GLOBAL ENVIRONMENT FACILITY .~ ~ ~~' 2.m Algeria, Morocco and Tunisia Oil Pollution Management Project for the Southwest Mediterannean Sea A Project Document April 1994 THE WORLD BANK GEF Documentation The Global Environment Facility, (GEF) assists developing countries to protect the global environment in four areas: global warming, pollution of international waters, destruction of biodiversity. and depletion of the ozone layer. The GEF is jointly implemented bythe United Nations Development Programme. the United Nations Environment Programme. and the World Bank. GEF Working Papers - identified by the burgundy band on their covers - provide general information on the Facility's work and more specific information on methodological approaches, scientific and technical issues. and policy and strategic matters. GEF Project Documents - identified by a green band - provide extended project- specific information. The impleimenitinig agency responsible for each project is identified by its logo on the cover of the document. Reports by the Chairman - identified by a blue band - are prepared by the Office of the GEF Administrator in collaboration with the three GEF implementing agencies for the biannual Participants' Meetings. The GEF Administrator 1818 H Street, NW Washington, DC 20433 USA Telephone: (202) 473-1053 Fax: (202) 477-0551 CURRENCY EQUIVALENTS (As of September, 1993) Exchange Rate: US$ = ALD 23.0 = MOD 9.4 = TND 1.0 SDR = US$ 1.38107 WEIGHTS AND MEASURES The metric system is used throughout this report. ABBREVIATIONS AND ACRONYMS ALD Algerian Dinars ANPE Agence Nationale pour la Protection de I'Environnement CRCP Comite Regional Pour Coordination du Projet DP Direction des Ports (Algeria) GEF Global Environment Facility GET Global Environment Trust Fund IBRD International Bank for Reconstruction and Development MEAT Ministere de l'Environnement et de l'Am6nagement du Territoire MEN Ministere de l'Education Nationale MII Ministere de l'Int6rieur et de l'Information MOD Moroccan Dirham ODEP Office d'Exploitation des Ports (Morocco) ONAS Office National de l'Assainissement OPNT Office des Ports Nationaux Tunisiens (Tunisia) PPA Project Preparation Advance NCP National Contingency Plan RCP Regional Contingency Plan RVP Regional Vice President SDR Special Drawing Rights SSEPE Sous-Secretariat d'Etat charge de la Protection de l'Environnement SERC Secretariat d'Etat a la Recherche Scientifique TND Tunisian Dinars FISCAL YEARS Algeria January 1 - December 31 NMorocco January 1 - December 31 Tunisia January 1 - December 31 Part I: Project Summary ALGERIA/MOROCCO/TUNISIA OIL POLLUTION MANAGEMENT PROJECT FOR THE SOUTHWEST MEDITERRANEAN SA GRANT AND PROJECT SUMMARY RECIPIENTS Three Separate Grant Agreements to: : (a) Democratic and Popular Republic of Algeria : (b) Office d' Exploitation des ports : (c) Republic of Tunisia BENEFICIARIES : (a) Ministry of Transport, Algeria (b) Office d'Exploitation des Ports (ODEP), Morocco (c) Ministry of Transport, Tunisia AMOUNT : SDR 13.3 million (US$18.3 million) (a) SDR 5.0 million for Algeria (US$6.9 million) (b) SDR 4.1 million for Morocco (US$5.6 million) (c) SDR 4.2 million for Tunisia (US$5.8 million) TERMS : Grants FINANCING PLAN : GET US$18.3 million Recipients US$ 1.7 million Total US$20.0 million ASSOCIATED BANK : Algeria Third Port Project - Loan 3105-AL PROJECTS Morocco Port Sector Project - Loans 3283/84-MOR ECONOMIC RATE OF RETURN : Not applicable MAPS : IBRD NO 25218R Morocco Ports System IBRD NO 25219R Algeria Ports System IBRD NO 25220R Tunisia Ports System This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. ALGERIA/MOROCCO/TUNISIA OIL POLLUTION MANAGEMENT PROJECT 1. Background. The Southwest coast of the Mediterranean sea, about 3000 km long, is subjected to heavy oil traffic going through two major routes: Gibraltar strait, and Bizerte-Cap Bon in Tunisia. The average annual oil traffic over 1991-1992 reached about 150 million tons, carried by about 1500 tankers and representing 30% of world oil traffic. Pollution, from a variety of sources, is already a serious problem in this part of the Mediterranean. While industrial effluent and urban sewage degrade harbors and coastal waters, much of the anthropogenic impact on international waters is the result of ships' discharges of oily ballast and bilge waters, and accidental oil spills, one per year on average. Surveys of hydrocarbon contamination indicate that the waters off the north African coast in the south-western section of the Mediterranean have the highest incidence of tar balls, with an estimated 30% of the dumped oil becoming tar residues on the beaches. Contamination in intemational waters has adverse impacts on the economy of surrounding countries because of its serious, negative effects on tourism. Further, these tar residues have the potential to degrade and taint fragile coastal ecosystems and coastal fisheries. 2. Algeria, Morocco and Tunisia face environmental problems posed by oil pollution which is particularly acute in ports and along coastal areas where major economic development is located. The three countries have become increasingly concerned by environmental degradation and the threat it poses to their quality of life and economic systems. Efforts to deal with problems posed to the environmental sector through domestic programs and coordinated action plans at the regional level have intensified. 3. In 1991, Algeria reorganized its environmental sector, and responsibility for the environment was transferred to the "Ministere de l'Education Nationale" (MEN). A "Secretariat d'Etat a la Recherche Scientifique" (SERC), created in 1992 and attached to the MEN, is responsible for environmental policies and management; all agencies operating in the environmental sector have been put under its purview. The SERC became "Ministere Delegue aux Universites et a la Recherche Scientifique' under the MEN in 1993. The first major legal text regarding environmental protection was adopted in February 1983 which expresses three principles: (a) protection of the environment as part of the socio-economic development strategy; (b) equilibrium between economic objectives and protection of the environment; and (c) definition of all technical and regulatory aspects of projects in the context of regional development. It includes chapters on the study of environmental impacts and procedures, and systems of enforcement. It foresees the creation of an Environment Fund and a special corps of environmental inspectors and controllers with power over local authorities. The law requires the promulgation of certain decrees, some of which have already been promulgated, such as the creation of "Agence Nationale pour la Protection de l'Environnement" (ANPE), creation of the above mentioned corps of inspectors and controllers, preparation of environmental impact assessment studies, establishment of an environmental fund, notification and regulation of the transport of hazardous substances, regulation of bilge oil and industrial disposals, collection and treatment of oil materials and lubricants, and regulation of atmospheric emissions of gas, smoke, dust and solid particles from industries. However, the environment sector study carried out by the Bank in early 1993 recommended that additional investigation and studies be done to establish and coordinate the necessary mechanism and activities and to better define the environmental institutions and objectives. 4. The Moroccan Government's environmental policy consists of government commitment to: implement an appropriate strategy aimed at carrying out sustainable development, solving immediate environmental issues and preparing the groundwork for tackling long term environmental problems. This strategy is based on six main principals: (a) coordination and encouragement of concerned institutions to tackle environmental problems; (b) evaluation and control of environment; (c) environmental management; (d) legislation and regulation of environmental activities; (e) sensitization, education and training of all concerned people; and (f) promotion and enhancement of local, regional and international cooperation in environment protection activities. This policy will be implemented by the "Sous-Secretariat d'Etat charge de l'Environnement (SSEE)" under the Ministry of Interior and Information (MH). The SSEPE is the main central environment agency of the country responsible for making policies, regulations, and setting up monitoring and enforcemcnt systems. The SSEE has already started the implementation of certain environmental projects including: (a) identification of a national strategy for the protection of the environment and sustainable development in collaboration with UNDP; (b) the national laboratory for pollution control in collaboration with the Federal Republic of Germany; and (c) establishment of a national framework to follow-up education and training on environmental issues in collaboration with UNEP. Environmental Impact Assessment will be made mandatory for all investment projects, this will be enforced through an appropriate institution which is being created within the SSEPE. To implement its own strategy and policy the Government, through ongoing projects, is taking appropriate actions including: strengthening environmental institutions (SSEE), enhancing institutional cooperation at the national and regional levels, updating the existing legal framework, issuing new laws and related implementation decrees, and re-vitalizing the National Environmental Council whose mandate is to conserve natural resources and prevent environmental degradation. However, while many laws and legal texts exist addressing protection of the envir-onment, many tend to overlap, and regulatory enforcement is particularly weak. In addition to the existing sectorial laws and regulations i.e. a water code, industrial investment code, mining code and maritime code, and in order to improve the effectiveness of the existing regulatory framework, the Mll has prepared, with other concerned ministries, a draft law on environmental protection which is considered to be the most appropriate legal framework defining the rights and obligations of all concerned. The Moroccan Government is planning to consolidate its environmental legislation by preparing and adopting the contingency plan for combatting oil pollution, and implement decrees of existing laws through Bank financed projects now under preparation, e.g., the Environmental Management Project and the Oil Pollution Management Project. 5. The Government of Tunisia is nlow implementing a strategy and taking actions that would reduce the risk of major environmental hazards and stop major causes of pollution. It is also formulating a strong institutional and legal framework permitting better environmental managemiienit and law enforcemiient, as well as enhancing institutional cooperation at the national and regional levels. The current action plan includes measures to be taken at the nationalUsectoral level as defined in four major environmental protection progr-ams: (a) the 1(0 year action plan for water and soil conservation; (b) the forestry program; (c) a national strategy to combat desertification; (d) a national action program for environmental protection that aims to fight pollution, preserve the quality of life of urban and rural populations, protect the marine environment and beaches, and preserve the country's archeological heritage. The Tunisian global and multi-dimensional approach to environmental policy is based on three principal ideas: (a) contain pollution and deterioration of the environment within acceptable limits defined by monitoring standards; (b) organize the utilization of the natural environment for economic purposes in such a way as to guarantee the renewal of all resources that are consumed; and (c) establish measures to protect and valorize all aspects of natural or man-made sites. This approach favors preventive actions based on enforcement of environmental impact assessments and implementation of emergency plans to solve current major environmental issues in selected regions. At the same time it recognizes the importance of cv'-ative measures in cases of absolute necessity, such as applying the "polluter pays" principle to damage caused by pollution. The responsibility for environmental management, and implementation of a national environmental policy is basically within the Ministry of Environment and Land Planning (MEAT) and its two affiliated agencies, "Agence Nationale de la Protection de l'Environnement (ANPE) and "Office National de l'Assainissement" (ONAS). The legal framework for environmental management in Tunisia however, has some weaknesses. These weaknesses are being tackled on the basis of actions and recommendations stated in the Country Environmental Study and National Action Plan issued in 1989 which includes: (a) pollution control; (b) procedures for environmental impact assessment; (c) punitive sanctions to safeguard the environment; and (d) incentives to encourage clean-up. In addition, MEAT is preparing national and regional contingency plans for combatting accidental oil spills and marine pollution. 6. Project Objectives. The principal objective of the proposed project is to reduce the input of petroleum hydrocarbons into the international waters of the Mediterranean. In addition, the project would: (a) ensure - 3 - commonality of approach, regulatory policies, and methodologies; (b) promote exchange of information and coordination of implementation; (c) utilize national data sets to assess long-term regional trends in marine pollution, both for national coastal waters and for adjacent international waters; (d) enhance the national monitoring capability; and (e) develop a coastal environmental management framework. The proposed project focuses on intervention and developing the institutional capability to improve the quality of coastal waters and beaches, as well as potentially improve the marine productivity of the region. The project will be the first in a series of actions for combatting marine oil pollution at the national and regional levels and as such it is a modest pilot project. 7. Project Description. The proposed project would consist of both national and regional elements. It includes: (a) enhancement of oil spill response capabilities in Algeria, Morocco and Tunisia; and elaboration of national and regional spill contingency plans; (b) provision of pollution monitoring mechanisms; (c) rehabilitation and expansion of reception facilities at key ports to receive oily ballast and bilge waters; (d) provision of floating equipment, tank trucks, dispersant's sprayers, skimmer booms, etc. for combatting oil spills; (e) training; and (f) technical and marketing studies to evaluate re-refining or alternative uses of recovered oily materials. 8. Project Implementation. The Bank, acting as Trustee of the Global Environment Trust Fund, provided Algeria, Morocco and Tunisia each with a Project Preparation Advance (PPA) of SDR200,000 to prepare the project. A committee for project preparation and coordination (CRCP) consisting of representatives of the three countries has been created to ensure homogeneity of approach. equipment and training during project implementation. The three representatives are the "Directeur des Ports" (DP) for Algeria, the "Directeur Gen6ral de l'ODEP for Morocco and the "President Directeur G6neral de l'OPNT for Tunisia. The CRCP engaged a consulting firm acceptable to the Bank to prepare the project. The consultants submitted the feasibility study report in July 1993, upon the basis of which the project was appraised in August 1993. Each entity, DP (Algeria), ODEP (Morocco) and OPNT (Tunisia) will be responsible for implementing those parts of the project assigned to them and for procuring civil works and equipment financed by the project. The CRCP will coordinate project activities with the various agencies involved in project implementation, especially regarding the regional elements (RCP) and the cooperative agreement referred to in para. 14. Because of the complexity of the proposed project, supervision will take place every three months and a mid-term review will be carried out to assess the progress of project implementation. 9. Project Sustainablity. The existing institutions in the three countries, including the three project beneficiaries, have the competencies to operate and maintain the facilities and equipment provided under the project. In addition, the project will provide training to implement and operate the national and regional contingency plans. Technical assistance will be geared toward developing mechanisms to achieve financial sustainability for the facilities and regional organizations and will include the development of means to cover investment and operating costs based on the result of the technical and marketing studies to be carried out (para. 8). Meanwhile, each of the three Governments will be committed to providing the funds needed to operate and maintain its share of the facilities and equipment supplied under the project. 10. Associated Bank-Funded Port Projects. The project would be associated with two Bank funded port projects in Algeria and Morocco; both are being implemented. The Algeria Third Ports Project (Ln. 3105), is designed to improve investment planning and programming, operational efficiency and financial viability in the port sub-sector. The project involves the rehabilitation and upgrading of long-established ports. The Morocco Port Sector Project (Ln. 3283/4) consists ot a component of the 1991-1993 port sector investment program as well as an institutional development component mainly to encourage policies aimed at increasing productivity and improving planning. - 4 - 11. Lessons from Previous Bank Projects. We do not have experience in the Region with projects dealing with oil pollution in international waters. However, several related Bank-financed port projects have been completed in the three Maghreb countries; they include the Arzew port project in Algeria, the Casablanca and Mohammedia port project in Morocco and the Tunis/La Goulette port project in Tunisia. The main experience from completed and ongoing Bank-financed projects in the ports sub-sector is that the project design needs to carefully integrate investments with policy and institutional reforms. Under the above projects, problems in public sector operations have shifted the Bank's focus toward creating and developing autonomous enterprises, as well as enhancing the potential of the private sector. 12. Rationale for GET Funding. The rationale for GET funding of the project is based on the need to address the potential negative environmental impacts of discharged ballast and oily bilge waters, as well as accidental oil spills, on the southwestern part of the Mediterranean, and the lack of resources to tackle this issue of global importance. Given the competing demands of various sectors on their national budgets, it is unlikely that the Maghreb Countries would, on their own, allocate funds for combatting the problem of marine pollution. The availability of grant funds will reinforce the Governments' commitment to participate in reducing the risks of marine pollution. GET funding is thus justified based on the direct and indirect capture of global benefits that such a project will enable. In addition, it serves as a focal point for gathering and sharing technology for combatting oil pollution. 13. Agreed Actions. Agreements were reached during negotiations that (a) CRCP would not be abolished or its composition and/or TOR amended without prior Bank approval; its legal structure would be reinforced and its TOR strengthened to cope with its responsibility regarding regional cooperation; (b) local costs needed for project implementation, operation and maintenance will be provided by each country; (c) collected oily materials will be either re-refined, and/or treated according to appropriate and environmentally safe standards; (d) consultants' study recommendations, regarding financial viability of the facilities and recovery of investment costs through tariffs on ships and/or through marketing petroleum based end products would be implemented by December 31, 1995; (e) periodic monitoring of the oil content of sea water to provide the elements for an environmental "balance sheet" on oil pollution; a base line of data and measuring locations needed to assess the impact of the project on the environment will be established by December 31, 1994; (f) provision of effective environmental management as well as training to ensure a commonality of approach: (g) approval of National Contingency Plans (NCPs) acceptable to the Bank, by the competent authority in each of the three countries will be a condition of disbursement for equipment provided under the project; (h) cooperative agreement acceptable to the Bank between the port authorities in the three countries defining conditions and procedures for using equipment and personnel to combat accidental oil spills will be a condition of effectiveness of the grant agreements; and (i) each of the three grant agreements would include a cross effectiveness clause. 14. Environmental Aspects. The project will enhance the protection of international waters. The development of a regional working group will improve marine pollution management through development of a common region-wide approach and mechanisms, as well as providing a future linkage to the Malta Center of REMPEC. Components of the project will strengthen and promote national regulations, regulatory mechanisms and the linkage between environmental monitoring and management. Port reception facilities will meet current national and international standards for operation and quality of effluent. The recovery of oily materials to be re-refined or used as bulk fuels, will take place in concert with local and national waste management programs. An environmental analysis is being carried out by the consultants to introduce techniques that would ensure that oil and mud disposal are handled in an environmentally safe manner. This would include: (a) adding a suitable percentage of the oil recovered from the deballasting stations to the crude oil before its refining; and (b) refining oil recovered from bilge water tanks to produce lubricant oil with standard specifications. Accordingly, as the proposed project will have an overall positive impact on the Mediterranean sea, it has been classified as category "B". Environment assessment of the project is presented in Part 11. 15. Project Benefits. The project would contribute to efficient cooperation within each country and within the region to control oil pollution and detect any ship or tanker not abiding by the local laws and international conventions related to marine oil pollution prevention. It would improve each country's capability to deal with accidental oil spills and provide equipment and facilities to collect and treat oily ballast and bilge waters thus - 5 - reducing hydrocarbon contamination in the Mediterranean. A base line of data and measuring locations outside agreed ports will be established to assess the impact of the project on improving the quality of Mediterranean waters. The project would lay the foundation for permanent cooperation in the region in termns of monitoring and compliance auditing, state of marine pollution reporting, and a common approach for spill response. The above benefits are difficult to evaluate in monetary and economic terms especially in terms of the impacts of accidental oil spills. 16. Risk. The project would not pose any specific technical risk. However, the main risk to project implementation is related to the Governments' willingness to maintain their cooperation, to enforce the terms of the NCPs as well as the cooperative agreement (para. 14), enforce regulations which deal with marine pollution problems, and implement adequate cost recovery. This risk would be mitigated by: (a) current commitment of the three Governments to follow up on the preparation study and implement studies recommendations related to the above aspects, and the project components as defined in para.8 above and in the Technical Annexes (para. 4.02 and 4.03); (b) the national and regional benefits resulting from project implementation and future sector lending operations, especially the follow up on environmental investments needed for coastal and ports protection; and (c) existence of advanced drafts of the National Contingency Plans and the cooperative agreement for combatting oil spills. Also, comprehensive project preparation has been carried out with the cooperation of local authorities, CRCP members, and the consultants financed through the PPAs. The Bank follow up effort would be intensive to ensure maximum success of project implementation during the various stages of the project (para. 9). Attachments. Washington, D.C. April 6, 1994 ALGERIA/MOROCCOrrUNISIA Schedule A Page 1 ot 4 Oil Pollution Manaaement Project for the Southwest Mediterranean Sea Project Cost Summary I1 ALD'DO0 t USt1000 Local Foreion Total Local Foreign Total Alaeria 1. Base Cost 9.039 133,814 142,83 392 5,818 6.211 2. Physical Contingency 480 8,670 7.130 20 290 310 3. PIce Contingency 2-46 t7758 20,217 107 772 S79 Sub-Total Algeria 11,N90 158,240 170,200 520 .8880 7,400 Morocco MOD'OOO 1. Base Cost 5,198 44,509 49,707 553 4,735 5.288 2. Physical Contingency 263 2,218 2.481 28 236 264 3. Price Contingency 1119 5913 7032 119 829 748 Sub-Total Morocco 6,580 52.540 69,220 700 5,6800 6,300 Tunisia TND'OOO 1. Base Cost 401 4,887 5.288 401 4,887 5,2S8 2. Physical Contingency 20 244 264 20 244 264 3. Price Contingency 99 649 748 99 849 748 Sub-Total Tunisia 520 5,780 6.300 520 5.780 6,300 Total Project Cost 1. Base Cost 1,347 15.440 16,787 2. Physical Contingency 68 770 838 3. Price Contingency 325 2050 2 375 Total Project Cost 1.740 18,26D 20.000 1 As of January 1. 1994 USS1 a ALD 23.0 USS1 . MOD 9.40 USS1 . TND 1.0 Source: Consultant's report and Bank Staff ALGERIAiMOROCCOlTUNIStA Schedule A Page 2 of 4 Oil Pollution Manaaement Prolect for the Southwest Mediterranean Sea DETAILED COST ESTIMATE A. ALGERIA ALD'OOO I/ USS0oo u to Local Forelan Total Local Foreicn Total Base Cost Item 1. Civil Works (Storage Sheds) 4,B00 - 4.800 200 - 200 3.2 2. Equipment to combat Oil Spills - 52.M00 52.,00 - 2.280 2.280 36.7 3. Rehablltatlon of Debalhating Stations - 29.923 29.923 - 1,301 1.301 21.00 4. 3 VTS Stations 3,490 40,549 44,045 152 1,763 1,915 30.8 5. Laboratory Equipment - 4,531 4.531 - 197 197 3-2 6. Training 943 4,071 5,014 41 177 218 3.5 7. Supervision of Equipment - 2,100 2,100 - 100 100 1.8 Total Base Cost21 9.039 133814 142,853 393 50818 8021 i0 Physcal Contingency 460 6a670 7,130 20 290 310 5.0 Price Contingency 2,461 17.756 20,217 107 772 879 14.2 Total Contingencies 2 921 24,428 27,347 127 1,02 1,189 19.2 Total Cost 11,960 158.240 170,200 520 8,880 7.400 119.2 1/ US$1 - ALD 23.0 21 As of January 1994 Source: Consultant's report and Bank staff ALGERIAIMOROCCOITUNISIA Schedule A Page 3 of 4 Oil Pollution Mansoemnt Probet lorth. Southwest Mediterranean Sea DETAILED COST ESTIMATE B. MOROCCO MOD'O0O 11 USS'100 Local For.In Total Local Forelon Total Base Cost Item 1. CMI Works (Storage Sh.do) 1.U0 - 1.880 200 - 200 3.S 2. Equipment to Combat Oil Spills * 2.566 36.730 38.29 273 3,801 4,074 77.0 3. Rchabliltaon of Debaffasdng Statons 367 6.175 6.542 39 667 6a 13.2 4. Training 385 1,W64 2,049 41 177 218 4.1 5. SuperAvion of Equipment - 940 940 - 100 100 1.9 Total Base Cost 55 .98 44,509 49,707 553 4 735 5.288 100.0 Physical Contingency 263 2.218 2,481 28 236 264 5.0 Price Condngency 1,119 5,913 7.032 119 829 74 14.1 Total CondngencIes ,3S2 8,131 8.513 147 ass 19012 .9 1 Total Cost e.580 62,640 58,220 700 56,00 6,300 119.1 1/ USS1 - MOD 9.40 21 As of January 194 Source: Consultant's repot and Bank taff ALGERIA/MOROCCOtTUNISIA PSagedue 4 Oil Polludon Management Proiect for the SouThwest Mediterranean Sea DETAILED COST ESTiMATE C. TUNISIA TND'000 11 USS'000 % to Local Foreign Total Local Foreign Total Base Cost Item 1. Civil Works {Storage Sheds) 200 - 200 200 _ 200 2.S 2. Equipment to Combat Oil Spills 160 4.610 4.770 160 4.610 4.770 90.2 3. Training 41 177 218 41 177 21t 4.1 4. Supervision of Equipment - 100 100 - 100 100 1.9 Total Base Cost 2V 401 4,387 5.288 401 4.887 5.288 100.0 Physical Contingency 20 244 264 20 244 264 5.0 Price Contingency 99 649 748 99 649 748 14.1 Total Contingencies 119 893 1.012 119 893 t,0t2 19.1 Total Cost 520 5,780 6.300 520 5.780 6,300 119.1 -nnl an. nfl , sa=w 1/ US$1 - TNO 1.0 2/ As of January 1 9G4 Source: Consultant's report and Bank staff ALGERIA/MOROCCOrTUNISIA Schedule B Page I of 2 Oil Pollution Manaaement Project for the Southwest Mediterranean Sea Procurement Arrangements 1t Item ICB LCB Other Total uSS.ooo 1. CIAl Works - 721 721 (-) (-) 2. Equipment to combat oil spills 12.430 - So030 13,310 (11,820) - (ag0) (12.700) 3. Rehabifltation of Deballastfng 1,727 - 5B02/ 2,2S7 Stations (1,688) - (560) (2.228) 4. 3 VTS Statlons 2.301 - - 2.301 (2.104) - _ (2.104) 5. Laboratory Equipment 238 - - 238 (238) - (23) 6. Training - - 786 2/ 786 - - ~~~~~ ~ ~~(833) (633) 6. Supervision ot Equipment manufacture - - 359 2 359 delivery and terstng - - - (359) (359) Total 16.694 721 2.585 20,000 (1 5.828) (-) (2,432) (1t,260) man.s == , ,....... mam I/ Amount In parenthoess indicate GET financing 21 Consulting Services 3/ Intemational shopping ALGERIAMMOROCCOITUNISIA Schedule B Page 2 of 2 Oil Pollution Management Prolect for the Southwest Mediterranean Sea Disbursement of GET Grants US$S000 % of Expenditures Categorv Equivalent to be tinanced 1. 0vil Works - 2. Equipment to Conbat Oil Spills 10.601 1000A of total expenditures S. Debailatin Stations 1.958 100% of ata expenditures 4. VTS Stations 1.763 100%A of foreign expenditures S. Laboratory Equipment 197 100% of total expenditures 6. Training 531 100% of total expenditures 7. Supervision of iquipment manufacturs 300 100% of total expenditures delivery and tesUng B. Unallocated 2,820 Total tl 18.260 11 Total amount of GET Grants excluding the USS840.000 GEF Preparation Advances (PPAa) Disbursment Schedule Bank Fiscal Year 1994 1996 1 996 1997 1 998 199 USS million A. Algeria Annual 0.28 0.48 3.31 1.52 1.00 0.31 Cumulative 0.28 0.74 4.05 5.57 6.57 6.s8 B. Morocco Annual 0.28 0.30 2.88 1.10 0.70 0.45 Cumulative 0.28 0.67 3.35 4.45 5.15 6.60 C. Tunisha Annual 0.28 0.45 2.74 1.06 0.80 0.45 Cumulative 0.28 0.73 3.47 4.53 5.33 5.78 Total Project Annual 0.84 1.30 8.73 3.68 2.50 1.21 Cumulative 0.84 2.14 10.87 14.5S 17.05 18.26 Schedule C Page 1 of 1 ALGERIA/MOROCCO/TUNISIA Oil Pollution Management Project for the Southwest Mediterranean Sea 19metable for Key Project Processing Events (a) Time taken to prepare Eight months (b) Prepared by I Governments of Algeria, Morocco and Tunisia and IBRD (c) First IBRD mission June 1992 (d) Appraisal mission departure' July 29, 1993 (e) Negotiations : January 1994 (f) RVP approval : April 6, 1994 (g) Effectiveness date : May 20, 1994 (h) Relevant PCRs : N.A. 1/ Key staff for project preparation and appraisal were: Messrs. Sherif Arif (Env. Specialist), Fathi Ben Slimrane (Sr. Financial Analyst and Task Manager) and Aladin Fateen (Port Engineer-Consultant). Part II: Technical Annexes CURRENCY EQUIVALENTS (As of September 1993) Exchange Rate: US$ = ALD 23.0 = MOD 9.4 = TND 1.0 SDR = US$ 1.38107 WEIGHTS AND MEASURES The metric system is used throughout this report. ABBREVIATIONS AND ACRONYMS ALD Algerian Dinars ANA Agence pour la Conservation de la Nature ANAT Agence Nationale pour l'Amenagement du Territoire ANPE Agence Nationale pour la Protection de I'Environnement ANRH Agence Nationale des Ressources Hydrauliques CRCP Comite Regional Pour Coordination du Projet DAT Direction de l'Amenagement du Territoire DDE Direction de l'Environnement DP Direction des Ports (Algeria) GEF Global Environment Facility GET Global Environment Trust Fund GRT Gross Registered Tonnage IBRD International Bank for Reconstruction and Development ICB International Competitive Bidding ISMAL Institut des Sciences de la Mer et de l'Am6nagement du Littoral MARPOL International Convention for the Prevention of Pollution from Ships MEAT Ministere de l'Environnement et de l'Amenagement du Territoire MEDPOL Mediterranean Pollution Center MEN Ministere de l'Education Nationale Mg/l Milligram per liter Mg/sq.m Milligram per square meter MI Ministere de l'Interieur MuI Ministere de l'Interieur et de l'Information MOD Moroccan Dirham NCP National Contingency Plan ODEP Office d'Exploitation des Ports (Morocco) ONAS Office National de l'Assainissement OPNT Office des Ports Nationaux Tunisiens (Tunisia) PPA Project Preparation Advance RCP Regional Contingency Plan RVP Regional Vice President SDR Special Drawing Rights SSEPE Sous-Secr6tariat d'Etat charge de la Protection de l'Environnement SERS Secretariat d'Etat a la Recherche Scientifique TOR Terms of Reference TND Tunisian Dinars VTS Vessel Traffic System FISCAL YEARS Algeria January 1 - December 31 Morocco January 1 - December 31 Tunisia January 1 - December 31 ALGERIA/MOROCCOtTUNISIA OIL POLLUTION MANAGEMENT PROJECT FOR THE SOUTHWEST MEDITERRANEAN SEA TABLE OF CONTENTS 1. INTRODUCTION ............................................................... 1 11. BACKGROUND . ............................................................... 2 Ill. ENVIRONMENTAL POLICIES AND INSTITUTIONS ............................ 4 A. Algeria . ............................................................... 4 Environmental Policy ............................................................... 4 Institutions ............................................................... 5 Regulatory Framework ............................................................... 5 B. Morocco . ............................................................... 6 Environmental Policy ............................................................... 6 Institutions ............................................................... 6 Regulatory Framework ............................................................... 7 C. Tunisia . ............................................................... 8 Environmental Policy ............................................................... 8 Institutions ............................................................... 8 Regulatory Framework ............................................................... 9 IV. THE PROJECT . ............................................................... 10 A. Objectives . ............................................................... 10 B. Project Components ............................................................... 10 C. Project Costs . ............................................................... 14 D. Project Financing ................................................................ 16 E. Project Preparation ............................................................... 16 F. Project Implementation ............................................................... 17 G. Procurement . ............................................................... 17 H. Disbursement and Revolving Funds . ...................................................... 17 1. Financial Management, Accounting and Auditing Requirements ................................... 18 Financial Management and Accounting Procedures ........................................... 18 Audit ............................................................... 18 Reporting . ............................................................... 19 J. Associated Bank-Funded Port Projects and Lessons from Previous Projects ........................... 19 This report is based on the findings of a Bank appraisal mission to Algeria, Morocco and Tunisia from July 31 to August 29,1993. The mission was led by Mr. F. Ben Slimane, Task Manager, MN1IN and consisted of Mr. Aladin Fateen, Port Engineer (Consultant). Mmes. Z. Chummun and K. Nemes provided the assistance for the secretarial work. Ms. M. Detwiler provided the editorial work. Messrs. Ismail Mobarek and Kek Chung were the Peer Reviewers for the project. Mr. Daniel Ritchie is the Director, MN1 and Mr. A. Amir Al-Khafaji is the Division Chief, MN1IN. ALGERIA/MOROCCO/TUNISIA OIL POLLUTION MANAGEMENT PROJECT FOR THE SOUTHWEST MEDITERRANEAN SEA Table of Contents (continued) K. Rational for GET Funding .............................................. 19 L. Sustainability .............................................. 19 M. Cost Recovery .............................................. 20 V. BENEFITS AND RISKS .............................................. 21 A. Benefits .............................................. 21 B. Risks .............................................. 21 VI. ASSURANCES, CONDITIONS AND RECOMMENDATION ........................................... 22 SCHEDULE 1 Project implementation schedule TABLES Tables 1 to 6 Suez Canal Oil Traffic (1990, 1991 and 1992) Tables 7 to 9 Accidents off the Algerian, Moroccan and Tunisian coasts during the last 10 years Table 10 Status of National Contingency Plans for Mediterranean Countries Tables 11 to 13 Algeria, Morocco and Tunisia Oil Traffic (1990, 1991 and 1992) Tables 14 to 16 Equipment to Combat Oil Spills (Algeria, Morocco and Tunisia) Tables 17 to 19 Details of Project Cost (Algeria, Morocco and Tunisia) Table 20 Procurement Arrangements Table 21 Disbursement of GET Grants ANNEXES Annex 1 International Conventions and Regulatory Provisions for Controlling Marine Pollution by Oil, and Agreement on Maritime Cooperation among Member States of the Arab Maghreb Union Annex 2 Methods of Combatting Oil Spills at Sea Annex 3 Basic Principles of a Regional Policy of Cooperation in the Management of Accidental Oil Spills Annex 4 Training Policy and Requirements Annex 5 Project Preparation Advance - letters co-signed by the Bank and Algeria, Morocco and Tunisia, respectively Annex 6 Terms of Reference for the Regional Committee for Project Coordination (CRCP) Annex 7 Terms of Reference for Project Preparation Consultants Annex 8 Environment Assessment of the Project MAPS IBRD 25218 - Morocco Port System IBRD 25219R - Algeria Port System IBRD 25220 - Tunisia Port System This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. - 1 - ALGERIA/MOROCCO/TUNISIA OIL POLLUTION MANAGEMENT PROTECT FOR THE SOUTHWEST MEDITERRANEAN SEA 1. INTRODUCTION 1.01 The seas and oceans of the world are used by many countries as a dumping ground for wastes, and most noticeable are the large quantities of oil, tar and garbage that can be found around the coastlines of many countries. The damage to the marine environment from other waste products, such as chemicals and sewage, may be less obvious to the casual observer but can cause serious damage to marine life. The polluters consider the sea as a free resource; they do not pay to use it or for the damage they cause. The cost is borne by the communities and nations who pay for the cleaning of their beaches, have to live with the polluted waters, and face the loss of fishing stocks, as well as by the world community at large whose marine environment is becoming more polluted and less diverse. 1.02 Since the transportation of oil by sea became common in the earlier part of the century, oil pollution has been a recognized hazard, especially in ports and enclosed sea areas. Between the two world wars, many countries introduced measures to restrict the discharge of oil within their territorial waters, and to provide deterrents, usually in the form of fines, for illegal discharges. When empty, a tanker needs to take on ballast to maintain its stability and to keep its propellers and a sufficient amount of rudder area below the water line. This ballast is almost invariably sea water, and is taken into tanks that had previously held oil. The surfaces of these tanks are generally fouled with oil and tar deposits, and the tank bottoms contain sludge consisting of oil, sand, and other debris. Consequently, when the ballast water is discharged prior to reloading, pollution is left in the ships' path. 1.03 Much of this pollution is migratory in nature. Environmental damage which occurs in a country's coastal zone can therefore often be attributed to external sources. Likewise, pollution caused by the maritime industries in a particular nation does frequently harm the littoral environment in neighboring countries. Thus, a regional approach to marine pollution containment is necessary. The first such action was taken for the Baltic Sea in the early 1970s and much effort went into a similar undertaking for the North Sea during the 1980s. Presently, several initiatives are being taken for other bodies of water around the globe. However, the experience to date with coordinated marine pollution abatement programs has been fraught with problems. While a host of international pollution control conventions has come into existence during the last 15 years and have been ratified by most maritime nations, compliance remains poor and haphazard. What appears to be a lack of commitment can frequently be traced back to conflicting national laws and regulations, and ill-defined institutional responsibilities. 1.04 After the second world war, the transport of oil by sea escalated rapidly, amongst growing concern about oil pollution. A conference was organized by the United Kingdom in 1954 which resulted in the International Convention for the Prevention of Pollution of the Sea by Oil. The 1954 Convention prohibited the disposal, within 50 miles of land, of water used to clean ships' tanks while the ship is travelling, and also required contracting parties to take appropriate steps to promote the provision of reception facilities for oily washing and ballast waters. Between 1958 and 1971 several amendments were made to the 1954 Convention, including its extension to cover oily wastes from machinery spaces - 2 - (bilge water) of all ships above 500 grt. Due to the enormous increase in oil transport, the growth in the size of tankers, the increase in the carriage by sea of chemicals and other noxious substances, (both by tankers and cargo ships), the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) was adopted in 1973 to deal with all forms of marine pollution from ships. The technical measures of the Convention are dealt with in Annexes 1 to 5. They contain a wide number of requirements, but only Annex 1 is relevant to this project; it entered into force in October 1983 and stipulates that: (a) The discharge of oil is completely forbidden in designated "special areas". These include the Mediterranean, the Baltic, the Red Sea, the Black Sea, the Gulf areas, the Gulf of Aden, and the Antarctic area. However, this is only in force in the Mediterranean Sea, the Baltic Sea, the Black Sea (all from 1/1/77) and the Antarctic area (from 13/3/92); (b) Oil tankers must be constructed and equipped so as to allow the ballast water to settle, and the water at the bottom slowly drawn out and discharged to the ocean, with constant monitoring to ensure that its oil content remains below the limit set by the Convention. The oil that rises to the surface is transferred to a slop tank where it is retained temporarily on board; and (c) Parties to the Convention must ensure that facilities are provided for the reception of oily wastes and residues at oil terminals, receiving ports, and ship repair facilities. 1.05 MARPOL 73/78 is the keystone for the protection of the marine environment. It strictly limits, and in sensitive areas prohibits, ships from discharging wastes (oils, sewage, chemicals and garbage) into the sea. They must be retained on board and discharged into properly designed waste reception facilities at their first port of call. Ships trading with the countries that have ratified the Convention, including Algeria, Morocco and Tunisia, must be equipped with holding tanks for oils and chemicals, and garbage storage facilities. In practice, the cost of re-fitting the national fleet is an unavoidable one which must be borne by the ship owners; they must be modified if they are to trade with any signatories of the Convention. This applies to all types of vessels including oil tankers, cruise ships and even small yachts and other pleasure craft. On shore, signatories to MARPOL 73/78 must provide reception facilities for each type of waste. In most ports of the developing countries, the immediate need is to provide holding tanks for the reception and treatment of oily and chemical wastes and contaminated ballast water. The largest and most expensive tanks are required for the ballast water contaminated by oils and chemicals. Once on shore the oils are separated out from the waste waters; some can be treated and sold for reuse while heavy tar residues can be safely placed in a land fill. IL. BACKGROUND 2.01 The Mediterranean is a semi-enclosed sea that suffers from serious environmental degradation. The Mediterranean basin, which gave rise to some of the greatest civilizations in the world, remains the center with 18 countries sharing its coastline, and a total population of about 350 million people engaging in various patterns of economic, cultural and ethnic activities. It is a few of the economic activities that are putting the environmental quality in the Mediterranean increasingly at risk. The annual amount of pollutants entering that sea is well in excess of the natural purification/recycling capacity of the water basin; in other words, it is above the level that the ecosystem can absorb without risk. The harbors and coastal waters are polluted by industrial effluent and urban sewage, and its international waters by ship discharges of oily ballast and bilge waters. Consequently, the Mediterranean ranks most prominently in terms of oil pollution among the seas of the world. With an area representing only 0.7 percent of the global water surface, the Mediterranean accounts for 17 percent of the world's oil pollution of the seas. Organized periodic surveys reveal that surface slicks are present in more than ten percent of the observations made throughout the region. Such data, when compared with similar surveys made in other seas, provide evidence of relatively extensive surface pollution in the Mediterranean. The average concentration of tar in the surface water of the Mediterranean is 38 mg/sq.m, ten times higher than the next worst afflicted sea (Kuroshio, east of Japan) and 15 times higher than that of the northwest Atlantic; the average for all oceans is 0.8 mg/sq.m. Surveys of hydrocarbon contamination show that the waters off the North African coast of the southwestern section of the Mediterranean have a very high incidence of tar balls. An estimated 30% of the dumped oil becomes tar residues on the beaches of Algeria, Morocco and Tunisia, directly affecting tourism and coastal fisheries in these countries. 2.02 The southwest Mediterranean has thus far been spared major oil or other toxic cargo tanKer accidents, but there is a high level of risk. Oil traffic along the Maghreb coast is estimated at 150 million tons annually, carried by 1,500 tankers. (Oil traffic through the Suez Canal in 1990, 1991 and 1992 is given in Tables I to 6). Luckily there has only been, on average about one accident per year over the last decade, but this low number of incidents is considered a rare exception. Accidents off the Algeria, Moroccan and Tunisian coasts during the last ten years are given in tables 7, 8 and 9 respectively. Other regional seas had a heavy share of tanker accidents with catastrophic environmental consequences. The worry is that no country around the Mediterranean is prepared for dealing effectively with such catastrophes, should they occur. The environmental risks to the Mediterranean could be reduced by providing appropriate infrastructure for receiving and treating ship wastes, but Algeria, Morocco and Tunisia lack adequate response facilities. They also have insufficient well trained personnel, and inadequate field and laboratory facilities for assessing and monitoring oil pollution. Overall, the potential risk that the petroleum shipping traffic represents to the Mediterranean environment is heightened by the region's lack of capacity to plan for, and respond to, oil spills. 2.03 Algeria, Morocco and Tunisia face environmental problems typical of both developing and developed countries, and in that respect are representative of middle income countries in general, and of several countries in the Mediterranean region. The problem of oil pollution is particularly acute in ports and along coastal areas where major economic development is located, eg., tourism and fisheries, in addition to threatening damage to natural resources. The three countries have become increasingly concerned by the threat posed by environmental degradation to their quality of life and to their economic systems. Efforts to deal with environmental problems through domestic programs and coordinated action plans at the regional level have intensified. A conference organized by UNEP in Barcelona in 1975 led to the adoption of the Mediterranean Action Plan and to the convention on the Protection of the Mediterranean Sea against pollution. Numerous other resolutions, protocols, and action plans have been produced since the Barcelona conference to focus on specific issues, reflecting the seriousness with which the problems are viewed. The status of national contingency plans for Mediterranean countries is given in Table 10. A summary of international conventions and regulatory provisions for controlling marine pollution by oil is provided in Annex l. 2.04 In order to avoid major negative economic impacts that would jeopardize their development and welfare, Algeria, Morocco, and Tunisia will have to reduce the environmental risks associated with sea transport of oil by taking responsibility for protecting their own marine environment from accidental spills and unauthorized discharges. However, as previously mentioned, the majority of their harbors, lack adequate equipment to combat even a minor spill. The current situation requires immediate actions and measures to rehabilitate existing deballasting stations and provide harbors with equipment to deal with spills. 2.05 Algeria, with more than 1,200 kilometers (km) of coastline on the Mediterranean, has 10 principal commercial ports along its coastline. Its oil exports in 1992 reached 67 million tons (Table 11), of which 30.4 million tons were crude oil and 13.2 million tons were refined products. The four major ports that handle hydrocarbons exports need extensive rehabilitation of their deballasting facilities, especially those at Arzew. Other Algerian ports have no reception facilities for handling oily waste and bilge water. Morocco, with a 3,500 km coastline on the Mediterranean and the Atlantic ocean, has several major commercial ports on each coast. Among its 21 ports (including seven major ports), only Mohammedia has a modern reception and treatment facilities to handle ballast and bilge waters. The total oil traffic passing through Moroccan ports is about 9.23 million tons (Table 12). Tunisia's 1,200 km coastline on the Mediterranean, with its attractive tourist and recreational facilities, provides the country with an important source of income. Tunisia's ports, seven of which are considered major ports, handle about 5.4 million tons of crude oil each year (Table 13). The two deballasting stations at Bizerte port and Skhira Oil Terminal near Gabes are operating adequately and need no rehabilitation, however, productivity of Bizerte station could be improved by providing training to its personnel. The collection, management, and environmentally sound disposal of wastes are also becoming serious problems in areas where leisure crafts and cruise ships abound. Port systems in Algeria, Morocco and Tunisia are shown in the attached maps, IBRD 25218, 25219 and 25220. 2.06 Algeria, Morocco, and Tunisia are parties to the Barcelona Convention (1976) on combatting oil spills, as well as to the MARPOL 73/78 Convention regarding discharge of ship wastes. The three countries recognize that a common approach would be beneficial in addressing petroleum hydrocarbon pollution. Each country has shown a willingness to proceed with the regional and national components of the proposed project. The three governments have requested GET and IBRD assistance in developing an oil pollution management project for the southwest Mediterranean sea. Efficiency would be achieved through shared equipment and facilities, as well as common training exercises. 111. ENVIRONMENTAL POLICIES AND INSTITUTIONS A. Algeria 3.01 Environmental Policy. Since its independence, Algeria has given priority to industrial development but has paid little attention to conserving its natural resources or to the environmental degradation that resulted from unregulated promotion of its industrial sector. Studies by local scientists revealed the nature and extent of pollution and its impact on the economy and well being of the population. Based on the studies' conclusions, the Government passed environmental legislation in 1983 and organized a national seminar on "The Environment and the Management of Natural Resources" in 1983. The seminar issued a set of guidelines and adopted an action plan for the protection of the environment. The objectives of the 1985 action plan were not achieved because the plan failed to indicate costs of proposed actions,prioritize such actions according to cost-effective criteria, outline enforcement mechanisms to be put in place and explicitly allocate budget resources for those actions. In search of a new environmental policy framework, an environmental action plan dealing with medium-to-long term - 5 - objectives and the development of an integrated national environment management framework while it moves towards liberalization and a market economy, the Government is now being assisted by the Bank to identify the main environmental priorities and define policy options for reducing pollution and conserving natural resources. It acknowledges that the time has come to assess pollution and that, therefore, a better information collection and monitoring system is needed together with strengthened institutions and a refined legal framework. 3.02 Institutions. Up to 1989 the environment had been the responsibility of several bodies. The Ministry of Hydraulics, now part of the Ministry of Equipment, was in charge of conserving natural resources and reducing pollution. The "Direction des Parcs Naturels et de la Protection de la Faune et de la Flore" and "Direction de la Lutte contre la Pollution et les Nuisances "(DLPN) and its executing agency "Agence Nationale pour la Protection de l'Environnement (ANPE), created in 1983 as a semi- autonomous institution, dealt with specific environmental functions at the national and international levels. The Ministry of Interior (MI) was involved in environmental activities even when responsibilities were shared with other institutions, i.e., Ministry of Agriculture, and "Agence pour la Conservation de la Nature" (ANA). In addition there are several other institutions involved in environmental management such as, "Agence Nationale des Ressources Hydrauliques" (ANRH), the "Institut des Sciences de la Mer et de l'Amenagement du Littoral" (ISMAL), the "Direction de l'Amenagement du Territoire" (DAT), and the "Agence Nationale pour l'Amenagement du Territoire" (ANAT). 3.03 In 1989, a new institutional arrangement for environmental management was set up and transferred the responsibilities for environmental management to the MI. The DLPN became the "Direction de l'Environnement" (DDE). The DDE received wider power and took on more responsibilities. Its mandate was to define the policy to protect the environment, coordinate the actions of the other ministries involved, and oversee the conformity of new economic activities to the existing environmental protection standards. It was helped in its task by a corps of inspectors who exercised their technical and regulatory functions under DDE direct control while its administration was under ANPE control. ANPE identifies, prepares, and implements projects of a technical and scientific nature, and: (a) carries out studies and prepares rules and regulations on pollution control; (b) prepares and executes emergency plans; and (c) creates and operates sampling stations to monitor water and air pollution. It is also responsible for training, education and dissemination of information. A council of representatives from all ministries approve ANPE's plans and projects, and a scientific committee advises it on technical issues. 3.04 In 1991, the sector was again reorganized, DDE was transferred to the Ministere de l'Education Nationale (MEN) and became responsible mainly for regulation, norms, and control and prevention. ANPE has been put under the supervision of the new Secrdtariat d'Etat A la Recherche Scientifique created in 1992, which became "Ministere delegu6 aux Universites et a la Recherche Scientifique" in 1993, under the MEN. However, it is not yet clear if the new institutional arrangement is coordinating the activities of the numerous institutions, described above, involved in environmental management. Additional investigation and studies are being carried out, under ongoing dialogue with the Bank, to establish and coordinate the necessary mechanism and activities and to better define the institutional objectives. 3.05 Regulatory Framework. Algeria has various institutions as stated above, and several laws and regulations which deal with environmental protection. The major legal text is the law regarding environmental protection adopted by the National Assembly in February 1983 which expresses three principles: (a) protection of the environment is part of the socio-economic development strategy; (b) - 6- equilibrium between economic objectives and protection of the environment; and (c) all technical and regulatory aspects of projects should be defined in the context of regional development. 3.06 The above law covers several aspects of environmental protection such as: flora and fauna, national parks and natural resources, water pollution, contamination of the ocean, etc. It includes chapters on the study of environmental impacts and procedures and systems of enforcement. It foresees the creation of an Environment Fund as recommended under the national budget laws promulgated in 1992 and 1993, and a special corps of environmental inspectors and controllers, set up in 1988, with power over local authorities, but it does not specify how the enforcement of penalties is to be financed. The law requires the promulgation of several implementing decrees (eighty), some of which (twenty five) have already been promulgated such as the creation of ANPE, the creation of the above mentioned corps of inspectors and controllers along with definition of their responsibilities, preparation of environmental impact assessment studies, notification and regulation of the transport of hazardous substances, collection and disposal of urban solid waste and the establishment of national parks, etc. Additional implementing decrees related to pollution in general and to oil pollution management in particular were published in 1993, i.e, regulation of industrial and bilge oil disposal, collection and treatment of oil materials and lubricants, definition of pollution level standards for surface water and beaches, regulation of atmospheric pollution, obligation of ships to declare carriage of dangerous and toxic materials, and intervention of the coast guard in case of pollution at sea. Two major legislative texts dealing with accidental oil pollution, a National Contingency Plan (NCP) and a cooperative agreement with Morocco and Tunisia are also being prepared by the Algerian authorities. 3.07 Tn addition, Algeria has signed several international and regional conventions, including the 1976 Barcelona Convention for the Protection of the Mediterranean Sea against pollution, the 1969 Brussels convention on intervention on the high seas in case of oil pollution casualties, the 1971 Brussels convention on creation of an international fund to cover damage caused by oil pollution, the 1972 and 1973 London convention and its annexes for prevention of pollution from ships (MARPOL 1973/78), and the Maghreb charters dealing with cooperation in the maritime domain (Annex 1). B. Morocco 3.08 Environmental Policy. Protection of the environment is a part of the socio-economic development process in Morocco. The overall objective of the policy is to implement a more dynamic national strategy which would balance international constraints with national priorities to achieve mid and long term sustainable development. This strategy consists of six major activities: a) identification of the current environment status and evolution; b) formulation of an appropriate legal framework in accordance with Moroccan needs, and implementation of control and assistance systems; c) strengthening coordination between state and private institutions at the regional and national levels in order to improve environmental management and tackle environmental problems; d) defining incentives and encouraging implementation of pilot environmental projects locally and nationwide; e) promoting training and education of the public about environmental protection; and f) strengthening and enhancing institutional cooperation at the national and regional levels in order to gain better control over the effects on the environment. 3.09 Institutions. During the last two decades, environmental management was the responsibility of several institutions (Ministries) based on their specific environmental activities. As a consequence, lateral coordination is limited, except in the event of emergencies or national crises. Efficient participation of the various ministries in the country's environmental management activities has been difficult because they do not have the means nor appropriate structure or organization, and their mandates to actively participate in managing and protecting the environment are not clearly defined. The major institutions which play some role in specific areas of environmental management and control are Public Works (water resources management), Agriculture (soil degradation, deforestation), Public Health (health environment), Trade and Industry (industrial pollution), and Energy and Mining (mining and energy pollution). Morocco also has several laboratories, private and public, adequately equipped, but limited to analyzing physical and chemical parameters of water with no capacity for toxicologic evaluations and chemical analysis. 3.10 The environment entities in Morocco have experienced several changes over the years, the latest was the Government's decision creating the Sous-Secretariat pour la Protection de l'Environnement (SSEPE), under the Ministry of Interior and of Information (MIu), to ensure better environmental management through appropriate coordination and implementation of an adequate action plan. The SSEPE is the main central environment agency of the country responsible for making policies, drafting regulations, and setting up monitoring and enforcement systems. The actual role devoted to this institution will allow it to mobilize human and technical capabilities to carry out certain environmental activities, i.e. conserve natural resources, prevent environmental degradation, provide limited technical advice and coordinate national and international environmental activities. In addition, a National Council of Environment does exist with a consultative mandate. Its structure includes all national competencies and sectorial institutions such as the Government Council on Water and National Forest Council whose roles are crucial in managing the environmental sector. 3.11 The SSEPE employs two long term environmental advisors financed by Germany and UNDP to prepare environmental policies and strategies for the country. New institutional developments are going on which include establishment of the Central Environmental Laboratory totally financed by Germany, preparation of an environmental strategy in Morocco financed by UNDP, and creation of an environmental impact assessment unit funded by METAP to prepare national procedures for the preparation of environmental impact assessments. Beyond these activities however, the need to improve the poor profile of the environmental infrastructure, clearly define the responsibilities for pollution control and strengthen the capacity for policy making, setting standards, monitoring, intervention and enforcement are urgently needed. 3.12 Regulatory Framework. The regulatory framework in Morocco includes several important laws and legal texts addressing protection of the environment. However, their common characteristic is that they are, for the most part, outdated. In addition, implementation of the regulation texts and regulatory enforcement is particularly weak. The Moroccan Government is planning to consolidate its environmental legislation by preparing and adopting the missing regulations and texts, for example the law on the major aspects of environmental protection, the maritime code, industrial investment code, mining code and contingency plans for combatting oil pollution. Morocco has signed several international and regional conventions and agreements including the Maghreb Charter dealing with cooperation in the Maritime domain, the 1972 London Convention for prevention of marine pollution by dumping wastes from ships and aircraft into the sea, the 1973/78 MARPOL Convention for prevention of pollution from ships, and Brussels conventions. A NCP and a cooperative agreement with Algeria and Tunisia are being prepared by the Moroccan authorities. C. Tunisia 3.13 Environmental Policy. Most of Tunisia's environmental problems result from the day to day operations of enterprises, institutions and households. The government intends to implement strategies and actions that would reduce the risk of major environmental hazards, stop the major causes of pollution, and formulate the basis for strong institutional and legal framework permitting better environmental management and law enforcement. Due to the complexity and variety of environmental problems, the action plan is defined as parts of a whole process of adjustments, improvements, and sensitization in which all parts of Tunisian society interact and reach an agreement. It includes measures to be taken at the national/sectoral level to be launched simultaneously with urgent measures as defined in four major environmental protection programs. First, the ten year action plan for water and soil conservation intends to consolidate anti-erosion measures for one million ha and create 1,000 hillside lakes. Second, the forestry program will permit development of 20,000 ha of forest strips, protection of 700,000 ha of forest, and reforestation of about 300,000 ha over a ten year period. Third, a national strategy to combat desertification attempts to integrate the actions mentioned in the first two programs into the economic and social development of the central and southern region of the country. Fourth, a national action program for environmental protection aims to fight pollution, preserve the quality of life of urban and rural populations, protect the marine environment and beaches, preserve the country's archeological heritage and encourage the participation of the population in efforts to protect the environment. 3.14 The basic Government orientation in the sector is articulated around: (a) the idea of integrating Tunisia's development into the Maghreb, European and Mediterranean arenas, and (b) preserving the dynamic characteristics of the region by adequate use of its space, and natural and human resources. This policy would support private sector development and improvement of less developed regions. It would require a series of actions that adapt production capability to environmental protection requirements. 3.15 The Tunisian global and multi-dimensional approach to environmental policy is based on three principal ideas: (a) containment of pollution and deterioration of the environment within acceptable limits, defined by monitoring standards, and curative measures based on elimination, reduction and/or collection of waste materials in order to repair environment damage; (b) management of the utilization of the natural environment for economic purposes in such a way as to guarantee the renewal of all resources that are consumed; and (c) establishment of measures to protect and valorize all aspects of natural or man-made sites which are threatened by deterioration. This approach favors the preventive actions based on enforcement of environmental impact assessments and implementation of emergency plans to solve current major environmental issues in selected regions. At the same time it recognizes the importance of incentive measures by providing subsidies, soft loans and tax exemptions in order to develop depollution activities and/or protecting the environment through appropriate investments. 3.16 Institutions. The responsibility for environmental management and implementation of a national environmental policy is basically within the "Ministere de l'Environnement et de l'Amenagement du Territoire" (MEAT); other horizontal, regional and local structures are also involved in environmental management. 3.17 MEAT was created in October 1991, and consists of a Ministerial Department and two agencies, "Agence Nationale de Protection de l'Environnement" (ANPE) created in 1988 and "Office National de l'Assainissement" (ONAS) created in 1973. The first agency, ANPE, had its responsibilities - 9 - expanded in 1992 to include two missions: a mission consisting of analyzing the status of environment in the country and control its evolution, and a mission to combat all sources of pollution of the natural environment. ANPE conducts diagnostic studies all over the country in order to meet its two mission' requirements and ensure better quality of life for the people. It approves the environmental impact analyses of all new industrial, commercial and agriculture projects with a potential negative impact on the environment and monitors emissions of pollutants and promotes research, education, and information dissemination within the field of environmental protection. In addition, ANPE has the power to sue polluters in order to repair damage caused to the environment. The second agency, ONAS, created in 1974, is responsible for the planning, construction, and operation of the sewer system in the country. It is the principal actor in combatting water pollution and protecting water resources. Its activities cover the whole country, including industrial and touristic areas. In addition, ONAS provides assistance to local commnunities for solid waste management and rainfall. 3.18 Unlike the institutions described above which have sectorial and national responsibilities, others have responsibilities limited to specific activities, such as forestry (Direction des Forats), urban rehabilitation (ARRU), water and soil conservation (SONEDE, Direction des Sols, Direction de la Conservation des Eaux et des Sols) and energy conservation (Agence de Conservation de l'Energie, STEG), and they tend to be more operational in terms of environmental activity. Some have institutional capabilities and adequate resources; others are production oriented and consequently are also contributors, directly or indirectly to the degradation of the environment, at the same time as they have responsibility for environment quality within their area of activity. Besides this category of institutions there are support institutions which do not have specific environmental mandates but which are, or can be, of great support to overall environmental activity e.g., the Institut National de la Meteorology (IMM), the Institut National de l'Arch6ologie et des Arts (INAA), the Institut National Scientifique et Technique d'Oceanographie et de Peche (INSTOP), the Institut Pasteur, the Faculte de Droit, etc. They are able to carry out environmental research, studies, and tasks at the request of the sectorial institutions. 3.19 RegLlatory Framework. Various instruments are used in Tunisia for environmental management, but mainly the legislative framework. The legal framework for environmental management in Tunisia however, has three main negative characteristics: (a) lack of global and integrated juridical approach to environmental protection; (b) weak coordination among various bodies in charge of environmental legislation; and (c) inadequate coherent enforcement of environmental legislation. These weaknesses are being tackled on the basis of actions and recommendations stated in the Country Environmental Study and National Action Plan issued in 1989. An environmental educational and sensitization program was started in 1990 and needs more time for adequate evaluation. Since 1988, Tunisia has been developing a legal framework for urban environmental management (law 88/91) which introduced some innovative elements in terms of environmental management, it includes: (a) pollution control; (b) procedures for environmental impact assessment; (c) punitive sanctions to safeguard the environment; (d) regulations for used oil and lubricant collection and treatment; and (e) incentives to encourage clean-up. In addition MEAT is preparing a national contingency plan and a cooperative agreement with Algeria and Morocco for combatting accidental oil spills and marine pollution. Tunisia has signed, as Algerian and Morocco did, several regional and international conventions and agreements including the Maghreh Charter (Annex 1). - 10 - IV. THE PROJECT A. Objectives 4.01 Algeria, Morocco and Tunisia, with limited exceptions, lack the appropriate infrastructure to provide and monitor compliance with international conventions related to marine pollution by oil. National or regional capability to assess and monitor oil pollution is limited both in field and laboratory facilities as well as in available personnel (para. 2.02). Furthermore, none of the three countries now possess meaningful national or regional oil spill contingency planning or response capabilities. The proposed project contains all the elements of a comprehensive approach to the management of oil pollution by marine sources. It focuses on intervention and developing the institutional capability to improve the well-being of the people by improving the quality of coastal waters and beaches, as well as potentially improve the marine productivity of the region. The primary objectives of the proposed project are thus to reduce the quantity of petroleum hydrocarbons entering the international waters of the Mediterranean and to comply with MARPOL 73/78 Convention requirements (para. 1.04). B. Project Components 4.02 The project consists of two main components: (a) national elements; and (b) regional elements. (a) National Elements. The national elements include the following: (i) Port reception facilities: The central element of the national component will be the upgrading of deballasting facilities in the ports of Arzew (Algeria) and Mohammedia (Morocco) and improving the operational efficiency of deballasting station in the port of Bizerte (Tunisia) to receive and handle ballast waters (which are mostly water) and bilge waters (which have a higher concentration of oil), and constructing additional facilities to receive and store, for subsequent transport, waste oils and related products (materials which have a low water content). Ballast water treatment facilities are proposed for the above ports based on their handling of the largest proportion of oil imports and/or exports. Although Mohammedia is located on the Atlantic coast of Morocco, it is the origin or destination of many vessels in the Mediterranean and would provide the best working example for Morocco, especially since bilge water and waste oil reception facilities will eventually be established in other commercial ports. (ii) In Algeria, the project will include construction of sheds to store floating booms, dispersant, skimmer heads, accessories, etc, construction of three VTS stations at Algiers, Skikda and Arzew; rehabilitation of a deballasting station at Arzew; provision of equipment for four laboratories at Algiers, Bejaia, Skikda and Arzew; provision of equipment and dispersant to combat oil spills; and training. In Morocco, it will include construction of sheds to store floating booms, dispersant, skimmer heads, accessories, etc, rehabilitation of Mohammedia deballasting station, provision of equipment and dispersant to combat oil spills, and training. In Tunisia, - 11 - it will include construction of sheds to store floating booms, dispersant, skimmer heads, accessories, etc, provision of equipment and dispersant to combat oil spills, and training. VTS stations are provided only in Algeria because Morocco and Tunisia either have an adequate number or planning to construct some. Details of equipment to combat oil spills and dispersant are given in Table 14 for Algeria, Table 15 for Morocco and Table 16 for Tunisia; (iii) The recovered oily materials will be transported to one or two central processing facilities within each country and/or to other countries. During negotiations. assurances were obtained from the three Governments that collected oil materials will be sold before or after re-refininz or treated using an environmentally sound arrangement acceptable to the Bank as a means of making the proposed project self-sustaining. This will maximize the cost-effectiveness of the treatment/processing centers and will ensure higher quality environmental monitoring of the treatment process. The proposed project includes setting up of a mechanism to provide a means of monitoring effluent quality, as well as comparing data on types and quantities of products treated to ensure compliance with MARPOL 73/78 Convention. During ngotiations. assurances were obtained from the three Governments that. by December 31. 1996. effluent will meet current international 2uidelines stipulated in MARPOL 73/78 Convention. A base line of data and measuring locations needed to assess the impact of the project on improving the quality of sea water will be established before December 31. 1994 by the Port Directorate in Algeria. ODEP in Morocco and OPNT in Tunisia in designated areas agreed upon with the Bank. Each of the three countries has private and public laboratories (universities and institutions) capable of carrying out the required analysis of sea water. During negotiations, assurances were obtained from each of the three Governments that the DP, ODEP and OPNT would contract prior to December 31, 1994 under TOR acceptable to the Bank a laboratory accentable to the Bank to carry out above analysis and produce a report on the findings of the analysis every three months; (iv) Oil spill contingency plan: The second of the national elements will be the development and implementation of oil spill contingency and environmental sensitivity plans and, from these, oil spill response plans will be implemented. These plans will incorporate the concept of risk assessment to identify and prioritize elements at both the port and national levels. Technical assistance (including training), provided under the project will ensure a commonality of approach and methodologies. Risk assessment will also be used to prioritize the investments in spill response and clean-up equipment. Each of the three governments is now finalizing a National Contingency Plan (NCP) to deal with oil spills. During negotiations. an agreement was reached that adoption of NCPs acceptable to the Bank, by the competent authority in each of the three countries would be a condition of disbursement for equipment to combat oil spills financed under the project - 12 - (v) Oil spill response equipment: Since the Mediterranean is notably void of effective contingency arrangements or oil spill combatting equipment, and since there is very limited cooperation at the regional level, any accident of even modest dimension would result in disastrous consequences for the environment. The 1969 Brussels International Convention relating to Intervention on the High Seas in Cases of Oil Pollution Casualty (1975) gives a coastal state the right to intervene, however, only after an accidental oil spill has occurred and there is a grave and eminent danger of pollution of its coastline or territorial waters. The proposed project will provide quick and concerted response to any navigation accident in ports, oil terminals, territorial waters or high seas. The framework for the required response arrangements will include institutional and organizational responsibilities, required communication networks, modalities for activating response procedures, documentation of actions taken, and liaison provisions. The ingredients of the national oil spill response plans under the proposed project include: (a) preparation of a strategy for pollution clean-up and selection of clean-up techniques; (b) provision of a well established stock of equipment for combatting oil spills and for dispersing pollutants as well as adequate manpower, both in number and experience; (c) provision of sufficient transport equipment to ensure a high level of mobility for pollution clean-up teams; and (d) provision of suitable facilities for storage and ultimate disposal of retained pollutants. An outline of methods for combatting oil spills at sea is given in Annex 2; and (vi) Monitoring and compliance: The regulatory mechanism will consist of two elements: (i) monitoring capability; and (ii) an environmental management framework. The monitoring element will consist of investments in select national laboratories to provide or upgrade analytical capabilities to monitor and audit port, coastal and adjacent international waters. Where necessary, these investments will include staff training and provision of auxiliary equipment for sample analysis. The environmental management element will strengthen the technical elements of port and national regulations, by developing mechanisms for cost recovery and financial sustainability, and promoting compliance by ship owners. During negotiations. each of the three governments were committed to implement consultants recommendations in this regard before December 31. 1995. In each case, the CRCP will work closely with national and port units to ensure a commonality of approach and mechanisms to control regulation and non-compliance by shipping companies. This element will serve in future as a model for other national elements of environmental regulation (e.g., air pollution). 4.03 (b) Regional Elements. Three specific programs will be undertaken to provide a multilateral framework so that national plans can be developed within a common approach: (i) Regional oil spill environmental sensitivity and contingency plans: These plans will serve primarily as a template for national and local plans and, - 13 - secondly, to link the national plans of the three countries. Elements of the plans will include appropriate responses to protect sensitive coastal resources, analysis of impacts on alternate water users, and potential for transport of spilled product to other local or foreign ports. The elements identified in the sensitivity/contingency plans would be prioritized using a risk assessment approach to derive a regional spill response plan as well as priority investments in equipment and training. These plans will include spill transport modelling, linkage of equipment and manpower to regional needs and identification of external sources of assistance. Part of this task will be to ensure equipment purchased under the project is the same throughout the three countries, and to undertake training courses and joint exercises. These will further promote the concept of a regional approach for spill response. In addition to the condition that should be fulfilled before disbursing on equipment procured to combat accidental oil spills (para. 4.02 (iv)), agreement was reached during negotiations that signing a joint cooperative agreement acceptable to the Bank between the ports of Algiers. Arzew. Bejaia and Skikda (Algeria). ODEP (Morocco) and OPNT (Tunisia). defining the conditions and procedures for using all available equipment and personnel to combat accidental oil spills. would be a condition of effectiveness of the three grant agreements. The cooperative agreement will identify responsibilities in case of accidental oil spills regarding exchange of information, mobilizing of equipment, actions by each party etc. Basic principals of a regional policy of cooperation in the management of accidental oil spills is outlined in Annex 3; (ii) Training: Training needs have been identified for those who will be responsible for combatting oil spills, control of navigation traffic, deballasting stations, and oil terminals. Details of training policy and requirements are given in Annex 4. A three year training program has been prepared to train 148 people from Algeria, 185 from Morocco and 137 from Tunisia, totalling 470. Three main groups are likely to participate in the program: Level I includes management personnel of port enterprises, supervising officers managing "Civil Protection" and those responsible for the coordination of the intervention in case of an accidental oil spill. Level II includes port officers, and "Civil Protection" staff responsible for organizing and managing the protection of coastal sites. Level III includes ground staff of the port enterprises and assistant "Civil Protection" officers likely to be managing the clean-up sites or putting the equipment into operation. Whenever possible, training will be carried out on a regional basis so as to familiarize the personnel with working together using the same equipment and procedures. Training that will be carried out locally will make the fullest use of existing vocational and technical institutions and facilities. During negotiations. assurances were obtained from the three Governments that the DP. ODEP and OPNT will jointly employ, prior to December 31, 1995, management consultants acceptable to the Bank to prepare and implement the training program under TOR agreed upon with the Bank; and - 14 - (iii) Regulatory mechanism, monitoring and compliance auditing: The emphasis is to ensure that there is not a diversion of the pollution problems to another area of the Mediterranean. Regulatory mechanisms will focus on the development and implementation of financial techniques to promote compliance, while at the same time addressing the need for sustainability of trilateral and national efforts. Regional monitoring and auditing will center around the development of "balance sheet" auditing to link reported quantities of wastes received and treated with results of monitoring in national waters, adjacent international waters, and overall monitoring in the Mediterranean. Methods will be developed for the collection and collation of monitoring data for the purpose of preparing State of the Marine Environment reports, both on national and regional levels. These reports would also serve to provide a non-monetary gauge of the "net" benefits to the environment of the GET investment. C. Project Costs 4.04 The proposed project is estimated to cost US$20 million equivalent, including physical and price contingencies, of which US$18.3 million equivalent in foreign currency and US$1.7 million equivalent in local currencies (Algerian, Moroccan and Tunisian). Summary of project costs is given below and details are given in Table 17 for Algeria, Table 18 for Morocco and Table 19 for Tunisia. - 15 - Proiect Cost Summary 1/ ALD'OOO 11 US$1000 Local Foreian Total Local Foreion Total Ajoeria 1. Base Cost 9,038 133.814 142,53 392 5.818 0e211 2. Physical Contingency 460 6.670 7.130 20 290 310 3. Price Contingency 2.461 17.758 20.217 107 772 879 Sub-Total Algeria 11.960 158.240 170.200 U20 6,uo 7,400 Mocc MOD'OOO 1. Base Cost 5,196 44.609 49,707 553 4,735 5,28 2. Physical Contingency 263 2,218 2.41 28 236 264 3. Price Contngency 1,119 S913 7.032 119 e29 748 Sub-Total Morocco 6,580 52.,40 59.220 700 5,600 6,300 -__. , ,, . . . . . Tunisia TND0ooo 1. Base Cost 401 4.a87 5,288 401 4,887 52S3 2. Physical Contingency 20 244 264 20 244 264 3. Price Contingency go 649 748 99- 649 748 Sub-Total Tunisia 520 5.780 6,300 520 5,780 0.300 .. ... n. .5 -. . 5.. Total Proiect Cost 1. Base Cost 1,347 15.440 10,787 2. Physical Contingency 68 770 838 3. Price Contingency 325 2050 2.375 Total Project Cost 1.740 18.260 20,000 11 As of January 1.1994 US$1 m ALD 23.0 US$1 - MOD 9.40 US$1 .TNO 1.0 Source: Consultant's report and Bank Staff - 16 - 4.05 The above costs are net of taxes and customs duties as the three Governments intend to waive taxes and duties on all items included in the project. This has been confirmed during 2rants negotiations. Base costs are estimated at expected January 1994 prices using the prevailing rates of exchange of ALD 23.0, MOD 9.4 and TND 1 .0 for one US$. Except for the cost of project preparation where a contract is already awarded, the average physical contingency is 5 percent of base cost. Price contingencies were applied to base costs over the project implementation period of seven fiscal years (1993 to 1999). Price contingencies on foreign exchange costs based on Bank projections of international price increases were included at an average of 3.3 per cent from FY 1994 to FY 1999. Price contingencies on Moroccan and Tunisian local costs were assumed at 5 per cent during the same period given that local trends in both countries are likely to be slightly higher than international inflation trends. However, in Algeria, local inflation based on Bank projections is assumed at 24 per cent in 1994, 20 per cent in 1995, 19 per cent in 1996, 15 per cent in 1997, 13 per cent in 1998 and 10 per cent thereafter. D. Project Financing 4.06 The foreign exchange cost of the project would be financed through a US$18.3 million concessional funding secured from the GET core funds. The local exchange cost (US$1.7 million) would be financed by Algeria (US$520,000), Morocco (US$700,000) and Tunisia (US$520,000). The local contribution to project financing corresponds approximately to the ratios of local shipping fleets to international fleets navigating off the coast of the three countries. Each of the three countries will provide all local funds needed to implement. operate and maintain its part of the proiect. this has been confirmed during negotiations. Three separate grant agreements will be signed between the Bank and; (a) the Algerian Government for US$6.9 million equivalent; (b) ODEP (Morocco) for US$5.6 million equivalent; and (c) the Tunisian Government for US$5.8 million equivalent. The above grant agreements include a cross effectiveness clause. E. Project Preparation 4.07 The Bank, acting as Trustee of the Global Environment Trust Fund, provided Algeria, Morocco and Tunisia each with a Project Preparation Advance (PPA) of SDR200,000 (US$280,000 equivalent) to prepare the project. Copies of the three signed PPA agreements are attached as Annex 5. A committee for project preparation and coordination (CRCP) consisting of representatives of each of the three countries has been created to ensure homogeneity of approach, equipment and training. The three representatives are the "Directeur des Ports" for Algeria, the "Directeur G6neral de l'Office d'Exploitation des Ports" (ODEP) for Morocco and the "President Directeur General de l'Office des Ports Nationaux Tunisiens", (OPNT) for Tunisia. CRCP's terms of reference (Annex 6) as agreed by the three Governments and the Bank outline its responsibilities and provide it with the necessary authority to carry out such responsibilities. However, its structure would be reinforced and its TOR strengthened to cope with its responsibilities regarding regional cooperation. Because of CRCP's important role, commitments were obtained from the three governments during negotiations that the CRCP would not be abolished. or its composition and/or TOR amended without prior Bank approval. The CRCP jointly engaged a consulting firm acceptable to the Bank to prepare the project. Copy of the consultants TOR is attached as Annex 7. The consultants submitted their first phase final report in July 1993, upon the basis of which the project was appraised in August 1993. The consultants are being paid through the PPA's and are now preparing the second phase report as well as project tender documents. - 17 - F. Project Implementation 4.08 Each entity, the Port Directorate (Algeria), ODEP (Morocco) and OPNT (Tunisia) will be responsible for implementing those parts of the project assigned to each of them and for procuring and maintaining civil works and equipment financed by the project. Each of the above implementing agencies is competent, well staffed and experienced enough to carry out their responsibilities in an efficient manner. The CRCP will coordinate project activities with the various agencies involved in project monitoring, especially as regards the regional elements and the regional contingency plan. Due to the complexity of the project involving three countries, supervision will take place every three months. In addition. a mid-term review will be carried out by December 1996 to assess the progress of project implementation: this has been confirmed during negotiations. In order to ensure that equipment financed under the project is manufactured and delivered in accordance with bidding documents specifications, assurances were obtained during negotiations that by January 1995 the DP. ODEP and OPNT will jointly employ as needed engineering consultants acceptable to the Bank under TOR agreed with the Bank to supervise equipment manufacture, delivery and testing. Project implementation schedule is given in Schedule 1. G. Procurement 4.09 All equipment supply contracts will be awarded on the basis of ICB in accordance with Bank Guidelines for Procurement. Moreover, in order to ensure common operations, training and availability of spare parts, the three governments gave assurances during negotiations that the same equipment supplier, will be contracted jointly by the DP. ODEP and OPNT using the same technical specifications and implementation schedule. However, in order to facilitate disbursement. separate contracts will be signed with each of the DP. ODEP and OPNT. This procedure was successfully used when the three governments employed the same consuiltants to prepare the project. For contracts estimated to cost less that US$100,000 procurement will be through international shopping in which written price quotations will be obtained from at least three qualified suppliers from a minimum of two countries. Procurement through international shopping should not exceed a total of US$200,000 for each of the three countries. 4. 10 The costs of civil works, mainly sheds to store equipment, are estimated at US$200,000 for each country. They will be financed locally and are not of sufficient size to attract foreign contractors. It is thus appropriate that they would be contracted based on LCB in accordance with local procedures acceptable to the Bank for each of the three countries. About 85 man-months of consulting services for training (para. 4.03 (ii) and supervision of equipment manufacture, delivery and testing (para 4.08), will be selected and engaged in accordance with Bank Guidelines for the Use of Consultants. The procurement categories and respective amounts, including physical and price contingencies, are shown in Table 20. Assurances were obtained during negotiations that all contracts for items for the proiect will be subiect to Bank prior review. H. Disbursement and Revolving Funds 4.11 Disbursement of the GET grants totalling US$18.3 million equivalent is shown in Table 21, separately for each grant, and jointly for the whole project. Disbursement over a seven year period follow the Bank standard profile for the Maghreb countries. However, as most of the items included in the project, mainly equipment supply, are relatively straightforward, the project is expected to be completed in five years. The proceeds of the GET grants will be disbursed against seven categories: - 18 - (a) equipment to combat oil spills: 100% of total expenditures; (b) rehabilitation of deballasting stations: 100% of total expenditures; (c) VTS stations: 100% of foreign expenditures; (d) laboratory equipment: 100% of total expenditures; (e) training: 100% of total expenditures; and (f) supervision of equipment: 100% of total expenditures; 4.12 Disbursements will be fully documented except for withdrawal applications against training, and contracts valued at US$10,000 or less, for which Statements of Expenditure (SOEs) will be authorized. The supporting documentation will be retained by each recipient and made available for review by the Bank during supervision. The annual audit of the project accounts will include a separate opinion on claims made against SOEs. 4.13 In order to facilitate payment of project expenditures and alleviate the need to prefinance the Bank's share of financing, each of the three project implementing agencies will open a special account in a commercial or central bank acceptable to the Bank under terms and conditions agreed with the Bank. This has been confirmed during negotiations. The initial deposits for the three special accounts, representing the average four months disbursement need for the project, will be made upon request from each project implementing agency. Deposits into, and payments out of the special accounts shall be made in accordance with the schedule "Special Account" of the grant agreements. The disbursement schedule shown in Table 21 assumes that the grants will be effective by June 1994 and that the project will be completed by December 1998. The closing date will be December 31, 1999. 1. Financial Management, Accounting and Auditing Requirements 4.14 Financial Management and Accounting Procedures. The port authorities in each country (DP in Algeria, ODEP in Morocco, and OPNT in Tunisia) will be responsible for opening and maintaining of project accounts under each of their respective budgets; and financial management of the related investments and operations. They will assume responsibility for preparing and consolidating all project expenses, ensuring payments to the contractors, and preparing disbursement applications according to their accounting practices and in accordance with accounting principles. Operating costs corresponding to maintenance, salaries, and operation of the facilities and equipment will be financed by the port authorities through their budget as well as resources that will be generated by the ballasting stations. Fees and fines collected by environmental authorities and agencies from ships causing environmental damage, including oil spills, will be deposited into Environmental Funds kept at the Treasury and used in particular to compensate and/or cover expenses spent for combatting oil spills, and to finance subsequent government staff training and investment for combatting oil pollution. Assurances were obtained during negotiations on the above commitments. 4.15 Auditing. The project financial accounts, and the special account will be audited annually by a qualified independent auditor acceptable to the Bank, and in accordance with internationally accepted auditing principals. Audit reports on project accounts and utilization of GET grants, and the management letter, will be submitted to the Bank within six months of the end of each fiscal year, along with the detailed audit reports on the port authorities. The audit will include specific verification of the legitimacy of all expenditures and an opinion on the reliability of the use of GET grants. It will include detailed comments on accounting procedures for project accounts and for the special account. Assurances were obtained during negotiations that the above audit will be carried out. - 19 - 4.16 Reporting. DP, ODEP and OPNT will each be responsible for monitoring project implementation of national and regional elements including physical and institutional objectives. They will prepare a semi-annual progress and mid-term review reports to be submitted to each of the three governments and the Bank. The reports will assess progress on physical, financial, and institutional components (para. 4.08). The DP, ODEP, and OPNT will prepare a Project Completion Report (PCR) within six months of the project completion date. During negotiations. assurances were obtained from the three Recipients that above commitments will be met. J. Associated Bank-Funded Port Projects and Lessons from Previous Projects 4.17 The project will be associated with two Bank funded port projects in Algeria and Morocco, both are being implemented. The Algeria Third Ports Project (Ln. 3105), is designed to improve investment planning and programming, operational efficiency and financial viability in the port sub-sector. The project involves the rehabilitation and upgrading of long-established ports and will not have an adverse impact on the environment. The Morocco Port Sector Project (Ln. 3283/4) consists of a component of the 1991-1993 port sector investment program as well as an institutional development component mainly to encourage policies aimed at increasing productivity and better planning. 4.18 We do not have experience in the Region with projects dealing with oil pollution in international waters, however, several Bank financed port projects have been completed in the three Maghreb countries; they include the Arzew port project in Algeria, the Casablanca and Mohammedia port project in Morocco and the Tunis/La Goulette port project in Tunisia. The main experience from completed and ongoing Bank-financed projects in the ports sub-sector is that the project design needs to carefully intermingle investments with policy and institutional reforms. Under the above projects, problems in public sector operations helped to shift the focus towards creating and developing autonomous enterprises, and towards harnessing the potential of the private sector through the creation of an appropriate business environment and adoption of new technologies. K. Rationale for GET Fundin 4.19 The rationale for GET funding of the project is based on the need to address potential negative environmental impacts of discharged ballast and bilge waters, as well as accidental oil spills, on the southwestern part of the Mediterranean, and the lack of resources to tackle this issue of global importance. Given the competing demands of the various sectors on their national budgets, it is unlikely that the Maghreb Countries would, on their own, allocate funds for combatting the problem of marine pollution. The availability of grant funds will reinforce the Governments' commitment to participate in reducing the risk of marine pollution. GET funding is thus justified based on the direct and indirect capture of global benefits that such a project will enable. In addition it serves as a focal point for gathering and sharing techniques for combatting oil pollution. L. Sustainability 4.20 The existing institutions in the three countries, including the three project beneficiaries, have the competencies to maintain ancd operate the facilities and equipment provided under the project. In addition, the project will provide training to implement ancl operate the national and regional contingency plans. Technical assistance will be geared toward developing mechanisms to achieve financial sustainability for the facilities and regional organizations, and will include the development of means to cover investment and operating costs based on the result of the technical and marketing studies that will - 20 - evaluate re-refining or alternate uses of recovered oily materials. Meanwhile, each of the three Governments will be committed to providing the funds needed to operate and maintain its share of the facilities and equipment supplied under the project. M. Cost Recoverv 4.21 A recent study carried out by the International Association of Ports and Harbors (IAPH) to monitor ports in the Mediterranean region, and assess their ability to handle oil pollution caused by maritime transport, revealed continuing widespread non-compliance with oil reception requirements. Out of 82 ports surveyed in 16 Mediterranean countries, 47 had reception facilities, but all of divergent capacities; some were inoperative and others had only partially equipped installations. The remaining 35 ports had no reception facilities at all. It is for these reasons that ship masters are sometimes compelled to discharge their ballast and bilge waters into the open sea. Important for the success of any arrangement for marine pollution control is strict policing of these requirements, otherwise it will be difficult to fully recover the cost invested in the reception facilities. 4.22 The International Convention of Civil Liability for Oil Pollution Damage was adopted by the International Legal Conference on Marine Damage convened in Brussels in June 1969. A 1976 Protocol to it as well as 1984 and 1992 Protocols to amend the convention were agreed at diplomatic conferences hosted by the International Maritime Organization (IMO). The Convention applies only to persistent oils. A shipowner is strictly liable, subject to certain limited exceptions, for pollution damage caused by oil which has escaped from a tanker carrying oil in bulk. In return for strict liability, and in the absence of fault or privity on his part, the owner may limit his liability to a sum set by reference to the size of the vessel concerned. Ships carrying more than 2,000 tons of oil in bulk must be insured against their maximum liability and a claimant is able to sue the insurer directly rather than the owner. Jurisdiction is restricted to the courts of the contracting party suffering the damage, and judgement is enforceable in other contracting states. The convention applies only to pollution damage caused in the territory, including the territorial waters, of a contracting state, and to reasonable measures taken to prevent and minimize such damage after pollution has occurred. The convention does not apply to unidentifiable sources of pollution or to meastures taken to prevent pollution. The texts of other international conventions dealing with maritime oil pollution, including compensation for damage caused by an oil spill, are given in Annex 1. 4.23 Since the proposed facilities financed by the GET grants and their operation and maintenance are separate from the usual port activities, they would be treated as separate cost and revenue centers. Therefore, in order to maintain the financial viability of handling ballast and bilge waters or oil spills, new tariffs based on cost recovery need to be developed for each port under a uniform tariff structure. A study to recommend measures to be taken by each of the three governments to recover investment costs through tariffs on ships and/or marketing the end products, is being carried out by the consultants employed by the CRCP to prepare the project. As detailed in para 4.02(vi) during negotiations assurances were obtained from the three recipients that they will implement consultant's recommendations in this regard by December 1995. - 21 - V. BENEFITS AND RISKS A. BeneFits 5.01 The project is designed to meet the GEF objective of protecting international waters. The development of a sub-regional working group will enhance marine pollution management through development of a common approach and mechanisms, as well as providing a linkage to the Malta Center of REMPEC. Components of the project are aimed at strengthening and enhancing port and national regulations, regulatory mechanisms and the linkage between environmental monitoring and management. Port reception facilities will meet current national or international standards of operation and quality of effluent. Recovered oily materials will be re-refined or used as bulk fuels, in concert with local and national waste management programs. Where appropriate, the subsequent handling and treatment of recovered oily materials will serve as a model for the recovery of other oily wastes (e.g., vehicle oils) as well as other land-based environmental management programs. 5.02 The project would contribute to efficient cooperation within each country and within the region to control oil pollution and detect any ship or tanker not abiding by the local laws and international conventions related to the prevention of marine oil pollution. It would improve the countries' capabilities to deal with accidental oil spills and provide equipment and facilities to collect and treat oily ballast and bilge waters thus reducing hydrocarbon contamination in the Mediterranean. The project would lay the foundation for permanent cooperation in the region in terms of monitoring and compliance auditing, state of marine pollution reporting, and a common approach for spill response. As the project will have an overall positive impact on the Mediterranean sea, it has been classified as category "B". The environment assessment of the project is presented in Annex 8. The above benefits are difficult to evaluate in monetary and economic terms especially as regards repercussions of accidental oil spills. B. Risk 5.03 Risk: The project would not pose any specific technical risks, however, the main risk to project implementation are related to the Governments' willingness to maintain their cooperation, enforce the preparation and adoption of the NCPs and the cooperative agreement, enforce regulations which deal with marine pollution problems, and implement adequate cost recovery. This risk would be mitigated by: (a) current commitment of the three Governments to follow up on the preparation study and implement studies recommendations related to the above aspects, and the project components as defined in (paras. 4.02 and 4.03); (b) the national and regional benefits resulting from project implementation and future sector lending operations, especially the follow up on environmental investments needed for coastal and ports protection; and (c) existence of advance drafts of National Contingency Plans, and agreement reached by the three port authorities to sign a joint cooperative agreement for combatting accidental oil spills. Also, comprehensive project preparation has been carried out with the cooperation of local authorities, CRCP members, and the consultants financed through the PPAs (paras. 4.07 and 4.08). The Bank follow up effort would be intensive to ensure maximum success of project implementation during the various stages of the project. - 22 - VI. ASSURANCES. CONDITIONS AND AGREEMENTS 6.01 Assurances were obtained from each of the three Governments at negotiations that: (a) Collected oil materials will be sold to be re-refined, or treated using an environmentally sound arrangement acceptable to the Bank (para. 4.02(iii); (b) Effluent resulting from deballasting stations will meet international guidelines as stipulated in MARPOL 73/78 Convention by December 31, 1996 (para. 4.02(iii); (c) A base line of data and measuring locations in designated areas agreed upon with the Bank, needed to assess the impact of the project on improving the quality of seawater will be established by each of the DP, ODEP and OPNT before December 31, 1994 (para. 4.02(iii); (d) Each of the DP, ODEP and OPNT will contract prior to December 31, 1994 a laboratory acceptable to the Bank to carry out sea water analysis under (c) above under TOR agreed upon with the Bank and produce a report on the findings of the analysis every three months (para 4.02(iii); (e) Consultants recommendations regarding financial sustainability, the development of a cost recovery mechanism, and compliance by ship owners will be implemented prior to December 31, 1995 (paras 4.02(vi) and 4.23); (f) Management consultants acceptable to the Bank will be jointly employed, prior to December 31, 1995, to prepare and implement the training program under TOR agreed with the Bank (para. 4.03(ii)); (g) All items financed by the project are exempt from taxes and duties (para. 4.05); (h) Each will provide all local funds needed to implement, operate and maintain its part of the project (para. 4.06); (i) The three grant agreements include a cross effectiveness clause (para 4.06); (j) CRCP will not be abolished, or its composition and/or TOR amended without prior Bank approval (para. 4.07); (k) A mid-term review will be carried out by December 31, 1996 to assess progress of project im-plementation (para 4.08); (I) Engineering consultants acceptable to the Bank will be employed as needed by January 31, 1995 by the DP, ODEP and OPNT jointly to supervise equipment manufacture, delivery and testing; all under TORs agreed with the Bank (para 4.08); - 23 - (m) Equipment supply contracts will be awarded jointly to the same suppliers on the basis of ICB in accordance with Bank Guidelines, using the same technical specifications and implementation schedule. However, separate contracts will be signed with each of the DP, ODEP and OPNT (para 4.09); (n) All contracts for goods and civil works for the project will be subject to prior Bank review (para.4.1O); (o) Special Account will be opened at Commercial or central banks to make funds available when needed, and facilitate project implementation and disbursement (para. 4.13); (p) Fees and fines collected from ships by environmental authorities and agencies will be deposited into special environmental funds opened at the Treasury to finance in particular future expenses necessary to combat oil spills, train additional personnel in oil combatting activities, and investments for oil pollution abatement activities (para. 4.14); (q) Project accounts will be opened under each country respective budgets (para. 4.14); (r) Project financial statements and special accounts will be audited yearly by a qualified independent auditor acceptable to the Bank and in accordance with internationally accepted auditing standards (para. 4.15); (s) The DP, ODEP and OPNT will monitor project implementation of the national and regional elements (para. 4.16); and (t) The DP, ODEP and OPNT will prepare semi-annual progress reports, mid-term review report and Project Completion Report (para. 4.16). 6.02 Condition of Disbursement. Disbursement for equipment to combat oil spills financed under the project is contingent on National Contingency Plans acceptable to the Bank are put into effect (para 4.02 (iv)). 6.03 Condition of Effectiveness: The ports of Algiers, Arzew, Bejaia and Skikda (Algeria), ODEP (Morocco) and OPNT (Tunisia) signing a joint cooperative agreement acceptable to the Bank defining conditions and procedures for using all available equipment and personnel to combat oil spills (para. 4.03 (i)). 6.04 Recommendation. With the above agreements, the project is eligible for three GET grants of SDR5.0 million to the Government of Algeria, SDR4. 1 million to ODEP (Morocco), and SDR 4.2 million to the Government of Tunisia totalling SDR13.3 million. Schedule 1 ALGERIA/MOROCCO/TUNISIA OIL POLLUTION MANAGEMENT PROJECT FOR THE SOUTHWEST MEDITERRANEAN SEA Project Implementation Schedule A. Actual Project preparation Advances June 1992 Consultants for project preparation December 1992 Preappraisal May 1993 FEPS review meeting June 1993 Consultant's first phase report July 1993 Appraisal August 1993 Yellow Cover review meeting October 1993 B. Forecast Invitation to negotiate November 1993 Negotiations January 1994 RVP approval April 1994 Draft tender documents January 1994 Final tender documents April 1994 Approval of National Contingency Plan September 1994 Call for bids May 1994 Port enterprises cooperative agreement April 1994 Grants effectiveness May 1994 Contracting laboratories June 1994 Receipt of bids September 1994 Contracts signature November 1994 Consultants for equipment purchase January 1995 Consultants for training December 1995 Draft RCP December 1995 Receipt of equipment July 1996 Mid term review December 1996 Approval of RCP December 1996 Project completion December 1998 Table 1 SUEZ CANAL TRAFFIC MAIN SOUTHBOUND GOODS (Thousand Tons) Wood YEAR Petroleum Cement Fertilizers Coal & Railway Fabricated Pulp & Salt Cereals Others TOTAL Products Coke Materials Metals Paper 1980 13.994 11.797 11.204 194 134 5.973 865 52 6.066 39.450 89.729 1981 18.211 12.569 11.013 333 120 7.324 835 58 8.825 43.244 102.532 1982 20.312 12.107 11.575 446 93 6.059 602 43 9.091 46.260 106.588 1983 17.010 13.180 11.547 399 96 10.413 759 29 11.383 50.887 115.703 1984 11.056 11.182 14.386 307 64 8.540 677 30 9.702 53.473 109.491 1985 12.262 5.545 12.847 264 60 9.800 639 17 8.788 55.473 105.695 1986 12.791 4.072 9,477 490 25 9.068 437 34 8.238 52.772 97.404 1987 12.246 2.550 12.119 335 73 10.347 420 47 10.725 55.122 103.984 1988 15.850 1.484 15.149 738 57 12.499 306 29 13.837 59.144 119.093 1989 13.909 1.336 14.767 948 15 11.180 214 20 13.578 58.504 115.471 1990 13.844 2.828 14.716 652 72 13.134 173 2 9.879 61.527 116.836 1991 14.342 1.726 15.329 654 75 13.111 72 -- 12.929 61.084 119.322 1992 11.987 2.670 17.835 347 41 17.244 241 1 11.949 50.190 122.505 Source: Suez Canal Authority, Egypt Table 2 SUEZ CANAL TRAFFIC MAIN NORTEBOUND GOODS (Thousand Tons) YEAR Petroleum Cereals Ores & Oil Seeds Textile Others TOTAL Products Metals Fibres (raw) 1980 28.474 4.745 14.502 1.098 420 37.308 86.547 1981 35.566 3.350 12.194 1.585 456 39.745 93.896 1982 63.139 4.563 11.383 1.709 671 43.340 124.805 1983 81.223 3.331 9.144 1.972 457 44.875 141.002 1984 86.628 3.280 12.216 1.933 496 49.684 154.237 1985 81.792 3.509 11.272 2.045 491 52.792 151.901 1986 92.180 3.881 10.130 2.402 496 55.959 165.048 1987 75.794 3.181 9.250 1.485 251 62.990 152.591 1988 57.080 2.247 10.900 1.438 276 68.460 140.401 1989 58.377 2.076 12.759 1.903 225 74.972 150.348 1990 65.796 1.374 10.303 1.914 150 75.508 155.045 1991 70.535 1.484 7.946 2.228 122 70.905 153.220 1992 71.283 1.705 7.467 1.516 130 70.420 152.522 Source: Suez Canal Authority, Egypt Table 3 SUEZ CANAL TRAFFIC Southbound Petroleum & Products by Loading Countries (1990, 1991 & 1992) COUNTRY 1990 1991 1992 (in thousand tons) U. S. S. R. 5,049 4,158 728 Italy 1,676 1,943 2,506 U. S. A. 478 1,255 527 Libya 676 1,080 1,198 Algeria 927 928 921 France 434 561 619 Spain 733 513 519 Turkey 226 509 126 Greece 1,213 495 452 Syria 56 484 -. Holland 610 360 838 Canada 45 245 79 Malta 24 211 203 A. R. E.* 163 205 263 Tunisia 229 199 177 U. K. 78 155 199 Denmark . 129 - Morocco 122 115 14 Israel 29 104 135 Bulgaria 29 88 144 Venezuela 34 58 -- Poland 4- 43 Cuba 30 Lebanon - 29 Norway 51 28 Canary (Is.) 27 27 -- Romania 268 27 1,395 Cyprus 65 25 217 Belgium 110 21 125 Germany 1 19 73 Portugal 74 15 31 Albania -- 12 -- Sweden 84 - 129 Yugoslavia 59 . 15 Gebraltar 5 . Others 269 271 354 TOTAL 13,844 14,342 11,987 Source: Suez Canal Authority, Egypt * Arab Republic of Egypt Table A SUEZ CANAL TRAFFIC Southbound Petroleum & Products by UIJloading Countries (1990, 1991 & 1992) COUNTRY 1990 1991 L 1992 (in thousand tons) India 3,513 4,800 1,182 Sudan 794 1,337 347 Iran 924 999 822 Japan 2,239 864 720 Pakistan 568 703 1,101 Saudi-Arabia 342 639 345 U. A. E.* 226 540 378 Oman 62 379 336 Jordan 24 255 60 South Korea 44 227 420 A. R. E.** 179 221 208 Kuwait _. 216 63 Yemen 822 179 sas Indonesia 75 148 317 Australia 714 126 10 Taiwan 68 114 179 China 119 69 477 Tanzania 190 56 231 Kenya 3 56 8 Philippines 50 53 35 Somalia 67 48 __ Djibouti 12 47 59 Ethiopia 662 43 30 Vietnam 630 37 7 Bangladesh 72 36 _ Sri-Lanka 31 30 1,011 Bahamas (Is.) 26 6 Mozambique 162 23 North Korea 75 20 South-Africa . 20 _ Thailand 49 19 31 Malaysia 3 19 49 Madagascar _ 4 Iszael _ 7 Singapore 62 __ Mauritius 24 _ Kampuchea 15 Iraq 6 __ Burma 5 _ _ Others 1,013 1989 2,276 TOTAL 13,844 14,342 11, 987 Source: Suez CanaL Authority, Egypt: * United Arab Emirates ** Arab Republic of Egypt Table5 SUEZ CAINAL TRAFFIC Northbound Petroleum & Products by Loading Countries (1990, 1991 & 1992) COUNTRY 1990 1991 1992 (in thousand tons) Saudi Arabia 23,179 *33,097 **29,038 A. R. E. *** 18,201 15,963 13,117 'U. A. E. **** 4,114 7,999 5,730 Iran 8,493 6,227 15,182 Oman 166 1,216 1,564 India 2,136 1,144 734 Yemen 816 785 1,649 Bahrain 228 589 165 China 522 358 335 -Indonesia 669 266 419 Qatar 114 260 255 Kuwait 5,655 251 1,164 Malaysia 32 167 3 Sudan . 135 21 Jordan _ 132 136 Pakistanr 16 102 39 Taiwan 3 86 _ Australia 203 60 44 Thailand 51 41 __ Philippines 51 39 __ Kenya 23 34 5 Hong Kong _ 25 Dj ibouti 10 10 10 Bangladesh _ 8 _ Japan 16 7 88 Iraq 591 . _ Israel 11D _ Kampuchea 104 . _ Ethiopia 25 _ South Korea 2 . 190 Others 266 1,534 1,364 TOTAL 65,796 70,535 71,283 Source: Suez Canal Authority, Egypt * Including 22,681,000 tons from Red Sea Ports ** Including 18,764,000 tons from Red Sea Ports *** Arab Republic of Egypt **** United Arab Emirates Table 6 SUEZ CANAL TRAFFIC Northbound Petroleum & Products by Unloading Countries (1990, 1991 & 1992) COUNTRY 1990 1991 1992 (in thousand tons) Italy 19,967 18,066 17,490 Turkey 6,810 12,931 . 13,927 France 5,079 7,683 5,009 U. S. A. 7,086 4,694 5,570 Greece 4,271 4,320 9,649 Spain 2,508 3,694 3,165 'olland 2,951 3,290 2,595 Portugal 3,005 3,274 1,139 Morocco 2,575 2,585 4,601 Romania 2,949 1,486 645 U. K. 1,513 712 612 Belgium 452 531 143 Finland 147 409 56 Cyprus 292 348 155 A. R. E.* 294 323 398 Canada 75 263 250 Brazil 44 207 46 Yugoslavia 102 171 137 Syria 88 120 _ Algeria _ 118 132 Bulgaria 359 71 237 Sweden 175 45 171 Libya 8 45 _ El-Salvador _. 42 __ Cuba . 37 _ _ Lebanon 45 24 _ _ U. S. S. R. 30 24 Malta 137 19 79 Norway 27 17 _ Venezuela . 150 8 109 Germany 4 7 33 Denmark 559 _ _ Gibraltar 502 _ _ _ Israel 226 _ _ Poland 194 _ 129 Others 4,072 4,971 4,704 TOTAL 65,796 70,535 71,283 Source: Suez Canal Authority, Egypt * Arab Republic of Egypt ACCIDENTS SUR LA COTE ALGERIENNE (entre 1980 et 1990) DATE TYPE ACCIDENT NOM ET TAILLE PU PAVILLON CHARGEMENT (T) POLLU1nON ACTIONS PRISES LOCALISATION NAVIRE 31/10/80 INCENDIEIEXPLOSION KAPETAN MARKOS GREC 71.000 PETROLk PAS DE MOyEN DE LUrrE AflTI-INCENDIE ET SURVEILLANCE LAnGE COTE EST PETROLIER DE BRUr DEVERSEMENTE AERIENNE. 74.342 DWT NAVIRE REMORQUE VERS LA COTE 28612180 ECHOUAGE PORT JUAN A LAVALLEJA URUGUAYEN 57.000 DEVERSEMENT DE CARGO TRANSTERE EQUIPEMENT ANTI POLLUTION AFiZEW PETROLIEn DE 131.663 CONDENSAT 39.oOOT SUR PLACE NAVIRE fiEMIS A FLOT EN REMPLISSANT DWr ..._. LES TANKS DE GAZ INEnUE 04/06/06 INCENDIEJEXPLOSION SOUTHERN CROSS BAIRAMAS 7.50 GAZ OIL PASR0E CONTROLE DE L'INCENDIE aUI S EST DECLAlE PORT DE SKIKDA DEVERSEMENT DURANT LES CHARGEMENTS DE 25.OD0T DE GAZOIL 18tlV286 OPERATION EN OUED GUETRINI ALGERIEN RITUME 15T DEVERSES FERMETURE DE LA PRISE YEAU DE LA STATION TERMINAL PORT BITUMIER DE 2.950 DWT ELECT7flUE ARfET 7EMPOflAIRE DE LA STATION. D ALGER 22J12/88 INCENDIE EXPLSION DELAWARE PETROLIER LIBERIEN CONDENSAT PAS DE ARRET DU CHARGEMENT EXTINCTION DU FEU AU PORT DAfRZEW DE 78.129 DWT DEVEFISEMENT REMORGUE EN ZONE DAMAnRAGE. 15/02169 NAUFRAGE EN RARE A MAASSLUIS PETROLIER HOLLANDAIS DEVERRSEMENT DE BATEAUX DE SALVETAGE SUR PLACE SKIKOA FUEL OIL DE SOUTES FAIBLE POLLUTION .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~L .C_ 13/04189 INCENDIE EXPLOSION ZEPHIR 88.535 DOW CHYPRIOTE PETROLE BRUT DE PAS OE NAVIRE REMORQUE ET TRANSFERIT DE LA CARGAISON NORO EST DE BEJAIA 73.00 DEVERSEMENT A EEST DE . ~~~~~~~~~~~~~~~~~~MAL'TE SUR UN AUTRE NAVlnE.; 080690 GCOLLtSION SEA SPInRf PETROLIER CI IYPRIOTE FUEL 35.000 DEVERSEMENT DE DISPERSION INrIIALE NON EFFECTIVE DE MEME OUE 4 BE 83.728 oWT 12.200T DE FUEL LA nECUPERATION. EPERONNAGE AU HESPERUS CHIMIQUE NORVEGIEN PRODUff CHIMIOUE NETTOYAGE DES COTES EN ESPAGNE.MAROC, DETROIT VE DE 41.287 OWT DE 30.0 ALGERIE GIBRALTAR _ Table 8 ACCIDENTS SUR LA COTE MAROCAINE (entre 1987 et 1990) 04/03/79 lat: 36,06 N, long: 5,21 W (NE pt Europa - Gibraltar), echouement "Grey Hunter" transportant 117 400 t de "Arabian light' -. 770 t deversees 11/08/82 lat: 33,43 N, long: 7,20 W (Mohamedia) - echouement 'Samir' transportant 22 000 t de petrole brut, pas de deversement 26/05/85 lat: 36,08 N, long: 5,27 W (Algeciras, Espagne) - icendie/exploison "Camponavia/Petragen One" - 99 t de fuel oil deversees 19/05/87 Rade de Mohammedia, pollution par le petrolier "Krit Sea", 4 nappes totalisant 10 000 m2, utilisation de 3 m3 do dispersant, allUgement, nettoyage manuel du littoral 18/12/87 lat: 36,07 N, long: 5,26 W (Algeciras, Espagne) - abordage, "Gokova/Spical - pas d6versement 19/12/8!9 lat: 34,35 N, long: 10,00 W - incendie/exploison, 'Khark VI, transportant 285 000 t de pdtrole brut *Iranian Heavy", 70 000 deversees en mer 14/01/90 Risque de pollution due au naufrage du cargo "Mariwood" au large d'Essaouira 24/01/90 Nappes d'hydrocarbures dans le port d'Agadir, fuites de 78 tonnes du fuel oil a partir d'une pipe, 300 m de barrages, 2 motos pompes, dispersants 08/06/90 lat: 35,53 N, long: 5,57 W (detroit de Gibraltar) - abordage avec LPG "Hesperus", 'Sea Spirit', transportant 35 000 t de fuel et 35 000 t de produits chimiques - 12 000 t de fuel deversees 05/11/90 lat: 35,55 N, long: 5,29 W (au large du cap Cires), nom inconnu - I pollution petrole nappe 0,01 km2 Table 9 ACCIDENTS SUR LA COTE TUNISIENNE tentre 1981 et 1992) 11/01/81 lat: 38,00 N, long: 9,00 E (Cap Farina), incendie/explosion du "Blossom', deversement du fuel oil, une partie du navire a could, une autre partie slest echouee, allegement de la cargaison. 08/06/82 lat: 35,36 N, long: 11,48 E (Est de la Tunisie), incendie du "ManLamariaw. L'incendie a ete eteint at le petrolier a ete remorque _________ Jusqu'A Augusta, en Sicile. Pas de deversement. 17/01/83 lat: 34,30 N, long: 11,04 E (Est de la Tunisie), echouenent du 'Albachis", transportant 2 000 tonnes de kerosene, pas de d6versement, desechouement effectue par societe de sauvetage. 20/01/83 lat: 37,16 N, long: 10,04 E (au large du Cap Zebib), echouement de I'"Ydra" avec 520 tonnes du fuel du soute, quantite ddversee inconnue. 21/05/83 lat: 35,00 N, long: 11,24 E (Kerkennah), echouement du "Siglo", cale endo=mag6e, incendie, superstructures detruites, pas de deversement. 04/01/84 lat: 37,30 N, long: 9,45 E (Ras Enghela), echouement du 'Sinni', nappe de 500 m de fuel oil, quantite ddversee inconnue. 08/01/86 lat: 36,51, long: 11,10 E (Ras Mostefa), abordage entre MT "Salih Kaptan" et le MV 'Sea Warrior", pas de d6versement. 09/02/92 Port de la Goulette, rupture de flexible lors du chargement du 'MT Bleu". STATIS OF RATIONAL (DATIRGENCY FLAWS IN THCE HETtERRAMEAJ COUNTRY GEOGRAPHICAL COVERAGE MOST SENSITIVE AREAS METHOD OF COMBATING RESPONSIDLE AUTHORITIES OF THE PLAN OF THE PLAN CO-ORDINATIOII CGATINO EGYPT Territorial waters - Gulf of Suez - Prevention Co-ordination Operational - Suex Canal - Control between: Maritime Center In tbo - Alexandria area - Recovery and chemloal treatment, and Port Ports and when needed Authoritioe, Lighthouses Ministry of Adminiatration, Defence, coastal Alexandria. Governorate end Two sub- Petroleumn sector centers: Sidi Kerlr (West of Alexandria), Res Ghierih (Gulf of Suez) FRANCE Coastal and high same - Ports - Protection Special co- Pr&fet Maritime - Fih and shellfish - Prevention (lightening. ordination group, (at sea) reproduction areas containment) net up by the Comissare de - Touristic areas - Recovery MlnLstry of the l R&publiqae - Ecologically sensitive - Chomical treatment., if possible Interior and local areas and necessary Authorities (on land) GREECE TerritoL ala waters - case by cae - Permanent Advisory Dellonic Coast Central Comsittee Guard ISRAEL - ocae by coae General Staff Anti-pollution togetbhr with unita in tho representatives of Hediterreneen the MinLstry of the and the Red See Interior, Transport. ArMy, Police and Port Authorities IIALY Territorial waters and - Zones of heavy traffic - Contaiuol nt Permanent co- Read of high sean - Coastal zones with dense - Recovery in the containment zone ordination Maritime tanker traffic - chemLial treatment on tho outside Co ittec, presided Department - Touristic and ecologically of this zone, If necessary by a representative eonsitive zones of the Ministry of Merchant Marine SPAIN Territorial waters and - Areas with fishing - In accordancs wLth NationaL Comalsion Barbor Master high goae reaourcas recomeondations of IHO pollution formed by exports with an - Touristic areas manuals from the Merchant operational marine, Navy, crew for zones Ministries of under fishegies, Health, Jurisdiction Ports and Environmnt TURKEY - Extremely critical zones Gonoral Department Regional and - Dangerous zones of Maritime sub-reglonal, - Leso dangerous zones Transport centers Sources A Framwork for Environimental Asnesamenta in Ltcs Maritime Industry, the Case of the Mediterranean. By Oans J. Peters, Hay 1901 Table 11 Oil Traffic Through Algerian Ports1/ (in 1,000 tons) PORT 1990 1991 1992 Algiers 1,469 1,526 1,876 Annaba 528 581 529 Oran 528 545 603 Mostaganem 12 19 17 Arzew 15,032 23,216 22,292 Bethioua 23,898 16,543 18,273 Bejaia 8,697 7,625 7,660 Skikda 16,665 15,649 16,171 Tijel -- -- 16 TOTAL 66,829 65,704 67,437 Source: Directorate of Ports l/ Including crude oil, refined oil, liquified natural gas, methane, butane, propanem ammoniac... etc. Table 12 Oil Traffic Throu_h Moroccan Ports (in 1,000 tons) PORT 1990 1991 1992 Casablanca 1,362 1,333 717 Mohammedia 5,818 5,622 7,363 Safi -- -- -- Jorf-Lasfar 30 36 54 Tanger 111 100 144 Nador 72 53 159 Agadir 353 441 481 Kenitra 44 33 87 Saharian Ports 159 156 224 TOTAL 7,949 7,774 9,229 Source: ODEP Table 13 Oil Traffic Through Tunisian Ports (in 1,000 tons) PORT 1990 1991 1992 Tunis 34 13 23 La Goulette -- Rades 681 832 792 Bizerte 3,313 3,794 2,676 Sousse 78 251 140 Sfax 860 887 900 Gabes 147 127 173 Zargis 67 1,029 648 TOTAL 6,180 6,933 5,352 Source: OPNT ALGERIA Table 14 EQUIPMENT FOR COMBATTING OIL SPILLS UNIT PRICE TOTAL ITEM US'OOO QUANTITY US'OOO Skimmer-vacuum pump unit 30 6 180 Harbour boom 0.30 3000 m 900 Skimmer head 3 9 27 Anti-fire boom 0.8 500 m 400 Portable VH Radio 1.5 4 6 High-pressure/hot water cleaner 10 12 120 Cleaning agent spraying system 8 3 24 Set of 3 containers for equipping 100 people for coastal cleaning 77 3 231 Pre-fitting of boats for recovery 2 6 12 Pre-fitting of boats for dispersant spraying 2 4 8 Vacuum system 32 1 32 Dispersant 3.4 100 T 340 TOTAL 2,280.0 Source: Consultant Report, CRCP and Bank Staff mOROCCO Table 15 EQUIPMENT FOR COMBATTING OIL SPILLS UNIT PRICE TOTAL ITEM US'00 QUANTITY US'000 Group for lightening Operation 200 1 200 Dispersant sprayer for helicopter 57 2 114 Dispersant sprayer for deep-sea boats 40 5 200 Pre-fitting of boats for dispersant spraying 2 6 12 Boom-Skimmer 226 1 226 Boom-Skimmer for viscous products 284 1 284 Pre-fitting of boats for recovery 2 4 8 Trawl nets (with 3 traps) 32 8 256 Recovery barge 350 1 350 Skimmer-vacuum-pump 30 4 120 unit Coastal, shipyard and Harbour booms 0.30 2,800 840 Anti-fire boom 0.8 500 400 Adaptable floatable tank 75 1 75 Adaptable land storage tank 3.8 10 38 Vacuum system of reduced weight 31 2 62 Thermal-powered transfer pumps 11 6 66 Mechanically-driven screw-pump 17 3 51 Skimmer head 3 9 27 Cleaning-agent spraying system 8 3 24 Portable VHF radio 1.5 4 6 Set of 3 containers to equip 100 people 77 3 231 High pressure/hot- water cleaner 12 12 144 Dispersant 3.4 100 340 TOTAL 4074 TUNISIA Table 16 EQUIPMENT FOR COMBATTING OIL SPILLS UNIT PRICE TOTAL ITEM US$'000 QUANTITY US$'000 Dispersant sprayer 45 2 90 Boom-Skimmer 226 1 226 Boom-Skimmer for viscous product 282 2 564 Boat pre-fitting of boats for 2 4 8 dispersant spraying Harbour boat-cleaner 566 1 566 Coastal boom 0.30 4,000 1,200 Anti-fire boom 0.8 500 400 Floatable tank 75 2 150 Adaptable land storage tank 3.8 10 38 Skimmer-pump-vacuum unit 30 6 180 Tank trucks 100 6 600 Set of 3 containers to equip 100 people 77 3 231 Portable VH radio 1.5 4 6 High pressure/hot water Cleaner 12 12 144 Skimmer head 3 9 27 Dispersant 3.4 100 t 340 TOTAL 4,770 Source: Consultant Report, CRCP, and Bank Staff ALGERIA/MOROCCC TUNISIA Table 17 O~i Pollution Management Project fbr he Southwest Mediterranean Sea DETAILED COST ESTIMATE A. ALGERIA ALD'O0O 1/ USS100 % to Local Foreian Total Local Foreion Total Base Cost Item 1. Civil Work (Storage Sheds) 4,600 - 4.800 200 - 200 3.2 2. Equipment to combat Oil Spills - 52,600 52,600 - 2.280 2,280 36.7 3. Rehablitadon of Deballating Station. - 29,923 29,923 - 1,301 1.301 21.00 4. 3 VTS Stations 3,496 40.,49 44,045 152 1,763 1,915 30.8 5. Laboratory Equipment - 4,531 4,531 - 197 197 3.2 S. Training 943 4,071 5.014 41 177 218 3.5 7. Supervision of Equipment - 2,100 2,100 - 100 100 1.6 Total Bam Cost 2/ 9039 133,814 142,53 393 6Aa 0.211 100 Physical Contingency 400 6,670 7.130 20 290 310 6.0 Price Contngency 2,481 17.750 20,217 107 772 879 14.2 Total Contingencies 2921 24420 2347 127 1.062 19.29 1@2 Total Cost 11,960 158,240 170,200 520 6.a8o 7,400 119.2 nB. ... s.... . ....... .... u.n.... . .... ..... ... 1/ US$1 *ALD 23.0 2/ As of January 1994 Source: Concultant's report and Bank staff ALGERIA/MOROCCO/TUNISIA TABLE 18 Oil Pollution Management Proiect for the Southwed Mediterranean Sea DETAILED COST ESTIMATE B. MOROCCO MOD'000 1/ USSltoo % to Item Local Foreian Total Local Forsion Total Base Cost '.Civil Works (Storage Sheds) 1,880 38.670 1,880 200 - 200 3.S 2. Equipment to Combat Oil Spills 2.5e 35.730 38,298 273 3.801 4,074 77.0 3. Rehabilitation of Deballasbng Stations 367 6.175 6.542 39 687 686 13.2 4. Training 385 1,664 2.049 41 177 218 4.1 6. Supervision of Equipment - 940 940 - 100 100 1.9 Total Basa Cost V 5198 44 509 49 707 553 4,735 5,2U 100.0 Physical Contingency 263 2,218 2,481 28 236 264 5.0 Price Contingency 1,119 5,913 7,032 119 629 748 14.1 Total Contingencies 1.382 8.131 9 513 147 865 1,012 19.1 Total Cost 6.880 52,840 59.220 700 5,600 6.300 119.1 ____ , ..~~~~~~~~~~~~~~~~~~... ...... ..... 1/ US$1 -MOD 9.40 2/ As of January 1994 Source: Consultanl's report and Bank staff ALGERIAJMOROCCOtTUNISIA TABLE 19 Oil Pollution Management Proiect for the Southwet Mediterranean Sea DETAILED COST ESTIMATE C. TUNISIA TND0000 1/ USS'000 % to Local Foreian Total Local Foreian Total Base Cost Item 1. Civil Worka (Storage Sheds) 200 - 200 200 - 200 2.8 2. Equipment to Combat Oil Spills 16O 4,610 4.770 160 4.610 4.770 90.2 4. Training 41 177 218 41 177 213 4.1 5. Supervision of Equipment - 100 100 - 100 100 1.9 Total Base Cost 2t 401 401 4.SS7 5628 100.0 Physical Contingency 20 244 264 20 244 264 6.0 Price Contingency go 64 748 go 69 748 14.1 Total Contingencies 119 893 tO12 119 893 1012 19.1 Total Cost 520 5,780 6,300 520 5.780 8,300 119.1 i/ US$1 - TND 1.0 21 As of January 1994 Source: Consultant's report and Bank staff ALGERIAJMOROCCOirUNISIA Table 20 Oil Pollutlion Management Prolect br the Southwe t Moditerransan Sea Procuremont Anmnaements 11 Item ICe LCBO Other Total ussto,0 1. Clvil Works - 721 721 (-) (-) 2. Equipment to oombat oil plil 12,430 - U0V3 13,310 (11.320) - (6)0) (12.700) 3. Rehabilltadon of Deballastlng 1,727 - Goo 2/ 2,237 Stations (1 -mg) - (660) (2.228) 4. 3 VTS Statona 2.301 - 2.301 (2,104) - (2,104) 5. Laboratory Equipmont 236 - 230 (236) - (236) 6. Training - - 7W6 2/ 766 - - ((633) (MM B. SupervIlon of Equipment manufacture - -3921 3M delivery and testing _ -e Total 10.694 721 2.511 20,000 (15.628) (H) (2.432) (16.200) mas.= no m mum.. 11 Amount In parentheses indicato GET financing 2/ Consulting Serviess 3/ Intornational shopping ALGERIAlMOROCCO/TUNISIA table 21 Oil Pollution Management Proiect tor the Southwest Mediterranean See Disburcument of 3ET Grants USS'OOO % of Expendltures Cateaory Equivalent to be financed 1. Clvil Works - 2. Equipment to Combat Oil Spills 10,691 100% of total expenditures 3. Deballastin Stations 1968 100% of total expenditures 4. VTS Stations 1.763 100% of foreign expenditures 8. Laboratory Equipment 197 100% of todal expenditures S. Training 531 100% of total expenditures 7. Supervision of Equipment manufacture 300 100% of total expenditures delivery and testing 8. Unaliocated 2.820 Total 1/ 18.280 1/ Total amount of GET Grants excluding the USS840,000 GEF Properatlon Advances (PPAc) Disbursement Schedule Bank Fiscal Year 1994 1996 1996 1997 1998 199I US$ million A Alacria Annuai 0.28 0.46 3.31 1.52 1.00 0.31 Cumulative 0.28 0.74 4.06 6.57 6.57 6.88 B. Morocco Annual 0.28 0.39 2.63 1.10 0.70 0.45 Cumulative 0.28 0.67 3.35 4.45 5.15 6.60 C. Tunisia Annual 0.28 0.45 2.74 1.06 0.0 0.45 Cumuladve 0.28 0.73 3.47 4.63 5.33 5.78 Total Proeiot Annual 0.84 1.30 8.73 3.68 2.60 1.21 Cumulative 0.84 2.14 10.87 14.56 17.05 13.26 Annex 1 Page 1 of 13 International Conventions and Regulatory Provisions for Controlling Marine Pollution by Oil 1. International conventions and other legal instruments dealing with various aspects of marine oil pollution prevention, control and compensation, can be divided into (a) global agreements, applicable also to the Mediterranean; and (b) regional agreements, binding to the Mediterranean states. A. GLOBAL AGREEMENTS 2. International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL): This convention entered into force in 1958 and marked the first major step towards international control of marine pollution. Amendments were made in 1962 and 1969 and entered into force in 1967 and 1978, respectively. The convention applies only to persistent petroleum oils, i.e., crude, fuel, heavy, diesel and lubricating oils. According to the provisions under this convention, tankers over 150 gross registered tons (GRT) may discharge oil only if the vessel is more than 50 miles from the nearest land, is under way, and the total quantity discharged is restricted to 1/15,000 of total cargo carrying capacity. Other seagoing ships over 500 GRT are subject to similar restrictions, except that the discharge must be made as far as practicable from land and the oil content of the discharge must not exceed 100 ppm (parts per million) Other requirements are: * Vessels must maintain an oil record book and log certain operations; and * Contracting parties must provide at their main ports adequate reception facilities for the residues from oil ballast water and tank washings from non-tanker vessels. These provisions have been largely superseded by the more stringent regulations of MARPOL 73/78 (see below). 3. International Convention for the Prevention of Pollution from Ships 1973, as amended in 1978 (MARPOL 73/78): This convention entered into force in October 1983, and is the first to regulate all forms of marine pollution from ships, except dumping. Annex I of the Convention, dealing with oil, differs from the 1954 OILPOL Convention in a number of important aspects: * Restrictions on discharge apply to all petroleum oil except petrochemicals; While the 1954 discharge criteria are retained for existing tankers, for new tankers the total quantity permissible is reduced by half; No discharges are permissible from either tanker or non-tanker vessels in "special areas" designated under the convention, Annex 1 Page 2 of 13 i.e., the Baltic, Mediterranean, Black and Red Seas and the Gulf Area (from 1989, also the Gulf of Aden, following decisions at the 25th session of the Marine Environment Protection Committee of IMO in November 1987); * Otherwise discharges from non-tanker vessels may be made only at a distance of more than 12 miles from the nearest land; * All tankers of over 150 GRT are required to have monitors that will provide details of the rate and amount of discharge, and in new tankers have to have an automatic shut-off device; * A more detailed Oil Record Book covering a wider range of operations is specified and must be maintained; * All new tankers of 70,000 deadweight tons (DWT) or above must be provided with segregated ballast tanks of sufficient capacity to allow a ship to operate safely on ballast voyages without using oil tanks for water ballast; * The need to provide adequate reception facilities is extended to oil loading terminals, repair ports and other ports in which ships have oily residues to discharge; and * Port states may inspect ships to verify whether a ship has discharged any harmful substance in violation of the Regulations and detain sub-standard vessels until faults are corrected. The flag state's competence extends to all offenses except for those omitted under the coastal state's jurisdiction. 4. International Convention relating to Intervention on the High Seas in Cases of Oil Pollution Casualties (1969): This convention, which entered into force in 1975, gives a coastal state the right to intervene on the high seas only after a casualty has occurred and there is grave and imminent danger of pollution of its coastline or territorial waters, or related interests. A coastal state may take such action, as is necessary, to avoid a pollution danger after having first consulted the flag state of the vessel concerned. This convention is important, inter alia, because it legitimizes contingency plans which coastal states develop to deal with marine pollution disasters. In fact, this convention owes its existence to the Torrey Canyon incident when the British authorities realized that they lacked legal authority to intervene on a foreign vessel outside their jurisdiction, despite grave danger of pollution. 5. International Convention of Civil Liability for Oil Pollution Damage of 1969 (CLC), and the 1984 Protocol: The convention entered into force in June 1975 and was adopted by the International Legal conference on Marine Damage convened in Brussels; the 1984 Protocol was agreed at the diplomatic conference held at IMO in 1984. The convention applies only to persistent oils. A shipowner is strictly liable, subject to certain limited exceptions, for pollution damage Annex 1 Page 3 of 13 caused by oil which has escaped from a tanker carrying oil in bulk. In return for strict liability, and in the absence of fault or privity on his part, the owner may limit his liability to a sum set by reference to the size of the vessel concerned. Ships carrying more than 2,000 tons of oil in bulk must be insured against their maximum liability and a claimant is able to sue the insurer directly rather than the owner. 6. Jurisdiction is restricted to the courts of the contracting party suffering the damage, and judgments are enforceable in other contracting states. The convention applies only to pollution damage caused in their territory, including the territorial sea, of a contracting state, and to reasonable measures taken to prevent and minimize such damage after pollution has occurred. The convention does not apply to unidentifiable sources of pollution or to measures taken to remove the threat of pollution. Changes introduced by the 1984 Protocol include: * An amended definition of "ship" to include combination carriers and unladen vessels not clean of oil residues; * The definition of a "pollution incident" is broadened to include the "threat of pollution"; * The concept of "pollution damage" includes compensation for impairment of the environment as long as this is limited to the costs of reasonable measures of reinstatement actually undertaken or to be undertaken; and * The area covered by the convention is extended to the 200 mile exclusive economic zone of a state or a comparable area. 7. International Convention on the Establishment of an International Fund for Oil Pollution Damage of 1971 (Fund Convention, or FC) and the 1984 Protocol: The convention, which entered into force in 1978 with the establishment of the International Oil Pollution Compensation (IOPC) Fund, provides compensation for pollution damage additional to the sums available under CLC (para. 13) so that, where CLC liability ends, Fund provision begins. Compensation payable to victims was raised by the Assembly of the IOPC Fund during the 9th session, in October 1986, to a maximum of US$60 million per incident. Liability may also arise under the Fund in certain cases where CLC does not apply, e.g., pollution damage resulting from natural phenomena or an exceptional kind. 8. The scope of the Fund is governed by CLC provisions in that the Convention relates only to persistent oil carried in bulk, to damage occurring in the territory, including the territorial seas, of a contracting state, and to preventive measures. The convention indemnifies shipowners for part of the clean-up costs incurred under CLC. Indemnification may be denied if it can be proved that the polluting ship, with the owner's knowledge, did not comply with relevant international conventions on safety and oil pollution. Changes introduced under the 1984 Protocol include the following: * Application of the revised definitions and of the geographical Annex 1 Page 4 of 13 area of the CLC to the FC; and * Introduction of a "two tier" coverage scheme for raising the present limit up to US$200 million per incident. 9. In addition to the two international conventions dealing with liability and compensation for oil pollution damage, there also exist two voluntary industry agreements providing for compensation, namely, Tanker Owners' Voluntary Agreement Concerning Liability for Oil Pollution of 1969 (TOVALOP) and the Contract Regarding an Interim Supplement to Tanker Liability for Oil Pollution of 1971 (CRISTAL), which deal with liability of shipowners and cargo owners, respectively. It is intended that these agreements will eventually disappear once all states become parties to CLC and FC. The 1984 diplomatic conference also tried to establish an international regime of liability and compensation for pollution damage caused by harmful and noxious substances other than oil (HNS). However, consensus could not be reached, which leaves an important deficiency in applicable international law. 10. United Nations Convention on Law of the Sea (UNLOSC): This umbrella convention, adopted at Montego Bay in 1982, deals, inter alia, with all forms of marine pollution. Part XII of this convention does not only provide general rules which are supposed to be supplemented by technical conventions (e.g., IMO rules on vessel source pollution and regional and sub-regional rules). It also provides for a far more efficient enforcement system than any other currently in force. The rules are based on flag state jurisdiction which are of limited value, especially in view of the flogs of convenience vessels. UNLOSC recognizes flag state jurisdiction, but supplements this concept by port State jurisdiction which enables states to prosecute vessels using their ports and terminals for offenses committed anywhere at sea. The importance of this new, progressive rule, can be seen best if one analyses the level of prosecutions, currently undertaken by governments, for pollution offenses committed at sea. 11. Even in countries such as the United Kingdom (U.K.), only a few prosecutions are undertaken every year. Part of the problem, of course, is technical: it is not always possible to identify a polluter. However, even if a polluter can be identified, port states frequently lack jurisdictional powers to prosecute. Unfortunately, the Law of the Sea Convention is not yet in force and is not likely to become effective in the near future. The reason for this is the opposition from the United States and some other countries (including the U.K.) in view of the provisions relating to deep sea bed mining. However, there exists a broad consensus -in environmental provisions which could possibly apply as customary law as was done with provisions of the convention relating to 200 mile .:Exclusive fishing zone. B. REGIONAL AGREEMENTS 12. In addition to globally applicable international agreements, the international law also encourages regional cooperation in the field of marine pollution prevention and control on the assumption that the necessary political Annex 1 Page 5 of 13 will is easier to generate in a regional setting where states share similar if not identical interests and where geographic and other factors may render environment more vulnerable to pollution than that of the world's seas at large. The MARPOL Convention designated the Mediterranean as "special area". Moreover, the Mediterranean was the first sea in which the United Nations Environment Program (UNEP) became involved through its Regional Seas Program. The other type of regional control of marine pollution applicable, inter alia, in the Mediterranean, are legal instruments of the European Communities (EEC). EEC's competence in the environmental affairs was sometimes questioned in the past because it was not expressly referred to in the Treaty of Rome. However, this is no longer the case, following recent revision of the treaty. 13. Convention for the Protection of the Mediterranean against Pollution (Barcelona Convention): The convention was signed by all Mediterranean coastal states (except*Albania) in 1976, was joined by EEC in 1977, and entered into force in February 1978. The area covered is the Mediterranean from the Straits of Gibraltar to the Dardanelles, except for the internal waters of the states concerned. The status of "special area", given to the Mediterranean Sea under MARPOL, implied that no oil discharges are allowed anywhere. The convention is a comprehensive umbrella document, which UNEP subsequently broadly copied in other regional seas. Unlike the Helsinki Convention of 1974 for the Baltic (another "special area" under MARPOL, where coastal states acted outside UNEP umbrella), there is no mechanism to administer and implement the convention. However, several specific protocols were adopted to supplement the Barcelona Convention. They are described below. 14. Protocol concerning Cooperating in Combating Pollution of the Mediterranean Sea by Oil and Other Harmful Substances in Cases of Emergency: This Protocol was agreed in 1976 and came into force in 1978. The contracting parties agreed to cooperate in dealing with emergencies in the region in order to reduce or eliminate any damage caused by an incident. They must also notify UNEP and any other state likely to be affected. Under the Protocol UNEP has established in cooperation with IMO, a Regional Oil Combatting Center (ROCC) in Malta to receive reports and to coordinate action. 15. "Dumping" Protocol to Barcelona Convention: Following the main provisions of the global 1972 London Pumping Convention (para. 9) and the 1972 Oslo Convention (applicable to Northwestern Europe), this Protocol prohibits dumping of "black list" substances and provides that the "grey list" substances may be disposed of at sea only under special license from relevant authorities. All other dumping must have a general permit. 16. Protocol to the Convention for the Protection of the Mediterranean Sea against Pollution of 1976, and concerning Mediterranean Specially Protected Areas of 1982: For the purpose of this protocol, specially protected areas are limited to the territorial waters of contracting parties. These areas can be established to safeguard: (a) sites of biological and ecological value; (b) breeding grounds and population levels of marine species and habitats; and (c) sites of particular importance because of their scientific, aesthetic, historical archaeological, cultural on educational character. l Annex 1 Page 6 of 13 Presiding Council of the Arab Maghreb Union Third Ordinary Session Agreement on Maritime Cooperation among Member States of the Arab Maghreb Union Annex 1 Page 7 of 13 Agreement on Maritime Cooperation among Member States of the Arab Maghreb Union The Socialist People's Libyan Arab Jamahiriya; The Republic of Tunisia; The People's Democratic Republic of Algeria; The Kingdom of Morocco; and The Islamic Republic of Mauritania, having regard to the Convention Establishing the Arab Maghreb Union, particularly Article 3 thereof; desirous of achieving the objectives of the Union and implementing its program of action; determined to strengthen their economic relations and intensify their cooperation in this [maritime] area, with the objective of facilitating trade and achieving joint development; and anxious to strengthen their communications, particularly in the areas of merchant shipping, maritime transportation and ancillary services, have agreed as follows: Chapter 1 General Provisions Article 1: Objectives The objectives of this Agreement shall be to: - regulate the right of the member states of the Arab Maghreb Union to transport their share of foreign trade among themselves on the one hand and between themselves and other countries on the other; - initiate joint [maritime] ventures; - govern maritime relationships among the members of the Arab Maghreb Union on the one hand and between themselves and other countries on the other; - achieve better coordination of maritime activities; - remove all obstacles which hinder the development of maritime transportation; - encourage contribution of maritime transportation to the integration of the Maghreb economies; - develop the Maghreb maritime transportation sector in line with the requirements of foreign trade of the member states of the Union; - increase the capacity of the Maghreb merchant bulk carriers so as to address the current shortfall in this area; - increase the competitiveness of the Maghreb [merchant] ships; - protect the environment and marine ecology; - facilitate coastal shipping by Maghreb merchant ships calling at ports in each Member State; Annex 1 Page 8 of 13 formulate a unified Maghreb policy based on the principle of partnership and integration of the merchant ships of member states for transporting inter-member and foreign maritime trade. Article 2: Definitions For the purpose of executing this Agreement and its annexes: 1. "Contracting Parties" mean the member states of the Arab Maghreb Union; 2. "the Ministerial Council for Transportation" means the sectoral council established by the ad hoc ministerial committee in charge of infrastructure, and composed of the ministers of transport of member states of the Arab Maghreb Union; 3. "The Maghreb Maritime Commission" means the commission established by the Maghreb Ministerial Council for Transportation. It shall be composed of a total of three permanently appointed members who shall be in charge of national merchant shipping departments, national maritime transportation establishments and mercantile ports of the member states of the Arab Maghreb Union; 4. the "Competent Maritime Authority" means the minister or secretary, or a deputy thereof, who is in charge of the respective merchant shipping department; 5. a "Contracting Party's Ship" means any merchant ship owned by the state or a private entity, registered in the territory, and flying the flag of such a Party according to the legislation thereof. The term also includes ships chartered by maritime establishments in the member states of the Arab Maghreb Union, but does not include: - warships, - scientific and marine survey research ships whose activities are not subject to arrangements in effect in other Contracting Parties; - marine fishing vessels, and - sub-standard ships. 6. a "Maritime Establishment" means any company belonging to a Contracting Party, which satisfies the following conditions: - actually belonging to a public and/or private entity of a Contracting Party, - has its headquarters in the territory of a member state of the [Arab Maghreb] Union, and - be recognized as such by the relevant Competent Maritime Authority; 7. a "Member of a Ship's Crew" means the captain (master) and any person registered in the muster roll (crew list) of such a ship, provided that the said person is actually aboard the ship while in service and assigned duties relevant to the normal commercial activity of the ship, its navigation or maintenance; and 8. a "Port of a Contracting Party" means any mercantile sea port including harbors equipped to receive merchant ships in the territory of a member state. Annex 1 Page 9 of 13 Chapter II Maritime Shipping Article 3: Cooperation in the area of pollution control Member states shall coordinate their legislation and capabilities with the aim of preventing and controlling marine pollution. To this end, a regional organization shall be established and charged with coordinating pollution control [activities], and shall undertake the following: - common use of available facilities in each member state; and - quick and effective intervention within the context of regional pollution control plans. Article 4: Cooperation and Coordination in the Area of Maritime Navigation Safety The competent centers for safety of maritime navigation in the respective member states of the [Arab Maghreb] Union shall coordinate their activities, particularly in the areas of search, pilotage and exchange of information, so as to provide best safety measures on the high seas. Article 5: Marine Accidents If a ship belonging to a Contracting Party suffers a malfunction or runs aground near the coasts of another Contracting Party, the Competent Authority of the latter shall accord to the said ship and its crew, passengers and cargo the same protection and assistance it renders to its own ships. Chapter m Ships Article 6: Treatment of Ships at Ports The Competent Authorities in member states of the [Arab Maghreb] Union shall accord equal treatment to ships of member states. Article 7: Shipbuilding and Repair Within the context of beneficial joint cooperation, the Contracting Parties shall encourage preferential use by their maritime establishments of shipbuilding and repair yards of member states in case of need. The Contracting Parties shall endeavor to construct modern yards for the manufacture and repair of ships so as to respond to the needs of member states' markets and limit the demand for such services from outside sources. Such yards shall endeavor to improve their return with the aim of rendering the best service to secure their position relative to the international market. Annex1 Page 10 of 13 Chapter IV Seamen Article 8: Seanen 's ldennfication Docunents 1. The Contracting Parties shall mutually recognize seamen's identification documents issued by the respective Competent Authorities of each Contracting Party. Holders of such documents shall be granted the rights provided for in Article 10 of this Agreement, according to the terms and conditions thereof. 2. The said identification documents shall be: * for the Socialist People's Libyan Arab Jamahiriya, a "Seaman's Book"; * for the Republic of Tunisia, a "Livret Maritime"; * for the People's Democratic Republic of Algeria, a 'Livret Maritime"; * for the Kingdom of Morocco, a "Livret Maritime"; and * . for the Islamic Republic of Mauritania, a 'Livret Maritime". Article 9: Recognized Rights of Seamen Holding Identification Documents 1. Subject to prior approval of their national authorities, holders of identification documents issued by a Party mentioned in Article 8 shall be granted entry permit into the territory of any other Contracting Party irrespective of means of transportation used to enter or transit the territory to join their ship, transfer from one ship to another, return to their homeland or travel for any other reasons. 2. If a crew member holding an identification document referred to in the previous paragraph disembarks in a port of a Contracting Party for health, work or other reasons recognized as legitimate by its Competent Authority, the latter shall grant the person concerned, in the event of seeking medical treatment, the necessary permit to stay in the relevant territory, return to his country of origin or travel to another port by any means of transportation. Article 10: Recognition of Degrees and Certificates Each Contracting Party shall recognize the academic degrees and professional certificates granted and accredited by another Contracting Party for performing merchant shipping services, provided that the minimum level of training and work experience established in international agreements is satisfied. Each Contracting Party shall be encouraged to have preferential resort to secondment of qualified staff from the other Contracting Parties to fill occupational vacancies aboard any of its ships. Chapter V Joint Ventures Article 11: Grant of Rights The Contracting Parties shall mutually grant any maritime establishment belonging to them the right to utilize the services agreed upon in this Chapter. Annex 1 Page 11 of 13 Chapter VI Joint Cooperation Article 12: Unification of Maritime Regulations Member States of the Union shall coordinate their merchant shipping regulations in effect at the levels of national and international maritime agreements. Article 13: Training for Maritime Services All Contracting Parties shall coordinate the activities of maritime training centers in the member states of the Union to allow for optimal use of available capacities, such as exchange of instructors and harmonization of training programs. Each Contracting Party shall admit citizens of member states of the Union to its maritime departments and training centers with the intention of exchanging experiences, vocational training and retraining. Article 14: Cooperation among Maritime Establishments The Contracting Parties shall encourage their respective maritime establishments to take necessary measures to launch joint ventures including regular shipping lines operating between ports of member states of the Union on the one hand and between such ports and ports of other countries, on the other. Article 15: Methods of Practicing Maritime Transportation Rights of shipping companies belonging to member states of the Union shall be allotted according to the rules of procedure of shipping conferences so that: - inter-member states transportation of cargo and passengers shall be divided on fair and equitable terms among maritime establishments operating on such shipping lines, as far as volumes, freight, number of passengers and fares are concerned. - each party shall have the right to transport its quota provided for in this Article; - govemments of member states of the Union shall intervene directly in the event the shipping market experiences upheavals, dumping or price wars launched by temporary outfitters. Shipping companies belonging to member states of the Union may also operate on regular or other lines between any member state and another country should the merchant ships of such a member state fail to respond to a shipping request, without however compromising the member's intemational obligations. Article 16: Cooperation among Mercantile Ports To develop full cooperation among themselves, member states of the Union shall urge: - port authorities to consult periodically over programs for constructing and equipping mercantile ports; and Annex 1 Page 12 of 13 intensive exchange of information, documents, periodic statistics, etc. Article 17: Use of Ports of Member States for Transhipment of Goods Member states of the [Arab Maghreb] Union shall designate certain Maghreb ports for transhipment of goods and containers so as to secure maritime trade between members and remote territories. Member states shall also seek to set unified port charges and coordinate procedures in Arab Maghreb ports with the aim of improving maritime relations and encouraging the required competition among them. The criteria for such competition shall be cost and productivity. Chapter VI Fmal Provisions Article 18: Monitoring Body The Maghreb Maritime Commission shall execute and monitor this Agreement and submit proposals for strengthening cooperation among member states. Article 19: Arbitration 1. Should a dispute arise between two or more member states concerning the execution of this Agreement and not be settled through negotiation within the context of the Maghreb Maritime Commission provided for in Article 18 of this Agreement, the dispute shall be referred to the Judicial Board (Panel) of the Arab Maghreb Union at the request of one of the disputing party. 2. The rulings of the aforementioned Board shall be binding and final. Article 20: Annexes Particular and applicable agreements shall be annexed to this general Agreement and be considered an integral part thereof. Article 21: Effectiveness of Bilateral Agreements Bilateral or multilateral agreements between member states in this [maritime] area shall remain effective. Should their provisions conflict with the provisions of this Agreement, the latter shall prevail. Article 22: Amendment This Agreement shall be amended at the request of a member state of the Union upon approval of the other members. Such an amendment shall be effective upon ratification by all member states of the Union pursuant to the procedures provided for in the following Article. Annex 1 Page 13 of 13 Article 23: Ratification This Agreement shall be subject to ratification by all member states in accordance with procedures in effect in each. It shall enter into force as of the date of deposit of instruments of ratification with the General Secretariat of the Arab Maghreb Union which shall notify the respective member states accordingly. This Agreement has been signed in five original copies of equal legal validity, in the town of Ras Lanuf, Socialist People's Libyan Arab Jamahiriya on Sha'ban 23 and 24, 1400 ADP (1411 AH), corresponding to March 9 and 10, 1991. for for the Socialist People's Libyan Arab Jamahiriya the Republic of Tunisia [Signaturel. [Signature] Ibrahim al-Beshari al-Habib Benyahya Secretary, People's Committee for External Minister of Foreign Affairs Relations and International Cooperation for for the People's Democratic Republic of Algeria the Kingdom of Morocco [Signature] [Signature] Sayyed Ahmed al-Ghazali Abdul Latif al-Filali Minister of Foreign Affairs Minister of State for Foreign Affairs and Cooperation for the Islamic Republic of Mauritania [Signature] Hosni Wald Didi Minister of Foreign Affairs and Cooperation Annex 2 Page 1 of 8 METHODS OF COMBATTING OIL SPILLS AT SEA GENERAL Most major oil spills occur at sea; and the most effective responses put into operation two principal techniques: (a) mechanical recovery; and (b) dispersion by chemical products. A. Mechanical Recovery The objective of the project is to provide each of the three countries with the means for mechanically recovering 1000 m3 of pollutant. A spill greater than this would put into operation: sub-regional agreement for cooperation involving all three countries; and regional agreements within the guidelines of the Barcelona Convention and its protocol. The objective is to bring standards closer to those currently met, in France and Malta. In France, for the Mediterranean region, the capacity for mechanical intervention (one or two petroleum coaster(s) equipped with skimmer) allows the recovery of the following volumes of hydrocarbon: for one oil coaster: 100 m3 to 1000 m3; and for two oil coaster: 1000 m3 to 5000 m3. For a volume of hydrocarbon to be recovered in excess of 5000 m3 private assistance will be called upon according to the outline of the cooperation agreement. For a petroleum oil coaster which is being employed, recovery is achieved by: - aerial guidance; and/or - confining operations: each target unit consisting for example of: - 2 tug-boats (power = 200 CV); and - 8 booms each of 110 m (for a U opening of 80m); Annex 2 Page 2 of 8 - chartering of fishing boats, particularly trawlers is preferable; - extra tug capacity for the transfer of adaptable tanks; For Malta, the capacity for intervention allows the recovery of 1000 m3 of oil (including coastal mechanical recovery and dispersant spreading). The ability for mechanical recovery will correspond to the ability of treatment by dispersant, as well as the level of assistance achieved through cooperation among the three countries, as per the sub-regional agreement. This capacity for mechanical recovery is suitable with respect to previous accidents. Admittedly the accident involving KHARK V caused the spillage of 70 000 tons, but, a petroleum oil spill in the sea undergoes a process which reduces the volume by several means: (a) evaporation, possibly as much as 25%; (b) dispersion; (c) sedimentation; (d) dissolving; and (e) oil/water emulsion. Regarding the number of the recovering devices, at least three oil coasters with high sea boom-skimmers capable of handling an oil spill of 1000 m3 will be needed for each country. The entire resources of the three countries allows them to be jointly prepared for an oil spill of about 3000 m3. Additional resources for recovery in order to deal with a capacity of 5000 m3 will be achieved by the supply of equipment from France, Italy, (Barcelona Agreement) or from the European Community. B. Dispersion by Chemical Products Spraying dispersant can be carried out by air (plane, helicopter) or by sea. As regards aerial spraying, helicopters used for pesticide spraying have a distinct advantage over other types of aircraft as they are already equipped for this function. As for spraying by boat, it will be limited to tug-boats of 6000 hp, and harbor tug-boats. Preferably, spraying will be accomplished by launching ramps with third generation dispersant pre-mixed with water and sprayed using a fire hose and control nozzle. The criteria for choice of dispersant and equipment for spraying are discussed below. Choice of Dispersant The following must be taken into consideration: (a) The nature of hydrocarbon; (b) The method of storage; and Annex 2 Page 3 of 8 (c) The shelf life of the stock. Choice of Dispersant The stock has to be tested in order to evaluate its efficiency in dispersing an oil spill and should be stored near to sprayer units. It is beneficial to have an available stock allowing: (a) in each zone from where helicopters can be dispatched, enough for one day's aerial application (it would be recommended that a stock of aviation fuel is kept with the dispersant stock); and (b) an application (by boat) for a period of one day. In case the treatment is expected to last for more than one day, it is advisable to have a central stock available, allowing treatment of additional one day. This stock should be transported to the port or aircraft base on the first day of the intervention. After this time, contact has to be made with the supplier to provide additional supply from the production factory. Although dispersant keeps relatively well, it is necessary to shake the contents before use in order to make the product homogeneous. How the dispersant reacts under severe weather conditions (heat, cold) is not well-known. It is, therefore, necessary to make sure that stocks are checked and tested in each of the three countries at least every three years, preferably once every year. It should be noted that: (a) aircraft (planes, helicopters) have the advantage of rapid deployment, but not always the most efficient standard of treatment as wind-blown dispersant results in losses of 20 to 50%; and (b) boats are slow to react, but their use on site can be more versatile particularly for pollution which has been broken up, as well as their ability to control the level of treatment with respect to the quantities of oil encountered. The equipment for helicopters is of the "bucket" type and *for boats is the self- governing type consisting of a pump and a launching ramp. In order to avoid the inconvenience of a stem wave which may push the oil far from the boat and possibly beyond the treatment ramps, the equipment should be placed on the bough of the boat and the dispersant is applied before the occurrence of a stem wave. Annex 2 Page 4 of 8 C. Compiled Requirements ALGERIA: Means of Recovery The essential component is a petroleum coaster that can be pre-fitted and allowing a high sea boom-skimmer to be used on each side (three coasters would be necessary). The additional sea back-up would be the trawlers (numbering 6). The assessment of needs is as follows: Recovery equipment: Number - High-sea skimmer 3 - Trawl net 6 (+ 18 traps) - Skimmer for viscous products 3 - Lighting unit (based at Algiers) 1 Storage of waste: Floatable tank for a situation where coasters cannot be used immediately 6 Cleaning of equipment: High Pressure cleaners 9 This equipment is already compatible with that in ports. Spraying of dispersant: The back-up for spraying will be: three tug-boats to be purchased by the ports helicopters used for agricultural pesticide treatment. Annex 2 Page 5 of 8 Recommended means for spraying: Number mechanism for spraying by helicopter (brace + tank); 6 mechanism for spraying by boat (ramps) to be mounted on tug or supply boats will be pre-fitted) 7 dispersant spraying jets for pesticide helicopters; number of helicopters to be equipped 10 stock of dispersant products distributed to the different ports 100 tons MOROCCO Means of recovery The principal recovery equipment are four oil-coasters used by the company PETROCAB; these can be fitted so as to allow the use of high-sea skimmer on each side. This, however, remains the responsibility of ODEP who will determine the nature of the contract with this company and the availability of the equipment. In the case of a major contamination, the urgency of the situation must permit the use of a requisition procedure. The four coasters constitute a number sufficient to combat oil spills in the sea (provided that the adaptations are permanent and their capabilities checked), and would allow Morocco to deal with a contamination of about 5000 m3. The additional sea back-up would be the trawlers (numbering 8). The assessment of needs is as follows: Recovery equipment: Number - High-sea skimmer 2 (1 at Tangier, I at Mohammedia) - Trawl net 8 (+24 traps) (distributed between Tangier, Nador Al Hoceima) Annex 2 Page 6 of 8 Number - Skimmer for viscous products 1 - Floatable tank 1 - Lightening operation unit 1 Cleaning of equipment: - High pressure cleaners 3 These cleaners will be put on board the tug boats. In case the following equipment does not exist in ODEP's stocks, it would be suitable to add: compressors; and power generator. This inventory of equipment takes into account the possibility of hiring an oil- coaster to be used as a means of recovery and temporary storage. Dispersant spraying: The back-up for spraying will be: three tug-boats of 6000 hp; and helicopters used for agricultural pesticide treatment. Recommended means for spraying: Number - mechanism for spraying by helicopter (brace + tank) 2 - mechanism for spraying by boat (launching ramps) to be mounted on tug or supply boats (boats will be pre-fitted) 5 - dispersant spraying for pesticide helicopters; the number of helicopters to be equipped 10 - stock of dispersant products distributed at the different ports. 100 tons Annex 2 Page 7 of 8 TUNISIA Means of Recovery The essential equipment is four petroleum coasters that can be pre-fitted allowing the use, on each side, of a sea recovery-barge for viscous products. The additional sea back-up would be the trawlers (numbering 6) 2 at Tunis, 2 at Sfax, 2 at Zarzis. The assessment of needs is as follows: Recovery equipment: Number - Trawl net (+18 traps) 6 - Skimmers for viscous products 4 Lighting unit (based at Tunis) 1 Storage of waste: Floatable tank (for a situation where the coasters cannot be used immediately) 4 Annex 2 Page 8 of 8 Cleaning of equipment: Number High Pressure cleaner 4 This equipment will be already on board boats equipped with skimmers for viscous products. Spraying of dispersant: The back-up for spraying will be: - the tug-boats either called upon or belonging to the port - the helicopters used for agricultural pesticide treatment. Recommended means of spraying - mechanism for spraying by helicopter (brace + tank) 8 - mechanism for spraying by boat (launching ramps to be mounted on tug or supply boats (boats to be pre-fitted) 2 - dispersant spraying jets for pesticide spraying helicopters; number of helicopters to be equipped 10 - stock of dispersant products distributed at the different ports and off-shore installations. 100 tons Annex 3 Page 1 of 9 BASIC PRINCIPLES OF A REGIONAL POLICY OF COOPERATION IN THE MANAGEMENT OF ACCIDENTAL OIL SPILLS Following the recent accidental oil spills of the AEGEAN SEA at COROGNE at the end of 1992, the BRAER in the SHETLANDS and MAERSK NAVIGATOR in SUMATRA in January 1993, a number of international authorities, states and professional bodies have manifested a wish to reinforce the safety standards of ships carrying dangerous substances. The majority of the recommendations made at that time can easily be applied to the three North African countries of Algeria, Morocco and Tunisia. A North African regional policy for managing accidental pollution should cover preventative measures on the one hand, and emergency responses on the other. Such a policy could be put into operation in several stages. 1. REGIONAL PREVENTATIVE MEASURES The common concern of the three countries should be to protect the Mediterranean Sea from both real and potential impacts of maritime traffic. This could be achieved through the following legal, technical And administrative measures: A. LEGAL MEASURES The IMO is at present studying the possibility of drafting and bringing into force relevant agreements on maritime safety and the prevention of pollution. It is expected that Algeria, Morocco and Tunisia will ratify such agreements once they have been drafted. Each of these countries is also expected to make provisions in their national regulations for requiring ships transporting hydrocarbons or harmful substances to inform the relevant authorities of their entry into their territorial waters, In addition to these measures, which can be taken by each country individually, there are others which they can take collectively to create a common legal ground for prosecuting offenses relative to the protection of the environment. Amongst the measures that the three countries are expected to take collectively is the monitoring of ships by the state at each port. One way to protect the marine environment is to eliminate the use of ships not meeting reasonable safety standards. Most importantly, such monitoring will only be effective if a port receiving a ship under another country's flag can take legal action against that country if, upon inspection, the port discovers a case of negligence, and therefore, protect itself from the risks that unsafe ships provoke. Such is the objective of the Paris Memorandum drafted in 1978 between neighboring countries of the English Channel and the North Sea, of Annex 3 Page 2 of 9 which the positive effects are indisputable. An identical system could be applied in North Africa in which the countries would undertake to: - put into operation in the ports of each country an efficient and coordinated system of monitoring foreign merchant ships without discrimination of flag; - inspect a significant percentage of the ships entering the ports of the three countries; - cooperate and exchange information collected on the ships which have visited. Access to information must be free and comprehensive; - collectively train inspectors responsible for the monitoring; - cooperate with other regions having the same inspections and exchange information with them; and - ensure for each of the countries, the comprehensiveness and enforceability of the sanctions when an offense has been committed in another country party to the agreement. B. TECHNICAL AND ADMINISTRATIVE ARRANGEMENTS The IMO has for a long time been drawing the attention of its members to the importance of certain technical and administrative arrangements for the prevention of pollution. Amongst the actions which the countries could take is the monitoring of maritime traffic and a common policy concerning the waste produced by ships. C. REGULATION AND MONITORING OF MARITIME TRAFFIC In as much as is possible, precautions are to be taken so that, in the waters of the three countries, maritime traffic avoids particularly vulnerable areas meeting at least one of the ecological, economic, cultural, scientific or educational criteria laid down by the IMO. Monitoring of traffic can be performed either from land, or by aerial means, or possibly from ships. In all these cases, it must not be forgotten that these different means aim to help navigation by taking charge of the different ships. This control will be much more efficient by combining the following two conditions: - transmission of data from a control center (or from a VTS) to another so that a ship crossing the Mediterranean can remain monitored for the duration of its journey along the length of the coastline; identification of the suitability of personnel manning the control Annex 3 Page 3 of 9 centers. Not only is it necessary that personnel are qualified but also, that the required qualifications are the same in all three countries. (a) Common policy concerning the waste produced by ships: In general, petroleum wastes from maritime traffic are of two types: used ballast water from petroleum oil tankers; and - various oily residues and sediments produced by non oil- carrying ships. These two categories of waste require two different treatments upon which the signatories to the regional agreement for cooperation would have to decide. (b) Regional policy concerning reception facilities for used ballast water: The national experts who met in Cairo in December 1991 to study the problem of port reception facilities in the Mediterranean suggested a number of proposals concerning regional cooperation, including inspection by the national authority of the port and monitoring of the navigation routes. It is expected that the three countries adopt a common tariff policy and a common warning system for the reception of ships to avoid making one of the countries appear more attractive or more stringent with respect to the other two countries. In addition, it would be advisable that the three countries form a group of experts responsible for following the technological growth in the field of reception facilities; the same group, could ensure liaisons with other Mediterranean countries dealing with the same problems. (c) A common policy concerning oily waste produced by non oil-carrying ships: A collective view on this problem would allow the development of an acceptable regional policy built essentially on: - locating the centers for collection of waste residues. This must be realistic in relation to the technical and logistical capability of the three countries; - cost recovery. The low market value of this type of waste Annex 3 Page 4 of 9 will make it necessary to cover the costs of treatment through appropriate tariffs and national budgets; but, in as much as is possible, the tariffs for unloading this type of waste will have to be calculated in such a way that it does not penalize the ships. 2. RESPONSE MEASURES - preparatory measures for combatting pollution consisting of the entire group of provisions adopted by the national authorities responsible for improving the response capability to threats of pollution or to a reported incident of pollution; and - the actual pollution prevention and clean up operations which consist of putting into place the institutional facilities, plans and equipment provided for these purposes. These two types of measures fit in with both international and regional cooperation. The Barcelona and Lisbon agreements signed by the three countries are based on this form of cooperation. A. REGIONAL COOPERATION FOR COMBATTING POLLUTION Five measures are proposed within the context of regional cooperation: development of a regional emergency plan; - defining a common policy for use of products to combat pollution; - making the means for combatting pollution available; - organizing regional exercises for combatting pollution; and - the training of personnel. (a) Regional emergency plan: The Terms of Reference (TORs) of the consultants' study require the consultants to develop a national emergency plan for each country and to integrate these three plans into a regional plan which will assess the possibilities for cooperation presented by the international agreements signed by the three countries (Barcelona agreement and Lisbon agreement). Annex 3 Page 5 of 9 (b) Defining a common policy for the use of treatment products: A project to develop a code of practice for the use of dispersant in combatting hydrocarbon pollution at sea has been prepared and submitted to the countries bordering the Mediterranean. It incorporates a number of guidelines aimed at harmonizing the policies of the countries using or intending to use dispersant as a means of pollution clean up. The Republic of Tunisia has made some comments on this project related to the following issues: - control of out-of-date dispersant stock; - studies on the impact of dispersant in zones where they have been used; - transfer of technology; and - development of rules for using dispersant and the respect of these rules in the case of assistance by another country. These observations appear to be well founded. The three countries should have a common policy for the use of dispersant; and an active cooperation is to be established between them for approving treatment products. (c) Making equipment for combatting pollution available A policy of regional cooperation dealing with preparing for pollution clean up naturally relies on the ability to place the available means of each country at the disposal of the countries facing a pollution incident. This facility of mutual assistance between the three countries will apply to personnel and equipment. This must be taken into account in the national emergency plans in order to optimize both the location of national stocks and their composition: - location of stocks: the locations for equipment will be determined in such a way that the coastline of the three countries is fully covered and that the distribution is even; and the composition of stocks: the cooperation agreement is to allow the three countries to estimate the complementarity of equipment. For example, two neighboring stocks are to contain, in as much as is possible, complementary equipment so that the mobilization of these two groups of equipment allows the majority of situations to be dealt with. Annex 3 Page 6 of 9 (d) Organization of regional exercises for combatting pollution: Regional exercises should be carried out every 3 or 4 years in order to test the reliability of the regional emergency plan, notably the alert stage, in order to familiarize the personnel with working together and to check the availability and operation of equipment. The regional emergency plan will include a framework for such exercises which mobilize vast amounts of equipment and large numbers of personnel. (e) Training of personnel: The most perfect equipment risks being rendered inefficient if it is operated by inexperienced personnel. This is already true at the national level; but is even more true at the regional level where the cooperation between states regarding response to an incident will be even more effective if it is based on a common training of personnel involved in operations of pollution prevention and clean up. The need for common training has been expressed several times by the Bank and the CRCP. This training will be on several levels: training in crisis management which will bring together those in charge of managing the pollution prevention and clean up operations at sea, on the coastline or in port areas; - training experience for heads of pollution clean up sites, aimed at personnel called upon to lead operational sites of about one hundred people. B. REGIONAL COOPERATION FOR POLLUTION COMBAT OPERATIONS The area of pollution clean up is without doubt the one where the cooperation is most important. It relies on two principles: - shared information; and - mutual assistance Besides a commonality of information skills, it will be advisable to eventually create a training center in one of the three countries, where personnel of different skill levels will be trained. This center could subsequently train both arabic speaking and french speaking people. Annex 3 Page 7 of 9 (a) Shared information: This can take several forms; those types of information most likely to be encountered: information about accidents occurring off one of the countries of the agreement; information about pollution in progress: the nature and volume of discharged product, the area covered by the drift of the slick. Such information can allow neighboring countries to have at hand the necessary means and plans of action in order to deal with the pollution if it reaches its coastline; information on the results obtained during the pollution clean up operations, successes, shortcomings that have been noticed and on the improvements to be made to the plan of action. (b) Mutual assistance: In the case of an accident creating a threat of pollution or causing an actual pollution incident, the three countries will go to the assistance of the threatened country by putting at its disposal: - personnel (hence the importance of a common training program); and - equipment (hence the importance of the location of the stock and of the complementarity of equipment). 3. PUTTING INTO OPERATION THE POLICY FOR COOPERATION All the activities listed above do not have the same degree of importance; in addition some of them could only be put into operation after the project has been completed; and some would be brought in only after the cooperation has been in practice for several years. Improving and harmonizing the different operational protocols for the different agencies involved in pollution prevention and response will make it possible to achieve comparable results in the different countries. The following outlines the different stages proposed for bringing into effect regional cooperation: Annex 3 Page 8 of 9 A. MEASURES WHICH CAN BE BROUGHT INTO EFFECT IMMEDIATELY (a) Prevention: Legal measures - Development of more restrictive national regulations; and - Adoption of plans for inspection by the state authority of the port. Technical and administrative measures - Regulation of traffic in the proximity of zones particularly at risk from petroleum waste pollution; - Regional policy for reception facilities; and - Regional policy for the treatment of waste residue produced by non oil-carrying ships; (b) Preparation for pollution clean up: - Adoption of a common policy for the use of treatment products. B. MEASURES LINKED TO THE REALIZATION OF THE PROPOSED PROJECT Monitoring of maritime traffic (after 3 VTS have been provided in Algeria). (a) Preparation for pollution clean up: - Development of a regional emergency plan; - Development of a project for regional agreement; - Training of personnel; - Sharing of information and mutual assistance in the case of a pollution incident. C. SUBSEQUENT OPERATIONAL MEASURES TO BE TAKEN This concerns essentially the measures aimed at harmonizing the operational procedures for response to a pollution incident. These measures rely on the three countries accepting common protocols indicating the rules to follow in order to take a specific action. The application of such protocols allows for the comparison of results of the operations since they will have been performed in an identical way in the three countries; the first measures deal with: the "standardization" of operations involving the remote detection of hydrocarbons and chemical products discharged at sea; Annex 3 Page 9 of 9 - the "standardization" of tests of efficiency of the treatment products used for combatting hydrocarbon pollution (dispersant, cleaning products for rocks...) For a later phase: the availability of instruments necessary for application of the agreement on inspection of ships by the individual national port authorities (secretariat and computerized center). 4. FINANCIAL IMPLICATIONS OF THE REGIONAL POLICY The measures examined above will not have any financial implications. Indeed, the recommendations which have been made essentially deal with improving the measures of prevention which concentrate on: - the reinforcement of certain legal instruments; and - the development and application of the different regional policies and agreements. As for the measures for response to pollution, they have financial implications either evaluated (regional emergency, training of personnel), or they are without financial implication (sharing of information mutual assistance..). The first regional exercise for pollution clean up is scheduled for 1997; it will be financed locally by the three governments. It should be emphasized that the development and the putting into operation of a regional policy will be a lengthy process requiring the people in charge in the three countries to work closely together. The financing of the different activities comprising the regional policy will be the responsibility of each of the states. This is one of the necessary conditions for the success of such a policy. Annex 4 Page 1 of 10 TRAINING POLICY AND REQUIREMENTS INITIAL OBSERVATIONS The assessment of training needs has to be made without certain necessary facts being available: - the role of the Ministries and organizations responsible for combatting marine pollution will only be known after the adoption of national emergency plans and the regional emergency plan; - the training program will have to be adapted to the equipment actually in the possession of each administration; and - wherever possible, training will be given on a regional basis so as to familiarize the personnel with working together. A. TRAUNING OF PERSONNEL RESPONSIBLE FOR CONTROLLING MARITlME TRAFFIC Procedure and Training: The type and quality of equipment and facilities available to the ports are not enough to produce efficient VTS (Vessel Traffic Services). It is necessary to pay as much attention to perfecting working procedures and operations as to the technical, and training of operations personnel. (a) Operating Procedures The operating procedures should aim to achieve the objectives of the VTS, within the framework of a given administrative and technical organization and in respect of international and local regulations. Thus, it is necessary to establish precise documentation stating the context of the local administrative organization, the objectives designated for the VTS center, functions to be performed in order to achieve these objectives, the method for carrying out these functions, notably procedures concerning exchanges between the VTS and the exterior (principally the boats) while respecting the international and local regulations, and finally the internal procedures of operation. Annex 4 Page 2 of 10 Organization of Maintenance: In order to ensure the continuous availability of pollution combatting equipment, it is necessary to put into practice a technical working policy which takes into consideration, as much as possible, the predicted rate of equipment failure in order to define the number and quality of technical personnel necessary to maintain the systems and to provide these personnel with the correct maintenance procedures. Maintenance can be classified in three categories which govern three types of spare parts: Categorv 1: preventative maintenance and on-site availability of spare parts; Category 2: on site repair which requires the availability of "standard exchange" spare parts and sub-units. Categorv 3: off-site recovery maintenance which requires the availability of a technical service (or the manufacturer) specialized for "repair" and new parts. (b) Training On the basis of information about organization, working and maintenance procedures it will be necessary to plan training of personnel according to the following principals: - Training and management personnel: These people must have ten to fifteen years experience in administrative or operational management and a very good knowledge of the maritime field. They will receive one month training, two weeks of which will be specific training in a college for maritime business administration and a two week training course in an existing VTS. Operational Work: - Watch ofricer: These people must have the equivalent of five or ten years operational experience in the maritime field. They will receive in total one month training of which two weeks will be specific training in a college for maritime business administration and a two week training course in an existing VTS. - Operators: Will be trained in operating radio and radar specific to their job assignment, but may be required to occupy different operational posts as the need arises. Also they will follow a complementary training for the particular procedures at VTS's as well as an operational training course in a VTS. Annex 4 Page 3 of 10 - Technical Work: The people in charge of technical work as well as the technical personnel must have significant previous training in the operational techniques in the VTS. (c) Training of Personnel for Deballasting Stations The companies specialized in the construction of deballasting stations will be called upon to assure the training of personnel assigned to operate the installations. The simplest solution consists of dispatching two engineers for a period of two months in each deballasting station. In this case the training is done "on site". (d) Training of Laboratory Personnel The training of this personnel will be done by the equipment manufacturer. (e) Training for Prevention and Combatting of Accidental Pollution In order to define the training requirements, the following should be taken into account: * different potential sources of pollution; * tasks to be accomplished; D personnel to be trained; and - levels of training to be achieved (i) Different Potential Sources of Pollution - Drilling or production platform accident; - Loading or unloading accident on the Single Buoy Mooring (SPM) or at the port terminals; - Accident during navigating at sea either near the coast, or in estuary, or in port zone; and - Pipe-line rupture Annex 4 Page 4 of 10 (ii) Tasks to Be Achieved Following are the different types of action that are envisaged: Clean up at sea; Around the platforms; Around the disabled vessel; Between the site of the accident and coast; Clean up in the coastline estuary or port zone Actions taken from the land; and Actions taken from the water. These actions cover several types of activity; from aerial observation of the pollution to its final removal and include projections, confinement, recovery, treatment, cleaning and storage, in addition to management and coordination of each action. (iii) Identification of Personnel to be Trained Three main groups of people are likely to participate in clean up operations in port or coastal zones: - Level 1: Port commanders, management personnel of the port authorities and supervising officers managing the "Civil Protection" organization which is responsible for the coordination of the intervention. - Level II: Supervisory personnel of the port organizations, notably the port officers, as well as officers from the "Civil Protection" organization responsible for the organization and management of coastal clean up sites. - Level III: Supervisors and ground staff of the ports, and assistant protection officers likely to be managing the clean-up sites or putting the equipment into operation. Following consultation with the port authorities on one side and the "Civil Protection" organization on the other, it is expected that the total number of personnel to be trained for combatting oil pollution is as follows: - 148 persons for Algeria - 185 persons for Morocco - 137 persons for Tunisia The following tables give the distribution of personnel to be trained under each of the above levels. Anmex4 Page 5 of 10 ALGERIA LEVEL 1 LEVEL 2 LEVEL 3 ANNABA 4 8 16 SKIKDA 3 6 12 BEJALA 3 4 16 ALGER 3 6 16 ORAN 2 4 8 ARZEW 5 8 24 TOTAL 20 36 92 MOROCCO LEVELI LEVEL2 LEVEL3 NADOR 3 8 16 AL HOCEIMA 3 8 16 TANGER 3 8 16 MOHAMMEDIA 8 13 32 CASABLANCA 8 11 32 TOTAL 25 48 112 TUNISIA LEVELI LEVEL 2 LEVEL 3 BIZERTE 2 3 10 TUNIS-LAG 2 10 20 SOUSSE 1 2 5 SFAX 3 6 18 GABES 2 3 10 LA SKIRA 3 5 18 ZARSIS 1 3 / TAZERKA 3 2 / ASHTART 3 2 / TOTAL 20 36 81 Annex 4 Page 6 of 10 The following tables give the schedule of training under each of the three levels. LEVEL 1 YEAR 1 YEAR 2 YEAR 3 TOTAL ALGERIA 7 6 7 20 MOROCCO 8 9 8 25 TUNISIA 7 7 6 20 TOTAL 22 = 22 21 65 LEVEL 2 YEARI YEAR2 YEAR3 TOTAL 1 1 II I If I II ALGERIA 6 6 6 6 6 6 36 MOROCCO 8 8 8 8 8 8 48 TUNISIA 6 6 6 6 6 6 36 TOTAL 20 20 20 20 20 20 120 LEVEL 3 YEAR1 YEAR 2 YEAR 3 TOTAL ALGERIA 16 16 16 16 14 146 92 MOROCCO 19 19 19 19 18 18 112 TUNISIA 13 13 13 13 15 14 81 TOTAL 48 48 48 48 47 46 285 Annex 4 Page 7 of 10 B. PROPOSALS FOR A TRAINING PLAN (a) General Principles The training plan must achieve the following objectives: - Provide the necessary knowledge, at the different levels, to those responsible for combatting the pollution; - Create a highly motivated group dynamic within the anti-pollution institutions at the regional and national levels; and Encourage the different groups to acquire and share a "common bank" of knowledge, language, working habits and responses; In order to accomplish such a task, taking into account the required numbers, a methodology for training must be based on two principles: Training in stages, starting at the level of "decision maker" and finishing with the level of "operating personnel" in order to obtain thorough familiarization and understanding necessary to maintain the overall efficiency of the plans and successful transmission of information; and Pyramid training (training of the training staff) allowing the passing on of acquired knowledge. Diversification of training is required because of the number of people, the different disciplines to teach, and the necessity of re- training, in particular the personnel of Level 2 who will form the pool of training staff for Level 3. Taking into account all of these parameters, following is the proposed training plan concerning Level I and Level 2. (b) Contents of the Training Courses For each of the levels previously proposed, the following is a non-exhaustive list of themes to be taught during training sessions. Level 1 - Summary of Subjects to be Taught (i) - Awareness of risks: Exploration sites and working sites; Transfer transport, simple buoy mooring and terminals; and Storage, port or estuary operations. Annex 4 Page 8 of 10 (ii) - Knowledge of relevant products: Physio-chemical behaviour of products; Different types of risk linked to the use of the products. (iii) - Knowledge of the environment: Oceanographical and meteorological parameters; Geomorphology of the coastline; Wildlife and plant life. (iv) - General organization of intervention: Organization of pollution clean up; National organization; General framework of intervention; Systematic approach for emergency responses; Organization of HQ; Conduct of operations; Media management. (v) - Techniques of emergency response: A: Combatting pollution at sea: Assessment of the pollution; Confinement recovery; Treatment products; and Transport of waste stockpiles. B: Cleaning up on land: Assessment of the pollution; Protection of the coastline; Confinement recovery; Treatment products; Cleaning and restoring; Emergency response in sensitive zones; Transport of waste stockpiles and elimination. (vi) - Knowledge of method for combatting pollution: Equipment used in combatting pollution; Products used in combatting pollution; Annex 4 Page 9 of 10 (vii) - Case Studies: Case studies of combatting pollution at sea; Case studies of pollution clean up on coastlines. Level 2 - Summary of Subjects to be taught: Combatting of pollution at sea (i) - Awareness of risks: Offshore sites; Transport and storage. (ii) - Knowledge of hydrocarbons: Physio-chemical behaviour of the products; Different types of risk linked to the use of the product. (iii) - Knowledge of the environment: Oceanographical and meteorological parameters; Geomorphology of coastline; Wildlife and plant life. (iv) - General organization of intervention: Emergency response drills of national organization; The general framework of the intervention; Organization of operation sites. (v) - Technique for combatting pollution: Observation and assessment of pollution on land; Protection of the coastline; Confinement recovery; Products used in cleaning up pollution; Cleaning and restoring; Intervention in sensitive zones; Transport of waste stockpiles and elimination. (vi) - Knowledge of methods for combatting pollution: Equipment for combatting pollution; Products used in combatting pollution. Annex 4 Page 10 of 10 (vii) - Case studies: Case studies for sandy beaches; Case studies for rocky areas or ports. Level 3 - Summary of subjects to be taught: (i) General Poiiits Emergency response drills of national organization; Drills in hydrocarbon handling operations; Revision of hydrocarbons and the environment; Personnel safety. (ii) Technical Modules 1. Confinement-recovery at sea 2. Confinement-protection 3. Recovery at sea 4. Employment of dispersant by plane 5. Employment of dispersant by boat 6. Confinement-recovery in coastal or port zone 7. Confinement-recovery on land 8. Cleaning of sandy beaches by mnechanical means 9. Manual cleaning of sandy beaches 10. Intervenition on marshes 11. Cleaning of rocky areas 12. Storage of waste 13. Employment of absorbent materials 14. Observation and surveillance at sea 15. Observation and surveillance on land The World Bank 1818 H Sreec. N.W (202) 477-1234 INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT Washington. .C. 20433 Cable Address: INT9AFRAD INTERNATIONAL OEVELOPMENT ASSOCIATION U.S.A. Cable Address: INDEVAS ANNEX 5 Page 1 of 11 June 9, 1992 His Excellency Ahmed Benbitour Deputy Minister of Treasury Ministry of Economy Irnmeuble Mauretania Place du Perou Algiers Democratic and Popular Republic of Algeria Re: Advance for Preparation of Oil Pollution Management System for the Southwest Component of the Mediterranean Regional Sea Project GET-PPA Number 28607 Excellency: I am writing on behalf of the International Bank for Reconstruction and Development acting as Trustee of the Global Environment Trust Fund (GET) (the Trustee) to indicate the Trustee's agreement to grant to the Democratic and Popular Republic of Algeria (the Recipient) an Advance in an amount not exceeding two hundred thousand Special Drawing Rights (SDR 200,000) (the Advance). The purpose of the Advance is to finance certain expenditures required for the preparation of a project aimed to reduce the input of petroleum hydrocarbons to the internadonal waters of the Mediterranean Regional Sea, for the carrying out of.which the Recipient intends to request the financial assistance of the Global Environment Trust Fund. The Advance is granted for the purposes and on the terms and conditions set forth in the Attachments I-1I hereto, and the Recipient represents, by confirming its agreement hereunder, that it is authorized to contract and withdraw the Advance for the said purposes and on the said terrms and conditions. The grant of the Advance does not constitute or imply any commitment on the part of the Trustee, the International Bank for Reconstruction and Development in its own capacity or the International Development Association, to assist in financing the project for the preparation of which the Advance is granted. ANEX 5 Page 2 of 11 His Excellency -2 - June 9, 1992 Ahmed Benbitour Deputy Minister of Treasury Please confirm your agreement with the foregoing, on behalf of the Democratic and Popular Republic of Algeria by signing, dating, and returning to us the enclosed copy of this letter. This agreement will become effective on the date of countersignature. Very truly yours, INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMEENT acting as Trustee of the Global Environment Trust Fund Pieter P. Bottelier Director Maghreb Department Middle East and North Africa Region AGREED: DEMOCRATIC AND POPULAR RE IG LGERIA By -ia ,* k 2:.- >rk cziepresentadive *r;; Date -______________ Attachments The World Bank 1818 H Streel. NW. (22) 477.1234 INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT Washingbon. D.C. 20433 Cable Address: INTSAFRAO INTERNATIONAL DEVELOPMENT ASSOCIATION U.S.A Cable Address: INDEVAS ANNEX 5 Page 3 of 11 June 9, 1992 His Excellency Mohamed Berrada Minister of Finance Ministry of Finance Rabat Kingdom of Morocco Re: Advance for Preparation of Oil Pollution Management System for the Southwest Component of the Mediterranean Regional Sea Project GET-PPA Number 28608 Excellency: I am writing on behalf of the International Bank for Reconstruction and Development acting as Trustee of the Global Environment Trust Fund (GET) (the Trustee) to indicate the Trustee's agreement to grant to the Kingdom of Morocco (the Recipient) an Advance in an amount not exceeding two hundred thousand Special Drawing Rights (SDR 200,000) (the Advance). The purpose of the Advance is to finance certain expenditures required for the preparation of a project aimed to reduce the input of petroleum hydrocarbons to the international waters of the Mediterranean Regional Sea, for the carrying out of which the Recipient intends to request the financial assistance of the Global Environment Trust Fund. The Advance is granted for the purposes and on the terms and conditions set forth in the Attachments I-II hereto, and the Recipient represents, by confinring its agreement hereunder, that it is authorized to contract and withdraw the Advance for the said purposes and on the said terms and conditions. The grant of the Advance does not constitute or imply any commitment on the part of the Trustee, the International Bank for Reconstruction and Development in its own capacity or the International Development Association, to assist in financing the project for the preparation of which the Advance is granted. RCA 248422 *WUI 64145 r.re AsNNEX 5 Page 4 of 11 His Excellency - 2 - June 9 , 1992 Mahamed Berrada Minister of Finance Please confirm your agreement with the foregoing, on behalf of the Kingdom of Morocco, by signing, dating, and returning to us the enclosed copy of this letter. This agreement will become effective on the date of countersignature. Very truly yours, INTERNAnIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT Acting as Trustee of the Global Environment Trust Fund Pieter P. Bottelier Director Maghreb Department Middle East and North Africa Region AGREED: KINGDOM FROCCOTO : .dw By Authorized Represehd&e e Date 1 8 ,j!J Attachments ANNEX 5 Page 5 of 11 -The World Bank 1818 H Street. N W (202)477-1234 INTERNATIONAL BANK FOR RECONSTRUC t ION AND DEVELOPMENT Wash,ngton, D.C. 20433 Cable Address: INTBAFRAD INTERNATIONAL DEVELOPMENT ASSOCIATION U.S.A. Cable Address: INOEVAS June 9, 1992 His Excellency MustaphaK. Nabli Minister of Planning and Regional Development Ministry of Planning and Regional Development Place Ali Zouaoui Tunis Republic of Tunisia Re: Advance for Preparation of Oil Pollution Management System for the Southwest Component of the Mediterranean Regional Sea Project GET-PPA Number 28609 Excellency: I am writing on behalf of the International Banlk for Reconstruction and Development acting as Trustee of the Global Environment Trust Fund (GET) (the Trustee) to indicate the Trustee's agreement to grant to the Republic of Tunisia (the Recipient) an Advance in an amount not exceeding two hundred thousand Special Drawing Rights (SDR 200,000) (the Advance). The purpose of the Advance is to finance certain expenditures required for the preparation of a project aimed to reduce the input of petroleum hydrocarbons to the interniational waters of the Mediterranean Regional Sea, for the carrying out of which the Recipient intends to request the financial assistance of the Global Environment Trust Fund. The Advance is granted for the purposes and on the terms and conditions set forth in the Attachments I-II hereto, and the Recipient represents, by confirming its agreement hereunder, that it is authorized to contract and withdraw the Advance for the said purposes and on the said terms and conditions. The grant of the Advance does not constitute or imply any commitment on the part of the Trustee, the International Bank for Reconstruction and Development in its own capacity or the International Development Association, to assist in financing the project for the preparation of which the Advance is granted. 2-CA 2-3- * WUI 641
Группа Всемирного банка · GEF Project Document
Algeria, Morocco and Tunisia - Oil Pollution Management Project for the Southwest Mediterranean Sea
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