Ministry of Fisheries and Agriculture

Seychelles Fishing Authority

Republic of Seychelles

PREPARATORY SURVEY REPORT

ON
THE PROJECT FOR
THE CONSTRUCTION OF
ARTISANAL FISHERIES FACILITIES
IN MAHE ISLAND, PHASE 2
IN
THE REPUBLIC OF SEYCHELLES

FEBRUARY 2016

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

OAFIC CO., LTD.
ECOH CORPORATION
RD
JR
16-002
 PREFACE

Japan International Cooperation Agency (JICA) decided to conduct the preparatory survey and
entrust the survey to OAFIC Co., LTD. & ECOH Corporation. The survey team held a series of
discussions with the officials concerned of the Government of Republic of Seychelles, and conducted
field investigations. As a result of further studies in Japan, the present report was finalized.
I hope that this report will contribute to the promotion of the project and to the enhancement of
friendly relations between our two countries.
Finally, I wish to express my sincere appreciation to the officials concerned of the Government
of the Republic of Seychelles for their close cooperation extended to the survey team.

February 2016

Mr. Makoto Kitanaka

Director General,
Rural Development Department
Japan International Cooperation Agency

i
 SUMMARY

1. Country Profile

The Republic of Seychelles (hereinafter “Seychelles”) has a population of about 91,000 (2014:
World Bank) and a total land area of 460 km2 spread around 115 islands. The country has a total
coastline of about 491 km. Its exclusive economic zone (EEZ) of about 1.37 million km2 includes the
Mahé Plateau and the Amirantes Plateau, which offer suitable fishing grounds for coastal fisheries.
Seychelles has a marine tropical climate, average temperatures are stable at 27°C throughout
the year, and average humidity is high at about 80%. The year is broadly divided into two seasons,
May to October being a dry season under the influence of the southeast monsoon and November to
April a rainy season under the influence of the northwest monsoon. Rainfall is plentiful; average
annual precipitation is more than 2,500mm, nearly three times the global average of 900mm and 1.5
times the Japanese average of 1,700mm. Cyclones have relatively little impact.
Seychelles enjoys a relatively high socio-economic status compared to other African nations;
in 2014, for example, the per capita GNI was US$13,990 (World Bank) and the country was ranked
71st out of 187 countries in the UNDP Human Development Index. On the other hand, the economy is
dependent on tourism and fisheries, and the status of Seychelles as an island nation makes it
susceptible to the impact of climate change and other fluctuation in the natural environment. This in
turn causes high levels of economic and environmental fragility. To combat these negative aspects, the
government of Seychelles is striving to promote fisheries, agriculture and small-scale industries.
The breakdown of GDP by industry comprises primary industries (3%), secondary industries
(27%) and tertiary industries (70%). The principal industries are tourism and fisheries, with primary
focus on tuna fishing. Tourism, in particular, employs around 30% of the working population and
generates around 70% of foreign currency income. However, because this dependence on tourism is
susceptible to the impact of international and other situations, the government is striving to promote
fisheries, agriculture and small-scale industries. Partly due to a slump in tourism following the 9/11
attacks on the USA in 2001, the real GDP growth rate stagnated at 6.0% in 2013 and 3.0% in 2014,
while in 2014 outstanding foreign debt reached 1,720 million US$. The value of exports in 2014 was
596 million US$, the principal exports being canned tuna (68%), frozen fish (13.2%) and cements
(5%). Imports totaled 1,024 million US$; the main imports were foods and livestock, fuel, and
transport machinery. The trade balance is massively in the red, and the Seychelles government aims to
improve self-sufficiency in daily commodities and food in order to reduce imports.

ii
2. Background of the Project

The principal industries of Seychelles are tourism and fisheries (coastal-offshore fisheries and
tuna processing). In particular, the fisheries industry accounts for 48% of the country’s exports and
10% of its labor force in regular employment, thus making a huge contribution to the national
economy.
In its “Seychelles Strategy 2017” national development plan (2007-2017), the Seychelles
government cites the target of doubling GDP and identifies the economy’s two mainstays of tourism
and fisheries as priority sectors for the future. The Strategy also sets the target of making Seychelles a
principal center for fishery processing in the Indian Ocean, particularly given that the headquarters of
the Indian Ocean Tuna Commission are located in the country. Meanwhile, the government’s
“Fisheries Policy” (2005) outlines its policy in the fisheries sector. Here, promoting the development
of sustainable fisheries through measures such as developing new fishing ports and improving the
infrastructure of existing fishing ports is cited as a matter of priority importance.
Currently, annual fishery catches in Seychelles amount to about 270,000 tons, of which catches
from artisanal or small-scale fisheries account for 4,135 tons. Catches by artisanal fisheries are mainly
landed at Port Victoria on Mahé Island, location of the capital Victoria, and these catches are
increasing year by year (2011: 1,087.3 tons, 2013: 1,260.8 tons; source: Seychelles Fishing Authority
Annual Report (2013)). This has led to congestion inside Port Victoria, lost catches due to a decline in
landing efficiency, and a decrease in the safety of moored vessels. It has also caused problems such as
declining freshness owing to catches exceeding the capacity of refrigeration facilities. However, there
is no room to expand Port Victoria, as the fishing port is sandwiched between the buildings of fishery
processing companies, while multipurpose fishery offices stand behind the port and Hodoul Island
faces the quay. As a result, there are calls for other fishing ports in the country to be developed or
expanded with some urgency.
The Providence district, the target area of this Project, is located some 5km south of Victoria.
In view of its location, it is being proactively developed as a new industrial district, and there are
progressive moves to build fishery processing facilities and lease land to investors who will use
fishery processing plants as investment targets in future. In 2008, a new fishing port together with
fishery-related facilities were developed in the Providence district under the Grant Aid Project for the
Construction of Fishery Facilities and Supply of Equipment (hereinafter “Phase 1”). The number of
fishing boats based at Providence Port (including those transferring from Port Victoria) increased from
23 in 2011 to 49 in 2014, and this number is expected to rise to 80 in 2018. However, the country’s
fisheries sector is segmented into subdivisions including corporate fisheries, artisanal fisheries and

iii
aquaculture, and investment in corporate fisheries (mainly tuna fishing, where foreign capital
investment is easier to obtain) has been earmarked as a priority target in annual fishery negotiations
with the EU. As a result, any further development of fishery facilities and others in Providence Port, a
port designed for artisanal fisheries, would be difficult owing to budgetary constraints. Moreover,
although a fishing port together with fishery-related facilities were developed in Phase 1, the number
of fishing boats using the port is expected to keep increasing in future. To cope with this, the facilities
required for fishery activity in the port (e.g. quays, aprons, landing sheds, water and power supply
equipment, ice making facilities) need to be expanded.
Given this situation, expanding and developing Providence Port and strengthening its functions
will be essential to secure smooth and efficient fish landings in the port, thus contributing to the
further promotion of fisheries in Seychelles.

3. Contents of the Project

In response to these requirements, the Government of Japan decided to conduct preparatory

surveys, and dispatched the following survey teams to the local area for this purpose.
• Preparatory survey 1: March 7 - April 5, 2015
• Preparatory survey 2: May 19 -July 17, 2015
• Outline explanation survey: November 25 - December 5, 2015
This Grant Aid project was designed on the basis of a request from the Seychelles government
and the results of local surveys and discussions. The ultimate purpose of the project was to help the
Seychelles government implement its Fisheries Development Plan, which highlights fisheries as an
important industry for developing the national economy and has the target of “promoting sustainable
and responsible development of fisheries”. Specific goals were to develop quays No.1 and No.2
(including aprons, 212m), develop access roads and U-turn paving (1,879m2), and install mooring
buoys as civil engineering facilities, and to provide Soft components contributing to an improvement
in facility maintenance technology. These targeted an ice making building (daily output 10 tons) and
fish landing sheds (20.4m×7m) as architectural facilities, as well as various infrastructure(street
lighting, water and power supply), access roads and ice making equipment. In this way, steps would be
taken to ease congestion inside Providence and Victoria fishing ports caused by a marked increase in
fishing boats and up scaling of ports, and to ensure a stable supply of ice. The Seychelles request also
included the components of “developing quay No. 3, quay No. 4, and breakwaters” and “reclaiming
the hinterland”, but it was decided that these would be outside the scope of the project as they were
judged premature in terms of cost effectiveness. The facilities subject to the aid are shown below.

iv
4. Project Duration, Estimated Project Costs

(1) Duration

If this Project is implemented with Grant Aid from Japan, a total of approximately 26 months
will be required for the entire process, consisting of approximately 8 months for implementation
design and 18 months for construction work.

(2) Estimated Project Costs

The project cost beard by Government of Seychells is estimated to 48 million yen. As support
for artisanal fishermen, partial subsidies have been secured for the operation of fishing port facilities.
Therefore, the balance of operation and maintenance costs obtained through the expansion of
Providence Fishing Port facilities after the implementation of this Project is estimated to be 2,465,000
Seychelles rupees (SCR) per annum. Implementing agency, Seychelles Fishing Authority (SFA),
commitment on future maintenance and facility upgrades has been obtained from the Ministry of
Finance, Trade and Blue Economy (MFTBE), and the soundness of funding for the operation and
maintenance of Providence Fishing Port will be secured.

5. Project Evaluation

(1) Relevance

This Project will contribute to meeting the upper level plan targets cited in the Seychelles
Fisheries Development Plan, namely “making sustainable use of resources”, “creating employment”,
“acquiring foreign currency” and “food safety”. Given the increase in vessels using Providence
Fishing Port, the goals of this Project were to improve the working environment for artisanal
fishermen who use Victoria and Providence as activity bases, increase the efficiency of operations and
increase output volumes by small and medium artisanal fishing boats, and to achieve operational
efficiency and improvement inside fishing ports. These goals were to be achieved by expanding and
developing the facilities needed for appropriate fishing activities. Moreover, as well as helping to
resolve these issues, the Project also aimed to improve convenience and safety inside the fishing port,
as well as the hygiene of fresh fishery produce distributed in the area.
The following effects are expected from this Project.

v
(2) Effectiveness

Quantitative effects arising from this Project may be ascertained in terms of the congestion rate
of the expanded quays, the volume of fish catches landed at Providence Fishing Port, and the quantity
of ice sold to fishermen at Providence Fishing Port.

Quantitative effects

Indicator Reference value Target value (2021)

(Actual figure for 2015) (Three years after Project completion)
Quay congestion rate* (%) 191 100
Fish catch landing volume (tons/year) 150 292
Ice sold at the fishing port (tons/month) 125 375

*Quay congestion rate (Target value)= Number of vessels using quay/ Designed number for mooring vessels.

The expected outcomes for quantitative effects arising from the input of this Project are as
follows.
(i) The work efficiency of fishers is improved through the implementation of port
regulations.
(ii) The safety of vessels and fishers at Providence/ Victoria ports are improved through
reducing the congestion.
(iii) The optimum supply of ice for fishers is ensured through enhancing the operation and
management of ice making facility.
(iv) The quality of fish product is improved through enhancing the port operation such as the
use of ice making facility and landing shed.

Based on the above, this Project is judged to be highly relevant and also to promise ample
effectiveness, since besides the contribution to fishery operators who use the fishing port, a knock-on
effect to fisheries in the local community can also be expected.

vi
 THE PROJECT FOR THE CONSTRUCTION OF ARTISANAL FISHERIES
FACILITIES IN MAHE ISLAND, PHASE 2

Table of Contents

Preface
Summary
Table of Contents
Location Map / Perspective
List of Figures & Tables
Abbreviations
Pages
Chapter 1 Background of the Project .......................................................................................... 1-1
1-1 Background ................................................................................................................. 1-1
1-2 Natural conditions ....................................................................................................... 1-4
1-3 Environmental Social Consideration ........................................................................... 1-19
1-4 Other Matters (Global Issues, etc.) .............................................................................. 1-22

Chapter 2 Contents of the Project ................................................................................................ 2-1

2-1 Basic Concept of the Project ....................................................................................... 2-1
2-2 Outline Design of the Requested Japanese Assistance ................................................ 2-9
2-2-1 Design Policy .......................................................................................................... 2-9
2-2-2 Basic Plan (Construction Plan) ............................................................................... 2-23
2-2-3 Outline Design Drawing ......................................................................................... 2-59
2-2-4 Implementation Plan ............................................................................................... 2-79
2-2-4-1 Implementation Policy.................................................................................... 2-79
2-2-4-2 Implementation Conditions ............................................................................ 2-80
2-2-4-3 Scope of Works .............................................................................................. 2-81
2-2-4-4 Consultant Supervision ................................................................................... 2-82
2-2-4-5 Quality Control Plan ....................................................................................... 2-83
2-2-4-6 Procurement Plan ........................................................................................... 2-83
2-2-4-7 Operation guidance plan ................................................................................. 2-86
2-2-4-8 Soft Component (Technical Assistance) Plan ................................................ 2-86
2-2-4-9 Implementation Schedule ............................................................................... 2-88
2-3 Obligation of Recipient Country ................................................................................. 2-90
2-4 Project Operation Plan................................................................................................. 2-91
2-4-1 Organization ........................................................................................................... 2-91
2-4-2 Personnel Plan ........................................................................................................ 2-92

vii
 2-5 Project Cost Estimation ............................................................................................... 2-94
2-5-1 Initial Cost Estimation ............................................................................................ 2-94
2-5-2 Operation and Maintenance Cost............................................................................ 2-95
2-5-3 Technically concerned in operating fishing port .................................................... 2-100
2-5-4 Recommendation .................................................................................................... 2-102

Chapter 3. Project Evaluation ....................................................................................................... 3-1

3-1 Preconditions for Project Implementation ................................................................... 3-1
3-2 Major Undertakings by the Government of Seychelles............................................... 3-2
3-3 External Conditions ..................................................................................................... 3-3
3-4 Project Evaluation ....................................................................................................... 3-3
3-4-1 Relevance................................................................................................................ 3-3
3-4-2 Effectiveness ........................................................................................................... 3-4

【Appendices】
1. Member List of the Study Team
2. Study Schedule
3. List of Parties Concerned in the Recipient Country
4. Minutes of Discussion (M/D)
5. Soft Component (Technical Assistance) Plan
6. Other Relevant Data

viii
Location Map

ix
Perspective

x
 List of Figures & Tables

Figure 1-2 (1) Topographic and Bathymetric Surveys result (March 2015)........................................ 1-5
Figure 1-2 (2) Cross Section diagram of Breakwater (March, 2015) .................................................. 1-5
Figure 1-2 (3) Boreholes survey position ............................................................................................ 1-6
Figure 1-2 (4) Result from Soil Investigation (January 2006) ............................................................. 1-7
Figure 1-2 (5) Result of Soil Investigation (June 2015) ...................................................................... 1-8
Figure 1-2 (6) Soil structure of the project site .................................................................................... 1-8
Figure 1-2 (7) Sampling position for Water Quality Survey ............................................................... 1-9
Figure 1-2 (8) Sediment Conditions .................................................................................................... 1-11
Figure 1-2 (9) Earthquake Record around the Seychelles ................................................................... 1-12
Figure 1-2 (10) Tide Table of Providence Fishing Port ......................................................................... 1-13
Figure 1-2 (11) Wave Height Change by Water Depth ......................................................................... 1-16
Figure 1-2 (12) Marine Chart around Providence district surveyed in 1994 ......................................... 1-18
Figure 1-3 (1) EIA Approval Process .................................................................................................. 1-20

Figure 2-2-1 (1) Land section plan prepared by Government of Seychelles .......................................... 2-16
Figure 2-2-1 (2) Alternative land section plan for Providence fishing port ............................................ 2-16
Figure 2-2-1 (3) Location plan for ice making facility ........................................................................... 2-16
Figure 2-2-2 (1) Scale estimation in the Project ..................................................................................... 2-23
Figure 2-2-2 (2) Occupied water area for fishing vessels in the alongside mooring and tandem
mooring (Victoria fishing port) .................................................................................... 2-24
Figure 2-2-2 (3) Function Plan for Quay Use in Victoria fishing port.................................................... 2-25
Figure 2-2-2 (4) Mooring situation in average in Victoria fishing port (Present) ................................... 2-26
Figure 2-2-2 (5) Basic Framework of Victoria fishing port (Quay Use Demarcation and Number of
Mooring Vessels) ......................................................................................................... 2-26
Figure 2-2-2 (6) Fishing vessels induced by processing companies ....................................................... 2-28
Figure 2-2-2 (7) Standard of mooring method in this project (Providence fishing port) ........................ 2-31
Figure 2-2-2 (8) Number of In-port vessels and In-port time zone (current status and Project
prediction) .................................................................................................................... 2-32
Figure 2-2-2 (9) Length of new landing quay ......................................................................................... 2-33
Figure 2-2-2 (10) Scale design of Supply Quay and Ice Loading Quay ................................................... 2-34
Figure 2-2-2 (11) Setup for Quay Crown Height ...................................................................................... 2-37
Figure 2-2-2 (12) Setup of Quay Formal Line .......................................................................................... 2-40
Figure 2-2-2 (13) Basic Section of Quay No.1 ......................................................................................... 2-43
Figure 2-2-2 (14) Basic Section of Quay No.2 (in front of existing fishery processing factory) .............. 2-43
Figure 2-2-2 (15) Basic Section of Quay No.2 (in front of fishery processing facilities to
be constructed) ............................................................................................................. 2-43
Figure 2-2-2 (16) Conceptual Scheme of Apron and Access way ............................................................ 2-44

xi
Figure 2-2-2 (17) Location of Curbs ......................................................................................................... 2-46
Figure 2-2-2 (18) Installation location of mooring buoys ......................................................................... 2-46
Figure 2-2-2 (19) Facility Allocation Plan in Providence Fishing Port .................................................... 2-47
Figure 2-2-3 (1) General Layout Plan ..................................................................................................... 2-62
Figure 2-2-3 (2) Layout Plan of Civil Facilities...................................................................................... 2-63
Figure 2-2-3 (3) Standard Section of Quay No.1 .................................................................................... 2-64
Figure 2-2-3 (4) Standard Section of Quay No.2 (Front part of existing Fishery Processing Factory) .. 2-65
Figure 2-2-3 (5) Standard Section of Quay No.2 (Public part) ............................................................... 2-66
Figure 2-2-3 (6) Layout Plan of Steel Sheet Pile and Anchor ................................................................ 2-67
Figure 2-2-3 (7) Layout Plan of Ancillary of Quay No.1 ....................................................................... 2-68
Figure 2-2-3 (8) Layout Plan of Ancillary of Quay No.2 ....................................................................... 2-69
Figure 2-2-3 (9) Basic Drawing of fender and ladder ............................................................................. 2-70
Figure 2-2-3 (10) Layout plan of Total Building Facilities ...................................................................... 2-71
Figure 2-2-3 (11) Floor Plan of Ice-making facility ................................................................................. 2-72
Figure 2-2-3 (12) Floor Plan of Ice-making facility 1F ............................................................................ 2-73
Figure 2-2-3 (13) Section Plan of Ice-making facility .............................................................................. 2-74
Figure 2-2-3 (14) Elevation Plan of Landing shed.................................................................................... 2-75
Figure 2-2-3 (15) Plan of Landing shed .................................................................................................... 2-76
Figure 2-2-3 (16) Sections plan of Landing shed...................................................................................... 2-77
Figure 2-2-3 (17) Layout Plan of Ancillary Equipment ............................................................................ 2-78
Figure 2-4(1) Organization structures ................................................................................................ 2-91
Figure 2-5(1) Future utilization plan of vessel maneuvering area and mooring water area ............... 2-100

Table 1-2 (1) Meteorological Data (1972-2013) ................................................................................ 1-4

Table 1-2 (2) Water quality parameter in Phase 1 (2006) .................................................................. 1-9
Table 1-2 (3) Water quality parameter (2015) -1 ............................................................................... 1-10
Table 1-2 (4) Water quality parameter (2015) ................................................................................... 1-10
Table 1-2 (5) Material analysis by Phase 1 ........................................................................................ 1-11
Table 1-2 (6) Wind Direction and Frequency (2002 to 2006) ............................................................ 1-14
Table 1-2 (7) Frequency from Wave direction and Heigh (2002 to 2006) ......................................... 1-15
Table 1-2 (8) Frequency from Height and Period (2002 to 2006) ...................................................... 1-15
Table 1-2 (9) Wave parameter in Severe Condition ........................................................................... 1-16
Table 1-3 Approval schedule of EIA ............................................................................................ 1-21

Table 2-1 (1) Basic concepts of the project ........................................................................................ 2-2

Table 2-1 (2) Changes of contents of request and Priority ................................................................. 2-4
Table 2-2-2 (1) Number of fishing vessels in Victoria port (number of mooring vessels) and
Vessels size .................................................................................................................. 2-24
Table 2-2-2 (2) In-port number of vessels in Providence fishing port (mooring number of vessels)
and Vessel’s size .......................................................................................................... 2-27

xii
Table 2-2-2 (3) Newly inducing fishing vessels by Providence Fishery Processing Company............. 2-28
Table 2-2-2 (4) In port ratio of Victoria fishing port and Providence fishing port ................................ 2-29
Table 2-2-2 (5) Target number of fishing vessels to use port (Providence fishing port) ....................... 2-29
Table 2-2-2 (6) Target number of mooring fishing vessels (Providence fishing port) .......................... 2-30
Table 2-2-2 (7) Sizes of target fishing vessels (Providence fishing port) .............................................. 2-30
Table 2-2-2 (8) Landing Hours .............................................................................................................. 2-32
Table 2-2-2 (9) Alternative–A Facility Function Allocation ................................................................. 2-35
Table 2-2-2 (10) Alternative-B Facility Function Allocation .................................................................. 2-36
Table 2-2-2 (11) Comparison table for alternatives of quay structures ................................................... 2-38
Table 2-2-2 (12) Estimation of Formal Line of Quay No.2 ..................................................................... 2-40
Table 2-2-2 (13) Apron Width................................................................................................................. 2-44
Table 2-2-2 (14) Installation interval of Bollard (Mooring ring)............................................................. 2-45
Table 2-2-2 (15) Finishing work for Ice-making facility......................................................................... 2-52
Table 2-2-2 (16) Inertia Finishing work for Ice-making facility ............................................................. 2-52
Table 2-2-2 (17) Finishing work for landing shed ................................................................................... 2-52
Table 2-2-2 (18) Electrical consumption ................................................................................................. 2-53
Table 2-2-2 (19) Required quantity of water supply ............................................................................... 2-53
Table 2-2-2 (20) Production of Ice for Artisanal fishing vessel in Seychelles ........................................ 2-54
Table 2-2-2 (21) Demand volumes of ice for Artisanal fishing vessels .................................................. 2-55
Table 2-2-2 (22) Ice demand from artisanal fishing vessel (volume) ...................................................... 2-56
Table 2-2-2 (23) Specification of Ice-making facility ............................................................................. 2-58
Table 2-2-3 (1) Outline of civil facilities ............................................................................................... 2-59
Table 2-2-3 (2) Outline of Building Facilities ....................................................................................... 2-60
Table 2-2-4 (1) Procurement source of main construction materials ..................................................... 2-85
Table 2-2-4 (2) Procurement source of main construction machines .................................................... 2-85
Table 2-2-4 (3) Activity of the Soft Components .................................................................................. 2-86
Table 2-2-4 (4) Implementation Schedule ............................................................................................. 2-89
Table 2-4 (1) Work content for operation and maintenance of Providence Fishing port ................... 2-93
Table 2-4 (2) Training Programs for Fishing port operation .............................................................. 2-93
Table 2-5 (1) Approximate cost estimation of facilities ..................................................................... 2-96
Table 2-5 (2) Water consumption for Ice making facility (daily) ...................................................... 2-96
Table 2-5 (3) Electric consumption for Ice making facility (daily).................................................... 2-97
Table 2-5 (4) Expenses of newly install Ice making facility (monthly) ............................................. 2-98
Table 2-5( 5) Long and mid term maintenance plan and reserve fund(SCR) ..................................... 2-99
Table 2-5 (6) Long term Maintenance Cost for Facilities .................................................................. 2-102
Table 2-5 (7) Maintenance cost for Equipment .................................................................................. 2-102

Table 3-1 (1) Major Undertakings by the Government of Seychelles ................................................ 3-2
Table 3-1 (2) Quantitative effects ...................................................................................................... 3-5

xiii
 Abbreviations

ABBREVIATIONS LONG FORM

[Relating Organizations]
DBS Development Bank of Seychelles
FBOA Fishing Boat Owners Association
JICA Japan International Cooperation Agency
MENR Ministry of Energy and National Resources
MEECC Ministry of Environment Energy and Climate Change
MFTBE Ministry of Finance, Trade and the Blue Economy
MFA Ministry of Fisheries and Agriculture
NMS National Meteorological Services
PUC Public Utilities Corporation
SAA Seychelles Agriculture Agency
SBS Seychelles Bureau of Standards
SFA Seychelles Fishing Authority
SMSA Seychelles Maritime Safety Administration
SMB Seychelles Marketing Board
SPA Seychelles Port Authority
[Other Organizations]
AfDB African Development Bank
EU European Union
IFAD International Fund for Agricultural Development
IMO International Maritime Organization
IMF International Monetary Fund
UNDP United Nations Development Programme
USGS United States Geological Survey
[Type of Vessels]
LAV Lavenir Boat
LEC Leconomi Boat
LL Longline Vessel
MM Mini Mahé Boat
SCH Schooner Boat
SEA Sea Cucumber Boat
WH Whalers Vessel
[Others]
COD Chemical Oxygen Demand
DO Dissolved Oxygen
EEZ Exclusive Economic Zone

xiv
HFC Hydro-fluorocarbon
SS Suspended Solid
A/P Approval to Pay
B/A Banking Arrangement
NGO Non-Government Organization
OFCF Overseas Fishery Cooperation Foundation of Japan
BS British Standards
E/N Exchange Notes
EIA Environmental Impact Assessment
FPA Fisheries Partnership Agreement
G/A Grant Agreement
GDP Gross Domestic Product
GNI Gross National Income
H.W.L. High Water Level
IEE Initial Environmental Examination
L.W.L. Low Water Level
M/D Minuets of Discussion
MT Metric Ton
RC Reinforce Concrete
SCR Seychelles Rupee

xv
Chapter 1 Background of the Project
1 Background of the Project

1-1 Background

The Republic of Seychelles (hereafter Seychelles) is an archipelago in the Indian Ocean. The
115-island country, whose capital is Victoria, lies 1,500 kilometers east of mainland Southeast Africa.
Seychelles, with a population of about 91,000, has the smallest population of any independent African
state. The Gross Domestic Product (GDP) in Seychelles expanded 2.80 percent in 2014 from the
previous year. The country is known for its upmarket tourism and offshore financial center. In recent
years, to make the economy less dependent on tourism, Seychelles promoted the development of
fishing industries. It has a surface area of 455 km2 but an Exclusive Economic Zone (EEZ) of 1.37
million km2. Seychelles is a stable democracy with presidential and parliamentary elections held every
five years. The country ranks high in Africa in terms of human development (HDI was 0.756 in 2014)
and ranks second in Africa in terms of income (GNI per capita was $ 13,990 in 2015: World bank).
Millennium Development Goals have accomplish, despite overseas development aid has decreased
substantially in the past few years.
The fisheries industry is important in Seychelles contributing 8％to GDP，but this sector
continues to be adversely affected by fluctuations in fish stocks and the threat of Somali pirates.
Seychelles economy being a small island state remains highly vulnerable to global economic
downturns, especially in the tourism market and the price of essential commodities (oil and food).

(1) Sectional issues

The Seychelles government has highlighted fisheries as the most important industry for
developing the national economy. It formulated a fisheries policy in 2005 and is currently promoting
the sustainable and responsible development of fisheries. Victoria Fishing Port is mainly a focus for
small-and medium-scale fisheries, for which various facilities including quays and fish landing sites
were developed with Japanese grant aid for fisheries in 1997. Since then, the quays have become very
congested owing to an increase in the number of boats using them. This has led in turn to a loss of
freshness in fish catches and a decline in the safety of boat mooring, due to a deterioration in landing
efficiency. Meanwhile, Bel Ombre Fishing Port is the second fishing port after Victoria, and the
Seychelles government is currently engaged in a project to expand and develop the port. However, due
to the underdevelopment of ice making facilities, the main fishing boats land their catches and moor at
Victoria Fishing Port, adding to the congestion there.
To combat this, the Seychelles government planned to develop fishing port facilities for the
new industrial district in Providence and an ice making facility for Bel Ombre Fishing Port (the

1-1
secondary fish landing site), and asked Japan for grant aid to implement this Project. The ultimate aim
was to ease congestion in Victoria Fishing Port, as well as promoting small-scale fisheries in the two
districts.
Providence Fishing Port was built with grant aid from Japan at the same time as Bel Ombre
Fishing Port, with the aim of easing congestion in Victoria Fishing Port. It was completed in February
2010. After Providence Fishing Port was opened, the average number of boats moored at Victoria
Fishing Port each day temporarily decreased and the effects of the project were confirmed.
Fishery processing facilities are under construction in the area around Providence Fishing Port,
thanks to support from the EU and elsewhere. As a result of this, however, both the number of fishing
boats based at the port (including those transferring from Port Victoria) and their average monthly
fishing operations have increased. In future, it will be absolutely essential to strengthen the functions
of the fishing port through expansion and development, in order to further promote fisheries in the
Seychelles by securing smooth and efficient fish landings at the port.
Recently, Seychelles government have been conducted promotion of artisanal fisheries sector
by exempting GST and trade tax, financial support through Development Bank of Seychelles (DBS),
and providing subsidy to fuels and ice for artisanal fishing activity. Accordingly, artisanal fishing
vessels were growing in number of vessels as well as in the size, enhancing congestion for landing and
mooring in the port. Thus construction of new fishing quay and fisheries related facilities in
Providence fishing port was key step toward the decentralization of operation away from Victoria
fishing port and to create interest in further investment of this sector.

(2) Enumeration of problems and issues with Victoria Fishing Port

Victoria Fishing Port is used as a fish landing port by many small and medium fishing boats,
on account of its location in the capital and its proximity to Victoria Central Market. The problems
shown below have been found.

1) Issues from infrastructural aspect

i) Partly due to the increasing size of fishing boats, mooring areas inside the port are becoming
overcrowded.
ii) As well as the overcrowding inside the fishing port, the method of facility use planned on the
basis of movement lines is not consistent with the purpose.
iii) Traffic congestion toward the market is becoming normal.
iv) There are physical constraints on the expansion of the fishing port.

1-2
 2) Issues from technical aspect
i) The volume of ice procured for use by fishing boats is inadequate, and this is affecting fishing
activity.
ii) Guidance on facility use (operation) is not sufficiently rigorous.
iii) No fees are levied from fishermen for the use of harbor facilities.

(3) Enumeration of problems and issues with Providence Fishing Port

After Victoria, Providence Fishing Port is the second largest fish landing port. It is most often
used mainly as a mooring base for fishing boats, and is also used as a port where ice sold by the SFA
can be obtained. In particular, 90% of domestically caught sea cucumbers are landed at Providence
Fishing Port, where they are processed for export in private-sector factories scattered near the port.
The construction of fishery processing facilities at Providence Fishing Port is in progress. There are
expectations of its role as a fish landing port capable of supplying raw materials to fishery processing
plants, due to its positioning as a mooring port planned in Phase 1.

1) Issues from infrastructural aspect

i) The number of fishing boats moored inside Providence Fishing Port has increased to twice the
designed plan, and with the increasing size of fishing boats, there is not enough quay space
available for safe mooring.
ii) With the congestion inside the port, the method of facility use is not consistent with the
purpose.
iii) There are not enough awning facilities for fishing preparation and landing work undertaken
during the day in equatorial conditions.

2) Issues from technical aspect

i) The volume of ice procured is inadequate, and this is affecting activity by fishing boats.
ii) Guidance on facility use (operation) is not sufficiently rigorous.
iii) No fees are levied from fishermen for the use of facilities.

1-3
1-2 Natural conditions

(1) Temperature, Daylight, Rainfall, Humidity and Wind

Meteorological data in this study were collected from Natural Meteorological Services in the
Seychelles International Airport. Summary data of natural condition (Temperature, Daylight, Rainfall,
Humidity, and Wind) of past 42 years are shown in the Table 1-2(1).
Seychelles has a marine tropical climate, average temperatures are stable at 27°C throughout
the year, and average humidity is high at about 80%. The year is broadly divided into two seasons,
May to October being a dry season under the influence of the southeast monsoon and November to
April a rainy season under the influence of the northwest monsoon. Rainfall is plentiful; average
annual precipitation is more than 2,500mm, nearly three times the global average of 900mm and 1.5
times the Japanese average of 1,700mm. The oceanic condition becomes rough with mean wind speed
exceeding 10 knots during dry season specially from June to September, consequently this causes low
season for the fishing activities. As Seychelles is located outer zone of tropical cyclone zone resulting
Cyclones have relatively little impact.

Table 1-2(1) Meteorological Data (1972-2013)

Item unit Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Average Total
Mean Temperture ℃ 26.9 27.5 27.9 28.2 28.0 26.8 26.1 26.1 26.6 26.9 27.0 27.0 27.1
Monthry Sunshine h 155.1 176.1 212.5 234.3 255.2 223.1 233.4 232.5 216.9 222.9 204.2 174.9 211.8 2541.0
Daily Sunshine h 5.0 6.2 6.9 7.8 8.2 7.6 7.5 7.5 7.2 7.2 6.8 5.7 7.0
Mean Rainfall mm 408.3 264.5 192.5 190.3 137.9 97.2 78.1 110.6 149.7 202.7 201.5 298.6 194.3 2331.8
Season Rainy Season Dry Season Rainy Season

Mean Humidity % 82 80 79 80 78 79 80 79 79 79 80 81 79.7

Mean Wind kts 6.2 6.4 5.4 5.0 7.9 10.5 11.3 12.1 11.3 7.9 5.6 5.7 8.0
Fishing Season Low Season

Sea Cucumber Close Season

Gust kts 57 55 61 51 53 51 61 50 48 50 59 56 54.3

Source: Seychelles National Meteorological Services

(2) Topographic and Bathymetric Survey

The result of topographic and bathymetric surveys implemented (as of March 2015) during this
survey are shown in Figure 1-2(1). As the highlight of survey result of those periods, the bottom
topography studies showed not much changes comparing with previous survey conducted in Phase 1
(2006).
Bottom cross-section of existing breakwater in the back of bays are shown in Figure 1-2(2).
The building structures of the fish-processing factory to temporary quay and jetty have been
constructed as described in figure as B-B section. As consequence, those building structures are
closely devoted to the project site.

1-4
 A

B
A

Figure 1-2(1) Topographic and Bathymetric Surveys result (March 2015)

8.0m 13.0m 9.0m

[Cross-section A-A] 3.0m

+3.6 +3.8
+2.7 +2.5 +2.7 +2.6
+2.0
+0.8
Chart Datum ±0.0 +0.1

－3.4
－4.2
－5.9 －5.6
－6.3
－7.8 －7.3

7.5m 8.0m 7.0m 8.0m 2.0m

[Cross-section B-B]
Existing
Quay Fence Road
Existing Building Crown height of Revetment
Temporary Jetty +2.5 +2.4 +2.4 +3.0
+2.3

Chart Datum ±0.0

－1.4
－2.6 －2.0

－4.7
－6.0
－7.3
－9.6

Figure 1-2(2) Cross Section diagram of Breakwater (March, 2015)

1-5
(3) Soil Conditions

Phase 1 conducted the soil investigation of the Project site in January 2006. The basic
structures of Quay No. 1 have been studied from this result, which were requested from the recipient
country. During this survey, sets of two soil investigations were conducted to confirm current soil
condition of Quay No.2. Samples from this investigation were collected, and studied result are shown
in Figure 1-2(3), and borehole logs of Phase 1 are shown in Figure 1-2(4) together with comparison of
this study result in Figure 1-2(5), respectively.
As the result, following characteristics of soil structures are summarized:
a) Comparatively good filling materials having more than 10 N values
are used from surface to -3m depths.
b) Crude density with very loose coral sand and a muddy soil
(classified as silt) are found from depth of -3m to -10m having 0 to
12 in N-value. The soil condition of the depth exceeding of -10m
become “very soft”, with N value of 0 to 3.
Soil condition becomes relatively stable in deeper than -20m with N
value of above 10. According to the hearing survey to the local
company, a bearing stratum of granite is sited at a depth of -30m.

BH-2
：Location of Boreholes in Phase-1
Planned Site for Quay no.2

：Location of Boreholes in this Project

BH-1

Planned Site for Quay no.1

BH-(c) BH-(d) BH-(e)

Existing Port constructed by Phase-1

BH-(b) BH-(a)

Figure 1-2(3) Boreholes survey position

1-6
 Back side of the Quay no.1 Front side of t

BH-(b) BH-(a) BH-(c) BH-(d)

silty layer
silty layer silty layer

岸壁-1背後 岸
of the Quay no.1 Front side of the Quay no.1

BH-(b)
BH-(c) BH-(a)
BH-(d) BH-(c) BH-(d)
BH-(a) BH-(e)

silty layer silty layer

シルト 系 シルト系
silty layer
シルト系

Source: “Basic design study report on the project for the construction of fishery facilities and supply
of equipment in the Republic of Seychelles” (issued in 2006)

Figure 1-2(4) Result from Soil Investigation (January 2006)

1-7
 BOREHOLE LOG No: BH-2 BOREHOLE LOG No: BH-1

SP T Test N -V alue(Tim e)
１0 20
ELR V . D epth
G R A P H IC LO G
（m ) （m ) W ater content W （%)
SP T Test N -V alue(Tim e) １0 20 30
１0 20
ELEV . D epth 1 0.5
G R A P H IC LO G
（m ) （m ) W ater content W （%) Gravel sands
１0 20 30 0
-1 0.0
-1 2.5 N =25

-2 Coral Sands -2 Coral Sands

4.0
-3 2.0
-3 N =1
N =2
-4 -4
Coral and
-5 -5 6.5 Coarse sands
N=9
-6 -6
5.5 Coral and
-7 N =6
Coarse Sands -7
9.0
-8 -8 N=22

-9 Coral and
-9
Fine Sand
-10 9.0
-10 11.5
N=5 N=12
-11 -11
-12 11.0
-12
N<1
14.0
-13 -13 Coral and N=3
Coarse sands
-14 Sand and Silt -14
13.5
-15 N=2
-15
17.0
-16 -16 N=9
15.5
-17 N=4
-17
-18 Sand and Silt
-18
17.5
-19 N=5
-19 20.5
N=13
-20 Fine Sand -20
-21 20.0
N=25
-21
23.0
-22 N=13
Coral and -22
21.5 Sands Coral and
-23 N=11 Sands
-23

-24 25.5 N=18

-25

-26 Fine Sand

-27 28.5 N=21

-28

Figure 1-2(5) Result of Soil Investigation (June 2015)

BH-2 BH-1

Fill
2 1
6 9
22 Coral Sands
5 12
1 3 Silty Sand

Residual Soil
Granite

Figure 1-2(6) Soil structure of the project site

1-8
(4) Water Quality Survey

Water samples were collected from four positions selected to similar position as Phase 1 as
shown in Figure 1-2(7). The analyzed results are shown in Table 1-2(2) and 1-2(3). In this survery,
water samples are analyzed by Seychelles Bureau of Standards (SBS), which is a public inspection
organization in Seychelles to conducts chemical and biological water analysis. An analyzed result
obtained in this survey passed the parameter of water quality standards in the Seychelles and Japan.

W-3

W-2

W-4

W-1

Figure 1-2(7) Sampling position for Water Quality Survey

Table 1-2(2) Water quality parameter in Phase 1 (2006)

Standard Value W-1 W-2 W-3 W-4

Test Japan Japan Japan
Seychelles
（Type A） （Type B） （Type C）
ebb flood ebb flood ebb flood ebb flood
Dissolve Oxygen 7.5mg/l 5mg/l 2mg/l
― - 7.69 - 8.68 - 8.92 - 8.56
(DO) or more or more or more
Chemical Oxygen 80mg/l 2mg/l 5mg/l 8mg/l
2 1.4 1.4 1.2 1.2 1.3 1.8 1.6
Demand (COD) or less or less or less or less
Suspended Solid 30mg/l 25mg 25mg 50mg
15 22 22 17 12 10 <3 5
(SS) or less or less or less or less
n-hexane Extracts ― 0 0 ― 8 4 5 6 <4 <4 <4 -
Total Coliform 500 1,000
― ― 50 80 150 250 98 300 65 72
(cfu/100ml) or less or less
Notes： - Observational day Type A: Fishery 1st Class
ebb： 23/1/2006 11:30 Type B: Fishery 2nd Class
flood： 23/1/2006 16:30 Type C: Environmental Conservation

1-9
 Table 1-2(3) Water quality parameter (2015) -1

Standard Value W-1 W-2 W-3 W-4

Test Japan Japan Japan
Seychelles
（Type A） （Type B） （Type C）
ebb flood ebb flood ebb flood ebb flood
Salinity
― 33～37ppt 34.6 34.4 34.8 34.9 34.1 34.5 34.8 34.8
(ppt)
ｐH 5.5-8.5 7.8～8.3 7.8～8.3 7.0～8.3 6.09 8.06 7.69 8.07 7.92 8.11 7.99 8.12
Suspended Solid 30mg/l 25mg/l 25mg/l 50mg/l
＜1 ＜1 ＜1 ＜1 ＜1 ＜1 ＜1 ＜1
(SS) or less or less or less or less
Turbidity
― ― ― ― ＜1 ＜1 ＜1 ＜1 ＜1 ＜1 ＜1 ＜1
（FAU)
Total Coliform 500 1,000
― ― 0 0 0 0 0 0 ＜4 5
(cfu/100ml) or less or less
Notes： - Observational day - ppt：permillage Type A: Fishery 1st Class
ebb： 23/3/2015 10:30 Type B: Fishery 2nd Class
flood： 23/3/2006 15:30 Type C: Environmental Conservation

Table 1-2(4) Water quality parameter (2015)

Standard Value Location of Water Sampls

Test Candidate Candidate Candidate Average

Japan Japan Japan Existing Outside
Seychelles site for site for site for
（Type A） （Type B） （Type C） Quay the Port
Quay no.1 Quay no.2 Quay no.3
Dissolved Oxygen 7.5mg/l 5.0mg/l 2.0mg/l
- 5.5 < 6.0 < 5.5 < 6.5 < 6.5 < 6
（DO) or more or more or more
Chemical Oxygen 2mg/l 5mg/l 8mg/l
- 4.0 mg/l 3.0 mg/l 2.0 mg/l 3.0 mg/l 3.0 mg/l 3.0 mg/l
Demand （COD) or less or less or less
Notes： - Observational day: 28/11/2015 11:00 Type A: Fishery 1st Class
Type B: Fishery 2nd Class
Type C: Environmental Conservation

(5) Sediment Conditions

Under water sediment of the project area was determined to confirm current condition by
divers. The surveyed areas of sea bottom are shown in Figure 1-2(8), and the features of the sediment
conditions are described as below.
• Sediment surrounding revetment in the port is mainly composed of boulder stones, bleaching
coral clots at around foot of slope in rubble mound revetment.
• Sediment condition from the foot of revetment slope to the center of port is composed of coral
sand and silt, which is covered with soft surface layer. The particle size-analysis conducted in
Phase 1 shows, majority of in-port sediment are composed of “sandy silt” with minor sand.
• Boulder stones and bleaching coral clots are scattered about foot of slope in rubble mound
revetment with sediment condition of outer port. Waterweed was confirmed in spreading area.

1-10
 Figure 1-2( 8) Sediiment Conditions

(6) Connstruction Material

M

D
Different typpes of granitee can be obttained throug
ghout islandss in Seychellles. The geo
ologically
characteristic of this area, the basic rock straatum is mainlly composed
d of granites.. The sand an
nd gravel
are funddamental matterials used during
d the coonstruction. The materiall analysis byy Phase 1 is shown in
Table 1-22(5), which is
i to refer in the Project.
In addition too above, the landfilling w
works are im
mplemented in
n the countryy. This work
ks utilized
dredged sands colleccted from 7k
km offshore of the airpo
ort to piling work in Zonne-14 constrruction in
north of the Victoria fishing port..

Tab
ble 1-2(5) Materiaal analysis by
y Phase 1

Item Test Result

FINES Moisture Conntent 2.7%
Specific Gravvity 2.47t/m3
3
GRAV
VEL Density Test Bulk density 2.19t/m
2
3
Dry density 2.13t/m
U Mass 2,1660kg/m3
Compacted Unit
GRAN
NITE－Grey Strength Testt 16.6MPa
Specific Gravvity 2.75t/m3
GRAN
NITE－Blackk Strength Testt 18.3MPa
Specific Gravvity 2.96t/m3
GRAN
NITE－Whitee Strength Testt 7.7MPa
Specific Gravvity 2.65t/m3

1-11
(7) Eart
rthquake

C
Centennial reecords (afterr the year off 1900 to preesent) of earrthquake dataa was colleccted from
United S
States Geologgical Survey
y’s (USGS) ffor the Indian
n Ocean, inccluding the SSeychelles, are
a shown
in Figuree 1-2(9).
A
As the result,, majorities of
o previous eearthquakes were
w struck near
n the Carllsberg ridge, which is
located aat the boardeer of Indian Plate and Affrican Plate. The biggestt earthquake struck was consisted
with maggnitude 7.6 in
i July 2003, in which m ound accelerration speed was calculatted to 0.5
maximum gro
to 1.0 G
Gal. This calcculation is estimated from
m following
g formula, acccordance w
with the distaance from
the seism
mic center (11000km from
m the Seycheelles). Which
h can achieve the impactt by the earth
hquake is
relativelyy very small.
.
log 0.53 log 0.0062 10 0.00169 0.524
； peak bbedrock acceleeration measurred by a SM
MAC-type stron
ng motion

seismograpph (Gal)
M ；Magnituude of earthquak
ke

X ；fault disstance(km)
Souurce: “Standardd Design Metho
ods on Fisheriess Infrastructures (National Asssociation of Fishheries Infrastru
ucture) ”

Sour
urce: USGS (190
00 to 2015)

Figure 1-2
2(9) Eaarthquake Reecord around
d the Seychellles

(8) Seaa Conditions

1) Tidee level

T
Tide level of the Providen
nce Fishing P t similar too Phase 1 as shown in
Port is considered to be the

1-12
Figure1-2 (10), since only five years have been passed after establishment of fishing port facilities.
ｍ
2.0 1.954 Nearly Highest high Water Level （N.H.H.W.L)

1.647 High Water Level of Ordinary Spring Tide （H.W.O.S.T)

1.5

1.257 High Water Level of Ordinary Neap Tide （H.W.O.N.T)

0.422m

1.202m

1.816m
1.046 Mean Sea Level （M.S.L)
1.0
0.835 Low Wtaer Level of Ordinary Neap Tide （L.W.O.N.T)

0.5 0.445 Low Water Level of Ordinary Spring Tide （L.W.O.S.T)

0.138 Nearly Lowest Low Water Level （N.L.L.W.L)

0.000 Chart Datum Level （C.D.L)
0.0
Source: “Basic design study report on the project for the construction of fishery facilities and supply
of equipment in the Republic of Seychelles” (issued in 2006)

Figure 1-2(10) Tide Table of Providence Fishing Port

2) Wave level

(a) Standard wave level

In Phase 1, wave height, period and the direction were studied for 23 days at 300m offshore of
the Providence Fishing Port. As the result, maximum height of significant wave (H1/3) was
estimated to 0.56n and the period (T1/3) was 5.6s with predominant of ENE wave-direction.
In the Seychelles, a continuous and periodical wave levels are not monitory collected. In this
survey, a wave prediction was studied based on the wave generated in West Indian Ocean wind
data (2002 to 2006) collected from Japan Meteorological Agency as shown in Table 1-2(6). In
addition, verification was made by the calculation of wave levels of mouth of the Providence
Fishing Port using wave deformation calculation. The analysis results of wave prediction are
shown in Table 1-2(7) and 1-2(8). Accordingly, standard wave levels are estimated to ENE
direction (N62.8°E to N63.9°E) as dominant, and the wave-generating ratio is calculated to the
wave height of less than 25cm, 50cm and 70cm are 35%, 65% and 85 % respectively. Accordingly,
the Providence fishing port is predicted as “relatively calm” water area. As to now, the occurrence
ratio with the area of 5s to 9s .
Similar result has been obtained from data from Phase 1, this study and wave prediction
calculation using wind data collected from Japan Meteorological as “highly credible”.

1-13
Table 1-2(6)) Windd Direction and
a Frequenccy (2002 to 22006)

Source: Data Base of Japan Meteorologicall Agency for 20

002 to 2006

1-14
Table 1-2(7) Frequency from Wave direction and Heigh (2002 to 2006)

Table 1-2(8) Frequency from Height and Period (2002 to 2006)

1-15
(b) Severe Wave condition (Design Wave level)
The design condition and parameter under the severe wave condition is set with accordance with
Phase 1. In Phase 1, the scale of incident wave in front of the Providence Fishing Port was
estimated by wave deformation analysis in shallow water area, after the wave prediction of
offshore wave in Seychelles. This wave prediction is calculated from data of cyclone (center
atmospheric pressure, radius and route of cyclone) considered to have impact to Seychelles in the
past. The scales of offshore waves in Seychelles and incident waves in front of Providence Fishing
Port are shown in Table 1-2(9).

Table 1-2(9) Wave parameter in Severe Condition

Offshore wave Incident wave at Providence Fishing Port

Wave height (H0) 6.0m Incident wave height (H0’) 2.64m
Wave period (T0) 12.0sec Wave period (T) 12.0sec
Wave direction ESE Incident wave direction N53.2°E
Designing parameter of wave were set H (design wave height) as 2.85m (significant wave)
against 2.64m incident wave using calculation formula as below as a result, H/H0’ =1.08 were
preferred from Figure 1-2(11).
Depth h： 9.0m+1.45m (H.W.L)＝10.45m
Equivalent deep water wave height Ho’： 2.64m
Offshore wave length Lo： 1.56 x To2＝224.6m
Slope of sea bottom： 1:30
Ho’/Lo： 2.64/224.6＝0.012
h/Ho’： 10.45/2.64＝3.96

Figure 1-2(11) Wave Height Change by Water Depth

1-16
(c) Tidal Current level
Tidal current parameters prepared in Phase 1 were used for designing due to less time span since
Phase 1 survey. In this survey, topographical change was not observed since phase 1. The result
from Phase 1 shows, the tidal current in front of Providence Fishing Port is stable to NW direction
regardless flood or ebb tide, and the mean flow velocity was slow with approximately 6 meters per
minute.
Accordingly, in this survey, additional hearing from fishermen was made, suggesting the tidal
current level in northwest monsoon season is NW direction, on the other hands, southeast monsoon
season is SE direction.

(d) Littoral Drift level

Marin chart of Providence Fishing Port in 1994 are shown in Figure 1-2(12).
In the middle of 1990s, the Providence area including the Providence Fishing Port was
constructed with an earth filling to offshore sides. In this area of Victoria to international airport
along with old road, shoreline was fundamentally established, consisting the mangroves and tidal
flat were formed. Several rivers run into the tidal flat among reclaimed land and old road. The
lengths of these rivers are short, and the supply of sand is considered to be small since the Mahé
Island is formed with the granite island. In addition, as offshore of the Providence area are
surrounded by shallow waters with Au Cerf Island and coral reefs, the terrain structures are
protected to be affected by direct waves from outer sea.
The marine chart of 1994 shows the outline of Providence Fishing Port and comparing with the
result of presented by bottom sounding (refer to Figure 1-2(1)). Even after 15 years have passed,
considerable change is not observed on the coast topography and water depth.
With the above mentioned, it is inferable that phenomenon and impacts of sedimentation or
erosion by littoral drift around the project site are “minor”. However, as the change like long term
shoaling cannot be avoided, it is necessary to be maintaining with dredging work inside of the port
by the Government of Seychelles.

1-17
 ←

tto
V
Vi
c
ct
o
or

Project Site
nce
(Providen Fishing
Port)

Old roa
ad

To

Figuree 1-2(12) Marine Chhart around Providence

P district surveyyed in 1994

(e) Inn-Port Calmnness analysiss

In--port calmneess analysis was
w studied ffor requested
d quays as sh
hown in Apppendix 6.2. As
A a result
of thiis study, pressent in-port calmness
c is cconsiderate as
a “very high
h”.
Duuring the survvey, hearing studies weree made to Fiishermen and
d Fishing boaats owners, regarding
r
to thee In-port calm
mness, howeever, no obje ction was raised regardin
ng to the curr
rrent in-port wave
w and
its caalmness of thhe Providence Fishing Poort.

1-18
1-3 Environmental Social Consideration

(1) Outline of project-related components that could have environmental or social impacts

The main soft components requested in this Project are to expand and develop “berthing quays”
and to develop “ice making facilities”. Project-related soft components that could have environmental
or social impacts are as follows.

(i) Berthing quays

Expanding the berthing quays may necessitate construction work inside the existing harbor. If
landscaping and construction work are carried out, impacts inside the existing harbor are
anticipated. In particular, the water could become polluted when steel sheet piles are driven in
during construction.

(ii) Ice making facilities

Developing ice making facilities may necessitate construction work behind the quays. If
development and construction work go ahead, impacts inside the harbor (including land areas) are
anticipated. In particular, although there are no residences or similar nearby, an impact is
expected to arise from the traffic of construction vehicles.
Particularly noteworthy points in connection with environmental and social consideration are
summarized below.

・Lease agreement land adjacent to scheduled land sites

Of the requested quays, land behind Quay 2 was leased out in 2012. It is currently being used as
a materials storage yard, among others, by a private company involved in construction. The
company has also built a small jetty at its own expense, for temporary mooring of a boat it is due
to own from around March 15th, 2015. The jetty is not located on the leased land and therefore
constitutes illegal occupation. If the construction work at Quay 2 is approved, the SFA will need
to remove the jetty and pay compensation by means of a reacquisition price before starting
construction.
The lease agreement land will not be impeded by construction work under present
circumstances. However, the SFA may need to secure alternative land at a future planning stage.
As for the removal of the jetty, meanwhile, the private construction-related company has
confirmed and agreed to the removal at a Meeting of Stakeholders, and orally in the subsequent
interview survey.

1-19
・Garbage disposal and wastewater management

The SFA entrusts the management of garbage disposal at Providence Fishing Port to a private
company, and pays a monthly fee of 750 SCR for this service. Garbage is collected three times a
week. Wastewater is channeled through sewage pipes to a sewage treatment plant on Mahe Island,
and will thus cause no impact on the surrounding sea area.

(2) Environmental Impact Assessment relating to Construction Works

The EIA procedures, as required by the Environmental Protection (Impact Assessment)

Regulations (1996) under the Environmental Protection Act 9 (1994), is a pre-requisite for gaining
Environmental Authorization from the Ministry of Environment, Energy and Climate Change
(MEECC) for the proposed project. EIA approval process is shown in Figure1-3(1).

Application

EIA Class I EIA Class II

Scoping Meeting/Visit
Field checklist and Produce appraisal
report PCEI)

Scoping report

Approved with
Provisionally refused
conditions
Assesses report

Refusal by
Overridden by
TOR by MEECC Planning
the AUthority
Authority

EIA Report Appeal

Minister Project
Commences
EIA report reviews by
MEECC
Court

Turned down
further work
needed
MEECC Ministry of Environment Energy and Climate Changes
Public Review
PA Planning Authority

PCEI:Pollution Control and Environmental Impact

Appraisal by MEECC
Turned Down
further work neede

Approved with Conditions

Planning Authority
Notified

Source：MEECC

Figure 1-3(1) EIA Approval Process

Implementation agency (SFA) is to submit an application of Environmental Authorization for

development project to Division Environment Assessment and permit section of MEECC.

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 1) SFA submit EIA application form to Division Environment Assessment and permit section
2) Preparation and Submission of EIA result of EIA Class II survey
3) Review of EIA result by Ministry of Environment, Climate change and Energy (MECCE)
4) EIA appraise by appraisal committee
5) Submission of Environmental Authorization by Ministry of Environment, Energy and Climate
change
It is expected that the final approval of ESIA by Ministry of Environment, Energy, and Climate
change will be obtained by February 2016. MEECC appraises the EIA report and issue the
Environmental Authorization (EA).
This project is extension of Phase 1. Thus, automatically categorized to Class II accordance to
previous studies. MEECC are to studies necessary information from related agencies and to request for
additional survey to SFA, as necessary.

(3) EIA Approval Schedule

Under Schedule of the Environmental Protection (Impact Assessment) Regulations (1996), of

the above-mentioned Act, the desired level of development, its proposed activities and concept
comprises activities, which in accordance with Regulation 3(1) of the same regulations are
projects or activities requiring EA. Accordingly, three to four month are required to obtaining
Class 2 as shown in Table 1-3.

Table 1-3 Approval schedule of EIA

Steps Approximate time

Scoping meeting with the Department of Environment 2-3 days
Undertake scoping study & prepare report 15-30 days
Upon submission of scoping report the ministry provides the detailed 14 days
Terms of Reference to the EIA Consultant
EIA Class 2 is undertaken on the basis of the Terms of Reference 1-2 months
Specialist Studies (may or may not be required) depending on the type Variable
of project.
EIA Class 2 is submitted to the developer for review 14 days
EIA Class 2 is submitted for internal review 21 days
EIA Class 2 is submitted for public review 7 days
EIA Class 2 undergoes final appraisal and client presented with/without
environmental authorization
Total Approximate Time 2-3 months

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1-4 Other Matters (Global Issues, etc.)

With regard to global issues, this Project is linked to eradicating poverty and environmental
and climate change, among others. In terms of eradicating poverty, it will be effective in improving
domestic food self-sufficiency by developing the fisheries sector and stimulating economic activity by
promoting trade, with key focus on sustainable development. Based on this awareness, it is an
important task from the viewpoint of achieving a stable supply of valuable protein sources for the
people from the limited natural environment of an island nation.
When formulating the aims and plan of the basic design in terms of equipment, care was taken
to study equipment specifications that would contribute to more effective and efficient fishery activity
with consideration given to environmental impact, as well as selecting machinery with high levels of
mobility. Implementing this Project is expected to increase the effectiveness of operations needed for
fishery activity.

Use of refrigerants in ice making facilities and regulation on use

In the Seychelles, R-22 (a freon gas) and ammonia are commonly used as refrigerants for ice
making and refrigerating equipment. Freon gases are used in 5 out of 7 existing ice making facilities.
Ammonia is used in the ice making equipment newly installed under Phase 1 in FY2010. New
refrigerants (HFC types: ozone depletion coefficient 0.0) are used as substitutes for regulated
refrigerants in motor vehicles and general purpose air-conditioners, etc., but not in ice making and
refrigerating equipment. In countries around the world, various regulations are being imposed on
production volumes, import and export volumes, and use of R-22 as a refrigerant constituting an ozone
layer depleting substance. Ozone layer depleting refrigerants are broadly divided into CFCs
(coefficient l.0) and HCFCs (coefficient 0.055) depending on their ozone depletion coefficient, and
R-22 is one of the HCFCs that has less impact. In Japan, R-22 consumption has been reduced in stages
since 1996, based on actual consumption in FY1989 as a reference amount; the predetermined
regulation schedule aims to reduce it to zero from 2020 onwards. As an exception, however,
production up to a maximum of 0.5% of the consumption reference amount has been permitted up to
2029, when replenishing refrigerants for ice making and refrigerating equipment, etc. On the other
hand, because there is no regulation on the manufacture, installation and operation of ice making and
refrigerating equipment using R-22, new products are still being manufactured and installed.
In the Seychelles, R-22 is not produced and the whole volume is imported, but the
Environment Ministry plans to reduce it in stages, based on the import volume in FY2020 as the
maximum reference amount.

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Chapter 2 Contents of the Project
2 Contents of the Project

2-1 Basic Concept of the Project

Providence Fishing Port was built at the same time as Bel Ombre Fishing Port using grant aid
from Japan, with the aim of easing congestion at Victoria Fishing Port. The port was completed in
February 2010. The effects of the project were confirmed, in that the average daily number of fishing
boats mooring at Victoria Fishing Port decreased after the opening of Providence Fishing Port.
Since then, the number of fishing boats based at Providence Fishing Port has grown year by
year, and an increase in the size of fishing boats has also been observed. In line with this, the volumes
of fish landings by small and medium fishing boats have also grown (500-1,000 tons per annum). In
2012, two years after Providence Fishing Port was opened, the average daily number of fishing boats
mooring there (23 boats) reached twice the number in the original plan (12 boats), making the port
cramped. This trend was caused by an increase both in the number of fishing boats in the Seychelles
and in the number of fishery processing plants around Providence Fishing Port.
With further increases expected in the number of boats using Providence Fishing Port, the aim
of this Project is to improve the working environment for artisanal fishermen who use Victoria and
Providence as activity bases. This will be done by expanding and developing the facilities needed for
fishery activity in the port (quays, aprons, landing sheds, water and power supply equipment, ice
making facilities, etc.).
Additional numbers of fishing vessels are expected to increase for development of fish
processing factory in the area. Accordingly, Seychelles government requested Japanese Government,
“THE PROJECT FOR THE CONSTRUCTION OF ARTISANAL FISHERIES FACILITIES IN
MAHE ISLAND, PHASE 2" (herein after "the Project") for sustainable development of fishery sector
in Seychelles. Basic outline of the project are shown in Table 2-1(1).

(1) Overall Goal of the Project

The Project is improvement of fisheries infrastructures to promote the fisheries sector, one of
the country’s main industries, and contribute to the development of the national economy.

(2) Project Goal

The objective of the Project is to extend existing quays and expansion of fisheries facilities in
Providence fishing port by securement of mooring quays for increased fishing vessels, with aiming to
improve quality of fish products and port operation through fishing activities accordance with demand
fluctuation, thereby contributing to the fisheries industries comprise of fish process sector.

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 Table 2-1(1) Basic concepts of the project

Fishing port
Issues Issues to be solved Components in the project
(Status)
Mooring vessel congestion
• Extension of quays
created by increase of Reduction of fishing vessels
Victoria Fishing port • Installation of ice-making
number and size of fishing moored in Victoria fishing port
facility
vessels
(Largest fishing port in Operation and usage of quay
• Improvement of port
Mahé Island) is handled by user Port operation
operation
(fisherman)
Lack of the ice for fishing • Installation of ice-making
Increase of ice production
activities facility
Traffic congestions behind Reduce vehicle access to the
• Extension of quays
the port Victoria fishing port
Lack of mooring space
Increase number of mooring
Providence Fishing port caused by increase of number • Extension of quays
vessels in Providence FP
and size of vessel
(Landing site for sea Operation and usage of quay
• Improvement of port
cucumber, Mooring port is handled by user Port operation
operation
for artisanal fishing (fisherman)
vessels) Lack of ice, resulting loss of • Installation of ice-making
Increase of ice production
fishing activities facility
Lack of maintenance and • Installation of ice-making
Maintenance and operation
operational staff for families and improvement
Training for ice-making facility
ice-making facility of operation staff
No sunshade in the port
Improve of working • Installation of landing
resulting difficult
environment shed
environment to work.
Increase of fish processing Improve of working • Installation of landing
factory environment shed

(3) Outline of the Project

In order to achieve the above goal, the project will extend quays, and construction of fisheries
related facilities such as the ice-making facility, the landing shed and other necessary incidental
facilities in Providence fishing port. Those facilities should reduce the number of mooring vessels in
Port Victoria. In addition, an extension of the quay with additional landing sheds in Providence fishing
port could also improve working environment by improvement of safety during unloading of fish
products under the extreme hot climate of Seychelles.

1) Victoria fishing port：

a) Usage of quays shall be design with confirmation of current vessel flow lines; access from
departure and arrival of vessels shall be carefully studied. It is highly required to prepare
plan to be used as public quays.
b) Decentralization of vessel operation from Port Victoria to Providence fishing port should
be planned for excess number of vessels designed from Phase 1.

2) Providence fishing port(Project site)：

a) Usage of quays is to design accordance with confirmation with current vessel flow lines;
departure and arrival of vessels shall be carefully studied. It is highly required to prepare a
plan to be used as public quays.
b) Decentralization of vessel operation from Port Victoria to Providence fishing port should

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 planned for excess number of vessels designed from Phase 1. Sea-cucumber harvesting
vessels should be relocating with higher priority to Providence fishing port.
c) The back area of quays is limited, and public access must be reserved for the land area to
quays. It is necessary to avoid privatize occupation use of the public quay.

(4) Counter parts organization

a) Supervising agency： Ministry of Fisheries and Agriculture

b) Implementation agency: Seychelles Fishing Authority (SFA)
c) Project Management： Seychelles Fishing Authority (SFA)

(5) Input of the Project

1) Japan side
a) Quay No.1
b) Quay No.2
c) Quay Surfacing (Interlocking Block, Apron, Road)
d) Water supply system within the Project site
e) Power supply system within the Project site
f) Lamppost
g) Water drainage system within the Project site
h) Landing shed
i) Ice making machine (Plate ice) with Ice storage
j) Anchoring Buoys
k) Soft Component (technical assistance) for Operation and maintenance of ICE making
facility

2) Seychelles side
a) Implementation of Environmental impact assessment
b) Secure of temporary yard
c) Site clearance
d) Construction of access road
e) Two technical staffs for ice plant operation (Soft Components)
f) Operation and maintenance of facilities and equipment
g) Banking arrangement fees

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2-1-1 Requested contents of Japanese Assistance

At the preparatory survey stage (March to November 2015), discussions were held with the
SFA to confirm priority levels for the requested components and their necessity. On the relevance of
the request content submitted by the Seychelles side, comprehensive priority levels based on necessity,
urgency, operation and maintenance, etc., were evaluated in three stages (A, B, C), and the content of
each was studied together with the Seychelles side.
Table 2-1(2) shows changes in the items requested by the Seychelles in 2013 and the priority
levels of components obtained through discussion.
AFTER discussing the request content, it was decided that priority level A would comprise the
components subject to this plan. Details of the study of request contents for each component are as
shown

Table 2-1(2) Changes of contents of request and Priority

No. Requested components Re-requested components after discussion Priority

(2013) (2015)

Quay No.1 A
Quay No.1, No. 2
1 (Length: total 216 meter) Quay No.2 A

Quay No.3(Length: 112 meters) and Quay No.3 B

Quay No.4 (Length 84.5 meters)
2 Breakwater (50 meters) Quay No.4 (length 84 meters)
Back filling (38,700 cubic meters) Breakwater (50 meters) B
Back filling (38,700 cubic meters)
Quay surfacing (13 meter) behind Quay Quay Surfacing
3 No.1 (Interlocking Block, Apron, Road) A

4 Mooring (Anchoring) buoys (3 set) Anchoring Buoys A

Water supply system within the Project site A
Electrical installation and lightning, Power supply system within the Project site A
5 water and rainwater collection, and
drainage Lamppost A
Water drainage system within the Project site A
30 meter length Landing shed (Quay
6 No.1) Landing shed A
,
7 Ice-making facility (10 tons per day) Ice making machine (Plate ice) A
Ice storage
Soft Component (technical assistance) for
8 Operation and maintenance of Ice making A
facility
Remark: Priority A: High requirement from necessity, and emergency
Priority B: High requirement but low emergency
Priority C: Low priority from emergency and necessity.

(1) Construction of Quay No.1 and No.2

The number of fishing boats currently using Providence Fishing Port has risen to 49, more than
twice the 24 boats in the Phase 1 plan. The number of fishing boats moored in the port has also nearly

2-4
doubled from 12 in the Phase 1 plan to 23, and together with the increasing size of fishing boats using
the port facilities, this is causing congestion inside the port. Moreover, because the existing port is
used by numerous sea cucumber boats, the average of 23 moored boats sometimes increases to about
40 during the July-September off-season, the year end, and at other times. Facility plans are underway
for fishery processing plants to be built on land behind the planned area, and together with the
construction of these plants, the introduction of around 20 new fishing boats is being considered. Of
these, 11 have already been bought and are being built. Meanwhile, the increased number and size of
fishing boats using port facilities are also causing congestion inside Victoria Fishing Port. Therefore, if
around 20 fishing boats using Victoria Fishing Port could be transferred to the planned site at
Providence, the implementation of this plan could be expected to contribute to the efficient and safe
operation of Victoria Fishing Port.
Based on the above background, Providence Fishing Port is expected to accommodate around
40 boats (nearly 3.5 times the number of 12 boats moored at the time of the Phase 1 plan) in the near
future. As such, the development of new quays is a matter of urgency, and both necessity and urgency
are high.
Furthermore, if a quay extension measuring about 3.5 times the length of the mooring quays
developed in Phase 1 (60m) were to be planned, a total of about 210m (= 60m×3.5) could be secured
for Quays 1 and 2 combined. The relevance of this development is therefore also recognized and its
effectiveness is also judged to be high.

(2) Construction of Quay No.3 and No.4, Breakwater and Backfilling Works

A further increase in fishing boats can be anticipated in future if the operation of fishery
processing plants on land behind the planned site becomes lively. In this case, there would be an
understandable need to develop Quays 3 and 4. When considered in terms of the urgency of easing
congestion for current mooring, however, it is thought that this can be addressed sufficiently by
developing and extending Quays 1 and 2 alone, and developing Quays 3 and 4 is judged premature.
On the development and extension of the breakwater accompanying the development of Quay
4, the maximum wave height conditions to facilitate safe mooring were studied using tranquility
analysis at a maximum height of 30cm. As a result, although the request was for a breakwater
extension of 50m (breakwater wall 30m + breakwater 20m), development of about 100m (breakwater
wall 30m + breakwater 70m) is thought necessary to ensure a proper capacity utilization ratio for
moored fishing boats. Therefore, the breakwater development accompanying the development of Quay
4 is not only of low urgency but is also expected to require an enormous project cost, and is thus
judged to have low relevance from the viewpoint of cost-effectiveness.

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 With the above result, the component regarding to “Construction of Quay No.3 and No.4,
construction of Breakwater and Backfilling” will be outside the scope of this Project.

(3) Construction of Apron behind Quay No.1

The aprons behind the quays are used for preparation and landing work, and also as parking
spaces for vehicular access and temporary storage spaces for fishing gear, ice, etc. As such, it is
essential that the aprons should also be developed. This applies not only to Quay 1 but also to Quay 2.
Generally, aprons behind mooring quays and landing quays should be at least 10m wide, and in
fact, the client government has requested a width of 15m. However, a space of only about 13m can be
secured, as it is sandwiched between the quays and fishery processing land behind them, owing to
constraints of land use in the planned site.
Moreover, plans to develop fishery processing facilities on land behind the aprons are being
advanced by private investors. Therefore, as well as developing aprons, this land is to be earmarked as
“roads” to facilitate free access by motor vehicles. This will serve to avoid exclusive use of quays and
aprons by fishery processing companies at the back and to ensure their public nature, so that people
involved with fisheries can use them equally.
In view of the above, it is essential that a space of 13m behind Quays 1 and 2 be developed as
aprons and roads, with a view to guaranteeing their functionality and public nature. This is therefore
judged to be a soft component with high levels of urgency and relevance, as with the development of
Quays 1 and 2.

(4) Installation of Mooring Buoys

To minimize the need for quay extensions, the head-on method(tandem-mooring method) will
be used for fishing boats moored at the mooring quay. The main purpose of the mooring buoys will be
to prevent fishing boats that are moored head-on from drifting in the mooring area due to wind, current,
waves, etc., and thus to ensure safe mooring. They will also serve to fix the mooring position of boats
and prevent them from being damaged through violent impacts with adjacent fishing boats, quays, etc.
The method of mooring using mooring buoys has been adopted not only in the existing
Providence Fishing Port but also in Victoria Fishing Port. Thus, head-on mooring using mooring
buoys is judged to have high levels of necessity and effectiveness in terms of safety and functionality,
as a countermeasure against the strong winds that occasionally visit the Seychelles.

(5) Electrical installation, water drainage system

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 1) Electric supply system within the Project site
Many fishing boats have to operate generators, as they still need power on board when moored.
But to minimize the cost of running generators, fishermen use extension cables to take power from
outlets in the fishermen’s gear storage building, which is owned or leased by the fishermen
themselves on the existing quay. The number of fishing boats undertaking fishing preparation work
on Quays 1 and 2 after development in this Project is expected to increase. Therefore, shore power
supply equipment must be installed in order to supply boats with the power they need from power
sources on shore when their own generators have been stopped. Street lighting must also be
installed to ensure the safety of fishing preparation and vehicle traffic on quay aprons and access
roads at night.

2) Water supply and drainage system within the Project site

Water supply facilities are basic infrastructure for fishing boats in fishing port facilities, and are
vital for providing the water supply needed by all fishing boats when they go fishing. Drainage
facilities using rainwater traps will also need to be installed, to cope with the abundance of rainfall
in the Seychelles.

(6) Landing shed

Hygiene is essential for facilities used to land marine produce. Landing sheds were already
installed in Phase 1, but because the planned number of boats using the facilities has already been
exceeded, they are in a state of saturation. In addition, more processing plants are to be built in the
area around Providence Fishing Port, and the number of boats landing fish will therefore also increase.
Landing work by artisanal fishing boats is expected to be concentrated between early morning and
midday. Therefore, more landing shed facilities need to be developed to enable them to land fresh fish
and shellfish in the limited time available.

(7) Ice-making facility

Longline fishing boats, which account for the majority of semi-industrial fishing boats, are
either owned by fishery companies or are exclusively used by them through agreements with the boat
owners. This means that the ice they need for fishing operations can be supplied by fishery companies.
The total daily output of ice produced by fishery companies and the SFA at Providence and Victoria
Fishing Ports is around 35 tons, which is not enough to meet demand at peak fishing times. When
fishing on successive days, in particular, longline and many other fishing boats are unable to depart as
soon as they would wish, as they have to wait for ice to be supplied. Artisanal fishing boats have
particular difficulty in procuring ice, as they only buy a little at a time and, as mentioned above,

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fishery companies prioritize the supply to longline fishing boats as their large-volume buyers, and do
not sell to fishing boats buying in small volumes. In this Project, therefore, it is judged necessary to
develop ice making facilities for artisanal fishing boats that have difficulty in procuring ice.

(8) Soft Components

In view of the following issues and situations, consideration will be given to implementing
Soft Components related to ice making facilities at Providence Fishing Port.
a) The Seychelles side has requested the implementation of soft components in connection
with ice making facilities.
b) Considering that the Seychelles side has no notable track record of operating ice making
facilities, guidance and support in soft aspects related to the operation and maintenance of
these facilities will be needed.

2-8
2-2 Outline Design of the Requested Japanese Assistance

2-2-1 Design Policy

2-2-1-1 Basic Policies for Civil Facility

(1) Basic Policy of Construction Plan

Project target is to contribute to the fishery’s development of Seychelles keeping quality of

fishery products under the smooth, safe and effective landing works corresponding with increasing
mooring vessels and landing demand in Providence fishing port.
One of the construction concepts of Providence fishing port prepared at the time of Phase 1
was the congestion mitigation of the port, which became saturated. Basic policy of civil facility
construction in this project is to resolve the congestion caused by an increase of fishing vessels and its
growing in size not only in the Providence fishing port but also including Victoria fishing port, which
framework are parallel to the previous project toward goal achievement.
Basic policies for civil facilities in this project are described below.

【Basic thoughts on civil facilities in this project】

1. Port Victoria (Victoria fishing port)
l Reallocation of function to meet the aim of accessibility to be used as public quays,
reviewing flow line and reorganize current utilization of the quay mooring.
l The possibility to relocate fishing vessels, which have increased in number and grown in
size to Providence fishing port as the mitigation method of congestion for the mooring
fishing vessels in the existing port shall be studied.

2. Providence Fishing Port (Project Site)

(a) Quay Construction
l Reallocation of function to meet the aim to be desired to use as the public quays reviewing
flow line plan including quay location constructed at Phase 1 accordance with current
congested status.
l Necessary length of landing quay and mooring quay shall be studied aiming not only the
resolve of congestion by the number of fishing vessels, which presumably doubled, and
grown in size. In addition to the congestion, mitigation of Port Victoria was increase of
fishing vessels by the construction of fishery processing facility near future.
l Normal line and the cross section structure of quay are to design to coordinate with the
existing quay normal line, bottom topography and ground condition with the aspects of
usage with economical views. Especially, area around border with private land where

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 already used on the existing normal line of revetment has to be taken care without any
impact by quay structures.
l In a view of safety and operation, items such as fenders, bollards, mooring rings, ladders and
mooring buoys are going to be installed as the ancillary facilities in the quays.

(b) Construction of Apron and Access way

l Avoiding quays occupation by fishery processing facilities, which are planned separately
behind the planning quays, access way is planned behind the apron so that everyone can
equally access to quays as the public quays.

(c) Restriction of Fishing Vessels

l As the existing port is closed water area with horseshoe shape, proper operation in the port
water area shall be prepared making restrictions on fishing vessels in order to secure safe
ship maneuvering basin.

(2) Policy on Scale Setup

Scale of civil facilities in Providence fishing port is depended on the construction quay length
to be fixed by the number of design vessels and the number of fishing vessels shall be fixed as the
basic number with the following three point of views. Quay scale should be adjusted from the result of
base line survey and mooring status survey. For designing, vessels shall fix the necessary length
dividing into landing quay and mooring quay (for preparation and resting) and construction of Quay
No.1 and No.2.
The scale length of apron and access way to be constructed behind quays shall be planned to
secure the bare essential breadth considering current land utilization restrictions.

【Policy on basic number of vessel】

1. Number of vessels to relocate to Providence from Victoria
In order to determine the congestion rate caused from current mooring water area or
section is more congested by increased number of vessels and growing in its size, “Basic
Framework” showing the number of vessels and the clarification for boundary by use of
quay function is to be designed.
The number of vessels differs between the plan of mooring vessels fixed by the above
“Basic Framework” and present average number of mooring vessels is to include into the
designing of vessels number treated as relocation vessels to Providence fishing port (project
site).

2. Increased number of vessels using Providence fishing port

In Providence fishing port, the number of vessels using and mooring the port after

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 completion of Phase 1 was doubled. Necessary length of quay is doubled in accordance with
number of vessels for its landing and mooring quays. And, as growing in size of vessels is
accelerated by an increase of middle to large size vessels such as Schooners (SC), Long
Liners (LL) or others as the actual dimension of targeted vessels to use the port, the
necessary length of quays shall be calculated based on the current vessel size.

3. Increase number of new fishing vessels by construction of fishery processing facilities

Nineteen fishing vessels are newly introduced by fishery processing facilities planning
to be operated behind Providence fishing port by investors. The construction of fishery
processing facilities behind project site is constructed after the completion of this project.
However, some of the investors have been constructed those vessels and moored around
Victoria fishing port. Currently, ten fishing vessels have already procured by investors.
Accordingly, the number of the new fishing vessels, which had been procured by the
investor of fishery processing facilities, shall be counted into this project.

(3) Policy on Facility Location

Target facilities for civil works are quays, apron and access ways. Building construction
facilities work is ice-making facility and landing shed. Providence fishing port where the Project site
has some constraints not only the problem of existing use but already utilized the land for fishery
processing facilities and contracted for the land use.
Because of these factors, the location plan of targeted facilities shall be selected carefully not
only to link of existing facilities but also to securement of access time of construction works and their
operation as followings.

1) Layout of Quay
a) Facility layout shall be planned with consideration of flow lines of fishing vessels. The quay
is to be separated by function, the landing quay and the mooring quay. The new-landing
quay shall be constructed next to the existing landing quay so as to unite effectiveness.
b) Normal line of Quay No.1 shall be in alignment with the existing quay considering
convenience of mooring of fishing vessels.
c) Concerning the formal line of Quay No.2, an economical facility layout shall be planned
adjusting various points including related water depth with the existing leased area.
d) Facility layout of Quay No.2 shall also consider the formal line layout of Quay No.3, which
will be most probably constructed in the future.

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 2) Layout of Apron
Minimum but necessary breadth length shall be secured as the space for preparation work
for fishing and car parking behind Quay No.1 and No.2.
The layout requires retaining continuity with the apron behind the existing quay.

3) Layout of Access way

a) Necessary minimum breadth behind apron shall be secured so that free access can be
made from hinterland to quays.
b) Access way shall be planned considering the accessibility from main road and enabling
linkage with land facilities.
c) The access way is to design in a prospect of future construction of loop road behind Quay
2 by the Government of recipient country. And, before the construction of loop road, as
the road front edge portion shall be dead end, the function to turn around shall be
constructed at the front edge.
d) The road shall secure space that both construction vehicles and public vehicles can be
trafficable when Quay No.2 is constructed.

(4) Policy for facility structure

1) Policy for quay structure

a) Quay structure having an advantage of construction and economic efficiency are to be
analyzed based on the bottom soil condition and the result from bathymetric survey.
b) As the land-use behind Quay No.2 is made by fishery processing company, the quay
structure itself shall not have an impact on the existing fishery processing and the existing
buildings.
c) As Providence fishing port is closed water area with horseshoe shape, in order to confirm
the amplified reflection ratio in the port generated by more construction of vertical quay
structures, the analysis of port tranquility is studied.
d) The quay crown height shall be designed with a view of the heights of the existing quays,
locality and free board height of design vessels.
e) The design plan of water depth for quay shall be estimated from maximum draft length of
the existing fishing vessel.

2) Policy on pavement structure of Apron and Access way

a) In order to retain likeness with the existing apron and road, the pavement by inter-rocking
blocks shall be adopted as same as the existing structure.
b) Apron pavement of landing facility shall be concrete pavement same as the existing
facility, and the floor surface are finished with highly volatile synthetic resin.

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(5) Policy on Design Standard

As there are no design standards for the civil facilities related port, harbor and fishing port
in Seychelles, following Japan’s design standards shall be applied.
a) Guide for Fishing Port Plan (National Association of Fisheries Infrastructure)
b) Companion for Design on Fisheries Infrastructures (National Association of Fisheries
Infrastructure)
c) Technical Standards and Commentaries for Port and Harbor Facilities in Japan (Japan
Port and Harbor Association)

(6) Policy on Natural Condition

1) Weather Condition
a) Season of Seychelles is mainly divided by the rainy and dry seasons. The impact of
cyclones is very low.
b) Average temperature is 27°C through a year round and the maximum temperature is 30°C
which is stable. The impact to construction works is very small.
c) Precipitation is estimated to 2,500mm in annual average and as rainfall with more than 10
mm/day. Accordingly, impact to construction works is estimated to 57.6 days/year. From
this result, special attention is required for an extra construction period for outside work,
which should be, include for the planning of the project.

2) Oceanographic Condition
a) Tide level: In the Project, same tide level applied in Phase 1 will be use.
H.W.L：+1.65m, L.W.L + 0.45m
b) Wave design: Wave in front of the existing breakwater shall be H0’= 2.85m, period T0’=
12sec. And, wave acting to quays shall be analyzed by confirming the port tranquility
analysis for its inner port reflected waves.
c) As tidal current is analyzed 6 m min-1, which is very slow. This tidal current will not be
included into design as same included in the previous project.

3) Soil Condition
In the past, the project site was buried by coral sand with bottom silt in 1991 to 1995. The
result of soil investigation in Quay No.2, characteristic of soil is relatively softer and loose as the
soil sample Quay No.1 determined in the previous project. Soil condition to be applied to the
design condition shall be set out as follows:
N Value： N=3
Cohesion： C=0
Inner Friction Angle： φ = 25°

2-13
 4) Seismic Force
In the past, the earthquakes of magnitude 6.0 to 7.6 attacked intensively near Carlsberg
oceanic ridge in the Indian Ocean including Seychelles. The distance is 1,000km away from
Seychelles and the maximum base speed of acceleration is presumed as 0.5 to 1.0 Gal. Therefore,
seismic factor will not take into consideration for design of civil structures.

(7) Policy on Social Environmental Condition

a) Designing of area behind construction of quays is to comprise with land use limitation,
since existing fishery-processing company holds lease contract. Accordingly, the breadth
of apron of roads behind quays shall be design as 13m.
b) Designing of area behind the construction of quay No.2 is to comprise with used by
fishery processing company, not only selecting from economical point of view from
construction, the water depth is to design with consideration of the impact to the existing
fishery processing company.
c) During construction works, the project areas are to design to control as restricted area
from safety reasons. However, the existing ports are planned to be actively function
during this period, accordingly the structural selection is to be designed to reduce area for
the use as temporary yard during construction periods.

(8) Policy on Construction Method

a) Construction of Quay No. 2, it is necessary to secure two access ways, first is in the front
of the fishery processing facility and second is behind the existing fishery processing
factory. This area has been occupied already, and will be the obstacles against
construction works of Japanese side. During the construction of front of fishery
processing facility, a land behind fishery processing facility shall be utilized as the access
way.
b) Arrangement of traffic controllers highly required for the safety of constriction area.
Specially, the security controller must be placed near the existing port to direct working
vehicles.
c) Silt fence shall be installed during construction period to protect water area of Quay No.1
and 2. Water quality must be monitor for environmental protection.
d) As Providence fishing port is located closer to Seychelles International Airport,
construction machineries used during construction shall limit of the height of less than
25m.

(9) Policy on Construction and Procurement Condition

a) Seychelles produces stone and ready-mixed concrete to be used in fundamental civil

2-14
 materials for the construction works and the stable procurement is possible.
b) High quality construction materials, such as steel products (sheet piles, reinforcing bars)
are designed to procure in Japan for securement of quality.
c) As quay construction works using steel sheet piles requires special operation by
well-experienced workers, construction machineries, its operators and divers shall be
employed to ensure the safety from Japan.

2-2-1-2 Basic Policy for Building Facilities and Equipment

(1) Basic Policy

Production capacity of ice machine is calculated to cover the shortage of difference between
daily production in both Providence and Victoria fishing ports, with accordance of demand ice from
capacity of artisanal fishing vessels. Basic designing concept of the ice-making facility shall follow
the concept from existing facilities, which was installed by Phase 1.

1) Policy on construction of ice-making unit and ice-storage

An adequate scale of providing ice-making machines necessary for complementing the lack of
ice supply to artisanal fishing vessels in Providence fishing port and Port Victoria shall be
determined. Building facilities shall be designed in order to prevent confusion in the flow of ice,
flow of fishermen and flow of fish products as follows.
Figure 2-2-1(1) suggests original partition plan of the lease area of the Project in providence
fishing port prepared by Seychelles government. Leasing contract for a piece of land had been
agreed with a private investor and SFA, and the land Section-3 was kept for ice-making facility for
this project. Section 3 is located side by side to Section 1 and section 2, southeast from current
administration building constructed in Phase 1.
Two access roads as shown as R1 and R2 in Figure 2-2-1(1), were originally integrated in design
prepared by Seychelles side. After discussion with SFA, that access road is to include in design
with review on following criteria.
• Maintenance of ice making facility
• Ice transporting route (flow line) and distance from Ice making facility to the fishing vessel,
• Distance from ice-making facility to administration building.
In addition to above, followings are to be reviewed for the design.
• Improve accessibility to Quay No.1 for ice supply to vessels
• Distance to Quay No.2 is shorter with figure 2-2-1(1), nevertheless supply transportation can
be done by a vehicle.

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 As a result, location of ice-making facility is to transfer toward next to R1 access road, and then
section-1 and 2 are to be relocated toward one block southeast as shown in Figure 2-2-1(2)

Figure 2-2-1(1) Land section plan prepared by Government of Seychelles

Figure 2-2-1(2) Alternative land section plan for Providence fishing port

Figure 2-2-1(3) Location plan for ice making facility

a) Type of the Ice

Generally, ice plants are usually classified by the type of ice they produce. In

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 Providence fishing port, type of the ice is selected to design from three main ice types,
which are block ice plants, flake ice plants, plate ice plants. The plate ice type is mostly used
in Seychelles, while flake ice is rarely produced and block ice is not manufactured for
artisanal fishing sector. The plate ice have both characteristics of flake and block ice which
are suitable to use for fishing vessels consisting ice storage and having fishing trip with one
day to two week period. These types of ice have good heat transfer efficiency to use for
artisanal fisheries to load their catch in fish storages and to store on board. Therefor,
fisherman raise strong request of plate ice in Seychelles. In addition, the process of
producing plate ice is fully automated compare to the block ice from easy operation and
maintenance, which can initiate reduction of production costs. Considering the current status
and requirement of ice in artisanal fisheries sector, plate type of ice units are to be selected
by the project.

b) Selection of Refrigerant
Chemicals used as refrigerants, known as chlorofluorocarbons (CFCs), are known to
have adverse effects on the earth’s stratospheric ozone layer. As a consequence,
international efforts are being made to phase out most of the CFCs or halogenated
hydrocarbons from commercial use. A number of more environmentally acceptable
alternatives are being proposed, such as R-22, R-502, ammonia. With regard to the
refrigerants most widely used in fisheries, R-22, R-502 and ammonia are the leading
products. However, with the ban on CFCs in developed countries, most of the existing
refrigeration plants using CFCs will be facing serious problems.
R-22 is not produced in Seychelles and the country imports the total sum of it
demands. The Ministry of Environment and Energy and Climate Change allows import of
the coolant up to 2040, setting the import amount as of fiscal 2020 as the limit, instead of
taking phased reduction measure.
• Import of R-22 ban as from January 2018
• Phase-out compliance as from January 2020
On the other hand, ice machine using ammonia as refrigerant has been installed by
Phase 1 and managed to operate by SFA in Providence fishing port and Bel Ombre fishing
port. Currently ammonia is the main alternative refrigerant for CFCs used commercially for
large-to medium size ice plants, with the advantage that this chemical has no detrimental
effect on the ozone layer. Although ammonia is considered toxic and corrosive, with a sharp
odor and irritating properties also serve as a warning when leaks. It is rated as being

2-17
 dangerous, or capable of producing serious damages to humans at low concentrations for
exposures of a few to 30 minutes. Therefore, there are health hazards associated with the use
of ammonia and skilled labor is required to operate and maintain ammonia refrigeration
plants.
Ammonia refrigerant is not produce in Seychelles, for this reason SFA have been
purchasing directly from abroad and import from overseas. SFA have constructed
connection with distributors and established operating facility since Phase 1. Therefor,
engineer staffs and maintenance personnel of SFA are well experience in handling in
one-way or another.
Seychelles government, as an island country, requested ice-making facility using
eco-friendly refrigerant provided by the project as a long-term perspective. However, the
level of technical engineers for refrigeration equipment in Seychelles is not sufficient.

c) Composition of Ice-making Facility

Plate ice machine is automatically operated to produce ice. Water is frozen on one
face of a vertical refrigerated plate, and the sheet of ice is released by running hot gases on
the other side of the plate. The size of ice particle is variable, but each unit has it own
optimum thickness. The plates are usually mounted in banks, often above the refrigeration
machinery, to form a self contained unit. A gas for defrosting has to be heated as necessary.
Like most icemakers the plate ice machine will operate unattended on an automatic timing
cycle.
Ice-making unit is basically composed from compressor, condenser and ice plate
units. A condenser (heat exchanger) is generally placed outside in order to increase their
efficiency. Installation spaces required for main unit of ice-making facility for the
compressor and maintenance space are approximately equal size to the ice storage room.
The design of ice-storage is composed with the prefabricated heat-protection panels, to
protect machinery from the coastal environment such as sea breeze and rainfall. It is
necessary to design with a wall around facility for good maintenance for a longer-term.

2) Policy on construction of connecting road

Many of the large vehicles are expected to access through the connecting road for the
transportation of fish catches and ice by the extension of the port. By relocating the ice-making
facility as shown in Figure 2-2-1(3), length of a connecting road R1 is estimated to be 3 meters.
This enables widening the width to 9 meters by extending the existing of 6 meters with the
connecting road.

2-18
3) Policy on construction of landing shed
Landing shed shall be planned with roof and leveled flat floor to provide a sunshade for
rain protection necessary during unloading of fish products from artisanal fishing vessels under
sanitary condition. As landing activity take place during nighttime and early morning, a lighting
fixtures are necessary and shall be installed. In addition, water-supplying facilities are required to
keep landing shed hygienic and clean condition. Landing shed is to be constructed within the area
of the current project area as for consideration of the methods of construction. The wall does not
exist, and the structural configuration is only roof for the landing shed. As a consequence, the
negative pressure of the directions is also studied, in addition to equilateral pressure by the wind
for the roof. This project is extension of Phase 1, and an available land is limited to use for the
landing shed. Therefore, use of the one pillar structure to support a roof for landing shed is
selected to design under available land with effectiveness. Moreover, structural design is made to
keep flexibility to a roof bolster by installation of the steel beam and reinforced concrete structure
for pillar.

4) Policies for building structure

Ice-making facility are planned to use RC foundation and steel structure as superstructure
to construct a lighter frame. Comparing to the reinforcement concrete, total weight of building
can be reduced by use of steel structure and finishes material can be prepared with lighter weight
materials. Exterior wall is designed with horizontal installing material needing vertical furring
strips, and to make deflection of furring strips as small as possible. Horizontal girder shall be
installed at half of maximum height of the building. Rustproofing by salty air is undertaken by
use of fascia board and soffit board installed to prevent steel structure contact with outside air
containing salt and outside stage for evaporative condenser which is designed with galvanized
steel structure against damage.
Landing shed has only roof panel without wall, so not only positive pressure but also
negative pressure working the roof pulling away shall be considered. In Phase 1, installation of
two columns had been used to hold roof, but in this Project, available depth-length is limited to 7
m to support roof with one column. As consequence, a landing shed was prepared to design with
support a roof using steel girder having flexibility with the column made of reinforced concrete.

5) Concept of Design Standards

Design of building facilities shall comply with building standards in Seychelles, which are
prepared based on the British Standards. On the other hand, Seychelles depends on import for a
reinforcing rod and the steel frame of the building material. Therefore, the supplies of the steels
are planned to uses a Japanese standard in consideration with technology such as the reliability of

2-19
 materials and processing technique. In addition, for building utilities, Japanese standard is to be
applied.

6) Concept of Natural Conditions

a) Seismic Load
According to the data of an earthquake generated in the past, the earthquake is
intensively stroked in the area, approximately 1,000km away from Seychelles. As
consequence, seismic factor is not taken into consideration to structural calculation.
b) Wind Load
Category and wind pressure is calculated to design from maximum wind velocity of
32m and no obstruction around buildings were found. Accordingly, structural calculation is
set to category 1. It is necessary to design facilities with construct adjacent to the coastline,
and wind directly interrupts those facilities.
c) Endurance strength of the foundation
Subsoil condition has been confirmed to 13 tons/m2 by the borehole test and
plate-bearing test during Phase 1. Ice-making facility for this project is positioned to testing
point of this borehole test.
Approximately ten years has passed from previous examination, and endurance
strength of the foundation may change to increase by the un-constructed condition and
non-utilize of land. 13 tons/m2 is used to design endurance strength for facilities.

7) Policy on Construction and Procurement condition

Construction materials that originate from Seychelles are limited to ready-mixed concrete,
rubbles, and the timber. In addition, the materials need maintenance, such as lighting equipment,
an air conditioner; those items should give higher priority to procure locally. However, high
quality materials are required such as salt tolerance steel, water tanks, roof materials which
should be procured from Japan.
Many construction materials are purchased by dealers, to import and distribute a variety
of construction materials from other countries across the glove. The import counterparts include
neighboring nations in continents and China, which unfortunately having low guarantee on a
quality of materials. Likewise, the inventory level fluctuates, making difficult to constantly
procure a correct quantity of materials compliant with the international specification at right
timing. Taking those into consideration, it is noteworthy to confirm the specification, quantities,
turnaround time, and other important factors when procuring materials with predetermined
specifications, so as to ensure that there will be no discrepancy with the construction

2-20
 arrangement.

8) Concept on utilization of local contractor

There are a three or more construction companies in Seychelles, including general
construction companies of conglomerates with 100 or more employees and middle-sized
companies with dozen of employees. There is a company, which has an experience to construct
hotel buildings in Seychelles for general building construction. Therefore, it will be possible to
work for construction under the instruction and guidance as local subcontractor. However,
installation of ice-making facility and the roofing material are to import from Japan. The roofing
work is necessary to be conducted by a skilled expert from Japan in order to prevent from rain
leaking. Installation of Ice-making shall also need to be conducted by Japanese technical experts.

9) Concept to social environment

Population of Seychelles is just above 90,000 and the domestic construction market is
accordingly limited, most construction materials and equipment are imported. As a result, the
inventory of products of the same specification and size is scarce and the product quality differs
among countries of origin. Consequently, when procuring construction materials and equipment
in Seychelles it s important to pay attention the inventory shipment and delivery time.
Furthermore, a labor force population is also small as around 40,000 and hence the number of
engineers and skilled workers are also limited. These must also take into consideration in
managing the construction schedules so as to prevent any delay in the implementation and
completion of the works.

10) Concept on operation maintenance cost of the implementation agencies

a) Operation and the maintenance shall be planned based on the achievements, which SFA
has experienced through Phase 1. The operation of the ice making facility needs
additional technical staffs specialized in ammonia refrigerant ice plant.
b) The SFA must consider to prepare independent accounting system for the sustainable
management of fishing port, SFA should well noted to attempt the continuous
management of the Providence fishing port
c) Sustainable management of ice-making facility shall be prepared for economical
operation

11) Soft Component

Soft Component activity is to intend to solve the following issues with respect to the
ice-making facility in the Providence fishing port.
a) Seychelles government requested for Soft Components to assist technical assistance for
ice-making facility.

2-21
b) The operation and maintenance performance of the ice making facility that uses ammonia
refrigerant has been not correctly functioned. Support for ice-making technology in
operation and maintenance of ice-making facility is highly necessary.
c) Long and mid term maintenance plan is necessary to prepare for sustainable operation for
ice-making facility. Technical support is required as the Soft Component.

2-22
2-2-2 Basic Plan (Construction Plan)

2-2-2-1 Civil Facilities

(1) Basic quantities parameter for the civil facilities

Estimation of project scale of civil facilities shall be based on the necessary quay length which
is determined by the actual operating condition such as the number of fishing vessels, the sizes of
fishing vessels, hours of quay use. The number of fishing vessels and their sizes related with the
Project for the Construction of Fisheries Facilities at Providence, Zone 6 (hereafter "The Project")
shall be estimated with the following three basic concept on the policy.

<Basic concept of
1. Number of relocated vessels from Victoria to Providence fishing port
Victoria fishing port>

2. Increased number of vessels to use Providence fishing port

3. Number of new vessels going with the construction of fishery

processing facilities

Setup of numbers and sizes of target vessels < Basic quantity of this project >

Scale setup of civil facilities < Preparation basic plan of Providence fishing port >

Figure 2-2-2(1) Scale estimation in the Project

1) Relocation Plan of fishing vessels from Victoria fishing port to Providence fishing port (Basic
concept of Victoria Fishing Port)

(a) Prospect of Basic Framework

The number of mooring vessels and their sizes in this fishing port from the time of
planning (1997) to present (2015) increased to 54 numbers from 40 which was the planned
number of mooring vessels as shown in Table 2-2-2(1) and the average length of vessels was
grown to approximately 13m from 9m. The current Victoria fishing port has physically no space
to expand due to the leasing contract with the investor. Therefore, landing at the quay always face
triple or four-hold alongside mooring, making congestion from these background. As
consequence, it is necessary to control the number of fishing vessels using the Port in order to
attain safe and effective fishing port operation as public quay. Basic framework of Victoria

2-23
 fishing port aiming quay congestion mitigation and operationally potential number of fishing
vessels to moor both of which shall be included estimation.

Table 2-2-2(1) Number of fishing vessels in Victoria port (number of mooring vessels) and
Vessels size

Vessel Middle fishing

Small fishing boat Semi-industrial Total
Year vessel
1997 4 33 3 40
(Original Plan) L=5m, B=2m L=9m, B=3.5m L=15m, B=5m L=9m, B=3.5m
2015 2 42 10 54
(Present) L=7.5m, B=2.2m L=11.8m, B=3.5m L=17m, B=5m L=13m, B=3.7m
(Remark) Data in 1997: original setup number of vessels in Victoria fishing port
Data in 2015：Number of vessels according to the mooring survey executed by this project study
L：Length of vessels, B：Breadth of vessels

(b) Estimation of Occupied Water Area for one vessel

There are “Alongside mooring” for landing quay and “Tandem mooring” aiming the
preparation and resting quay as mooring method. Based on the average vessel sizes moored in
Victoria fishing port, occupied water area for one vessel is calculated to 15m x 5.5m by
“alongside mooring” and 5.5m x 27m by “tandem mooring” as shown in Figure 2-2-2(2).

【Alongside mooring】：Landing quay

Allowance Length
(0.15L) (L)

Berth （
L＋0.15L） Breadth
(B)
Approx; 15m（
=13m+0.15×13m)
Berth (B+0.5B)
Approx; 5.5m(=3.7m+0.5×3.7m)

【Tandem mooring】：Mooring quay

Length + Allowance = (L+1.1L)=25m~30m

Length (L)

Breadth Allowance
(B) (0.5B)

Berth （
B＋0.5B）

Approx; 5.5m(=3.7m+0.1×3.7m)

Figure 2-2-2(2) Occupied water area for fishing vessels in the alongside mooring and tandem
mooring (Victoria fishing port)

2-24
(c) F
Functional Pllan for Quay Use
There arre three routes for flow llines of the fish
f product from conneccting water areas
a and
landd areas in Victoria
V ng port. Onee flow line is routing to
fishin o public areaa, and two routes
r are
y processing company’s area. From the existingg quay use of
rouuting to a priivate fishery o fishing
vessel and the existing
e flow lines, the fuunctional dem
marcation aree shown in F igure 2-2-2(3
3).

Figgure 2-2-2(3
3) Functioon Plan for Quay
Q Use in Victoria
V fishhing port

(d) B
Basic Framew
work of Victo
oria fishing pport
Basic framework is to design redduction of veessel congestion as show
wn in Figure 2-2-2(5).
Thee Basic fram y described plan as men
mework is design with coonsideration of previously ntioned in
mation of Occcupied Wateer Area for one
aboove “(b) Estim a “(c) Funcctional Plan for Quay
o vessel” and
Usee”. As the reesult, outlook
k of 14 vesssels (=54-40)) out of 54 vessels
v moorred in Victorria had to
reloocate to otherr areas, inclu
uding Providdence fishing port as show
wn in Figure 2-2-2 (4).

2-25
 Present: 54
5 vessels mooring.

(Remark) 4 oout of 54 are owned by fi

fishery processsing
commpany behind the
t port.

Figure 2-2-2(4)
2 Mooring situuation in aveerage in Victo
oria fishing pport (Presentt)

P
Prospect： 40 vessels
s ・・・・・・ 14（＝54 (p prospect) ）aree plan to reloc
present) – 40(p cated to
M
Mooring other port

(remark1) 4 out
o of 14 are ow wned by fishery processing com mpany located behind
b Providennce fishing port
(remark2) Veessel figures aree converted baseed on the average LOA and Brreadth.

Figure 2-2-22(5) Basiic Frameworrk of Victoriaa fishing portt (Quay Use Demarcation
n and
Numbber of Mooring Vessels)

2-26
2) Increased number of vessels to use Providence fishing port
Table 2-2-2(2) shows the mooring number of vessels and average vessel’s size in original
plan (2006) and present (2015) in Providence fishing port. The number of mooring number had
increased double from 12 at Phase 1 planning stage to 23 within 10 years, and the average length
of vessels has upsizing to 12.3 m from 8.8 m.
Consequently, 11 vessels have been increased comparing with planned mooring number
of vessels in Providence fishing port, suggesting capacity of the quay has reached its maximum
and becomes short with the number of the exiting mooring quay.

Table 2-2-2(2) In-port number of vessels in Providence fishing port (mooring number of
vessels) and Vessel’s size

Vessels
Small Middle Semi-industrial Total
Year
2006 5 4 3 12
(Original Plan) L=5m, B=2m L=9m, B=3.5m L=15m, B=5m L=8.8m, B=3.2m
10
2015 1 6 23
(6)
(Present) L=10.7m, B=3.2m
L=6.3m, B=1.8m L=15.2m, B=4.4m L=12.3m, B=3.8m
(L=13.4m, B=4.2m)
(Remarks) Data in 2006：Number of vessels setup at Phase 1 in Providence fishing port
Data in 2015：Number of vessels based on mooring survey executed in this project study, ( ) means sea
cucumber vessel
L：Length of Vessel, B：Breadth of vessel

3) Additional number of vessel purchase by Fishery processing facility

Behind the Project site in Providence fishing port, fishery companies have made a land
lease agreement with SFA to establish processing facilities. Some of those companies had been
planning to purchase new fishing vessels for stable factory operation. Those vessels are planned
to use Providence fishing port as a base port. Accordingly, the number of the vessel that had been
purchased or ordered by fishing companies is included for planning of the Project design.
Demarcation of lease lane of the fishery companies and newly induced number of fishing
vessels are shown in Table 2-2-2(3) and Figure 2-2-2(6).
The lease agreements with fishery processing companies were entered from end of 2014
to March 2015. The allotted parcel for Marine Resources Investment PTY. LTD. had been
commenced to use the land. Fishing vessels introduced by those processing companies are larger
size of fishing vessels mainly consisted with semi-industrial type. As a result, the quay in the
project is design with additional 11 newly purchased fishing vessels for the mooring water space.

2-27
Table 2-2-2(3) Newly inducing fishing vessels by Providence Fishery Processing Company

New fishing vessel Current condition of

No Name of Processing Company
Plan Purchased Purchased fishing vessels
1 FUTURE PECHE LTD 2 2：moored in Victoria
2 1：moored in Providence
MARINE RESOURCES
5 1：moored in Victoria
INVESTIMENT PTY LTD 3：shipbuilding in Malaysia
3 MR. FRANKY JEAN 1 1：moored in Victoria
4 PWASON ZIL LTD 3：shipbuilding in Sri Lanka
3 3
5 FISH HOUSE HOLDING LTD 3：future purchase
6 A&G Industrial 5 5：future purchase
Total 8 11 Total 19 are scheduled to induce
Source: Surveys conducted in March and June 2015

Source: Surveys conducted in March and June 2015

Figure 2-2-2(6) Fishing vessels induced by processing companies

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4) Target Fishing Vessels in the project
(a) In port ratio
Average in port ratio (ratio of number of mooring vessels against number of vessels
in use) of Victoria fishing port are calculated to 56% and Providence is 48% as shown in
Table 2-2-2(4).

Table 2-2-2(4) In port ratio of Victoria fishing port and Providence fishing port

Victoria fishing port Providence fishing port

In port In port
Using Mooring Using Mooring
ratio ratio
1997 83 40 0.48
2006 113 58 0.51 24 12 0.50
2015 78 54 0.69 49 23 0.47
Average 0.56 0.48
(Remarks) Number of fishing vessels to use is based on the data of SFA. Number of mooring fishing vessels is
based on the setup numbers in 1997 and 2005 and the mooring survey in 2015.
(b) Estimation of number of target vessels
In this project, target number of fishing vessels to use port and the number of
mooring fishing vessels were assumed as shown in Table 2-2-2(5) to Table 2-2-2(6). The
table shows number of the vessels include, presently active fishing vessels in Providence,
relocation fishing vessels from Victoria and purchased fishing vessels by fishery processing
company. The number of fishing vessels utilize the Providence fishing port under the project
are estimated to 80 vessels and 39 vessels for the mooring vessels.

Table 2-2-2(5) Target number of fishing vessels to use port (Providence fishing port)

Project Target Small Middle size fishing vessel Large

Total
<Number of vessels to use port> LEK LAV WH SCH & SEA LL
Current number of vessels in
1 3 9 27 9 49
Providence
Relocated vessels from Victoria 20 20
Already purchased vessels by
11 11
fishery processing company
Total 1 3 9 47 20 80
(Remarks) - Currently active fishing vessels: statistic number by SFA in 2014
- Relocated fishing vessels from Victoria：Presumed number using in-port ratio from number of
mooring vessels of relocation plan

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 Table 2-2-2(6) Target number of mooring fishing vessels (Providence fishing port)

Project Target Small Middle size fishing vessel Large

Total
<Number of mooring vessels> LEK LAV WH SCH & SEA LL
Current number of vessels in
1 3 7 6 6 23
Providence
Relocated vessels from Victoria 11 11
Already purchased vessels by
5 5
fishery processing company
Total 1 3 7 17 11 39
(Remarks) - Currently active fishing vessels：Based on the mooring survey and the baseline survey in 2015
- Relocated fishing vessels from Victoria were setup as Schooner class judging from the average vessels
size
- Already purchased fishing vessels of fishery processing company: Presumed using in-port ratio from
number of vessels to use port
(c) Dimensions of target vessels
As shown in Table 2-2-2(7), the dimension (sizes) of target vessels in this project are
13m length and over, 3.8m breadth, 1.6m draft and 1.3m free board for 1.3m, all figures are
approximate and in average. In addition, the maximum sizes of target vessels are 24m LOA,
2.0m drafts and 50 tonnages.

Table 2-2-2(7) Sizes of target fishing vessels (Providence fishing port)

Size item Total

No. LOA Breadth Draft Freeboard
tonnage
Current in Providence Ave. 12.30m 3.75m 1.63m 1.34m 10ton
23
Max. 22.00m 5.00m 2.00m 1.80m 45ton
Relocated fishing vessels from
Ave. 11 12.50m 3.70m 1.61m 1.23m 10ton
Victoria
Already purchased vessels by Ave. 21.10m 4.66m 1.78m 1.65m 40ton
5
fishery processing company Max. 24.00m 5.10m 1.89m 1.80m 50ton
Weighted average of target vessels 39 13.4m 3.8m 1.6m 1.4m 14ton
Maximum size of target vessels - 24.0m 5.1m 2.0m 1.8m 50ton
(Remarks) - Total tonnage was presumed from correlation chart from LOA and total number of tonnage of “Guide
for Fishing Port Plan”
- Data was made based on the mooring survey, baseline survey and hearing survey executed in 2015.

(d) Occupied water area require for vessel

Occupied water area for one target fishing vessels is estimated from the factors of
13m LOA and 3.8m breadths in average of target vessels as Figure 2-2-2-2-1(6).
Approximately 15m in the case of alongside mooring and approximately 5.5m in case of
tandem mooring were estimated. However, when the largest target vessel is used in port, a
landing quay of 28m in the length (= 24m + 0.15 × 24m) will be required.

2-30
 【Alongside Mooring】：Landing Quay

Allowance Length
(0.15L) (L)

Berth （
L＋0.15L） Breadth
(B)
Approx; 15m Berth (B+0.5B)

【Tandem Mooring】：Mooring Quay Approx; 5.5m

Approx; 27m
Length (L)

Breadth Allowance
(B) (0.5B)

Berth （B＋0.5B）

Approx; 5.5m

Figure 2-2-2(7) Standard of mooring method in this project (Providence fishing port)

(2) Quantities analysis of Civil Facilities

1) Estimation of Landing Quay

(a) Landing time and the number of berth
According to the baseline survey performed in March 2015, 32 vessels on in-port
vessel were recorded to use landing quay in 2 weeks of time. Accordingly, daily in-port
vessels (except Sunday) in Providence were calculated to 2.7 vessels per day (= 32 ÷ 12
days), which is relatively small. As shown in Figure 2-2-2(8), more than one vessel is
intensively used during five hours between 06:00 am to 11:00 am. In the case of number of
vessels, to use the port, have increase to 80 vessels from 49 in future, perspectives of
simultaneous landing with 1.5 to 2 vessels are expected.
While, although the time for landing works per one vessel is taken up to 1.5 hours in
average as shown in Table 2-2-2(8). Relatively large size sea cucumber vessel or
semi-industrial type fishing vessel use more than three hours per vessel in average, causing
the berth pausing period have already arisen.
Currently, one berth (20m) as landing quay is available. As described before, the
Project is aiming to increase the vessel number; simultaneous unloading of fisheries product
by two vessels is highly achievable during peak time from increase of port activities. From
this reason, one additional new berth is required to be constructed by the project.

2-31
 Vesseles Number return to the Port
0.0 0.5 1.0 1.5 2.0 2.5

4:00 AM
5:00 AM
6:00 AM

Time zone return to the Port 7:00 AM

8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM ：Actual number surveyed 2015
ｃ
4:00 PM ：Planned Expectancy
ｃ

Data was made up based on the baseline survey executed in 2015

Figure 2-2-2(8) Number of In-port vessels and In-port time zone (current status and Project prediction)

Table 2-2-2(8) Landing Hours

Survey result in Phase 1 Project Survey result by base line of this Project
Providence Waitting
Fishing Port Small Middle Semi- Small Middle Sea Semi-
Average Time
Boats Vesseles industrial Boats Vesseles Cucumber industrial
for Berthing
Landing Time 0.5h 1h 1.5h 0.5h 1h 3h 3h 1.5h 8.5h

Preparation Time 0.25h 0.5h 1h （30 min ～ 6 hour） ／ （4days ～ 7days）

Data was prepared based on the baseline survey.

(b) Necessary length of landing quay

Necessary length of additional berth (one) shall require 28m long quays when the
largest fishing vessel is to operate. However, in the project the connecting area with 10m
length adjoining to existing landing quay shall be effectively used and plan enabling
simultaneous landing by two vessels are to be achieved by constructing new 20m landing
quay (one berth).

2-32
 30m
Existing landing Connecting
quay Quay New landing
quay
20m
20m 10m

Existing Landing Shed

New Landing Shed

Existing Quay（Phase-1） New Quay (This project)

Figure 2-2-2(9) Length of new landing quay

2) Quantitative Estimation of Mooring Quay

Preparation work for fishing activity is generally conducted for four days to one week for
the working for half hours to more than six hours as shown in Table 2-2-2(8). In other words, as
preparation work is conducted with combination of vessel’s rest in mooring quay, it can be
included in calculated number of in-port vessels activity in the project.
As previously described, a length of mooring quay shall be 215m, as necessary length is
calculated from occupied water area of tandem mooring per one vessel as shown in Figure
2-2-2(7) as 39 vessels are targeted as mooring vessels in this project (refer to Table 2-2-2(7)).
Necessary length of mooring quay = necessary length per one vessel of tandem
mooring × number of mooring vessels
= 5.5m × 39 vessels
≒ 215m

3) Estimation of Supply Quay

The supply quay at the time of Phase 1 was constructed as 10m quays in total length.
However, this supply quay is situated adjoining to the ice loading quay and does not fulfill to
receive average parameter of 13.4m in LOA used in this project. In addition, fishing vessels using
the port is not only the fishing vessels from Providence, but also vessels from other ports (base on
other port, other islands). In the project, the length of the supply quay is re-adjusted to 20m
lengths from following reasons.
The largest fishing vessel in the project is 24m LOA. The larger semi-industrial type is
planned to use the Providence fishing port by the fishery processing facilities.

2-33
 4) Estimation of Ice Loading Quay
Ice loading quay at the time of Phase 1 was built with 20m quays in front of ice-making
facility. In the project, the existing Ice-loading quay is used, however, reviewing from the
function allocation, design is to apply sliding vessels to the side with the change of supply quay
previously stated as shown in Figure 2-2-2(10).

Supply Ice Loading Supply Quay Ice Loading

Quay Quay Quay
10m 20m 20m 20m

Fuel Fuel

＜Quay setup in Phase-1＞ ＜Re-setup quay by this project

Figure 2-2-2(10) Scale design of Supply Quay and Ice Loading Quay

(3) Function Allocation Plan of Facilities

Facility function allocation plan has been discussed with SFA with number of alternatives.
Alternative 1 and 2 are shown in Table 2-2-2(9) and (10). The basal conditions of function by
allocation are as follows.
1) Landing function shall be allocated to Quay No.1 in order to consolidate with the existing
function.
2) Behind the quay No.2, a vehicle turning point as function at end access way is to construct
for future road construction.
3) The planning of the construction of Quay No.2 is to design with the future prospect of
construction of Quay No.3.
4) Since a piece of the land for fishery processing facilities is still re-locatable, the allocation
of ice-making facility shall be carefully adjusted in the plan with the function of the
facilities
The access function to the project site from main road behind the site shall be included in
the project.
As the result of study, facilities in this project shall be allocated based on “Alternative -B”.

2-34
 Table 2-2-2(9) Alternative–A Facility Function Allocation

Idea is to separate landing function and ice making function from the existing
Alternative-A
facilities.

→→→ Port Road < Planning in the future >

Quay-3＜Planning in the future＞←←←
U-turn
Function

：Flow line for Vesseles

Mooring Function
＜Quay-2＞
：Flow line for Ice
：Flow line for Vehicle &
Fishermen (Present)
：Flow line for Vehicle &
Fishermen (This Project)
＜Quay-1＞
（Dead ：Flow line for Vehicle &
Preparation Mooring Landing
Fuel Mooring Landing Function Space） Fishermen (Future)
Function Function
Function Function Function
：Land leasing to Fish Processing
Company (Fixing）
Supply Ice
Supply Ice Storage Admin Function ：Land leasing to Fish Processing
Function Function Function
Company (Unfixing）

・Flow line of vessels shall be complicated in the port by the separation of

Flow line of vessels ×
landing function from the existing one.
・Since the ice making function is allocated near Quay No.1 and No.2, the ice
Flow line of ice transportation distance becomes short and work load shall be lessened in ◎
comparison with Alternative-B.
Flow line of ・Same as Alternative-B
―
vehicles
Management ・The access to landing function and ice making function becomes far for
△
Function administrators.
SFA who needs strengthening of management for ice making function
requests abutment to the existing administration office rather than the flow line
Overall Evaluation △
of ice. And, although the landing function is allocated to Quay No.1, landing
places to be separated into two that means to manage two places for landing.

2-35
 Table 2-2-2(10) Alternative-B Facility Function Allocation

Idea is to consolidate landing function and ice making function with the existing
Alternative-B
facilities.

Quay-3＜Planning in the future＞←←←

U-turn

→→→ Port Road < Planning in the future >

Function

Mooring Function
：Flow line for Vesseles

＜Quay-2＞
：Flow line for Ice
：Flow line for Vehicle &
Fishermen (Present)
：Flow line for Vehicle &
Fishermen (This Project)
＜Quay-1＞ ：Flow line for Vehicle &
Preparation Landing Mooring （Dead
Fishermen (Future)
Fuel Function Mooring LandingFunction Function Space）
Function Function Function ：Land leasing to Fish Processing
Company (Fixing）
Supply Ice Storage Admin Supply Ice ：Land leasing to Fish Processing
Function Function Function Function
Company (Unfixing）

・As the landing function is allocated integrally with the existing one, the flow
Flow line of vessels line of vessels in the port shall be simplified in comparison with ◎
“Alternative-A”
・As the ice making function is allocated near the existing landing quay and Quay
Flow line of ice No.1, the ice traffic distance to Quay No.1 becomes shorter but the one to △
Quay No.2 becomes fur.
Flow line of ・same as Alternative-A
―
vehicles
Management ・The access to landing and ice making functions is easier and manageable for
◎
Function administrators.
SFA who needs strengthening of management for ice making function requests
abutment to the existing administration office rather than the flow line of ice.
Overall Evaluation ◎
And, the landing function can also be used integrally with the existing facilities
so that the management can be made by one place.

(4) Basic Plan of Civil Facilities

1) Quay Plan
(a) Estimation of Crown Height
The crown height of quay is estimated with freeboard height of target vessels and the
sea level departure from normal level. The freeboard height of target vessels is average of
1.4m as stated in Table 2-2-2(7). Therefore, the crown height is calculated to +2.5m from
average sea levels and freeboard height with below formula. The crown height of existing
quay is +2.5m, and users suggest good feedback were raised concerning the crown height. In
this context, the crown height of quay in the project is planed with +2.5m as shown in
Figure 2-2-2(10).
Quay crown height = M.S.L ＋ Average freeboard of target vessels

2-36
 Crown height of Quay：＋2.5

H.W.L Freeboard height：1.4m (Average)

M.S.L ＋1.05
L.W.L

Figure 2-2-2(11) Setup for Quay Crown Height

(b) Basic Structure of Quay

Generally, quay structures of fishing port are considered from three types, which are
“Sheet Pile Type”, “Jetty Type” and “Gravity Type”. Type is selected from the results of
study for soil condition, workability, economic efficiency, and maintainability. As result of
comparison among those three structure as shown in Table 2-2-2(11), Steel sheet pile
method is selected form overall evaluation.
Similar to the Providence district, a landfilling work and quay construction work
using similar type operation has been developed in the east coast of Mahé Island, near the
project site. The steel sheet pile structure was engaged for this work, since soft layer covers
the most of surfaces and bearing stratums are located at 30m of depths. Incidentally,
structure type of steel sheet piles was also used by the quay construction of Phase 1 and also
at Victoria fishing port. It is concluded, that the Project will adopt the steel sheet pile
structure as quay structure.
The distance between anchorages in steel sheet pile structure (distance from front
sheet pile to anchor pile in behind) was designed to considerate the impact on the land
behind the quay for fishery processing facilities where is concluding lease agreement.
As the result of structural calculation, the distance between front sheet piles to
anchoring piles shall be 9 m length in order to minimize impact at the time of piling work
for anchorage, since existing building in front of the area of fishery processing facilities on
Quay No.2.
• Distance to anchorage pile in Quay No.1
：11m (in front of land to be for fishery processing facilities)
• Distance to anchorage pile in Quay No. 2
： 9m (in front of existing fishery processing factory)
：11m (in front of land to be for fishery processing facilities)

2-37
 Table 2-2-2(11) Comparison table for alternatives of quay structures
Structure Type Steel Sheet Pile Type Jetty Type Gravity Type

H.W.L H.W.L H.W.L

Ｃｏｎｃｒｅｔｅ Ｂｌｏｃｋ
L.W.L L.W.L L.W.L
Ｂａｃｋｆｉｌｌｉｎｇ

Ｓｔｅｅｌ Ｓｈｅｅｔ Ｐｉｌｅ

Ｐｉｌｅ Ａｎｃｈｏｒａｇｅ
Ｆｏｕｎｄａｔｉｏｎ Ｉｍｐｒｏｖｅｍｅｎｔ

Ｓｔｅｅｌ Ｐｉｐｅ Ｐｉｌｅ

Ｓｔｅｅｌ Ｐｉｐｅ Ｐｉｌｅ

＆
Ｒｕｂｂｌｅ Ｂａｓｅ

Basic Structure &

Structure Concept

・This is the dual structures by jetty and gentle slope

revetment.
・This is the structure to have steel sheet pile in front
・The structure of jetty is reinforced concrete for super ・Gravity structure to install concrete block or others to
and anchoring pile in back
structure and steel pipe for substructure. fair ground
・This is to be used in reclaimed revetment in general
2-38

・The structure of floor to be apron is also concrete

structure.
・fit to soft ground
・relatively easier to correspond to soft ground ・however, if bearing stratum is deep, the length piles shall ・This fits to fair ground.
・piling of sheet pile is difficult in case of the hard ground be longer. ・While in the soft ground, subsidence of structure body is
Feature or boulder stratum. ・in case of hard ground or boulder stratum, piling work predicted and soil improvement work shall be necessary.
・relatively strong for waves shall be difficult. ・This is relatively strong for waves.
・There is possible damage of floors by wave impact.

It will be easier to correspond to soft ground with N Steel pipe pile will be necessary to pile up to 30m of Soil improvement of foundation shall be necessary due
Soil condition ○ △ △
value 3 bearing stratum. to the soft ground with N value 3.

・As structure is complicated and there are many ・Large size crane shall be necessary for the installation
・Structure itself is simple and underwater work
construction methods, the construction period shall of concrete block.
becomes less.
This Project

Construction work ・This has good workability and short working period ◎ be long. △ ・Period and the yard shall be necessary to produce △
・Marine work ship shall be necessary for piling works. concrete blocks.
・Procurement of steels in the country is difficult.
・Procurement of steels in the country is difficult. ・It is possible to produce concrete block in the country.

The water depth is shallow though this shall be

This is the most economical one due to the shallow expensive not only because the bearing stratum of pile Large scale of soil improvement works is necessary and
Economic efficiency water depth ◎ △ ×
will be 30m but also using more volume of concrete the volume of concrete shall be bigger.
due to the dual structures.

Maintenance Anticorrosion measures for steel material is necessary. ○ Anticorrosion measures for steel material is necessary. ○ Maintenance shall be easier. ◎

Overall evaluation ○ △ ×
(c) Estimation of Quay Formal Line
Formal lines figures of Quay No.1 and No.2 shall be setup as follows.

A) Formal line of Quay No.1

The formal line of Quay No.1 shall allocate on the extension of formal line of quay
of steel sheet pile type constructed at the time of Phase 1 so as not to twist each other. And it
allocates until the intersection with Quay No.2.
The space from quay formal line to the boarder of the land behind is approximately
13m in width and apron and access way in this space shall be constructed.

B) Formal line of Quay No.2

The formal line of Quay No.2 will design to allocate in a vertical direction to the
formal line of Quay No.1 to the edge of Quay No.3.
While, there is a part of land behind quay where is already used by investor, and land
width is narrowed as shown in Figure 2-2-2(12). Therefore, construction of the apron and
access way behind the quay is to design with two alternative candidates with different depth
for quay formal line. First design is setting to -3m water depth line (candidate-1) and second
is -5 m water depth line (candidate-2). After discussion of alternatives plan with SFA,
Candidate-1 with formal line with -3 m is to adapt from economical point of views as shown
in Table 2-2-2(12). However, the area behind quay becomes narrow. In order to secure
apron and access way in the space behind quay, land adjustment with land leaser behind are
required to parcel adjustment with some modification on agreement for the existing
agreement between SFA and Fishery processing company.

2-39
 Fig
gure 2-2-2(1 2) Setup of
o Quay Form
mal Line

Table 2-2
2-2(12) Esstimation of Formal Linee of Quay Noo.2

Diistance
Alternative WD Feature Evaaluation
behind
b
① As the wat ter depth is shallower than
candidate-2, cross-section structurre of
quay is small and the areea to be landffilled
Candidate -3m 6 to
t 13m is also smalll. ◎
-1 ② IIn order to se
ecure space fo
or apron and aaccess
way behind quay,
q borderl
line with thee land
behind is partly necessary to be adjuusted.
① As it is in nstalled to the place deeeper,
constructionn cost is more than candiddate-1
Candidate however, enoough land to be necessarry for
-2 -5m 15m fishery actiivities can be
b secured.
○
② BBorder lien adjustment
a with the land bbehind
is not necesssary.
((Remark) Discussion was
w made betw
ween SFA an
nd Fishery-processing Comppany for formal line by
w the borderliine behind and the fishery proccessing companny has agreed itt.
candidate-1 with

From the above

a studies, the formaal line of Quaay No.2 is design
d with --3m water deepth lines
aas shown in “candidate-1
“ ”.

2-40
(d) Design quay water depth
Design quay water depth was determined for safe and smooth use by fishing vessels
in the port. Water depth design is to establish with 0.5m of margin to enumerate to the draft
length of the largest fishing vessel from target fishing vessels.
Design water depth shall be setup as 2.5m with the accordance with following
formula.

Quay design water depth = Draft of Largest Fishing Vessel + Keel Clearance
= 2.0m ＋ 0.5m
= 2.5m
(Remark) Keel clearance is properly determined considering tranquility and etc. in the port however, in

case of soft foundation, 0.5m is to be added in general.

Designing water depth of Quay No.2 is set to -3.0m; as to current water depth of allocated
quay is set to -3m.
• Design water depth of Quay No.1 ：‐2.5m
• Design water depth of Quay No.2 ：‐3.0m
(e) Basic Quay Cross-Section
The conditions of structure parameter for designing of steel sheet pile are shown
below. The structure calculation of basic section is shown in Figure 2-2-2(13) to Figure
2-2-2(15).

1. Tide Level
H.W.L. ：+1.65m
L.W.L. ：+0.45m

2. Quay Size
Quay Height ：D.L.＋2.5m
Design Water depth ：D.L.‐2.5m (Quay No.1)、D.L.‐3.0m (Quay No.2)

3. Wave condition ：In port waves shall not be considered to the design.

4. Soil Condition
N Value ：3

2-41
 Cohesion ：0 (sandy series)
Inner Friction Angle ：φ=25°

5. Seismic intensity ：unconsidered

6. Target Vessels
Total Tonnage ：15 ton in average/ the maximum 50 ton
L.O.A. ：13.5m in average/ the maximum 24m
Breadth ：3.8m in average / the maximum 5.1m
Draft ：1.6m in average/ the maximum 2.0m

7. Mooring speed ：0.4m/sec

8. Load ：10kN/m2

9. Service life ：30 years

10. Corrosion Measure of steel sheet pile

Heights of lowest end of super structure are design to 0.0m and cathode protection is to
use (30 years’ service life) for under water part.

11. Distance to anchorage pile

Quay No.1 ：shorter than 11m
Quay No.2 ：shorter than 11m and shorter than 9m (in front of existing
fishery processing factory)

2-42
【Basic Section of Quay No.1】 14.5m (Scope of Construction)
13.0m (Apron & Accessway)

＋2.5
H.W.L ＋1.65
Tie Wire ＋1.3
L.W.L ＋0.45

H-Section Steel (350×350×12×19)

－2.5 Riprap Mound foundation

Steel Sheet Pile (SP-III Type)

Gravel

－10.5

－12.2
Levee Crown Width Anchoring Distance
10.0m 11.0m

Figure 2-2-2(13) Basic Section of Quay No.1

【Basic Section of Quay No.2】

13.0m (Apron & Accessway)

＋2.5
H.W.L ＋1.65
Tie Wire ＋1.3
L.W.L ＋0.45

H-Section Steel (400×400×13×21)

Steel Sheet Pile (SP-III Type)

－3.0

－12.0
Anchoring Distance
9.0m －13.7

Figure 2-2-2(14) Basic Section of Quay No.2 (in front of existing fishery processing factory)

15m (Scope of Construction)

13.0m (Apron & Accessway)

＋2.5
H.W.L ＋1.65
Tie Wire ＋1.3
L.W.L ＋0.45
H-Section Steel (350×350×12×19)

－3.0
Steel Sheet Pile (SP-III Type)

－12.0
Anchoring Distance －12.7
11.0m

Figure 2-2-2(15) Basic Section of Quay No.2 (in front of fishery processing facilities to be
constructed)

2-43
2) P
Plan for Aproon and Access way
(a) W
Width of Apron and Acceess way
Thhe width of apron
a shall be
b estimated from the usaage of quay, the conditioon of land beehind, the
quay structure ass shown in Table 2-2-2((13). Quays must be on
n the same nnormal liness to have
consoolidation of the
t apron width.
o the apron width was employed to constructeed in Phase 1, and to seecure the
10m lengths of
simillarity to reduuce stress on working acttivity is to in
nclude in thee project dessign is recom
mmended.
Howeever, as statted previouslly, the distannce from qu
uay to land at fishery prrocessing facilities is
n or the acceess way shall be secured.
limiteed to 13m froom the apron

Table 2 -2-2(13) Apron Width

h

Usagee Width(m
m)
Inn landing quaay 10.0m
m
Inn preparation
n quay (for reesting) 10.0m(66m)
Sourcee：Guide for deesign of infrastructures in Fish
hing Port and Fiishing Ground
Whhile, the roadd width shalll be designeed to 6m (= 3m/lane
3 x 2)) by one sidee with 3m to
o bare the
widthh for small trraffic volum
me. The road is designed without sideeslip since w
width becomees narrow
with existing faciilities, the veehicle speed iis to limit at 30km/h from
m safety reasson.
Acccordingly, thhe apron wid
dth of Quay iis to design with
w 7m (= 13m‐6m).
(b) S
Structure of apron and acccess way
Strructure of appron and acccess way off Providencee fishing port is to retaiin both funcction and
Project, similar interlock
appeaarance with existing paart. In the P king block aand pavemen
nt to the
existiing pavemennt structure are to be instaalled.
Thhe border of access way and apron aare shown in
n Figure 2-2-1(16). Markking by curb
b is to be
installled to clariffy the functio
on demarcatiion between w and the apron. The slope for
n the access way
rainw
water discharrging behind
d the quay iis to design with 1 % of
o slope to bbe flow from
m land to
seasidde.

Figure 2-2-2
2(16) Concceptual Scheeme of Apron
n and Accesss way

2-44
3) Quay ancillary facilities
(a) Fender
The size of fenders is 200H×2,000L, installing at interval of 5m vertical as the
existing quay. Fenders are designed to be installed to Quay No.1 and No.2. In addition,
installation of the fender is to be designed to the fuel quay (10m) and connecting quay (10m)
constructed since at the Phase 1 fender in this section was not installed. A fishing vessel
with the LOA of 20 m or longer is not include in to design and the mooring speed must be
kept less than 0.4m/s.

(b) Bollard and Mooring ring

Designed parameter of tonnage used for fishing vessel was between 10 to 50 tons.
Correspondingly, estimation of the tractive force of fishing vessel against one bollard is
calculated to 30kN.
Installation interval of bollard, as shown in Table 2-2-2(14) is to design with 5 m
intervals. In the Project, the vertical bollards with 50kN are design to install at interval of
10m as the existing quay. Supporting these bollards, mooring ring (30kN) is to install
halfway distance of the bollards.

Table 2-2-2(14) Installation interval of Bollard (Mooring ring)

Water Depth Interval

Less than‐3m 5.0m
More than‐3m to less than ‐5m 7.5m
More than‐5m 10.0m

Source: Guide for design of infrastructures in Fishing Port and Fishing Ground

(c) Ladder (rubber ladder)

Ladder, associated equipment to the quay is the lifesaving tool to be included in the
design of the port. Installation of the ladder is normally adjusted to 50m intervals from
safety purposes. Accordingly, the Project is to design to install two sets of ladder in each
Quay No.1 and No.2. Descriptions of the ladder use in design are width of 45cm, with the
interval of rung of 25 to 30cm length. The lowest end of ladder is to design to descend to
under L.W.L.

2-45
 (d) Curb
Curbs are constructed on quay superstructure with 10m spans. Basic layout plan of
curbs is shown as Figure 2-2-2(17).
1.9m 1.1m 3.7m 1.5m 1.5m 0.3m
Curbing Curbing Curbing

Bollard
Mooring Ring Mooring Ring

Fender Fender Fender

5.0m 5.0m

10m / span

Figure 2-2-2(17) Location of Curbs

4) Mooring buoy
Tandem mooring method is used in Victoria and Providence fishing port with support of
mooring buoy installed in every 15 m. Mooring buoy is used for prevention of vessels to limit
movement caused from wind, wave and currencies.
In Providence fishing port, the length of mooring quay is designed to include 59m. In the Project,
this length is being reduced to 50 m cause from re-allocation plan of the quay as shown in Figure
2-2-2 (18).
Thus, mooring buoys arranged in Phase 1 are required to re-arranged to another area according
to the plan prepare by the Project. Mooring buoys are movable and not difficult to relocate. One of
an established mooring buoy is relocate to Quay No.1 and additional new ten buoys are to install to
Quay No.1 and No.2. Installation positions of mooring buoys are designed to separate 27 to 30m
apart from the quay as shown in Figure 2-2-2(18).

（L+1.1L)： 27～30m

Length (L＝13m) Average Length：13m

Maximum Length：24m

Figure 2-2-2(18) Installation location of mooring buoys

2-46
5) F
Facility allocaation plan
Thhe facility alllocation plaan of Providdence Fishing port is sh
hown in Figuure 2-2-2(19
9). In the
Projeect, the num
mbers of vesssels in the P
Providence fishing
f port are designeed to consistt with 39
vesseels.

Fiigure 2-2-2(1
19) Facilityy Allocation Plan in Prov
vidence Fishiing Port

2-47
2-2-2-2 Building Facilities and Equipment

(1) Facility Layout Plan

1) Ice-making facility
Ice produced from ice-making facility is mainly used for fishing activities. Artisanal
fishing vessels loads ice before departure to fishing. The facility is designed with facing toward
quay No. 1 and No.2 with double swing door, installed in front of building to provide good
accessibility to the quay and better usability for fishermen.
The facility ranges needing to design are calculated based on dimensions and clearance
space for arranged the facility of main equipment (ice-making units, ice storages) and ancillary
device (a condenser, an electric board). In the design, requiring spaces for the access, operation
maintenance and safety areas are also to be included in estimation.
At least one engineer of permanent staff is planned to allocate for the facility operation,
thus 12 m2 of office space to be designed, in order to accommodate two persons during
maintenance. This office space is protrudes toward quay by securing access space of 800 mm was
designed. Equipment is designed to locate with careful consideration of space needing for
maintenance work. Maintenance of ice-making unit is generally use heavy tools, thus, access to
ice-making units (upper floor) are prepared with 900 mm width of walking stairs with steel stand.
In addition, a door in the office space is to be installed facing existing administration building to
improve accessibility. On contrast, the window is to face the quay to monitor the customer of ice.
The evaporative condenser is component of ice-making facility used for spouting water
upward for cooling the refrigerant. Stable and efficient operation of this equipment can be
prepared with stable water pressure against ice making machine at water reservoir tank. Large
space is required placing the condenser with reservoir tank. A space can be reduced and
efficiency can be improved with designing the condenser to install above water reservoir tank. As
consequence, the condenser must be placed outside of the building. Access-path around the
equipment is to design with respect of safety. The safety equipment design of facility is, manual
warning bells, CO2 fire extinguisher, horse reel. In addition, three emergency evacuation doors
are to be installed to the ice-making room and office space.

2) Landing shed
The landing shed is planned for use of unloading fish and fish handling from arriving
vessel. Purpose of landing shed is to protect of fresh fish from unexpected hard rain or severe
sunlight. Length of the shed was design accordance with the existing landing shed, number and

2-48
 size of the vessels, and current use of unloading process. Accordingly, to length of fishing boat is
designed to 20 m width consisted with 7m length to the land direction, witch are adjusted
maximum length of the project area.

3) Connection road
The access road currently connect to existing quay in the Providence fishing port are only
the road constructed besides administration building. In the Project, the quay is to be extended by
the project and designing of connection road is essential to quay No. 1 and No.2, accordance with
increase of the traffic. The access road is designed with 6 m width for two ways traffic covered
with the interlocking finish, and drainage is prepared on both sides. The pedestrian pavement
designed with 1.0m widths, concrete made is to be constructed along with the access road.

(2) Structure plan

1) Ice-making facility
Structure plan of the ice-making facility is designed to use steel structure to reduce total
weigh of the facility, since live load of ice-making units and storages are large. The foundation is
planned to construct with continuous footing with reinforced concrete construction including the
slab. The floor is prepared with the expanding metal to reduce weight, in addition, the loading
footstool of the ice-making units is designed with steel to reduce dead load of footstool.
Concurrently, the internal footstool for the evaporation condenser is also designed with
expanding metal, steel structure from good drainage with lighter load.
The footstool of ice-making facility is designed as one floor building consists with high
ceiling, with the cost effectiveness of the project. The cost of construction will be higher by the
increase of column and construction material to build as two-floor building.

2) Landing shed
Structural plan for the landing shed is designed with following:
a) The length from seaside to land side is restricted to 7m, by arrangement of
access way behind quay
b) Construction of two columns are not practical from limited length
from quay to the vertical direction
c) The column must sustain to drag force against the wind pressure
with having strong performance on foundation to support column
d) Reinforced concrete construction is used as material for the column
and the foundation
e) Structure is placed with the center of two tie wire, which is adjusted with mat

2-49
 foundation of 200 mm less than interval of two tie wires are installed (the tie
wire as the tensile member in support of sheetpile of the quay)
f) Beam of the steel are used for upper part the column to obtain the lightweight
flexibility and to reduce the dead load to consistent against the wind pressure
g) Confirmation of the bearing capacity of soil is required using plate loading
test before the construction. Since the shed is implemented after installation
and construction of the tie wire by civil construction.

3) Power supply system, water supply system and Water drainage system
The increase of fishing activity is prospected by implementation of the project with
increase of vessels mooring in Quay No.1 and No. 2. Accordingly, additional ancillary are
required installing by the Project.
(a) Power supply system
Electric supply connection socket is designed to arrange by the project. It is
necessary to locate the receptacle outlet which transmitting of loads require. Power meters
are installed to ice-making facility to monitor the consumption of electric.
(b) Water supply system
A large quantity of water is loaded as drinking water for fishing activities. It was
estimated to 300 to 1000 liters of water, however loading quantity varies with vessel size
and duration of a trip. Water system is to design to load supply 1,000 liter of water within
one hour with having pressure of two to three atmospheric pressures. Supply outlet is to
place inside and outside of ice making facility, landing shed, and behind the Quay No.2.
Water consumption is controlled through meter system installed to ice-making facility to
monitor the consumption.

(c) Water drainage system

The water drained from ice-making facility is small, however it is planed to design
with small slope guiding to external drainage. Water drains are collected at catchment
prepared in side drain of the facility door and ice-storage and discharge to quayside.
As Seychelles is located in equator region, heavy rain is common in the country.
Establishment of the drainage basin for rainwater in each leased area on Quay No. 1 and
No.2 are necessary to retain function of quay and apron. Rainwater collected to basin is
merged to discharge from the lower part of quay.

(3) Cross Sectional plan

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 a) Ice-making facility
The ice-making facility is to design to construct with the lower part and upper part.
A lower part is installed with ice-storage and upper part with ice-making unit. Accessibility
for maintenance work is taken as consideration to design. In the design, floor level of
evaporative concentrator located outside and ice-making unit located inside are adjusted to
similar level, with installation of access door is installed to improve accessibility.
The facility also needs to be designed with concern of temperature from the sun, as
extreme hot weather in Seychelles. The roofing materials with insulation material are
selected to be used for this facility to protect from temperature raise for ice-making units.
The eaves are designed to be used larger size to prevent sunlight of Seychelles, and increase
sunshade area. The level of the floor establishes from front of an ice storage is set to 1%
gradient towards an exit, to release fusion water to outside. Instantly, a floor level of parking
space are also adjusted to the same gradient level as thinking as extension of the floor.

b) Landing shed
The landing shed is designed as follows. Waterside of a roof is adjusted to the quay
surface having 1/20 gradient to land side, with 4.3 m high as to avoid strike form vessel
mast. Trabecular position is set to 5 m from quay to create maximum space between column
and the quay

(4) Finishing Plan

Exterior and interior finishes of buildings are as follows.

a) Ice-making facility
A Roof panel is designed with a galvalume steel having anti-corrosive covered with
fluoric resin coating for acid-resistant. Thermal insulating material is installed on backside
of roof panel to reduce temperature difference in internal and external temperature of the
building. Outside exterior wall is fabricated with galvalume steel coating with fluoric resin
to retain acid-resistant effect. Exterior wall is siding to be enclosed thermal insulating
material.

2-51
 Table 2-2-2(15) Finishing work for Ice-making facility

Section Finishing material

Roof V-shaped acid-resistant galvalume steel sheet roof with fluoric resin coating
and thermal insulating material on back side of roof
Soffit Asbestos free Calcium Silicate board
Exterior Wall Siding with thermal insulating material enclosed with fluoric resin coating
Openings Steel doors with Oil Paint, Aluminum windows
Apron Concrete with steel trowel finish

Table 2-2-2(16) Inertia Finishing work for Ice-making facility

Room Floor Base Wall Ceiling Ceiling mold

Ice Making Urethane Urethane Siding with Exposed roof None
Machine waterproof on waterproof on thermal panel
room reinforced cement insulating
concrete steel mortar material
trowel finish
Office Reinforced Cement
concrete steel mortar steel Cement board Asbestos free PVC
trowel finish trowel finish with AEP

b) Landing shed
Roof panel is planned to use similar material as Ice-making facility, without thermal
insulating on backside of roof.

Table 2-2-2(17) Finishing work for landing shed

Section Finishing
Roof V-shaped acid-resistant galvalume steel sheet roof with fluoric resin coating
Girder Galvanized Steel
Column Reinforced concrete with AEP
Floor Reinforced concrete steel trowel finish

(5) Scale setting for Ancillary Facility plan

a) Electrical facility
Electrical capacity by facilities constructed by this project in Providence port was
estimated. Estimated volume is shown in Table 2-2-2(18).

2-52
 Table 2-2-2(18) Electrical consumption

Name of facility Volume (KVA)

ICE plant (Ice making facility) 70.0
Others 35.0
Landing shed 2.8
Lamppost 2.1
Total 109.9

b) Water consumption
Daily water consumption of facilities constructed by the Project is estimated as
shown in Table 2-2-2(19).

Table 2-2-2(19) Required quantity of water supply

Facility Water requirement Remark

(Tons/day)
Ice-making facility 22.4 t/day
Ice making facility: 12.4 ton

Evaporative-condenser: 10 ton
Fishing vessel 0.4 t/day 12ton/month: 12/30=0.4
Total 22.8 t/day

Additional amount of 22.8 tons daily water is required by the project. Accordingly,
water reservoir tank is designed from equilibrium amount daily consumption as following
equation:
Water tank ratio: 23.0t/ 0.8 = 28.75
Dimension of Reservoir tank: 28.75 m3 ≓ 30 m3 (30.0 t) = 3.0m D × 5.0m W× 2.0mH
c) Water drainage system
Design was made to collect the drain rainwater on the leased land at backside of
access roads. The design was made for one pit per each in front of the land. Material
specification for the pipe used in the drain is PVC pipe to installed underground from the pit
directly to the quay for disposal. PVC pipe shall be 300mm diameter; height of disposal
mouth at the quay shall be above water level on a high tide. Bottom of PVC pipe shall be
above a high, not to block the pipe mouth at the quay for securing smooth disposal of
rainwater. Slope of PVC pipe shall be designed to be base on 2 %.

2-53
(6) Estimation of Ice Production Volumes for New Ice-making facility

1) Production capacity of existing ice-making facility

Ice production facilities in Seychelles are shown in Table 2-2-2(20).

Table 2-2-2(20) Production of Ice for Artisanal fishing vessel in Seychelles

Daily Ice production

Ice-making facility 2015 Remark
By the end
May June
of 2015
Oceana Fisheries 8 <- <- Victoria fishing port
SEA HARVEST 14 <- <- Victoria fishing port
SFA Providence 3 5 13 8 ton capacity of Ice-making
facility were temporally
constructed
SFA Bel Ombre 3 4 4 Under maintenance
SFA Ansé Royale 3 3 3 Under maintenance
SFA Ansé la 3 3 3 Under maintenance
Mouche
Mahé Island Total: 34 37 45
SFA Praslin Island 3 3 11 8 ton capacity of Ice-making
facility were temporally
constructed
TOTAL (ton) 37 40 56

Ice production shortage (required quantities) for ice-making facility for artisanal
fishing vessels in the Providence fishing port were estimated from following criteria. (a)
First is estimation from artisanal fishing vessels based on Providence fishing port and
Victoria port. (b) Second is estimated demand from artisanal fishing vessels registered in
Mahé islands.
(a) Estimation of ice shortage from Providence fishing port and Port Victoria
The production capacity of ice-making facility was calculated by deduction of total
amount of ice capacity required for artisanal fishing vessel based in Providence and Victoria from
total ice productive capacity. Table 2-2-2(21) shows number of artisanal vessels and ice demand
based in Providence Fishing port and Port Victoria.

2-54
 Table 2-2-2(21) Demand volumes of ice for Artisanal fishing vessels

SCH LAV LEK/MM WH LL SEA Others Total

Number of vessels 47 18 9 31 12 25 5 147

Number of operation
2 3 3 2 1.5 1 0
(per month)

ICE demand
6 1.5 2 3 10 1.5 1.5
(Each trip)

Total (ton) 564 81 54 186 180 37.5 0 1,102.5

The ice shortage for artisanal fishing vessels is calculated by subtraction the amount of ice
necessary for artisanal fishing vessels on a monthly basis from the monthly ice production
volume available from three Ice-making facility located in Providence and victoria fishing port
(Oceana, Sea harvest, and SFA Providence) for these vessels (35 tons/day) as described above.

[1] Daily production of the existing ice-making machines:

35.0 × 95% = 33.32 tons/ day (refracting a thawing loss of 5%)
[2] Monthly ice demand by artisanal fishing vessel
＝ 1,102.5 tons/month
[3] Monthly number of days of ice-production: 25 days (due to maintenance and
holidays)
[4] Demand of ice production per day (1,102.5 tons/ 25 days)
= 44.1 tons/day, Ice shortage for artisanal fishing vessels
＝Ice demand per day - Daily production of the existing ice-making machines
= [4] -［1］ =44.1-33.32 = 10.78 tons/ day ≓ 10 tons/ day

(b) Estimation of ice shortage for artisanal fishing vessels in Mahé Island:
Ice shortage for artisanal fishing activities in Mahé Island was estimate based on the number
of fishing vessel (Seychelles fishing vessels statistics, 2013), shown in Table 2-2-2-2 (8).
Result from the baseline survey were used to determine the quantity of ice storage and monthly
number of travel for fishing by different type of fishing vessels
[1] Daily production of the existing ice-making machines:
45.0 × 95% = 42.75 tons/ day (refracting a thawing loss of 5%)
[2] Monthly ice demand by artisanal fishing vessel
＝ 1,513. 5 tons/month
[3] Monthly number of days of ice-production: 25 days (due to maintenance and
holidays)
[4] Demand of ice production per day (1,513.5 tons/ 25 days)
= 60.54 tons/day, Ice shortage for artisanal fishing vessels

2-55
 ＝Ice demand per day - Daily production of the existing ice-making machines
= [4] —［1］ =60.54 - 42.75 = 17.79 tons/ day ≓ 17 tons/ day

Table 2-2-2(22) Ice demand from artisanal fishing vessel (volume)

Type of fishing vessel Number Traveling Demand of Demand of

of number per ICE ICE
vessels month (Tons) (tons/month)
Semi-industrial LL 15 1.5 10 225.0
Schooner 20 2 6 240.0
Whalers 96 2 3 576.0
Lavenir 1 3 1.5 4.5
Lekonomi and minimahe 287 3 0.5 430.5
Sea cucumber 25 1 1.5 37.5

Total 1,513.5
(Result from Baseline survey)

Accordingly, ice shortage in Providence Fishing Port can be estimated to 10 tons, long as
estimation is regulated to shortage from artisanal fishing vessels based in Providence fishing port
and Port Victoria. On the other hand, about 17 tons are calculated as shortage by estimate
prepared from all of the artisanal vessels (registered) in Mahé Island. Maximum ice supplies are
limited 45 tons in Mahé Island, suggesting artisanal fishermen in Mahé Island are always facing
shortage of ice for fishing activity.
In the Project, designing of quantities capacity of ice-making facility is to constraint to
daily production of 10 tons, from limited manpower in SFA.

2) Number of ice-making unit

As it is obligatory to secure ice production during maintenance period /or in the case of
the machine failure, it is suitable to install multiple numbers of machines. Meanwhile, if large
numbers of units are to be introduced, the initial investment will increase. The maintenance and
repair cost is also expected to increase by the larger number of components. Accordingly, two
units of ice-making machines are to install; each unit with capacity with 5 tons/day is to be
designed in the Project.

3) Estimation of ice storage capacities

Three-day worth of ice will be secured in ice storage, considering demand fluctuation due
to weather factors and holidays.
Maximum storage capacity:

2-56
 10 tons/ day × 3day ＝ 30 tons ≓ 30 tons( 15tons × 2 rooms)
Based on the above, the number of storage units is calculated as follows.
Maximum storage capacity:
Internal dimension of the ice storage:
4.0 × 3.9 × 2. 4= 37.44 m3
Storage factor for Plate ice = 0.385
Ice storage volume is calculated by multiplying the capacity with the storage factor.
Ice storage capacity(one unit) ＝ 37.44.m3 x 0.385= 14.41 tons

4) Ice-making facility components

Plate type ice-making machines will be installed on the upper floor of the ice storage. Ice
is produced in an automated manner and stored in ice-storage by dropping with its own weight
after being crushed. A set of ice-making equipment consists of the main unit with compressor and
condenser (heat exchangers). A condenser is usually installed in open area to enhance its heat
efficiencies. Installation of main ice-making units and compressors along with maintenance space
are to be required equilibrium areas as the ice-storage.
In the Project, an ice-storage is design with composed prefabricated heat-protection
panels to used with walls for the protection from sea winds and heavy rains in order to keep
better condition.

5) Specification of the ice making units and ice-storages

Specification of ice-making units is described in Table 2-2-2(23).

2-57
 Table 2-2-2(23) Specification of Ice-making facility

No. Item Specification

1 Shape of Ice Plate ice (crush ice)
2 Refrigerant Ammonia (R-717)

3 Cooling method Ammonia direct expansion and dry

4 Condensation method Evaporation system
5 Harvesting of ice By Hot gas
6 Oil withdraw (de-oiling) method Suction pressure method (oil drum)
7 Ammonia Leak detector By 2sets of electronic sensor on the wall
8 Ice storage Prefabricated insulation panel assembly
(Storage only, cooling units are non require)
9 Power supply AC380Vｘ50hzｘ3phsｘ4wires
10 Outside temperature

2-58
2-2-3 Outline Design Drawing

2-2-3-1 Outline of this project

The outline of facilities to be constructed by this project are as per Table 2-2-3(1), (2) and (3)

Table 2-2-3(1) Outline of civil facilities

Facility Name Content of Plan Size

Quay No.1

Quay No.2

Apron (7m)

Access way
(6m)
Mooring buoy

2-59
 Table 2-2-3(2) Outline of Building Facilities

Name of facility Specification Quantity of plan

Ice-making
facility

Landing shed

Ancillary
equipment

Access Road

2-60
2-2-3-2 Project Outline

Outline Design Drawings of facilities to be constructed by this project are shown in Figure
2-2-3(1) to (17).

Figure 2-2-3(1) General Layout Plan

Figure 2-2-3(2) Layout Plan of Civil Facilities
Figure 2-2-3(3) Standard Section of Quay No.1
Figure 2-2-3(4) Standard Section of Quay No.2
(Front part of existing Fishery Processing Factory)
Figure 2-2-3(5) Standard Section of Quay No.2 (Public part)
Figure 2-2-3(6) Layout Plan of Steel Sheet Pile and Anchor
Figure 2-2-3(7) Layout Plan of Ancillary of Quay No.1
Figure 2-2-3(8) Layout Plan of Ancillary of Quay No.2
Figure 2-2-3(9) Basic Drawing of Fender and Ladder
Figure 2-2-3(10) Layout Plan of Total Building Facilities
Figure 2-2-3(11) Floor Plan of Ice-making Facility
Figure 2-2-3(12) Floor Plan of Ice-making Facility 1F
Figure 2-2-3(13) Section Plan of Ice-making Facility
Figure 2-2-3(14) Elevation Plan of Landing Shed
Figure 2-2-3(15) Plan of Landing Shed
Figure 2-2-3(16) Sections Plan of Landing Shed
Figure 2-2-3(17) Layout Plan of Ancillary Equipment

2-61
Figure 2-2-3(1) General Layout Plan

2-62
 7XUQLQJ$UHD

$SURQ 4XD\1R

$FFHVVZD\

Figure 2-2-3(2) Layout Plan of Civil Facilities

2-63
Figure 2-2-3(3) Standard Section of Quay No.1

2-64
Figure 2-2-3(4) Standard Section of Quay No.2 (Front part of existing Fishery Processing Factory)

2-65
Figure 2-2-3(5) Standard Section of Quay No.2 (Public part)

2-66
Figure 2-2-3(6) Layout Plan of Steel Sheet Pile and Anchor

2-67
Figure 2-2-3(7) Layout Plan of Ancillary of Quay No.1

2-68
Figure 2-2-3(8) Layout Plan of Ancillary of Quay No.2

2-69
Figure 2-2-3(9) Basic Drawing of fender and ladder

2-70
Figure 2-3-2 (10) Layout plan of Total Building Facilities

2-
Figure 2-3-2 (11) Floor Plan of Ice-making facility

2-
Figure 2-3-2 (12) Floor Plan of Ice-making facility 1F

2-
Figure 2-3-2 (13) Section Plan of Ice-making facility

2-
Figure 2-3-2 (14) Elevation Plan of Landing shed

2-
Figure 2-3-2 (15) Plan of Landing shed

2-
Figure 2-3-2 (16) Sections plan of Landing shed

2-
)LJXUH 
/D\RXW3ODQRI$QFLOODU\(TXLSPHQW

2-7
2-2-4 Implementation Plan

2-2-4-1 Implementation Policy

(1) Basic Policy

1) The Project will be implemented in accordance with the Gran Aid System of the Government
of Japan afar execution of the Exchange of Notes (E/N) and Grant Agreement (G/A),
concerning the implementation of the Project for The Construction of Fisheries Facilities at
Providence, Zone 6 between Government between the Republic of Seychelles and the
Government of Japan, following the decision by a Cabinet meeting of Government of Japan.
The Consultant Agreement shall be concluded between the Government of Seychelles and
the Consultant, which hold a Japanese nationality. After execution of the Exchange of Notes,
SFA will enter into the Consultant Agreement for detailed design and project supervision
with a Japanese consultant corporation, which will be validated after authorization by the
Government of Japan. For smooth implementation of the Project, it is important to enter into
the Consultant Agreement promptly after execution of the Exchange of Notes.
2) The Consultant shall prepare drawings, specifications and tender documents necessary for the
construction as well as drawings necessary for the contract and, by the tender, through the
evaluation of tender qualification and tender documents and upon receiving approval from
the Government of Seychelles, select a construction company which holds Japanese
nationality. Construction works shall be implemented in accordance with the construction
contract concluded between the Government of Seychelles and the Construction Company.
The tender formalities and work supervision activities will be made in accordance with the
contents of the tender documentation.
3) The construction work shall be implemented in accordance with the Construction Contract
agreed between the Government of Seychelles and a selected construction company
4) Refereeing from the scale of the project, the contents and the conditions of the construction
site, the implementation design including tender will require 7 months and construction work
for18 months, respectively

(2) Construction Policy/Procurement Policy

1) The fishery facilities to be constructed in the project are Quay No.1 & No. 2, Apron, Access
way, mooring buoy for the civil works and ice-making facility, Landing shed and connecting
road as for the building works.
2) This project is the extension works of an existing fishery port where fishing activities are

2-79
 conducted. During construction period, although it is unavoidable to have an influence to the
existing port functions. The construction and work execution plan and schedules is to prepare
to minimize the influence to activities in addition to the safety concern of the port user.
3) The cost can be reduced by re-use of the waste soil and armor stones originated from the
construction site as backfilling materials to the construction of quay and mound.
4) The quality and supply capacity of locally available materials and equipment shall be
examined carefully and local procurement will be prioritized to minimize procurement from
Japan or third countries for cost reduction.
5) Regarding to materials and equipment having difficulties to procure locally, total
procurement cost is to evaluation before deciding procurement sources.

2-2-4-2 Implementation Conditions

(1) Construction conditions

1) Construction Company
There are several construction companies, which have experience of, civil and building
works in Seychelles. As there are many companies as a candidate for the construction work in
Seychelles, which had been participated to the construction works of considerable size of fishing
port. Those companies can be assigned as candidate to work as subcontractors under the
supervision of the Japanese construction company.

2) Construction Machinery
There is no leasing company for the construction machinery in Seychelles, and local
construction companies also have limited construction machineries of models and the number. In
the project, general construction machinery is procured locally, and special equipment such as
crawler cranes and uni-float type barge are procured from Japan. Basically, as construction
machinery are not able to procure locally or from neighboring countries, the machinery will be
carried from Japan.

3) Labor
Supervision by skilled Japanese experts will employee for the steel sheet piling works and
diving works. In addition, Japanese experts will supervise the local work for installation,
construction and piping work for ice-making facility and roofing.

4) Construction Material
Construction materials, including ready-mixed concrete, armor stone, paving blocks and
building blocks are produced in Seychelles. The most of the cement is imported though the stock

2-80
 is sufficient. The other building materials are mostly imported as requested of customer, thus the
stocked materials are always not sufficient. For the project, those materials that are insufficient
stock, and item having difficult to secure necessary quality or quantity through local market are
to procure from Japan.

(2) Control of construction works

1) Safety management shall be secure based on "The safety policy for ODA facility
construction works" and "The Guidance for the Management of Safety for Construction
Works in Japanese ODA Projects" issued by JICA.
2) As this project is the expansion works under the existing fishing port, during the construction
period, fencing and safety signs will be installed to indicate hazardous areas around the
project site clearly, in order to prevent entry of port users.
3) The contractor should inform the work schedule and working duration to Seychelles Civil
Aviation Authority before commencing crane work, because the project site is located
directly under the aircraft approach course of the international airport.
4) There are no marine liner services from Japan neither by container vessel nor general cargo
ship. About 45 days is to secure for the marine transportation from Japan to Seychelles.
5) Procedure of the foundation work of the landing shed is to design to build after completion of
installation of the tie wire in support of sheetpile. Before starting of fundamental construction
of landing shed, the capacity of soil in the construction level by plate loading test must be
applied to confirm.

2-2-4-3 Scope of Works

(1) Obligation of Japan side

1) Consultant services for Detailed Design, Support to Tender, Construction Supervision.

2) Provision of all necessary construction materials and labors needed for Japanese side
construction works in the project.
3) Provision of marine and inland transportation including the transportation insurance being
necessary for Japanese side construction works and procurement of equipment in this project.
4) Necessary quality inspection on Japanese side construction works and procurement of
equipment in this project.
5) Concerning related infrastructure, the entire portion after lead-in work from the electric pole
nearest to the project site as responsive boarder point for electricity. The entire portion after

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 water supply pipe being inside of project site is boarder line for water supply and the entire
portion of discharging water works shall be include as the basic scopes.
6) Technical training for ice-making facility operation and management as Soft Component

(2) Obligation of Seychelles side

1) Acquisition of licenses and permissions necessary for carrying out the construction work, etc.
for the Project
2) Implementation of Environmental impact assessment
3) Site clearance, Block removal from back quay wall, tree demolishing in the Project site
4) Construction of access road
5) Installation of fence around ice making facility
6) Employment of Technical staff for ice-making facility operation (two staffs)
7) Banking arrangement fees
8) Ensuring prompt Tax exemption and customs clearance involved in importing construction
machines, equipment, and materials to be used foot the Project

2-2-4-4 Consultant Supervision

Based on the policy of Grant Aid Cooperation by the Government of Japan, consistent and
smooth detailed design works and construction supervision works for the project shall be done by the
Consultant who well understood the effect of cooperation study. At the time of construction
supervision, the Consultant shall dispatch a resident engineer who has enough experiences of work site
and supervise the construction works and to make contacts to related organizations. In addition to
above, dispatch of professional engineers, support of inspection, and instruct on construction works
will be provided as required.

(1) Policy of Construction Supervision

1) Project completion based on the work execution plan without delay shall be aimed by close
contact and report to the pertinent organizations of Seychelles and Japan.
2) Prompt and proper instructions and advises to the contractor shall be made for the facilities
construction met with the design drawings.
3) Taking the approach that technical transfer for construction method and technique shall be
made and produce an effect as the project under the scheme of Grant Aid Cooperation.
4) Appropriate advises and instructions are to provide for a smooth management and
maintenance after handing over the facilities.

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(2) Construction Supervision Works

1) Service for Construction Contract

The Consultant shall make services for selection of the Construction Company, decision
of construction contract method, producing draft of contract document, checking detailed
construction works and witness for construction contract.
2) Examination and confirmation of shop drawings
The Consultant shall examine the shop drawings and inspect the construction material,
finish samples, facility material submitted from the Contractor.
3) Instruction to Construction Works
The Consultant shall study the construction plan and work execution schedule and instruct
the Contractor and report the work progress to the Client.
4) Cooperation to payment procedure
The Consultant shall check invoices and require documents. Including the procedures for
the construction cost to be paid during and after the construction works.
5) Inspection
The Consultant shall inspect each progress during construction period upon needs and
instruct the Contractor. The Consultant shall witness the handing over the facilities upon
confirming the completion of construction and accomplish the content of contract and finish the
works obtaining the confirmation of receipt from the Client. In addition, the Consultant shall
report necessary matters related with progress during construction, payment procedures and
handing over after completion to the concerned officials, the Government of Japan.

2-2-4-5 Quality Control Plan

Quality control plan is followed by the controlled items, controlled contents, controlled
methods, quality standards, measuring frequency and the method of record on the quality of materials
which are to be used in the project must have accordance with the particular specification documents
(Tender documents, Drawings, question and answer and etc.) and the Quality Control Standard for
Port and Harbor Construction described in "Port and Harbor Construction Work Common
Specifications (in Japanese)".

2-2-4-6 Procurement Plan

Following items are to clarify for the procurement of material and equipment in the project.

(1) Procurement Policy

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 As for locally available materials and equipment, there quality and supply capacity shall be
fully examined and local procurement shall be prioritized as much as possible. Those that are difficult
to be procured locally are to obtain from Japan or third countries.

(2) Guarantee

Granted facilities shall be guaranteed for one year from the completion. Guarantee is not
accessible for man-caused damage like rough handling on the facilities and equipment.

(3) Spare parts component

There are special appliances of the ice making building and pump as facility needing a spare
part in this Project. That equipment shall be installed with consumable supplies and spare parts use of
period until one year after handling over the facility.

(4) Procurement from the third countries and Japan

Procurement and transportation plan shall be obtain to prepare the materials and equipment
procured from Japan and the third countries considering the schedule for order, production, packing
and shipment when the materials and equipment are needed for manufacturing after order or domestic
fabrication works. In case of procurement from Japan and the third countries, it is necessary to pay
special attention to packing, transportation, insurance, port charges and the tax exemption.

(5) Tax exemption measures

Materials and equipment procured from Japan, third-party countries or locally are exempt from
tax. For tax exemption procedures, a tax exemption application is usually made in advance. For the
application procedure, a list of materials and equipment for procurement is submitted to the SFA as
the project implementing body in the name of the contractors (including subcontractors). After this,
the SFA attaches a project number and applies to the Ministry of Finance Trade and Blue Economy.
The list of materials and equipment for procurement specifies the name, unit price, quantity, amount,
country of origin, and the name of the subcontractor, if there is one. The Ministry of Finance Trade
and Blue Economy calculates the tax exempt amount via the Seychelles Revenue Commission, and
this amount is drawn down from the SFA budget upon customs clearance.
A prime contractor (a Japanese company) is appointed when procuring materials and
equipment inside the Seychelles. When procuring, the materials and equipment needed for the project
can be purchased without paying tax by presenting a certificate stating the project number. The tax is

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paid after confirming the content of purchase by the implementing body.

(6) Procurement Item

Procurement sources of main construction materials studied previously is shown in Table

2-2-4(1) and the main construction machines are shown in Table 2-2-4(2).

Table 2-2-4(1) Procurement source of main construction materials

Procurement Source
Construction Material
Local Japan 3rd Countries
Civil Facility Cement X
Sand, Aggregate, Stone material X
Interlocking block X
Steel reinforcing bar, Structural steel X
Steel sheet pile X
Port material (Fender, bollard and etc.) X
Building Facility
Cement X
Sand, Aggregate, Stone material X
Interlocking block X
Steel reinforcing bar, Structural steel X
Steel sash X
Roofing material X
Coating material X
Lighting Equipment X
Ice making Facility X

Table 2-2-4(2) Procurement source of main construction machines

Construction Machines Procurement Source

Local Japan 3rd
Countries
Bulldozer 3t X
Bulldozer 15t X
Backhoe 0.8 (0.6) m3 X
Backhoe 1.4 (1.0) m3 X
Dump truck 10t X
Truck Crane 25t lifting capacity X
Trailer 20t X
Combined Roller 3-4t X
Vibratory Roller 0.8-1.1t X
Road Roller 10-12t X
Uni-float type barge X
Crawler Crane 80t lifting capacity X
Vibration hummer 60KVA X

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2-2-4-7 Operation guidance plan

Ice making facility is the equipment to be procured in the Project. Method of operation
assistance of Ice-making facility installed in this project will be varies in the difference by hardware
and manufacture. Thus there is a need for initial operation guidance by the manufacturer. Basic
operational guidance of the ice-making machine is highly required for handling. The equipment
suppliers with attaching refrigeration engineers and electricians engaged during the construction work
will hold initial operation guidance. They will provide fundamental technical instructional during the
completion of test run of the facilities to the technical staffs of SFA.
On the other hand, SFA has been operating fishing port and facility from Phase 1 in
Providence fishing port. Therefore, planning of operational guidance for port facilities will not include
in this project.

2-2-4-8 Soft Component (Technical Assistance) Plan・

Seychelles side requested training as the Soft Component of its personnel for the upgrading of
technical capacity in the operation and maintenance/management of ice-making facility provided in
the project.

(1) Activities of the Soft Component

Activity of the Soft Components is focused on:

Table 2-2-4(3) Activity of the Soft Components

Activity Duration Starting time

Improvement of technical operation on ice making facility 1.0 months 1.5 month before handing over

Outcome 1
Outcome： "Establishment of maintenance plan for the ice making plan"

Activities
1-1 To make a draft of maintenance plan and maintenance notes for the ice making plant.
1-2 To explain basic operation procedures and the relation between the each units of ice
making facility.
1-3 To clarify the maintenance procedures for the equipment such as ice making plant and
to coach actual maintenance.
1-4 To instruct the methods of collection of operation data for the equipment such as ice

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 making facility
1-5 To conduct method for recoding on the maintenance notes and analyzing the operation
data for ice making facility
1-6 To make maintenance plan and maintenance notes for the ice making facility
Based on the information and lessons learned from the activities through 1-2 to 1-6,
the maintenance plan (schedules) and records of maintenance (log-book) for the each
equipment are to be prepared.

(2) Implementation Resources

Because the consultants or NGOs capable of giving total guidance with regard to management,
accounting, and the operation of the concerned facilities of this Project, Resources for the Soft
Component is not capable to find locally. It is determined to dispatch the Japanese consultants who
was involved in this preparatory survey, and to engage the Soft Component in collaboration with the
local counterparts.

1) Japanese side
One consultant who has experience on ice-making facility in fisheries sector will be
dispatched. Consultants will have experience of training on those facilities and offer guidance on
refrigeration management system. He/she will prepare the teaching materials in Japan.

2) Seychelles side
During the implementation of the Soft Component, following counterparts will be
dispatched to collaborate with the Japanese trainer.

Two persons for facility maintenance personnel (technical staff)

(3) Outputs

1) Completion report
2) Maintenance plan (maintenance and inspection logbook, working record table,
replacement parts manual)
3) Medium-and long-term maintenance plan (operation plan, maintenance schedule, parts
replacement record)
4) Operation manual (operation regulation, operation guidance)

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2-2-4-9 Implementation Schedule

The project implementation schedule after execution of the Exchange of Notes is shown in
Figure 2-4-4(4). The project will consist of three types of work: Detailed design work by the
consultants, the tender-related work, and the contractors’ works and the consultants’ construction
supervision work.

(1) Detailed Design Work

The consultant agreement for the Project will be entered between SFA and a Japanese
consultant company, and will be authorized by the Government of Japan. After that, the consultants
will prepare the tender documentation (detailed design and bidding documents) in accordance with the
Preparatory Survey report through consultations with SFA and submit the documentation to SFA for
its approval MFA. The period of preparation of this tender documentation is scheduled for 3.5 months.

(2) Tender-related Work

The work period required for the tender-related work is estimated to be 3.5 months

(3) Contractors’ Works and Consultants’ Construction Supervision Work

After the work contracts (for building procurement) are awarded, the contractors will start the
respective works. Simultaneously, the consultants will start their construction supervision works.
For these works, a work period of 18 months is estimated as shown in Table 2-2-4(4).

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 Table 2-2-4(4) Implementation Schedule

Construction Schedule For Providence FP, Seychelles

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2-3 Obligation of Recipient Country

The Scope of the work to be borne by Seychelles side will cover the following activities:

a) Application for acquirement of permits and approvals necessary for construction, buildings
and works under the Project;
b) Conducting the Environmental impact assessment and the environmental authorizations for
the Project
c) Site Clearance for project site
d) Securing land for temporary construction yard and cutting of the tree within project site.
e) Public announcement for restriction use of the port during construction
f) Construction of fence around the ice-making facility
g) Recruitment of two technical staffs for ice-making facility.
h) Conducted maintenance dredging in Providence fishing port
i) Construction of access road
j) Reestablishment of operation management committee for fishing port
k) Guarantee for prompt unloading of equipment and materials, tax exemption and customs
clearance at an unloading port, as well as securing of speedy inland transportation;
l) Exemption of all customs duties and taxes imposed on the Japanese persons engaged in
supply of equipment and materials and performing various activities under the authorized
contracts;
m) Providing the Japanese persons engaged in supply of equipment and materials and
performing various activities under the authorized contracts with necessary facilities for their
entry and staying in Seychelles;
n) Banking Agreements (B/A) and issue of Authorization to Pay (A/P) as well as payment of
their commissions;
o) Budgeting measures necessary for effective operation and maintenance of the facilities to be
built and the equipment and materials to be procured under the Grant Aid;
p) Bearing of the costs necessary for other goods than those to be procured under the Grant Aid.

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2-4 Project Operation Plan

2-4-1 Organization

The Providence fishing port is operated by SFA (implementing agency), which is under the
supervision of Ministry of Fisheries and Agriculture as public facilities, and the SFA takes all the
responsibility for construction and operation maintenance of fishing port with associated facilities. The
maintenance system will continue from that created in Phase 1. Because new ice making facilities will
be introduced, new personnel (engineering staff) will be employed to operate and maintain them.
Some SFA employees have been laid off following a 2011 IMF policy of reducing public sector
employees. At the SFA, employees in the Economy and Statistics Department and the Development
Department, respectively, are creating systems wherever necessary to deal with the work involved in
fishery statistics and fish measurement included in the work content of fishing port management. As a
result, Providence Fishing Port is currently operated and maintained by 8 employees of the Fisheries
Design and Planning Division. Of these, the Fishing Port Superintendent is selected from the staff of
SFA Headquarters, and has responsibility for managing all fishing ports under the SFA’s jurisdiction.
Since ice making facilities will be additionally introduced in this Project, 2 members of personnel
(engineering staff) needed to operate and maintain them will be employed.
There will be sufficient technical capability for maintaining the expanded part of fishing port
facilities in Providence district developed under this & /

Project, as staff of SFA Headquarters will give

technical support and guidance. Refrigerated
( ) /

equipment engineers newly employed in Providence

(
(
Fishing Port facilities will be in charge of
( ( //
maintaining the ice making machines.
To solve problems arising in the operation
//
and use of Providence Fishing Port facilities, the SFA
&
plans to set up a Fishing Port Management
Committee as a body coordinating between fishing
/

port users and government-related bodies. This will

ensure that the facilities are used effectively.

Figure 2-4(1) Organization structures

To solve problems arising in the operation and use of Providence Fishing Port facilities, the
SFA plans to set up a Fishing Port Management Committee as a body coordinating between fishing
port users and government-related bodies. This will ensure that the facilities are used effectively.

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 The Committee consists of members from the Seychelles Port Authority (SPA), Seychelles
Maritime Safety Administration (SMSA), Fishing Boat Owners Association (FBOA), and Seychelles
Fishing Authority (SFA), and is chaired by the CEO of the SFA.

2-4-2 Personnel Plan

The work content and management organization of personnel involved in operating and
maintaining Providence Fishing Port are shown in Table 2-4(1) and Fig. 2-4(1). An annual budget
from the FPA fund is earmarked for the SFA as an education and training budget for the fisheries
sector. This is being used as a framework for strengthening the capabilities of the Fishing Port
Superintendent. Table 2-4(2) shows training held so far and due to be held in future. A “Port and
Harbor Management and Operation” course was held by STET (Singapore) in 2015, and training on
port and harbor management has been held by the International Maritime Organization since
September of the same year. As well as this, there are plans to attend the “Port Efficiency
Management Course” and “Strategic Port Pricing and Commercial Billings Management Course”
training courses offered by TTPM International Consultants Ltd. of the UK.

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 Table 2-4(1) Work content for operation and maintenance of Providence Fishing port

Personnel Work Content Number

Port Manager General management representatives, Coordination with SFA, MFA, FBOA 1

Administrator General affairs, accounting and the office work 1

Pier master Responsible for quay use 1

Dep. Port Manager Support of Port Manager 1

Enforcement officer To monitor illegal operation of fishing vessels in Providence Fishing port 1

Fuel Sales Supply of water, fuel and collect payment 1

Ice making facility operator To sell ice and collect payment 1

Ice-making facility Engineer responsible for maintenance of ice-making facility 2

engineer

Maintenance engineer Engineer responsible for maintenance of electric, water, and drainage 1

Cleaning Cleaning within the port and office building Outsourcing

Security Security of the port Outsourcing

Table 2-4(2) Training Programs for Fishing port operation

Training Course Institution Place Periods

Port management and
ST Education and Training Pte. Ltd. Singapore Jan, 2015
operation
Port management and
International Maritime Organization France Sep, 2015
operation
Port Efficiency management TTPM international consultants UK August, 2015
Strategic Port Pricing &
Commercial Billings TTPM international consultants UK Oct. 10,2015
Management

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2-5 Project Cost Estimation

2-5-1 Initial Cost Estimation

(1) Project cost Estimate

The cost borne by the Government of Seychelles is estimated tentatively. Total cost will be 5,100,000
Seychelles Rupee (SCR). Details are shown in below.

a) To obtain the approval of EIA (Environmental Authorization ) SCR 145,000

b) To open the Bank Account/ Advising commission of A/P and
payment commission SCR 155,000
c) To obtain the planning/construction/building/ development permission SCR 150,000
d) To clear, level and reclaim the Project sites SCR 350,000
e) To ensure prompt unloading and customs clearance of the products at
ports of disembarkation in the recipient country and to assist internal
transportation of the products. SCR 4,200,000
f) To construct the gates and fences in and around the ice plan facility SCR 100,000

Total SCR 5,100,000

This amount must be secure to budget as the cost for the implementation of the project from
National Budget by SFA. It has been confirmed at the time of Explanation of Draft Final Report that
the SFA are to secure the budget by applying the budget to the MFTBE.

(2) Conditions for estimation

a) Time of estimation: June 2015

b) Exchange rates: US$1=¥ 122.47
SCR1= ¥ 9.35
c) Procurement Period: Detailed designs and procurement periods are as note
in the Implementation Schedule.
d) Other matters : Estimation shall be conducted based on the Grant Aid
cooperation scheme of the Government of Japan.

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2-5-2 Operation and Maintenance Cost

(1) Estimation of Project cost

With the annual operational revenue of the Providence fishing port after the implementation of
the project estimated as SCR 2,465,000 and the annual expenditure as 695,800, the Providence fishing
port is expected to yield an annual profit of SCR 2,465,000. With maintenance/repair cost and
depreciation cost for the facilities includes in the expense item. Accordance with the balance,
feasibility is reasonable and stable financial operation and securing of budgets expected to be require
in future for large scale replacement of facilities and replacement work. Meanwhile, it is not sufficient
operating revenue in the amount considering the balance of the maintenance of long-term perspective.
As for this background, artisanal fishermen were supported were supported with governmental
subsides by electricity and the water cost was paid by the government.
In this background, as parts of the policies.to the artisanal fisherman, subsidy was granted to
ice production cost, including electricity and water consumption. In addition, as for the profit to be
available by sale of the ice, the budget of maintenance and the repair of ice-making facility needs
request to Ministry of Finance. In addition, maintenance, repair, and the depreciation cost are included
in the expenditure. Respect to the financial aspect for mid to long term periods, the securing of the
budget are require for the large scale replacement and re-construction cost.

1) Balance
In the test calculation of the income and expenditure of the project, estimation was made
based on the achievements from Phase 1. Achievement for revenue was calculated from the
increase number of staffs for ice-making facility fishing and additional ice production from
ice-making facility is conducted. Conversely ice production from newly installed ice machine
from Oceana fisheries were not include in estimate since this machine will be removed by SFA to
Ansé la Mouche, once the Project is completed.

2) Revenue:
Sales of ICE: The existing Ice-making facility (5t/day x 2 set) of the Providence fishing
port, current ice production is 5.0 t/day.

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 Table 2-5(1) Approximate cost estimation of facilities

Item Price (SCR) Remarks

Expenditure
Calculated from information based on Phase
1(additional two staff have been increased for
Personal cost 637,800
ice making facility) according to Table 4-2(1)

Electricity 0 Paid by Government subsidy

Water 0 Paid by Government subsidy
Maintenance cost for facilities 58,000 0.1% from construction cost
Total cost 695,800
Income
Sales of ice 2,700,000 (15ton/day×25days×12month)/50 kg×30 SCR
Rental fee for Fishermen's
201,600 700 SCR × 24 rooms × 12month
gear storage
Electric supply for
259,200 7,200 SCR/month×3 sets×12month
Refrigerated container
Drinking water Drinking water supply to fishing vessel
Total income cost 3,160,800
Grand total 2,465,000

(2) Expenditure

Newly Income generating facility for Providence fishing port in the Project is ice-making
facility. Table 2-5(1) shows water, and table 2-5(2) shows electric consumption to produce 10
tons of ice. All of the cost are born and paid by Seychelles government, as a part of subsidization
to artisanal fishing sector.

Table 2-5(2) Water consumption for Ice making facility (daily)

Total
Component Volume (ℓ) Cofactor Efficiency Time
(ℓ)
Ice Production (volume) 5,000 1.1 1.0 5,500
Cooling water (circulation)
7.5 1.03 1.0 1,440 11,124
：specification 250 liter /min
Total (one unit) 16,624
Total (two unit) 33,248

Water consumption volume：33.248 m3/day = 831.2 m3/month

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 Table 2-5(3) Electric consumption for Ice making facility (daily)

Currency Require Daily

Component Cofactor Time
(kw) volume volume
Compressor 22 0.7 15.4 1 369.60
Ice machine
Ice crusher 1.5 1.0 1.5 0.166 5.98
Circulation system 0.75 1.0 0.75 1 18
Evaporator
Motor fan 1.1 1.0 1.1 1 26.4
Motor fan 1.1 1.0 1.1 0.334 8.82
Circulation motor 0.4 0.8 0.32 1 7.68
Motor compressor (water circulator) 0.4 0.8 0.32 1 7.68
Total (one unit) 444.15
Total (two units) 888.31

Electric consumption volume：888.31 kwh/ day = 22,207.75 kw/month

Table 2-5(3) shows a result of running cost of ice making facility based on the on electric and
water consumption require from Table 2-5(4). Electric and water price is divided into three category
depend on the consumption volume as shown in Table.

The expense to produce the ice (exclude personnel expenses) is shown in table 3-4-3 (4) and
calculated to SRC 482.62 for production of one ton of ice. 70% of sales price is cost of electric and
water for production of one kilogram of ice (0.64-0.71 SCR/kg).
In other words, 120,655 SCR/ months is newly added to the expenditure as the running price
for a new ice making facility. Balance can be maintain long as the income from newly produced 10
tons of ice is sold with the equal amount of price (50kg for 30 SCR).

Balance for the ice making facility:

Income from - Expense (water & Electric) = 150,000 - 120,655 = 29,323 SCR/ month

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 Table 2-5(4) Expenses of newly install Ice making facility (monthly)

Price
Expense Item Base of calculation
(SCR)
Water consumption fee=(1)+(2)+(3) +(4)
(1) Base rate, Environment tax：SRC 25
Consumption rate
Water 29,178.77
(2) 0-5 m3：@113.18/ m3 SRC 565.9
(3) 5-100 m3： @27.61/m3 SRC 2622.95
(4)100 m3 or more: @35.51/m3 SRC 25964.91
Electric consumption fee=(1)+(2)+(3)+(4)
(1) Base rate：SRC 2,497.5
Electric 91,476.81 Consumption rate：
(2) 0-500kw：@3.12 /kw SRC 1560.00
(3)500-1,000kw: @3.48 /kw SRC 1740.00
(4) More than 1,001kw :@4.04 /kw SRC 85679.31
Total amount 120,655.57

(3) Recommendation to operation and management

a) A Fishing Port Management Committee should be created to manage the fishing port. It is
recommended that operational plans be drawn up to ensure that effective use is made of the
port, and to diversify revenues obtained from fishing port operation. In particular, regular
exchanges of opinion should be held with fishing port facility users (fishermen), and the
operating rules of the fishing port should be made clear. The existing system of levying
fishing port usage fees should be revised, and the operation of a safe and easily usable
fishing port should be planned. On fishing port usage fees, levies should be differentiated
according to types of fishing boats, motor vehicles, length of stay in the port, etc. To reduce
administrative burdens for the levying authority, it is recommended that an annual system
or a ticketing system be introduced as the format for levying usage fees. A Fishing Port
Administration Committee should be created to manage the fishing port. It is recommended
that operational plans be drawn up to ensure that effective use is made of the port, and to
diversify revenues obtained from fishing port operation.
b) Equipment newly added under this Project will consist of ice making facilities. Besides
personnel costs, the cost of operating ice making facilities includes the cost of electricity,
water supply and consumables. There will be no addition to the operating costs in
connection with electricity and water supply charges, since, as stated above, these are
subsidized by the Ministry of Finance Trade and Blue Economy to artisanal fishermen.
Even without this subsidy, as far as the ice making machines added in this Project are
concerned, the outlay will be covered by revenues from sales as long as ice can be sold at
appropriate prices. As such, there is expected to be no addition to the subsidy amount. On
the other hand, outlays of maintenance costs in periodically aggregated sums are assumed
in connection with the maintenance of these fishing port facilities, as shown in Table
2-5(6). Items related to the ice making equipment, in particular, would include
compressor lubricants, compressor parts, compressor units, replacement of principal parts

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 and replacement of exhaust fans. To properly secure the funds needed for these, it would
be sensible to reserve part of the revenues arising as outlined above every month as a
maintenance fund, and to furnish this for expenditure on maintenance. By setting aside
2,900 SCR (10% of projected revenues) every month from revenues as shown in Table
2-5(5), it should be possible to secure funds for the maintenance of ice making machines.
Proper maintenance plans should be created for the ice making facilities. Staff in charge
of maintaining ice making facilities should be employed and daily records on the ice
making machines kept. Education and training on monthly or six-monthly periodic
maintenance should be given. An ice making engineer should be employed while the ice
making facilities are being constructed, and should be asked to participate in soft
components.

Table 2-5(5) Long and mid term maintenance plan and reserve fund(SCR)

After 2.5 After 5 After 7.5 After 10 After 12.5 After 15 After 17.5 After 20
Item
years years years years years years years years
Lubricant oil for Compressor,
Ice-making facility 4,300 4,300 4,300 4,300 4,300 4,300 4,300 4,300
Replacement for Motor, Spare
parts for
(Ice-making facility) 150,000 150,000 150,000 150,000
Replacement spare parts for
(Ice-making facility) 300,000 300,000

Maintenance and operation

cost (total) 4,300 154,300 454,300 4,300 154,300 4,300 454,300
Sum of Maintenance and 87,000 169,700 435,400 855,400 821,100 1,236,800 1,502,500 1,918,200
operation reserve fund
Maintenance and Operation 82,700 15,400 435,400 401,100 816,800 1,082,500 1,498,200 1,463,900
fund (Total Balance)

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2-5-3 T
Technically concerned in
i operatingg fishing porrt

(1) Lim
mitation of nuumber of vesssels to use pport

In this project, the constructionn of Quay No.1

N and No.2
N where tthe width of tandem
moooring water area becom m are planneed and in thiis occasion, the averagee LOA of
me about 28m
targget vessels iss 13.4m (max
ximum LOA
A is 24m).
Howeveer, in case thaat Quay No.33 is going to
o be constructed in the fut
uture, as Figu
ure 2-5(1)
shoown, safe vesssel maneuveering area inn view of po
ort operation becomes 600m as the diaameter of
vessel turning and
a thereforee, it is ideal too limit the LO
OA of targett vessels to uuse port as 20
0m.

Figure 2-5(1) Futuree utilization pplan of vesseel maneuvering area and m

mooring watter area

(2) Relation betweeen port mainttenance dreddging and quay structure

The watter depth in Providence

P fi
fishing port iss -2.5m in fro
ont of quay aand about -10m at the
cennter of port annd it is consiidered that shhoaling or deeposition phenomena by sediment traansport is
paring with the time off Phase 1 co
minnor since theere is almosst no changee now comp ompletion
ment is proceeeded in thee east coast of Mahé
Febbruary, 2010. However, as landfillinng developm
Islaand as a whoole, there willl be possiblyy changed in
n its water deepth in the pport by the ch
hanges of
currrents or wavves in the fu
uture. Thereffore, it is id
deal to execu
ute a periodi
dical soundin
ng survey
annnually by SF
FA and if shoaling in tthe port willl be confirm
med in som
me distant fu
uture, the

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maintenance dredging by the hand of government of recipient country shall be necessary.
While, in this project, the target water depth is setup as -2.5m in quay No.1 and -3.0m in
quay No.2 and the structural design of steel sheet pile type quay is executed. For this reason, in
case that dredging in front of quay is necessary in the future, it is necessary to excavate the
foundation not deeper than -2.5m.

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2-5-4 Recommendation

Providence fishing port is respected to maintain to operate after the implementation of the
project by the SFA. However, implementation agency will have responsibility to keep budget to
ensure sustainable medium- and long-term operation maintenance cost for appropriate depreciation.
It is recommended to secure the reserve funds for items as shown in Table 2-5(6) and Table
2-5(7) for sustainable operation of the project.

Table 2-5(6) Long term Maintenance Cost for Facilities

Interval Cost (SCR) Remark

Facilities painting, Repairmen of the port

5 years 214,000
facility
10 years 428,000 Exchange of pump system

Table 2-5(7) Maintenance cost for Equipment

Interval Cost (SCR) Remark

Lubrication oil for refrigerating compressor,

2.5 years 43,000
Refrigerant
Refrigerating compressor, Replacement of
150,000
5 years parts
210,000
Bollards (10% of bollard to be change)
Refrigerating compressor, Replacement of
10 years 300,000
main part, Replacement of ventilation fan

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