Global Environment Facility
Proposal for Project Development Funds (PDF)
Block B Grant
FEBRUARY 22, 2001
PREPARATION
Project name:
Preparation of a Full Program for the Environmental
Protection and Maritime Transport Pollution Control of the
Gulf of Honduras (OP10).
Project number:
TC-99-08-02-2-RG
Countries:
Guatemala, Honduras and Belize (some components also
involving Costa Rica, El Salvador, Nicaragua and Panama)
Requesting
Agency:
Inter-American Development Bank (IDB)
Executing Agency
for PDF Block B:
Inter-American Development Bank (IDB)
PDF Block B Funds
Requested:
US$550,000
PDF B
Co-financing:
Government of Guatemala
Government of Honduras
Government of Belize
IDB Trust Funds
CCAD/USAID
Country
Endorsement:
Endorsement letters attached.
FULL PROGRAM
The above PDF Block B is being requested for the preparation of
a GEF full program. The basic data for the Full Program appear
below.
Contaminant-Based (OP10)
Operational
Program
Title:
US$20,000 (in kind)
US$20,000 (in kind)
US$10,000 (in kind)
US$110,000
US$10,000
Environmental Protection and Maritime Transport Pollution
Control of the Gulf of Honduras.
Executing
Agencies:
Central American Commission for Maritime Transport
(COCATRAM).
Central American Commission for Environment and
Development (CCAD).
Estimated Cost:
US$8 million
-2Financing Plan:
Project duration:
Project team:
Government of Guatemala
US$ 200,000
Government of Honduras
US$ 200,000
Government of Belize
US$ 100,000
GEF
US$5,000,000
IDB (proposed from the Multilateral US$1,600,000
Investment Fund and others sources)
Private Sector (ports)
US$ 600,000
COCATRAM
US$ 300,000
5 years
Leader: Michele Lemay (RE2/EN2), Evan Cayetano (COF/CBL),
Gil Nolet (SDS/ENV), Alfredo Trejo (COF/CGU), Dennis
Corrales (COF/CNI), Mateo Molina (COF/CHO), Gabriela
Saibene (Consultant RE2/EN2). Yony Orbegoso (RE2/EN2)
assisted in the preparation of this document.
I.
BACKGROUND
1.1
The Gulf of Honduras encompasses a tri-national body of coastal and marine
waters, including portions of the exclusive economic zones of Belize, Guatemala
and Honduras. The Gulf links highly diverse and productive ecosystems, such as
estuaries, mangroves and coral reefs that extend from Monkey River in Belize to
Punta Sal in Honduras. The marine productivity within the Gulf is maintained by
terrestrially derived nutrient contributions of major rivers, the organic production
of the Mesoamerican Barrier Reef, and deep oceanic waters entering the Gulf
from the nearby Cayman Trench. The shallow waters of the Gulf provide refuge
for marine species, such as commercially exploited populations of shrimp, spiny
lobster, conch and finfish, most of which utilize the diversity of habitats during
various stages of their development. The Caribbean’s largest population of West
Indian manatee, as well as green, hawksbill and leatherback turtles and extensive
populations of dolphins and whale sharks also use the Gulf as a feeding and
breeding habitat. A linked system of proposed and established protected areas are
planned to support the ecosystem functions of the Gulf, which in turn form the
basis for the livelihood for several coastal towns and villages in the three
countries.
1.2
The main commercial and population centers around the Gulf are: the shipping
ports of Puerto Cortés, Honduras, the largest port in the region, and Puerto
Barrios, Guatemala (each with populations exceeding 80,000); Livingston,
Guatemala (pop. 35,000) and Punta Gorda, Belize (pop. 3,500). The main
industries surrounding the Gulf include banana production, commercial and
artisanal fisheries,aquaculture and tourism. The communities of the area are
culturally diverse with a predominance of Garifuna, Mestizos and Creoles.
1.3
The conditions that sustain the Gulf’s productivity and diversity (i.e. the
proximity of diverse marine and coastal habitat types, significant freshwater
flows, shallow semi-enclosed waters, adjacent deep-water circulation) are the
-3same factors which, make the area vulnerable to land-based and maritime
pollution. Accelerated erosion in the watersheds draining into the Gulf is
contributing to increasing volumes of sediments reaching the coastal zone. Landbased sources of pollution, such as pesticides and other agro-chemicals and
industrial contamination from the urban areas of San Pedro Sula and Puerto
Cortés in Honduras, suggest that the sediments deposited in the ports contain high
levels of persistent toxic contaminants. Inadequate environmental safety in ports
and along navigational transport routes in the Gulf is a growing concern, due to
potential negative impacts on nearby coastal ecosystems as well as public health
and economic development. All ports are facing problems with inadequate
handling and final disposal of wastes, including hazardous wastes and ballast
water. In addition, poorly planned and executed dredging operations (including
the disposal of dredge spoil material) pose a potential trans-boundary problem due
to the release of contaminants into the water column within the semi-enclosed
waters of the Gulf. Contaminants and increased sediment transport across
maritime boundaries and into international waters thus pose an increasing threat
to a coastal and marine system that includes the Meso-American Barrier Reef.
1.4
The three major ports within the Gulf, which are either privately or publicly
operated1, Puerto Barrios and Puerto Santo Tomás de Castilla in Guatemala and
Puerto Cortés in Honduras, all lack sufficient capacity for environmentally sound
operations relative to the nature and volume of shipping traffic2. Puerto Cortés,
the only deep water port in Central America and one of the region's largest and
best equipped ports, accommodates over 1700 vessels annually (total volume: 5
million metric tons) with a diverse cargo handled including refined oil products
and agrochemicals. Puerto Santo Tomas de Castilla received over 1200 ships
annually including 160 oil carriers (4.5 million metric tons). Tankers also use
Puerto Barrios to transport substantial volumes of hydrocarbon and chemical
products. Accelerated growth in the traffic and handling of hydrocarbons is
expected in the next decade as a result of increasing crude oil production in
Guatemala, expanding exploration and an increased energy demand in the region.
This is being accompanied by several projects for the expansion or construction of
new port facilities at all four ports. For example, Puerto Santo Tomás de Castilla
is presently under expansion as part of a Government effort towards privatizing
port facilities and operations. There are plans for expansion dredging at all three
ports within the Gulf (see Annex A).
1.5
The issue of navigational safety is highly relevant in the Gulf. The risks for
collisions and groundings are significant due to the limited accessibility of the
main ports in Guatemala within the inner part of the Bay of Manabique, as well
1
Puerto Barrios in Guatemala is presently operated under private consession by the banana
company Chiquita Brands. Puerto Santo Tomás de Castilla is statal but in the process of
privatization. Puerto Cortés in Honduras is statal and operated by the National Port Company. Big
Creek in Belize has been added as a fourth port that will be included in the regional transboundary
analysis owing to its proximity to the Gulf.
See Annex A for a preliminary comparison of operations in all four ports.
2
-4as the shallow depths and limited space in the navigation lines (on the average 11
meters deep, whilst many ships reach depths up to 10.5 meters). There is a widely
recognized need for enhanced navigational safety, including improved
communication systems and infrastructure, as well as the capacity to update
bathymetric maps, which to a large extent need to be updated due to the high
amount of sediments deposited in the area as a consequence of hurricane Mitch in
October 1998.
1.6
An oceanographic current analysis conducted in the Bay of Manabique by the
research institute EPOMEX (Programa de Ecología, Pesquería y Oceanografía del
Golfo de México), demonstrated that a major oil spill could spread along the
shores of the Bay within 48 hours and subsequently reach other areas of the Gulf,
including the Honduran National Park of Jeanette Kawas. This vulnerability to
spills is due to the closed and shallow nature of the Bay combined with strong
circular currents. The study also demonstrated that, in the event that predominant
winds were going in the opposite direction of the currents, the trajectory of the oil
spill would flow towards the coast of Belize and thus threaten the Mesoamerican
Barrier Reef. Similar and more detailed studies are needed to understand the
vulnerability of the tri-national Gulf to accidental spills.
1.7
Pollution risk may be minimized in the Gulf through the development of
necessary legislation and technical capabilities to ratify and implement
international conventions, protocols and regional agreements. Harmonization of
national regulations and codes of practice within the Gulf could ensure fair and
equitable treatment of users and beneficiaries of the marine and coastal waters. A
recent study “Transport of Hazardous Products in the Gulf of Honduras:
Evaluation of Risks, Prevention Policies and Contingency Plan”
(PROARCA/Costas; 1997) found that enforcement of maritime regulations at the
local level was almost nonexistent because of insufficient human and technical
resources, insufficient information and education, inadequate institutional and
legal framework, and inadequate transboundary collaboration. Some of these
issues are being addressed in the countries concerned, such as through the 1997
creation of a MARPOL Commission within the National Environment Authority
(CONAMA) in Guatemala and the present discussions to create a National
Maritime Authority in that country.
A.
Priority assigned to maritime pollution control
1.8
The need for a strategic regional action program for pollution control in the
maritime transport sector has been identified as a priority at the regional level in
Central America. The Central American Integration System (SICA has
recognized the importance of the topic through its General Directorate for
Environment (CCAD) and its Central American Commission for Maritime
Transport (COCATRAM). The latter, which was established in 1980 as a standing
regional body within the Central American Integration System (SICA) to address
those matters relating to the development of the maritime and port sub-sector in
-5the region, has given the issue high priority in the context of ensuring the
competitiveness of port-related services from the region.
1.9
Taking advantage of the attention given to marine pollution by local port
authorities and civil society, this project will focus on the Gulf of Honduras with a
view to developing approaches that could be transferred to other parts of the
region. It will build on existing initiatives such as the ones promoted by the
Guatemalan non-governmental organization “FUNDAECO” (Fundación para el
Ecodesarrollo y Conservación) and the Tri-National Alliance of NGOs for the
Gulf of Honduras (TRIGOH).
FUNDAECO organized a multi-agency
Contingency Committee to prepare a draft contingency plan for the Bahía de
Amatique. In Puerto Cortés, an emergency plan is being prepared to prevent
contamination from toxic wastes. The port company is collaborating with civil
society in the inventory of materials transported and stored in the tanks.
B.
Relationship to parallel initiatives in the region
1.10
The proposed Project is linked to several GEF programs in preparation or in
execution. For instance, the focus on marine pollution control is intended to
complement the World Bank/GEF/CCAD Project for the Conservation and
Sustainable Use of the Mesoamerican Barrier Reef System (MBRS) as well as the
on-going UNDP/GEF Conservation and Sustainable Use of the Barrier Reef
Complex in Belize. Both these projects fall within the GEF Operational Program
for Biodiversity for Coastal, Marine and Freshwater Ecosystems (OP-2). Of note,
the Threat and Root Cause Analysis conducted for the MBRS project identified
the tri-national area of the Gulf of Honduras as a critical area. Port and ship-based
pollution were recognized as significant threats to the health of the reef ecosystem
to be addressed by this complementary project.
1.11
Lessons will also be drawn from the UNEP/GEF project “A Participatory
Approach to Managing the Environment: An Input to the Inter-American Strategy
for Participation (ISP)”, which includes a training and capacity building
component on public participation for the management of shared coastal resources
in the Gulf of Honduras. Furthermore, the components related to ballast water
management would be coordinated with the initiatives being developed under the
UNDP/GEF global project for the “Removal of Barriers to the Effective
Implementation of Ballast Water Control and Management Measures in
Developing Countries”.
1.12
The proposed project would also consider other initiatives, such as the
UNDP/GEF project “Wider Caribbean Initiative on Ship-Generated Wastes” and
the UNEP/GEF project “Development of Comprehensive Management
Programme to Reduce Pesticide Releases from the Agricultural Sector to the
Marine Environment of the Caribbean Sea”. In addition, UNDP has recently
approved a PDF A for a medium size project that would assess erosion and
sedimentation processes in the Polochi Valley of Guatemala which drains into the
Gulf and preparation activities will be closely coordinated. To promote the
-6replication of successful outcomes, results from this project will be shared with
the on-going UNDP/GEF project “International Waters Distance Learning and
Training” and the framework provided by the Cartagena Convention for the
Protection and Development of the Marine Environment of the Wider Caribbean
Region and its Protocol Concerning Co-operation in Combating Oil Spills in the
Wider Caribbean Region.
1.13
The IDB and other multilateral and international organizations are supporting
various maritime related projects in the area. For example, the Canadian
International Development Agency (CIDA) has financed a first phase of an
environmental action plan for port operations in Puerto Cortés. A second phase of
the initiative is under consideration as possible co-financing for baseline activities
to the regional GEF project. Other projects related to this proposed GEF operation
include the World Bank-financed Sustainable Coastal Tourism and Management
Project for the Caribbean Coast in Honduras and the WWF Mesoamerican Reef
System Ecoregion Project.
1.14
The IDB financed program for the environmental management in the Bay Islands
in Honduras will contribute, among others, to the sustainable management of the
archipelago’s coastal and marine resources as well as control of land-based
sources of pollution through investments in sewage collection and treatment
facilities and solid waste management. Another project aiming at decreasing the
pollution of coastal waters is the IDB funded project for the sanitation in the city
of Puerto Cortés in Honduras, which will ensure efficient and sustainable
arrangements for potable water supply and wastewater disposal services,
including the sewerage infrastructure to ensure the safe, environmentally
acceptable disposal of liquid wastes. The IDB is supporting two smaller technical
cooperations in Belize, one focusing on community-based coastal environmental
monitoring in the Toledo District which is part of the Gulf of Honduras and
another project supporting the application of remote sensing for coastal zone
management at a national level. Through its Multilateral Investment Fund (MIF),
the IDB has financed an assessment of port operations, including environmental
management activities in Belizean ports and a similar operation is in the Bank’s
pipeline for Honduras. The MIF operation would finance, inter alia, baseline
activities related to port specific detailed environmental audits and studies
(focusing on dredging operations, waste handling, port security and ballast water);
port specific environmental management and security plans (on basis of
environmental audits); and feasibility studies for long-term and large scale
investments. The operation would also examine opportunities for private sector
involvement in providing environmental management services for ports.
II. PROGRAM OBJECTIVES AND DESCRIPTION
2.1
The overall objective of the project is to enhance the control and prevention of
maritime transport related pollution in the major ports, navigational transport
routes and adjacent coastal and marine areas within the Gulf of Honduras. This
-7effort will be an important contribution to the environmental management of an
area of significant ecological and economic value. As such, it is designed to
complement a parallel regional initiative for the conservation and sustainable use
of the Mesoamerican Barrier Reef System (MBRS).
2.2
This Program was proposed at the Regional Workshop on the Conservation and
Management of Wetlands and Coastal Areas in Central America, organized by the
Central American Commission for Environment and Development (CCAD),
PROARCA/Costas and the Mesoamerican Office of the International Union for
the Conservation of Nature (IUCN/ORMA) in Guatemala, July 5-8, 1999.
2.3
To achieve the long-term objective, the project will finance the development and
implementation of a strategic regional action program for controlling maritime
transport pollution in the Gulf of Honduras. The program would consist of a
mixture of legal and policy reforms, technical assistance, the creation of a
regional network, and direct investments in equipment and facilities that would
increase the environmental sustainability of both port and ship-based activities in
the Gulf of Honduras and adjacent coastal areas. It would promote the
harmonization of regulations, monitoring, enforcement and other procedures. It
would involve the private and public sectors in preventive measures, such as
control of land-based sources of contaminated sediments, environmentally sound
dredging operations, waste handling, ballast water control, navigational safety and
oil and chemical spill contingency plans that can be replicated in other areas of
the region and the world. This would increase the regional capacity for maritime
pollution prevention and it could serve as a model that could be transferred to
other areas in Central America.
2.4
Specifically, the project would:
a.
prepare a detailed Transboundary Diagnostic Analysis (TDA) which would
fill critical information gaps on key biophysical and cross-cutting issues
related to marine and coastal pollution and provide key data and tools for
planning and implementing actions required for the mitigation and prevention
of transboundary environmental problems in the Gulf of Honduras;
b.
review, improve and reform the legal, policy, regulatory and enforcement
framework for maritime related pollution control (including national
ratification and compliance with international and regional conventions and
agreements);
c.
strengthen the capacity of the main institutions at the local, national and
transboundary level responsible for the maritime transport pollution control
in the Gulf of Honduras;
d.
enhance the long-term capacity (including technical assistance and
equipment) and transboundary collaboration for the collection and
management of marine environmental information, as a complement to the
-8MBRS information system (this may include bathymetry, oceanographic
current and sediment transport dynamics, monitoring, sensitivity and
vulnerability mapping using GIS);
e.
support capacity building and training and promote mechanisms for public
participation and education at the local, national and transboundary level with
regards to maritime transport pollution control (including some extension
activities in the rest of Central America);
f.
prepare and implement environmental management investment and action
programs, including demonstration pilot activities, for the major ports
(including, among others, technical assistance and equipment for short term
and small/medium scale investments, as well as feasibility studies for longterm and large scale investments). This would involve both the public and
private sectors, including the port companies, as well as small to medium
enterprises in maritime industries;
g.
develop a regional strategic action program to enhance the navigational
safety in major shipping lanes and the preparation of an oil and chemical spill
contingency plan for the Gulf of Honduras (including technical assistance, oil
spill simulation exercises, equipment and facilities).
h.
implement mechanisms for the financial sustainability of the program such as
economic instruments for the promotion of preventive measures to decrease
both land and sea-based sources of pollution as well as adequate
environmental management in the sector, fees for services, tariffs and fines.
2.5
To achieve the above-mentioned objectives, the proposed project would finance a
wide range of activities that have tentatively been regrouped into four components
further described below. The potential GEF support would finance the
incremental costs (related to the transboundary issues) of prevention and control
of maritime transport pollution in the Gulf (remobilization of persistent
contaminants due to dredging operations and navigational safety along shallow
and narrow shipping lanes). The purely domestic investments and activities would
be funded with non-GEF resources (which may include, for example, financing
from the IDB Multilateral Investment Fund - MIF for this purpose and other MIF
operations). CIDA has also expressed interest in participating in the program
through a second phase of activities for environmental management of port
operations in Puerto Cortés). A rigorous technical analysis of baseline activities
and incremental costs will be conducted and financed by the proposed PDF B
grant resources.
2.6
At this time, the GEF funded project is envisaged to consist of the following
components and activities:
a.
Environmental Information System: This component would implement a
comprehensive regional baseline on marine pollution (port, ship-based and
-9land-based), including sources, contaminant levels and fate, trends, risk and
vulnerability factors. It would also help establish a regional maritime
pollution monitoring system that would require a public/private sector
partnership and would link to a regional network for emergency response.
This system would be specifically designed to complement the broader
Regional Environmental Information System (EIS) developed for the MBRS
project but with a more detailed scale adapted for maritime pollution control
within the Gulf of Honduras. The establishment of the complementary system
would entail the following types of activities:
b.
i.
diagnostic of the transboundary importance of various environmental
problems (for example port dredging operations) in the Gulf of
Honduras, including an assessment of the relative importance and
transboundary impact of land-based and ship-based sources of pollution;
ii.
training, capacity building and equipment/facilities for the preparation of
maps/assessments of oceanographic current dynamics, sediment
transport and bathymetry, including the updating of existing bathymetric
maps near ports and in major shipping lanes;
iii.
technical assistance and equipment for oil and chemical spill trajectory
analysis and application;
iv.
oil, chemical spill and dredging related ecological and social
sensitivity/vulnerability mapping and diagnosis (incorporated into a
GIS), including the sensitivity to the use of dispersing chemicals for oil
spill clean-up, in the entrances of ports, along major navigational routes
and in adjacent vulnerable coastal areas (including scientific studies to
assess the temporal and spatial patterns in the reproduction and
recruitment of sensitive marine organisms);
v.
development of methodologies and capacity building for oil and
chemical spill damage assessments and the determination of
environmental restoration costs; and
vi.
establishment of an easily accessible information system that will
facilitate the extension of the above mentioned outcomes to the public
and decision-makers in the region.
Navigational safety in shipping lanes: This component is aimed at
implementing the specific measures for reducing ship-based pollution, using
a coordinated regional approach that would ensure consistent safety levels
throughout the Gulf. The component encompasses activities aimed at
preventing or controlling damages associated with both operational and
accidental discharges at sea. It could include, for example:
i.
preparation of a regional/transboundary oil and chemical spill
contingency plan;
- 10 -
c.
ii.
training and capacity building (including public education, simulation
exercises);
iii.
review, improve, harmonize and reform the institutional, legal, policy,
regulatory and enforcement framework for oil and chemical spills
(framework for the definition of liabilities and facilitating the process of
ratification, as well as promoting the compliance, with international and
regional conventions and agreements), including support to the
establishment and capacity building of national and regional maritime
transport authorities/entities and policies;
iv.
equipment and facilities for oil and chemical spill containment and
clean-up (regional capacity);
v.
development of a regional emergency response plan for ship fires and
groundings (including environmental precautions)
vi.
navigational risk assessments, a proposal for modifications in maritime
shipping routes and other risk reduction measures;
vii.
investments in signaling equipment (buoys, lighthouses etc)
viii.
feasibility studies for the establishment of a satellite-based and/or
terrestrial electronic marine information infrastructure to improve the
overall security of maritime transport in order to avoid ship collisions in
busy corridors, as well as to enable monitoring, surveillance and control
of fishing and other commercial vessels, navigational routes and sea
lanes, and incidences of coastal pollution;
ix.
promotion and introduction of new technologies to avoid collisions and
adoption of methods to prevent unauthorized discharge of toxic
substances;
x.
demonstration pilot activities related to navigational risk reduction.
Environmental improvements in major ports3: This component is aimed at
improving pollution control in the regional network of four ports within and
adjacent to the Gulf of Honduras. In addition to the baseline activities
financed by MIF, it will introduce and monitor the application of consistent
environmental management measures for port-based activities including
handling of wastes and emergency response. It could include, for example:
i.
3
development of harmonized regional guidelines and standards for port
environmental management and security;
Puerto Barrios, Puerto Santo Toms de Castilla in Guatemala, Puerto Cortés in Honduras and Big
Creek in Belize.
- 11 -
d.
ii.
capacity building and learning exchange programs between ports
(including training extension activities in other Central American
countries);
iii.
legal, policy, regulatory and enforcement review and reform (including
enhanced use of international agreements and mechanisms to control and
enforce adequate certification of visiting ships);
iv.
provision of equipment and facilities for short-term and small/medium
sized investments;
v.
norms and actions for the mitigation and prevention of environmental
impacts associated with port expansion and operation as well as land and
sea-based sources of pollution;
vi.
demonstration pilot activities related to environmental improvements in
the 3 major ports, including demonstrations of environmentally effective
ways of disposing of contaminated dredge spoil;
vii.
implementation of economic instruments and incentives to promote
preventive measures to decrease both land and sea-based sources of
pollution as well as adequate environmental management in the sector,
contributing to the financial sustainability of the program.
Regional capacity building in Central America: This component is aimed
at creating and consolidating the regional network for maritime pollution
control within the Gulf of Honduras including the formulation of institutional
arrangements that will ensure the sustainability of the action program. It
could include, for example:
i.
formulation of regional institutional arrangements for financing regional
maritime pollution control and prevention, including the establishment of
a financing scheme in cooperation with the private sector and port
authorities;
ii.
workshops, seminars, training courses and
iii.
information dissemination (newsletters, web page, publications) in
Central America on the topic of maritime transport pollution control and
the progress of the project in order to enhance the replication of
successful experiences (within framework of Cartagena Convention and
Oil Spill Protocol);
- 12 III. DESCRIPTION OF PDF ACTIVITIES
3.1
A PDF Block B grant is requested to undertake activities for the design and
formulation of a full project proposal. These activities, programmed over twelve
months (see Annex B for timeline) fall into five categories:
A.
Preliminary Transboundary Diagnostic Analysis (TDA):
3.2
The objective of the TDA will be to provide a preliminary identification of
impacts and threats as well as sources of stress on different parts of the Gulf of
Honduras system. The available data on various threats will be collected,
consolidated and analyzed in terms of the relative significance of land-based
pollution including point and non-point sources of sediments from watersheds
draining into the Gulf, ship-based pollution, including operational and accidental
discharges; critical habitat loss due to dredging of ports and navigational
channels, landfill and related activities; and natural sources of stress such as
hurricanes and intense storm action). The TDA will build on the threat and root
cause analysis completed for the MBRS project by focusing on maritime impacts
and ship-based pollution and conducting the analysis at a scale appropriate for the
Gulf of Honduras.
3.3
The following specific activities will be carried out as part of the TDA:
a.
Identify typical existing and future operations (e.g. transport of people and
cargo, cargo handling and storage, waste generation and handling,
maintenance and dredging of navigation channels, basins and port
infrastructure, port related industry, vessel traffic movements, related
facilities, and port security) and infrastructure developments (e.g.
development of new infrastructure, capital and future maintenance dredging
and disposal of material, changes to existing activities, and new vessel design
and increase in vessel size) in the Gulf of Honduras causing environmental
local and transboundary concern, including a preliminary assessment of the
relative importance and local and transboundary impact of land-based vs.
ship-based sources of pollution. This would entail a consolidation and
analysis of available oceanographic information (currents, tides, bathymetry)
and would help identify critical data gaps to be addressed in the full program.
The analysis will be undertaken to complement and avoid duplication with
the threat and root cause analysis carried out for the MBRS project;
b.
Identify areas of transboundary and local concern with respect to oil,
chemical spill and dredging related ecological and social
sensitivity/vulnerability, including the sensitivity to the use of dispersing
chemicals for oil spill clean-up, in the entrances of ports, along major
navigational routes and in adjacent vulnerable coastal areas;
c.
Identify potential navigational risks associated with marine shipping routes in
and out of the Gulf and inside the Gulf. Relevant parameters include traffic
- 13 intensity, navigational aids and their standards, vessel standards, seamen
training, hazardous cargo transport, accident statistics, etc.
d.
Conduct a rapid assessment of the condition of coastal and marine
ecosystems at risk within the Gulf of Honduras, with the emphasis on areas
vulnerable to maritime pollution (e.g., mangroves, salt ponds, lagoons, reefs)
using a standardized methodology that can be applied in all four countries.
Where feasible, data from this assessment will be compared with existing
baseline information to evaluate the damage that may have been caused by
recent accidental spills, dredging and spoil disposal operations and other
maritime-related impacts. The assessment will be incorporated into the
regional environmental maritime system to be designed as one of the
components of the full program.
B.
Legal and Institutional Assessment
3.4
The objective will be to conduct an analysis of current institutional
responsibilities for the control of maritime transport pollution control in the three
participating countries, examining existing capacity within the public sector
(national and local port authorities), private sector, COCATRAM and other
participating regional organizations such as TRIGOH. As part of the assessment,
a review of relevant laws and regulations, and how they are applied, would be
undertaken. This analysis would identify the need for creation, reform and
harmonization of policies, legislation and operational procedures in maritime
transport pollution control and prevention. The activity would also entail a
needs/capacity assessment of CCAD and COCATRAM to undertake the full
project in cooperation with the port authorities and other regional organizations
such as TRIGOH. Options for strengthening regional institutional arrangements
for maritime pollution control would be identified and documented for discussion
during the regional consultations (see below).
C.
Project Design and Formulation of the Full GEF Project Proposal
3.5
Resources from the PDF will be used to mobilize the multi-disciplinary team of
maritime pollution experts needed to design the four components of the project
(Regional Environmental Maritime System; Navigational Safety in Shipping
Lanes; Environmental Improvements in Major Ports; Regional Capacity Building
and Coordination). In addition to the two activities described above, the design
process will include a complete analysis of baseline vs. incremental cost
activities, as well as an in-depth inventory of capacity building needs, equipment
needs, and identification of possible pilot activities.
3.6
For each component, the work will entail the identification of options; technical
justification of the approach recommended; preparation of specifications, terms of
reference, budgets, schedules, execution mechanisms, and other documentation
needed for implementation of the full program. The design of each component
will use the results of the TDA and the legal and institutional assessment and the
- 14 other preparation activities mentioned above and will be fully consulted during
the stakeholder meetings. Close coordination and regular consultations with the
team concluding the preparation of the MBRS GEF financed project is expected
to avoid duplication.
D.
Stakeholder Consultations and Outreach
3.7
During the course of the PDF Block B activities, there will be a series of four
stakeholder meetings open to all parties interested in the course of developing the
full project proposal. During the first meeting, delegates to a steering (or
technical advisory) committee will be selected. These will convened on a regular
basis throughout the development of the project proposal to ensure a free
exchange of views. These meetings will complement the consultations carried out
during the preparation of the MBRS project with the emphasis on the stakeholders
in the shipping and marine pollution control sectors.
3.8
One of the specific objectives of these consultations will be to reach an agreement
on the implementation arrangements for the full program.
3.9
The following stakeholder groups would be involved in the consultations:
a.
GEF eligible Governments: Belize, Guatemala, Honduras, including their
national maritime authorities;
b.
Port authorities: Port administrations from Honduras, Guatemala and Belize
c.
Municipal governments: Officials responsible for environmental management
in municipalities adjacent to the ports or located within the Gulf coastal zone
d.
Regional organizations: General Directorate for Environment - Central
American Integration System (DGA-SICA)/Central American Commission
for Environment and Development (CCAD); Central American Commission
for Maritime Transport (COCATRAM);
e.
NGO’s: Tri-national Alliance of NGO’s of the Gulf of Honduras,
FUNDAECO (Guatemala), TIDE (Belize), PROLANSATE (Honduras),
organizations participating in PROARCA/Costas ;
f.
Private sector: the port and maritime transport industry (including related
services)
g.
Communities and the public.
h.
Donors/international organizations: WB, UNDP, UNEP, IMO, bilateral
donors
i.
Academic institutions
- 15 3.10
This activity will also encompass a complementary outreach program aimed at
promoting understanding and support for maritime pollution control within the
Gulf of Honduras as a foundation for the full program. With the active
participation of regional NGO’s, an outreach program will be targeted to
community-based organizations (youth groups, fishers organizations) that could
participate in some capacity in preventive and emergency response measures.
Complementary outreach activities will be targeted to the shipping industry and
private enterprises operating in the port zones with the specific purpose of
building support for the regional action program. Through this activity, a bilingual
website will be developed for networking, dissemination and educational
purposes. In the short-term, the website will assist in formulating the full project
by making information on the project proposal widely available. In the long run,
the website is expected to become both an instrument of outreach for education on
the international significance of the Gulf of Honduras as well as a means of
increasing demand for its services and ultimately contributions to its long-term
financial sustainability.
E.
Financial Sustainability Plan
3.11
An analysis of the long-term financial needs and potential mechanisms for
sustainable financing will be carried out for implementation under the GEF full
program. This analysis will entail examining recurrent costs, potential sources of
revenues (fees for services, tariffs and fines), design of economic instruments, and
the establishment of partnership arrangements between the shipping industry, port
authorities as well as the port-related businesses.
IV. INSTITUTIONAL AND EXECUTING ARRANGEMENTS
4.1
Definitive institutional and executing arrangements for the proposed Full Project
would be designed and confirmed as part of the PDF B studies. The following
tentative and conceptual scheme is foreseen. The project would be implemented
in a framework for joint multi-country management, taking advantage of the
existing regional environmental collaboration framework in Central America,
provided through the Central American Integration System (SICA) and its
General Directorate for Environment (CCAD). The tri-national and regional
components of the project, as well as the adequate coordination between the
domestic activities, would be executed by the sector-specific private sector
association, COCATRAM in close collaboration with CCAD. The structure
would be designed to complement the regional implementation structure recently
established for the MBRS Project.
4.2
For the purpose of coordinating project activities both within and across countries,
as well as with other related activities, one or possibly more project steering
committees are foreseen, including representation from the three participating
countries, COCATRAM, DGMA-SICA/CCAD, the three major ports of Santo
Tomás de Castilla, Puerto Barrios and Puerto Cortés, the IDB, civil society and
- 16 the private sector. The framework provided by the periodic Meetings of the
Central American Port Companies (REPICA) would also be used for coordination
and dissemination purposes.
V.
ELIGIBILITY AND COUNTRY COMMITMENT
5.1
The proposed project is eligible for GEF funding under paragraph 9(b) of the GEF
Instrument. Furthermore, all three participating countries (Belize, Guatemala and
Honduras) are parties to the United Nations Convention on the Law of the Sea
(UNCLOS). In addition, Guatemala and Honduras are parties to the Convention
on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter
(London Convention 1972). Guatemala and Belize are parties to different annexes
to the International Convention for the Prevention of Pollution from Ships
(MARPOL 73/78) and Honduras has ratified the Convention in May 2000, under
decree Nº173.99. Endorsement letters have been received by all three
participating countries indicating their support for the project (see attached
letters).Justification for GEF Support
5.2
The proposed Program supports the objectives and priorities of the GEF
Operational Strategy for International Waters, specifically as it intends to take a
comprehensive approach towards the prevention of physical or ecological
degradation of critical habitats (estuaries, shallow waters and reefs) and the
control of ship-based sources of chemical washings and non-indigenous species,
resulting from inadequate maritime transport pollution control. The program will
also leverage private sector involvement in addressing transboundary issues. This
project represents the first stage of establishing a regional structure for
coordinating environmental activities in the Gulf of Honduras. All planned
activities are in line with the objectives of the Contaminant-Based Operational
Program (OP-10), specifically its ship-related contaminants component.
VI. IMPLEMENTATION OF PDF-B
6.1
The Inter-American Development Bank will be the executing agency for the PDFB and will contract the services needed to conduct the activities described above
in accordance with its policies and procedures. A Coordinating Committee made
up of the GEF National Focal Points, CCAD, the IDB, and COCATRAM, will be
established to ensure timely coordination of the activities. A broad-based
Steering Committee with representatives of the immediate stakeholders will also
be established. This will be closely coordinated with the implementation
mechanism for the MBRS: A timeline appears in Annex B.
A.
Items to be Financed
6.2
Total preparation costs are estimated at US$ 720,000 of which US$ 550,000 is
requested from the GEF. The PDF B grant will finance technical assistance to
undertake the activities listed above, stakeholder consultations, documents, and
- 17 travel. Co-financing from the IDB, CCAD and participating countries will be
applied to cover the preparation of the baseline components, as described below.
GEF
ACTIVITIES
Project administration and component design
Preliminary TDA
Legal/institutional assessment
Stakeholder consultations and outreach
Financial sustainability analysis
External Evaluation
TOTAL (in current US$)
IDB4
230,000
50,000
200,000
30,000
40,000
20,000
35,000
35,000
10,000
10,000
550,000 110,000
CCAD/
USAID
LOCAL TOTAL
10,000
20,000
20,000
10,000
10,000
50,000
280,000
250,000
80,000
80,000
45,000
10,000
720,000
VII. OUTPUTS
7.1
The expected outputs of the PDF B grant will be: 1.) a full GEF Project
Document, reflecting stakeholder consultations and including detailed component
designs; 2.) a detailed TDA; 3.) a legal and institutional assessment including a
proposed regional arrangement for maritime pollution control; 4) a proposal for
the financial sustainability of the program.
VIII. EXPECTED DATE OF COMPLETION OF PREPARATION ACTIVITIES
8.1
March 2002
IX.
9.1
EXPECTED DATE OF COMPLETION OF PREPARATION ACTIVITIES
March 2002
X.
IA CONTACT
10.1
Inter-American Development Bank: Michele Lemay (SDS/ENV).
623-1838. Fax (202) 623-1304. E-mail: michelel@iadb.org.
Tel. (202)
4
Includes parallel financing from IDB-administered Trust Funds (Danish trust Fund: committed
and CANTAP requested).
ANNEX A
PORT
ITEM
EPN Santo Tomas de
Castilla
Organisational structure of the port
National port, owned,
Owned, administered and
administered and operated locally operated by the private company
by Empresa Portuaria Nacional Compañia Bananera
Santo Tomas de Castilla
Indepentiente de Guatemala S.A.
(EPNSTC). No national authority. (COBIGUA). See Annex B.2.
Parts of the port operated by
private companies.
Types of cargo handled
Volumes of cargo handled
Puerto Barrios
ENP Puerto Cortés
Big Creek
National port, owned, administered Small port, owned,
and operated by a national
administered and
authority Empresa Nacional
operated on a mandate
Portuaria (ENP). Private
from the Belize port
companies operate parts of the
authorities in Belize
port.
City (BPA) by the
private companies
Banana Growers
Association (BGA) and
Banana Enterprises
Limited (BEL).
Import: Refined oil products,
Import: Refined oil products
Import: Refined oil products,
Import: Equipment &
paper products, chemicals, metal (Texaco), fertilizers (bulk), paper foodstuff, fertilizers, wheat, coal, products for banana
products, oil and grease.
products, iron in bulk, resin.
steel & iron.
industry and port.
Export: Bananas, coffee, fruit,
Export: Bananas, melon,
Export: Bananas, fruit, coffee,
Export: Bananas, citrus
vegetables, meat, seafood, crude fertilizers, vegetables, cloth
wood, minerals.
oil
Container storage capacity 1200
Container storage capacity 5000 TEU
TEU
1999:
1999:
1999:
1999:
Total: 4.5 mio. MT (2.25 mio.
Total: 1.7 mio. MT (0.8 mio. MT Total: 4.98 mio. MT (1.48 mio.
3 mio. boxes of banana
MT export, 2.25 mio. MT import) export, 0.9 mio. MT import)
MT export, 3.50 mio. MT import) and citrus
Liquid cargo (43%): 1.95 mio.
Liquid cargo (12%): 0.2 mio. MT Liquid cargo (24%): 1.18 mio. MT
MT (1.15 mio. MT export, 0.8
(import only)
(0.04 mio. MT export, 1.14 mio.
mio. MT import)
Containers (78%, 96,000
MT import)
Containers (32%, 100,000
containers (215,000 TEU): 1.3
Containers (31%, 160,000
containers: 1.43 mio. MT (0.67 mio. MT (0.7 mio. MT export, 0.6 containers, 295,000 TEU): 1.55
mio. MT export, 0.76 mio. MT
mio. MT import)
mio. MT (0.64 mio. MT export,
import)
General Cargo (10%): 0.18 mio. 0.91 mio. MT import)
Rest: General cargo (9.5%),
MT (0.8 mio. MT export, 0.1 mio. Rest: Trucks (7%), dry bulk (16%)
trucks (11.5%), dry bulk (3.7%) MT import)
ANNEX A
PORT
ITEM
EPN Santo Tomas de
Castilla
Puerto Barrios
ENP Puerto Cortés
Big Creek
No of ships calling port per year
1999:
1205 ships. 731 Containerships
and ro/ro and 160 oil carriers
n.a.
1997:
376 ships
1999:
1728 ships
App 75 ships per year *
Budget breakdown
n.a.
1999:
Turnover/Income: 392 mio.
Lempiras: operations (15.4%),
Administration (26.1%), Depricing
(15.6%), Used/lost (31.1).
40 mio. Lempiras invested in
environmental improvements till
now
8. mio Lempiras used for sea bed
studies
Separate entity with responsibility for Head of Depto. de Seguridad e
Superintendente de Seguridad
Jefe de Depto de Seguridad e
environmental issues
Higiene responsible for
Industrial responsible for
Higiene Industrial and Gestion
environmental issues, security and environmental issues - and
Ambiental responsible for
hygiene in the port .Very limited security in the port.
environmental issues, security and
resources.
industrial hygiene in ENP, i.e. all
national ports.
Relationship with national and
No national or regional
No national or regional
As a national port under a strong
regional maritime administrations
administration exists. Good
administration exists. Good
central administration the port has
contact to and support from CPN contact to and support from CPN good relations to COCATRAM.
and COCATRAM.
and COCATRAM.
Relationship with national and local Little contact with national
Little contact with national
Good and close co-operation,
government
government and municipality.
government and municipality.
especially on environmental
matters, with the municipality.
n.a.
No separate entity
exists with this
responsibility within the
port and also no within
the PAB.
The port is on a
mandate from the BPA.
Would like to be untied.
Some relations with
national environmental
authority doing
monitoring of pesticide
used by the banana
industry.
Relationships with local and national According to some NGOs too
According to some NGOs too
No relationship with local NGOs. No relationship with
NGO’s
little contact. According to the
little contact. According to the
However, through municipality,
local NGOs.
port, environmental dialogue with port, environmental dialogue with who has, some co-ordination
NGOs.
NGOs.
exists.
ANNEX A
PORT
ITEM
EPN Santo Tomas de
Castilla
Capacity to deal with environmental
issues
The capacity is small - no HR
The capacity seems reasonable
exists. Plans exist to enhance the and willing to improve the
environmental unit.
situation.
Current practices with environmental EIA performed for the extension
aspects
project but not for reclaiming the
in-fill. Handling of hazardous
cargo (and other dangerous cargo
like petrol and chemical products)
not controlled. Safety regulations
not applied. Quality and
alignment of piping for dangerous
liquid cargo imposes high risk for
accidents.
Future plans for various operational Planned projects include bathyaspects such as maintenance and post- metric survey for basins and
Mitch restoration dredging
channel, dredging (post-Mitch) to
increase depth, extension north of
the port, reclamation is taking
place at present. Damage due to
recent earthquake should be
repaired, but still not planned.
Puerto Barrios
ENP Puerto Cortés
Big Creek
The capacity - especially mentally None. Must use
- is high. Human resources,
external experts (e.g.
however, are still limited.
have used Posford
Duvivier).
According to the port, EIAs are EIA for all activities made and
EIA procedure defined
performed for all projects.
approved by Secretaria Nacional by statute. Pesticide use
However, CONAMA states that del Ambiente (SENA).
controlled by
no EIAs have been presented to or
Department of
approved by them. Monitoring of
Environment (DoE).
dredging operations performed by
the port. No drainage plan for the
port area exists.
The port is in the process of postMitch dredging of 200.000 m3
sediments from the basins and
access channel. 3 plans in
pipeline: Further capital dredging,
extension of the pier (3 options)
and reduction of warehouse area
to accommodate more containers.
- New pier for Texaco a.o. being
built.
- Parts of quay being changed from
general and liquid cargo to dry
bulk.
- New road on reclaimed land
between port and free zone being
constructed.
- Pavement on reclaimed land for
container storage being performed.
- Dredging (post-Mitch) planned
but not yet initiated.
- Large extension project based on
master plan is planned but not yet
initiated.
The port plans to untie
from BPA and then
expand, deepen the port
basins and stretch (recut) the access channel
through the mangroves.
No maintenance or
post-Mitch dredging is
needed.
ANNEX A
PORT
ITEM
EPN Santo Tomas de
Castilla
Puerto Barrios
ENP Puerto Cortés
Big Creek
Control of routine and accidental
discharges
No control applied.
TEXACO – which use the port
for unloading oil products submit samples from handled
products for analysis by the port.
No control by port - but
by Dpt. of Environment
(DOE) in Belmopan.
Waste management facilities and
procedures
MARPOL facilities are managed MARPOL facilities are managed
by private company. No other
by private company. No other
reception facilities exist for other reception facilities exist for other
waste or residuals. No control
waste or residuals. No control
with calling ships or cargo in the with calling ships or cargo in the
port exist in Guatemala (2 recent port exist in Guatemala (2 recent
accidents in the port support this). accidents in the port support this).
Municipality only receives limited
amount of solid waste and only
for storage.
The Base Naval is responsible for The Base Naval is responsible for
the Maintenance of navigational the Maintenance of navigational
aids and safety - but only deals
aids and safety – but only deals
with vessels. Hence, the port
with vessels. Hence, the port
maintains the navigational aids. maintains the navigational aids.
ENP performs surveillance and has
a controlling role. Is aided by
Fuerza Naval who is obliged to
protect the coast against pollution,
patrol the coast and report on
irregularities. Co-ordination with
municipality who controls the
work chain for the region.
Problems with control of small
domestic port who handle much
dangerous cargo.
Reception of oily waste is handled
by private MARPOL company.
The municipality receives solid
waste, which is deposited in a
special area. At present, only
cruiser ships are allowed to do so.
Navigational aids maintained by
ENP who is also responsible for
bathymetric surveys, sea chart
preparation, etc. Assisted by
NOAA in USA.
Port responsible for
navigational aids.
Navigation difficult
during night (batteries
from lights are stolen).
Curved entrance
channel makes access
difficult. No dredging
needed - natural
cleaning.
Navigational safety
None. Strict on
ensuring that ships
leave nothing.
ANNEX A
PORT
ITEM
EPN Santo Tomas de
Castilla
Contingency planning
Local contingency plan exists but No contingency plan exists - after
not applied (voluntary to use). A preparation of a security plan; Sr.
national contingency plan exists Rodrigues will prepare a
for natural disasters only. Some contingency plan.
companies in the port have an
emergency plan.
EIA should exist for the extension According to the port some EIAs
project. Masterplan by GTZ 1993 should be available.
and JICA 1988. Diagnostico
Situacional sobre la seguridad
Maritimo - Portuaria del Puerto
Santo Tomas de Castilla 1997.
Plan Maestro de Mejoramiento al
Servicio Portuario con énfasis en
calidad Total 1997.
Existing studies
Documentation on trends
Puerto Barrios
ENP Puerto Cortés
Big Creek
TEXACO (and Hander Petrol) has None.
contingency plan and equipment. It
is training other oil importing
companies in the region (also
Guatemala). No contingency plan
exists for the port.
Ongoing Canadian study (DDM
Posford Duvivier has
financed by ICDA): Prelim.
made recent studies on
environmental study, detailed
sedimentation pattern,
contingency and environmental
entrance channel
development, implementation. See optimization, etc.
overview and executive summary
in Annex F.
Recent WB study: Environmental
assistance of the Republic of
Honduras, 1999.
Masterplan for development of
port, JICA, 1986-88.
Although the above studies and The engagement and willingness The trends are documented through No trend.
the local (partly NGO) initiatives of Sr. Rodrigues documents a
the above studies and the coseem to document a trend - the
movement in the port.
operation with the municipality.
same support and follow-up by
Engagement and responsibilities of
the port administration is not
Mr Turcio documents the trends.
documented. .
ANNEX A
PORT
ITEM
Relative significance of various
sources of maritime pollution
EPN Santo Tomas de
Castilla
Puerto Barrios
ENP Puerto Cortés
Big Creek
The liquid cargo: Chemicals and As the port only handles
Dangerous and polluting cargo
Pesticides from banana
oil products, impose the highest containers from COBIGUA and loaded in the small domestic port. farms and mixing
risk of maritime pollution as no oil product import for TEXACO, No obvious sources as such were plants. In the port, no
safety regulations are applied,
the main source of massive
observed but oil product ships
major sources exist.
equipment is in bad state - and
pollution is from spill from oil
impose a risk. Also general spill on
after being used for wrong
product tankers and during
quay areas as no treatment of
products or in an uncoordinated bunkering of ships.
drainage water exists.
way. Dangerous cargo is not
marked correctly and not
controlled, imposes a high risk
(ref. Two recent accidents).
Handling of coal and soda ash is
affecting the air and the marine.
This will also be the case with
planned quarry run export.
Identified environmental problems
No treatment of wastewater in the No treatment of wastewater in the According to DDH report:
No treatment of
region. Pesticides from the banana region. Pesticides from the banana - No management of surface
wastewater in the
farms are a big problem.
farms are a big problem.
ordinary water.
region. Pesticides from
Mangroves and lobster sites
Mangroves and lobster sites
- Handling of dangerous cargo or the banana farms are a
reported damaged severely.
reported damaged severely.
polluted matters.
big problem.
Problem getting drinking water. 2 Problem getting drinking water. - No contingency plans.
Mangroves and lobster
recent accidents involving
- Full MARPOL facility.
sites reported damaged
wrongly marked and wrongly
- Treatment and management of
severely. Problem
handled dangerous cargo. Badly
waste in general.
getting drinking water.
maintained unloading/loading
equipment.
Current agreements and commitments None. Possible new
None. Sr. Rodrigues agreed to
The signed agreement between
None.
aimed at improving the overall
administration – which has just participate in the project.
DDH and ICDA and ENP is the
environmental performance of port
been appointed, will start making
best indicator of commitment.
facilities
agreements.
Likewise, the co-operation and
agreements with the environmental
unit in the municipality. However,
this co-operation is still fragile.
Annex B: Indicative Timeline
Months
Activities
Mobilization
A. Preliminary
TDA
B. Legal &
Institutional
Assessment
C. Project Design
and
Formulation of
full Program
D. Stakeholder
Consultations
E. Financial
Sustainability
Plan
1
2
3
4
5
6
7
8
9
10
11
12