is assumed that long-term urbanization in Madagascar will eventually lead to the evolution of some regional urban hierarchies composed of regional centers, market centers and low-order towns. - 25 - continuing rural-rural migration and making these towns sufficiently attract- tive as centers of economic activity and habitat to moderate tendencies for further "stages" of migration, i.e. onwards to Tananarive. Such a project should be analyzed and, if the results are favorable, developed. 67. Analysis of the transport network and structure of the urban system in Madagascar suggest a strong need to improve communications within the island. In order to assess the country's requirements and evaluate invest- ment priorities in this sector, transport studies focusing on particular sub-regions are recommended. Priority should be given to improving linkages between regional and sub-regional urban areas and their hinterlands. On an interregional plane, attention should be given primarily to links between major regional centers and the "central domestic market" about Tananarive. 68. The urbanization of Tananarive has not yet given rise to major problems in terms either of the city's dominance within the country's urban system or of internal land utilization. At the same time, trends indicate an increasing concentration of economic activities and population within the capital area. If these trends continue uncontrolled, it could readily be hypothesized that Tananarive will become a supereminent city in the sense that, e.g., Nairobi is. 69. Although the question of Tananarive emerges as secondary to the country's overall urban and regional problems some policy initiatives should be considered in order to avert future problems. As a first step a policy aimed at "deconcentrating the center" is proposed. A program of investment could be compiled and executed to improve communications between Tananarive and other centers. This would immediately reduce both transport and communi- cation costs from these centers to Tananarive and points distant from Tananarive. An associated policy of decentralization of investment should be undertaken which would make locations outside Tananarive more attractive than the capital city, to both the public and private sectors. Economic activities which are not resource based c ould be encouraged to locate away from the capital city by the presence of competitively lower land prices and labor tosts. A policy to maintain a housing supply which matches demand in these areas would also act as an incentive to encourage migrants to locate in these alternate areas.1/ At the same time, the supply and pricing of essential infrastructure, such as water and power, should not be biased in favor of Tananarive, and consideration should further be given to "manipulating" rela- tive user costs in favor of the other urban areas. If such a set of policies 1/ In this connection, such policies as may cause actual price differentials for land, housing and/or certain grades of labor to be less than free market forces would provide, should be rescinded, e.g. the Goveriment's policy of reducing wage inequalities through boosting the legal minimum in poorer areas, especially those where population pressure on resources is most intense, and opportunity cost of labor lowest. Consideration should be given to "manipulations" which would actually increase the natural differentials. - 26 - is seriously implemented by an appropriate combination of incentives and by directing certain major investments to locations outside Tatianarive, the combined effect of these measures will be to increase the advantages of locat- ing economic activity at a distance from Tananarive to a point where they may outweigh the benefits of external economies that currently work in favor of the capital city; thus growth that would otherwise occur in Tananarive ill be "drawn off" to Antairabe, Fianarantsoa, Tamatave and other smaller centers (e.g. Ambatolampy) in between these cities. STATISTICAL APPENDIX Table No. I,.........Levels of Urban Primacy in Tropical Africa II.........Population o., Urban Areas over 5,000 III.........Level of Urbanization, by City Size Groups IV..........Population of Greater Tananarive, by Canton, 1958-68 V....i.....rigin of Population Resident in Tananar.ve, 1960 VI.......... Population Density in Tananarive VII.........Percentage Distribution of Incomes in Selected Housing Developmnts in Tananarive, 1968 VIII .... Population, Density and Income Data for Selected Co=ntries IX..........Motorization Rates in Selected Urban Areas X.......Motorization Rates in Selected Urban Areas XI........Population Density of Greater Tananarive, by Canton, 1968 XII.........Cost of Urban Land, 1972 XIII........Land Price and Population Ratios XIV........ .Distribution of Monthly Expenses by Average Malagasy Household in Tananarive, 1969 XV......... .Distribution of Monthly E penditures (Moneta-y and Non-Monetary) in Tananarive, by SoCio-Economic Category., 1969 XVI......... Sources of Average Household Incomes (Monetary and Non-Monetary) in Tananarive, by Socio-Economic Category, 1969 XVII........Persons Registered with 8ocial Security, by Sector and Sub- Prefecture, 1972 XVIII.......Value of Final Sales by Industry and Province, 1968 XIX......... Electric Power Consumption, by Urban Area, 1965-70 XX..........Consumption of Electric Power in Tananarive, by Type of Usage, 196S-70 XXI..... Road Networks for Selected Countries XXII..Distances from Tananarive XXIII.......Quality of Major Roads XXIV.......Volume of Traffic, 1968-70 XXV.........Number of Motor Vehicles, by Type and by Province, 1961 XXVI.......Number of Motor Vehicles, by Type and by Province, 1970 XXVII......Air Schedules - Weekly Arrival and Departures XXVIII..... .Volume of Traffic in Primary and.Secondary Ports in Madagascar, 1970 XXIX....... Volume of Traffic in Primary and Secondary Ports in Madagascar, 1971 ......... Number of Retail Establishments by Value of Goods Purchased and by Province, 1968 XXXI........Distribution of Retailing Establishment, by Value of Goods Purchased and by Province, 1968 XMII.......Percent of Malagasy Owned Retail Establishments in Each Provin-e, by Value of Goods Purchased, 1968 XXXIII..... .Distribution of Retailing Establishments, by Value of Goods Purchased and by Province, 1968 XXIIV.......Distribution of Wholesalers, by Value of Gross Sales and by Nationality of Owner, 1968 XXXV........Distribution of Wholesaling Establishments, by Value of Gross Sales and by Province, 1968 XXXVI.......Regional Trade in Madagascar, by Province, 1962 XXXVII......Regional Trade in Selected Goods, by Region, 1971 Tablel : LEVELS OF URBAN PRIMACY IN TROPICAL AFRICA COUNTRY YEAR % IN IARGEST TWO-CITY FOU-CITY CITY INDEX 2 INDEX 2/ Madagascar 1961 4.5 6.3 2.26 1971 5.0 6.5 2.22 Angola 19604 4.6 4.48 2.00 Burundi 1965E 2.2 7.10 Cameroon 19640 3.9 1.95 1.14 C.AF.Rep. 1960E 7.2 3.60 1.43 Chad 1960E 2.6 3.20 1.14 Congo (Br.) 1960E 16.3 2.00 Dahomey 19610 3.7 1.22 0.73 Ethiopia 1966E 2.1 3.36 2.o6 Gabon 1966E 7.9 2.00 Gambia 1963C 8.8 6.63 2.30 Ghana 19600 5.8 1.78 1.01 Guinea 1960E 3.6 3.66 1.77 Ivory Coast 1960E 5.1 4.00 2.12 Kenya 19620 3.1 1.49 1.11 Liberia 19620 8.0 2.55 Malawi 19660 2.7 5.57 2.30 Mali 1966E 3.6 5.20 1.89 Mauritania 1966E 1.1 1.29 0.50 Mbzambique 1967E 3.5 3.13 Niger 1966E 1.2 1.75 0.69 Nigeria 19630 1.2 1.06 0.52 Rhodesia 1969E 7.7 1.60 1.16 Rwanda 19590 0.2 Senegal 1960E 12.1 5.36 1.98 Sierra Leone 19630 5.9 4.81 2.41 Somalia 1966E 6.6 2.83 1.02 Tanzania 19670 2.2 3.99 1.66 Togo 19590 5.1 5.01 1.99 Upper Volta 1960E 1.3 1.06 0.62 Zaire 1966E 5.6 3.87 1.73 Zambia 19690 5.9 1.33 0.57 Average 4.9 3.33 1/ P1 Where Pl is the population of the largest city, P2 is the popultion p2 of second largest, etc. P2 2/ P1 P2 + P3 + P 3/ Estimates based on 1961 and 1971 INSRE statistics. 4/ C - Census; E = Estimate. Source: John I. Clarke "Urban Primacy in Tropical Africa", in La Croissance Urbaine en Afrique Noire et a Madagascar. CNRS Bordeaux, 1972. Table ]t POPULATIOK OF URBAN ARKAS OVER 5,000 Annual Growth Rate 1.1.1961 1.1.1971 1961-1971 Cities over 100,000 Tananarive 1/ 247,917 2/ 381, 512 4.0 3/ Cities 50,000 - 100,000 Tanatave 39,627 2/ 55,o60 3.7 3/ Majunga 34,119 Y'/ 57,310 4.8 5/ Fianarantsoa 36,189 T/ 55,240 3.9 E/ Cities 20,000 - 50,000 Mego Suarez 28,772 2/ 42,554 3.6 3/ Tulear 33,850 / 37,072 0.8 7/ Antsirabe 1&,683 - 32,979 5.8 Harovoay 13,960 20,253 3.8 Cities 10,000 - 20,000 Manakara 11,507 19,768 5.6 Morondava 10,687 19,061 6.0 Ambatondrazaka 7,343 If,,044 9.4 Antalaha a,361 17,541 7.7 Ambositra lo,666 16,780 4.6 Manaæ ary 15,579 14,638 -0.6 Fort Dauphin 11,190 13,805, 2.1 Anbanja 4,163 12,59 11.4 Ambatolampy 8,743 11,539 2.8 Tsiroanomandidy 3,696 IT,h4 12.0 Sosumar 3,418 10,946 12.3 Fara,tangana 8,871 10,817 2.0 Moramanga 6,302 io,806 5.5 Manakambahiny W. n.a. 10,657 Hell-Ville 8,572 10,515 2.1 Cities 5,000 - 10,000 Ambilobe 3,682 9,415 9.8 Antsohihy 2,976 7,61, 11.3 Arivonimamo 4,156 8,497 7.4 Fenerive 5,799 7,696 2.9 Maevatanana 2,775 7,197 10.0 Anbalavao h,186 6,988 5.2 Morombe 5,375 6,967 2.6 Tangainony 5,021 6,958 3.3 Y'andritsara 4,529 6,826 4.2 Maroantsetra 4,880 6,645 3.1 Maintirano 2,742 6,375 8.8 Andapa 3,418 6,275 6.3 'amnbava 2,544 6,215 9.3 Tan'jombato 1,914 5,920 12.0 Ambohimahaso 4,006 5,851 3.9 Mampikony 1,870 5,427 11.2 ,Analalava 1,832 5,184 11.0 Mahanoro 3,369 5,0141 4.1 1/ Includes urban commune of Ambohimarina. 2/ 1960. Y/ 1960-1971. Sources: Population de Madagascar. Situation au 1er Janvier 1961. Service de Statistiques et des Etudes Socio-Economiques. population de Madagascar. Situation au ler Janvier 1971 INSRE. tb 1[: LEVEL OF URBANIZATION, BY CITY SIZE GROUPS 1.1.1961 1.1.1971 ('000) (1000) TOTAL POPULATION 5,636 7,244 TOTAL URBAN POPULATION 748 1,328 Population in Cities over 100,000 248 382 Population in Cities 50,000-100,000 - 172 Population in Cities 20,000-50,000 173 133 Population in Cities 10,000-20,000 92 209 Population in Cities 5,000-10,000 64 122 Population in Cities 2,000-9,0O0 171 312 (b) 1/ Totals based on ILO estimates. 2/ Population in agglomerations over 2,000. Sources: Population de Madagascar. Situation au ler. janvier 1961. Service de Statistiques et des Etudes Socio-Economiques. Population de Madagascar, Situation an ler. janvier 1971. INSRE. TablelV: POPULATION OF GREATER TANANARIVE, BY CANTON, 1958-68 Annual Rate Area Population Population of GroTth (1958) (1968) (1958-68) Tananarive (Prefecture) 206,332 361,840 5.8 Tananarive Banlieu 78,905 152,890 6.8 (Sub-Prefecture) Alasora 3,601 6,827 6.6 Ambaltavao 2,442 3,625 4.0 Ambohidrabiby 3,796 6,414 5.4 Anbohijanaka 3,310 5,866 5.9 Ambohijoky 2,108 3,267 4.5 Ambohirnalaza 4,445 9,202 7.2 Ambohimanga 3,420 5,101 4.1 Ambohimangakely 3,972 7,808 7.0 Androhibe 4,040 6,276 4.5 Ankadinandriana 3,227 4,535 3.5 Ankadivoribe 6,132 8,933 3.8 Faliarivo-Ranjomba 2,552 9,525 14.1 Fenoarivo 4,479 10,840 9.2 Fieferana 4,082 6,136 4.2 Ilafy 5,757 9,154 4.8 Itaosy 7,895 21,386 10.4 Masindray 1,791 5,288 11.4 Sabotsy 3,617 7,883 8.1 Tanjombato 5,103 10,429 7.4 Tsiafahy 3,136 4,395 3.5 Ambohidratrimo (Sub-Prefecture) 35,729 64,664 6.1 Mahitsy 7,521 11,708 4.5 Antehiroka 4,082 12,876 12.2 Ambohidratrimo 8,446 17,009 6.6 Imerimandroso 4,288 6,692 4.6 Aw.bohitrimanjaka 6,864 8,996 2.7 Ampangabe 4,528 7,383 5.0 Arivonimamo (Sub-Prefecture) 20,304 31,870 4.6 Antambolo 2,595 4,575 5.8 Moravano 2,587 4,396 5.4 Imerintsaitosika 5,668 8,104 3.6 Ambatomirahavavy 3,298 5,730 5.7 Ambohimandry 6,156 9,065 3.9 Source: Population de Madagascar an 1.1.1968. ORSTOM, Section de Geographie, June 1968. Table y: ORIGIN OF POPULATION RESIDENT IN TANANARIVE, 1960 (Percent BQrn in the city) Age Group Male Female 0 - 4 87 87 5 - 9 80 80 10 - 14 70 70 15 - 19 5h 5 :20 - 24 53 5 25 - 29 47 5o 30 - 34 47 5o 35 - 39 46 51 40 - 4h 46 51 15 - 49 48 5 50 - 5h h8 5 55 - 59 5h 58 6o - 64 57 59 65 - 69 57 59 70 - 74 57 59 75 - 79 57 59 Over 80 57 59 Total 64 66 Source: Recensement Urbaites, Chef Lieux de Provinces: Tananarive, Majunga, Tamatave, Diego-Suarez, Fianarantsoa, Tulear, INSEE 1966 Table VI: POPULATION DENSITY IN TANANARIVE Population Population Annual Growth Population 1.1.1964 1.1.1968 Rate 196h-1968 Density 1968 (M) (persons/Km2) ist. Arrondissement 76,373 86,187 3.1 18,420 Isotry 17,515 21,515 5.3 13,330 Manarintsoa 14,955 17,468 4.o 22,028 Isoraka 12,579 15,489 5.3 20,461 Central 12,374 12,673 0.6 19.437 Faravohitra 11,561 12,055 1.0 21,998 Ambatovinaky 7,389 6,987 - 1.h 22,181 2nd. Arrondissement 29,210 34,820 h.5 3,0h0 Haut Ville 6,242 8,390 7.7 10,072 Mahazoariva 22,968 26,430 2.7 2,h88 3rd. Arrondissement 67,390 77,4o1 3.5 17,472 Ankadi£otsy 25,953 27,677 1.6 27,956 Andravoahangy 18,h17 22.,514 5.1 h3,5h7 Ampandrana 23,020 27.210 4.3 9,309 4th. Arrondissement 46,608 59,283 6.2 9,711 Anosipatrana 30,829 32,547 1.h 12,240 Mahamasina 15,779 26,736 14.1 7,51-0 5th. Arrondissement 57,816 75,164 6.8 4,873 Ambatomainty 57,816 75,164 6.8 4,873 Ambeimarna 2,61528.,985 7.9 67 TOTAL 298,812 361,80 h.9 7,804 1/ Land area excludes rice land 2/ Since 1969 Ambohimarina has been an independant urban commune. Source: Test de Schema de Structure pour la Ville de Tananarive. Donndes Concernant les Populations et les Emplois. B.C.E.0.M., SCET-Cooperation, Tananarive, Sept. 1969. 二 Table VIII: POPULATION, DENSITY AND INCME DATA FOR SELECTED CITIES Urbanize-U-- Population 1hcome JAmd kma Population Area Density per Capita Devoted to Year (millions) (ha) (persons/ha) (US$) Transport l/ Tananarive 1968 0.4 41636:! 78.o 1A5?/ 4.2y Casablanca 1970 1.4 11., 330 123.6 817 15.9y Dakar 1970 M 31200 187.5 580 7.04-/ Dar Es Salaam 1966 0.3 5.,205 57.6 7121/ 5.1 4/ ,Kinshasa 1970 1.3 20,16o 64.5 66o 5.3= Lagos 1965 0.7 6,995 100.1 5501 10.0 Nairobi 1965 o.4 4.,000 101.5 494 / N.A. I/ Land area excluding rice land. Teat de Schema de Structure p2ur la Ville de Tananarive,. SCM-Cooperation,, B.C.E.O.M.,, Tanana#vej 1969. 2/ Household Income, 1969. INSRE Household Sample Survey 1969 for Tananarive-Ville. Preliminary Results. 3/ Estimated from road length and width information. Gerald Donque., Les Grandes Villes d#A,fi-iqqq et de Madagas ar:Tananarive. Secretariat General du Gmvernment. pireetArm de a ocumentation, 1966. ,4/ Estimated from road length and width infomation. ' / 1970. Source: Inci Ak Ozustaj Urban Transj2ort-and the Automobile,2 IBRD3 1972. Table IX: MOTORIZATION RATES IN SELECTED URBAN AREAS (Number of Vehicles per 1,000 persons) Registered Motor Two- heeed Uomercia City Date Vehicles Cars BUas Vehicles Vehicles 1/ 2/ 27. 31 Tananarive 1970 92.0 54.6 3.1- .27 Ca.sablanca 1970 186.8 74.9 0.4 84.9 26.1 Dakar 1971 N.A. 32.2 1.1 N.A. N.A. Dar Es Salaam 1967 57.0 33.4 N.A. 6.3 17.3 Kinshasa 1970 42.0 N.A. N.A. N.A. N.A. Lagos 1969 39.9 23.5 1.0 7.1 8.3 Nairobi 1965 10.4 54.9 1.5 7.4 40.6 1/ Includes autocars. 2/ Motorcycles only. 3/ Includes trucksand vans. Source: Inci Ak Ozusta, Urban Transport and the Automobile. IBRD, July 1972. Situation du Parc Automobile au ler. Jan. 1970. INSRE. Table X: MOTORIZATION RATES IN SELECTED URBAN AREAS (Number of Persons per Vehicle) Two- Registered Motor Wheeled Commercial City Date Vehicles Cars Buses Vehicles Vehicles Tananarive 1970 10.9 18.3 326.31/ 216.327 Casablanca 1970 5.4 13.3 2,314.2 11.8 38.3 Dakar 1971 N.A. 31.1 948.3 N.A. N.A. Dar Es Salaam 1967 17.6 29.9 N.A. 159.4 57.9 Kinshasa 1970 23.8 N.A. N.A. N.A. N.A. Lagos 1969 25.1 42.5 1,868.8 140.1 214.8 Nairobi 1965 9.6 18.2 664.3 135.6 24.6 1/ Includes autocars. 2/ Motorcycles only. 3/ Includes truck. Source: Inci Ak Ozusta, Urban Transport and the Axtomobile. IBRD, July 1972. Situation du Parc Automobile au ler. Jan. 1970. INSRE. Table XI: POPUtATION DENSITY OF GREATER TANANARIVE, BY CANTON, 1968 Persons per Persos PE km2 km, Tananarive (Prefectureg 7,804 Ambohidratrimo (Sub-prefecture) 1st arrondissement 18,420 Ambohidratrimo 174 2nd 3,040 Ambohitrimanjaka 600 Ird 17,472 Anpangabe 1o6 ht.h 9,711 Antehiroka 390 5th 4,873 Imerimandroso 103 Ambohimarina 6,790 Mahitsy 74 Tananarive Banlieue Arivonimamo (Sub-prefecture) (Sub-prefecture) Alasora 341 Ambatomirahavavy 71 Arnbal.avao 59 Ambohimandry 45 Ambohidrabiby 89 Antambolo 57 Ambohijanaka 107 Imerintsaitosika 71 Amhbohijoky 81 Moravano 59 Afmbohimalaza 153 tibohimanga 113 Ambolmangakely 195 Adlrohibe 179 Arkdinandriana 45 Anhadi voribo 2b1 Walj irivo-Tanjombato 381 Fenoarivo 638 Fieferana 75 I1aTY 262 Itaosy 972 Masindray 88 3abotsy 262 Tanjorbato 614 Tsiafahy 51 Source: Population de Madagascar au 1.1.1968. 0.R.S.T.0.M., Section de Geographie, June 1968. 1/ Test de Schema de Structure pour la Ville de Tananarive, Donnees Concernant les Populations et leas Eplois. B.C.E.0.M., SCET-Cooperation, Tananarive, Sept. 1969. Table XII: COST OF URBAN LAND, 1972 Cost of Land (F1 per m ) Area of City At Urban At Urban City 2) Centre Periphery 1/ Tananarive./ 72 3,000 20,000 250 3/ 1,200 3/ 750 E/ 3,500 17/ Ambatolampy 16 600 1,000 50 100 Antsirabe 45 600 2,000 25 500 Arivonimamo 300 1,000 50 200 Tsiroanomandidy 100 1,000 50 150 Fianarantsoa 7 600 2,000 25 500 Ambositra 400 1,200 50 200 Mananjary 300 1,000 50 200 Tamatave 28 500 1,500 100 400 Ambatondrazaka 300 1,000 50 200 Manakambahiny 100 200 10 50 Majunga 53 500 2,000 100 400 Tulear 400 1,000 50 300 Morondava 26 . 200 h0o 20 • 00 Diego-Suarez 70 700 5,000 50 600 Fort-Dauphin 200 1,000 50 100 Marovoay 28 400 1,000 50 300 1/ In some cases this refers to agricultural land. 2/ Includes Ambohimanarina. -3/ Flood plain or riceland. Upland. Source: S.I.E.Mad. 1972 Table XIII: LAND PRICE AND POPULATION RATIOS -- Land Price Population Ratio 2/ Ratio 3/ Cities 50,000-100,000 Tamatave 11.5 6.5 Majunga 9.2 6.7 Fianarantsoa 8.8 6.9 Cities 20,000-0,000 Diego Suarez 4.0 9.0 Tulear 16.4 10.3 An bsirabe 8.8 11.6 Marovoay 16.4 18.8 Cities under 20,000 Morondava 38.3 20.0 Ambatondrazaka 17.7 21.1 Ambositra 14.4 22.7 Mananjary 17.7 26.7 Fort Dauphin 19.2 27.6 Ambatolampy 14.4 33.1 Tsiroanomandidy 20.9 33.3 Manakambahiny 38.6 35.8 Arivonimamo 17.7 4h.9 Source: S.E.I.Mad. 1972. 1/ Tananarive divided by other cities. 2/ 1972. Land price per m2 in Tananarive divided by land price per m2 i other cities. 3/ 1971. Population in Tananarive divided by population in other cities. Table XIV: DISTRIBUTION OF MONTHLY EXPENSES BY AVERAGE MALAGASY HOUSEHOLD IN TANANARIVE, 1969 Total Food, drink 7,539 33.3 Clothing 951 4.2 Shelter: 6,294 33.2 Rent 4,415 19.5 Electricity, water 453 2.0 Gas 45 0.2 Household fuel 453 2.0 Household repairs 792 3.5 Household construction 498 2.2 Health 498 2.2 -Public Transport: 792 3.5 Bus, taxi 566 2.5 Train, bush-taxi 226 1.0 Private Transport 679 3.0 Services 498 2.2 Education 1,245 5.5 Recreation 317 1.4 Taxes 815 3.6 Gifts 1,177 5.2 Other 2.6 Total Expenses 22,639 100.0 Source: INSRE Household Sample Survey 1969 for Tananarive-Ville, Preliminary Results. Table IV: DISTRIBUTION OF MONTHLY EIENDITURES (MONETRY & NON-MONETARff) IN TANANARIVE, BY SOCIO-ECONOMIC ATEMRY, 1969 (Percent) Socio- 42 9. +d . Economic o 0H 0 SH 2äix 0= rCI) mi1L :2. E-< F- 0aP 2pI0E Category Professional, 81 ,000 22.4 3.0 2.9 25.5 9.4 2.2 10.4 5.3 3.1 2.6 4.8 4.8 2.3 100.0 Administrative, Executive & Managerial 1/ Technicians, 64,000 24.2 5.3 2.8 21.2 6.6 3.2 8.1 3.0 4.7 2.6 10.2 5.0 3.1 100.0 Supervisors Clerical 32,000 35.3 4.9 2.6 25.7 5.9 4.5 1.6 1.9 6.6 o.8 1.9 5.0 3.3 100.0 Skilled & 22,0o 36.3 5.9 2.0 22.0 2.4 4.1 0.4 2.7 7.4 1.7 3.0 9.0 3.0 100.0 Semi-Skilled Unskilled 13,000 42.9 2.9 2.5 27.7 1.4 5.0 - 0.3 5.6 0.4 2.8 5.7 2.8 100.0 Trade & 22,000 35.0 5.4 2a7 35.5 2.2 3.4 1.4 1.9 4.7 o.4 3.2 2.1 2.0 100.0 Transport oraftsmen 17,000 33.2 2.7 0.6 30.2 16.1 1.5 3.1 0.6 4.4 2.7 2.0 2.1 0.8 100.0 Agricultural 13,000 38.4 6.5 1.5 36.0 1.8 3.2 - 1.1 4.0 0.1 0.2 4.9 2.3 100.0 Retired 29,000 29.2 2.5 1.5 43.4 5.2 2.8 0.9 2.1 6.1 0.9 1.4 2.3 1.7 100.0 Housewives 14,000 34.9 1.5 2.3 43.6 0.7 3.1 - 0.3 5.7 0.1 1.5 5.3 1.0 100.0 Others2/ 10,000 44.o 0.4 0.1 37.6 0.8 1.4 0.3 0.2 8.6 o.8 - 2.6 3.2 100.0 Average 23,000 33.3 4.2 2.2 27.8 5.4 3.5 3.0 2.2 5.5 1.4 3.6 5.2 2.6 100.0 1/ Includes professionals independently employed. 2/ Includes retired workers and housewineo. Source: INSRE Household Sample Survey 1969 for Tananarive-Ville, preliminary results. Table XVI: SoURCES OF AVERAGE HOuSEHOLD INCOME ( MONEARY & NON-MONErARY) IN TAWANARIVE, By SOCIO-ECoNOMIC CATEGORY, 1969 Origin of Income - Percentage Distribution Sample Wages Self H'arafts Socio- Distrib'n. Mean & Eqplm. Trade Sale Economic of h'holds Income Sala- Pen- trans- Family of Agr. Other Category ) (MG) ries sions Rents port Help Prods. Sources Total Professional, 2.5 102,000 76.1 2.5 9.8 - 0.7 - 100.0 Administrative, Executive & Managerial 1/ Technicians, 4.7 68,0oo 93.2 - 5.3 - 1.1 - 0.4 100.0 Supervisors Clerical 14.0 32,000 84.8 - 7.5 - 3.8 - 3.9 100.0 Skilled & 15.2 22,000 80.4 - 9.2 - 4.5 - 5.9 100.0 Semi-skilled Unskilled 22.7 12,000 76.3 - 10.8 - 6.7 - 6.2 100.0 Trade & 6.2 36,000 3.0 - 15.5 73.1 3.2 - 5.2 100.0 Transport Craftsmen 10.0 13,000 0.2 - 21.8 69.0 2.3 - 6.7 100.0 Agricultural 6.9 13,000 2.2 - 43.3 - 5.1 43.7 5.7 100.0 Retired - 34,000 0.8 51.3 41.1 - 4.5 1.7 0.6 100.0 Housewives - 15,000 - 25.0 32.8 - 39.1 - 3.1 100.0 Others 17.1 2/ 10,000 - 1.8 18.7 27.9 49.2 - 2.4 100.0 24,195 58.8 4.4 13.8 12.3 5.7 1.8 3.2 100.0 Source: INSRE Household Sample Survey 1969. 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F :� `��� Table XWII: VALUZ OF FIMAL SALES BY INDUSTRY AM PROVINGE., 1968 Percentage-Distribution, Madagascar Tanana- Flanarantsoa NaJunga & (1000 FMG) rive Tamatave & Tulear Suarez Food produets 12,226ý240 24.6 22.2 13.2 40.0 Beverages 1,078.,792 82.1 0.9 4.4 12.6 Tobacco products 1,250.,183 98.0 - 1.9 0.1 Textiles 4,392)425 57.2 22.9 19.9 Wearing apparel 2,3742711 100.0 - - - Wood & allied prods. 756ý910 64.4 16.2 15.3 4.1 Paper & allied prods. 854.,817 83.9 16.1 - - Printing 818ý331 97.8 - 2,4,2 L8ather & allied prods. 166,520 100.0 - Rubber 107M1 100.0 - - - ChemicIals & allied prodG 2,389,423 42.8 15.9 24.6 16.6 Bullding materials 806ý737 13.4 1 i.6 o.6 84.4 Metal products jý441ý669 45.8 51.1 1.8 1.4 Machinery 301ý788 80.9 3.2 12.0 3.9 Transport 1,651,,58o - - - Other mfg. Industries 18M35 100.0 T9( I-NS-RE-. . . . . . . . . . . . . . . . . . . . . . . . . . . .. ... 2,53 21ý617 Conuerclal,Consunptiori:' -161.- 1,778 12 1934-'- - -2,359 261 CoTmsrcea - 0 t ig .hS--3)8' 5 1965 1996 1.98 969173 Induatry J/ *Industrial consumption 2/228 1,398 519 69 ,87 2,133 Domes tic Service 272 78W 803-- 865 908 936 Public Lighting 1,383 - 1226 1,h93 1,599 1,728 1,827 -ater Suppl 586 617 676" 7 38 . 76777 TOTAL 4 351 1, 606 4,906 5. ,55 5,703 6,124 1/ Force Hotrice BT 2/ Force Motrice HT Source: Bulletin Mensuel de Statitique. ISRE. - - Table XXI: ROAD NEfWRKS FOR SELEoTED COUNTRIES Ivory Madagascar Ghana Coast Guinea Kenya Cameroon Population, 1970 (1ooo) 7,065 8,808 4,288 4,041 10,861 - GNP per cap. (f.c.) 1969 US$ 110 190 280 90 1/ 130 5 Area (000 sq. I-mn.)7 239 322 246 583 h75 Road Network Paved Roads (km) Total 3,3h2 3,862 1,353 361 1,336 1,hoo Per Caita .0005 .ooo .0003 .0001 .0001 .0002 Per km xo57 .0162 .ooh2 .0015 .0023 .003 Gravel Roads (km) Total i490- 6,114 13,000 11,990i( 9,165 - Per Ca ita .0001 .0007 .003 .2967 .0009 - Per .O8 .0256 .oh .0487 .o157 - Unsurfaced Roads (km) 4/ Total 28,056~ 22,204 20,000 - 15,51o Per Capita.OO .0025 .007 - . - Per km .078 .0929 .0621 - .0266 - Total Network (km) 31,888 32,180-5/ 34,353 12,351É 26,011<' . Total Network per capita 45 .0037 .008 .0031 .0024 - Total Network per k.2 0543 .13h7 .1067 .0502 .OU,6 Sources: S.E.T.E.C., 1972 Republique de Guinee, Study of Highway Organization, Ingeroute, 1968. 1/ 1968. 4/ Includes gravel secondary and other roads. 2/ National roade only. / 1969. }/ Includes all unpaved roade. 6/ 1967. 7/ 1966. Table XIII: DISTANCES FRON TANAN&RIME (a ) ROAD DISTANCE - RAIL DfSTANCE CROW -FLY -2 TIME DISTANCE' _ DISTANCE TO (Km.) (Km.)r. Tamatave 369 372 215 8.8 Majunga 578 - 369 7.7 Anteirabe 169 159 128 2.6 Fianarantsoa 408 - 296 7.3 Tulear 948 - 641 20.8 Fort-Dauphin 1,177 - 694 25.9 Diego-Suarez 1,167 2/ - 743 -- (b) RATIO RATIO RATIO ROAD DISTANCE TO TIME DISTANCE TO TIME DISTANCE TO TO CROW-FLY DISTANCE ROAD DISTANCE GROWFLY DTSTANCE Antsirabe 1.32 0.o154 0.0203 Fianarantsoa 1.38 0.0179 0.0247 Tulear 1.48 0.0219 0.0324 Majunga 1.57 0.0133 0.0209 Diego-Suarez 1.63 . Fort Dauphin 1.70 0.022 0.0373 Tamatave 1.72 0.0239 0.0409 1/ Distances calculated from Carte Routin Figures provided by S.E.T.E.C. estimate Tananarive to: (Km.) Tamatave 370 Majunga 580 Antairabe 169 Fianarantsoa 405 Tulear 965 2/ Estimate based on distance Tananarive-Tamatave by road and Tamatave-Diego-Suarez by sea. 1/ Distances obtained £rom data supplied by Air Madagascar. Data provided by S.E.T.E.C. estimate following crow-fly distances from Tananarive to: (Km. ) Tamatave 225 Majunga 380 Anteirabe 115 Fianarantsoa 290 Tulear 700 h/ Estimates based on data provided by S.E.T.E.C. Sources: Carte Routiere. I.G.N. Centre a Madagascar 1971. S. E. T. E. C. 1972. Table XXIII: QUALITY OF MAJOR ROADS DBsTANCE SPEM QUALITY ROAD (Km.) (Km/h) SUREACE CONDITION Tananarive-Tamatave: 370 Tananarive-Mbramanga 115 55 bitumen average Moramanga-Vatomandry Road 120 30 non-bitumen bad Vatomandry Road- Asphalt Road 85 45 non-bitumen bad Asn.halt Road-Tamatave 50 60 bitumen average Tananarive-Majunga 580 75 bitumen very good Tananarive-Antsirabe: 169 Tananarive Axbatolampy 68 55 bitumen average Ambatolempy-Antsirabe 101 75 bitumen very good Antairabe-Fianarantsoa 236 50 bitumen average F;anrantsoa-Tulear: 560 Fianarantsoa-Ankaramena 100 50 bitumen average Ankaramena-Sakaraha 325 35 non-bitumen bad Sakaraha-Tulear 135 60 bitumen average Fianaranteoa-Fort Dauphin: Fianarantsoa-Ankaramena 100 50 bituman average Ankaramena-Amboasary 537 35 non-bitumen ba Amboasary-Fort Dauphin 75 602/ bitumen average / stimates only. Source: S.E.T.E.C. 1972 Table XXIV: VOLUME OF TRAFFIC, 1968-70 (Vehicles per day) 1968 1969 1970 Tananarive-Tamatave: Tananarive-Moramanga 100-200 200-500 200-500 Moramanga-Brickaville 75-100 75-100 75-100 Brickaville-Tamatave 25-50 75-100 50-75 Mbramanga-Ambatondrazaka 200-500 200-500 200-500 Tananarive-Majunga: Tananarive-Ankazobe 200-500 200-500 200-500 Ankazobe-Tsaramandrosa 100-200 100-200 100-200 Tearamandrosa-Majunga 200-500 200-500 200-00 Tananarive-Antairabe: 500-1000 Tananarive-Ambatolampy - over 1000 over 1000 Ambatolampy-Antairabe - 500-100C oo-100o Antsirabe-Fianarantsoa 200-500 Antairabe-Ambositra - 500-1000 500-1000 Ambositra-Fianarantsoa - 200-500 200-500 Fianarantsoa-Tulear Fianarantsoa-Ambalavao 200-500 200-00 200-500 Ambalavao-Ihoey 100-200 100-200 100-200 Ihosy-Ranohira 50-75 10-20o 5o-75 Ranohira-Sakaraha 75-100 75-100 7-100 Sakaraha-Andranavory 100-200 100-200 100-200 Andranavory-Tulear 200-500 200-500 100-200 Fianarantsoa-Fort Dauphin Fianarantsoa-Ihosy (see above) Ihosy-Betroka 25-50 25-50 25-50 Betroka-Beraketa 50-75 50-70 Beraketa-Ambovombe 25-50 25-50 25-50 Ambovombe-Amboasary 100-200 100-200 100-200 Amboasary-,Fort Dauphin 200-500 200-500 200-500 Source: S.E.E.F., Ministere des Travaux Publics Tabl IWV: NUMBER OF MIOR VEHICLES BY TYPE AND BY PEOVINCE, 1961 (January 1, 1961) TOTAL % MOTORCYCLES PRIVATE AUTOCARS C~MMERCIAL TRUCKS SPECIAL SPECIALIZED TRACTORS TRAILERS C4RS BUBES VEHICLES VASS TRALSPORT VERICLES PROVINCE VERICS. e. fire-engines Tananarive 27.643 49.0 1.983 11.596 334 1,023 7,152 94 115 311 35 Fianarantpoa 5.302 11.4 279 1,839 106 168 2,797 7 70 55 31 Tamatave 5.467 11.8 572 2.040 146 146 2.324 18 14 164 158 Majunga 3.738 8.1 340 1,456 82 82 1,637 20 16 146 75 Tulear 4.543 9.8 791 1,554 147 147 2,317 17 17 119 21 Diego-Suarez 4,595 9.9 584 1,595 111 111 2.060 14 14 172 33 TOTAL 46,228 100.0 4.049 20,080 1.677 1.677 18.287 170 196 967 303 Tananarive City 17,077 36.9 1,462 9,509 257 7 l 4,566 90 111 265 26 Tananarive City as % total 36.9 36.1 47.4 15.3 47.4 25.0 52.9 56.6 27.4 8.6 Source: Situation du Par Automobile au ler Jan 1961. INSE. Table VI: sam ew MDTM VWIC=Æ BY TTPE hD BY mvI=CE, 1970 (Jamnary 1, 1970) M0TORCYCES PRIVATE AUTOCARS C~eECIAL TUCS SPECIAL SPECIALIZED TOTAL cAs BUSES VEMCLES VAS TRAESPORT VEICLES PggJVCe VEHICLES e.R.fire-engines TRACTORS TRAILERS Tananarive 45,658 52.8 2,196 25,933 1,915 1,608 12,610 228 269 720 179 Fianarantsoa 8,968 10.4 324 3,942 398 250 3,808 30 22 131 63 Ta~atave 8,934 10.3 691 3,719 142 227 3,473 24 25 913 220 Majunga 6,332 7.3 378 2,577 63 138 2,601 29 28 445 73 Tulear 7,669 8.9 331 2,965 211 237 3,539 20 20 277 69 Diego-Suarez 8.879 10,3 697 3.960 137 224 3.189 23 20 497 132 TOTAL 86,440 100.0 4,617 43,096 2,866 2,684 29,2.20 354 384 2,483 736 Tananarive City 34,403 39.8 1,531 20,413 1,146 1,219 8,897 220 265 574 138 Tananarive City as % total 39.8 33.2 47.4 40.0 45.4 30.4 62.1 69.0 2.3.1 18.8 Source: Situation du Pare Automobile au 1 Jan. 1970, INSRE Table IXVII: AIR-SCHEDULES - WEEKLY AMRVALS AND DEPARTURES (ALL BASED ON TANANARIVE) city m e r Tamatave 22 Majunga 22 Diego-Suarez 16 Tulear 9 Fort Dauphin 8 Source: Air Madagascar Timetable, November-December 1972. r...... Table XXVIII: VOLUME OF TRAFFIC IN PRIMARY AND SECONDARY PORTS IN MADAGASCAR, 1970 (metric tons) 1/ Ports International Costal- Total Shipping Unloaded Loaded Unloaded Loaded Unloaded Loaded Tamatave 925,389 500,126 26,386 147,272 951,775 647,398 Majunga 83,937 60,976 91,027 69,9587 174,964 130,563 Diego-Suarez 32,500 16,488 37,833 32,683 70,333 49,171 Tulear 21,679 18,000 30,840 8,478 52,519 26,478 Nossi-be 12,421 15,613 23,584 27,132 36,005 42,745 Port St. Louis 3,299 52,589 107 5,321 3,406 57,910 Manakara 673 15,376 31,080 6,260 31,753 21,636 Fort-Dauphin 3,587 29,562 15,567 901 19,154 30,463 Mananjary 626 2,630 10,044 3,609 10,670 6,239 Morombe 232 3,707 15,909 6,708 16,141 10,415 Morondava 1,014 300 14,24o 5,662 15,254 5,962 Sambava - 77 10,095 4,320 10,095 4,397 Atalaha - - 10,875 3,526 10,875 3,526 Vohemar - 1,069 6,513 1,769 6,513 2,838 Maroantsetra - 530 3,914 3,372 3,914 3,902 Analalava -1,82 2,26 1,285 2,246 3,137 Total 1,085,367 718,895 330,260 327,885 1,41,617 1,046,780 1/ Includes some trade with Mauritius, Reunion, and the CoMorea Table XXIX: VOLUME OF TRAFFIC IN PRIMARY AND SECONDARY PORTS IN MADIGASCAR, 1971 (metrie tons) Ports International Coastal 2. Unloaded Loaded Unloaded Loaded Unloaded Loadod Tanatave 882,625 343,837 27,020 146,285 909,645 490.122 Majunga 122.963 49,405 98,064 70,914 221,027 120,319 Diego-Suarez 46,224 18,703 29,158 32,t046 75,362 51,149 Tulear 33,720 24,602 36,908 15,864 70,628 40,466 Port St. Louis 6,453 59,733 1,072 8,123 7,525 679856 Nossi-be 20,053 12,079 20,891 22,654 40,94 34v733 Manakara 9,617 12,651 37,674 6,732 47,491 19,383 Fort-Dauphin 6,565 28,511 16,501 919 23,o66 29,430 Mananjary 4,615 515 9,778 2,579 14,393 3,094 Morombe 931 8,920 14,401 3,454 15,332 12,374 Morondava 158 1,161 12,915 5,137 13,073 6,298 Sambava - - 14,699 5,475 14,699 5,475 Antalaha - 243 10,754 4,685 10,754 4,928 Vohemar - 2,554 6,4o6 2,884 6,406 5,438 Maroantsetra 156 384 5,371 3,791 5,527 4,175 Analalava - 436 902 494 902 930 Total 1,134,280 563,734 342,514 332,436 1,476,794 8963170 1/ Includes same trade with Mauritius, Reunion and the Comores Table JMX: NUMBER OF RETAILING ESTART.SBMENTS BY VATME OF GOODS PURCASED AND BY PROVINCE, 1968 Province Value of Goods Purchased Tanararive Fiana- Diego- ('000 ) city Tananarive rantsoa Tamatave a Tulear Suarez Total Less than 20 609 1,544 346 4h9 231 190 288 3,0h8 20 - 50 258 77h 251 259 137 126 161 1,708 5o - 15o 431 1,193 365 h86 2h8 191 254 2,737 150 - 300 374 917 295 35h 181. 15 174 2,86 300 - 6oo 433 990 310 323 230 169 181 2,203 600 - 1,250 502 96h 359 358 265 199 225 2,370 1,250 - 2,500 h3h 735 332 343 246 215 23h 2,105 2,500 - 5,000 279 429 214 307 202 193 204 1,5h9 5,000 - 10,000 185 249 1o6 161 117 120 117 870 10,000 - 20,000 109 230 1/ 83 1/ 91 1/ 53 1/ 6h 1/ 7t5 1/ 596 1/ Over 20,000 73 Total 3,687 8,025 2,661 3,131 1,910 1,612 1,913 19,252 Source: Les Commercants Detaillant, 1968, INSRE 1/ Over 10,000. Table XJLI: DISTIBUTIoN OF RETAILING ESTABLISMENTS, BY VALUE OF GOODS PURCHASED AND BY PROVINCE, 1966 Province Tananarive Fiana- Diego- city Tananarive rantsoa Tamatave 7 Majunga Tulear Suarez Total No. 5W No. N No. _ No. N No.No Maagasy 3,162 85.8 7,370 91.8 2,2h7 84.h 2,234 71.3 866 45.3 872 5h.1 82h 43.1 1h,h13 74.9 French 101 2.7 133 1.7 ho 1.5 51 1.6 h7 2.5 37 2.3 7 3.8 382 2.0 Ohinese 174 4.7 215 2.7 237 8.9 60 19.3 11 o.6 33 2.1 306 16.0 1,h06 7.3 Indians & 227 6.2 273 3.h 126 4.8 199 6.h 826 43.2 655 ho.6 495 25.9 2,5hh 13.4 Pakistanis Comoreans & - - - - - - - - 144- 7.6 - - 210 11.0 35h 1.8 Somalis Other 23 .6 34 0.h 11 0.h 43 1.h 16 0.8 15 0.9 4 0.2 123 o.6 Total 3,687 100.0 8,25 100.0 2,661 100.0 3,131 100.0 1,910 100.0 1,612 100.0 1,913 100.0 19,252 100.0 Sourcez Les Commercants Detaillants, 1968, INSRE. TaZle XXI: PERENT OF MALAGASY OWED RETAIL ESTABLISHMTS IN EAH PROVINCE, BY VALUE OF GOODS PURCASED, 1968 Province Tananarive Tanana- Fiana- Diego- Value of Goods Purehased city rive rantsoa Tamatave Majunga Tulear Suarez Total (000 FM) Less than 20 90.7 94.9 95.1 86.6 60.2 79.0 62.5 87.0 20 - 50 89.9 96.4 92.8 88.h 57.7 74.6 65.8 87.1 50 - 150 92.8 96.8 92.2 91.1 56.4 80.1 62.6 87.2 150 - 300 9h.h 96.9 94.6 89.8 63.5 72.4 52.9 87.0 300 - 600 94.7 96.6 90.1 78.6 62.2 68.0 h7.5 83.2 600 - 1,250 93.2 95.1 93.1 72.1 46.0 59.3 41.3 77.- 1,250 - 2,500, 85.9 89.8 79.9 52.5 35.0 35.3 23.5 62.8 2,500 - 5,000 65.6 76.9 64.5 39.4 19.3 19.2 18.6 hh.7 5,000 - 10,000 56.7 61.4 32.1 18.0 1.7 15.8 10.3 28.7 10,000 - 20,000 54.2 47.0 1/ 22.9 1/ 14.3 1/ 1.9 1/ 7.8 1/ 4.0 1/ 25.0 1/ Over 20,000 37.0 - - - - - Total 85.8 91.8 8h.h 71.3 45.3 Sh.1 43.1 74.9 Total No. Establishments 3,687 8,025 2,661 3,131 1,910 1,612 1,913 19,252 Source: Les CommercantsDetaillants, 1968, INSRE. / Over 10,000 Table MIV: DISTRIBUTION OF WIOLESALES, BY VALUS OF GROSS SALES AND BY NATIONA.LTT OF R, 1968 Gross Sales (million iMG) Less -6U00- Over thanL o 10 30 30- 70 70- 150 150 - 300 300 -_6OO j,OO 1,000 Total Nationality of Owner No. % No. % No. % No. % No. % No. % No. No. % NO. % Malagasy 27 23.7 5 10.0 3 h.o 2 2.5 1 1.9 1 3.2 - - - 39 9å French 30 26.3 9 18.0 17 23.0 26 32.9 38 73.1 26 83.9 10 83.3 3 100.0 159 3E, Indians & 22 19.3 22 4h.0 35 47.3 36 45.6 9 17.3 2 6.5 - - - - 126 30i Pakistanis Chinese 23 20.2 14 28.0 18 24.3 11 13.9 3 5.8 1 3.2 - - - - 70 16 Others 12 10.5 - - 1 1.h h 5.1 1 1.9 1 3,2 2 16.7 - - 21 5 Total 11h 100.0 50 100.0 74 100.0 79 100.0 52 100.0 31 100.0 12 100.0 3 100.0 h15 o00 Source: Les 415 Premiers Etablissements Commerciaux de Madagasc-tr (Vente en Gros et Importations) Annees 196ö-1969, INSRE, Table 2]DXV: DISTRIBUTION OF WHOLESALING ESTBLIS~MENTS BU VALUE OF GROSS SALES AND BY PROTINE, 1968 Gross Sales (million FMG) Less 10 30 70 150 300 600 Over than to to to to to to Provinces 10 30 70 150 300 600 1000 1000 Tota Tananarive 66 15 27 33 19 16 11 3 190 Fianarantsoa 8 10 9 9 10 3 - - 49 Tamfatave 11 7 9 7 6 5 1 - 46 Majunga 8 8 17 19 2 3 - - 57 Tulear 9 6 8 7 7 - - - 37 Uego-Suarez 12 4 4 4 8 4 - 36 TOTAL 114 50 74 79 52 31 12 3 h15 Source: Les h15 Fremiers Establissements Comerciaux de Madagascar (Vente en Gros et Importations) Années 1968-1969, INSRE Table XXIX. R9IONAL TAAD l MDAGASAR, y KROVICE, 1962 (toe) (A) (b) T A 41 I %V- TAHATAVE Inra-Regio, al Inler-iegional1 foreign ¯¯ It.a-Regi)A T nter-Reg:i.onal o n2 TrdeTronTrad4T9. TrTrad Tpd Product Volum Pr ty2 lu e Product VolMM product volaff Produt Vblum Product Volm=;: _ XrCTS Aic n.«. AgriQuIturl 15,000 Total 15,000 ERPOTS Rice n.&. Fruit 15,000 Coffoo 17,000 Cattle n.a. Good Papper n. . wood n.e. Rico 11,000 ?ruit n,.. Hanufacture 20,000 Cattle n.. Coffok n.a. Sur 1,500 vgetablog m, Sugar n.a. Pcanuta 1,COO rish n.d, Rice U,.. Tapioca 5,000 Pieb n.a. Clovo 1,700 IMSOWt Agric tural Total 100,000 Lother 1.ft0 0ood4110 40,000 Mat 2,50 VMnfacturon 15,000 Rafa 1,700 Peppar 20 VCnilla 30 Other 11,050 ninrala -31,42L TOTAL 70,300 IMPORTS Good lh Traonit for Tan~narive n.a. (e)(d) ViA it A N T 1 0A m A ,~i a Zntre-eg1 i9 P n r g P oreign Lotra-Regi0)l n otrer oea Porin Trade Trp4e T . i f TrMLTrrde Produc t Vola Product Volu P Un V01,nm PROu UM . .Uct n Ie EXPORTS Rico n.. Pruite and n.a. Coffe 18,000 Agriçultural 25,600 Rico n.. Coffe 2,100 Hnioc n.a. Vegotables 9io0 3,200 =EPORTS Good Ol n.a, Ric 8,700 yruit n.6. rnute n,. Pe~nta 100 Hafoature 22,500 Salt n.a. Sugar 41.000 Pöogson o.a. Cattle n1,. Leathr 270 augar n.a. Paute 3,400 Boai D.D. Hut 230 CaNt 10,000 Leather 1,000 "ivg .a. Papper 30 9ju e R71X 4,650 Pppr 760 Ymnoc 2,200 1MPOT8 Cattle 30,000A, TOTAL 23,000 DLI M.. >knutacturs n.. DIORT Kafia n.e. TOTAL 03,100 Cpra n.. Coconut n.,. Rico D,.a. Coffee U.a. Caabwa n.a. (e)< Intrs-ROWgi alr.aog u 2i-or- gn Trad* ra Trnåg . - TAd.# Tr.eft . _ Trae Prdut a Podnt oum PodcZIlu r XORT ESIdWt.._.lh ....rdp._Yit rde- Y D!U~o LUAlZ PoeiAl UPORTS Cttlq .e. Cattle n.M. Coffe 3,200 Cttle 0.a. Cattle 3,500 Rice 160 atom n,e. Sugar a.4. Xice 166 Pi h a. Jie n.. Coffe, 200 «niO h.e, salt N.a, P*anuto 1,200 #alt D.L, 011 000 Peout 1,200 011 0.6. xather 130 Manio M.,. lish M.a, Po du Cup 15,000 Hot 900 RIe MI.&. Salt n,s. HanIoc 4,300 aftig 120 Sweet Z.. Sugar n.a. BLCa 11,700 Bugar 30,000 Foteto UM .90Con .a. Cor U,a. Cntor Oil 500 A k71, 011 n.a. Tobacio 60 Cotton 2,000 cotto n,. PxnutS n.a. Minrala 1,700 DMOXT9 Rice 0.4. bautecturep Coffn 5.a, 42,100 Cattle n1.9. 1~79i Mic n.a. Manufacturae Corn n,c. 28,000 Hno n4.. Maanuta n.a. ood n.. at and n.,. Olle Cale 13.4. Intro-Regional five of 4d,, 8urae: CIRAM, Analye de la Itructure de Prix et dee Circuito 0carXcioU / Includes goode in teantit Jr" Tånaftrive, Interne, Taennrive, Deoeoa 1972. Inmlude rio., cattl, trukt, vood, Head of Cattle Tble XMy i 10I0AL TRADE IN *ELE=TD 000DM, ET REGION, 1971 (tone.) TMÅTAVGA DJIM0-SUARE X03OM rRODOCY IKTt--I INTER-K010 - k IMTRA-RE12AL INTER-REGIONAL INTR-REt01X T& TRDTIADE TAD TRADE TRADE TRADE RCI exporta 52,944 4,185 39,105 27,665 13,230 1,030 - 4,715 1,400 I.porte 13,505 60 10,160 3,000 VIOETABLEB Export@ 32,000 - - - - - - Import- Exporta 15,000 - - 12,130 2,510 1,200 - 3,360 840 laportm 14,180 - TOBAC00 exports 150 -- 260 - 1,080 - 150 Import* 1,550-- 00FFEE export# - 50 2,700 350 - - - leporta 0~9I1)D VATU AND OILS Export - 900 - - - - 500 - - Import- - 500 Oxpo- - 7,000 - - - - - 1mprs- MEAT Exporte 11,200 1,100 3,700 - 400 - Import$ 4,100 -- ~00 szport 91,600 - - 33,00 - . - - Import# 32,400 export - 10,770 1,230 - - 16,632 4,370 - Importa 31,170 - 10,950 10,950 8,080 PCTROLKUM nRODUCTO Exports - - 33,130 260,280 - - - - - - Importe 169,370 22,880 51,530 16,500 MMOMXBKD 70008 export - - - 2,860 - - 4,340 13,660 1,900 - Impor; 7,560 3,020 IVVLAC8 Exporte 31,399 28,020 4,670 15,380 - 5,300 9,530 5,490 - 3,790 Importa 19,200 6,990 12,220 7,220 8,710 MMU1ESSED VAT8 AND 01L Exporte 13,000 - 390 - - - 1,600 - 820 2,30 Import 1,660 720 OMAPS AND CIAMIN 011A bot- 4,520 2,40 - - -- 2,650 2,250 1,060 540 Mporta 2,250 820 540 570 EUporte 405 1,275 30 - 85 - 95 - 25 - Importe 330 255 225 TE!XTILEN Uxporro 4,420 1,980 - - • - 4,290 5,960 40 3,230 Import# e,160 620 1,570 90 730 LEATI,R MRODuc0To INCLUDINM OOX export# 610 1,020 - - - - - - Import 250 240 350 MAE LPODUCIS AmD PUBLICAT10N8 Export@ 2,790 3,610 410 2,430 - - Import& 1,300 850 1,170 2,000 880 Uports 2,800 900 - - Import• 900 Exporte 1,970 430 370 1,600 - - - - , ITaorta 600 120 300 760 250 0offrTRUCTION MATERIALU Ewporte 11,630 7,370 360 1,860 1,050 950 27,900 52,100 - Import 44,380 2,430 580 3,910 10,770 OMN-PROMEME TKDUSTRIAL-C=6D Exporte 7,900 - 2,190 6,530 - - - Imports 1,190 - - 1,290 3,500 850 Xxports 286,338 51,130 100,475 367,905 17,225 8,740 67,037 137,885 5,240 10,930 Taport. 352,575 15,330 66,255 72,980 54,790 / mxaluden mub-prafacturas of Ihosy, Ivohib, and Midony du $ud. j/ Inoludes sub-prefecture of Thosy, Ivobtbe, and Midony du Bud, / ntra-regio~l flov of goode / Inoludes production and proccsing of aia, starch and mugar cano, Mour~ , 8. KJ.,. ~ da Yattbißlta,Uuti«rm a,adaaar&.rmlir Ianantea a,M d~o.